WO2021248664A1 - 安全环路系统及轨道车厢 - Google Patents

安全环路系统及轨道车厢 Download PDF

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Publication number
WO2021248664A1
WO2021248664A1 PCT/CN2020/106680 CN2020106680W WO2021248664A1 WO 2021248664 A1 WO2021248664 A1 WO 2021248664A1 CN 2020106680 W CN2020106680 W CN 2020106680W WO 2021248664 A1 WO2021248664 A1 WO 2021248664A1
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WIPO (PCT)
Prior art keywords
bypass
safety loop
bypass switch
loop
car
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Application number
PCT/CN2020/106680
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English (en)
French (fr)
Inventor
叶志刚
胡洋
莘海萍
晏志飞
李�杰
Original Assignee
中车唐山机车车辆有限公司
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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Application filed by 中车唐山机车车辆有限公司 filed Critical 中车唐山机车车辆有限公司
Priority to EP20939667.0A priority Critical patent/EP4163182A4/en
Publication of WO2021248664A1 publication Critical patent/WO2021248664A1/zh

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    • 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
    • B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
    • 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
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
    • 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
    • B61L15/0072—On-board train data handling
    • 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
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • This application relates to rail vehicle technology, in particular to a safety loop system and rail car.
  • EMU trains are an important transportation link connecting cities, and have gradually become the main means of transportation in cities.
  • EMU trains mainly include: the leader car and multiple carriages; the front and rear ends of the EMU train are respectively provided with a leader car, and the leader car has a driver's cab; multiple cars are connected between the two leader cars, and the carriages are used to accommodate passengers or goods .
  • EMU trains are equipped with safety loops, which are used to monitor faults during the operation of EMU trains; during the operation of EMU trains, when a certain carriage fails, the safety of the entire train is The loop will be disconnected, and the user of the network system of the EMU train will obtain the status of the safety loop of the entire train and send it to the driver; the driver can cut off the safety loop as a whole without affecting the operation.
  • the driver can cut off the safety loop as a whole without affecting the operation.
  • it is difficult to identify the fault through the safety loop which is not conducive to the safety of the operation of the EMU train.
  • a safety loop system and a rail vehicle are provided, which are used to overcome the problem that related vehicles have difficulty in recognizing a single vehicle failure through the safety loop after the entire safety loop is cut off.
  • An embodiment of the first aspect of the present application provides a safety loop system for rail vehicles, the rail vehicles having multiple carriages and lead cars, including:
  • the first bypass switch is used to be installed in the lead vehicle
  • the second bypass switch is configured to be respectively arranged in at least one of the multiple cars
  • first bypass switch and the second bypass loop switch both have bypass positions; when the bypass positions of the first bypass switch and the second bypass loop switch are both in the off state, all The first bypass switch and the second bypass loop switch are used to turn on the entire safety loop;
  • the second bypass switch of the target car is used to connect the train positive line of the safety loop system with the train status line to enable Turn on the local safety loop.
  • the safety loop system further includes:
  • the connecting relay is used to be arranged in the head car and the carriage, and has a control part and a first contact group; the control part of the connecting relay is used to obtain electricity when the bicycle it is in is connected to an adjacent bicycle;
  • the first contact group of the connecting relay is connected in series in the safety loop, and the first contact group of the connecting relay is used to close when the control part of the connecting relay is energized.
  • connection relay further includes a second contact group, and the second contact group is connected in series with the corresponding first contact group and connected in parallel with the corresponding second bypass switch;
  • the second contact group of the connecting relay is used to close when the control part of the connecting relay is de-energized, and the second contact group of the connecting relay is used to connect the positive train line of the safety loop system when the control part of the connecting relay is closed. Connected to the train status line.
  • the safety loop system further includes: a trigger source contact, which is used to set in the lead car and the carriage, and the second bypass switch or the first bypass switch in the same bicycle.
  • the bypass switch is connected in series.
  • An embodiment of the second aspect of the present application provides a rail vehicle, including a plurality of carriages, a lead vehicle, and the safety loop system according to any one of the foregoing.
  • a second bypass switch in the safety loop system is respectively provided at the front and rear ends of the carriage.
  • the rail vehicle includes: N bicycles, and the N bicycles have at least one leader and multiple carriages; when the current leader is assembled to Nm carriages, The bypass position of the second bypass switch at the rear of the Nm carriages is closed, the positive line of the safety loop system is connected to the status line, and a safety loop is established between the leading vehicle and the Nm carriages; where N is an integer greater than 2, m is an integer greater than or equal to 1, and m is less than N.
  • the rail vehicle includes: N bicycles, and the N bicycles have at least one leader and multiple cars; the current leader to m cars are grouped and operated, and mn
  • the bypass position of the second bypass switch at the front end of the mn car is closed, the positive line of the safety loop system is connected to the status line, and the leader car to the mn-1 car establishes a safety loop;
  • N and m are both integers greater than 2
  • n is an integer greater than or equal to 1
  • m is less than or equal to N
  • m is greater than n.
  • connecting relays are respectively provided at the front end and the rear end in the compartment;
  • the first contact group and the second contact group of the connecting relay at the front end are arranged on the front side of the second bypass switch at the front end;
  • the first contact group and the second contact group of the connecting relay at the rear end are arranged on the rear side of the second bypass switch at the rear end.
  • the loop state relay of the safety loop system is electrically connected between the front and rear two second bypass switches.
  • the trigger source contact provided in the vehicle compartment in the safety loop system is electrically connected between the front and rear second bypass switches.
  • the rail vehicle further includes a network system
  • the loop status relay of the safety loop system is electrically connected to the network system
  • the network system is configured to The feedback information from the relay determines the establishment status of the safety loop.
  • a second bypass switch in the safety loop system is provided in each of the carriages.
  • the rail vehicle includes an EMU train or a railway vehicle drawn by a locomotive.
  • the second bypass switch of the failed bicycle that is, the target bicycle
  • the target bicycle can be operated to switch the target bicycle
  • the bicycles formed before and after the target bicycle are removed, and the bicycles formed before the target bicycle can establish a local safety loop.
  • the local safety loop can continue to monitor the failure of the corresponding bicycle during operation, thereby helping to improve the operational safety of the vehicle.
  • the second bypass switch at the end of the tail end bicycle that is, the end of the target car, connects the positive line and the status line of the safety loop to establish a safety loop.
  • Fig. 1 is a schematic structural diagram of a safety loop system of a rail vehicle provided by an exemplary embodiment
  • Fig. 2 is a schematic structural diagram of a safety loop system of a rail vehicle provided by another exemplary embodiment
  • Fig. 3 is a schematic structural diagram of a safety loop system of a rail vehicle provided by another exemplary embodiment.
  • EMU trains are provided with a safety loop, and the safety loop is used to monitor faults in the operation of the EMU train.
  • the safety loop is composed of a connecting relay, a driver's cab activation relay, a safety loop relay, a trigger source, and a fault isolation switch arranged in the lead vehicle; both the lead vehicle and the carriage are provided with vehicle end connectors, which are connected to the vehicle end
  • the device is used to connect the loops of two adjacent bicycles, and finally form a whole series of safe loops.
  • the leading trains at both ends must be able to form a closed safety loop under the state of being composed and fixed at the same time; once the fault source of a single train of the safety loop is triggered, the entire safety loop will be disconnected, ensuring that The entire safety loop must be cut off without affecting the operation; when the safety loop has been cut off and other faults occur, the vehicle cannot be identified through the safety loop to stop, which reduces operational safety.
  • the above-mentioned safety loop cannot be established.
  • this embodiment provides a safety loop system and a rail vehicle.
  • a single vehicle failure causes the entire safety loop to be disconnected, the faulty bicycle and the subsequent bicycles can be removed, and The bicycles formed before the faulty bicycle can establish a local safety loop, and the local safety loop can continue to monitor the failure of the corresponding bicycle during operation, thereby helping to improve the operational safety of the vehicle.
  • the bypass switch of the last bicycle can also be placed in the bypass position to pass through the safety loop of the entire train, making the safety loop It can realize its monitoring function normally and provide reliable support for the safety of vehicle operation.
  • This embodiment provides a rail vehicle, as shown in Figs. 1 to 3, including: a plurality of carriages, a lead vehicle at the end of the vehicle, and a safety loop system. Among them, multiple cars are connected to the lead car in turn.
  • the safety loop system includes: a first bypass switch 11 and a second bypass switch 12.
  • a single carriage or a single lead vehicle may also be referred to as a bicycle for short, that is, a single carriage may be a single carriage or a single lead vehicle.
  • the traveling direction of the rail vehicle is taken as the front end (or head end); the left side in Figs. 1 to 3 is the front end, and the leftmost bicycle in Figs. 1 to 3 may be the lead car.
  • the first bypass switch 11 is used to be installed in the lead vehicle.
  • the first bypass switch 11 may be arranged around the driver's console in the lead vehicle to facilitate the driver's operation.
  • the leader vehicle is provided with a first bypass switch 11; when there are two leader vehicles, the two leader vehicles are respectively provided with a first bypass switch 11.
  • the second bypass switch 12 is provided in the vehicle cabin.
  • the second bypass switch 12 may be provided in at least one of the plurality of cars.
  • each carriage may be respectively provided with a second bypass switch 12, and the second bypass switch 12 may be respectively arranged at a power distribution cabinet or other position that can avoid misoperation by passengers.
  • the second bypass switch 12 may be provided in some of the multiple vehicles.
  • the second bypass switch 12 may be provided in one vehicle interval.
  • bypass switch 11 and the second bypass switch 12 are collectively referred to as bypass switches.
  • the bypass switch in this embodiment may refer to the first bypass switch 11 or the second bypass switch 12.
  • the bypass switch has two sets of normally closed contacts and one set of normally open contacts.
  • the bypass switch When the bypass switch is in the off state, that is, when the bypass switch is placed in the OFF position, the two sets of normally closed contacts are respectively connected in series in the safety loop, and one of the normally closed contacts is connected in series to the positive circuit of the safety loop In, another normally closed contact is connected in series in the safety loop state circuit to form a closed loop.
  • the bypass switch can be switched to the closed position, that is, the bypass switch is placed in the ON position, so that its normally open contacts are closed. In this way, The normally open contacts of the bypass switch will be electrically connected to the two sets of normally closed contacts, thereby conducting the safety loop positive wire with the safety loop status line.
  • the bypass switch can be a knob, and when the bypass switch rotates to the bypass position, the contacts of the bypass position are in a closed state. It can be understood that the specific structure of the bypass switch is not limited to this, and this embodiment is only illustrated here as an example.
  • Both the first bypass switch 11 and the second bypass loop switch have a bypass position, and the bypass position has a normally open contact.
  • the bypass position of each bypass loop switch is in an open state, the first bypass switch 11 and each second bypass loop switch are connected in series in the entire safety loop, and the entire safety loop Conduction.
  • the faulty car can be used as the target car, and the bypass position of the second bypass loop switch of the target car can be switched to the closed state.
  • the second bypass switch of the target car Used to connect the main train line of the safety loop system with the train status line, and the components after the second bypass loop switch will be bypassed, that is, the target car and subsequent bicycles will be bypassed
  • the bicycles in front of the target car can form a partial safety loop and conduct.
  • the partial safety loop can continue to monitor the failure of each bicycle before the target compartment, so as to help to understand the failure state (faulty or non-faulty) of this part of the bicycle in time, and to improve the operational safety of the vehicle.
  • the local safety loop can normally detect the failure, so as to facilitate the bypass of the faulty bicycle in time; and the bicycles before the troubled bicycle can continue to form the local part.
  • the safety loop is turned on.
  • the switching of the bypass position of the second loop bypass switch can be manually operated by the train crew, or controlled by a corresponding control element, so that the bypass position of the second loop bypass switch can be automatically switched.
  • its control element can be independent of the network system of the road vehicle and electrically connected with the network system of the rail vehicle.
  • the network system is used to trigger the signal control element to control the second loop bypass switch.
  • the state of the bypass position; or, its control element is a part of the network system, and the network system can directly trigger the state of the bypass position that controls the second loop bypass switch.
  • two second bypass switches 12 may be respectively provided in each car, and the two second bypass switches 12 can be respectively located at two ends of the car.
  • the network system of the rail vehicle can send the monitored abnormal state in a certain carriage to the lead car, so that the lead car can send out corresponding sound or visual prompts, so that the personnel in the lead car can Take corresponding measures in time, for example, promptly notify the crew in the abnormally faulty compartment to close the bypass position of the second bypass switch 12 at the front end of the compartment, so as to remove the faulty compartment and subsequent bicycles;
  • the bicycles in front of the carriage form a partial safety loop.
  • the network system sends the monitored abnormal state in a certain compartment to the corresponding faulty compartment, so that corresponding sound or visual prompts can be issued in the compartment, so that the crew in the faulty compartment can promptly report the first position in the front end of the compartment.
  • the bypass position of the second bypass switch 12 is closed, so that the faulty car and subsequent bicycles are removed; each bicycle before the faulty car establishes a local safety loop.
  • the leader When the rail vehicle is a marshalled vehicle dragged by a locomotive or other rail vehicle with a single leader, the leader is located at the forefront and is used to tow multiple carriages behind it.
  • the second bypass switch 12 is placed in the ON position, that is, the bypass position of the second bypass switch 12 at the rear end of the last bicycle is switched to the closed state.
  • the second bypass switch 12 at the rear end of the last bicycle can connect the main train line of the safety loop system with the train status line, thereby establishing a safety loop and realizing the safety monitoring of each bicycle;
  • the straight arrow in 2 is used to indicate the current flow direction at this time.
  • the rearmost carriage can be used as the target carriage.
  • the current carriage and the previous bicycles constitute part of the vehicle.
  • Safety loop at this time, the bicycles of the entire train participate in the establishment of the partial safety loop, and the partial safety loop is only used to distinguish the entire safety loop in which the two leading cars participate in the establishment.
  • the safety loop system further includes: a connecting relay 13 which is used to be installed in the lead vehicle and the carriage, and has a control part 131 and a first contact group 132.
  • the control part 131 of the connection relay 13 is used to obtain electricity when the bicycle it is in is connected to the adjacent bicycle.
  • the connecting relay 13 at the front end of one of the bicycles can be used to electrically connect to the power supply in the adjacent bicycle on the front side, so that when two adjacent bicycles are connected in place, the corresponding connecting relay 13 can be energized;
  • the front-end connection relay 13 of the car adjacent to the leader vehicle can be used to electrically connect to the power supply in the leader vehicle;
  • the connection relay 13 in the leader vehicle can be used to electrically connect the power supply in the adjacent vehicle compartment.
  • the connecting relay 13 at the end of the bicycle is disconnected from the power supply.
  • the connecting relay 13 can be connected to the adjacent bicycle. The power is turned on.
  • the power source used to supply power to the connecting relay 13 may be a power source independent of power supply for devices such as bypass switches, and the connecting relay 13 of the entire train may be connected to the same power source through an interface and a hard wire.
  • the entire safety loop system can also have a common power supply.
  • the first contact group 132 of the connecting relay 13 is connected in series in the safety loop, and the first contact group 132 of the connecting relay 13 is used to close when the control part 131 of the connecting relay is energized, so as to turn on the safety loop .
  • the first contact group 132 connected to the relay is a normally closed contact group; when the control part 131 connected to the relay is energized, the first contact group 132 can be closed, so as to reversely conduct the safety loop.
  • the control part 131 of the connection relay at the opposite ends of the two bicycles is energized.
  • the corresponding first contact group 132 is in a disconnected state. In this case, the safety loop cannot be established.
  • the connecting relay 13 further includes a second contact group 133, and the second contact group 133 is connected in series with the corresponding first contact group 132 and connected in parallel with the corresponding second bypass switch 12.
  • the second contact group 133 is a normally open contact, and the second contact group 133 is used to close when the corresponding control part 131 loses power.
  • connection relay at the rear end of the rearmost bicycle cannot be energized.
  • the second contact group 133 of the connection relay connects the train positive line of the safety loop system with the train status line, thereby ensuring that the safety loop can be established.
  • the bypass position of the second bypass switch 12 of the rear end, that is, the tail car, is closed, and the second contact group 133 of the connected relay 13 is closed to ensure that the The main train line of the safety loop system is connected to the train status line to ensure that the safety loop can be established.
  • a connecting relay 13 and a second bypass switch 12 are respectively arranged at the front and rear ends of the compartment; the first contact group 132 and the second contact group 133 of the connecting relay 13 at the front end are arranged at The front side of the second bypass switch 12 at the front side; the first contact group 132 and the second contact group 133 of the connecting relay 13 at the rear end are arranged on the rear side of the second bypass switch 12 at the rear end.
  • the second bypass switch 12 of the tail car fails to connect the positive train line of the safety loop system with the train status line
  • the second contact group 133 of the connecting relay 13 can also be closed to ensure safety.
  • the main train line of the loop system is connected to the train status line to ensure that a safe loop can be established.
  • the safety loop system further includes a trigger source contact 15 which is arranged in the lead vehicle and the carriage, and is connected in series with the second bypass switch 12 or the first bypass switch 11 in the same bicycle.
  • the trigger source contact 15 is connected in series with the first bypass switch 11 in the head car.
  • the trigger source contact 15 is electrically connected between the two front and rear second bypass switches 12.
  • the trigger source contact 15 can be electrically connected to the network system.
  • the network system monitors an abnormal state such as smoke in a certain compartment, it controls the trigger source contact 15 to disconnect, thereby disconnecting the safety loop.
  • the abnormal state in a certain compartment monitored by the network system can control the trigger source contact 15 in the compartment to disconnect, thereby disconnecting the entire train of safety loops.
  • the driver in the lead car can promptly notify the cabin crew in the corresponding car to close the bypass position of the second bypass switch 12 at the front end of the car, so as to cut off the car and the subsequent bicycles; or, the network The system sends a reminder to the cabin crew in the corresponding cabin, so that the cabin crew in the cabin can close the bypass position of the second bypass switch 12 at the front end of the cabin in time, thereby removing the cabin and the bicycles after it;
  • Each bicycle before the broken car establishes a local safety loop.
  • the network system can also trigger the trigger source contact 15 to be disconnected, thereby disconnecting the safety loop, which is beneficial to enable the personnel in the lead vehicle to learn about the abnormality of the compartment in time .
  • the trigger source contact 15 in a certain car opens the safety loop, the crew in the car can close the bypass position of the second bypass switch 12 at the front end of the car, thereby the faulty car And the bicycles after that are cut off; the bicycles before the broken car establish a local safety loop.
  • the safety loop system further includes: a loop state relay 14, which is used to be installed in the lead vehicle and the carriage, and the loop state relay 14 is the same as the first vehicle in the same bicycle.
  • the two bypass switches 12 or the first bypass switch 11 are connected in series; the loop state relay 14 is also used for electrical connection with the network system of the rail vehicle.
  • loop state relay 14 For the loop state relay 14 provided in the lead vehicle, it is connected in series with the first bypass switch 11 in the lead vehicle; for the loop state relay 14 provided in the vehicle compartment, it is connected with two The second bypass switch 12 is connected in series.
  • the loop state relay 14 can be energized and feed its power state back to the network system; when the car is not involved in the establishment of the safety loop, it is also That is, when the bypass position of the second bypass switch 12 at the front of the car is closed, the car does not participate in the establishment of the safety loop, and the current cannot reach the loop state relay 14 in the car, and the loop state relay 14 in the car. Electricity cannot be obtained, and the loop state relay 14 in the bicycle after the car cannot be energized either.
  • the network system can determine the establishment status of the safety loop (the entire safety loop or the partial safety loop) based on the information fed back by the loop state relay 14 in each bicycle.
  • the network system can determine that the entire train of safety loops have been established based on this; when only the loop relay of the first car is energized, the power of each car
  • the network system can determine that the local safety loop has been established; Based on this, the system can determine that the local safety loop has been established.
  • the local safety loop established when the loop status relay 14 of each car is energized and The partial safety loops established when the loop status relay 14 of some cars are energized are distinguished, for example, by displaying colors or texts.
  • the local safety loop established when the loop state relay 14 of each car is energized the corresponding display color can be green; the partial safety loop established when the loop state relay 14 of some cars is energized, corresponding The display color can be yellow.
  • the parts that do not describe the safety loop system can be conventionally set; for example, the reconnection relays and occupancy relays installed in the headcar can have the same functions and implementation processes as related products. Or similar.
  • the rail vehicle provided in this embodiment may be an EMU train with two lead cars, or a rail vehicle with one lead car, such as a railway vehicle drawn by a locomotive.
  • the left side of Figure 2 is the leading vehicle, and the right side of the figure is the Nm vehicle; at this time, the Nm-th vehicle can be manually operated
  • the second bypass switch 12 at the rear of the vehicle switches the bypass position of the second bypass switch to the closed state, Nm the positive wire of the safety loop is connected to the status line through the second bypass switch 12 at the rear of the vehicle, Nm
  • the car and the 01 to Nm-1 cars form a safe loop, that is, the lead car 01 to Nm forms a safe loop to realize the effective establishment of the safe loop; where N is an integer greater than 2 and m is an integer greater than or equal to 1.
  • M is less than N.
  • the Nth car can be the other car or carriage.
  • the relay 13 is connected to the front and the end of the middle car to get power to ensure the connection of the middle bicycle loop, which can effectively establish a safe loop and realize the flexible and variable number of bicycles in the marshalling.
  • N and m are both integers greater than 2, n is an integer greater than or equal to 1, m is less than or equal to N, and m is greater than n.
  • the m car may be the other leader car or carriage; that is, the rail vehicle at this time may have one leader car or two leader cars.
  • the specific values of N, m, and n can be set according to actual needs, and the specific values of N, m, and n are not limited in this embodiment.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include one or more of these features.
  • a plurality of means at least two, such as two, three, etc., unless specifically defined otherwise.

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Abstract

一种安全环路系统及轨道车辆，安全环路系统包括：第一旁路开关（11），用于设置于头车内；第二旁路开关（12），用于分别设置于多个车厢中的至少一个车厢内；第一旁路开关（11）与第二旁路开关（12）都具有旁路位；第一旁路开关（11）与第二旁路开关（12）的旁路位都处于断开状态时，第一旁路开关（11）与第二旁路开关（12）用于将整列安全环路导通；目标车厢的第二旁路开关（12）的旁路位切换至闭合状态时，目标车厢的第二旁路开关（12）用于将安全环路系统的列车正线与列车状态线导通，以能够将局部安全环路导通。该安全环路系统及轨道车辆克服了相关车辆在切除整列安全环路之后难以再通过安全环路来识别单车故障导致的车辆运营安全性较低的问题。

Description

安全环路系统及轨道车厢 技术领域
本申请涉及轨道车辆技术，尤其涉及一种安全环路系统及轨道车厢。
背景技术
动车组列车是连结各城市的重要交通纽带，也逐渐成为城市内的主要交通工具。动车组列车主要包括：头车及多个车厢；动车组列车的前后两端分别设置有头车，头车具有司机室；多个车厢连接在两个头车之间，车厢用于容纳乘客或货物。
相关技术中，动车组列车设置有安全环路，安全环路用于监测动车组列车运营过程中的故障；在动车组列车在运营过程中，当某一节车厢出现故障时，整列车的安全环路将断开，动车组列车的网络系统用户获取整列车的安全环路的状态且用发送给司机；司机可在不影响运营的前提下整列切除安全环路。然而，在切除整列安全环路之后，若有其它车厢发生故障，难以再通过安全环路来识别故障，从而不利于动车组列车的运营安全。
发明内容
本申请实施例中提供一种安全环路系统及轨道车辆，用于克服相关车辆在切除整列安全环路之后难以再通过安全环路来识别单车故障导致的车辆运营安全性较低的问题。
本申请第一方面实施例提供一种安全环路系统，用于轨道车辆，所述轨道车辆具有多个车厢及头车，包括：
第一旁路开关，用于设置于头车内；
第二旁路开关，用于分别设置于多个车厢中的至少一个车厢内；
其中，所述第一旁路开关与第二旁路环路开关都具有旁路位；所述第一旁 路开关与第二旁路环路开关的旁路位都处于断开状态时，所述第一旁路开关与第二旁路环路开关用于将整列安全环路导通；
目标车厢的第二旁路环路开关的旁路位切换至闭合状态时，所述目标车厢的第二旁路开关用于将安全环路系统的列车正线与列车状态线导通，以能够将局部安全环路导通。
在其中一种可能的实现方式中，所述安全环路系统，还包括：
连挂继电器，用于设置于所述头车及车厢内，具有控制部分及第一触点组；所述连挂继电器的控制部分用于其所在单车与相邻单车连接时得电；所述连挂继电器的第一触点组串联在安全环路中，所述连挂继电器的第一触点组用于在所述连接继电器的控制部分得电时闭合。
在其中一种可能的实现方式中，所述连挂继电器还包括第二触点组，所述第二触点组与相应的第一触点组串联且与对应的第二旁路开关并联；
所述连挂继电器的第二触点组用在所述连挂继电器的控制部分失电时闭合，所述连挂继电器的第二触点组闭合时用于将安全环路系统的列车正线与列车状态线导通。
在其中一种可能的实现方式中，所述安全环路系统，还包括：环路状态继电器，所述环路状态继电器用于设置于所述头车及车厢内，所述环路状态继电器与同单车内的第二旁路开关或第一旁路开关串联；所述环路状态继电器还用于与轨道车辆的网络系统电连接。
在其中一种可能的实现方式中，所述安全环路系统，还包括：触发源触点，用于设置于所述头车及车厢内，与同单车内的第二旁路开关或第一旁路开关串联。
本申请第二方面实施例提供一种一种轨道车辆，包括多个车厢、头车及如前述任一项所述的安全环路系统。
在其中一种可能的实现方式中，所述车厢内的前端及后端分别设置安全环路系统中的第二旁路开关。
在其中一种可能的实现方式中，所述轨道车辆包括：包括N个单车，所述N个单车中具有至少一个头车及多节车厢；当前端的头车至N-m节车厢编组运营时，所述N-m节车厢后端的第二旁路开关的旁路位闭合，安全环路系统的正线与状态线导通，头车至N-m节车厢建立安全环路；其中，N为大于2的整数，m为大于等于1的整数，m小于N。
在其中一种可能的实现方式中，所述轨道车辆包括：包括N个单车，所述N个单车中具有至少一个头车及多节车厢；当前端的头车至m节车厢编组运营，且m-n节车厢发生故障时，所述m-n节车厢前端的第二旁路开关的旁路位闭合，安全环路系统的正线与状态线导通，头车至m-n-1节车厢建立安全环路；其中，N及m均为大于2的整数，n为大于等于1的整数，m小于等于N，m大于n。
在其中一种可能的实现方式中，所述车厢内的前端及后端分别设置有连挂继电器；
位于前端的连挂继电器的第一触点组及第二触点组设于位于前端的第二旁路开关的前侧；
位于后端的连挂继电器的第一触点组及第二触点组设于位于后端的第二旁路开关的后侧。
在其中一种可能的实现方式中，所述安全环路系统的环路状态继电器电连接于前后两个第二旁路开关之间。
在其中一种可能的实现方式中，所述安全环路系统中设于车厢内的触发源触点电连接于前后两个第二旁路开关之间。
在其中一种可能的实现方式中，所述轨道车辆，还包括网络系统，所述安全环路系统的环路状态继电器与所述网络系统电连接，所述网络系统用于根据各环路状态继电器的反馈信息确定安全环路的建立状态。
在其中一种可能的实现方式中，各所述车厢内都设置有所述安全环路系统中的第二旁路开关。
在其中一种可能的实现方式中，所述轨道车辆包括动车组列车或由机车牵引的铁路车辆。
本申请实施例提供的安全环路系统及轨道车辆，在有车厢发生故障导致整列安全环路断开时，可以通过操作发生故障的单车也即目标单车的第二旁路开关，以将目标单车及其之后编组的单车切除，而该目标单车之前编组的单车能够建立起局部安全环路，该局部安全环路能够继续监测相应单车在运营过程中的故障，从而利于提高车辆的运营安全。
此外，对于具有一个头车的轨道车辆而言，可通过最尾端单车也即目标车厢的尾端的第二旁路开关将安全环路的正线与状态线导通，从而建立起安全环路，实现对在编车辆的故障检测，利于提高车辆的运营安全。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，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为一示例性实施例提供的轨道车辆的安全环路系统的结构示意图；
图2为另一示例性实施例提供的轨道车辆的安全环路系统的结构示意图；
图3为又一示例性实施例提供的轨道车辆的安全环路系统的结构示意图。
附图标记说明：
11-第一旁路开关；12-第二旁路开关；13-连挂继电器；131-控制部分；132-第一触点组；133-第二触点组；14-环路状态继电器；15-触发源触点。
具体实施方式
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
相关技术中，动车组列车设置有安全环路，安全环路用于监测动车组列车运营过程中的故障。具体地，安全环路由设置于头车内的连挂继电器、司机室激活继电器、安全环路继电器、触发源、以及故障隔离开关组成；头车与车厢都设置有车端连接器，车端连接器用于将相邻两单车的环路进行连接，最后形成整列安全环路。
在上述动车组列车中，必须两端的头车同时在编且固定编组的状态下方能形成闭合的安全环路；安全环路某个单车的故障源一旦触发则整列安全环路断开，在保证不影响运营的前提下必须切除整列安全环路；当该安全环路已经切除的状态下又出现其他故障时车辆无法通过安全环路识别从而进行停车，降低了运营安全。此外，针对只有一个头车如由机车拖动的编组车辆，上述安全环路无法建立。
为了克服上述技术问题中的至少一个，本实施例提供一种安全环路系统及轨道车辆，在单车故障导致整列安全环路断开时，可以将故障的单车及其之后编组的单车切除，而该故障的单车之前编组的单车能够建立起局部安全环路，该局部安全环路能够继续监测相应单车在运营过程中的故障，从而利于提高车辆的运营安全。
并且，对只有单个头车如由机车拖动的编组车辆而言，也可通过将最尾端单车的旁路开关置于旁路位，从而将全列的安全环路贯通，使得安全环路能够正常实现其监测功能，为车辆运营安全提供可靠支持。
下面结合附图对本实施例提供的轨道车辆的结构、功能及实现过程进行举例说明。
本实施例提供一种轨道车辆，如图1至图3所示，包括：多个车厢、位于车辆端部的头车及安全环路系统。其中，多个车厢依次连接于头车。安全环路系统，包括：第一旁路开关11及第二旁路开关12。
需要说明的是：在下述各示例中，单个车厢或单个头车也可简称为单车，也就是单车可以是单个车厢，也可以是单个头车。此外，为便于描述，以轨道 车辆行进方向为前端(或首端)；如图1至图3中的左侧为前端，图1至图3中最左侧的单车可为头车。
其中，第一旁路开关11用于设置在头车内。示例性地，第一旁路开关11可以设置在头车内司机操作台周围，以便于司机操作。当头车为一个时，该头车设置有第一旁路开关11；当头车为两个时，两个头车中分别设置有第一旁路开关11。
第二旁路开关12设置在车厢中。第二旁路开关12可设置于多个车厢中的至少一个车厢内。示例性地，各节车厢可分别设置有第二旁路开关12，第二旁路开关12可分别设置在各节出现的配电柜处或其它能够避免乘客误操作的位置。在其它示例中，可在多节车厢中的部分车厢内设置第二旁路开关12，例如，每间隔一节车厢设有第二旁路开关12。
为便于描述，将第一旁路开关11和第二旁路开关12统称为旁路开关。也就是说，本实施例中的旁路开关可以指第一旁路开关11，也可以指第二旁路开关12。
其中，旁路开关的具体结构可以采用其常规设置。示例性地，旁路开关具有两组常闭触点和一组常开触点。在旁路开关处于断开状态时，也即旁路开关置于OFF位时，其两组常闭触点分别串联在安全环路中，其中一常闭触点串联在安全环路正电线路中，另一常闭触点串联在安全环路状态线路中，以形成闭合的回路。在需要将某些单车旁路掉也即从安全环路中切掉时，可将旁路开关切换至闭合位，也即将旁路开关置于ON位，使得其常开触点闭合，如此，旁路开关的常开触点将与两组常闭触点电连接，从而将安全环路正电线与安全环路状态线导通。
在具体实现时，旁路开关可以为旋钮，当旁路开关旋转至旁路位时，旁路位的触点处于闭合状态。可以理解的是：旁路开关的具体结构并不限于此，本实施例此处只是举例说明。
第一旁路开关11与第二旁路环路开关都具有旁路位，旁路位具有常开触 点。在列车无故障运营时，各旁路环路开关的旁路位处于断开状态，第一旁路开关11与各第二旁路环路开关串联在整列安全环路中，且整列安全环路导通。
在其中一节车厢出现故障时，可将该故障车厢作为目标车厢，且将目标车厢的第二旁路环路开关的旁路位切换至闭合状态，此时，目标车厢的第二旁路开关用于将安全环路系统的列车正线与列车状态线导通，会将第二旁路环路开关之后的部件会被旁路掉，也即将目标车厢及其之后的单车会被旁路掉，目标车厢之前的单车则能组成局部安全环路并导通。局部安全环路能够继续监测目标车厢之前的各单车的故障，从而利于及时了解该部分单车的故障状态(有故障或无故障)，利于提高车辆的运营安全。
在局部安全环路对应的单车中，若有单车出现故障，该局部安全环路能够正常监测到故障，以利于及时将出现故障的单车旁路掉；而该故障单车之前的单车能够继续组成局部安全环路并导通。
第二环路旁落开关旁路位的切换可以由列车员手动操作，或者由相应的控制元件来控制，使得第二环路旁落开关旁路位能够自动切换。在第二旁路开关12能够自动切换时，其控制元件可独立于道车辆的网络系统，且与轨道车辆的网络系统电连接，网络系统用于触发信控制元件控制第二环路旁落开关的旁路位的状态；或，其控制元件为网络系统的一部分，网络系统可直接触发控制第二环路旁落开关的旁路位的状态。
可选地，如图1所示，每节车厢中可分别设置有两个第二旁路开关12，两个第二旁路开关12可分别位于车厢的两个端部。
在各单车均未发生故障时，整列安全环路建立；各旁路开关的旁路位均处于断开状态；图1中的直线箭头用于示意此时的电流流向。
在某车厢发生故障时，需要将故障车厢及其之后的单车从安全环路中旁路掉，可将故障车厢前端的第二旁路开关12的旁路位切换至闭合状态，也即将故障车前端的第二旁路开关12置于ON位。如此，可将故障车及其之后的单车从安全环路中切除，而故障车之前的单车则形成局部安全环路；图3中的直 线箭头用于示意此时的电流流向。
在具体实现过程中，轨道车辆的网络系统可将监测到的某车厢内的异常状态发送至头车内，以使得头车内能够发出相应的声音提示或视觉提示，使得头车内的人员能够及时采取相应的措施，例如及时通知出现异常的故障车厢内的乘务人员将其车厢内前端的第二旁路开关12的旁路位闭合，从而将该故障车厢及其之后的单车切除掉；故障车厢之前的各单车组成局部安全环路。
或者，网络系统将监测到的某车厢内的异常状态发送至相应故障车厢内，使得车厢内能够发出相应的声音提示或视觉提示，使得故障车厢内的乘务人员能够及时将其车厢内前端的第二旁路开关12的旁路位闭合，从而将该故障车厢及其之后的单车切除掉；故障车厢之前的各单车建立局部安全环路。
在轨道车辆为由机车拖动的编组车辆或其它具有单个头车的轨道车辆时，头车位于最前端且用于牵引位于其后的多节车厢，位于最尾端也即最后端的单车后端的第二旁路开关12置于ON位，也即最后端的单车后端的第二旁路开关12的旁路位切换至闭合状态。如图2所示，最后端的单车后端的第二旁路开关12能够将安全环路系统的列车正线与列车状态线导通，从而建立起安全环路，实现对各单车的安全监测；图2中的直线箭头用于示意此时的电流流向。
需要说明的是：对于由机车拖动的编组车辆或其它具有单个头车的轨道车辆而言，其最后端也即最尾端的车厢可作为目标车厢，此时目前车厢及其之前的单车组成局部安全环路；此时，整列车的单车均参与建立该局部安全环路，该局部安全环路仅用于区分与两个头车均参与建立的整列安全环路。
在其中一种可能的实现方式中，安全环路系统，还包括：连挂继电器13，用于设置于头车及车厢内，具有控制部分131及第一触点组132。连挂继电器13的控制部分131用于在其所在单车与相邻单车连接到位时得电。
在一些示例中，其中一单车前端的连挂继电器13可用于与其前侧相邻单车内的电源电连接，以使得在相邻两个单车连接到位时，相应的连挂继电器13能够得电；例如，与头车相邻车厢的前端连挂继电器13可用于与头车内的电 源电连接；头车内的连挂继电器13可用于与相邻车厢内的电源电连接。
在一些示例中，相邻两个单车未连接时，其端部的连挂继电器13与电源处于断开状态，在其与相邻单车连接到位时，可通过相邻单车将连挂继电器13与电源导通。
在上述示例中，用于为连挂继电器13供电的电源可以为独立于为旁路开关等器件供电的电源，整列车的连挂继电器13可通过接口及硬线连接于同一电源。当然，整个安全环路系统也可具有共同的电源。
连挂继电器13的第一触点组132串联在安全环路中，连挂继电器13的第一触点组132用于在连接继电器的控制部分131得电时闭合，以将安全环路导通。
连接继电器的第一触点组132为常闭触点组；在连接继电器的控制部分131得电时，第一触点组132能够闭合，从而将安全环路倒导通。在具体实现时，当相邻单车之间的连接到位时，两辆单车相对的端部的连接继电器的控制部分131得电。当其中两相邻单车没有连接到位时，其对应的第一触点组132处于断开状态，如此，安全环路则无法建立。
可选地，连挂继电器13还包括第二触点组133，第二触点组133与相应的第一触点组132串联且与对应的第二旁路开关12并联。第二触点组133为常开触点，第二触点组133用于在相应的控制部分131失电时闭合。
如此，最后端的单车的尾端的连接继电器无法得电，该连接继电器的第二触点组133，以将安全环路系统的列车正线与列车状态线导通，从而确保安全环路能够建立。
在具体实现时，在只有一个头车时，后端也即尾端车厢的第二旁路开关12的旁路位闭合，且连挂继电器13的第二触点组133闭合，以确保能够将安全环路系统的列车正线与列车状态线导通，从而确保安全环路能够建立。
可选地，车厢内的前端及后端分别设置有连挂继电器13及第二旁路开关12；位于前端的连挂继电器13的第一触点组132及第二触点组133设于位于 前端的第二旁路开关12的前侧；位于后端的连挂继电器13的第一触点组132及第二触点组133设于位于后端的第二旁路开关12的后侧。
如此，当尾端车厢的第二旁路开关12出现故障无法将安全环路系统的列车正线与列车状态线导通时，连挂继电器13的第二触点组133闭合也能确保将安全环路系统的列车正线与列车状态线导通，从而确保安全环路能够建立。
可选地，安全环路系统还包括触发源触点15，用于设置于头车及车厢内，与同单车内的第二旁路开关12或第一旁路开关11串联。触发源触点15设置于头车内时，触发源触点15与头车内的第一旁路开关11串联。触发源触点15设置车厢内时，触发源触点15电连接于前后两个第二旁路开关12之间。
触发源触点15可电连接于网络系统，网路系统监控到某节车厢内出现烟雾异常等异常状态时，控制触发源触点15断开，从而将安全环路断开。
在具体实现过程中，网络系统监测到的某车厢内的异常状态，可控制该车厢内的触发源触点15断开，从而将整列安全环路断开。此时，头车内的司机可及时通知相应车厢内的乘务人员将其车厢内前端的第二旁路开关12的旁路位闭合，从而将该车厢及其之后的单车切除掉；或者，网络系统向相应车厢内的乘务人员发出提示，使得相应车厢内的乘务人员能够及时将其车厢内前端的第二旁路开关12的旁路位闭合，从而将该车厢及其之后的单车切除掉；故障车厢之前的各单车建立局部安全环路。
而若乘务人员未来得及操作第二旁路开关12，则网络系统也可触发触发源触点15断开，从而将安全环路断开，利于使得头车内的人员能够及时了解到该车厢异常。在某一车厢内的触发源触点15将安全环路断开之后，该车厢内的乘务人员可通过将其车厢内前端的第二旁路开关12的旁路位闭合，从而将该故障车厢及其之后的单车切除掉；故障车厢之前的各单车建立局部安全环路。
在其中一种可能的实现方式中，安全环路系统，还包括：环路状态继电器14，环路状态继电器14用于设置于头车及车厢内，环路状态继电器14与同单 车内的第二旁路开关12或第一旁路开关11串联；环路状态继电器14还用于与轨道车辆的网络系统电连接。
对于设于头车内的环路状态继电器14而言，其与头车内的第一旁路开关11串联；对于设于车厢内的环路状态继电器14而言，其与车厢内的两个第二旁路开关12串联。
如此，对于车厢而言，在该车厢参与安全环路的建立时，环路状态继电器14能够得电并将其得电状态反馈给网络系统；在该车厢未参与安全环路的建立时，也即该车厢前端的第二旁路开关12的旁路位闭合时，该车厢未参与安全环路的建立，且电流无法到达该车厢内的环路状态继电器14，车厢内的环路状态继电器14无法得电，且该车厢之后的单车内的环路状态继电器14也无法得电。
如此，网络系统可根据各单车内的环路状态继电器14反馈的信息来判断安全环路的建立状态(整列安全环路或局部安全环路)。示例性地，在两头车及各车厢的环路状态继电器14均得电时，网络系统可据此确定整列安全环路已建立；当只有一个头车的环路继电器得电时，各车厢的环路状态继电器14均得电时，网络系统可据此确定局部安全环路已建立；当只有一个头车的环路继电器得电时，且部分车厢的环路状态继电器14得电时，网络系统可据此确定局部安全环路已建立。
在具体实现时，对于只有一个头车的轨道车辆而言，若要对安全环路的建立状态进行显示，可对各车厢的环路状态继电器14均得电时建立的局部安全环路，及部分车厢的环路状态继电器14得电时建立的局部安全环路进行区分，例如通过显示颜色或文字进行区分。示例性地，各车厢的环路状态继电器14均得电时建立的局部安全环路，相应的显示颜色可以为绿色；部分车厢的环路状态继电器14得电时建立的局部安全环路，相应的显示颜色可以为黄色。
在上述各示例中，未对安全环路系统进行说明的部分，可采用常规设置；例如，设于头车内的重联继电器、占用继电器等器件，其功能及实现过程均可 与相关产品相同或相似。
在具体应用时，本实施例提供的轨道车辆可以为具有两个头车的动车组列车，也可以是具有一个头车的轨道车辆如由机车牵引的铁路车辆。
下面对本实施例的实现过程进行举例说明；以车辆全编状态下有N辆单车为例，各单车的编号从01开始依次编组。
当只有头车01至N-m(N>m)辆单车编组运营时，如图2所示，图2中左侧为头车，图中右侧为N-m车；此时，可通过手动操作第N-m车尾端的第二旁路开关12，将第二旁路开关的旁路位切换至闭合状态，N-m车尾端通过第二旁路开关12将安全环路的正电线与状态线导通，N-m车与01至N-m-1车形成安全环路，也即，头车01至N-m车形成安全环路，实现安全环路有效建立；其中，N为大于2的整数，m为大于等于1的整数，m小于N。其中，第N车可以为另一头车或车厢。如此，当列车需要灵活编组时，通过中间车首尾端连挂继电器13得电，保证中间单车环路贯通，既能有效建立安全环路，也可以实现在编单车数量灵活可变。
当头车01至m(N>m)辆单车编组运营时，且m-n(m>n)辆单车故障触发触发源触点15断开，导致整车安环环路断开；如图3所示，图3中左侧为头车，右侧为m-n车，中间为m-n-1车；若头车内的司机确认该故障不影响列车运行，可通过将m-n辆单车首端的第二旁路开关12旁路掉该单车故障，同时，通过首端的第二旁路开关12将安全环路的正线与状态线导通，01车至m-n-1车环路可以有效建立局部安全环路。其中，N及m均为大于2的整数，n为大于等于1的整数，m小于等于N，m大于n。该示例中，m车可以为另一头车或车厢；也即，此时的轨道车辆可具有一个头车或两个头车。
在上述示例中，N、m、n的具体数值可根据实际需要来设置，本实施例此处对N、m、n的具体数值不做限定。
在本申请的描述中，需要理解的是，术语“前”、“后”、“首”、“尾”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述 本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“连接”等术语应做广义理解；以连接为例，可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
尽管已描述了本申请一些可选的实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选的实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (15)

  1. 一种安全环路系统，用于轨道车辆，所述轨道车辆具有多个车厢及头车，其特征在于，包括：
    第一旁路开关，用于设置于头车内；
    第二旁路开关，用于分别设置于多个车厢中的至少一个车厢内；
    其中，所述第一旁路开关与第二旁路环路开关都具有旁路位；所述第一旁路开关与第二旁路环路开关的旁路位都处于断开状态时，所述第一旁路开关与第二旁路环路开关用于将整列安全环路导通；
    目标车厢的第二旁路环路开关的旁路位切换至闭合状态时，所述目标车厢的第二旁路开关用于将安全环路系统的列车正线与列车状态线导通，以能够将局部安全环路导通。
  2. 根据权利要求1所述的安全环路系统，其特征在于，还包括：
    连挂继电器，用于设置于所述头车及车厢内，具有控制部分及第一触点组；所述连挂继电器的控制部分用于其所在单车与相邻单车连接时得电；所述连挂继电器的第一触点组串联在安全环路中，所述连挂继电器的第一触点组用于在所述连接继电器的控制部分得电时闭合。
  3. 根据权利要求2所述的安全环路系统，其特征在于，所述连挂继电器还包括第二触点组，所述第二触点组与相应的第一触点组串联且与对应的第二旁路开关并联；
    所述连挂继电器的第二触点组用在所述连挂继电器的控制部分失电时闭合，所述连挂继电器的第二触点组闭合时用于将安全环路系统的列车正线与列车状态线导通。
  4. 根据权利要求2所述的安全环路系统，其特征在于，还包括：
    环路状态继电器，所述环路状态继电器用于设置于所述头车及车厢内，所述环路状态继电器与同单车内的第二旁路开关或第一旁路开关串联；所述环路状态继电器还用于与轨道车辆的网络系统电连接。
  5. 根据权利要求2所述的安全环路系统，其特征在于，还包括：触发源触点，用于设置于所述头车及车厢内，与同单车内的第二旁路开关或第一旁路开关串联。
  6. 一种轨道车辆，其特征在于，包括多个车厢、头车及如权利要求1-5任一项所述的安全环路系统。
  7. 根据权利要求6所述的轨道车辆，其特征在于，所述车厢内的前端及后端分别设置安全环路系统中的第二旁路开关。
  8. 根据权利要求7所述的轨道车辆，其特征在于，包括包括N个单车，所述N个单车中具有至少一个头车及多节车厢；当前端的头车至N-m节车厢编组运营时，所述N-m节车厢后端的第二旁路开关的旁路位闭合，安全环路系统的正线与状态线导通，头车至N-m节车厢建立安全环路；其中，N为大于2的整数，m为大于等于1的整数，m小于N。
  9. 根据权利要求7所述的轨道车辆，其特征在于，包括N个单车，所述N个单车中具有至少一个头车及多节车厢；当前端的头车至m节车厢编组运营，且m-n节车厢发生故障时，所述m-n节车厢前端的第二旁路开关的旁路位闭合，安全环路系统的正线与状态线导通，头车至m-n-1节车厢建立安全环路；其中，N及m均为大于2的整数，n为大于等于1的整数，m小于等于N，m大于n。
  10. 根据权利要求7所述的轨道车辆，其特征在于，所述车厢内的前端及后端分别设置有连挂继电器；
    位于前端的连挂继电器的第一触点组及第二触点组设于位于前端的第二旁路开关的前侧；
    位于后端的连挂继电器的第一触点组及第二触点组设于位于后端的第二旁路开关的后侧。
  11. 根据权利要求7所述的轨道车辆，其特征在于，所述安全环路系统的环路状态继电器电连接于前后两个第二旁路开关之间。
  12. 根据权利要求7所述的轨道车辆，其特征在于，安全环路系统中设于车厢内的触发源触点电连接于前后两个第二旁路开关之间。
  13. 根据权利要求6所述的轨道车辆，其特征在于，还包括网络系统，所述安全环路系统的环路状态继电器与所述网络系统电连接，所述网络系统用于根据各环路状态继电器的反馈信息确定安全环路的建立状态。
  14. 根据权利要求6-13任一项所述的轨道车辆，其特征在于，各所述车厢内都设置有所述安全环路系统中的第二旁路开关。
  15. 根据权利要求6-13任一项所述的轨道车辆，其特征在于，所述轨道车辆包括动车组列车或由机车牵引的铁路车辆。
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LUO FEIPING, SUN HUANYANG , WANG QUN , ZHANG LEI , SHU HAORAN: "High-Speed EMU Emergency Braking Technology", ELECTRIC DRIVE FOR LOCOMOTIVES, no. 2, 10 March 2018 (2018-03-10), pages 16 - 22, XP055879539, ISSN: 1000-128x, DOI: 10.13890/j.issn.1000-128x.2018.02.004 *
See also references of EP4163182A4 *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114932930A (zh) * 2022-05-31 2022-08-23 中车青岛四方机车车辆股份有限公司 一种制动单元故障定位方法、系统及列车
CN114932930B (zh) * 2022-05-31 2024-03-22 中车青岛四方机车车辆股份有限公司 一种制动单元故障定位方法、系统及列车
CN114954566A (zh) * 2022-08-01 2022-08-30 中车长春轨道客车股份有限公司 一种用于地铁列车灵活编组的电路
CN114954566B (zh) * 2022-08-01 2022-11-08 中车长春轨道客车股份有限公司 一种用于地铁列车灵活编组的电路

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EP4163182A4 (en) 2024-04-03
CN111731343A (zh) 2020-10-02
CN111731343B (zh) 2021-10-19

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