WO2020042274A1 - 一种轨道车辆的激活装置及具有其的轨道车辆 - Google Patents

一种轨道车辆的激活装置及具有其的轨道车辆 Download PDF

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Publication number
WO2020042274A1
WO2020042274A1 PCT/CN2018/108721 CN2018108721W WO2020042274A1 WO 2020042274 A1 WO2020042274 A1 WO 2020042274A1 CN 2018108721 W CN2018108721 W CN 2018108721W WO 2020042274 A1 WO2020042274 A1 WO 2020042274A1
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WO
WIPO (PCT)
Prior art keywords
activation
branch
power source
target power
rail
Prior art date
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Ceased
Application number
PCT/CN2018/108721
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English (en)
French (fr)
Inventor
张会青
袁琦
王淼
单保强
牟一楠
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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Publication date
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Priority to US16/304,349 priority Critical patent/US11247704B2/en
Publication of WO2020042274A1 publication Critical patent/WO2020042274A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/34—Control or regulation of multiple-unit electrically-propelled vehicles with human control of a setting device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/04—Electrical locking and release of the route; Electrical repeat locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the present application relates to the field of rail vehicle activation, and in particular, to a rail vehicle activation device and a rail vehicle having the same.
  • the current rail vehicle activation method is activated by the driver's cab at both ends. This activation method is no longer applicable to connected vehicles. That is, the current way of activating rail vehicles is to activate the driver's cab at both ends, and it is impossible to enable all control compartments to activate and control the rail vehicles in which they are located.
  • the present application provides a rail vehicle activation device and a rail vehicle having the same, in order to solve the technical problem that current rail vehicle activation methods in the related art cannot achieve that all control compartments can activate and control the rail vehicle in which they are located.
  • an activation device for a rail vehicle is provided.
  • the activation device is provided in a carriage containing a plurality of grouped rail vehicles, wherein the device includes: a target power source, which is connected to the activation bus through a first branch, wherein the activation bus runs through the plurality of grouped rail vehicles; a circuit; Switch for controlling the disconnection state of the first branch.
  • the activation device further includes: a first touch controller, one end of which is connected to the target power source through a circuit switch, and is configured to control the first branch to close when a current signal sent by the target power source is received.
  • the other end of the first touch device is connected to the negative line through a second branch
  • the activation device further includes: a second touch device, one end of which is connected to the activation bus, and the other end of which is connected to the negative line, for When the current signal sent by the active bus is received, the second branch is controlled to be disconnected.
  • the other end of the first touch controller is further connected to the negative line through a third branch, and the first touch controller is further configured to control the communication of the third branch when the current signal sent by the target power source is received.
  • the first branch is provided with a first normally open contact, wherein the first normally open contact is closed when the first touch controller receives a current signal sent by a target power source.
  • a normally closed contact is provided on the second branch, wherein the normally closed contact is opened when the second touch controller receives the current signal sent by the activation bus.
  • a second normally open contact is provided on the third branch, wherein the second normally open contact is closed when the first touch controller receives a current signal sent by the target power source.
  • the activation device further includes: a circuit breaker, one end of which is connected to the target power source, and the other end of which is connected to the first branch and the first touch controller for protecting the activation device.
  • a carriage is provided.
  • the carriage includes: any one of the above-mentioned rail vehicle activation devices.
  • a rail vehicle including a plurality of formations includes the above-mentioned carriages.
  • the activation device is provided in a carriage of a plurality of marshalled rail vehicles, and the activation device includes a target power source connected to the activation bus through a first branch, wherein the activation bus runs through the plurality of marshalled tracks.
  • Vehicle a circuit switch used to control the disconnected state of the first branch, and solves the technical problem that the current rail vehicle activation method in the related art cannot enable all control compartments to activate and control the rail vehicle in which they are located.
  • An activation device is provided in the carriages of a plurality of composed rail vehicles, and the target power source of the activation device is connected to the activation bus of the plurality of composed rail vehicles, so that the carriages provided with the activation device can activate and control the rail train in which Technical effects.
  • FIG. 1 is a schematic diagram of an activation device for a rail vehicle according to an embodiment of the present application.
  • FIG. 2 is a schematic diagram showing the position of the first branch in FIG. 1 in the activation device
  • FIG. 3 is a schematic diagram showing the position of the second branch in FIG. 1 in the activation device
  • FIG. 4 shows a schematic diagram of the position of the third branch in FIG. 1 in the activation device.
  • an embodiment of the present invention provides an activation device for a rail vehicle.
  • the activation device is provided in a carriage containing a plurality of grouped rail vehicles.
  • the activation device includes a target power source 10. Is connected to an activation bus 64 through a first branch 61, wherein the activation bus 64 runs through the plurality of grouped rail vehicles; a circuit switch 20 is used to control the disconnection state of the first branch 61 .
  • an activation device is provided in the carriages of a plurality of grouped rail vehicles, and the target power source 10 of the activation device is connected to the activation bus 64 of the plurality of grouped rail vehicles, thereby achieving the provision of activation
  • the carriage of the device can activate and control the technical effects of the rail vehicle in which it is installed.
  • the carriage has obtained the authority to activate and control the rail vehicles in which it is located, in order to solve the inability of the current rail vehicle activation method.
  • the technical problem of making the control compartments in multiple grouped rail vehicles active and controlling the rail vehicles in which they are located can be achieved.
  • the dashed frame around the circuit switch 20 represents the controller, that is, the above-mentioned circuit switch 20 is a controller switch, and the cabin crew can turn on the circuit switch 20 through the controller key.
  • the activation device further includes a first touch controller 30 and a second touch controller 40.
  • one end of the first touch controller 30 is connected to the target power source 10 through the circuit switch 20, and the other end of the first touch controller 30 is connected to the negative line 65 through the second branch 62. Is configured to control the first branch 61 to be closed when a current signal sent by the target power source 10 is received.
  • One end of the second touch controller 40 is connected to the activation bus bar 64, and the other end of the second touch controller 40 is connected to the negative bus line 65, and is used for receiving a current signal sent by the activation bus bar 64. To control the second branch circuit 62 to open.
  • the design of the first touch controller 30 connected to the target power source 10 through the circuit switch 20 enables the circuit switch 20 to control whether the first touch controller 30 can receive the current sent by the activation bus 64
  • the signal that is, when the circuit switch 20 is closed, the first touch controller 30 can receive the current signal sent by the activation bus 64; when the circuit switch 20 is open, the first touch controller 30 cannot receive the current signal sent by the activation bus 64 Current signal.
  • the design that controls the first branch 61 to be closed can achieve a small current signal sent by the target power source 10, thereby controlling the flow of a larger current.
  • the disconnected state of the first branch 61 that is, the technical effect of controlling the "high current” operation by "small current” is achieved, thereby improving the safety performance of the activation device.
  • the other end of the first touch sensor 30 is connected to the negative line 65 through the second branch 62.
  • one end of the first touch sensor 30 is connected to the target power source 10 and the other end is connected to the negative line 65, forming a closed loop, which provides a path for charge circulation. It avoids that the first touch sensor 30 is only connected to the target power source 10 through the circuit switch 20 at one end, so that even if the circuit switch 20 is closed, a closed loop cannot be formed, so that the first touch sensor 30 cannot receive the current signal sent by the target power source 10 The situation happened.
  • the second touch controller 40 when the second touch controller 40 receives the current signal sent by the activation bus 64, it controls the design of the second branch 62 to be disconnected, so that the second touch controller 40 After the activation bus 64 of the rail vehicle is powered, the closed loop of the first touch controller 30 is cut off, so as to prevent the first touch controller 30 from receiving the current signal sent by the target power source 10 to control the communication of the first branch 61.
  • the closed circuit of the first touch sensor 30 in the car where the second touch sensor 40 is located is cut, so that the first touch sensor 30
  • the current signal sent by the target power source 10 cannot be received, and the first branch 61 cannot be connected to ensure that the cars activated by the activation bus 64 have priority to activate the train.
  • the activation bus 64 of the rail vehicle is powered. Since the second touch controller 40 of the other cars such as the second car and the third car is connected to the activation bus 64, the second touch controller 40 of the other cars such as the second car and the third car receives the current signal sent by the activation bus 64, Furthermore, the second branch 62 of the other cars such as the second car and the third car is controlled to be opened. At this moment, even if the circuit switches 20 of other cars such as 2 cars and 3 cars are closed, the closed circuit of the first touch sensor 30 of other cars such as 2 cars and 3 cars is still cut off, and the current signal sent by the target power supply 10 cannot be obtained. Therefore, the communication of the first branch 61 cannot be controlled, so that only one compartment of the rail vehicle can activate the rail vehicle's activation bus 64.
  • the other end of the first touch sensor 30 is also connected to the negative line 65 through a third branch 63, and the first touch sensor 30 is further used for When the current signal sent by the target power source 10 is received, the third branch 63 is controlled to communicate.
  • This design prevents the second touch controller 40 of the compartment where the first touch controller 30 is located after the first touch controller 30 controls the first branch 61 from being closed, receiving the current signal sent by the activation bus 64. Then, the second branch 62 is opened, so that the first touch controller 30 cannot continue to receive the current signal sent by the target power source 10 to control the first branch 61 to close.
  • the first touch controller 30 controls the first branch 61 to be closed, even if the second touch controller 40 opens the second branch 62, the first touch controller 30 can also pass through the third branch 63 Connected to the negative line 65 to achieve a closed circuit protecting the first touch sensor 30, so that the first touch sensor 30 can continuously obtain the technical effect of the current signal sent by the target power source 10, so that the activation device provided in this embodiment Can run stably.
  • the first touch controller 30 is an activation relay
  • the second touch controller 40 is a power control relay.
  • the activation relay is in an activated state when receiving a current signal sent by the target power source 10
  • the power control relay is in an activated state when receiving a current signal sent by the activation bus 64.
  • the first branch 61 is provided with a first normally open contact 31, wherein the first normally open contact 31 is in the first touch
  • the receiver 30 is closed when receiving the current signal sent by the target power source 10. That is, when the first touch sensor 30 is in the activated state, the first normally open contact 31 is closed, and when the first touch sensor 30 is not activated, the first normally open contact 31 is opened.
  • the second branch 62 is provided with a normally closed contact 41, wherein the normally closed contact 41 receives the activation at the second touch controller 40.
  • the current signal sent from the bus 64 is turned off. That is, when the second touch device 40 is in the activated state, the normally closed contact 41 is opened, and when the second trigger is not activated, the normally closed contact 41 is closed.
  • the third branch 63 is provided with a second normally open contact 32, wherein the second normally open contact 32 is received by the first touch controller 30.
  • the second normally open contact 32 is closed, and when the first touch controller 30 is not activated, the second normally open contact 32 is opened.
  • the arrangement of the first normally-open contact 31, the second normally-open contact 32, and the normally-closed contact 41 enables the first touch controller 30 and the second touch controller 40 to be based on the current state ( Whether it is in a state of receiving a current signal), and controlling the disconnection state of the first branch 61, the second branch 62, and the third branch 63.
  • the activation device further includes a circuit breaker 50.
  • One end of the circuit breaker 50 is connected to the target power source 10, and the other end is connected to the first branch circuit 61 for: Protect the activation device.
  • the circuit breaker 50 can actively cut off the target power source 10 to the rail train through the first branch 61.
  • the power supply to the activation bus 64 protects the activation device.
  • the other end of the circuit breaker 50 included in the activation device is connected to the first touch sensor 30.
  • the circuit breaker 50 can actively cut off the power supply from the target power source 10 to the first touch controller 30 to protect the activation. Device.
  • Another embodiment of the present invention provides a carriage including an activation device for a rail vehicle, wherein the activation device for a rail vehicle is the activation device for a rail vehicle provided in the foregoing embodiment.
  • an activation device is provided in the carriage, and the target power source 10 of the activation device is connected to the activation bus 64 of the rail vehicle, so that the carriage provided with the activation device can activate and control the rail vehicle in which it is located.
  • the carriage has obtained the authority to activate and control the rail vehicle in which it is located, in order to solve the current rail vehicle activation method that cannot make the rail
  • the control compartment in the vehicle can activate the technical problems of controlling the rail vehicle in which it is located.
  • Another embodiment of the present invention provides a rail vehicle including a plurality of marshallings, including a plurality of carriages, wherein the carriages are the carriages provided in the above embodiments.
  • an activation device is provided in the carriages of a plurality of grouped rail vehicles, and the target power source 10 of the activation device is connected to the activation bus 64 of the plurality of grouped rail vehicles, thereby achieving the provision of activation
  • the carriage of the device can activate and control the technical effects of the rail vehicle in which it is installed.
  • the carriage has obtained the authority to activate and control the rail vehicles in which it is located, in order to solve the inability of the current rail vehicle activation method.
  • the technical problem of making the control compartments in multiple grouped rail vehicles active and controlling the rail vehicles in which they are located is achieved.
  • orientation words such as “front, back, up, down, left, right", “horizontal, vertical, vertical, horizontal”, “top, bottom” and the like indicate the orientation Or the positional relationship is usually based on the orientation or positional relationship shown in the drawings, only for the convenience of describing the present invention and simplifying the description. Unless otherwise stated, these orientation words do not indicate and imply the device or element referred to. It must have a specific orientation or be constructed and operated in a specific orientation, so it cannot be understood as a limitation on the scope of protection of the present invention; the orientation words “inside and outside” refer to the inside and outside relative to the outline of each component itself.
  • spatially relative terms such as “above”, “above”, “above”, “above”, etc. can be used here to describe as shown in the figure Shows the spatial position relationship between one device or feature and other devices or features. It should be understood that spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation of the device as described in the figures. For example, if a device in the figure is turned over, devices described as “above” or “above” other devices or constructions will be positioned “below the other devices or constructions” or “below” Other devices or constructs. " Thus, the exemplary term “above” may include both directions “above” and “below”. The device can also be positioned in other different ways (rotated 90 degrees or at other orientations), and the relative description of space used here is explained accordingly.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

一种轨道车辆的激活装置及具有其的轨道车辆。该激活装置设置于包含多辆编组的轨道车辆的车厢中，该激活装置包括：目标电源（10），该目标电源通过第一支路（61）与激活母线（64）相连接，其中，激活母线贯穿于多辆编组的轨道车辆；电路开关（20），用于控制第一支路的断连状态。通过该激活装置解决了相关技术中当下轨道车辆的激活方式无法做到令所有控制车厢均可激活控制其所在的轨道车辆的技术问题。

Description

一种轨道车辆的激活装置及具有其的轨道车辆 技术领域
本申请涉及轨道车辆的激活领域，具体而言，涉及一种轨道车辆的激活装置及具有其的轨道车辆。
背景技术
当下轨道车辆的激活方式均是由两端司机室激活，该激活方式针对连挂车辆则不再适用。也即，当下轨道车辆的激活方式为两端司机室激活，无法做到令所有控制车厢均可激活控制其所在的轨道车辆。
针对相关技术中当下轨道车辆的激活方式无法做到令所有控制车厢均可激活控制其所在的轨道车辆的技术问题，目前尚未提出有效的解决方案。
发明内容
本申请提供一种轨道车辆的激活装置及具有其的轨道车辆，以解决相关技术中当下轨道车辆的激活方式无法做到令所有控制车厢均可激活控制其所在的轨道车辆的技术问题。
根据本申请的一个方面，提供了一种轨道车辆的激活装置。该激活装置设置于包含多辆编组的轨道车辆的车厢中，其中，该装置包括：目标电源，通过第一支路与激活母线相连接，其中，激活母线贯穿于多辆编组的轨道车辆；电路开关，用于控制第一支路的断连状态。
进一步地，激活装置还包括：第一触控器，一端通过电路开关与目标电源相连接，用于在接收到目标电源发送的电流信号时，控制第一支路闭合。
进一步地，第一触控器的另一端通过第二支路与负线相连接，激活装置还包括：第二触控器，一端与激活母线相连接，另一端与负线相连接，用于在接收到激活母线发送的电流信号时，控制第二支路断开。
进一步地，第一触控器的另一端还通过第三支路与负线相连接，第一触控器还用于在接收到目标电源发送的电流信号时，控制第三支路连通。
进一步地，第一支路上设有第一常开触点，其中，第一常开触点在第一触控器接收到目标电源发送的电流信号时闭合。
进一步地，第二支路上设有常闭触点，其中，常闭触点在第二触控器接收到激活母线发送的电流信号时断开。
进一步地，第三支路上设有第二常开触点，其中，第二常开触点在第一触控器接收到目标电源发送的电流信号时闭合。
进一步地，激活装置还包括：断路器，一端与目标电源相连接，另一端与第一支路和第一触控器相连接，用于保护激活装置。
根据本申请的另一方面，提供了一种车厢。该车厢包括：上述任意一项的轨道车辆的激活装置。
根据本申请的另一方面，提供了一种包含多辆编组的轨道车辆。该包含多辆编组的轨道车辆包括：上述的车厢。
通过本申请令激活装置设置于包含多辆编组的轨道车辆的车厢中，并令激活装置包括：目标电源，通过第一支路与激活母线相连接，其中，激活母线贯穿于多辆编组的轨道车辆；电路开关，用于控制第一支路的断连状态，解决了相关技术中当下轨道车辆的激活方式无法做到令所有控制车厢均可激活控制其所在的轨道车辆的技术问题。通过令多辆编组的轨道车辆的车厢中设置激活装置，且该激活装置的目标电源与多辆编组的轨道车辆的激活母线相连接，使得设置有激活装置的车厢可以激活并控制其所在轨道列车的技术效果。
附图说明
构成本申请的一部分的附图用来提供对本申请的进一步理解，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1是根据本申请实施例提供的轨道车辆的激活装置的示意图。
图2示出了图1中的第一支路在激活装置中位置的示意图；
图3示出了图1中的第二支路在激活装置中位置的示意图；
图4示出了图1中的第三支路在激活装置中位置的示意图。
其中，上述附图包括以下附图标记：
10、目标电源；20、电路开关；30、第一触控器；40、第二触控器；50、断路器；31、第一常开触点；32、第二常开触点；41、常闭触点；61、第一支路；62、第二支路；63、第三支路；64、激活母线；65、负线。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本发明及其应用或使用的任何限制。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
如图1和图2所示，本发明的实施例提供了一种轨道车辆的激活装置，该激活装置设置于包含多辆编组的轨道车辆的车厢，其中，所述激活装置包括：目标电源10，通过第一支路61与激活母线64相连接，其中，所述激活母线64贯穿于所述多辆编组的轨道车辆；电路开关20，用于控制所述第一支路61的断连状态。
应用本实施例的技术方案，令多辆编组的轨道车辆的车厢中设置激活装置，且该激活装置的目标电源10与多辆编组的轨道车辆的激活母线64相连接，进而达到了设置有激活装置的车厢可以激活并控制其所在轨道车辆的技术效果。
也即，通过令车厢中设置的目标电源10与多辆编组的轨道车辆的激活母线64相连接，使得该车厢获得了激活并控制其所在轨道车辆的权限，以解决当下轨道车辆的激活方式无法做到令多辆编组的轨道车辆中的控制车厢均可激活并控制其所在的轨道车辆的技术问题。
在一个可选的示例中，如图1所示，电路开关20外周虚线框表示司控器，即上述电路开关20为司控器开关，乘务人员可以通过司控器钥匙打开该电路开关20。
此外，为了确保优先操作电路开关20的车厢具有优先激活轨道列车的权限，在本实施例中，该激活装置还包括第一触控器30和第二触控器40。
如图3所示，第一触控器30的一端通过所述电路开关20与所述目标电源10相连接，第一触控器30的另一端通过第二支路62与负线65相连接，用于在接收到所述目标电源10发送的电流信号时，控制所述第一支路61闭合。
第二触控器40的一端与所述激活母线64相连接，第二触控器40的另一端与所述负线65相连接，用于在接收到所述激活母线64发送的电流信号时，控制所述第二支路62断开。
针对第一触控器30，上述第一触控器30通过电路开关20与目标电源10相连接的设计，令电路开关20可以控制第一触控器30能否接收到激活母线64发送的电流信号，即，在电路开关20闭合时，第一触控器30能够接收到激活母线64发送的电流信号；在电路开关20断开时，第一触控器30不能接收到激活母线64发送的电流信号。此外，令第一触控器30在接收到目标电源10发送的电流信号时，控制第一支路61闭合的设计，可以达到通过目标电源10发送的小电流信号，进而控制流通较大电流的第一支路61的断连状态，即，达到通过“小电流”去控制“大电流”运作的技术效果，进而提高激活装置的安全性能。
此外，上述第一触控器30的另一端通过第二支路62与负线65相连接。此时，第一触控器30一端连接目标电源10，另一端连接负线65，形成了闭合回路，为电荷流通提供了路径。避免了第一触控器30仅仅在一端通过电路开关20连接目标电源10，导致即便电路开关20闭合也无法形成闭合回路，使第一触控器30无法接收到目标电源10发送的电流信号的情况发生。
针对第二触控器40，上述第二触控器40在接收到所述激活母线64发送的电流信号时，控制所述第二支路62断开的设计，令第二触控器40在轨道车辆的激活母线64得电之后，切断第一触控器30的闭合回路，避免第一触控器30接收到目标电源10发送的电流信号以控制第一支路61连通的情况发生。也即，令第二触控器40在其他车厢激活轨道车辆的激活母线64之后，切断该第二触控器40所在车厢的第一触控器30的闭合回路，令第一触控器30无法接收到目标电源10发送的电流信号，更无法连通第一支路61，以确保优先令激活母线64得电的车厢具有优先激活列车的权限。
举一个例子，如图1所示，在1车激活轨道车辆的激活母线64之后，轨道车辆的激活母线64得电。由于2车、3车等其他车厢的第二触控器40与激活母线64相连接，因此，2车、3车等其他车厢的第二触控器40接收到激活母线64发送的电流信号，进而控制2车、3车等其他车厢的第二支路62断开。此刻即使2车、3车等其他车厢的电路开关20闭合，2车、3车等其他车厢的第一触控器30的闭合回路依然处于被切断状态，仍无法获取目标电源10发送的电流信号，进而无法控制第一支路61连通，使得轨道车辆中只有一辆车厢能够激活轨道车辆的激活母线64。
最后，如图4所示，在本实施例中第一触控器30的另一端还通过第三支路63与所述负线65相连接，所述第一触控器30还用于在接收到所述目标电源10发送的电流信号时，控制所述第三支路63连通。此种设计，避免了第一触控器30控制所述第一支路61闭合之后，其第一触控器30所在车厢的第二触控器40接收到所述激活母线64发送的电流信号，进而断开第二支路62，致使第一触控器30无法继续接收到所述目标电源10发送的电流信号，以控制第一支路61闭合的情况发生。也即，第一触控器30在控制所述第一支路61闭合之后，即便第二触控器40断开第二支路62，第一触控器30还可以通过第三支路63与所述负线65相连接，达到保护第一触控器30的闭合回路，令第一触控器30可以持续获取目标电源10发送的电流信号的技术效果，使得本实施例提供的激活装置可以稳定运行。
在本实施例的一个优选的例子中，第一触控器30为激活继电器，第二触控器40为电源控制继电器。其中，激活继电器在接收到所述目标电源10发送的电流信号时处于被激活状态，电源控制继电器在接收到所述激活母线64发送的电流信号时处于被激活状态。
进一步地，在本实施例的一个优选的例子中，所述第一支路61上设有第一常开触点31，其中，所述第一常开触点31在所述第一触控器30接收到所述目标电源10发送的电流信号时闭合。也即，第一触控器30处于激活状态时，第一常开触点31闭合，第一触控器30未被激活时，第一常开触点31断开。
在本实施例的一个优选的例子中，所述第二支路62上设有常闭触点41，其中，所述常闭触点41在所述第二触控器40接收到所述激活母线64发送的电流信号时断开。也即，第二触控器40处于激活状态时，常闭触点41断开，第二触发器未被激活时，常闭触点41闭合。
在本实施例的一个优选的例子中，所述第三支路63上设有第二常开触点32，其中，所述第二常开触点32在所述第一触控器30接收到所述目标电源10发送的电流信号时闭合。也即第一触控器30处于激活状态时，第二常开触点32闭合，第一触控器30未被激活时，第二常开触点32断开。
综上所述，通过第一常开触点31、第二常开触点32，以及常闭触点41的设置，使得第一触控器30和第二触控器40可以基于当下状态(是否处于接收到电流信号的状态)，控制第一支路61、第二支路62以及第三支路63的断连状态。
此外，作为另一个可选的示例，所述激活装置还包括断路器50，其中，断路器50一端与所述目标电源10相连接，另一端与所述第一支路61相连接，用于保护所述激活装置。此种设计，使得第一支路61中电流发成异常时，例如：第一支路61发生短路或严重过载时，断路器50可以主动切断目标电源10通过第一支路61对轨道列车的激活母线64的供电，进而保护激活装置。
同理，在另一个可选的示例中，激活装置包括的断路器50的另一端与第一触控器30相连接。使得激活装置中电流发成异常时，例如：第一触控器30的闭合回路发生短路或严重过载时，断路器50可以主动切断目标电源10对第一触控器30的供电，以保护激活装置。
本发明的另一实施例提供了一种车厢，包括轨道车辆的激活装置，其中，轨道车辆的激活装置为上述实施例提供的轨道车辆的激活装置。
应用本实施例的技术方案，令车厢中设置激活装置，且该激活装置的目标电源10与轨道车辆的激活母线64相连接，进而达到了设置有激活装置的车厢可以激活并控制其所在轨道车辆的技术效果。
也即，通过令车厢中设置的目标电源10与轨道车辆的激活母线64相连接，使得该车厢获得了激活并控制其所在轨道车辆的权限，以解决当下轨道车辆的激活方式无法做到令轨道车辆中的控制车厢均可激活控制其所在的轨道车辆的技术问题。
本发明的又一实施例提供了一种包含多辆编组的轨道车辆，包括多个车厢，其中，车厢为上述实施例提供的车厢。应用本实施例的技术方案，令多辆编组的轨道车辆的车厢中设置激活装置，且该激活装置的目标电源10与多辆编组的轨道车辆的激活母线64相连接，进而达到了设置有激活装置的车厢可以激活并控制其所在轨道车辆的技术效果。
也即，通过令车厢中设置的目标电源10与多辆编组的轨道车辆的激活母线64相连接，使得该车厢获得了激活并控制其所在轨道车辆的权限，以解决当下轨道车辆的激活方式无法做到令多辆编组的轨道车辆中的控制车厢均可激活控制其所在的轨道车辆的技术问题。
以上所述仅为本发明的优选实施例而已，并不用于限制本发明，对于本领域的技术人员来说，本发明可以有各种更改和变化。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。
需要注意的是，这里所使用的术语仅是为了描述具体实施方式，而非意图限制根据本申请的示例性实施方式。如在这里所使用的，除非上下文另外明确指出，否则单数形式也意图包括复数形式，此外，还应当理解的是，当在本说明书中使用术语“包含”和/或“包括”时，其指明存在特征、步骤、操作、器件、组件和/或它们的组合。
除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、数字表达式和数值不限制本发明的范围。同时，应当明白，为了便于描述，附图中所示出的各个部分的尺寸并不是按照实际的比例关系绘制的。对于相关领域普通技术人员已知的技术、方法和设备可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为授权说明书的一部分。在这里示出和讨论的所有示例中，任何具体值应被解释为仅仅是示例性的，而不是作为限制。因此，示例性实施例的其它示例可以具有不同的值。应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步讨论。
在本发明的描述中，需要理解的是，方位词如“前、后、上、下、左、右”、“横向、竖向、垂直、水平”和“顶、底”等所指示的方位或位置关系通常是基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，在未作相反说明的情况下，这些方位词并不指示和暗示所指的装置或元件必须具有特定的方位或者以特定的方位构造和操作，因此不能理解为对本发明保护范围的限制；方位词“内、外”是指相对于各部件本身的轮廓的内外。
为了便于描述，在这里可以使用空间相对术语，如“在……之上”、“在……上方”、“在……上表面”、“上面的”等，用来描述如在图中所示的一个器件或特征与其他器件或特征的空间位置关系。应当理解的是，空间相对术语旨在包含除了器件在图中所描述的方位之外的在使用或操作中的不同方位。例如，如果附图中的器件被倒置，则描述为“在其他器件或构造上方”或“在其他器件或构造之上”的器件之后将被定位为“在其他器件或构造下方”或“在其他器件或构造之下”。因而，示例性术语“在……上方”可以包括“在……上方”和“在……下方”两种方位。该器件也可以其他不同方式定位(旋转90度或处于其他方位)，并且对这里所使用的空间相对描述作出相应解释。
此外，需要说明的是，使用“第一”、“第二”等词语来限定零部件，仅仅是为了便于对相应零部件进行区别，如没有另行声明，上述词语并没有特殊含义，因此不能理解为对本发明保护范围的限制。

Claims (10)

  1. 一种轨道车辆的激活装置，其特征在于，所述激活装置设置于包含多辆编组的轨道车辆的车厢中，其中，所述激活装置包括：
    目标电源(10)，通过第一支路(61)与激活母线(64)相连接，其中，所述激活母线(64)贯穿于所述多辆编组的轨道车辆；
    电路开关(20)，用于控制所述第一支路(61)的断连状态。
  2. 根据权利要求1所述的装置，其特征在于，所述激活装置还包括：
    第一触控器(30)，一端通过所述电路开关(20)与所述目标电源(10)相连接，用于在接收到所述目标电源(10)发送的电流信号时，控制所述第一支路(61)闭合。
  3. 根据权利要求2所述的装置，其特征在于，所述第一触控器(30)的另一端通过第二支路(62)与负线(65)相连接，所述激活装置还包括：
    第二触控器(40)，一端与所述激活母线(64)相连接，另一端与所述负线(65)相连接，用于在接收到所述激活母线(64)发送的电流信号时，控制所述第二支路(62)断开。
  4. 根据权利要求3所述的装置，其特征在于，所述第一触控器(30)的另一端还通过第三支路(63)与所述负线(65)相连接，所述第一触控器(30)还用于在接收到所述目标电源(10)发送的电流信号时，控制所述第三支路(63)连通。
  5. 根据权利要求2所述的装置，其特征在于，所述第一支路(61)上设有第一常开触点(31)，其中，所述第一常开触点(31)在所述第一触控器(30)接收到所述目标电源(10)发送的电流信号时闭合。
  6. 根据权利要求3所述的装置，其特征在于，所述第二支路(62)上设有常闭触点(41)，其中，所述常闭触点(41)在所述第二触控器(40)接收到所述激活母线(64)发送的电流信号时断开。
  7. 根据权利要求4所述的装置，其特征在于，所述第三支路(63)上设有第二常开触点(32)，其中，所述第二常开触点(32)在所述第一触控器(30)接收到所述目标电源(10)发送的电流信号时闭合。
  8. 根据权利要求2所述的装置，其特征在于，所述激活装置还包括：
    断路器(50)，一端与所述目标电源(10)相连接，另一端与所述第一支路(61)相连接，用于保护所述激活装置；和/或，
    断路器(50)，一端与所述目标电源(10)相连接，另一端与所述第一触控器(30)相连接，用于保护所述激活装置。
  9. 一种车厢，包括轨道车辆的激活装置，其特征在于，所述轨道车辆的激活装置为权利要求1至8中任一项所述的轨道车辆的激活装置。
  10. 一种包含多辆编组的轨道车辆，包括多个车厢，其特征在于，所述车厢为权利要求9所述的车厢。
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