Safety circuit for rail vehicle and rail vehicle

Abstract

The embodiment of the present application provides a safety circuit for a rail vehicle and a rail vehicle. In the safety circuit: the normally open contact A1 and the moving contact A2 of the one-terminal controller occupation relay K01, the one-terminal controller A01, the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05, and the coil of the FB position confirmation relay K03 are connected in series between the positive and negative power supply poles; the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay K03, the normally closed contact A3 and the moving contact A2 of the A group of contacts of the emergency brake trigger condition indication device K06, the coil of the emergency brake relay K05, the normally closed contact B3 and the moving contact B2 of the B group of contacts of the emergency brake trigger condition indication device K06, and the normally closed contact B3 and the moving contact B2 of the B group of contacts of the FB position confirmation relay K03 are connected in series between the positive and negative power supply poles. The embodiment of the present application solves the technical problem that the traditional safety circuit automatically re-establishes a safety hazard.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicles, and in particular to a safety circuit for a rail vehicle and a rail vehicle. Background Art

[0002] To ensure safety and reliability, current rail vehicles utilize safety circuits designed based on the principle of "fail-safe." This circuit integrates various unsafe factors that could affect the vehicle's safe operation, namely, various emergency braking trigger conditions, into the safety circuit. To further enhance safety and reliability, the trigger conditions are integrated into both the positive and negative terminals. In the event of an emergency, the emergency braking trigger condition is generated, disconnecting the safety circuit and triggering the braking system to apply emergency braking for a safe stop.

[0003] When the vehicle emergency brake triggering condition disappears, the safety circuit is automatically re-established, the vehicle emergency brake is released, and the train can resume normal operation.

[0004] The above information disclosed in the Background section is only for enhancement of understanding of the background of the application and therefore it may contain information that does not form the prior art known to a person of ordinary skill in the art. Summary of the Invention

[0005] Embodiments of the present application provide a safety circuit for a rail vehicle and a rail vehicle, so as to solve the technical problem that a traditional safety circuit automatically re-establishes a safety hazard.

[0006] According to a first aspect of an embodiment of the present application, there is provided a safety circuit for a rail vehicle, comprising a first-end controller A01, a first-end controller occupied relay K01, an FB position confirmation relay K03, a no emergency brake relay K05, and an emergency brake trigger condition indication device K06;

[0007] The normally open contact A1 and the moving contact A2 of the one-end controller occupied relay K01, the one-end controller A01, the normally closed contact A3 and the moving contact A2 of the no-emergency brake relay K05, and the coil of the FB position confirmation relay K03 are connected in series between the positive and negative power supply electrodes;

[0008] The normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay K03, the normally closed contact A3 and the moving contact A2 of the A group of contacts of the emergency brake trigger condition indication device K06, the coil of the non-emergency brake relay K05, the normally closed contact B3 and the moving contact B2 of the B group of contacts of the emergency brake trigger condition indication device K06, and the normally closed contact B3 and the moving contact B2 of the B group of contacts of the FB position confirmation relay K03 are connected in series between the positive power supply electrode and the negative power supply electrode;

[0009] After any of the multiple emergency braking triggering conditions occurs, the position of the emergency braking triggering condition indicating device K06 is disconnected; after the emergency braking triggering condition does not occur or is eliminated, the position of the emergency braking triggering condition indicating device K06 is connected.

[0010] According to a second aspect of an embodiment of the present application, a rail vehicle is provided, comprising the above-mentioned safety circuit for a rail vehicle.

[0011] The embodiments of the present application adopt the above technical solutions, which have the following technical effects:

[0012] In manual driving mode, after the emergency braking condition is triggered and the emergency braking triggering condition has disappeared, the driver is required to push the driver controller to the fast braking position (FB position) to manually confirm that the emergency braking triggering condition has disappeared. Only then will the safety circuit be re-established. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0014] Figure 1 Schematic diagram of a safety circuit for a rail vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0015] In order to make the technical solutions and advantages of the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, and are not an exhaustive list of all the embodiments. It should be noted that the embodiments and features in the embodiments of the present application can be combined with each other unless they conflict.

[0016] In order to further improve the safety and reliability of the safety circuit, this application adds a feature that in manual driving mode, after the emergency braking condition is triggered and the emergency braking triggering condition has disappeared, the driver is required to push the driver controller to the fast braking position (FB position) to manually confirm that the emergency braking triggering condition has disappeared. Only then will the path of the safety circuit be re-established; when in unmanned driving mode (FAM mode), manual confirmation has been bypassed through the FAM mode relay.

[0017] This application establishes a correct safety circuit through the driver controller, FB position confirmation relay, FAM mode relay, no emergency brake relay, and emergency brake trigger conditions. It realizes that in manual driving mode, after the emergency brake is triggered and the emergency brake trigger condition has disappeared, the driver is required to push the driver controller to the fast braking position (FB position) to manually confirm that the emergency brake trigger condition has disappeared. Only then will the safety circuit be re-established; when in unmanned driving mode (FAM mode), the manual confirmation function is bypassed through the FAM mode relay.

[0018] Example 1

[0019] like Figure 1 As shown, the safety circuit for a rail vehicle according to an embodiment of the present application includes a first-end controller A01, a first-end controller occupied relay K01, an FB position confirmation relay K03, a no emergency brake relay K05, and an emergency brake trigger condition indication device K06;

[0020] The normally open contact A1 and the moving contact A2 of the one-end controller occupied relay K01, the one-end controller A01, the normally closed contact A3 and the moving contact A2 of the no-emergency brake relay K05, and the coil of the FB position confirmation relay K03 are connected in series between the positive and negative power supply electrodes;

[0021] The normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay K03, the normally closed contact A3 and the moving contact A2 of the A group of contacts of the emergency brake trigger condition indication device K06, the coil of the non-emergency brake relay K05, the normally closed contact B3 and the moving contact B2 of the B group of contacts of the emergency brake trigger condition indication device K06, and the normally closed contact B3 and the moving contact B2 of the B group of contacts of the FB position confirmation relay K03 are connected in series between the positive power supply electrode and the negative power supply electrode;

[0022] After any of the multiple emergency braking triggering conditions occurs, the position of the emergency braking triggering condition indicating device K06 is disconnected; after the emergency braking triggering condition does not occur or is eliminated, the position of the emergency braking triggering condition indicating device K06 is connected.

[0023] The connection relationship and status of the various components of the safety circuit for rail vehicles in the embodiment of the present application are as follows:

[0024] When the coil of the first-end master controller occupation relay K01 is de-energized, its normally open contact A1 and movable contact A2 are disconnected, while its normally closed contact A3 and movable contact A2 are conductive. This means that when the coil of the first-end master controller occupation relay K01 is de-energized, the contacts of the first-end master controller occupation relay are disconnected. Furthermore, when the coil of the first-end master controller occupation relay K01 is energized, the contacts of the first-end master controller occupation relay are conductive. The coil of the first-end master controller occupation relay is not connected to the safety circuit but is located in other circuits of the rail vehicle.

[0025] When the single-end controller A01 is located at the zero position, traction position and braking position, the position of the single-end controller A01 is in the on state; when the single-end controller A01 is in the FB position, the position of the single-end controller A01 is in the off state.

[0026] The coil of the emergency brake relay K05 is in the de-energized state, the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected, and the normally open contact A1 and the moving contact A2 of the emergency brake relay K05 are disconnected; that is, the coil of the emergency brake relay K05 is in the de-energized state, and the contact position of the emergency brake relay K05 is in the conductive state; the coil of the emergency brake relay K05 is in the energized state, and the contact position of the emergency brake relay K05 is in the disconnected state.

[0027] The FB position confirms that the coil of relay K03 is in the de-energized state. The normally closed contact A3 and movable contact A2 of the relay's contact group A, as well as the normally closed contact B3 and movable contact B2 of the relay's contact group B, are in the conductive state. The FB position confirms that the normally open contact A1 and movable contact A2 of the relay's contact group A, as well as the normally open contact B1 and movable contact B2 of the relay's contact group B, are in the disconnected state. In other words, the FB position confirms that the coil of relay K03 is in the de-energized state. The FB position confirms that the position of the relay's contact group A and contact group B are in the conductive state. The FB position confirms that the coil of relay K03 is in the energized state. The FB position confirms that the position of the relay's contact group A and contact group B are in the disconnected state.

[0028] Emergency brake trigger condition indication device K06: After any of the various emergency brake trigger conditions occurs, the position of the emergency brake trigger condition indication device K06 is disconnected; after the emergency brake trigger condition does not occur or is eliminated, the position of the emergency brake trigger condition indication device K06 is connected. The group A contacts and group B contacts of the emergency brake trigger condition indication device K06 are comprehensive indications of various emergency brake trigger conditions and do not represent actual relays. When no emergency brake trigger condition is triggered, the normally closed contact A3 and moving contact A2 of the group A contacts of the emergency brake trigger condition indication device K06 and the normally closed contact B3 and moving contact B2 of the group B contacts are in the on state. When any emergency brake trigger condition is triggered, the normally closed contact A3 and moving contact A2 of the group A contacts of the emergency brake trigger condition indication device K06 and the normally closed contact B3 and moving contact B2 of the group B contacts are in the off state.

[0029] During implementation, when the rail vehicle is in manual driving mode, the rail vehicle is intact, and the emergency brake triggering conditions do not exist, the safety circuit is in the open circuit state:

[0030] The coil of the relay K01 occupied by the one-end controller is energized, and the normally open contact A1 and the moving contact A2 of the relay K01 are turned on, so that the contact position of the relay K01 occupied by the one-end controller is turned on;

[0031] The single-end controller A01 is at zero position, making the single-end controller in the on state;

[0032] The position of the emergency brake triggering condition indication device K06 is in the on state;

[0033] The coil of the emergency brake relay K05 remains in a de-energized state, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected, so that the contact position of the emergency brake relay K05 remains in a conducting state;

[0034] The coil of the FB position confirmation relay K03 is energized, and the normally closed contact A3 and the moving contact A2 in the A group of contacts of the FB position confirmation relay K03 and the normally closed contact B3 and the moving contact B2 in the B group of contacts are disconnected, so that the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay K03 are disconnected, and the safety circuit is disconnected.

[0035] When the rail vehicle is in manual driving mode, the rail vehicle is intact, and the emergency braking triggering conditions do not exist, the safety circuit is in an open circuit state.

[0036] During implementation, when the rail vehicle is in manual driving mode, the rail vehicle is intact, the emergency brake triggering conditions do not exist, and the safety circuit is disconnected, a safety circuit path is established:

[0037] The normally open contact A1 and the moving contact A2 of the relay K01 of the first-end controller are kept conductive, so that the contact position of the relay of the first-end controller remains conductive;

[0038] The one-end controller A01 is pulled from zero position to FB position, and the position of the one-end controller is disconnected;

[0039] The coil of the FB position confirmation relay K03 loses power, and the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay, as well as the normally closed contact B3 and the moving contact B2 of the B group of contacts, are in a conductive state, making the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay conductive;

[0040] The emergency brake triggering condition does not exist, and the position of the emergency brake triggering condition indication device K06 remains in the on state;

[0041] The coil of the emergency brake relay K05 loses power, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected;

[0042] The one-end controller is restored from the FB position to the zero position, so that the one-end controller is in the on state, so that the safety circuit is successfully established.

[0043] Thus, in the disconnected state of the safety circuit in the initial state of manual driving mode, to successfully establish the safety circuit path, it is necessary to:

[0044] First, change the state of the one-end controller from on to off, and then change the state of the FB confirmation relay from off to on. At this time, since the position of the one-end controller is off, the safety circuit remains open.

[0045] Afterwards, the state of the one-end controller is changed from disconnected to connected. At this time, the safety circuit forms a path, that is, the path of the safety circuit is successfully established.

[0046] In this way, when the rail vehicle is intact, the emergency braking triggering conditions do not exist, and the safety circuit is disconnected, the safety circuit path is not automatically re-established, but the driver's operation is required to establish the safety circuit path, which is safer and more reliable.

[0047] After successfully establishing a path through the safety circuit, normal operation of the rail vehicle can be carried out.

[0048] During the implementation, the rail vehicle experienced an emergency braking condition during normal operation:

[0049] The position of the emergency brake triggering condition indication device K06 is disconnected;

[0050] The coil of the relay K01 of the first-end controller occupancy device remains energized, and the normally open contact A1 and the moving contact A2 of the relay of the first-end controller occupancy device remain conductive, so that the contact position of the relay of the first-end controller occupancy device is conductive;

[0051] One-terminal controller A01 is in the on state;

[0052] The coil of the FB position confirmation relay K03 loses power, and the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay, as well as the normally closed contact B3 and the moving contact B2 of the B group of contacts, are in a conductive state, making the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay conductive;

[0053] The coil of the emergency brake relay K05 is energized, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are disconnected, causing the safety circuit to be disconnected.

[0054] During implementation, after the emergency braking condition is eliminated:

[0055] The position of the emergency brake triggering condition indication device K06 is turned on, and the safety circuit remains open;

[0056] The one-end controller A01 is pulled to the FB position, and the one-end controller position is disconnected;

[0057] The coil of the FB position confirmation relay K03 loses power, and the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay, as well as the normally closed contact B3 and the moving contact B2 of the B group of contacts, are in a conductive state, making the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay conductive;

[0058] The coil of the emergency brake relay K05 loses power, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected;

[0059] The one-end controller is restored from the FB position to the zero position, so that the one-end controller is in the on state, so that the safety circuit path is established.

[0060] A safety circuit for rail vehicles has several states:

[0061] Initial state: The vehicle is normal, there is no emergency brake triggering condition, and when the vehicle is not occupied, no emergency brake relay is energized;

[0062] When one end is occupied, the controller is in the non-FB position, K05 contact A3-A2 is disconnected due to power, and K03 is in the power-off state;

[0063] When the vehicle is in emergency braking, the K06 contact is disconnected, K05 loses power, K05 A3-A2 is connected, K03 is energized, and K03 contact A2-A3 is disconnected;

[0064] After the emergency brake fault is resolved, K06 contact A3-A2 is turned on;

[0065] The driver controller is pulled to the FB position, causing K03 to lose power, K03 contacts A2-A3 to conduct, causing K05 to be energized, and the vehicle to return to normal.

[0066] K05 contact A3-A2 is disconnected, the driver controller handle returns to position 0, K03 is still in the power-off state, and the vehicle is still in normal state.

[0067] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0068] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0069] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0070] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1A step that specifies a function in one or more boxes.

[0071] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0072] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. A safety circuit for a rail vehicle, characterized in that: It includes a first-end controller A01, a first-end controller occupied relay K01, a FB position confirmation relay K03, a no emergency brake relay K05 and an emergency brake trigger condition indication device K06; The normally open contact A1 and the moving contact A2 of the one-end controller occupied relay K01, the one-end controller A01, the normally closed contact A3 and the moving contact A2 of the no-emergency brake relay K05, and the coil of the FB position confirmation relay K03 are connected in series between the positive and negative power supply electrodes; The normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay K03, the normally closed contact A3 and the moving contact A2 of the A group of contacts of the emergency brake trigger condition indication device K06, the coil of the non-emergency brake relay K05, the normally closed contact B3 and the moving contact B2 of the B group of contacts of the emergency brake trigger condition indication device K06, and the normally closed contact B3 and the moving contact B2 of the B group of contacts of the FB position confirmation relay K03 are connected in series between the positive power supply electrode and the negative power supply electrode; After any of the multiple emergency braking triggering conditions occurs, the position of the emergency braking triggering condition indicating device K06 is disconnected; after the emergency braking triggering condition does not occur or is eliminated, the position of the emergency braking triggering condition indicating device K06 is connected; The safety circuit for rail vehicles also includes FAM mode relay K04; The normally open contact A1 and the moving contact A2 of the A group of contacts of the FAM mode relay K04 are connected in parallel with the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay. The normally open contact B1 and the moving contact B2 of the FAM mode relay B group contacts are connected in parallel with the normally closed contact B3 and the moving contact B2 of the FB position confirmation relay B group contacts; The coil of the FAM mode relay loses power, the normally closed contact A3 and the movable contact A2 of the contact group A of the FAM mode relay and the normally closed contact B3 and the movable contact B2 of the contact group B of the FAM mode relay are disconnected, so that the contact position of the FAM mode relay is closed; The coil of the FAM mode relay is energized, and the normally closed contact A3 and the movable contact A2 of the contact group A of the FAM mode relay, as well as the normally closed contact B3 and the movable contact B2 of the contact group B of the FAM mode relay, are disconnected, so that the contact position of the FAM mode relay is disconnected; When a rail vehicle is in autonomous driving mode: The FB position confirms that the coil of the relay is energized, and the FB position confirms that the normally closed contact A3 and the moving contact A2 of the relay group A and the normally closed contact B3 and the moving contact B2 of the relay group B are disconnected; The coil of the FAM mode relay is energized, and the normally open contact A1 and the moving contact A2 of the contact group A of the FAM mode relay and the normally open contact B1 and the moving contact B2 of the contact group B are turned on; the safety circuit is successfully established.

2. The safety circuit for a rail vehicle according to claim 1, characterized in that When the coil of the relay K01 occupied by the first-end controller is in the de-energized state, the contact position of the relay is disconnected; when the coil of the relay K01 occupied by the first-end controller is in the energized state, the contact position of the relay is conductive; When the one-end controller A01 is in the zero position, traction position and brake position, the position of the one-end controller A01 is in the on state; when the one-end controller A01 is in the FB position, the position of the one-end controller A01 is in the off state; When the coil of the emergency brake relay K05 is in the de-energized state, the contact position of the emergency brake relay K05 is in the on state; when the coil of the emergency brake relay K05 is in the energized state, the contact position of the emergency brake relay K05 is in the off state; The FB position confirms that the coil of relay K03 is in the de-energized state, and the FB position confirms that the position of the group A contacts and the group B contacts of relay K03 are in the conductive state; the FB position confirms that the coil of the relay is in the energized state, and the FB position confirms that the position of the group A contacts and the group B contacts of the relay are in the disconnected state.

3. The safety circuit for a rail vehicle according to claim 2, characterized in that: When the rail vehicle is in manual driving mode, the rail vehicle is intact, and the emergency brake triggering conditions do not exist, the safety circuit is in the open circuit state: The coil of the relay K01 occupied by the one-end controller is energized, and the normally open contact A1 and the moving contact A2 of the relay K01 are turned on, so that the contact position of the relay K01 occupied by the one-end controller is turned on; The single-end controller A01 is at zero position, making the single-end controller in the on state; The position of the emergency brake triggering condition indication device K06 is in the on state; The coil of the emergency brake relay K05 is in the de-energized state, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected, so that the contact position of the emergency brake relay K05 is in the conducting state; The coil of the FB position confirmation relay K03 is energized, and the normally closed contact A3 and the moving contact A2 in the A group of contacts of the FB position confirmation relay K03 and the normally closed contact B3 and the moving contact B2 in the B group of contacts are disconnected, so that the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay K03 are disconnected, and the safety circuit is disconnected.

4. The safety circuit for a rail vehicle according to claim 3, characterized in that: When the rail vehicle is in manual driving mode, the rail vehicle is intact, the emergency brake triggering conditions do not exist, and the safety circuit is disconnected, a safety circuit path is established: The normally open contact A1 and the moving contact A2 of the relay K01 occupied by the one-end controller remain conductive, so that the contact position of the relay K01 occupied by the one-end controller remains conductive; The one-end controller A01 is pulled from zero position to FB position, and the position of the one-end controller is disconnected; The coil of the FB position confirmation relay K03 loses power, and the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay are turned on, making the A group of contacts of the FB position confirmation relay turned on; The coil of the emergency brake relay K05 loses power, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected. The emergency brake triggering condition does not exist, and the position of the emergency brake triggering condition indication device K06 is turned on; The one-end controller is restored from the FB position to the zero position, so that the one-end controller is in the on state, so that the safety circuit path is established.

5. The safety circuit for a rail vehicle according to claim 4, characterized in that: During normal operation of a rail vehicle, an emergency braking condition occurs: The position of the emergency brake triggering condition indication device K06 is disconnected; The coil of the relay K01 of the first-end controller occupancy device remains energized, and the normally open contact A1 and the moving contact A2 of the relay of the first-end controller occupancy device remain conductive, so that the contact position of the relay of the first-end controller occupancy device is conductive; One-terminal controller A01 is in the on state; The coil of the FB position confirmation relay K03 loses power, and the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay, as well as the normally closed contact B3 and the moving contact B2 of the B group of contacts, are in a conductive state, making the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay conductive; The coil of the emergency brake relay K05 is energized, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are disconnected, causing the safety circuit to be disconnected.

6. The safety circuit for a rail vehicle according to claim 5, characterized in that: After the emergency braking condition is eliminated: The position of the emergency brake triggering condition indication device K06 is turned on, and the safety circuit remains open; The one-end controller A01 is pulled to the FB position, and the one-end controller position is disconnected; The coil of the FB position confirmation relay K03 loses power, and the normally closed contact A3 and the moving contact A2 of the A group of contacts of the FB position confirmation relay, as well as the normally closed contact B3 and the moving contact B2 of the B group of contacts, are in a conductive state, making the positions of the A group of contacts and the B group of contacts of the FB position confirmation relay conductive; The coil of the emergency brake relay K05 loses power, and the normally closed contact A3 and the moving contact A2 of the emergency brake relay K05 are connected; The one-end controller is restored from the FB position to the zero position, so that the one-end controller is in the on state, so that the safety circuit path is established.

7. The safety circuit for a rail vehicle according to claim 6, characterized in that: It also includes a two-position end controller A02 and a two-position end controller occupied relay K02 connected in series; The two-position end controller A02 and the two-position end controller occupied relay K02 connected in series are connected in parallel with the one-position end controller A01 and the one-position end controller occupied relay K01 connected in series.

8. A rail vehicle, characterized in that: Comprising the safety circuit according to any one of claims 1 to 7.

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