Fire protection system for a rail vehicle and rail vehicle

Abstract

The application provides a fireproof system for a rail vehicle and the rail vehicle, and the fireproof system comprises: a fire extinguishing agent storage device; a gas driving pipeline, one end of which is connected with an air compressor of the rail vehicle, and the other end of which is connected with a fire extinguishing agent pressure device; a fire extinguishing agent conveying pipeline, one end of which is connected with the fire extinguishing agent storage device, and the other end of which is connected with the inside of a rail vehicle compartment; a fire detection device, which is used for sending a fire alarm signal to a vehicle-level monitoring platform when a fire occurs in the inside of the rail vehicle compartment; and the vehicle-level monitoring platform, which is used for controlling the gas driving pipeline and the fire extinguishing agent conveying pipeline to be conducted according to the fire alarm signal, and spraying fire extinguishing agent into the inside of the rail vehicle compartment. The air compressor provides driving gas for the fire extinguishing agent storage device, so that the rail vehicle does not need to carry an extra high-pressure cylinder, the high-pressure cylinder does not need to be maintained and repaired, and gas leakage is avoided. The fire extinguishing agent is sprayed and discharged in a specified operation pressure within a specified time, and the fire extinguishing effect is improved.

Description

Technical Field

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

[0002] Vehicle fire protection design primarily relies on passive fire protection, primarily protecting people but not property or vehicles. With the diversification of rail transportation, vehicle fire safety requirements are constantly increasing. Certain areas (such as luggage cars, cargo areas, high-power electrical rooms, internal combustion engine power rooms, internal combustion power packs, transformer boxes, and power battery boxes) present extremely high risks due to their concealed and difficult-to-detect fires. Once a fire breaks out, it's difficult to control, posing a serious threat to driving safety. In these situations, passive fire safety design alone cannot meet vehicle safety requirements.

[0003] The cargo compartment of the freight train group is large (about 180m 3 ), the required fire extinguishing dosage is very large. For the purpose of fire extinguishing, the fire extinguishing agent must be quickly sprayed within 10 seconds, which requires more nitrogen and a higher pressure to be pre-charged. It is not good for driving safety for freight trains to carry high-pressure gas cylinders for a long time; once the high-pressure gas cylinder leaks, it needs to be sent to a qualified agency for re-inspection and refilling, which is not good for the inspection and maintenance of fire extinguishing equipment. Summary of the Invention

[0004] In the embodiments of the present application, a fire protection system and a rail vehicle are provided to solve the problem that the existing rail vehicle fire protection system is dangerous in long-term operation with high-pressure gas cylinders, and when the high-pressure gas cylinders leak, the fire extinguishing agent cannot be sprayed within the preset time, which seriously endangers driving safety.

[0005] In order to achieve the above objectives, this application provides the following technical solutions:

[0006] A fire protection system for a rail vehicle, applied to a rail vehicle compartment, comprising:

[0007] a fire extinguishing agent storage device for storing fire extinguishing agent;

[0008] a gas driving pipeline, one end of which is connected to the air compressor of the rail vehicle and the other end of which is connected to the fire extinguishing agent storage device to provide driving gas;

[0009] a fire extinguishing agent delivery pipeline, one end of which is connected to the fire extinguishing agent storage device and the other end of which is in communication with the interior of the railway vehicle compartment to provide fire extinguishing agent to the interior of the compartment;

[0010] Fire detection device, used to send fire alarm signals to the vehicle-level monitoring platform when a fire occurs inside the rail vehicle compartment;

[0011] The vehicle-level monitoring platform is used to control the connection between the gas drive pipeline and the fire extinguishing agent delivery pipeline according to the fire alarm signal, so as to spray the fire extinguishing agent into the interior of the rail vehicle compartment.

[0012] Optionally, it also includes:

[0013] An air cylinder, one end of which is connected to the air compressor of the rail vehicle via the gas drive pipeline, and the other end of which is connected to the fire extinguishing agent delivery pipeline.

[0014] Optionally, the air cylinder is reused as the fire extinguishing agent storage device.

[0015] Optionally, the fire extinguishing agent delivery pipeline includes a manual fire extinguishing agent delivery pipeline and an automatic fire extinguishing agent delivery pipeline arranged in parallel;

[0016] One end of the fire extinguishing agent manual delivery pipeline is connected to the fire extinguishing agent storage device, and the other end is communicated with the interior of the rail vehicle, and the fire extinguishing agent manual delivery pipeline has a manual valve for controlling on and off;

[0017] One end of the fire extinguishing agent automatic delivery pipeline is connected to the fire extinguishing agent storage device, and the other end is communicated with the interior of the rail vehicle. The fire extinguishing agent automatic delivery pipeline has a solenoid valve for controlling on and off.

[0018] Optionally, it also includes:

[0019] At least two groups of nozzle pipelines are located on the roof of the railway vehicle compartment and are arranged opposite to each other in the transverse direction of the railway vehicle compartment; any group of the nozzle pipelines is connected to the fire extinguishing agent delivery pipeline and is provided with a plurality of nozzles arranged in the longitudinal direction.

[0020] Optionally, it also includes:

[0021] a pressure sensor, located in the fire extinguishing agent storage device, for detecting the pressure in the fire extinguishing agent storage device;

[0022] a liquid level sensor, located in the fire extinguishing agent storage device, for detecting the liquid level in the fire extinguishing agent storage device;

[0023] The pressure sensor and the liquid level sensor are respectively connected to the vehicle-level monitoring platform.

[0024] Optionally, the fire detection device is a thermal imaging sensor.

[0025] Optionally, the fire extinguishing agent storage device includes several bottle groups connected in series, and all of the bottle groups are hung on the bottom of the rail vehicle via hanging seats.

[0026] Optionally, a manual stop valve is provided between the air cylinder and the fire extinguishing storage device for controlling the on-off of the pipeline.

[0027] The present application also provides a rail vehicle, comprising a train-level monitoring platform, several groups of rail vehicle carriages, and a rail vehicle protection system as described in any one of claims 1 to 9, wherein the rail vehicle protection system is provided in any of the rail vehicle carriages, and the train-level monitoring platform is connected to the vehicle-level monitoring platform of the rail vehicle fire protection system.

[0028] An embodiment of the present application provides a fire protection system for a rail vehicle and a rail vehicle, comprising: a fire extinguishing agent storage device for storing fire extinguishing agent; a gas drive pipeline, one end of which is connected to the rail vehicle's air compressor and the other end is connected to the fire extinguishing agent pressure device, for providing drive gas to the fire extinguishing agent storage device; a fire extinguishing agent delivery pipeline, one end of which is connected to the fire extinguishing agent storage device and the other end is connected to the interior of the rail vehicle compartment, for providing fire extinguishing agent to the interior of the compartment; a fire detection device, for sending a fire alarm signal to a vehicle-level monitoring platform when a fire occurs inside the rail vehicle compartment; and the vehicle-level monitoring platform, for controlling the connection between the gas drive pipeline and the fire extinguishing agent delivery pipeline according to the fire alarm signal, so as to spray the fire extinguishing agent into the interior of the rail vehicle compartment.

[0029] Compared with the prior art, the fire protection system for a rail vehicle and the rail vehicle provided in the embodiments of the present application have the following technical effects:

[0030] The vehicle-level monitoring platform is connected to the fire detection device, gas drive pipeline and fire extinguishing agent delivery pipeline respectively. When a fire occurs inside the rail vehicle compartment, the vehicle-level monitoring platform controls the gas drive pipeline and the fire extinguishing agent delivery pipeline to be connected, and the rail vehicle's air compressor provides fire extinguishing agent to the fire extinguishing agent storage device. The fire extinguishing agent storage device and the gas drive pipeline are connected, and the air compressor provides driving gas to the fire extinguishing agent storage device, so that the rail vehicle does not need to carry additional high-pressure gas cylinders, there is no need to maintain and repair the high-pressure gas cylinders, and there will be no gas leakage. The fire extinguishing agent can be sprayed at the specified operating pressure within the specified time, thereby improving the fire extinguishing effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] 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:

[0032] Figure 1 A structural block diagram of a fire protection system for rail vehicles provided in an embodiment of the present application;

[0033] Figure 2 A schematic diagram of the arrangement of the nozzle pipeline provided in an embodiment of the present application;

[0034] Figure 3A schematic cross-sectional view of a rail vehicle compartment provided in an embodiment of the present application;

[0035] Figure 4 A control schematic diagram of a fire protection system for a rail vehicle provided in an embodiment of the present application;

[0036] Figure 5 A schematic diagram of the principle of a thermal imaging sensor provided in an embodiment of the present application;

[0037] Figure 6 A structural block diagram of a fire alarm system provided in an embodiment of the present application;

[0038] Figure 7 A circuit schematic diagram of a rail vehicle fire alarm control circuit provided in an embodiment of the present application;

[0039] Figure 8 A circuit schematic diagram of the sound and light alarm circuit provided in an embodiment of the present application;

[0040] Figure 9 This is a circuit diagram of the safety loop system provided in an embodiment of the present application.

[0041] The following are marked in the accompanying drawings:

[0042] Fire extinguishing agent storage device 10, fire extinguishing agent delivery pipeline 20, fire extinguishing agent manual delivery pipeline 21, fire extinguishing agent automatic delivery pipeline 22, thermal imaging sensor 30, vehicle-level monitoring platform 40, air cylinder 50, nozzle pipeline 60, nozzle 61, train-level monitoring platform 70. DETAILED DESCRIPTION

[0043] The embodiments of the present invention disclose a fire protection system for a rail vehicle and a rail vehicle, so as to solve the problem that the existing rail vehicle fire protection system is dangerous when carrying high-pressure gas cylinders for a long time and when the high-pressure gas cylinders leak, the fire extinguishing agent cannot be sprayed within the preset time, which seriously endangers the driving safety.

[0044] 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.

[0045] See also Figure 1-5 , Figure 1 A structural block diagram of a fire protection system for rail vehicles provided in an embodiment of the present application; Figure 2 A schematic diagram of the arrangement of the nozzle pipeline provided in an embodiment of the present application; Figure 3 A schematic cross-sectional view of a rail vehicle compartment provided in an embodiment of the present application; Figure 4 A control schematic diagram of a fire protection system for a rail vehicle provided in an embodiment of the present application; Figure 5 Schematic diagram of the principle of the thermal imaging sensor provided in an embodiment of the present application.

[0046] In a specific embodiment, the rail vehicle fire protection system provided in this application is applied to rail vehicle compartments and includes a fire extinguishing agent storage device 10, a gas drive pipeline, a fire extinguishing agent delivery pipeline 20, a fire detection device, and a vehicle-level monitoring platform 40. The fire extinguishing agent storage device 10 can be a bottle group or a tank structure, and the fire extinguishing agent is preferably perfluorohexanone, which automatically decomposes into HF at a high temperature of 600°C. HF is corrosive. Therefore, although this type of fire extinguishing agent has high fire extinguishing efficiency, it needs to be released quickly into the protected space. In the early stages of fire development, it is ensured that the fire extinguishing agent concentration in the protected space reaches the fire extinguishing design concentration of 6% within 10 seconds, thereby ensuring the safety of cargo in the unburned area and the vehicle itself. One end of the gas drive line is connected to the rail vehicle's air compressor, and the other end is connected to the fire extinguishing agent storage device 10, providing driving gas for the fire extinguishing agent spraying. The gas drive line can be equipped with a shutoff valve as needed to control the flow of the gas drive line. In another embodiment, the gas drive line can also be equipped with no shutoff valve, and the fire extinguishing agent storage device 10 can be provided with driving gas by controlling the start and stop of the air compressor. Optionally, one end of the fire extinguishing agent delivery line 20 is connected to the fire extinguishing agent storage device 10, and the other end extends into the interior of the rail vehicle compartment, where it is sprayed through a nozzle 61. The fire extinguishing agent delivery line 20 is equipped with a shutoff valve to control the flow of the line. The shutoff valve can be a manual shutoff valve or a solenoid valve, etc., and can be installed as needed.

[0047] The fire detection device is installed in areas in the rail vehicle compartment where fires are prone to occur, such as freight areas, electrical cabinets, etc. The fire detection device can be specifically a smoke alarm, a thermal imaging detector, an infrared sensor or other types of sensors, which will not be repeated here; when the fire detection device detects a fire inside the rail vehicle compartment, it sends a fire alarm signal to the vehicle-level monitoring platform 40. The vehicle-level monitoring platform 40 determines the corresponding fire occurrence area based on the fire alarm signal, and controls the gas drive pipeline and the fire extinguishing agent delivery pipeline 20 in the corresponding area to be connected, and sprays the fire extinguishing agent into the interior of the rail vehicle compartment; it can be understood that since the fire extinguishing agent storage device 10 of the present application is connected to the gas drive pipeline, when spraying the fire extinguishing agent, the air compressor directly provides air pressure to test the fire extinguishing agent spraying, and the fire extinguishing agent can be completely sprayed within 10-20 seconds, meeting the fire extinguishing agent spraying design requirements.

[0048] It should be noted that the vehicle-level monitoring platform 40 can be specifically a PLC controller or other types of controllers to monitor and process the current fire situation in the vehicle compartment.

[0049] Compared with the prior art, the fire protection system for a rail vehicle and the rail vehicle provided in the embodiments of the present application have the following technical effects:

[0050] The vehicle-level monitoring platform 40 is respectively connected to the fire detection device, the gas drive pipeline and the fire extinguishing agent delivery pipeline 20. When a fire occurs inside the rail vehicle compartment, the vehicle-level monitoring platform 40 controls the gas drive pipeline and the fire extinguishing agent delivery pipeline 20 to be connected, and the rail vehicle's air compressor provides fire extinguishing agent to the fire extinguishing agent storage device 10. The fire extinguishing agent storage device 10 and the gas drive pipeline are connected, and the air compressor is used to provide driving gas to the fire extinguishing agent storage device 10, so that the rail vehicle does not need to carry additional high-pressure gas cylinders, does not need to maintain and repair the high-pressure gas cylinders, and will not cause gas leakage. The fire extinguishing agent can be sprayed at the specified operating pressure within the specified time, thereby improving the fire extinguishing effect.

[0051] In another embodiment, to adjust the air pressure as needed, the fire protection system further includes an air cylinder 50, which is positioned between the air compressor and the fire extinguishing agent delivery pipeline 20 to adjust the fire extinguishing agent discharge pressure to meet design requirements. Specifically, the air cylinder 50 doubles as the fire extinguishing agent storage device 10. Specifically, the fire extinguishing agent is placed within the air cylinder 50, eliminating the need for a separate fire extinguishing agent storage device 10 and simplifying the system structure. The air compressor and the air cylinder 50 are directly connected, and the fire extinguishing agent within the air cylinder 50 is discharged at a predetermined pressure. This ensures that the driving gas has no pressure loss and that the fire extinguishing agent can be rapidly discharged at the preset pressure to achieve the desired fire extinguishing effect.

[0052] During setup, an initial pressure is established within the air cylinder 50 to enable rapid response and facilitate coordination with the pressure detection assembly to monitor the air tightness of the air cylinder 50, enhancing system safety. Specifically, the fire extinguishing agent storage device 10 is pre-filled with air at a pressure of 0.75 MPa to 0.9 MPa (consistent with the total air pressure of the train) after being connected to the rail vehicle's air compressor. The operating pressure of the fire extinguishing agent storage device 10 is no greater than 1.4 MPa.

[0053] Optionally, the fire extinguishing agent delivery pipeline 20 includes a fire extinguishing agent manual delivery pipeline 21 and a fire extinguishing agent automatic delivery pipeline 22 arranged in parallel;

[0054] One end of the fire extinguishing agent manual delivery pipeline 21 is connected to the fire extinguishing agent storage device 10, and the other end is communicated with the interior of the rail vehicle. The fire extinguishing agent manual delivery pipeline 21 has a manual valve for controlling the on-off;

[0055] One end of the automatic fire extinguishing agent delivery line 22 is connected to the fire extinguishing agent storage device 10, and the other end is connected to the interior of the rail vehicle. The automatic fire extinguishing agent delivery line 22 has a solenoid valve for on-off control, which is connected to the vehicle-level monitoring platform 40 for automatic control. When the train is in emergency start mode, the electrical signal fails, and the fire can be extinguished by manually opening the manual valve on the manual fire extinguishing agent delivery line 21, opening the fire extinguishing agent storage device 10.

[0056] Furthermore, at least two sets of sprinkler pipes 60 are installed on the roof of the rail vehicle. Taking two sets of sprinkler pipes 60 as an example, a set of sprinkler pipes 60 is installed transversely offset in the rail vehicle. Each set of sprinkler pipes 60 extends longitudinally along the vehicle and is connected to the fire extinguishing agent delivery pipe 20. The sprinkler pipes 60 are equipped with a number of nozzles 61. These nozzles 61 are universally adjustable nozzles, capable of adjusting the spray direction according to the location of the fire, a mature existing technology. Specifically, each set of sprinkler pipes 60 is equipped with 8-20 nozzles 61, and stainless steel nozzles with a flow rate of no less than 69 L / min at an operating pressure of 0.75 MPa are selected. The spray direction and angle of the nozzles 61 can be appropriately adjusted according to the location of the fire source, so that the nozzles 61 near the fire source spray the fire extinguishing agent in the direction of the fire.

[0057] A pressure sensor and a liquid level sensor are respectively provided in the fire extinguishing agent storage device 10 to detect the pressure and liquid level in the fire extinguishing agent storage device 10. The vehicle-level monitoring platform 40 is respectively connected to the pressure sensor and the liquid level sensor to promptly alarm when there is a pressure leak, or to promptly inject the fire extinguishing agent when the fire extinguishing agent leaks.

[0058] Specifically, the fire detection device is a thermal imaging sensor 30, which directly images the temperature field, providing more precise temperature measurement and unaffected by interference from ambient dust, smoke, and light sources. Based on a logic algorithm, it automatically compensates for temperature losses in the environment, making the fire detector more accurate and reliable. Once a fire is detected, the detector automatically identifies the fire source and generates a thermal image, which is then transmitted to the vehicle-level monitoring platform 40 for display. This image is then fed back to the train-level monitoring platform 70, and the fire source location image and location information automatically pops up on the integrated monitoring screen of the train-level monitoring platform 70.

[0059] In order to further improve the safety of the system, a manual stop valve is provided between the air cylinder 50 and the fire extinguishing agent storage device 10 to control the on-off of the pipeline.

[0060] Based on the rail vehicle fire protection system provided in the above embodiments, the present application further provides a rail vehicle, which includes a train-level monitoring platform 70, several groups of rail vehicle carriages, and the rail vehicle protection system described in any of the above embodiments. The rail vehicle protection system is installed in any rail vehicle carriage, and the train-level monitoring platform 70 is connected to the vehicle-level monitoring platform 40 of the rail vehicle fire protection system. The vehicle-level monitoring platform 40 of each carriage receives the fire alarm signal and uploads it to the train-level monitoring platform 70. The train-level monitoring platform 70 is generally set up in the mechanic's room of the lead car. The fire situation in the cargo area can be checked through the train-level monitoring platform 70. In the manual start mode, the fire extinguishing start command can be issued through the train-level monitoring platform 70.

[0061] The switch between automatic and manual control modes can be set up through the fire extinguishing interfaces on the vehicle-level monitoring platform 40 and the train-level monitoring platform 70. In automatic start mode, when the fire detection device sounds an alarm, it sends a fire alarm signal to the vehicle-level monitoring platform 40, which then sends a start command to the control valves on the gas drive pipeline and the fire extinguishing agent delivery pipeline 20 to extinguish the fire. In manual start mode, the train-level monitoring platform 70 displays a pop-up window with a fire source location image and location information, along with a prompt asking whether to activate the fire extinguishing system. Clicking the start button on this pop-up window sends a start command to the solenoid valves on the gas activation pipeline and the fire extinguishing agent delivery pipeline 20, initiating fire extinguishing.

[0062] In a specific embodiment, the fire extinguishing agent storage device 10 includes a fire extinguishing agent bottle, a hanger, a solenoid valve, a pressure sensor, a liquid level display, etc. Under the trailer, the fire extinguishing agent delivery pipeline 20 passes through the side wall frame and is connected to the nozzle pipeline 60 on the roof. The nozzle pipeline 60 arranged along the longitudinal direction of the vehicle is respectively connected to 6 branches connected to the nozzles 61. The pipelines and nozzles 61 corresponding to each bottle group are respectively arranged on both sides of the vehicle body; there are 12 nozzles 61, which are arranged on both sides of the top plate; the flow rate of the nozzle 61 is not less than 69L / min under the working pressure of 0.75MPa; 8 thermal imaging detectors are arranged on the center line of the top plate with a spacing of about 3m; the control mode is set to manual start mode, and the mechanic manually starts the fire extinguishing system. The mechanic can only start the fire extinguishing system under the condition of a fire alarm. The perfluorohexanone fire extinguishing medium of this application can be sprayed in 10 seconds, so that the fire extinguishing agent concentration in the cargo area reaches the fire extinguishing design concentration of 6%, and the open fire is extinguished within 30 seconds without re-ignition.

[0063] The above system uses the total wind of the train to provide driving force for mortgaged perfluorohexanone fire extinguishing. It is simple to design and install, easy to maintain and operate in the later stage, and the overall redundancy of the system is high. The concentration of the fire extinguishing agent in the protection space can reach the fire extinguishing design concentration of 6% within 10 seconds, and the open fire can be extinguished within 30 seconds without re-ignition. The nozzle 61 can be linked with the fire detection system to extinguish the fire in time and effectively, and reliably ensure the fire safety of the vehicle. The detection principle of the thermal imaging detector is more advanced, reliable and stable. The crew can view the fire area without using the video monitoring system, which can ensure timely and effective detection of the fire. The active fire protection system is highly integrated, safe and reliable, with small inspection and maintenance workload and saved labor costs.

[0064] See also Figure 6-9 , Figure 6 A structural block diagram of a fire alarm system provided in an embodiment of the present application; Figure 7 A circuit schematic diagram of a rail vehicle fire alarm control circuit provided in an embodiment of the present application; Figure 8 A circuit schematic diagram of the sound and light alarm circuit provided in an embodiment of the present application; Figure 9 This is a circuit diagram of the safety loop system provided in an embodiment of the present application.

[0065] Understandably, many current rail train fire alarm systems are designed to activate as soon as the train is powered on. Once the system completes its startup self-test, the entire system becomes operational. This straightforward approach prevents early detection of system failures and prevents effective system activation, impacting the functionality of other subsystems affected by the fire alarm signal.

[0066] In order to solve the above technical problems, the present application provides a rail vehicle fire alarm control circuit, such as Figure 7 Shown, including:

[0067] The fire alarm controller is connected to the fire detection device and TCMS respectively. The internal normally closed contacts of the fire alarm controller are connected in series with the self-locking contacts of the fire alarm relay of the fire detection device, and are used to control the power-on and power-off states of the fire alarm relay according to the fire situation.

[0068] a fire alarm test circuit, configured to output a fire alarm test signal to the fire alarm controller when the first network is normal, and the fire alarm controller performs a fire alarm test according to the fire alarm test signal;

[0069] a fire alarm starting circuit, used for starting when the test result of the fire alarm test circuit is normal and the second network is normal, the fire alarm test circuit and the fire alarm starting circuit are connected in parallel;

[0070] The fire alarm starting circuit includes a second network module and a fire alarm control relay K2. The normally open contact K2-1 of the fire alarm control relay K2 is connected in parallel with the self-locking contact of the fire alarm relay. When the fire alarm starting circuit is started, the normally open contact of the fire alarm control relay closes and the self-locking contact of the fire alarm relay is energized and self-locked.

[0071] In a specific embodiment, the rail vehicle fire alarm control circuit of the present application is applied to a rail vehicle, which includes a fire alarm controller, a fire alarm test circuit and a fire alarm start circuit; Figure 6 As shown, each carriage is equipped with a fire alarm controller, which is connected to the fire alarm controllers of other carriages through buses such as CAN or RS485. It provides power to the fire detection device, receives information from the fire detection device, monitors system faults, and communicates with the train network control system TCMS through interfaces such as MVB / Ethernet. The network system can transmit data to the driver's console or the ground for convenient viewing and processing by relevant personnel.

[0072] The fire detection device includes fire detectors and temperature-sensing cables, which are positioned according to the needs of the carriage. They can generally be set up in passenger compartments, electrical cabinets, toilets and other areas to detect smoke and high temperatures, and transmit the detection information back to the fire alarm controller through signals; temperature-sensing cables are generally installed in boxes such as traction inverters and auxiliary inverters where large currents pass through. When the box temperature rises, it changes and transmits the detection information to the fire alarm controller.

[0073] The fire alarm control circuit is tested before the fire alarm system starts to enter the monitoring state. The test can be a manual test or an automatic test. Specifically, when the train is powered on, it is determined whether the first network is normal. If so, the first network outputs a fire alarm test signal to drive the fire alarm controller to perform a fire alarm test. When the test result of the fire alarm test circuit is normal, the fire alarm start circuit is allowed to start. When the test result of the fire alarm test circuit affects the system startup, the fire alarm controller will upload the test fault condition to TCMS and will not allow the fire alarm start circuit to start.

[0074] When the test results allow the fire alarm to be activated, the fire alarm controller, fire detector, temperature sensing cable and other equipment enter the working ready state and begin to monitor the fire situation in the car; at the same time, the second network module determines whether the second network can drive the fire alarm control relay normally. If so, the normally open contacts of the fire alarm control relay are closed, and the self-locking contacts of the fire alarm relay are energized and self-locked. The self-locking contacts of the fire alarm relay are connected in series with the internal normally closed contacts of the fire alarm controller, and the fire alarm controller controls the power on and off status of the fire alarm relay according to the fire situation; specifically, when a fire is detected on a certain road, the corresponding internal normally closed contacts are controlled to be disconnected, the self-locking contacts of the fire alarm relay are de-energized and closed, and the other contacts of the fire alarm relay located in the sound and light alarm circuit are disconnected to alarm.

[0075] The fire alarm relay may include one or more of a PIS cabinet alarm relay, an air conditioning cabinet alarm relay, and a converter alarm relay, and each alarm relay is connected to a corresponding internal normally closed contact of the fire alarm controller through a corresponding self-locking contact.

[0076] Compared with the prior art, the rail vehicle fire alarm control circuit, safety loop system, and rail vehicle provided in the embodiments of the present application have the following technical effects:

[0077] The rail vehicle fire alarm control circuit includes a fire alarm controller, a fire alarm test circuit and a fire alarm start circuit. When the first network is normal, a fire alarm test signal is output to the fire alarm controller, and the fire alarm controller performs a fire alarm test according to the fire alarm test signal; when the test result of the fire alarm test circuit is normal and the second network is normal, the fire alarm start circuit is started. The fire alarm start circuit includes a second network module and a fire alarm control relay, and the normally open contact of the fire alarm control relay is connected in parallel with the self-locking contact of the fire alarm relay, and the internal normally closed contact of the fire alarm controller is connected in parallel with the self-locking contact of the fire alarm relay of the fire detection device. The lock contacts are connected in series to control the power-on and power-off states of the fire alarm relay according to the fire situation. When the fire alarm starting circuit is started, the normally open contacts of the fire alarm control relay are closed, and the self-locking contacts of the fire alarm relay are energized and self-locked. This completes the test and startup before fire monitoring, and prepares for the subsequent fire alarm system to enter the working state. At the same time, when a fault occurs during the fire alarm system test, the fault situation can be promptly known, and the system startup can be suppressed in time, reducing the impact on other systems affected by the fire alarm signal, improving the safety factor of rail vehicles, and providing protection for the safe operation of trains.

[0078] In an optional embodiment, the fire alarm test circuit includes a first network module and a fire alarm test relay, wherein a normally open contact of the fire alarm test relay is connected to the fire alarm controller;

[0079] The input end of the first network module is connected to the positive electrode of the DC power supply, the output end of the first network module is connected to the input end of the contact coil of the fire alarm test relay, and the output end of the contact coil of the fire alarm test relay is connected to the negative electrode of the DC power supply;

[0080] After the train is powered on, when the first train network is normal, the first network module is energized and closed, driving the fire alarm test relay to be energized and the normally open contact to close, sending a fire alarm test signal to the fire alarm controller.

[0081] In another optional embodiment, the input end of the second network module is connected to the positive electrode of the DC power supply, the output end of the second network module is connected to the input end of the contact coil of the fire alarm control relay, and the output end of the contact coil of the fire alarm control relay is connected to the negative electrode of the DC power supply;

[0082] The input end of the contact coil of the fire alarm relay is connected to the normally closed contact inside the fire alarm controller via the self-locking contact of the fire alarm relay, and the output end of the contact coil of the fire alarm relay is connected to the negative pole of the DC power supply.

[0083] When the test result allows the fire alarm system to be started, it is determined whether the second network is normal. If so, the second network module is closed, and the normally open contacts of the fire alarm control relay are started to close. The fire alarm controller and the fire alarm control relay jointly control the operating status of each fire alarm relay, and then control the relevant subsystem circuits.

[0084] In this embodiment, when the first network module or the second network module cannot connect to the network, it can be driven by a corresponding manual button.

[0085] Specifically, the fire alarm test circuit further includes a first manual button, an input end of the first manual button is connected in parallel with the first network module, and an output end of the first manual button is connected in series with an input end of the contact coil of the fire alarm test relay;

[0086] And / or, the fire alarm starting circuit further includes a second manual button, an input end of the second manual button is connected in parallel with the second network module, and an output end of the second manual button is connected in series with an input end of the contact coil of the fire alarm control relay.

[0087] Specific circuit diagrams of fire alarm test circuit and fire alarm start circuit, such as Figure 7 As shown, one end of the fire alarm controller FC1 is connected to the TCMS through the network interface, and the other end is connected to the self-locking contacts of the fire alarm relays of the fire detection device through internal normally closed contacts. Among them, the fire alarm relays are respectively the PIS cabinet alarm relay K3, the air conditioning cabinet alarm relay K4, and the converter alarm relay K5. One end of the self-locking contact K3-1 of the PIS cabinet alarm relay K3 is connected to the internal normally closed contact of the fire alarm controller, and the other end is connected to the A1 end of the contact coil of the PIS cabinet alarm relay K3. The A2 end of the contact coil of the PIS cabinet alarm relay K3 is connected to the DC The negative pole of the source is connected; similarly, one end of the self-locking contact K4-1 of the air-conditioning cabinet alarm relay K4 is connected to the internal normally closed contact of the fire alarm controller FC1, and the other end is connected to the A1 end of the contact coil of the air-conditioning cabinet alarm relay K4, and the A2 end of the contact coil of the air-conditioning cabinet alarm relay K4 is connected to the negative pole of the DC power supply; one end of the self-locking contact K5-1 of the inverter alarm relay K5 is connected to the internal normally closed contact of the fire alarm controller FC1, and the other end is connected to the A1 end of the contact coil of the inverter alarm relay K5, and the A2 end of the contact coil of the inverter alarm relay K5 is connected to the negative pole of the DC power supply.

[0088] The first network module N1 is a normally open switch. The input end of the first network module N1 is connected to the positive pole of the DC power supply, the output end of the first network module N1 is connected to the input end A1 of the contact coil of the fire alarm test relay K1, the output end A2 of the contact coil of the fire alarm test relay K1 is connected to the negative pole of the DC power supply, and the normally open contact K1-1 of the fire alarm test relay K1 is connected to the internal normally closed contact of the fire alarm controller FC1; the input end of the first manual button S1 is connected in parallel with the first network module N1, and the output end of the first manual button S1 is connected in series with the input end A1 of the contact coil of the fire alarm test relay.

[0089] The second network module N2 is also a normally open switch. The input end of the second network module N2 is connected to the positive pole of the DC power supply, the output end of the second network module N2 is connected to the input end A1 of the contact coil of the fire alarm control relay K2, the output end A2 of the contact coil of the fire alarm control relay K2 is connected to the negative pole of the DC power supply, the normally open contact K2-1 of the fire alarm control relay K2 is connected in parallel with the self-locking contact K3-1 of the PIS cabinet alarm relay K3, the normally open contact K2-2 of the fire alarm control relay K2 is connected in parallel with the self-locking contact K4-1 of the air-conditioning cabinet alarm relay K4, and the normally open contact K2-3 of the fire alarm control relay K2 is connected in parallel with the self-locking contact K5-1 of the converter alarm relay K5.

[0090] For example, assume that detectors are installed in the PIS cabinet and air conditioning cabinet area of ​​a train car, and that a temperature-sensing cable is installed in the converter area. When the train is powered on, a 110V DC power supply is connected to the control circuit.

[0091] The fire alarm test process is as follows: After the train is powered on and the first train network is normal, the first network module N1 outputs a fire alarm test signal, energizing the fire alarm test relay K1 and connecting its normally open contact K1-1. The fire alarm controller then performs a fire alarm test. If the network is abnormal, manually closing button S1 energizes K1, connecting K1-1 and initiating the fire alarm test. If the fire alarm test result affects the activation of the fire alarm system, the test failure is uploaded and the fire alarm system is not activated. Otherwise, the fire alarm system is activated.

[0092] The test results are uploaded to the TCMS via the network interface. If the test results allow for fire alarm activation, the fire alarm system begins operating and monitors fire conditions in each area. The fire alarm activation process is as follows: After the fire alarm system is activated and the secondary network is functioning normally, the secondary network module N2 closes, energizing the fire alarm control relay K2. This closes its normally open contacts K2-1, K2-2, and K2-3, energizing and locking the self-locking contacts K3-1, K4-1, and K5-1, respectively, into their closed state. Preferably, the fire alarm control relay K2 is a time relay, and the auxiliary contacts K2-1, K2-2, and K2-3 of the time relay K2 are disconnected after being connected for 2 seconds. The purpose of being connected for 2 seconds is to make the alarm relays K3, K4, and K5 in each area self-lock through their corresponding self-locking contacts K3-1, K4-1, and K5-1 (when the PIS cabinet detector, air-conditioning cabinet detector, and inverter temperature sensing cable do not detect any abnormality, the corresponding area contacts in the fire alarm controller are in a closed state, and the alarm relays K3, K4, and K5 in each area are energized through the K2 auxiliary contacts, thereby achieving self-locking).

[0093] In an optional embodiment, the fire alarm control circuit further includes an audible and visual alarm control circuit, including a lamp group circuit and a buzzer group circuit connected in parallel;

[0094] The first contact of the fire alarm relay is connected in series with the light group circuit, and the second contact of the fire alarm relay is connected in series with the buzzer group circuit;

[0095] The fire alarm controller is used to control the internal normally closed contacts of the fire alarm controller to open when a fire is detected, the self-locking contacts of the fire alarm relay lose power and open, the first contact and second contact of the fire alarm relay are energized and closed respectively, and the light group circuit and the buzzer group circuit are closed to sound an alarm.

[0096] like Figure 8 As shown, the fire alarm relay in the above embodiment is a centralized fire alarm relay, and its circuit connection method is the same as that of the fire alarm relay. It can be understood that when there is no fire, the fire alarm relay K6 enters a self-locking state through the normally open contact K2-4 of the fire alarm control relay K2. When K6 is energized, K6-1 is closed, the first contact K6-2 and the second contact K6-3 of the fire alarm relay are disconnected, and the light group circuit and the buzzer group circuit are de-energized, the alarm light goes out, and the buzzer does not sound. When the fire alarm controller FC1 detects a fire in any area, its internal normally closed contacts open, the self-locking contact K6-1 loses power and opens, the fire alarm relay K6 loses power, the first contact K6-1 and the second contact K6-2 close, the alarm light illuminates, and the buzzer sounds, alerting personnel to the fire.

[0097] The light group circuit includes several parallel alarm lights. After being connected in parallel, each alarm light is connected in series with the first contact of the fire alarm relay K6. Each alarm light can be set in different positions, such as the corresponding detection area (PIS cabinet detector, air conditioning cabinet detector, inverter temperature sensing cable), car end wall, driver's console, and ground monitoring room; when a fire occurs, each alarm light is energized to alarm, and promptly remind all personnel of the current fire situation, thereby improving the safety factor of the train.

[0098] Correspondingly, the buzzer group circuit includes several buzzers connected in parallel. After being connected in parallel, each buzzer is connected in series with the second contact of the fire alarm relay K6. The setting position of each buzzer can be set with reference to the above-mentioned alarm light position, which will not be repeated here.

[0099] Optionally, the sound and light alarm control circuit further includes a fire alarm bypass control circuit, which is connected in parallel with the light group circuit and the buzzer group circuit;

[0100] The fire alarm bypass control circuit includes a fire alarm bypass control relay and a fire alarm bypass switch connected in series. The first contact and the second contact of the fire alarm bypass control relay are respectively connected in series with the lamp group circuit and the buzzer group circuit; wherein, the fire alarm bypass switch is connected to the positive pole of the DC power supply, and the contact coil of the fire alarm bypass control relay is connected to the negative pole of the DC power supply.

[0101] When a false fire alarm occurs, the fire alarm bypass switch is manually controlled to close, the fire alarm bypass control relay is energized, the first contact and the second contact of the fire alarm bypass control relay are changed from closed state to open state respectively, the light group circuit and the buzzer group circuit are disconnected, the alarm light does not light up, and the buzzer does not sound.

[0102] like Figure 8 As shown, the specific circuit connection relationship of the sound and light alarm control circuit is as follows: the self-locking contact K6-1 of the centralized fire alarm relay K6 is connected to the internal normally closed contact of the fire alarm controller FC1, and the normally open contact K2-4 of the fire alarm control relay K2 is connected in parallel to the two ends of the self-locking contact K6-1; the light group circuit includes the first contact K7-1 of the fire alarm bypass control relay K7, the first contact K6-2 of the fire alarm relay and several parallel alarm lights LN1#-LN#; the buzzer group circuit includes the second contact K7-2 of the fire alarm bypass control relay K7, the second contact K6-3 of the fire alarm relay and several parallel buzzers HN1-HN#; the fire alarm bypass control circuit includes the fire alarm bypass switch button S3 and the fire alarm bypass control relay K7.

[0103] When a fire occurs, the internal normally closed contact of the fire alarm controller FC1 is disconnected, the self-locking contact K6-1 of the centralized fire alarm relay K6 loses power and disconnects, the first contact K6-1 and the second contact K6-2 are closed, the first contact K7-1 of the fire alarm bypass control relay K7 and the second contact K7-2 of the fire alarm bypass control relay K7 are normally closed contacts, the alarm light comes on, and the buzzer sounds, alerting relevant personnel to the fire, so that passengers and drivers can take appropriate measures.

[0104] If the fire alarm system determines it is a false alarm, the fire bypass switch S3 can be manually operated to turn off the alarm light and silence the buzzer. Specifically, when a false alarm occurs, manually closing the fire bypass switch S3 energizes the fire bypass control relay K7. The first contact K7-1 and the second contact K7-2 of the fire bypass control relay change from closed to open, disconnecting the light and buzzer circuits. The alarm light turns off and the buzzer stops sounding.

[0105] Based on the rail vehicle fire alarm control circuit provided in the above embodiment, the present application also provides a safety loop system, such as Figure 9 Shown, including:

[0106] The rail vehicle fire alarm control circuit of any one of the above embodiments is located inside the vehicle;

[0107] A first switch is located in the carriage and is connected in series with the corresponding rail vehicle fire alarm control circuit. The first switches of all carriages are connected in series, and the first switch is used to open and close the train safety loop;

[0108] The train fire alarm control relay is located in the first and second end carriages respectively. The train fire alarm control relay is used to control the train brake when the train safety loop loses power;

[0109] When a fire occurs in one of the carriages, the first switch of the corresponding carriage is disconnected, the train safety loop is disconnected, and the fire alarm control relay of the entire train loses power to control the train to brake.

[0110] A rail vehicle fire alarm control circuit and a first switch are installed in any carriage. When a fire is detected in any carriage, the first switch of the corresponding carriage is disconnected, the train safety loop is disconnected, the fire alarm control relays of the first and second end carriages lose power, and the train is controlled to brake.

[0111] The first switch can be a contact of a relay, or can be configured as a switch, button, or other structure, and can be configured as needed. Preferably, the first switch is the third contact of the fire alarm relay of the rail vehicle fire alarm control circuit; when there is no fire in the train, the fire alarm relays K6 in all carriages are energized, and the contact K6-4 is in a closed state; when a fire occurs in any carriage, the fire alarm relay K6 in the corresponding carriage is de-energized, and the contact K6-4 in the corresponding carriage is disconnected, causing the loop to be disconnected, and the fire alarm control relays of the first and second end carriages to be de-energized, and the train is controlled to brake, thereby improving the safety of the train.

[0112] In another embodiment, the above-mentioned safety loop system also includes a second switch, which is located in the first-end car and the second-end car respectively, the first end of the second switch is connected to the positive pole of the DC power supply, the second end of the second switch is connected to the first end of the vehicle fire alarm control relay, and the second end of the vehicle fire alarm control relay is connected to the negative pole of the DC power supply; the rail vehicle fire alarm control circuit is connected in series with the first end of the vehicle fire alarm control relay, and the second switch is used to disconnect when the current car is used as the occupied end.

[0113] When the first-end car is occupied as the lead car, the second switch of the first-end car is disconnected and the second switch of the second-end car is closed. The current can only pass from the first-end car through the first switches of each car and then through the second switch of the second-end car, so that the fire alarm control relays of the first-end car and the second-end car are energized, indicating that the entire car is in a no-fire state and the train will not take corresponding braking measures.

[0114] Optionally, the second switch is specifically an auxiliary contact of the occupied relay, and the second switch of the first-end carriage and the second switch of the second-end carriage are self-locking with each other. When one of the second switches is disconnected, the other second switch is closed.

[0115] Furthermore, in order to improve the safety of the train, the safety loop system further includes a fire alarm loop bypass switch, which is respectively arranged in at least one of the plurality of carriages;

[0116] The fire alarm loop bypass switch has a bypass position. When the train safety loop is connected, the bypass position of the fire alarm loop bypass switch is in the disconnected state.

[0117] When the train safety loop is disconnected, when the bypass position of the fire alarm loop bypass switch in one of the carriages is switched to the closed state, the fire alarm loop bypass switch in the current carriage will connect the positive pole of the DC power supply of the train safety loop, the fire alarm control relay of the entire vehicle and the negative pole of the DC power supply, forming a local safety loop.

[0118] like Figure 9As shown in the figure, a specific circuit schematic diagram of the safety loop system is provided. A second switch K9-1 and a vehicle fire alarm control relay K8 are respectively provided in the first-end car and the second-end car. The input end of the second switch K9-1 is connected to the positive electrode of the DC power supply, and the output end of the second switch K9-1 is connected to the contact coil A1 end of the vehicle fire alarm control relay K8. The contact coil A2 end of the vehicle fire alarm control relay K8 is connected to the negative electrode of the DC power supply. The input end of the first switch K6-4 is connected to the positive electrode of the DC power supply, and the output end of the first switch K6-4 is connected in series with the input end of the vehicle fire alarm control relay. Each car is provided with a rail vehicle fire alarm control circuit, a first switch K6-4 and a fire alarm loop bypass switch S4.

[0119] The specific working process of the safety loop system includes: taking the first-end carriage as the occupied end as an example, when there is no fire in each carriage, the fire alarm relay K6 of all carriages is energized, the contact K6-4 is in a closed state, the train safety loop is connected, and the fire alarm loop bypass switch S4 is in the bypass position; the whole vehicle fire alarm control relay K8 of the first-end carriage and the second-end carriage is energized, and the train is in a non-braking state; when a fire occurs in any carriage, the internal normally closed contact of the fire alarm controller FC1 of the carriage is disconnected, the self-locking contact K6-1 of the fire alarm relay loses power, the first switch K6-4 loses power and disconnects, the train safety loop is disconnected, the whole vehicle fire alarm control relay K8 of the first-end carriage and the second-end carriage loses power, and the train takes braking measures.

[0120] In special circumstances, after human judgment, it is necessary to forcibly start the train. The fire alarm loop fault switch S4 can be operated to prevent the current from passing through the fire alarm loop lines of each carriage and directly pass through the fire alarm loop fault switch S4 to energize the fire alarm control relay K8 of the entire train and forcibly cancel the braking measures.

[0121] This safety loop system promptly detects faults in rail vehicle fire alarm control circuits and inhibits system activation, minimizing the impact on other subsystems associated with the fire alarm signal. This safety loop system fully addresses the control requirements of the train's fire alarm system, encompassing fire alarm system testing and activation circuits, audible and visual alarm control circuits, and safety loop control circuits. The comprehensive control design fully considers the fire alarm control circuit logic, enhancing train safety. The control circuit design is simple and clear, implementing the fire alarm system control logic, filling a gap in existing rail vehicle fire alarm system control circuit design.

[0122] The present application also provides a rail vehicle comprising the safety loop system of any of the above embodiments and a plurality of carriages. Since the rail vehicle adopts the safety loop system of the above embodiments, the beneficial effects of the rail vehicle can be referred to the above embodiments.

[0123] In an optional embodiment, the first end carriage and the second end carriage of the rail vehicle are respectively provided with a first switch in the safety loop system and a vehicle fire alarm control relay.

[0124] In an optional embodiment, a second switch of the safety loop system is provided in each carriage.

[0125] In an optional embodiment, the rail vehicle includes an EMU train or a railway vehicle towed by a locomotive.

[0126] 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.

[0127] 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 rail vehicle, characterized in that: It includes a train-level monitoring platform, several groups of rail vehicle carriages and a rail vehicle fire protection system, wherein each rail vehicle carriage is provided with the rail vehicle fire protection system, and the train-level monitoring platform is connected to the vehicle-level monitoring platform of the rail vehicle fire protection system; The rail vehicle further comprises a rail vehicle fire alarm control circuit, which is applied to the rail vehicle carriage; The rail vehicle fire alarm control circuit comprises: The fire alarm controller is connected to the fire detection device and TCMS respectively. The internal normally closed contacts of the fire alarm controller are connected in series with the self-locking contacts of the fire alarm relay of the fire detection device, and are used to control the power-on and power-off states of the fire alarm relay according to the fire situation. a fire alarm test circuit, configured to output a fire alarm test signal to the fire alarm controller when the first network is normal, and the fire alarm controller performs a fire alarm test according to the fire alarm test signal; a fire alarm starting circuit, used for starting when the test result of the fire alarm test circuit is normal and the second network is normal, the fire alarm test circuit and the fire alarm starting circuit are connected in parallel; The fire alarm initiation circuit includes a second network module and a fire alarm control relay K2. The normally open contact K2-1 of the fire alarm control relay K2 is connected in parallel with the self-locking contact of the fire alarm relay. When the fire alarm initiation circuit is activated, the normally open contact of the fire alarm control relay closes, and the self-locking contact of the fire alarm relay is energized and self-locked. The rail vehicle fire protection system is applied to a rail vehicle compartment, and includes: a fire extinguishing agent storage device for storing fire extinguishing agent; a gas driving pipeline, one end of which is connected to the air compressor of the rail vehicle and the other end of which is connected to the fire extinguishing agent storage device to provide driving gas; a fire extinguishing agent delivery pipeline, one end of which is connected to the fire extinguishing agent storage device and the other end of which is in communication with the interior of the railway vehicle compartment to provide fire extinguishing agent to the interior of the compartment; Fire detection device, used to send fire alarm signals to the vehicle-level monitoring platform when a fire occurs inside the rail vehicle compartment; The vehicle-level monitoring platform is used to control the connection between the gas drive pipeline and the fire extinguishing agent delivery pipeline according to the fire alarm signal, so as to spray the fire extinguishing agent into the interior of the rail vehicle compartment; The fire alarm relays are PIS cabinet alarm relay K3, air conditioning cabinet alarm relay K4, and converter alarm relay K5. One end of the self-locking contact K3-1 of the PIS cabinet alarm relay K3 is connected to the normally closed contact inside the fire alarm controller, and the other end is connected to the A1 end of the contact coil of the PIS cabinet alarm relay K3. The A2 end of the contact coil of the PIS cabinet alarm relay K3 is connected to the negative pole of the DC power supply; one end of the self-locking contact K4-1 of the air conditioning cabinet alarm relay K4 is connected to the normally closed contact inside the fire alarm controller, and the other end is connected to the A1 end of the contact coil of the air conditioning cabinet alarm relay K4. The A2 end of the contact coil of the air conditioning cabinet alarm relay K4 is connected to the negative pole of the DC power supply; one end of the self-locking contact K5-1 of the converter alarm relay K5 is connected to the normally closed contact inside the fire alarm controller, and the other end is connected to the A1 end of the contact coil of the converter alarm relay K5. The A2 end of the contact coil of the converter alarm relay K5 is connected to the negative pole of the DC power supply.

2. The rail vehicle according to claim 1, characterized in that Also includes: An air cylinder, one end of which is connected to the air compressor of the rail vehicle via the gas drive pipeline, and the other end of which is connected to the fire extinguishing agent delivery pipeline.

3. The rail vehicle according to claim 2, characterized in that The air cylinder is reused as the fire extinguishing agent storage device.

4. The rail vehicle according to claim 1, characterized in that The fire extinguishing agent delivery pipeline includes a manual fire extinguishing agent delivery pipeline and an automatic fire extinguishing agent delivery pipeline arranged in parallel; One end of the fire extinguishing agent manual delivery pipeline is connected to the fire extinguishing agent storage device, and the other end is communicated with the interior of the rail vehicle, and the fire extinguishing agent manual delivery pipeline has a manual valve for controlling on and off; One end of the fire extinguishing agent automatic delivery pipeline is connected to the fire extinguishing agent storage device, and the other end is communicated with the interior of the rail vehicle. The fire extinguishing agent automatic delivery pipeline has a solenoid valve for controlling on and off.

5. The rail vehicle according to claim 1, characterized in that Also includes: At least two groups of nozzle pipelines are located on the roof of the railway vehicle compartment and are arranged opposite to each other in the transverse direction of the railway vehicle compartment; any group of the nozzle pipelines is connected to the fire extinguishing agent delivery pipeline and is provided with a plurality of nozzles arranged in the longitudinal direction.

6. The rail vehicle according to claim 1, characterized in that Also includes: a pressure sensor, located in the fire extinguishing agent storage device, for detecting the pressure in the fire extinguishing agent storage device; a liquid level sensor, located in the fire extinguishing agent storage device, for detecting the liquid level in the fire extinguishing agent storage device; The pressure sensor and the liquid level sensor are respectively connected to the vehicle-level monitoring platform.

7. The rail vehicle according to claim 1, characterized in that The fire detection device is a thermal imaging sensor.

8. The rail vehicle according to claim 2, characterized in that The fire extinguishing agent storage device includes a plurality of bottle groups connected in series, and all the bottle groups are hung on the bottom of the rail vehicle via hanging seats.

9. The rail vehicle according to claim 8, characterized in that A manual stop valve is provided between the air cylinder and the fire extinguishing agent storage device for controlling the on-off of the pipeline.

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