WO2021135710A1 - 一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路 - Google Patents

一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路 Download PDF

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Publication number
WO2021135710A1
WO2021135710A1 PCT/CN2020/130304 CN2020130304W WO2021135710A1 WO 2021135710 A1 WO2021135710 A1 WO 2021135710A1 CN 2020130304 W CN2020130304 W CN 2020130304W WO 2021135710 A1 WO2021135710 A1 WO 2021135710A1
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Prior art keywords
circuit
relay
closed
train
connector
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Application number
PCT/CN2020/130304
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English (en)
French (fr)
Inventor
井宇航
周利
司尚卓
吴平景
林叶
Original Assignee
中车株洲电力机车有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Priority claimed from CN202010002906.2A external-priority patent/CN111055887B/zh
Priority claimed from CN202010001463.5A external-priority patent/CN111098868B/zh
Application filed by 中车株洲电力机车有限公司 filed Critical 中车株洲电力机车有限公司
Publication of WO2021135710A1 publication Critical patent/WO2021135710A1/zh

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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes

Definitions

  • the invention relates to the technical field of rail transit, in particular to a transmission circuit for urban rail trains and their hard-line signals, and a closed circuit at the rear of the train under the scene of the hard-line signals of the train.
  • the hard-wire signal transmission circuit of the full-group and full-train signal is indispensable.
  • the hard-wire signal transmission circuit of the train is an important circuit to ensure the transmission of key signals of the train. Examples include pantograph monitoring signals, high-speed circuit breaker monitoring signals, knife switch monitoring signals, emergency brake signals, parking brake monitoring signals, friction brake monitoring signals, library socket monitoring signals, bow raising permission signals, etc.
  • the hard-wire signal transmission circuit of the train is controlled by occupancy relays in the cabs at both ends of the train.
  • S(1), S(2), S(3)... to S(n) all represent key signals Switch, or key signal contact.
  • the 3 and 4 contacts of the relay KM11 of the TC1 car are closed and the contacts 1 and 2 are off, while the 3 and 4 contacts of the relay KM11 of the TC2 car are off and the contacts 1 and 2 are closed. .
  • the 3 and 4 contacts of the relay KM11 of the TC1 car are turned off and the contacts 1 and 2 are closed, and the 3 and 4 contacts of the relay KM11 of the TC2 car are closed and the 1, 2 contacts are closed. Click to turn off. If the n key signal contacts are all closed, the relay KM12 in the TC1 car and the relay KM12 in the TC2 car can be energized to realize the signal transmission of the train line.
  • the purpose of the present invention is to provide an urban rail train and its hard-line signal transmission circuit and a closed circuit at the rear of the train in the hard-line signal scenario, so as to improve the stability of the hard-line signal transmission circuit and reduce the cost.
  • the present invention provides the following technical solutions:
  • a transmission circuit for train hard-line signals including:
  • a first connector whose first end is connected to the first battery, and the second end of the first connector is connected to the first end of the first connector;
  • N key signal switch units connected in series between the second end of the first connector and the second end of the second connector; N is a positive integer;
  • the third end is respectively connected to the second connector of the first electrical signal receiving part and the second electrical signal receiving part, and the second end of the second connector is between the second end of the second connector and the third end of the second connector In-between connection
  • the first electrical signal receiving component
  • the second electrical signal receiving part The second electrical signal receiving part.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the opening and closing state of the corresponding vehicle door;
  • the first electrical signal receiving component is a seventh relay, which is used to prohibit the starting of the train when a low-level signal is received and the driver's cab where the first electrical signal receiving component is currently occupied;
  • the second electrical signal receiving component is an eighth relay, which is used to prohibit the starting of the train when a low-level signal is received and the driver's cab where the second electrical signal receiving component is located is currently occupied.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the on-off state of the corresponding emergency brake button;
  • the first electrical signal receiving component is a ninth relay, which is used to trigger emergency braking when a low-level signal is received and the cab where the first electrical signal receiving component is currently occupied;
  • the second electrical signal receiving component is a tenth relay, which is used to trigger emergency braking when a low-level signal is received and the cab where the second electrical signal receiving component is currently occupied.
  • the first electrical signal receiving component is a first display for performing the interruption of the transmission circuit when a low-level signal is received and the cab where the first electrical signal receiving component is located is currently occupied. message notification;
  • the second electrical signal receiving component is a second display, which is used to provide an information prompt that the transmission circuit is interrupted when a low-level signal is received and the cab where the second electrical signal receiving component is located is currently occupied.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the connection state of the corresponding pantograph.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the on-off state of the corresponding high-speed circuit breaker.
  • the first display and the second display are both HMI displays.
  • it also includes:
  • the wireless transmission device connected to both the first display and the second display is used to wirelessly transmit the prompt information output by the first display and the second display to the ground control terminal.
  • An urban rail train includes any one of the above-mentioned transmission circuits for train hard-line signals.
  • a closed-circuit circuit at the rear of a train in a hard-wire signal scenario comprising: a hard-wire signal transmission circuit, a first closed-circuit control circuit, a second closed-circuit control circuit, and a second battery;
  • the transmission circuit of the hard wire signal includes: a first battery;
  • a first connector whose first end is connected to the first battery, and the second end of the first connector is connected to the first end of the first connector;
  • N key signal switch units connected in series between the second end of the first connector and the second end of the second connector; N is a positive integer;
  • the third end is respectively connected to the second connector of the first electrical signal receiving part and the second electrical signal receiving part, and the second end of the second connector is between the second end of the second connector and the third end of the second connector In-between connection
  • the first electrical signal receiving component
  • the second electrical signal receiving component is the second electrical signal receiving component
  • the target position is a preset position among the N key signal switch units, and the target position is respectively connected to the first end of the first closed circuit control circuit and the first end of the second closed circuit control circuit;
  • the second end of the first closed-circuit control circuit is respectively connected to the first electrical signal receiving part and the second electrical signal receiving part; in the default state, the second end of the first closed-circuit control circuit is connected to the The first end of the first closed-circuit control circuit is in an off state. In the first closed-circuit operation state, the second end of the first closed-circuit control circuit is between the first end of the first closed-circuit control circuit and the first end of the first closed-circuit control circuit. Is in the conducting state;
  • the second end of the second closed-circuit control circuit is connected to the second battery; in the default state, between the first end of the second closed-circuit control circuit and the second end of the second closed-circuit control circuit is In the off state, in the second closed-circuit operating state, the first end of the second closed-circuit control circuit and the second end of the second closed-circuit control circuit are in a conduction state.
  • the first closed-circuit control circuit includes: a first relay, a second relay, a third relay, a third storage battery, and a first switch unit;
  • the first control terminal of the first relay receives a high-level signal
  • the second control terminal of the first relay is grounded
  • the first normally closed contact of the first relay is connected to the first normally closed contact of the first switch unit.
  • the two ends are connected to the first normally open contact of the first relay, the second normally closed contact of the first relay is connected to the first normally closed contact of the third relay, and the The second normally open contact is connected with the first normally closed contact of the second relay;
  • the first end of the first switch unit is connected to the third battery, the first switch unit is in the off state in the default state, and the first switch unit is in the on state in the first closed-circuit operation state ;
  • the first control terminal of the third relay is connected to the second normally closed contact of the second relay, the second control terminal of the third relay is grounded, and the first normally open contact of the third relay serves as The first end of the first closed-circuit control circuit; the second normally open contact of the third relay serves as the second end of the first closed-circuit control circuit;
  • the first control terminal of the second relay is connected to the second normally closed contact of the third relay, and the second control terminal of the second relay is grounded.
  • the second closed-circuit control circuit includes: a fourth relay, a fifth relay, a sixth relay, a fourth storage battery, and a second switch unit;
  • the first control terminal of the fourth relay receives a low-level signal
  • the second control terminal of the fourth relay is grounded
  • the first normally closed contact of the fourth relay is connected to the first normally closed contact of the second switch unit.
  • the two ends are connected to the first normally open contact of the fourth relay, the second normally closed contact of the fourth relay is connected to the first normally closed contact of the sixth relay, and the The second normally open contact is connected with the first normally closed contact of the fifth relay;
  • the first end of the second switch unit is connected to the fourth battery, the second switch unit is in the off state in the default state, and the second switch unit is in the on state in the second closed-circuit operation state ;
  • the first control terminal of the sixth relay is connected to the second normally closed contact of the fifth relay, and the second control terminal of the sixth relay is grounded;
  • the first control terminal of the fifth relay is connected to the second normally closed contact of the sixth relay, the second control terminal of the fifth relay is grounded, and the second normally open contact of the fifth relay serves as The first end of the second closed circuit control circuit and the first normally open contact of the fifth relay serve as the second end of the second closed circuit control circuit.
  • the first control terminal of the first relay receives the high-level signal provided by the first battery through the first connector.
  • the first electrical signal receiving component is a first display for performing the interruption of the transmission circuit when a low-level signal is received and the cab where the first electrical signal receiving component is located is currently occupied. message notification;
  • the second electrical signal receiving component is a second display, which is used to provide an information prompt that the transmission circuit is interrupted when a low-level signal is received and the cab where the second electrical signal receiving component is located is currently occupied.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the connection state of the corresponding pantograph.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the on-off state of the corresponding high-speed circuit breaker.
  • it also includes:
  • the wireless transmission device connected to both the first display and the second display is used to wirelessly transmit the prompt information output by the first display and the second display to the ground control terminal.
  • An urban rail train includes any one of the above-mentioned closed-circuit circuits at the rear of the train under the scenario of realizing the hard-line signal of the train.
  • the second end of the first connector is connected to the first end of the first connector, and the first end of the first connector is connected to the first battery.
  • N key The signal switch unit is connected in series between the second end of the first connector and the second end of the second connector, the second end of the second connector and the third end of the second connector are connected, and the second The third end of the connector is respectively connected to the first electrical signal receiving component and the second electrical signal receiving component. Therefore, when the N key signal switch units are turned on, the first electrical signal receiving component and the second electrical signal receiving component can be The electrical signal is received, so the circuit of the present application realizes the transmission function of the train hard-line signal. At the same time, the solution of the present application does not occupy the relay contacts, but uses the first connector and the second connector to implement the solution of the present application, which is beneficial to improving the stability of the circuit and reducing the cost.
  • Figure 1 is a schematic diagram of the structure of a traditional train hard-line signal transmission circuit
  • FIG. 2 is a schematic diagram of the structure of a transmission circuit of a train hard-line signal in the present invention
  • FIG. 3 is a schematic diagram of the structure of a closed circuit circuit at the rear of the train in the scene of the hard-line signal of the train according to the present invention
  • FIG. 4 is a schematic diagram of the connection structure of the control terminals of the first relay and the fourth relay in a specific embodiment of the present invention
  • FIG. 5 is a schematic diagram of the connection structure of the control terminals of the second relay and the third relay in a specific embodiment of the present invention
  • FIG. 6 is a schematic structural diagram of a closed circuit circuit at the rear of a train in a scenario of realizing a hard-line signal of a train in a specific embodiment of the present invention
  • FIG. 7 is a schematic diagram of the connection structure of the control terminals of the fifth relay and the sixth relay in a specific embodiment of the present invention.
  • the core of the present invention is to provide a transmission circuit for train hard-wire signals and a closed-circuit circuit at the rear of the train under the scene of train hard-wire signals, which is beneficial to improving the stability of the circuit and reducing the cost.
  • FIG. 2 is a schematic structural diagram of a transmission circuit of a train hard-line signal in the present invention.
  • the transmission circuit of a train hard-line signal may include:
  • Fig. 2 of the present application only shows a transmission circuit of a train hard-wire signal.
  • the train hard-wire signal transmission circuit of Fig. 2 is used to transmit a monitoring signal for door opening and closing
  • the N key signal switch units in are all key signal switch units whose on-off state corresponds to the opening and closing state of the corresponding door.
  • each train hard wire signal transmission circuit can refer to the embodiment of FIG. 2.
  • the first storage battery 10 can be shared.
  • the first battery 10 in the transfer circuit A and the first battery 10 in the transfer circuit B are the same battery
  • the first battery 10 in the transfer circuit C, the first battery 10 in the transfer circuit D, and the first battery 10 in the transfer circuit E The first storage battery 10 of is also the same storage battery
  • the storage battery multiplexed with the transfer circuit A and the transfer circuit B may be the same storage battery or different storage batteries. If they are different storage batteries, the two storage batteries can be placed in the same cab or in different cabs, neither of which affects the implementation of the present invention.
  • the first end is connected to the first connector 20 of the first storage battery 10, and the second end of the first connector 20 is connected to the first end of the first connector 20.
  • the functions of the first connector 20 in the multiple transmission circuits can also be integrated, for example, one with at least 6 ports is selected.
  • Connector the 1 to 3 ports of the connector constitute the first connector 20 of the transfer circuit A, and the 4 to 6 ports constitute the first connector 20 of the transfer circuit B.
  • the second connector 30 the same is true for the second connector 30, and this method is beneficial to reduce the occupied space of the connector in the train in practical applications.
  • the first end of the first connector 20 is connected to the first end of the first connector 20, and the first end of the first connector 20 is connected to the first battery 10, the first end of the first connector 20 is The two terminals can receive the high-level signal output by the first storage battery 10.
  • N key signal switch units connected in series between the second end of the first connector 20 and the second end of the second connector 30; N is a positive integer.
  • N key signal switch units are all key signal switch units of the same nature, that is, they transmit the same type of key signals, for example, N key signal switch units correspond to N doors , Used to indicate whether the N doors are closed.
  • the key signal switch unit can also be called a key signal contact.
  • S(1), S(2), S(3), and S(N) are used to represent the transmission circuit of a train hard-line signal. These N key signal switch units.
  • the third end is respectively connected to the second connector 30 of the first electrical signal receiving part 40 and the second electrical signal receiving part 50, and between the second end of the second connector 30 and the third end of the second connector 30 connection.
  • the first electrical signal receiving component 40 is the first electrical signal receiving component 40
  • the second electrical signal receiving part 50 The second electrical signal receiving part 50.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 in the transmission circuit can both receive high-level signals. In other words, when the first electrical signal receiving component 40 and the second electrical signal receiving component 50 both receive a high-level signal, it indicates that the N key signal switch units in the transmission circuit are all closed.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the opening and closing state of the corresponding vehicle door;
  • the first electrical signal receiving component 40 is a seventh relay, which is used to prohibit the starting of the train when a low-level signal is received and the cab where the first electrical signal receiving component 40 is located is currently occupied;
  • the second electrical signal receiving component 50 is an eighth relay, which is used to prohibit the starting of the train when a low-level signal is received and the driver's cab where the second electrical signal receiving component 50 is currently in an occupied state.
  • the key signal switch unit when the door corresponding to the key signal switch unit is closed, the key signal switch unit will be closed, that is, it is in the on state at this time. When the door corresponding to the key signal switch unit is opened, the key signal switch unit is turned off and is in an off state.
  • the first electrical signal receiving component 40 is a seventh relay.
  • the seventh relay receives a low-level signal, it indicates that at least one key signal switch unit is in the off state, so it indicates that at least one of the N doors is open If the driver’s cab where the first electrical signal receiving component 40 is located is currently occupied, the train is not allowed to start.
  • the seventh relay is connected to the related downstream circuit. The train cannot start when the seventh relay is not energized. Only when the seventh relay is energized, the train can start normally.
  • the specific form of the downstream circuit can refer to the existing The design of the train circuit in this application does not need to be adjusted, so the description will not be expanded here.
  • the second electrical signal receiving component 50 is an eighth relay, which is the same as the seventh relay.
  • a low-level signal is received, it means that at least one vehicle door is open. If the second electrical signal receives When the driver's cab where the component 50 is located is currently in an occupied state, the train will be prohibited from starting through the subsequent circuit.
  • the N key signal switch units are all key signal switch units whose on-off state corresponds to the on-off state of the corresponding emergency brake button;
  • the first electrical signal receiving component 40 is a ninth relay, which is used to trigger emergency braking when a low-level signal is received and the cab where the first electrical signal receiving component 40 is located is currently occupied;
  • the second electrical signal receiving component 50 is a tenth relay, which is used to trigger emergency braking when a low-level signal is received and the cab where the second electrical signal receiving component 50 is currently occupied.
  • the ninth relay when the ninth relay receives a low-level signal. It means that at least one emergency brake button is in the off state, and each emergency brake button is in the closed state by default when the train is running normally, so the ninth relay is receiving a low-level signal, and the driver's cab is currently occupied In the state, the emergency brake will be triggered.
  • the tenth relay is the same as the ninth relay. It can be seen that the hard-wire signal transmission circuit in this embodiment realizes the transmission of the critical signal of emergency braking.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 may be a first display in a specific embodiment of the present invention.
  • a low-level signal is received, and the driver's cab where the first electrical signal receiving component 40 is located is currently in an occupied state, an information prompt that the transmission circuit is interrupted is performed;
  • the second electrical signal receiving component 50 may be a second display, which is used to indicate that the transmission circuit is interrupted when a low-level signal is received and the cab where the second electrical signal receiving component 50 is located is currently occupied.
  • information can be prompted through the first display and the second display, so that the driver can intuitively see the current state of the transmission circuit.
  • the N key signal switch units may all be key signal switch units whose on-off state corresponds to the connection state of the corresponding pantograph.
  • both the first display and the second display will receive To the low level signal, if the driver’s cab where the first display is located is currently occupied, the first display will prompt the transmission circuit to be interrupted.
  • the driver’s cab where the second display is located is currently occupied, Then the second display will prompt the interruption of the transmission circuit.
  • the N key signal switch units may all be key signal switch units whose on-off state corresponds to the on-off state of the corresponding high-speed circuit breaker.
  • the display shows whether at least the high-speed circuit breaker is open.
  • the first display and the second display can also be shared.
  • one pin of the display is connected to the third end of the second connector 30 in the transfer circuit A to make the display
  • the other pin of is connected to the third end of the second connector 30 in the transfer circuit B, and the display is used to realize the functions of the first display in the transfer circuit A and the first display in the transfer circuit B, which is beneficial to reduce the cost .
  • both the first display and the second display may be HMI displays.
  • it may further include:
  • the wireless transmission device connected with the first display and the second display is used to wirelessly transmit the prompt information output by the first display and the second display to the ground control terminal.
  • the prompt information output by the first display and the second display is wirelessly transmitted to the ground control terminal through the wireless transmission device, which is beneficial for the ground control terminal to learn the running status of the train in time, thereby helping to ensure driving safety.
  • the second end of the first connector 20 is connected to the first end of the first connector 20, and the first end of the first connector 20 is connected to the first battery 10 , N key signal switch units are connected in series between the second end of the first connector 20 and the second end of the second connector 30, the second end of the second connector 30 and the third end of the second connector 30 And the third end of the second connector 30 is respectively connected to the first electrical signal receiving part 40 and the second electrical signal receiving part 50. Therefore, when the N key signal switch units are turned on, the first electrical signal The receiving component 40 and the second electrical signal receiving component 50 can receive electrical signals. Therefore, the circuit of the present application realizes the transmission function of the train hard-line signal. At the same time, the solution of the present application does not occupy the relay contacts, but uses the first connector 20 and the second connector 30 to implement the solution of the present application, which is beneficial to improving the stability of the circuit and reducing the cost.
  • the embodiment of the present invention also provides an urban rail train, including the transmission circuit of the train hard-line signal in any of the above embodiments, which can be referred to as above. , The description will not be repeated here.
  • the applicant further considers that when the integrity of the train is lost in the circuit as shown in Fig. 2, or an unrepairable fault occurs in a certain group of trains, the transmission circuit cannot realize closed-circuit operation at the rear of a single group.
  • the hard-wire signal transmission circuit loses its power supply, and also loses the integrity of the circuit connection, even if all key signals are represented The S(1), S(2), S(3)...S(N) contacts are closed, and the first electrical signal receiving component 40 and the second electrical signal receiving component 50 still cannot receive power.
  • the TC2 cannot realize the corresponding function due to the loss of the electrical function of the TC1 car, that is, the TC2 car cannot realize the single formation operation at this time.
  • the applicant considers that under the premise of using the first connector and the second connector to realize the transmission circuit, improve the stability of the circuit, and reduce the cost, it is necessary to enable the train to have the function of closed circuit at the rear of the train and be able to operate in a single group.
  • FIG. 3 is a schematic structural diagram of a closed circuit circuit at the rear of the train in the scene of realizing the hard-wire signal of the train in the present invention, which may include: a transmission circuit of the hard-wire signal, a first closed-circuit control circuit 60, and a second closed-circuit control The circuit 70 and the second battery 80.
  • the hard wire signal transmission circuit includes: a first battery 10.
  • FIG. 3 of the present application only shows a transmission circuit of a train hard-wire signal.
  • the transmission circuit of a train hard-wire signal in FIG. 3 is used to transmit a monitoring signal for door opening and closing
  • the N key signal switch units in 3 are all key signal switch units whose on-off state corresponds to the opening and closing state of the corresponding door.
  • pantograph monitoring signals for example, pantograph monitoring signals, high-speed circuit breaker monitoring signals, knife switch monitoring signals, emergency braking signals, parking brake monitoring signals, friction brake monitoring signals, etc. need to be transmitted. Therefore, there will be There are multiple train hard-wire signal transmission circuits, and the transmission circuit of each train hard-wire signal can refer to the embodiment of FIG. 3.
  • the first storage battery 10 can be shared.
  • the first battery 10 in the transfer circuit A and the first battery 10 in the transfer circuit B are the same battery
  • the first battery 10 in the transfer circuit C, the first battery 10 in the transfer circuit D, and the first battery 10 in the transfer circuit E The first storage battery 10 of is also the same storage battery
  • the storage battery multiplexed with the transfer circuit A and the transfer circuit B may be the same storage battery or different storage batteries. If they are different storage batteries, the two storage batteries can be placed in the same cab or in different cabs, without affecting the implementation of the present invention.
  • the first end is connected to the first connector 20 of the first storage battery 10, and the second end of the first connector 20 is connected to the first end of the first connector 20.
  • the functions of the first connector 20 in the multiple transmission circuits can also be integrated, for example, one with at least 6 ports is selected.
  • Connector the 1 to 3 ports of the connector constitute the first connector 20 of the transfer circuit A, and the 4 to 6 ports constitute the first connector 20 of the transfer circuit B.
  • the second connector 30 the same is true for the second connector 30, and this method is beneficial to reduce the occupied space of the connector in the train in practical applications.
  • the first end of the first connector 20 is connected to the first end of the first connector 20, and the first end of the first connector 20 is connected to the first battery 10, the first end of the first connector 20 is The two terminals can receive the high-level signal output by the first storage battery 10.
  • N key signal switch units connected in series between the second end of the first connector 20 and the second end of the second connector 30; N is a positive integer.
  • N key signal switch units are all key signal switch units of the same nature, that is, they transmit the same type of key signals, for example, N key signal switch units correspond to N doors , Used to indicate whether the N doors are closed.
  • the key signal switch unit can also be called a key signal contact.
  • S(1), S(2), S(3), and S(N) are used to represent the transmission circuit of a train hard wire signal. These N key signal switch units.
  • the third end is respectively connected to the second connector 30 of the first electrical signal receiving part 40 and the second electrical signal receiving part 50, and between the second end of the second connector 30 and the third end of the second connector 30 connection.
  • the first electrical signal receiving component 40 is the first electrical signal receiving component 40
  • the second electrical signal receiving part 50 The second electrical signal receiving part 50.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 in the transmission circuit can both receive the output of the first battery High-level signal.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 both receive a high-level signal, it indicates that the N key signal switch units in the transmission circuit are all closed.
  • the target position is a preset position among the N key signal switch units, and the target position is respectively connected to the first end of the first closed-circuit control circuit 60 and the first end of the second closed-circuit control circuit 70.
  • the target position can be set in advance, but generally speaking, the target position will be selected in the middle of the N key signal switch units.
  • the target position may be the position where the 10 key signal switch units are divided into 5 positions on each side, and the first closed-circuit control circuit 60 and the second closed-circuit control circuit 70 are in the two compartments respectively in the middle.
  • the specific selection of the target location can be appropriately adjusted according to actual needs, and does not affect the implementation of the present invention.
  • the second end of the first closed circuit control circuit 60 is respectively connected to the first electrical signal receiving part 40 and the second electrical signal receiving part 50; in the default state, the second end of the first closed circuit control circuit 60 is connected to the first closed circuit control circuit The first end of 60 is in an off state, and in the first closed-circuit operation state, the second end of the first closed-circuit control circuit 60 and the first end of the first closed-circuit control circuit 60 are in an on state;
  • the second end of the second closed-circuit control circuit 70 is connected to the second battery 80; in the default state, the first end of the second closed-circuit control circuit 70 and the second end of the second closed-circuit control circuit 70 are in an off state, In the second closed-circuit operating state, the first end of the second closed-circuit control circuit 70 and the second end of the second closed-circuit control circuit 70 are in a conducting state.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 in the transmission circuit can both receive the high output of the first battery 10. Level signal.
  • the rear closed-circuit operation can be carried out by the formation of the TC1 car at this time.
  • the second end of the first closed-circuit control circuit 60 and the first end of the first closed-circuit control circuit 60 are in a conducting state. Therefore, regardless of whether the TC2 vehicle is faulty or not, the first connection After the key signal contacts between the device 20 and the target position are closed, both the first electrical signal receiving component 40 and the second electrical signal receiving component 50 can receive the high-level signal provided by the first storage battery 10.
  • the rear closed-circuit operation can be carried out by the formation of the TC2 car at this time.
  • the second end of the second closed-circuit control circuit 70 and the first end of the second closed-circuit control circuit 70 are in a conductive state. Since the first battery in the TC1 car cannot be used, the second Battery 80.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 can both receive the second The high-level signal provided by the battery 80 realizes the closed-circuit operation at the rear of the marshalling where the TC2 car is located.
  • a first closed-circuit control circuit 60, a second closed-circuit control circuit 70, and a second battery 80 are also provided.
  • the first closed-circuit control circuit 60, the second closed-circuit control circuit 70, and the second battery 80 are provided.
  • the second end of a closed-circuit control circuit 60 and the first end of the first closed-circuit control circuit 60 are in an off state.
  • the second end of the first closed-circuit control circuit 60 and the first closed-circuit control The first ends of the circuit 60 are in a conducting state, which realizes the closed-circuit operation of the rear of the cab where the first connector 20 is located.
  • the second end of the second closed-circuit control circuit 70 is connected to the second battery 80; in the default state, the first end of the second closed-circuit control circuit 70 and the second end of the second closed-circuit control circuit 70 are closed.
  • the solution of the present application adopts the first connector 20 and the second connector 30 to realize the transmission circuit, improves the stability of the circuit, and reduces the cost, so that the train can have the function of closed circuit at the rear of the train and can run in a single group.
  • the first closed-circuit control circuit 60 may include: a first relay KM1, a second relay KM2, a third relay KM3, a third storage battery 90, and a first switch unit S01;
  • the first control terminal of the first relay KM1 receives a high-level signal, the second control terminal of the first relay KM1 is grounded, and the first normally closed contact of the first relay KM1 is respectively connected to the second terminal and the second terminal of the first switch unit S01
  • the first normally open contact of a relay KM1 is connected, the second normally closed contact of the first relay KM1 is connected to the first normally closed contact of the third relay KM3, and the second normally open contact of the first relay KM1 is connected to the first normally closed contact of the third relay KM3.
  • the first normally closed contact of the second relay KM2 is connected;
  • the first end of the first switch unit S01 is connected to the third battery 90, the first switch unit S01 is in the off state in the default state, and the first switch unit S01 is in the on state in the first closed-circuit operation state;
  • the first control terminal of the third relay KM3 is connected to the second normally closed contact of the second relay KM2, the second control terminal of the third relay KM3 is grounded, and the first normally open contact of the third relay KM3 serves as the first closed circuit control
  • the first end of the circuit 60; the second normally open contact of the third relay KM3 serves as the second end of the first closed-circuit control circuit 60;
  • the first control terminal of the second relay KM2 is connected to the second normally closed contact of the third relay KM3, and the second control terminal of the second relay KM2 is grounded.
  • the first control terminal of the first relay KM1 receives the high-level signal provided by the first battery 10 through the first connector 20.
  • a battery may be separately configured as the first The first control terminal of the relay KM1 provides a high level signal.
  • the first battery 10 is used to provide an electrical signal to the first control terminal of the first relay KM1, which is beneficial to increase the multiplexing degree of the device and reduce the implementation cost of the solution.
  • the first control terminal and the second control terminal of the first relay KM1 are respectively marked as 1 control and 2 control in Figure 4, the first control terminal of the first relay KM1 receives a high level signal, and the second control terminal is grounded, that is, The coil of the first relay KM1 is energized by the first battery 10.
  • the first relay KM1 has two groups of controlled contacts, namely, contact 1, contact 2, contact 3, and contact 4 of the first relay KM1 in FIG. 5.
  • Contact 1 and contact 2 are the first normally closed contact and second normally closed contact of the first relay KM1, respectively, and contact 3 and contact 4 are respectively the first normally open contact and the second normally open contact of the first relay KM1.
  • the second normally open contact is the first normally open contact.
  • the first switch unit S01 in FIG. 5 is a button type switch unit. In the default state, the first switch unit S01 is in the off state, and the coil of the third relay KM3 will not be energized. After the worker presses the button to turn on the first switch unit S01, the train enters the first closed circuit operation state. At this time, the first switch unit S01 is in the conducting state. Since the coil of the first relay KM1 can receive a high-level signal, there is a gap between the first normally open contact and the second normally open contact of the first relay KM1 The conduction state, that is, the contact 3 and the contact 4 of KM1 in FIG.
  • the coil of the second relay KM2 is not energized, so the contact 1 and the contact 2 of KM2 are conductive. Therefore, in the first closed-circuit operation state, the coil of the third relay KM3 can be energized, that is, the first control terminal of the third relay KM3 can receive the electrical signal of the third battery 90 in FIG. 5. After the coil of the third relay KM3 is energized, the contact 3 and the contact 4 of the third relay KM3 can be turned on.
  • the first electrical signal receiving part 40 and the second electrical signal receiving part can be made 50 receives the electric signal and realizes the closed-circuit operation of the rear of the vehicle in the case of a single formation.
  • the first closed-circuit control circuit 60 is realized by the first relay KM1, the second relay KM2, the third relay KM3, the third battery 90 and the first switch unit S01.
  • the circuit structure is simple and easy to implement.
  • the interlocking of the second relay KM2 and the third relay KM3 is also realized, so as to avoid abnormal situations that cause the second relay KM2 and the third relay KM3 to receive power at the same time, which may cause other circuit failures.
  • the second closed-circuit control circuit 70 may include: a fourth relay KM4, a fifth relay KM5, a sixth relay KM6, a fourth storage battery 91, and a second switch unit S02.
  • the first control terminal of the fourth relay KM4 needs to receive a low-level signal, and the second control terminal of the fourth relay KM4 is grounded to indicate that the TC2 car is a non-power supply terminal, and the TC1 car with the first battery 10 is the power supply of the transmission circuit end.
  • the first normally closed contact of the fourth relay KM4 is respectively connected to the second end of the second switch unit S02 and the first normally open contact of the fourth relay KM4, and the second normally closed contact of the fourth relay KM4 is connected to the sixth
  • the first normally closed contact of the relay KM6 is connected, and the second normally open contact of the fourth relay KM4 is connected to the first normally closed contact of the fifth relay KM5;
  • the first end of the second switch unit S02 is connected to the fourth battery 91, the second switch unit S02 is in the off state in the default state, and the second switch unit S02 is in the on state in the second closed-circuit operation state;
  • the first control terminal of the sixth relay KM6 is connected to the second normally closed contact of the fifth relay KM5, and the second control terminal of the sixth relay KM6 is grounded;
  • the first control terminal of the fifth relay KM5 is connected to the second normally closed contact of the sixth relay KM6, the second control terminal of the fifth relay KM5 is grounded, and the second normally open contact of the fifth relay KM5 serves as the second closed circuit control
  • the first end of the circuit 70 and the first normally open contact of the fifth relay KM5 serve as the second end of the second closed-circuit control circuit 70.
  • the coil of the fourth relay KM4 since the coil of the fourth relay KM4 is not energized, the first normally closed contact of the fourth relay KM4 and its second normally closed contact are in a conducting state, and the first normally open contact and the second normally closed contact are in a conducting state.
  • the two normally open contacts are in the off state, that is, in Figure 7, the contact 1 and contact 2 of the fourth relay KM4 are conducted, the coil of the sixth relay KM6 is not energized, and the contact of the sixth relay KM6 is turned off.
  • the coil of the fifth relay KM5 can be energized, that is, the first control terminal of the fifth relay KM5 can receive a high-level signal.
  • the contacts 3 and 4 of the fifth relay KM5 will be closed. At this time, only the distance between the target position and the second connector 30 is needed.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 can receive the electrical signal output by the second battery 80, realizing the closed-circuit operation of the vehicle tail in the case of TC2 marshalling.
  • the second switch unit S02 is in the off state by default. When the staff judges that the TC2 group needs to perform closed-circuit operation at the rear of the vehicle, the second switch unit S02 will be turned on, that is, make The train is in the second closed circuit operation state.
  • the first electrical signal receiving component 40 and the second electrical signal receiving component 50 may be a first display in a specific embodiment of the present invention.
  • a low-level signal is received, and the driver's cab where the first electrical signal receiving component 40 is located is currently in an occupied state, an information prompt that the transmission circuit is interrupted is performed;
  • the second electrical signal receiving component 50 may be a second display, which is used to indicate that the transmission circuit is interrupted when a low-level signal is received and the cab where the second electrical signal receiving component 50 is located is currently occupied.
  • information can be prompted through the first display and the second display, so that the driver can intuitively see the current state of the transmission circuit.
  • the N key signal switch units may all be key signal switch units whose on-off state corresponds to the connection state of the corresponding pantograph.
  • both the first display and the second display will receive To the low level signal, if the driver’s cab where the first display is located is currently occupied, the first display will prompt the transmission circuit to be interrupted.
  • the driver’s cab where the second display is located is currently occupied, Then the second display will prompt the interruption of the transmission circuit.
  • the N key signal switch units may all be key signal switch units whose on-off state corresponds to the on-off state of the corresponding high-speed circuit breaker.
  • the display shows whether at least the high-speed circuit breaker is open.
  • the first display and the second display can also be shared.
  • one pin of the display is connected to the third end of the second connector 30 in the transfer circuit A to make the display
  • the other pin of is connected to the third end of the second connector 30 in the transfer circuit B, and the display is used to realize the functions of the first display in the transfer circuit A and the first display in the transfer circuit B, which is beneficial to reduce the cost .
  • both the first display and the second display may be HMI displays.
  • it may further include:
  • the wireless transmission device connected with the first display and the second display is used to wirelessly transmit the prompt information output by the first display and the second display to the ground control terminal.
  • the prompt information output by the first display and the second display is wirelessly transmitted to the ground control terminal through the wireless transmission device, which is beneficial for the ground control terminal to learn the running status of the train in time, thereby helping to ensure driving safety.
  • an embodiment of the present invention also provides an urban rail train, including the implementation of the rear end of the train in the hard-line signal scenario in any of the above embodiments.
  • the closed circuit can be referred to as above, and the description will not be repeated here.

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Abstract

一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路，包括：第一蓄电池（10）；第一端与第一蓄电池（10）连接的第一连接器（20），且第一连接器（20）的第二端与第一连接器（20）的第一端之间连接；串联在第一连接器（20）的第二端与第二连接器（30）的第二端之间的N个关键信号开关单元；N为正整数；第三端分别与第一电信号接收部件（40）以及第二电信号接收部件（50）连接的第二连接器（30），且第二连接器（30）的第二端与第二连接器（30）的第三端之间连接；第一电信号接收部件（40）；第二电信号接收部件（50）。

Description

一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路
本申请要求于2020年01月02日提交至中国专利局、申请号为202010001463.5、发明名称为“一种城轨列车及其列车硬线信号的传递电路”的中国专利申请的优先权，和2020年01月02日提交至中国专利局、申请号为202010002906.2、发明名称为“城轨列车及其实现列车硬线信号场景下的车尾闭路电路”的中国专利申请的优先权，二者的全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通技术领域，特别是涉及一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路。
背景技术
对于多编组的城轨车辆而言，信号的全编组全列车的硬线信号传递电路是必不可少的。列车的硬线信号传递电路是保证列车关键信号传输的重要电路。例如包括受电弓监控信号、高速断路器监控信号、刀开关监控信号、紧急制动信号、停放制动监视信号、摩擦制动监视信号、库用插座监视信号、升弓允许信号等。
目前，列车的硬线信号传递电路由列车两端司机室的占有继电器进行控制，可参阅图1，S(1)、S(2)、S(3)…至S(n)均代表关键信号开关，或者称为关键信号触点。当TC1车为占用状态时，TC1车的继电器KM11的3、4触点闭合且1、2触点关断，而TC2车的继电器KM11的3、4触点关断且1、2触点闭合。相应的，如果是TC2车为占用状态时，TC1车的继电器KM11的3、4触点关断且1、2触点闭合，TC2车的继电器KM11的3、4触点闭合且1、2触点关断。如果n个关键信号触点均闭合，便可以使得TC1车中的继电器KM12和TC2车中的继电器KM12得电，实现列车线的信号传递。
图1的电路中，由于通过继电器的触点实现关键信号的传递，而继电 器构造复杂，故障率较高，因此不利于保障硬线信号传递电路的可靠性，且继电器的成本也较高。特别是城轨列车中包括的受电弓监控信号、高速断路器监控信号、刀开关监控信号、紧急制动信号等关键信号都需要使用图1的电路，大量继电器触点的使用，会造成成本升高，稳定性较低。
综上所述，如何提高硬线信号传递电路的稳定性，降低成本，是目前本领域技术人员急需解决的技术问题。
发明内容
本发明的目的是提供一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路，以提高硬线信号传递电路的稳定性，降低成本。
为解决上述技术问题，本发明提供如下技术方案：
一种列车硬线信号的传递电路，包括：
第一蓄电池；
第一端与所述第一蓄电池连接的第一连接器，且所述第一连接器的第二端与所述第一连接器的第一端之间连接；
串联在所述第一连接器的第二端与第二连接器的第二端之间的N个关键信号开关单元；N为正整数；
第三端分别与第一电信号接收部件以及第二电信号接收部件连接的所述第二连接器，且所述第二连接器的第二端与所述第二连接器的第三端之间连接；
所述第一电信号接收部件；
所述第二电信号接收部件。
优选的，N个关键信号开关单元均为通断状态与相应的车门的开闭状态对应的关键信号开关单元；
所述第一电信号接收部件为第七继电器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，禁止列车启动；
所述第二电信号接收部件为第八继电器，用于在接收到低电平信号， 且所述第二电信号接收部件所在的司机室当前为占用状态时，禁止列车启动。
优选的，N个关键信号开关单元均为通断状态与相应的紧急制动按钮的开闭状态对应的关键信号开关单元；
所述第一电信号接收部件为第九继电器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，触发紧急制动；
所述第二电信号接收部件为第十继电器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，触发紧急制动。
优选的，所述第一电信号接收部件为第一显示器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示；
所述第二电信号接收部件为第二显示器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示。
优选的，N个关键信号开关单元均为通断状态与相应的受电弓的连接状态对应的关键信号开关单元。
优选的，N个关键信号开关单元均为通断状态与相应的高速断路器的通断状态对应的关键信号开关单元。
优选的，所述第一显示器以及所述第二显示器均为HMI显示器。
优选的，还包括：
与所述第一显示器以及所述第二显示器均连接的无线传输装置，用于将所述第一显示器和所述第二显示器输出的提示信息无线传输至地面控制端。
一种城轨列车，包括上述任一项所述的列车硬线信号的传递电路。
一种实现列车硬线信号场景下的车尾闭路电路，包括：硬线信号的传递电路，第一闭路控制电路，第二闭路控制电路以及第二蓄电池；
所述硬线信号的传递电路包括：第一蓄电池；
第一端与所述第一蓄电池连接的第一连接器，且所述第一连接器的第二端与所述第一连接器的第一端之间连接；
串联在所述第一连接器的第二端与第二连接器的第二端之间的N个关键信号开关单元；N为正整数；
第三端分别与第一电信号接收部件以及第二电信号接收部件连接的所述第二连接器，且所述第二连接器的第二端与所述第二连接器的第三端之间连接；
所述第一电信号接收部件；
所述第二电信号接收部件；
目标位置为N个关键信号开关单元之间的预设位置，所述目标位置分别与所述第一闭路控制电路的第一端以及所述第二闭路控制电路的第一端连接；
所述第一闭路控制电路的第二端分别与所述第一电信号接收部件以及所述第二电信号接收部件连接；在默认状态时，所述第一闭路控制电路的第二端与所述第一闭路控制电路的第一端之间为关断状态，在第一闭路运行状态时，所述第一闭路控制电路的第二端与所述第一闭路控制电路的第一端之间为导通状态；
所述第二闭路控制电路的第二端与所述第二蓄电池连接；在默认状态时，所述第二闭路控制电路的第一端与所述第二闭路控制电路的第二端之间为关断状态，在第二闭路运行状态时，所述第二闭路控制电路的第一端与所述第二闭路控制电路的第二端之间为导通状态。
优选的，所述第一闭路控制电路包括：第一继电器，第二继电器，第三继电器，第三蓄电池以及第一开关单元；
所述第一继电器的第一控制端接收高电平信号，所述第一继电器的第二控制端接地，所述第一继电器的第一常闭触点分别与所述第一开关单元的第二端以及所述第一继电器的第一常开触点连接，所述第一继电器的第二常闭触点与所述第三继电器的第一常闭触点连接，所述第一继电器的第二常开触点与所述第二继电器的第一常闭触点连接；
所述第一开关单元的第一端与所述第三蓄电池连接，在默认状态时所 述第一开关单元为关断状态，在第一闭路运行状态时所述第一开关单元为导通状态；
所述第三继电器的第一控制端与所述第二继电器的第二常闭触点连接，所述第三继电器的第二控制端接地，所述第三继电器的第一常开触点作为所述第一闭路控制电路的第一端；所述第三继电器的第二常开触点作为所述第一闭路控制电路的第二端；
所述第二继电器的第一控制端与所述第三继电器的第二常闭触点连接，所述第二继电器的第二控制端接地。
优选的，所述第二闭路控制电路包括：第四继电器，第五继电器，第六继电器，第四蓄电池以及第二开关单元；
所述第四继电器的第一控制端接收低电平信号，所述第四继电器的第二控制端接地，所述第四继电器的第一常闭触点分别与所述第二开关单元的第二端以及所述第四继电器的第一常开触点连接，所述第四继电器的第二常闭触点与所述第六继电器的第一常闭触点连接，所述第四继电器的第二常开触点与所述第五继电器的第一常闭触点连接；
所述第二开关单元的第一端与所述第四蓄电池连接，在默认状态时所述第二开关单元为关断状态，在第二闭路运行状态时所述第二开关单元为导通状态；
所述第六继电器的第一控制端与所述第五继电器的第二常闭触点连接，所述第六继电器的第二控制端接地；
所述第五继电器的第一控制端与所述第六继电器的第二常闭触点连接，所述第五继电器的第二控制端接地，所述第五继电器的第二常开触点作为所述第二闭路控制电路的第一端，所述第五继电器的第一常开触点作为所述第二闭路控制电路的第二端。
优选的，所述第一继电器的第一控制端通过所述第一连接器接收所述第一蓄电池提供的高电平信号。
优选的，所述第一电信号接收部件为第一显示器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示；
所述第二电信号接收部件为第二显示器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示。
优选的，N个关键信号开关单元均为通断状态与相应的受电弓的连接状态对应的关键信号开关单元。
优选的，N个关键信号开关单元均为通断状态与相应的高速断路器的通断状态对应的关键信号开关单元。
优选的，还包括：
与所述第一显示器以及所述第二显示器均连接的无线传输装置，用于将所述第一显示器和所述第二显示器输出的提示信息无线传输至地面控制端。
一种城轨列车，包括上述任一项所述的实现列车硬线信号场景下的车尾闭路电路。
应用本发明实施例所提供的技术方案，第一连接器的第二端与第一连接器的第一端之间导通，第一连接器的第一端与第一蓄电池连接，N个关键信号开关单元串联在第一连接器的第二端与第二连接器的第二端之间，第二连接器的第二端与第二连接器的第三端之间导通，且第二连接器的第三端分别与第一电信号接收部件以及第二电信号接收部件连接，因此，N个关键信号开关单元导通时，第一电信号接收部件和第二电信号接收部件便可以接收到电信号，因此本申请的电路实现了列车硬线信号的传递功能。同时，本申请的方案不占用继电器触点，而是采用第一连接器和第二连接器实现本申请的方案，因此有利于提高电路的稳定性，也有利于降低成本。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为传统的列车硬线信号的传递电路的结构示意图；
图2为本发明中一种列车硬线信号的传递电路的结构示意图；
图3为本发明的实现列车硬线信号场景下的车尾闭路电路的结构示意图；
图4为本发明一种具体实施方式中的第一继电器和第四继电器的控制端的连接结构示意图；
图5为本发明一种具体实施方式中的第二继电器和第三继电器的控制端的连接结构示意图；
图6为本发明一种具体实施方式中的实现列车硬线信号场景下的车尾闭路电路的结构示意图；
图7为本发明一种具体实施方式中的第五继电器和第六继电器的控制端的连接结构示意图。
具体实施方式
本发明的核心是提供一种列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路，有利于提高电路的稳定性，也有利于降低成本。
为了使本技术领域的人员更好地理解本发明方案，下面结合附图和具体实施方式对本发明作进一步的详细说明。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。基于本发明中的实施例，本领域普通技术人员在没有做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。
请参考图2，图2为本发明中一种列车硬线信号的传递电路的结构示意图，该列车硬线信号的传递电路可以包括：
第一蓄电池10。
需要说明的是，本申请的图2仅示出了一个列车硬线信号的传递电路，例如，当图2的列车硬线信号的传递电路用来传递车门开闭的监控信号时，则图2中的N个关键信号开关单元便均为通断状态与相应的车门的开闭状态对应的关键信号开关单元。
而列车中例如受电弓监控信号、高速断路器监控信号、刀开关监控信 号、紧急制动信号、停放制动监视信号、摩擦制动监视信号等均需要进行传递，因此，列车中会设置有多个列车硬线信号的传递电路，每个列车硬线信号的传递电路均可以参照图2的实施方式。
并且需要指出的是，对于不同的列车硬线信号的传递电路，实际应用中，可以进行第一蓄电池10的共用。例如传递电路A中的第一蓄电池10和传递电路B中的第一蓄电池10为同一个蓄电池，而传递电路C中的第一蓄电池10，传递电路D中的第一蓄电池10以及传递电路E中的第一蓄电池10也为同一个蓄电池，且该蓄电池与传递电路A和传递电路B复用的那个蓄电池可以是同一蓄电池，也可以是不同的蓄电池。如果是不同的蓄电池，这两个蓄电池可以放置在相同的司机室中，也可以放置在不同的司机室中，均不影响本发明的实施。
第一端与第一蓄电池10连接的第一连接器20，且第一连接器20的第二端与第一连接器20的第一端之间连接。
与蓄电池同理，由于列车中具有多个列车硬线信号的传递电路，因此，也可以将多个传递电路中的第一连接器20的功能进行集成，例如，选取一个具有至少6个端口的连接器，该连接器的1至3端口构成传递电路A的第一连接器20，4至6端口则构成传递电路B的第一连接器20。第二连接器30也是同理，这样的方式在实际应用中有利于降低列车中的连接器的占用空间。
由于第一连接器20的第二端与第一连接器20的第一端之间连接，且第一连接器20的第一端与第一蓄电池10连接，因此，第一连接器20的第二端可以接收第一蓄电池10输出的高电平信号。
串联在第一连接器20的第二端与第二连接器30的第二端之间的N个关键信号开关单元；N为正整数。
在同一个列车硬线信号的传递电路中，N个关键信号开关单元均为相同性质的关键信号开关单元，即传递的是相同类型的关键信号，例如N个关键信号开关单元与N个车门对应，用于表示这N个车门是否关闭。
关键信号开关单元也可以称为关键信号触点，图2中，用S(1)，S(2)，S(3)，直至S(N)来表示一个列车硬线信号的传递电路中的这N 个关键信号开关单元。
第三端分别与第一电信号接收部件40以及第二电信号接收部件50连接的第二连接器30，且第二连接器30的第二端与第二连接器30的第三端之间连接。
第一电信号接收部件40；
第二电信号接收部件50。
由于第二连接器30的第三端分别与第一电信号接收部件40以及第二电信号接收部件50连接的，且第二连接器30的第二端与第二连接器30的第三端之间连接，因此，当N个关键信号开关单元均闭合时，该传递电路中的第一电信号接收部件40和第二电信号接收部件50便均可以接收到高电平信号。换言之，第一电信号接收部件40和第二电信号接收部件50均接收到高电平信号时，说明该传递电路中的N个关键信号开关单元均已闭合。
在本发明的一种具体实施方式中，N个关键信号开关单元均为通断状态与相应的车门的开闭状态对应的关键信号开关单元；
第一电信号接收部件40为第七继电器，用于在接收到低电平信号，且第一电信号接收部件40所在的司机室当前为占用状态时，禁止列车启动；
第二电信号接收部件50为第八继电器，用于在接收到低电平信号，且第二电信号接收部件50所在的司机室当前为占用状态时，禁止列车启动。
通常，该种实施方式中，对于任意一个关键信号开关单元而言，当该关键信号开关单元对应的车门关闭时，该关键信号开关单元会闭合，即此时处于导通状态，相应的，当该关键信号开关单元对应的车门打开时，该关键信号开关单元会关断，处于关断状态。
第一电信号接收部件40为第七继电器，第七继电器在接收到低电平信号时，说明至少有一个关键信号开关单元处于关断状态，因此说明N个车门中至少有一个车门是打开的，如果此时第一电信号接收部件40所在的司机室当前为占用状态，便不允许列车启动。具体的，第七继电器与相关的后级电路连接，第七继电器未得电时列车无法启动，只有当第七继电器得电时，列车才能够正常启动，后级电路的具体形式可以参照现有的列车电 路的设计，本申请可以无需进行调整，因此此处不展开说明。
该种实施方式中第二电信号接收部件50为第八继电器，与第七继电器同理，在接收到低电平信号时，说明至少有一个车门是打开的，如果此时第二电信号接收部件50所在的司机室当前为占用状态时，则会通过后级电路禁止列车启动。
在本发明的一种具体实施方式中，N个关键信号开关单元均为通断状态与相应的紧急制动按钮的开闭状态对应的关键信号开关单元；
第一电信号接收部件40为第九继电器，用于在接收到低电平信号，且第一电信号接收部件40所在的司机室当前为占用状态时，触发紧急制动；
第二电信号接收部件50为第十继电器，用于在接收到低电平信号，且第二电信号接收部件50所在的司机室当前为占用状态时，触发紧急制动。
与前述实施例同理，当第九继电器接收到低电平信号时。说明至少有一个紧急制动按钮为关断状态，而在列车正常行驶时各个紧急制动按钮默认处于闭合状态，因此第九继电器在接收到低电平信号，且其所在的司机室当前为占用状态时，便会触发紧急制动。第十继电器与第九继电器同理。可以看出，该种实施方式中的硬线信号的传递电路实现了对紧急制动这一关键信号的传递。
第一电信号接收部件40和第二电信号接收部件50除了为常见的继电器之外，在本发明的一种具体实施方式中，第一电信号接收部件40可以为第一显示器，用于在接收到低电平信号，且第一电信号接收部件40所在的司机室当前为占用状态时，进行传递电路中断的信息提示；
第二电信号接收部件50可以为第二显示器，用于在接收到低电平信号，且第二电信号接收部件50所在的司机室当前为占用状态时，进行传递电路中断的信息提示。
该种实施方式，可以通过第一显示器和第二显示器进行信息提示，使得司机可以直观地看出该传递电路的当前状态。
例如，N个关键信号开关单元可以均为通断状态与相应的受电弓的连接状态对应的关键信号开关单元，当任意一个受电弓断开时，第一显示器和第二显示器均会接收到低电平信号，如果第一显示器所在的司机室当前 为占用状态时，则由第一显示器进行传递电路中断的信息提示，相应的，如果第二显示器所在的司机室当前为占用状态时，则由第二显示器进行传递电路中断的信息提示。
又如，在本发明的一种具体实施方式中，N个关键信号开关单元可以均为通断状态与相应的高速断路器的通断状态对应的关键信号开关单元，通过第一显示器和第二显示器显示出是否有至少高速断路器断开了。
并且需要说明的是，不同的传递电路中，也可以共用第一显示器和第二显示器，例如将显示器的一个引脚与传递电路A中的第二连接器30的第三端连接，将该显示器的另一个引脚与传递电路B中的第二连接器30的第三端连接，用该显示器实现传递电路A中的第一显示器以及传递电路B中的第一显示器的功能，有利于降低成本。
在实际应用中，第一显示器以及第二显示器可以均为HMI显示器。
在本发明的一种具体实施方式中，还可以包括：
与第一显示器以及第二显示器均连接的无线传输装置，用于将第一显示器和第二显示器输出的提示信息无线传输至地面控制端。
通过无线传输装置将第一显示器和第二显示器输出的提示信息无线传输至地面控制端，有利于地面控制端也能够及时地获知列车的运行情况，进而有利于保障行车安全。
应用本发明实施例所提供的技术方案，第一连接器20的第二端与第一连接器20的第一端之间导通，第一连接器20的第一端与第一蓄电池10连接，N个关键信号开关单元串联在第一连接器20的第二端与第二连接器30的第二端之间，第二连接器30的第二端与第二连接器30的第三端之间导通，且第二连接器30的第三端分别与第一电信号接收部件40以及第二电信号接收部件50连接，因此，N个关键信号开关单元导通时，第一电信号接收部件40和第二电信号接收部件50便可以接收到电信号，因此本申请的电路实现了列车硬线信号的传递功能。同时，本申请的方案不占用继电器触点，而是采用第一连接器20和第二连接器30实现本申请的方案，因此有利于提高电路的稳定性，也有利于降低成本。
相应于上面的列车硬线信号的传递电路的实施例，本发明实施例还提 供了一种城轨列车，包括上述任意实施例中的列车硬线信号的传递电路，可与上文相互对应参照，此处不再重复说明。
申请人进一步地考虑到，图2这样的电路在列车丢失完整性时，或者列车的某一编组发生无法修复的故障时，该传递电路无法实现单编组的车尾闭路运行。
具体的，例如图2中的TC1车因故障而丢失TC1车的电气连接完整性时，则硬线信号传递电路失去了供电源，并且也失去了电路连接的完整性，即使所有代表关键信号的S(1)、S(2)、S(3)……S(N)触点闭合，第一电信号接收部件40和第二电信号接收部件50仍然无法得电。此时，即使TC2所在编组列车的功能完整，由于TC1车的电气功能丧失，TC2也无法实现相应的功能，即TC2车此时也无法实现单编组运行。
同理，当列车因故障丢失TC2车的电气连接完整性时，虽然列车线的硬线信号传递电路不会失去电源，但是失去了电路连接的完整性。此时，即使所有代表关键信号的S(1)、S(2)、S(3)……S(N)触点闭合，第一电信号接收部件40和第二电信号接收部件50也还是无法得电。此时即使TC1所在编组列车功能完整，但因为TC2车的电气功能丧失，致使TC1车也无法实现TC1车的单编组运行。
因此，申请人考虑到在采用第一连接器和第二连接器实现传递电路，提高电路的稳定性，降低成本的前提下，需要使得列车能够具有车尾闭路的功能，能够单编组运行。
请参考图3，图3为本发明中一种实现列车硬线信号场景下的车尾闭路电路的结构示意图，可以包括：硬线信号的传递电路，第一闭路控制电路60，第二闭路控制电路70以及第二蓄电池80。
硬线信号的传递电路包括：第一蓄电池10。
需要说明的是，本申请的图3中仅示出了一个列车硬线信号的传递电路，例如，当图3的列车硬线信号的传递电路用来传递车门开闭的监控信号时，则图3中的N个关键信号开关单元便均为通断状态与相应的车门的开闭状态对应的关键信号开关单元。
而列车中例如受电弓监控信号、高速断路器监控信号、刀开关监控信 号、紧急制动信号、停放制动监视信号、摩擦制动监视信号等均需要进行传递，因此，列车中会设置有多个列车硬线信号的传递电路，每个列车硬线信号的传递电路均可以参照图3的实施方式。
并且需要指出的是，对于不同的列车硬线信号的传递电路，实际应用中，可以进行第一蓄电池10的共用。例如传递电路A中的第一蓄电池10和传递电路B中的第一蓄电池10为同一个蓄电池，而传递电路C中的第一蓄电池10，传递电路D中的第一蓄电池10以及传递电路E中的第一蓄电池10也为同一个蓄电池，且该蓄电池与传递电路A和传递电路B复用的那个蓄电池可以是同一蓄电池，也可以是不同的蓄电池。如果是不同的蓄电池，这两个蓄电池可以放置在相同的司机室中，也可以放置在不同的司机室中，均不影响本发明的实施。
第一端与第一蓄电池10连接的第一连接器20，且第一连接器20的第二端与第一连接器20的第一端之间连接。
与蓄电池同理，由于列车中具有多个列车硬线信号的传递电路，因此，也可以将多个传递电路中的第一连接器20的功能进行集成，例如，选取一个具有至少6个端口的连接器，该连接器的1至3端口构成传递电路A的第一连接器20，4至6端口则构成传递电路B的第一连接器20。第二连接器30也是同理，这样的方式在实际应用中有利于降低列车中的连接器的占用空间。
由于第一连接器20的第二端与第一连接器20的第一端之间连接，且第一连接器20的第一端与第一蓄电池10连接，因此，第一连接器20的第二端可以接收第一蓄电池10输出的高电平信号。
串联在第一连接器20的第二端与第二连接器30的第二端之间的N个关键信号开关单元；N为正整数。
在同一个列车硬线信号的传递电路中，N个关键信号开关单元均为相同性质的关键信号开关单元，即传递的是相同类型的关键信号，例如N个关键信号开关单元与N个车门对应，用于表示这N个车门是否关闭。
关键信号开关单元也可以称为关键信号触点，图3中，用S(1)，S(2)，S(3)，直至S(N)来表示一个列车硬线信号的传递电路中的这N 个关键信号开关单元。
第三端分别与第一电信号接收部件40以及第二电信号接收部件50连接的第二连接器30，且第二连接器30的第二端与第二连接器30的第三端之间连接。
第一电信号接收部件40；
第二电信号接收部件50。
由于第二连接器30的第三端分别与第一电信号接收部件40以及第二电信号接收部件50连接的，且第二连接器30的第二端与第二连接器30的第三端之间连接，因此，当N个关键信号开关单元均闭合，在默认状态下，该传递电路中的第一电信号接收部件40和第二电信号接收部件50便均可以接收到第一蓄电池输出的高电平信号。换言之，在默认状态下，第一电信号接收部件40和第二电信号接收部件50均接收到高电平信号时，说明该传递电路中的N个关键信号开关单元均已闭合。
目标位置为N个关键信号开关单元之间的预设位置，目标位置分别与第一闭路控制电路60的第一端以及第二闭路控制电路70的第一端连接。
目标位置可以预先进行设定，但通常而言，目标位置会选在N个关键信号开关单元的中间的位置，例如列车具有4节车厢，某一个传递电路中串联了10个关键信号开关单元，则目标位置可以是将这个10个关键信号开关单元分成两边各5个的位置，第一闭路控制电路60和第二闭路控制电路70则处于分别处于中间的那两节车厢中。当然，实际应用中，目标位置的具体选择可以根据实际需要进行适当的调整，并不影响本发明的实施。
第一闭路控制电路60的第二端分别与第一电信号接收部件40以及第二电信号接收部件50连接；在默认状态时，第一闭路控制电路60的第二端与第一闭路控制电路60的第一端之间为关断状态，在第一闭路运行状态时，第一闭路控制电路60的第二端与第一闭路控制电路60的第一端之间为导通状态；
第二闭路控制电路70的第二端与第二蓄电池80连接；在默认状态时，第二闭路控制电路70的第一端与第二闭路控制电路70的第二端之间为关断状态，在第二闭路运行状态时，第二闭路控制电路70的第一端与第二闭 路控制电路70的第二端之间为导通状态。
可以看出，在默认状态时，N个关键信号开关单元均闭合之后，传递电路中的第一电信号接收部件40和第二电信号接收部件50便均可以接收到第一蓄电池10输出的高电平信号。
而在第一闭路运行状态时，此时可以由TC1车所在的编组进行车尾闭路运行。具体的，在第一闭路运行状态时，第一闭路控制电路60的第二端与第一闭路控制电路60的第一端之间为导通状态，因此，无论TC2车是否故障，第一连接器20与目标位置之间的各个关键信号触点闭合之后，第一电信号接收部件40和第二电信号接收部件50便均可以接收到第一蓄电池10提供的高电平信号。
相应的，在第二闭路运行状态时，此时可以由TC2车所在的编组进行车尾闭路运行。此时，第二闭路控制电路70的第二端与第二闭路控制电路70的第一端之间为导通状态，由于无法利用TC1车中的第一蓄电池，因此，本申请设置了第二蓄电池80。此时，无论TC1车是否故障，第二连接器30与目标位置之间的各个关键信号触点闭合之后，第一电信号接收部件40和第二电信号接收部件50便均可以接收到第二蓄电池80提供的高电平信号，即实现了TC2车所在的编组的车尾闭路运行。
应用本发明实施例所提供的技术方案，在硬线信号的传递电路的基础上，还设置了第一闭路控制电路60，第二闭路控制电路70以及第二蓄电池80，在默认状态时，第一闭路控制电路60的第二端与第一闭路控制电路60的第一端之间为关断状态，在第一闭路运行状态时，第一闭路控制电路60的第二端与第一闭路控制电路60的第一端之间为导通状态，实现了第一连接器20所在的司机室的车尾闭路运行。相应的，第二闭路控制电路70的第二端与第二蓄电池80连接；在默认状态时，第二闭路控制电路70的第一端与第二闭路控制电路70的第二端之间为关断状态，在第二闭路运行状态时，第二闭路控制电路70的第一端与第二闭路控制电路70的第二端之间为导通状态，实现了第二连接器30所在的司机室的车尾闭路运行。因此，本申请的方案在采用第一连接器20和第二连接器30实现传递电路，提高电路的稳定性，降低成本的前提下，使得列车能够具有车尾闭路的功 能，能够单编组运行。
在本发明的一种具体实施方式中，第一闭路控制电路60可以包括：第一继电器KM1，第二继电器KM2，第三继电器KM3，第三蓄电池90以及第一开关单元S01；
第一继电器KM1的第一控制端接收高电平信号，第一继电器KM1的第二控制端接地，第一继电器KM1的第一常闭触点分别与第一开关单元S01的第二端以及第一继电器KM1的第一常开触点连接，第一继电器KM1的第二常闭触点与第三继电器KM3的第一常闭触点连接，第一继电器KM1的第二常开触点与第二继电器KM2的第一常闭触点连接；
第一开关单元S01的第一端与第三蓄电池90连接，在默认状态时第一开关单元S01为关断状态，在第一闭路运行状态时第一开关单元S01为导通状态；
第三继电器KM3的第一控制端与第二继电器KM2的第二常闭触点连接，第三继电器KM3的第二控制端接地，第三继电器KM3的第一常开触点作为第一闭路控制电路60的第一端；第三继电器KM3的第二常开触点作为第一闭路控制电路60的第二端；
第二继电器KM2的第一控制端与第三继电器KM3的第二常闭触点连接，第二继电器KM2的第二控制端接地。
图4的实施方式中，第一继电器KM1的第一控制端通过第一连接器20接收第一蓄电池10提供的高电平信号，在其他实施方式中，也可以单独配置一个蓄电池，为第一继电器KM1的第一控制端提供高电平信号。而该种实施方式中利用第一蓄电池10为第一继电器KM1的第一控制端提供电信号，有利于增大器件的复用程度，降低方案的实施成本。
第一继电器KM1的第一控制端和第二控制端在图4中分别标示为1控和2控，第一继电器KM1的第一控制端接收高电平信号，第二控制端接地，也即通过第一蓄电池10为第一继电器KM1的线圈通电。第一继电器KM1具有两组被控触点，即图5中的第一继电器KM1的触点1，触点2，触点3以及触点4。触点1和触点2分别是第一继电器KM1的第一常闭触点和第二常闭触点，触点3和触点4则分别是第一继电器KM1的第 一常开触点和第二常开触点。当第一继电器KM1的线圈未通电时，其第一常闭触点与第二常闭触点之间为导通状态，第一常开触点与第二常开触点之间则为关断状态；相应的，当第一继电器KM1的线圈通电时，第一常闭触点与第二常闭触点之间为关断状态，第一常开触点与第二常开触点之间为导通状态。后续的各个继电器与此同理，且附图中均是按照相同的原则对相应的触点进行标记，此处不再展开说明。
图5中的第一开关单元S01为按键式的开关单元。在默认状态时，第一开关单元S01为关断状态，第三继电器KM3的线圈并不会通电，工作人员按下按钮，将第一开关单元S01导通之后，列车进入第一闭路运行状态。此时，第一开关单元S01为导通状态，由于第一继电器KM1的线圈可以接收高电平信号，因此，第一继电器KM1的第一常开触点与第二常开触点之间为导通状态，即图5中的KM1的触点3与触点4导通，第二继电器KM2的线圈不通电，因此KM2的触点1与触点2导通。因此，在第一闭路运行状态时，第三继电器KM3的线圈可以通电，即第三继电器KM3的第一控制端可以接收到图5中的第三蓄电池90的电信号。第三继电器KM3的线圈通电之后，第三继电器KM3的触点3与触点4便可以导通，可参阅图6，KM3的触点3与触点4导通时，第一蓄电池10的输出可以无需经过第二连接器30，而是只需要在第一连接器20与目标位置之间的各个关键信号开关单元闭合之后，便可以使得第一电信号接收部件40和第二电信号接收部件50接收到电信号，实现了单编组情况下的车尾闭路运行。
该种实施方式中，通过第一继电器KM1，第二继电器KM2，第三继电器KM3，第三蓄电池90以及第一开关单元S01实现了第一闭路控制电路60，电路构成简单，便于实施。并且，还实现了第二继电器KM2和第三继电器KM3的互锁，避免异常情况导致第二继电器KM2和第三继电器KM3同时得到供电，进而引起其他电路故障。
相应的，在本发明的一种具体实施方式中，第二闭路控制电路70可以包括：第四继电器KM4，第五继电器KM5，第六继电器KM6，第四蓄电池91以及第二开关单元S02。
第四继电器KM4的第一控制端需要接收低电平信号，第四继电器KM4的第二控制端接地，以表明TC2车是非供电端，而带有第一蓄电池10的TC1车是传递电路的供电端。
第四继电器KM4的第一常闭触点分别与第二开关单元S02的第二端以及第四继电器KM4的第一常开触点连接，第四继电器KM4的第二常闭触点与第六继电器KM6的第一常闭触点连接，第四继电器KM4的第二常开触点与第五继电器KM5的第一常闭触点连接；
第二开关单元S02的第一端与第四蓄电池91连接，在默认状态时第二开关单元S02为关断状态，在第二闭路运行状态时第二开关单元S02为导通状态；
第六继电器KM6的第一控制端与第五继电器KM5的第二常闭触点连接，第六继电器KM6的第二控制端接地；
第五继电器KM5的第一控制端与第六继电器KM6的第二常闭触点连接，第五继电器KM5的第二控制端接地，第五继电器KM5的第二常开触点作为第二闭路控制电路70的第一端，第五继电器KM5的第一常开触点作为第二闭路控制电路70的第二端。
可参阅图4，由于第四继电器KM4的线圈不通电，因此，第四继电器KM4的第一常闭触点与其第二常闭触点之间为导通状态，第一常开触点与第二常开触点之间则为关断状态，即图7中，第四继电器KM4的触点1与触点2之间导通，第六继电器KM6的线圈不通电，第六继电器KM6的触点1与触点2之间导通，因此，第五继电器KM5的线圈可以得到通电，即第五继电器KM5的第一控制端可以接收到高电平信号。可参阅图6，由于第五继电器KM5的线圈可以得到通电，因此，第五继电器KM5的触点3和触点4将会闭合，此时，只需要目标位置与第二连接器30之间的各个关节触点导通，第一电信号接收部件40和第二电信号接收部件50便可以接收到第二蓄电池80输出的电信号，实现了TC2编组情况下的车尾闭路运行。当然，图7的实施方式中，第二开关单元S02默认为关断状态，当工作人员判断出需要由TC2编组进行车尾闭路运行时，便会将第二开关单元S02导通，即，使得列车处于第二闭路运行状态。
第一电信号接收部件40和第二电信号接收部件50除了为常见的继电器之外，在本发明的一种具体实施方式中，第一电信号接收部件40可以为第一显示器，用于在接收到低电平信号，且第一电信号接收部件40所在的司机室当前为占用状态时，进行传递电路中断的信息提示；
第二电信号接收部件50可以为第二显示器，用于在接收到低电平信号，且第二电信号接收部件50所在的司机室当前为占用状态时，进行传递电路中断的信息提示。
该种实施方式，可以通过第一显示器和第二显示器进行信息提示，使得司机可以直观地看出该传递电路的当前状态。
例如，N个关键信号开关单元可以均为通断状态与相应的受电弓的连接状态对应的关键信号开关单元，当任意一个受电弓断开时，第一显示器和第二显示器均会接收到低电平信号，如果第一显示器所在的司机室当前为占用状态时，则由第一显示器进行传递电路中断的信息提示，相应的，如果第二显示器所在的司机室当前为占用状态时，则由第二显示器进行传递电路中断的信息提示。
又如，在本发明的一种具体实施方式中，N个关键信号开关单元可以均为通断状态与相应的高速断路器的通断状态对应的关键信号开关单元，通过第一显示器和第二显示器显示出是否有至少高速断路器断开了。
并且需要说明的是，不同的传递电路中，也可以共用第一显示器和第二显示器，例如将显示器的一个引脚与传递电路A中的第二连接器30的第三端连接，将该显示器的另一个引脚与传递电路B中的第二连接器30的第三端连接，用该显示器实现传递电路A中的第一显示器以及传递电路B中的第一显示器的功能，有利于降低成本。
在实际应用中，第一显示器以及第二显示器可以均为HMI显示器。
在本发明的一种具体实施方式中，还可以包括：
与第一显示器以及第二显示器均连接的无线传输装置，用于将第一显示器和第二显示器输出的提示信息无线传输至地面控制端。
通过无线传输装置将第一显示器和第二显示器输出的提示信息无线传输至地面控制端，有利于地面控制端也能够及时地获知列车的运行情况， 进而有利于保障行车安全。
相应于上面的实现列车硬线信号场景下的车尾闭路电路的实施例，本发明实施例还提供了一种城轨列车，包括上述任意实施例中的实现列车硬线信号场景下的车尾闭路电路，可与上文相互对应参照，此处不再重复说明。
还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括要素的过程、方法、物品或者设备中还存在另外的相同要素。
专业人员还可以进一步意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、计算机软件或者二者的结合来实现，为了清楚地说明硬件和软件的可互换性，在上述说明中已经按照功能一般性地描述了各示例的组成及步骤。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本发明的范围。
本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的技术方案及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以对本发明进行若干改进和修饰，这些改进和修饰也落入本发明权利要求的保护范围。

Claims (18)

  1. 一种列车硬线信号的传递电路，其特征在于，包括：
    第一蓄电池；
    第一端与所述第一蓄电池连接的第一连接器，且所述第一连接器的第二端与所述第一连接器的第一端之间连接；
    串联在所述第一连接器的第二端与第二连接器的第二端之间的N个关键信号开关单元；N为正整数；
    第三端分别与第一电信号接收部件以及第二电信号接收部件连接的所述第二连接器，且所述第二连接器的第二端与所述第二连接器的第三端之间连接；
    所述第一电信号接收部件；
    所述第二电信号接收部件。
  2. 根据权利要求1所述的列车硬线信号的传递电路，其特征在于，N个关键信号开关单元均为通断状态与相应的车门的开闭状态对应的关键信号开关单元；
    所述第一电信号接收部件为第七继电器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，禁止列车启动；
    所述第二电信号接收部件为第八继电器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，禁止列车启动。
  3. 根据权利要求1所述的列车硬线信号的传递电路，其特征在于，N个关键信号开关单元均为通断状态与相应的紧急制动按钮的开闭状态对应的关键信号开关单元；
    所述第一电信号接收部件为第九继电器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，触发紧急制动；
    所述第二电信号接收部件为第十继电器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，触发紧急制 动。
  4. 根据权利要求1所述的列车硬线信号的传递电路，其特征在于，所述第一电信号接收部件为第一显示器，用于在接收到低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示；
    所述第二电信号接收部件为第二显示器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示。
  5. 根据权利要求4所述的列车硬线信号的传递电路，其特征在于，N个关键信号开关单元均为通断状态与相应的受电弓的连接状态对应的关键信号开关单元。
  6. 根据权利要求4所述的列车硬线信号的传递电路，其特征在于，N个关键信号开关单元均为通断状态与相应的高速断路器的通断状态对应的关键信号开关单元。
  7. 根据权利要求4所述的列车硬线信号的传递电路，其特征在于，所述第一显示器以及所述第二显示器均为HMI显示器。
  8. 根据权利要求4至7任一项所述的列车硬线信号的传递电路，其特征在于，还包括：
    与所述第一显示器以及所述第二显示器均连接的无线传输装置，用于将所述第一显示器和所述第二显示器输出的提示信息无线传输至地面控制端。
  9. 一种城轨列车，其特征在于，包括如权利要求1至8任一项所述的列车硬线信号的传递电路。
  10. 一种实现列车硬线信号场景下的车尾闭路电路，其特征在于，包括：硬线信号的传递电路，第一闭路控制电路，第二闭路控制电路以及第二蓄电池；
    所述硬线信号的传递电路包括：第一蓄电池；
    第一端与所述第一蓄电池连接的第一连接器，且所述第一连接器的第二端与所述第一连接器的第一端之间连接；
    串联在所述第一连接器的第二端与第二连接器的第二端之间的N个关键信号开关单元；N为正整数；
    第三端分别与第一电信号接收部件以及第二电信号接收部件连接的所述第二连接器，且所述第二连接器的第二端与所述第二连接器的第三端之间连接；
    所述第一电信号接收部件；
    所述第二电信号接收部件；
    目标位置为N个关键信号开关单元之间的预设位置，所述目标位置分别与所述第一闭路控制电路的第一端以及所述第二闭路控制电路的第一端连接；
    所述第一闭路控制电路的第二端分别与所述第一电信号接收部件以及所述第二电信号接收部件连接；在默认状态时，所述第一闭路控制电路的第二端与所述第一闭路控制电路的第一端之间为关断状态，在第一闭路运行状态时，所述第一闭路控制电路的第二端与所述第一闭路控制电路的第一端之间为导通状态；
    所述第二闭路控制电路的第二端与所述第二蓄电池连接；在默认状态时，所述第二闭路控制电路的第一端与所述第二闭路控制电路的第二端之间为关断状态，在第二闭路运行状态时，所述第二闭路控制电路的第一端与所述第二闭路控制电路的第二端之间为导通状态。
  11. 根据权利要求10所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，所述第一闭路控制电路包括：第一继电器，第二继电器，第三继电器，第三蓄电池以及第一开关单元；
    所述第一继电器的第一控制端接收高电平信号，所述第一继电器的第二控制端接地，所述第一继电器的第一常闭触点分别与所述第一开关单元的第二端以及所述第一继电器的第一常开触点连接，所述第一继电器的第二常闭触点与所述第三继电器的第一常闭触点连接，所述第一继电器的第二常开触点与所述第二继电器的第一常闭触点连接；
    所述第一开关单元的第一端与所述第三蓄电池连接，在默认状态时所述第一开关单元为关断状态，在第一闭路运行状态时所述第一开关单元为 导通状态；
    所述第三继电器的第一控制端与所述第二继电器的第二常闭触点连接，所述第三继电器的第二控制端接地，所述第三继电器的第一常开触点作为所述第一闭路控制电路的第一端；所述第三继电器的第二常开触点作为所述第一闭路控制电路的第二端；
    所述第二继电器的第一控制端与所述第三继电器的第二常闭触点连接，所述第二继电器的第二控制端接地。
  12. 根据权利要求11所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，所述第二闭路控制电路包括：第四继电器，第五继电器，第六继电器，第四蓄电池以及第二开关单元；
    所述第四继电器的第一控制端接收低电平信号，所述第四继电器的第二控制端接地，所述第四继电器的第一常闭触点分别与所述第二开关单元的第二端以及所述第四继电器的第一常开触点连接，所述第四继电器的第二常闭触点与所述第六继电器的第一常闭触点连接，所述第四继电器的第二常开触点与所述第五继电器的第一常闭触点连接；
    所述第二开关单元的第一端与所述第四蓄电池连接，在默认状态时所述第二开关单元为关断状态，在第二闭路运行状态时所述第二开关单元为导通状态；
    所述第六继电器的第一控制端与所述第五继电器的第二常闭触点连接，所述第六继电器的第二控制端接地；
    所述第五继电器的第一控制端与所述第六继电器的第二常闭触点连接，所述第五继电器的第二控制端接地，所述第五继电器的第二常开触点作为所述第二闭路控制电路的第一端，所述第五继电器的第一常开触点作为所述第二闭路控制电路的第二端。
  13. 根据权利要求11所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，所述第一继电器的第一控制端通过所述第一连接器接收所述第一蓄电池提供的高电平信号。
  14. 根据权利要求10所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，所述第一电信号接收部件为第一显示器，用于在接收到 低电平信号，且所述第一电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示；
    所述第二电信号接收部件为第二显示器，用于在接收到低电平信号，且所述第二电信号接收部件所在的司机室当前为占用状态时，进行传递电路中断的信息提示。
  15. 根据权利要求14所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，N个关键信号开关单元均为通断状态与相应的受电弓的连接状态对应的关键信号开关单元。
  16. 根据权利要求14所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，N个关键信号开关单元均为通断状态与相应的高速断路器的通断状态对应的关键信号开关单元。
  17. 根据权利要求14至16任一项所述的实现列车硬线信号场景下的车尾闭路电路，其特征在于，还包括：
    与所述第一显示器以及所述第二显示器均连接的无线传输装置，用于将所述第一显示器和所述第二显示器输出的提示信息无线传输至地面控制端。
  18. 一种城轨列车，其特征在于，包括如权利要求10至17任一项所述的实现列车硬线信号场景下的车尾闭路电路。
PCT/CN2020/130304 2020-01-02 2020-11-20 一种城轨列车及其列车硬线信号的传递电路和实现列车硬线信号场景下的车尾闭路电路 WO2021135710A1 (zh)

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