Monitoring devices for the opening and closing status of electrical lines in railway vehicles and the electrical lines of railway vehicles

Abstract

A monitoring device (308) for monitoring the opening and closing status of an electrical circuit is disclosed. The device (308) includes a first connection terminal (T1) and a second connection terminal (T2) connected to the electrical circuit, a current generator (301) that provides a non-zero reference current (Igen) when a voltage greater than a predetermined minimum voltage Vmin exists across its terminals, and provides zero current when a voltage less than the predetermined minimum voltage Vmin exists across its terminals, at least one optical isolator device (308, 605, 613) including a lighting device (305, 603, 612) and respective photosensitive semiconductor elements (307, 604, 611), and a current detection and power supply module (304) that detects the current flowing through it, providing power current to the lighting device (305, 603, 612) when the detected current is equal to or greater than the reference current (Igen), and providing zero power current to the lighting device (305, 603, 612) when the detected current is less than the reference current (Igen). The photosensitive semiconductor elements (307, 604, 611) present a first state when the lighting devices (305, 603, 612) are off, indicating that the electrical circuit is open, and present a second state when the lighting devices (305, 603, 612) are on. The electrical circuit is also described.

Description

Technical Field

[0001] This invention is generally placed in the field of railway braking systems; in particular, this invention relates to a monitoring device for the opening and closing status of electrical lines of railway vehicles and the electrical lines of railway vehicles. Background Technology

[0002] Monitoring the pressure upstream of the brake cylinder of a railway vehicle is already an advanced technology.

[0003] Understanding the pressure upstream of the brake cylinder is extremely useful for various functions on railway vehicles.

[0004] Specifically, one function verifies that when the traction system is activated to accelerate the train, one or more brake cylinders are not subjected to inappropriate braking pressure. In this particular situation, if inappropriate braking pressure is applied to one or more brake cylinders, the following events may occur:

[0005] - Inappropriate braking pressure is insufficient to lock the axle associated with the brake cylinder. In this case, the train will continue to serve normally while the brakes are applied, and the braking pair consisting of discs / plates or wheels / shoes will overheat, causing irreversible deterioration of the braking pair, and even posing a risk of fire, which may spread to nearby non-durable components.

[0006] Inappropriate braking pressure is sufficient to lock the axle associated with the brake cylinder. In this case, if the axle belongs to a load-bearing bogie, it is dragged into a locked state, and then the wheel becomes irreparably flattened at the slip point between the wheel and the guide rail.

[0007] For this purpose, pressure switches are conventionally used. A pressure switch is a device with a pneumatic input that applies variable pressure. This pressure, through an internal mechanism, moves one or more electrical contacts as its instantaneous value changes. When the pressure is below a specific preset value, one or more electrical contacts are in a first state. When the pressure is above the preset value, one or more electrical contacts enter a second state. In the first state, the contacts can be open, while in the second state, they can be closed, and vice versa, depending on the configuration of the pressure switch.

[0008] Figure 1 illustrates a possible typical application for monitoring multiple brake cylinders on the same railway vehicle or train.

[0009] Multiple brake cylinders 101, 102, ..., 103 are used for brake axles 104, 105, ..., 106 belonging to railway vehicles or trains.

[0010] Pneumatic supply lines 107, 108, ..., 109 are typically, but not exclusively, independent of each other, supplying brake cylinders 101, 102, ..., 103 with pneumatic braking pressure generated by one or more brake control systems located upstream of the pneumatic supply lines 107, 108, ..., 109. One or more brake control systems are not shown in Figure 1.

[0011] Pressure switches 110, 111, ..., 112 are pneumatically connected to pneumatic supply lines 107, 108, ..., 109, respectively. Each pressure switch 110, 111, ..., 112 has at least one electrical contact, characterized in that it is closed when the pressure at its pneumatic inlet is lower than a preset pressure value, and open when the pressure at its pneumatic inlet is higher than the preset pressure value.

[0012] The preset pressure value is typically set low enough that no braking force is applied to the associated axle. The pressure value is typically between 0.2 bar and 0.4 bar.

[0013] Electrical circuit 113 connects in series the electrical contacts of pressure switches 110, 111, ..., 112 and the coil 114 of relay 115.

[0014] The two ends of the electrical line 113 are respectively connected to the positive terminal 117 and the negative terminal 118 of the battery of the railway vehicle or train.

[0015] Relay 115 includes contact 116, which is used to activate the onboard braking status signal system of a railway vehicle or train, or, when coupled to another railway vehicle or train, to be connected in series with the contacts of other equivalent relays belonging to other railway vehicles or trains to create a higher level of series connection.

[0016] When all pressures in the pneumatic supply lines 107, 108, ..., 109 are lower than the preset pressure value, all electrical contacts belonging to pressure switches 110, 111, ..., 112 are closed, ensuring electrical continuity in the electrical line 113.

[0017] In this way, the coil 114 is powered by the battery voltage 117, causing one or more electrical contacts 116 of the relay 115 to enter a state indicating that all brakes are released, thereby allowing the traction system to accelerate the vehicle or train without the aforementioned risks.

[0018] When at least one pneumatic supply line 107, 108, ..., 109 is supplied with a pressure higher than the preset pressure value, the electrical contacts of the pressure switch associated with the at least one pneumatic supply line open, interrupting the electrical line 113 and de-energizing the coil 114 of the relay 115. In this way, one or more contacts 116 of the relay 115 present a condition indicating that at least one brake cylinder is applying braking force to its respective axle, thereby creating one of the aforementioned risks.

[0019] The following technical problems inherent in pressure switch devices are known:

[0020] - The preset pressure value is not calibrated accurately;

[0021] - The calibration of the preset pressure value changes with aging;

[0022] -Contact oxidation; and

[0023] The limited maximum number of guaranteed opening and closing operations of the electrical contacts is insufficient to meet the requirements of railway operators to increase the duration of maintenance cycles during which the pressure switch is inspected and may be replaced.

[0024] To address the inherent technical problems of pressure switch devices, it is a market trend to replace them with functionally equivalent devices made solely of semiconductor circuits.

[0025] This patent relates to the following European railway standards:

[0026] -EN-50115 "Railway applications - Electronic devices used on rolling stock";

[0027] -EN-50159 "Railway applications - Communication, signaling and processing systems - Safety-related electronic systems for signal processing".

[0028] Figure 2 is a possible functional diagram of the circuit equivalent to a pressure switch device. The equivalent circuit is defined herein and hereinafter as an electronic pressure switch.

[0029] Pressure sensor 201 converts pressure value 202 into electrical signal 203. Amplifier 204 amplifies electrical signal 203 and converts it into amplified electrical signal 205.

[0030] The voltage comparator 207 compares the amplified electrical signal 205 with a reference voltage value 206, which corresponds to a predetermined pressure value. Under this predetermined pressure value, the functional output of the equivalent circuit of the pressure switch device must be switched.

[0031] When the amplified electrical signal 205 is lower than the reference voltage 206, the output 208 of the comparator 207 is in the first state; when the amplified electrical signal 205 is higher than the reference voltage 206, the output 208 of the comparator 207 is in the second state.

[0032] The EN-50155 standard recommends using current isolation to separate the output of an electronic circuit from its control section. To meet this recommendation, signal 208 drives the LED diode 209 of opto-isolator 210.

[0033] In the first configuration of the equivalent circuit, the first state presented by the electrical signal 208 can cause the switching device 211 of the optical isolator 210 to be in a closed state, while the second state presented by the electrical signal 208 can cause the switching device 211 of the optical isolator 210 to be in an open state. In the second configuration of the equivalent circuit, the first state presented by the electrical signal 208 can cause the switching device 211 of the optical isolator 210 to be in an open state, while the second state presented by the electrical signal 208 can cause the switching device 211 of the optical isolator 210 to be in a closed state.

[0034] The EN-50155 standard recommends that electronic output circuits for railway equipment be equipped with overcurrent protection and may have permanent diagnostic functions that can monitor the output status.

[0035] The electronic protection circuit 212, whose circuit characteristics can take different forms known to those skilled in the art of electronic engineering, is connected in series with the switching device 211. It interrupts the series circuit when a predetermined current value is present. The protection circuit 212 is designed for this current.

[0036] The protection circuit 212 can further drive the LED device 213 of the opto-isolator 214 to transmit diagnostic information about the output circuit status by energizing or de-energizing the switching device 215 of the opto-isolator 214, which is connected to subsequent possible circuitry to be adapted to shut down the comparator 207 in the event of prolonged overcurrent and to generate further diagnostic information signals 218 for other users not shown in FIG2.

[0037] The relative simplicity of this circuit and the reduction in the number of electronic components it comprises bring the following advantages:

[0038] - The MTBF (Mean Time Between Failures) parameter of the circuit is significantly higher than that of traditional pressure switch devices;

[0039] - The stability of electronic component values ​​over time is far greater than that of mechanical components in traditional pressure switch devices.

[0040] On the other hand, the disadvantage of this circuit is that it has a voltage drop of up to 5 volts at its two ends 219, 220, especially near the maximum allowable current, and in the presence of the second protection circuit 221 recommended by standard EN50129, in the case of a high SIL safety level.

[0041] In the circuit of Figure 1, the voltage drop represented by the series of electrical contacts of pressure switches 110, 111, ..., 112 is approximately tens of millivolts. If each of pressure switches 110 were replaced by the circuit shown in Figure 2, the voltage drop would be assessed as several volts.

[0042] For example, considering that a medium-length train may consist of four carriages, eight bogies, or 16 axles, the total voltage drop of the series of equivalent solid-state pressure switches shown in Figure 2 could reach tens of volts. This fact, coupled with the permissible variation of the battery voltage 117, ranging from -30% to +25% relative to the nominal value of the battery voltage, makes it impossible to find a relay 115 whose coil 114 can operate under the combined presence of such voltage drop and variation. Summary of the Invention

[0043] Therefore, one object of the present invention is to provide a monitoring device for the opening and closing status of electrical lines of railway vehicles and the electrical lines of railway vehicles, which allows the advantages of the functional diagram of the circuit equivalent to the above-mentioned electronic pressure switch device, namely the advantages of stability of the mean time between failures and the value of electronic components over time, while having a lower impact on voltage drop.

[0044] According to one aspect of the invention, the above and other objects and advantages are achieved by a monitoring device for the opening and closing status of the electrical lines of railway vehicles and the electrical lines of railway vehicles. Attached Figure Description

[0045] The functional and structural features of a monitoring device for the opening and closing status of electrical lines in railway vehicles according to the present invention, and some preferred embodiments of the electrical lines in railway vehicles, will now be described. Referring to the accompanying drawings, wherein:

[0046] Figure 1 illustrates a possible typical application for monitoring multiple brake cylinders on the same railway vehicle or train;

[0047] Figure 2 is a possible functional diagram of a circuit equivalent to an electronic pressure switch device;

[0048] Figure 3 The circuit shown is a single-loop circuit;

[0049] Figure 4 A first embodiment of the electrical wiring of a railway vehicle according to the present invention is shown;

[0050] Figure 5It is equivalent to the schematic diagram shown in Figure 1, wherein the relay is replaced by a detection device for the opening and closing state of the electrical circuits of a railway vehicle according to the present invention; and

[0051] Figure 6 Another embodiment of a monitoring device for the opening and closing status of electrical lines in railway vehicles according to the present invention is shown. Detailed Implementation

[0052] Before describing several embodiments of the present invention in detail, it should be clarified that the invention, in its application, is not limited to the structural details and configurations of the components presented in the following description or shown in the accompanying drawings. The invention is capable of presenting other embodiments and is implemented or constructed in different ways in practice. It should also be understood that phrases and terms are descriptive in nature and should not be construed as limiting. The use of “comprising” and “including” and variations thereof should be understood to include the following elements and their equivalents, as well as additional elements and their equivalents.

[0053] This invention relates to a monitoring device 308 for the opening and closing status of electrical lines in railway vehicles. For example, such as... Figure 4 As shown, the electrical line is connected to terminal 317 of the railway vehicle battery on the first side and to a reference potential on the second side. For example, the reference potential could be ground.

[0054] The electrical circuit includes at least one electrical circuit disconnecting device (120, 121, 122, 501, 502, 503) arranged to disconnect or close the electrical circuit.

[0055] The monitoring device 308 for monitoring the opening and closing status of the electrical lines of railway vehicles includes a first connection terminal T1 and a second connection terminal T2. The first connection terminal T1 is arranged to be connected to a first point of the electrical lines, and the second connection terminal T2 is arranged to be connected to a second point of the electrical lines.

[0056] The monitoring device 308 for monitoring the opening and closing status of the electrical lines of railway vehicles also includes a current generator 301. The current generator 301 is arranged to provide a reference current Igen with a predetermined non-zero value in the electrical lines when there is a voltage greater than a predetermined minimum voltage Vmin across the current generator 301, and to provide zero current in the electrical lines when there is a voltage lower than the minimum predetermined voltage Vmin across the current generator 301.

[0057] The monitoring device 308 for monitoring the opening and closing status of the electrical lines of railway vehicles also includes at least one optical isolator device 306, 605, 613, which includes lighting devices 305, 603, 612 and respective photosensitive semiconductor elements 307, 604, 611.

[0058] Furthermore, the monitoring device 308 for the opening and closing status of the railway vehicle's electrical lines includes a current detection and power supply module 304. The current detection and power supply module 304 is arranged to detect the current flowing through it. Additionally, when the detected current value is equal to or greater than the reference current Igen generated by the current generator 301, the current detection and power supply module 304 is arranged to provide power current to the lighting devices 305, 603, and 612 to turn on at least one of the lighting devices 305, 603, and 612. Furthermore, when the detected current value is lower than the reference current Igen generated by the current generator 301, the current detection and power supply module 304 is arranged to provide substantially zero power current to the lighting devices 305, 603, and 612 to turn off at least one of the lighting devices 305, 603, and 612.

[0059] "Effectively zero power supply current" refers to zero current or a current low enough to not turn on lighting fixtures 305, 603, and 612.

[0060] When the lighting devices 305, 603, and 612 are turned off and do not illuminate at least one photosensitive semiconductor element 307, 604, or 611, at least one photosensitive semiconductor element 307, 604, or 611 exhibits a first state at its output terminal 309. Furthermore, when the lighting devices 305, 603, and 612 are turned on and illuminate at least one photosensitive semiconductor element 307, 604, or 611, at least one photosensitive semiconductor element 307, 604, or 611 exhibits a second state at its output terminal 309.

[0061] The first state of the photosensitive semiconductor element indicates that the electrical circuit of the railway vehicle is disconnected. In other words, the first state of the photosensitive semiconductor element indicates that at least one electrical circuit disconnection device 120, 121, 122, 501, 502, 503 has disconnected the electrical circuit.

[0062] observe Figure 3 The example of a monitoring device 308 for operating the opening and closing status of electrical lines on railway vehicles using a voltage generator and a resistor with variable resistance is explained in detail. The single-loop circuit includes:

[0063] - Voltage generator 302 generates voltage value Vbat;

[0064] - Variable resistor 303, having an instantaneous resistance value R303; and

[0065] -A monitoring device 308 for monitoring the opening and closing status of electrical lines of railway vehicles according to the present invention.

[0066] For example, current generator 301 is a real current generator, not an ideal current generator. As is known in electrical engineering, an ideal current generator produces a preset current value regardless of the voltage across its terminals, including zero voltage and infinite voltage.

[0067] Current generator 301 is defined as real because it generates current Igen when a voltage value greater than or equal to the minimum voltage value Vmin is present across its terminals, and generates zero current when a voltage value less than the minimum voltage value Vmin is present across its terminals. The voltage value Vmin is less than the value Vbat generated by voltage generator 302.

[0068] The current detection and power supply module 304 is placed in series with the current generator 301. When a current higher than a predetermined value Imin flows into it, the current detection and power supply module 304 supplies power to the lighting device 305 (e.g., LED) of the optical isolator device 306, and when a current lower than the predetermined value Imin (including zero current value) flows into it, the current detection and power supply module 304 does not supply power to the lighting device 305.

[0069] The current sensing and power supply module 304 supplies power to the lighting device 305, either partially or entirely, using a reference current Igen generated by the current generator 301. For purely illustrative purposes, the voltage drop across the sensing and power supply module 304 is zero in the presence of the reference current Igen.

[0070] Optical isolator 306 includes a photosensitive semiconductor element 307, which can present an open-circuit or closed-circuit state depending on whether the lighting device 305 emits light radiation. Optical isolator 306 is commercially available, and its photosensitive semiconductor presents a closed-circuit state in the presence of light radiation and an open-circuit state in the absence of light radiation. Optical isolator 306 is also commercially available, and its photosensitive semiconductor presents a closed-circuit state in the absence of light radiation and an open-circuit state in the presence of light radiation.

[0071] By resetting the resistance value R303 of the variable resistor 303, all voltages Vbat > Vmin provided by the voltage generator 302 will exist across the current generator 301. In this case, the current generator 301 generates a reference current value Igen, which is detected by the current sensing and power supply module 304 and then used to power the lighting device 305 (i.e., the LED).

[0072] By gradually increasing the resistance value R303 of the variable resistor 303, the current generator 301 continues to generate the reference current Igen, as long as the resistance value R303 does not reach the following value:

[0073]

[0074] By further increasing the resistance value R303, the following conditions can be achieved:

[0075]

[0076] In other words, the condition is met when the current generator 301 stops generating the reference current Igen. Under this condition, the current detection and power supply module 304 stops supplying power to the lighting device 305 (i.e., the LED).

[0077] Figure 4 The wiring diagram shown in Figure 1 is illustrated, where relay 115 is replaced by a monitoring device 308 for the opening and closing status of the electrical circuits of a railway vehicle according to the present invention, which includes a current generator 301, a current detection and power supply module 304, and an opto-isolator 306. The condition that all electrical circuit disconnection devices 120, 121, and 122 are closed corresponds to the previously described condition R303=0. In this case, a reference current Igen is generated in the current generator 301 within the monitoring device 308 for the opening and closing status of the electrical circuits of the railway vehicle, which is detected by the detection and power supply module 304 and then used to power the lighting device 305. The opening of at least one electrical circuit disconnection device 121, 122, ... 123 corresponds to R303= Under the condition that the voltage across the current generator 301 is zero or less than Vmin, the current generator 301 generates zero current. In this case, the current detection and power supply module 304 does not detect the reference current value Igen, and therefore the lighting device 305 is not turned on.

[0078] Based on the on or off state presented by the lighting device 305, the output terminal 309 of the photosensitive semiconductor 307, i.e. the output terminal 309 of the monitoring device 308 for the on / off state of the railway vehicle's electrical lines, will present a subsequent state indicating that all brake cylinders have zero pressure or that at least one brake cylinder has applied braking pressure.

[0079] Figure 4 The device 308 shown for monitoring the opening and closing status of electrical lines of railway vehicles can advantageously replace the relay 115, improving reliability and availability by at least an order of magnitude because there are no moving mechanical contacts that are oxidized inside the monitoring device 308 for monitoring the opening and closing status of electrical lines of railway vehicles.

[0080] Figure 5The wiring diagram described in Figure 1 is shown, in which relay 115 is replaced by a monitoring device 308 for the opening and closing status of the electrical lines of the railway vehicle, and the electromechanical pressure switches 110, 111, ... 112 are replaced by electrical line disconnecting devices in the form of electronic pressure switches 501, 502, ... 503. For example, each of the electronic pressure switches 501, 502, ... 503 is manufactured, but not exactly according to the diagram shown in Figure 2.

[0081] As mentioned earlier, if the electronic circuit equivalent to the circuit shown in Figure 2 is configured as closed contacts at its terminals 219 and 220, a voltage drop Vc exists at the terminals 219 and 220 when current flows through them, for example, it can reach but not exactly approach the value of 5V DC.

[0082] If all n electronic pressure switches 501, 502, ... 503 present equivalent closed contact conditions, the voltage drop between points 510 and 511 in the loop is equal to... volt.

[0083] In order for the current generator 301 inside the monitoring device 308 for the opening and closing status of the railway vehicle's electrical lines to continue generating a reference current Igen when all closed contacts are present, such as Figure 4 As shown, the following equation must be followed:

[0084] ,Right now (1)

[0085] Below is a non-exclusivity example applied to a real-world case.

[0086] For example, the Vbat value of a railway vehicle can be 110V DC +25% to -30%, or in the worst case, Vbat = 77V DC. Assuming that device 308 requires Vmin equal to 10V DC to generate and detect the reference current Igen, and each electronic pressure switch 501, 502, ... 503 has a maximum voltage drop Vt = 5V DC at its terminals 219, 220, equation (1) produces the value of n:

[0087] n < (77-10) / 5, that is, n < 13.4

[0088] In this case, up to 13 electronic pressure switches can be connected in series.

[0089] At least one of the electronic pressure switches exhibits an equivalent open-circuit contact state at its terminals 219 and 220, equivalent to Figure 4 The same situation described.

[0090] Figure 5The monitoring device 308, which shows the opening and closing status of the electrical lines of a railway vehicle, can be advantageously used in place of the relay 115 because it allows the use of a series of electronic pressure switches, in which conventional relays would otherwise be inoperable because a minimum voltage requirement is required to power the coil 114 to move the contact 116.

[0091] The electronic circuit of the monitoring device 308, which is equivalent to the monitoring device for the opening and closing status of the electrical lines of a railway vehicle, is used instead of the one shown in Figure 1. Figure 4 and Figure 5 Another advantage of the relay in the circuit shown is illustrated by the fact that, as the voltage Vbat varies within the range of -30% to +25%, the power dissipated by coil 114 follows the second law (…). As the power consumption of device 308 increases, the power consumption follows a linear law ( The power dissipation of the relay used in railway applications (as shown in Figure 1) is typically at least 5W nominal power @ 110V DC, corresponding to a nominal current of approximately 45mA @ 110V DC. The power dissipation of the relay is 7.8W when Vbat = (110V DC + 25%) or Vbat = 137.5V DC.

[0092] Preferably, the monitoring device 308 for the opening and closing status of the electrical lines of the railway vehicle can be designed with a nominal reference current Igen equal to 10mA, equivalent to the minimum recommended current value, as is known to those skilled in the art of electrical engineering, for clearing Figure 1 and Figure 4 The contacts of the pressure switch that exist in the circuit.

[0093] When Vbat = 110V DC, the power consumed by the monitoring device 308 for the opening and closing status of the electrical lines of the railway vehicle is slightly higher than 1W, while when Vbat = 137.5V DC, the device 308 consumes an equivalent power of 1.37W. Both of these values ​​are far lower than the power dissipation of the relay 115 under the same conditions, thus generating less heat and further improving the reliability and availability of the function.

[0094] For purely interpretative purposes and not for the purposes of the claims, Figure 6 Possible, non-exclusive embodiments of a monitoring device 308 for the opening and closing status of electrical lines on railway vehicles are shown, integrating a current generator 301 and a detection and power supply module 304 into a single, simple circuit.

[0095] When no voltage is applied to terminals 601 and 602, no current flows within the lighting device (i.e., LED 603), so the photosensitive semiconductor 604 of the optical isolator 605 is not excited.

[0096] When a voltage, such as that polarizing Zener diode 606, is applied at terminals 601 and 602, transistor 607 will begin to conduct, thereby allowing current 608 to pass through, the magnitude of which is such that it turns on the lighting device, namely LED 603, which excites the photosensitive semiconductor 604 of the light isolator 605.

[0097] The current value 608 is adjusted by the polarization of the Zener diode 606, the resistance of the resistor 609, the typical Vbe value of the transistor 608, and the voltage drop across the lighting device (i.e., the LED 603).

[0098] The activation value Vmin of the circuit can be adjusted by the voltage value of Zener diode 606 and the value of resistor 610.

[0099] An additional optical isolator 611 can be placed in series with optical isolator 605, thereby allowing the replication of relays with multiple contacts. Appropriate selection of optical isolators 605, ... 611 allows for the configuration of corresponding equivalent contacts with NAO (normally open) or NC (normally closed) states.

[0100] The present invention also relates to an electrical circuit for railway vehicles, comprising at least one electrical circuit disconnection device 120, 121, 122, 501, 502, 503, which is arranged to disconnect or close the electrical circuit based on an upstream pressure value of a brake cylinder of the railway vehicle and a monitoring device for the open / closed state of the electrical circuit of the railway vehicle according to any of the above embodiments.

[0101] The electrical wiring is connected to terminal 317 of the railway vehicle's battery on the first side and to a reference potential on the second side. In this case, the reference potential can also be ground.

[0102] At least one electrical circuit disconnecting device 120, 121, 122 can be an electrical contact, such as Figure 4 As shown.

[0103] At least one electrical circuit disconnecting device 501, 502, ... 503 can also be a semiconductor switching circuit, such as... Figure 5 As shown.

[0104] Furthermore, there may be at least two electrical circuit disconnection devices, and at least one of them may be an electrical contact, while at least one may be a semiconductor switching circuit.

[0105] Electrical circuit disconnection devices 120, 121, 122, 501, 502, and 503 can be arranged to disconnect the electrical circuit when the pressure value upstream of the brake cylinder of the railway vehicle exceeds a specific threshold pressure.

[0106] As described above, there may be at least two electrical circuit disconnection devices 120, 121, 122, 501, 502, and 503. In particular, the first electrical circuit disconnection device 120, 121, 122, 501, 502, and 503 may be arranged to disconnect or close the electrical circuit according to a first pressure value upstream of the first brake cylinder of the railway vehicle, while the second electrical circuit disconnection device 120, 121, 122, 501, 502, and 503 may be arranged to disconnect or close the electrical circuit according to a second pressure value upstream of the second brake cylinder of the railway vehicle.

[0107] The monitoring device for the opening and closing status of electrical lines in railway vehicles and various aspects and embodiments of the electrical lines in railway vehicles of the present invention have been described. It is understood that each embodiment can be combined with any other embodiment. Furthermore, the invention is not limited to the described embodiments, but can be varied within the scope defined by the appended claims.

Claims

1. A monitoring device for the opening and closing status of electrical lines on railway vehicles, wherein, The electrical circuit is connected to the terminals of the battery of the railway vehicle on a first side and to a reference potential on a second side. The electrical circuit includes a first electrical contact or a first semiconductor switch circuit arranged to open or close the electrical circuit. The monitoring device includes: A first connection terminal is arranged to be connected to a first point of the electrical line; The second terminal is arranged to be connected to the second point of the electrical line; The current generator is arranged as follows: When a voltage greater than a minimum preset voltage Vmin exists across the current generator, a reference current with a non-zero predetermined value is provided in the electrical circuit; and When there is a voltage lower than the minimum preset voltage Vmin at the terminals of the current generator, zero current is provided in the electrical circuit; At least one optical isolator device, including an illumination device and a photosensitive semiconductor element; and The current sensing and power supply module is arranged as follows: Detect the current flowing through the current detection and power module; When the detected current flowing through the current detection and power module has a value equal to or greater than the reference current generated by the current generator, a power current is provided to the lighting device, which is configured to turn on the lighting device. When the detected current flowing through the current detection and power module is lower than the value of the reference current generated by the current generator, a substantially zero power current is supplied to the lighting device, thereby turning off the lighting device; When the lighting device is turned off and does not illuminate the photosensitive semiconductor element, the photosensitive semiconductor element presents a first state at its output terminal; when the lighting device is turned on and illuminates the photosensitive semiconductor element, the photosensitive semiconductor element presents a second state at its output terminal. The first state of the photosensitive semiconductor element indicates that the electrical circuit of the railway vehicle is in a disconnected state.

2. The monitoring device according to claim 1, wherein, The lighting device is an LED.

3. The monitoring device according to claim 2, wherein the monitoring device further comprises a plurality of optical isolators, each optical isolator comprising its own illumination device and its own photosensitive semiconductor element.

4. The monitoring device according to claim 3, wherein, The first state of the photosensitive semiconductor element is an open circuit state, and the second state of the photosensitive semiconductor element is a closed circuit state.

5. The monitoring device according to claim 3, wherein, The first state of the photosensitive semiconductor element is a closed-circuit state, and the second state of the photosensitive semiconductor element is an open-circuit state.

6. The monitoring device according to claim 2, wherein, The first state of the photosensitive semiconductor element is an open circuit state, and the second state of the photosensitive semiconductor element is a closed circuit state.

7. The monitoring device according to claim 2, wherein, The first state of the photosensitive semiconductor element is a closed-circuit state, and the second state of the photosensitive semiconductor element is an open-circuit state.

8. The monitoring device according to claim 1, wherein the monitoring device further comprises a plurality of optical isolators, each optical isolator comprising its own illumination device and its own photosensitive semiconductor element.

9. The monitoring device according to claim 8, wherein, The first state of the photosensitive semiconductor element is an open circuit state, and the second state of the photosensitive semiconductor element is a closed circuit state.

10. The monitoring device according to claim 8, wherein, The first state of the photosensitive semiconductor element is a closed-circuit state, and the second state of the photosensitive semiconductor element is an open-circuit state.

11. The monitoring device according to claim 1, wherein, The first state of the photosensitive semiconductor element is an open circuit state, and the second state of the photosensitive semiconductor element is a closed circuit state.

12. The monitoring device according to claim 1, wherein, The first state of the photosensitive semiconductor element is a closed-circuit state, and the second state of the photosensitive semiconductor element is an open-circuit state.

13. An electrical circuit for railway vehicles, the electrical circuit comprising: The first electrical contact or the first semiconductor switching circuit is arranged to open or close the electrical circuit according to the pressure value upstream of the brake cylinder of the railway vehicle; A monitoring device for the opening and closing status of the electrical lines of the railway vehicle, the monitoring device comprising: A first connection terminal is arranged to be connected to a first point of the electrical line; The second terminal is arranged to be connected to the second point of the electrical line; The current generator is arranged as follows: When a voltage greater than a minimum preset voltage Vmin exists across the current generator, a reference current with a non-zero predetermined value is provided in the electrical circuit; and When there is a voltage lower than the minimum preset voltage Vmin at the terminals of the current generator, zero current is provided in the electrical circuit; At least one optical isolator device, including an illumination device and a photosensitive semiconductor element; and The current sensing and power supply module is arranged as follows: Detect the current flowing through the current detection and power module; When the detected current flowing through the current detection and power module has a value equal to or greater than the reference current generated by the current generator, a power current is provided to the lighting device, which is configured to turn on the lighting device. When the detected current flowing through the current detection and power module is lower than the value of the reference current generated by the current generator, a substantially zero power current is supplied to the lighting device, thereby turning off the lighting device; When the lighting device is turned off and does not illuminate the photosensitive semiconductor element, the photosensitive semiconductor element presents a first state at its output terminal; when the lighting device is turned on and illuminates the photosensitive semiconductor element, the photosensitive semiconductor element presents a second state at its output terminal. The first state of the photosensitive semiconductor element indicates that the electrical circuit of the railway vehicle is in a disconnected state; The electrical circuit is connected to the battery terminal of the railway vehicle on the first side and to a reference potential on the second side.

14. The electrical circuit according to claim 13, wherein, The first electrical contact or the first semiconductor switch circuit is arranged to disconnect the electrical circuit when the pressure value upstream of the brake cylinder of the railway vehicle exceeds a certain threshold pressure.

15. The electrical wiring for railway vehicles according to claim 14, wherein, The first electrical contact or the first semiconductor switching circuit is arranged to open or close the electrical circuit according to a first pressure value upstream of the first brake cylinder of the railway vehicle. Furthermore, the electrical circuitry also includes: The second electrical contact or the second semiconductor switch circuit is arranged to open or close the electrical circuit according to a second pressure value upstream of the second brake cylinder of the railway vehicle.

16. The electrical wiring for railway vehicles according to claim 13, wherein, The first electrical contact or the first semiconductor switching circuit is arranged to open or close the electrical circuit according to a first pressure value upstream of the first brake cylinder of the railway vehicle. Furthermore, the electrical circuitry also includes: The second electrical contact or the second semiconductor switch circuit is arranged to open or close the electrical circuit according to a second pressure value upstream of the second brake cylinder of the railway vehicle.

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