Fire protection system for rail vehicle, and rail vehicle

Abstract

A fire protection system for a rail vehicle, and a rail vehicle. The fire protection system for a rail vehicle comprises: an extinguishing agent storage device; a gas driving pipe having one end connected to an air compressor of a rail vehicle and the other end connected to the extinguishing agent storage device; an extinguishing agent transfer pipe having one end connected to the extinguishing agent storage device and the other end connected to the interior of a compartment of the rail vehicle; a fire detection device used for sending a fire alarm signal to a vehicle-level monitoring platform when fire occurs in the interior of the compartment of the rail vehicle; and the vehicle-level monitoring platform used for controlling, on the basis of the fire alarm signal, the gas driving pipe and the extinguishing agent transfer pipe to be communicated with each other, to spray an extinguishing agent to the interior of the compartment of the rail vehicle. A driving gas is provided to the extinguishing agent storage device by means of the air compressor, so that the rail vehicle does not need to additionally carry a high-pressure gas cylinder, no maintenance and overhaul needs to be performed on a high-pressure gas cylinder, and no gas leakage would occur; and the extinguishing agent is sprayed completely within specified time at specified operation pressure, thereby improving the fire extinguishing effect.

Description

Fireproof system for rail vehicle and rail vehicle TECHNICAL FIELD

[0001] The present application relates to the technical field of rail vehicles, in particular to a fireproof system for rail vehicle and a rail vehicle. BACKGROUND

[0002] The fireproof design of the vehicle is mainly passive fireproof design, mainly for the protection of people, not including property and vehicle. With the diversification of railway transportation, the vehicle fire safety requirements are also constantly improving. Some specific areas (such as luggage cars, cargo areas, high-power electrical rooms, internal combustion power rooms, internal combustion power packages, transformer boxes, power battery boxes, etc.) are difficult to detect and difficult to control once on fire, which seriously endangers the safety of train operation and has high risk. At this time, only passive fire safety design cannot meet the safety needs of the vehicle.

[0003] The cargo movement vehicle group has a large cargo area space (about 180m 3 ), and a large amount of fire extinguishing agent is required. In order to extinguish the fire, the fire extinguishing agent needs to be sprayed and discharged within 10s, and more nitrogen and greater pressure are required. The long-term operation of the high-pressure gas cylinder on the cargo movement vehicle group is not conducive to the safety of train operation. Once the high-pressure gas cylinder leaks, it needs to be sent to a qualified institution for re-detection and filling, which is not conducive to the maintenance of the fire extinguishing equipment.

[0004] SUMMARY

[0005] The present application provides a fireproof system for rail vehicle and a rail vehicle to solve the problem that the existing rail vehicle fireproof system is dangerous to run with a high-pressure gas cylinder for a long time, and when the high-pressure gas cylinder leaks, the fire extinguishing agent cannot be sprayed and discharged within the preset time, which seriously endangers the safety of train operation.

[0006] In order to achieve the above purpose, the present application provides the following technical scheme:

[0007] A fireproof system for rail vehicle applied to a rail vehicle carriage, comprising:

[0008] A fire extinguishing agent storage device for storing fire extinguishing agent;

[0009] A gas driving pipeline connected at one end to an air compressor of the rail vehicle and at the other end to the fire extinguishing agent storage device to provide driving gas;

[0010] A fire extinguishing agent delivery pipeline connected at one end to the fire extinguishing agent storage device and at the other end to the interior of the rail vehicle carriage to provide fire extinguishing agent to the interior of the carriage;

[0011] A fire detection device for sending a fire alarm signal to a vehicle-level monitoring platform when a fire occurs in the interior of the rail vehicle carriage;

[0012] The vehicle-level monitoring platform is configured to control the gas driving pipeline and the fire extinguishing agent delivery pipeline to be turned on according to the fire alarm signal, so as to spray fire extinguishing agent into the interior of the railway vehicle compartment.

[0013] Optionally, the system further comprises:

[0014] An air cylinder is connected to the air compressor of the railway vehicle at one end via the gas driving pipeline and connected to the fire extinguishing agent delivery pipeline at the other end.

[0015] Optionally, the air cylinder is multiplexed as the fire extinguishing agent storage device.

[0016] Optionally, the fire extinguishing agent delivery pipeline comprises a fire extinguishing agent manual delivery pipeline and a fire extinguishing agent automatic delivery pipeline arranged side by side.

[0017] One end of the fire extinguishing agent manual delivery pipeline is connected to the fire extinguishing agent storage device, and the other end is connected to the interior of the railway vehicle, and the fire extinguishing agent manual delivery pipeline has a manual valve for controlling on-off.

[0018] One end of the fire extinguishing agent automatic delivery pipeline is connected to the fire extinguishing agent storage device, and the other end is connected to the interior of the railway vehicle, and the fire extinguishing agent automatic delivery pipeline has a solenoid valve for controlling on-off.

[0019] Optionally, the system further comprises:

[0020] At least two groups of spray head pipelines are arranged on the roof of the railway vehicle compartment and arranged opposite to each other in the transverse direction of the railway vehicle compartment; any group of the spray head pipelines is connected to the fire extinguishing agent delivery pipeline and is provided with a plurality of spray heads arranged in the longitudinal direction.

[0021] Optionally, the system further comprises:

[0022] A pressure sensor is arranged in the fire extinguishing agent storage device to detect the pressure in the fire extinguishing agent storage device.

[0023] A liquid level sensor is arranged in the fire extinguishing agent storage device to detect the liquid level in the fire extinguishing agent storage device.

[0024] The pressure sensor and the liquid level sensor are respectively connected to the vehicle-level monitoring platform.

[0025] Optionally, the fire monitoring device is a thermal imaging sensor.

[0026] Optionally, the fire extinguishing agent storage device comprises a plurality of bottle groups connected in series, and all the bottle groups are hung on the bottom of the railway vehicle via a hanger.

[0027] Optionally, a manual cut-off valve is arranged between the air cylinder and the fire extinguishing storage device to control the opening and closing of the pipeline.

[0028] The application also provides a rail vehicle, comprising a train-level monitoring platform, a plurality of rail vehicle carriages and the rail vehicle protection system according to any one of the above embodiments, wherein each of the rail vehicle carriages is provided with the rail vehicle protection system, and the train-level monitoring platform is connected with the vehicle-level monitoring platform of the rail vehicle protection system.

[0029] The rail vehicle protection system and the rail vehicle provided by the application comprise: a fire extinguishing agent storage device for storing fire extinguishing agents; a gas driving pipeline connected at one end with an air compressor of the rail vehicle and at the other end with a fire extinguishing agent pressure device, for providing driving gas for the fire extinguishing agent storage device; a fire extinguishing agent delivery pipeline connected at one end with the fire extinguishing agent storage device and at the other end with the inside of a rail vehicle carriage, for providing fire extinguishing agents for the inside of the rail vehicle carriage; a fire detection device for sending a fire alarm signal to a vehicle-level monitoring platform when a fire occurs in the inside of the rail vehicle carriage; and the vehicle-level monitoring platform for controlling the gas driving pipeline and the fire extinguishing agent delivery pipeline to be conducted according to the fire alarm signal, and for spraying fire extinguishing agents into the inside of the rail vehicle carriage.

[0030] Compared with the prior art, the rail vehicle protection system and the rail vehicle provided by the application have the following technical effects:

[0031] The vehicle-level monitoring platform is in communication with the fire detection device, the gas driving pipeline and the fire extinguishing agent delivery pipeline, respectively. When a fire occurs in the inside of the rail vehicle carriage, the vehicle-level monitoring platform controls the gas driving pipeline and the fire extinguishing agent delivery pipeline to be conducted. The air compressor of the rail vehicle provides fire extinguishing agents for the fire extinguishing agent storage device. The fire extinguishing agent storage device and the gas driving pipeline are connected. Driving gas is provided for the fire extinguishing agent storage device by the air compressor. The rail vehicle does not need to carry an extra high-pressure cylinder and does not need to maintain and repair the high-pressure cylinder. In addition, gas leakage does not occur. The fire extinguishing agents can be sprayed and released within a specified time at a specified operating pressure. The fire extinguishing effect is improved. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiments of the application and serve to explain the principles of the application. In the drawings:

[0033] FIG. 1 is a structural block diagram of a rail vehicle protection system according to an embodiment of the application;

[0034] FIG. 2 is a schematic diagram of the arrangement of a spray head pipeline according to an embodiment of the application;

[0035] Fig. 3 is a schematic cross-sectional view of a rail vehicle compartment according to an embodiment of the present application;

[0036] Fig. 4 is a control principle diagram of a fire protection system for a rail vehicle according to an embodiment of the present application;

[0037] Fig. 5 is a schematic diagram of a thermal imaging sensor according to an embodiment of the present application;

[0038] Fig. 6 is a structural block diagram of a fire alarm system according to an embodiment of the present application;

[0039] Fig. 7 is a circuit principle diagram of a fire alarm control circuit for a rail vehicle according to an embodiment of the present application;

[0040] Fig. 8 is a circuit principle diagram of an audible and visual alarm circuit according to an embodiment of the present application;

[0041] Fig. 9 is a circuit principle diagram of a safety loop system according to an embodiment of the present application.

[0042] In the drawings, the following signs are marked: 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, spray head pipeline 60, spray head 61, train level monitoring platform 70. DETAILED DESCRIPTION

[0043] The fire protection system for a rail vehicle and the rail vehicle according to the embodiments of the present application are disclosed to solve the problem that the existing rail vehicle fire protection system is dangerous to run for a long time with high-pressure gas cylinders, and when the high-pressure gas cylinders leak, the fire extinguishing agent cannot be sprayed in a preset time, which seriously endangers the safety of train operation.

[0044] In order to make the technical solutions and advantages of the embodiments of the present application clearer, the exemplary embodiments of the present application are further described in detail below with reference to the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0045] Please refer to Figs. 1-5, Fig. 1 is a structural block diagram of a fire protection system for a rail vehicle according to an embodiment of the present application; Fig. 2 is a schematic diagram of the arrangement of a spray head pipeline according to an embodiment of the present application; Fig. 3 is a schematic cross-sectional view of a rail vehicle compartment according to an embodiment of the present application; Fig. 4 is a control principle diagram of a fire protection system for a rail vehicle according to an embodiment of the present application; and Fig. 5 is a schematic diagram of a thermal imaging sensor according to an embodiment of the present application.

[0046] In a specific embodiment, the fireproof system for a rail vehicle provided by the present application is applied to a rail vehicle compartment, which comprises a fire extinguishing agent storage device 10, a gas driving pipeline, a fire extinguishing agent delivery pipeline 20, a fire detection device and a vehicle-level monitoring platform 40 respectively; wherein the fire extinguishing agent storage device 10 can be a bottle group or a tank body structure, and the fire extinguishing agent is preferably perfluorohexanone, which will automatically decompose HF at a high temperature of 600℃, and HF is corrosive. Therefore, although such fire extinguishing agent has high fire extinguishing efficiency, it needs to be rapidly released into the protection space to ensure that the concentration of the fire extinguishing agent in the protection space reaches the design concentration of 6% within 10s in the early stage of fire development, so as to ensure the safety of the goods and the vehicle itself in the unignited area. One end of the gas driving pipeline is connected with an air compressor of the rail vehicle, and the other end is connected with the fire extinguishing agent storage device 10 to provide driving gas for the fire extinguishing agent spraying, and the gas driving pipeline can be provided with a stop valve according to needs to control the opening and closing of the gas driving pipeline; in another embodiment, the gas driving pipeline can also be provided without a stop valve, and the driving gas for the fire extinguishing agent storage device 10 is provided by controlling the start and stop of the air compressor. Optionally, one end of the fire extinguishing agent delivery pipeline 20 is connected with the fire extinguishing agent storage device 10, and the other end extends to the inside of the rail vehicle compartment and sprays through a spray head 61; the fire extinguishing agent delivery pipeline 20 is provided with a stop valve to control the opening and closing of the pipeline; the stop valve can be a manual stop valve or an electromagnetic valve, which can be provided according to needs.

[0047] The fire detection device is arranged at a position where a fire is likely to occur in the rail vehicle compartment, such as a freight area, an electrical cabinet and the like, and the fire detection device can be a smoke alarm, a thermal imaging detector, an infrared sensor or other types of sensors, which will not be described herein again; when the fire detection device detects a fire occurring in the rail vehicle compartment, a fire alarm signal is sent to the vehicle-level monitoring platform 40, the vehicle-level monitoring platform 40 determines the corresponding fire occurrence area according to the fire alarm signal, and controls the gas driving pipeline and the fire extinguishing agent delivery pipeline 20 of the corresponding area to be conducted, so as to spray the fire extinguishing agent into the rail vehicle compartment; it can be understood that, since the fire extinguishing agent storage device 10 of the present application is communicated with the gas driving pipeline, the air compressor directly provides the gas pressure for the fire extinguishing agent spraying when the fire extinguishing agent is sprayed, and the fire extinguishing agent can be completely sprayed within 10-20s, which meets the design requirements of the fire extinguishing agent spraying.

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

[0049] The fireproof system for a rail vehicle and the rail vehicle provided in the embodiments of the present application have the following technical effects compared with the prior art:

[0050] The vehicle-level monitoring platform 40 is connected with the fire monitoring device, the gas driving pipeline and the fire extinguishing agent delivery pipeline 20, respectively. When a fire occurs in the rail vehicle compartment, the vehicle-level monitoring platform 40 controls the gas driving pipeline and the fire extinguishing agent delivery pipeline 20 to be connected, the air compressor of the rail vehicle provides the fire extinguishing agent for the fire extinguishing agent storage device 10, the fire extinguishing agent storage device 10 is connected with the gas driving pipeline, the air compressor provides the driving gas for the fire extinguishing agent storage device 10, 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 can be sprayed and discharged at a specified working pressure within a specified time, and the fire extinguishing effect is improved.

[0051] In another embodiment, in order to adjust the air pressure as required, the fireproof system further comprises an air cylinder 50. The air cylinder 50 is arranged between the air compressor and the fire extinguishing agent delivery pipeline 20, and is used to adjust the spraying pressure of the fire extinguishing agent to meet the design requirements. Specifically, the air cylinder 50 is reused as the fire extinguishing agent storage device 10, that is, the fire extinguishing agent is arranged in the air cylinder 50, so that the fire extinguishing agent storage device 10 does not need to be additionally arranged, the system structure is simplified, the air compressor and the air cylinder 50 are directly connected, and the fire extinguishing agent in the air cylinder 50 is sprayed at a predetermined pressure. Thus, the driving gas can be ensured to have no pressure loss, the fire extinguishing agent can be quickly sprayed at a preset pressure, and the fire extinguishing requirement is met.

[0052] When arranged, the air cylinder 50 is provided with an initial pressure, so as to be able to quickly respond, and facilitate monitoring of the air tightness of the air cylinder 50 in cooperation with the pressure detection assembly, and improve the safety of the system. Specifically, after the fire extinguishing agent storage device 10 is connected with the air compressor of the rail vehicle, 0.75 MPa to 0.9 MPa of air (consistent with the total air source pressure of the train) is pre-charged; the working pressure of the fire extinguishing agent storage device 10 is not greater than 1.4 MPa.

[0053] Optionally, the fire extinguishing agent delivery pipeline 20 comprises a fire extinguishing agent manual delivery pipeline 21 and a fire extinguishing agent automatic delivery pipeline 22 arranged side by side.

[0054] One end of the fire extinguishing agent manual delivery pipeline 21 is connected with the fire extinguishing agent storage device 10, and the other end is connected with the inside 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 fire extinguishing agent automatic delivery pipeline 22 is connected with the fire extinguishing agent storage device 10, and the other end is connected with the inside of the rail vehicle. The fire extinguishing agent automatic delivery pipeline 22 has an electromagnetic valve for controlling the on-off. The electromagnetic valve is connected with the vehicle-level monitoring platform 40, so as to be automatically controlled. When the train is in an emergency starting mode, the electric signal is invalid. The manual valve on the fire extinguishing agent manual delivery pipeline 21 can be manually opened, and the fire extinguishing agent storage device 10 is opened to extinguish the fire.

[0056] Further, the roof of the rail vehicle carriage is provided with at least two groups of spray pipe 60, taking two groups of spray pipe 60 as an example, a group of spray pipe 60 is transversely staggered on the rail vehicle carriage, each group of spray pipe 60 extends along the longitudinal direction of the vehicle and is in communication with the fire extinguishing agent delivery pipe 20, a plurality of spray heads 61 are arranged on the spray pipe 60, the spray head 61 is a multi-directional spray head, which can adjust the spray direction according to the fire location, and is a mature prior art. Specifically, 8-20 spray heads 61 are arranged on each group of spray pipe 60, and a stainless steel spray head with a flow rate of not less than 69L / min at a working pressure of 0.75MPa is selected, and the spray direction and angle of the spray head 61 can be adjusted according to the location of the fire source, so that the spray heads 61 near the fire source are concentrated in the direction of the fire source.

[0057] A pressure sensor and a liquid level sensor are arranged in the fire extinguishing agent storage device 10 respectively to detect the pressure and liquid level in the fire extinguishing agent storage device 10, and the vehicle-level monitoring platform 40 is connected with the pressure sensor and the liquid level sensor, so as to alarm in time when there is pressure leakage or to inject fire extinguishing agent in time when the fire extinguishing agent leaks.

[0058] Specifically, the fire monitoring device is a thermal imaging sensor 30, which directly images the temperature field, measures temperature more finely, is not interfered by dust, smoke and light source in the environment, can automatically compensate for the temperature loss in the environment according to a logic algorithm, and is more accurate and reliable. Once the fire is detected, the detector can automatically identify the fire source position and generate a thermal image, which is sent to the vehicle-level monitoring platform 40 and displayed, fed back to the train-level monitoring platform 70 through the vehicle-level monitoring platform 40, and the image and position information of the fire source position are automatically popped up on the comprehensive 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 arranged between the air cylinder 50 and the fire extinguishing agent storage device 10 to control the opening and closing of the pipeline.

[0060] Based on the above-mentioned rail vehicle fire prevention system provided in the embodiments, the application further provides a rail vehicle, which comprises a train-level monitoring platform 70, a plurality of rail vehicle carriages and the rail vehicle fire prevention system of any one of the above-mentioned embodiments, each rail vehicle carriage is provided with the rail vehicle fire prevention system, the train-level monitoring platform 70 is connected with the vehicle-level monitoring platform 40 of the rail vehicle fire prevention system, and 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 arranged in the head car mechanic room, the fire situation of the cargo area is checked through the train-level monitoring platform 70, and the train-level monitoring platform 70 can be used to issue a fire extinguishing start instruction in a manual start mode.

[0061] The conversion between the automatic control mode and the manual control mode can be set through the fire extinguishing interface on the vehicle-level monitoring platform 40 and the train-level monitoring platform 70; the automatic starting mode: when the fire monitoring device alarms, a fire alarm signal is sent to the vehicle-level monitoring platform 40, and the vehicle-level monitoring platform 40 sends a starting instruction to the control valve on the gas driving pipeline and the fire extinguishing agent delivery pipeline 20 to extinguish the fire. The manual starting mode: after the train-level monitoring platform 70 pops up the image and position information of the fire source, a prompt button of “whether to start the fire extinguishing system” is popped up, the starting button on the pop-up window is clicked, a starting instruction is sent to the electromagnetic valve on the gas starting pipeline and the fire extinguishing agent delivery pipeline 20, and the fire extinguishing is started.

[0062] In a specific embodiment, the fire extinguishing agent storage device 10 includes fire extinguishing agent bottles, hangers, electromagnetic valves, pressure sensors, liquid level displays, etc. The fire extinguishing agent delivery pipeline 20 penetrates through the side wall framework and is connected with the nozzle pipeline 60 on the roof of the vehicle. The nozzle pipeline 60 arranged in the longitudinal direction of the vehicle is connected with six branch pipes connected with nozzles 61, respectively. The pipeline and the nozzles 61 corresponding to each bottle group are arranged on both sides of the vehicle body. There are 12 nozzles 61 arranged on both sides of the roof. The flow rate of the nozzles 61 is not less than 69 L / min under a working pressure of 0.75 MPa. Eight thermal imaging detectors are arranged on the center line of the roof with a spacing of about 3 m. The control mode is set to the manual starting mode, and the fire extinguishing system is started manually by the mechanic. Only under the condition of fire alarm, the mechanic can start the fire extinguishing system. The perfluorohexone fire extinguishing medium of the present application can be sprayed and discharged in 10 s, so that the concentration of the fire extinguishing agent in the cargo area reaches the fire extinguishing design concentration of 6%, and the open fire can be extinguished in 30 s and will not reignite.

[0063] The above system uses the total air of the train to provide driving force for extinguishing the perfluorohexone fire. The design and installation are simple, the post-maintenance operation is convenient, 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% in 10 s, the open fire can be extinguished in 30 s and will not reignite, the nozzles 61 can be linked with the fire detection system to extinguish the fire in time and effectively, and the vehicle fire safety can be reliably ensured. The thermal imaging detector has a more advanced, reliable and stable detection principle, the crew can view the picture of the fire area without video monitoring system, and the fire can be discovered in time and effectively. The active fire prevention system has high integration, safety and reliability, small maintenance workload and saved labor cost.

[0064] Please refer to FIGS. 6-9. FIG. 6 is a structural block diagram of a fire alarm system according to an embodiment of the present application; FIG. 7 is a circuit principle diagram of a rail vehicle fire alarm control circuit according to an embodiment of the present application; FIG. 8 is a circuit principle diagram of an audible and visual alarm circuit according to an embodiment of the present application; and FIG. 9 is a circuit principle diagram of a safety loop system according to an embodiment of the present application.

[0065] It can be understood that at present, the fire alarm system of many rail trains is powered on as long as the train is powered on, and the fire alarm system device is powered on. After the self-checking of the device is completed, the entire fire alarm system enters the working state. This method is more direct, and when some problems occur in the fire alarm system, the fault condition cannot be known as soon as possible, and the start of the system cannot be effectively controlled, thereby affecting the functions of other subsystems affected by the fire alarm signal.

[0066] The present application provides a rail vehicle fire alarm control circuit to solve the above technical problems, as shown in FIG. 7, comprising:

[0067] A fire alarm controller is connected with a fire alarm detection device and a TCMS, respectively. The internal normally closed contact of the fire alarm controller is connected in series with the self-locking contact of the fire alarm alarm relay of the fire alarm detection device, for controlling the power-on and power-off state of the fire alarm alarm relay according to the fire occurrence condition;

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

[0069] A fire alarm start circuit is used to start when the test result of the fire alarm test circuit is normal and the second network is normal, and the fire alarm test circuit and the fire alarm start circuit are connected in parallel.

[0070] The fire alarm start 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 alarm relay. When the fire alarm start circuit starts, the normally open contact of the fire alarm control relay is closed, and the self-locking contact of the fire alarm alarm relay is powered on and self-locked.

[0071] In a specific embodiment, the rail vehicle fire alarm control circuit of the present application is applied to a rail car, which includes a fire alarm controller, a fire alarm test circuit and a fire alarm start circuit. As shown in FIG. 6, a fire alarm controller is provided in each car, which is connected with the fire alarm controllers of other cars through a CAN or RS485 bus, provides power supply for the fire alarm detection device, receives information from the fire alarm detection device, monitors system faults, communicates with the train network control system TCMS through an MVB / ethernet interface, and the network system can transmit data to the driver station or the ground for the convenience of relevant personnel to view and process.

[0072] The fire alarm detection device includes a fire alarm detector and a temperature sensing cable, which is arranged according to the requirements of the car, and can be arranged in areas such as passenger room, electrical cabinet and bathroom, for detecting smoke and high temperature, and transmitting the detection information back to the fire alarm controller through a signal. The temperature sensing cable is generally installed in the box with large current passing through the traction converter and auxiliary converter, and the box temperature rises to change and transmit the detection information to the fire alarm controller.

[0073] Before the fire alarm system starts to enter the monitoring state, the fire alarm control circuit is tested, which can be a manual test or an automatic test; specifically, after 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 starting circuit is allowed to start; when the test result of the fire alarm test circuit affects the system start, the fire alarm controller uploads the test fault condition to the TCMS, and the fire alarm starting circuit is not allowed to start.

[0074] When the test result allows the fire alarm to start, the fire alarm controller, fire detector, temperature sensing cable and other devices enter a working ready state and start monitoring the fire situation in the car; at the same time, the second network module determines whether the second network can normally drive the fire alarm control relay, if so, the normally open contact of the fire alarm control relay is closed, the self-locking contact of the fire alarm alarm relay is powered and self-locked, the self-locking contact of the fire alarm alarm relay is connected in series with the internal normally closed contact of the fire alarm controller, and the fire alarm controller controls the power-on and power-off state of the fire alarm alarm relay according to the fire occurrence situation; specifically, when a fire is detected on a certain road, the corresponding internal normally closed contact is controlled to be opened, the self-locking contact of the fire alarm alarm relay is powered off and closed, and the other contacts of the fire alarm alarm relay in the sound and light alarm circuit are opened to alarm.

[0075] The fire alarm alarm relay can 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 the corresponding internal normally closed contact of the fire alarm controller through the corresponding self-locking contact.

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

[0077] The rail vehicle fire alarm control circuit comprises a fire alarm controller, a fire alarm test circuit and a fire alarm starting circuit, a fire alarm test signal is output to the fire alarm controller when the first network is normal, the fire alarm controller performs fire alarm test according to the fire alarm test signal, the fire alarm starting circuit is started when the test result of the fire alarm test circuit is normal and the second network is normal, the fire alarm starting circuit comprises a second network module and a fire alarm control relay, the normally open contact of the fire alarm control relay is connected in parallel with the self-locking contact of a fire alarm alarm relay, the internal normally closed contact of the fire alarm controller is connected in series with the self-locking contact of the fire alarm alarm relay of a fire alarm detection device, and the on-off state of the fire alarm alarm relay is controlled according to the fire occurrence condition, when the fire alarm starting circuit is started, the normally open contact of the fire alarm control relay is closed, and the self-locking contact of the fire alarm alarm relay is electrified and self-locked, thereby completing the test before fire monitoring and starting, preparing for the subsequent working state of the fire alarm system, and when the fire alarm system test fails, the failure condition can be known in time, the system starting can be inhibited in time, the influence on other systems affected by the fire alarm signal can be reduced, the safety factor of the rail vehicle is improved, and the safe operation of the train is ensured.

[0078] In an optional embodiment, the fire alarm test circuit comprises a first network module and a fire alarm test relay, and the normally open contact of the fire alarm test relay is connected with the fire alarm controller.

[0079] The input end of the first network module is connected with the positive pole of the DC power supply, the output end of the first network module is connected with 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 with the negative pole of the DC power supply.

[0080] After the train is powered on, when the first train network is normal, the first network module is electrified and closed, the fire alarm test relay is electrified and the normally open contact is closed, and the fire alarm test signal is sent to the fire alarm controller.

[0081] In another optional embodiment, the input end of the second network module is connected with the positive pole of the DC power supply, the output end of the second network module is connected with 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 with the negative pole of the DC power supply.

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

[0083] When the test result allows the fire alarm system to start, it is judged whether the second network is normal, if yes, the second network module is closed, the normally open contact of the fire alarm control relay is closed, the fire alarm controller and the fire alarm control relay jointly control the action state of each fire alarm alarm relay, and then the related subsystem circuit is controlled.

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

[0085] Specifically, the fire alarm test circuit further comprises 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 a contact coil of the fire alarm test relay.

[0086] And / or, the fire alarm starting circuit further comprises 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 a contact coil of the fire alarm control relay.

[0087] The specific circuit diagram of the fire alarm test circuit and the fire alarm starting circuit is shown in FIG. 7. One end of the fire alarm controller FC1 is connected with the TCMS through a network interface, and the other end is connected with the self-locking contact of the fire alarm alarm relay of the fire alarm detection device through the internal normally closed contact, wherein the fire alarm alarm relay is 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 with the internal normally closed contact of the fire alarm controller, and the other end is connected with 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 with the negative pole of the DC power supply. Similarly, one end of the self-locking contact K4-1 of the air conditioning cabinet alarm relay K4 is connected with the internal normally closed contact of the fire alarm controller FC1, and the other end is connected with 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 with 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 with the internal normally closed contact of the fire alarm controller FC1, and the other end is connected with 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 with 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 with the positive pole of the DC power supply. The output end of the first network module N1 is connected with 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 with the negative pole of the DC power supply. The normally open contact K1-1 of the fire alarm test relay K1 is connected with 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. 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 with the positive pole of the direct current power supply, the output end of the second network module N2 is connected with 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 with the negative pole of the direct current 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 conditioner 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] Taking a certain car as an example, it is assumed that the PIS cabinet and the air conditioner cabinet area of the car are installed with detectors, and the converter area is installed with a temperature sensing cable. After the train is powered on, the control circuit is connected with the DC 110V direct current.

[0091] The specific process of the fire alarm test is as follows: after the train is powered on, when the first train network is normal, the first network module N1 outputs a fire alarm test signal to drive the fire alarm test relay K1 to be powered on, and the normally open contact K1-1 is connected, and the fire alarm controller performs the fire alarm test. When the network is abnormal, the button S1 is manually closed to make K1 powered on and K1-1 connected, and the fire alarm test starts. If the fire alarm test result affects the start of the fire alarm system, the test fault condition is uploaded, and the fire alarm system is not allowed to start; otherwise, the fire alarm system is allowed to start.

[0092] The test result is uploaded to the TCMS through the network interface, and when the test result allows the fire alarm to start, the fire alarm system device starts to work, and the fire alarm situation of each area is monitored. The specific process of the fire alarm start is as follows: after the fire alarm system starts, when the second network is normal, the second network module N2 is closed to drive the fire alarm control relay K2 to be powered on, and the normally open contacts K2-1, K2-2 and K2-3 are closed to make the self-locking contacts K3-1, K4-1 and K5-1 powered on and self-locked, and in the 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 connected for 2 seconds and then disconnected. The purpose of connecting for 2 seconds is to make the alarm relays K3, K4 and K5 of each area self-locked through the corresponding self-locking contacts K3-1, K4-1 and K5-1 (when the PIS cabinet detector, the air conditioner cabinet detector and the temperature sensing cable of the converter do not detect any abnormality, the corresponding area contact in the fire alarm controller is in the closed state, the alarm relays K3, K4 and K5 of each area are powered on through the auxiliary contacts K2, and then self-locked).

[0093] In an alternative embodiment, the above-mentioned fire alarm control circuit further comprises 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 lamp 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 contact of the fire alarm controller to open, the self-locking contact of the fire alarm relay to open, and the first contact and the second contact of the fire alarm relay to close, respectively, when a fire is detected, so that the lamp group circuit and the buzzer group circuit are closed to alarm.

[0096] As shown in FIG. 8, the fire alarm relay in the above embodiment is a centralized fire alarm relay, and the circuit connection mode 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 reaches a self-locking state through the normally open contact K2-4 of the fire alarm control relay K2. When the K6 is powered on, the K6-1 is in a closed state, the first contact K6-2 and the second contact K6-3 of the fire alarm relay are open, the lamp group circuit and the buzzer group circuit cannot be powered on, the alarm lamp is off, and the buzzer does not emit sound. When the fire alarm controller FC1 detects that there is a fire in any area, the internal normally closed contact is open, the self-locking contact K6-1 is open, the fire alarm relay K6 is powered off, the first contact K6-1 and the second contact K6-2 are closed, the alarm lamp is on, and the buzzer emits sound to prompt the relevant personnel that there is a fire.

[0097] The lamp group circuit includes a plurality of alarm lamps connected in parallel, and each alarm lamp is connected in series with the first contact of the fire alarm relay K6 after being connected in parallel. Each alarm lamp can be arranged at different positions, such as corresponding detection areas (PIS cabinet detector, air conditioning cabinet detector, and converter temperature cable), the end wall of the car body, the driver's platform, and the ground monitoring room. When a fire occurs, each alarm lamp is powered on to alarm, so as to timely remind the staff of the current fire and improve the safety factor of the train.

[0098] Correspondingly, the buzzer group circuit includes a plurality of buzzers connected in parallel, and each buzzer is connected in series with the second contact of the fire alarm relay K6 after being connected in parallel. The arrangement position of each buzzer can be arranged according to the above alarm lamp position, which will not be described here.

[0099] Optionally, the audible and visual alarm control circuit further includes a fire bypass control circuit, and the fire bypass control circuit is connected in parallel with the lamp group circuit and the buzzer group circuit.

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

[0101] When the fire occurs, the internal normally closed contact of the fire alarm controller FCl is disconnected, the self-locking contact K6-1 of the centralized fire alarm relay K6 is de-energized and disconnected, 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 lamp is on, the buzzer emits a sound, and relevant personnel are prompted that a fire occurs, so that the passengers and the driver and crew can make corresponding treatment.

[0102] As shown in FIG. 8, the specific circuit connection relationship of the sound-light alarm control circuit is as follows: the self-locking contact K6-1 of the centralized fire alarm relay K6 is connected with the internal normally closed contact of the fire alarm controller FCl, and the normally open contact K2-4 of the fire alarm control relay K2 is connected in parallel across the self-locking contact K6-1; the lamp 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 alarm relay, and a plurality of parallel alarm lamps LN1#-LN# arranged in sequence; 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 alarm relay, and a plurality of parallel buzzers HN1-HN# arranged in sequence; 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 FCl is disconnected, the self-locking contact K6-1 of the centralized fire alarm relay K6 is de-energized and disconnected, 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 lamp is on, the buzzer emits a sound, and relevant personnel are prompted that a fire occurs, so that the passengers and the driver and crew can make corresponding treatment.

[0104] If it is judged that the fire alarm system is false, the fire alarm bypass switch S3 can be manually operated to make the alarm lamp extinguish and the buzzer no longer emit a sound. Specifically, when the fire occurs, the fire alarm bypass switch button S3 is manually controlled to be closed, the fire alarm bypass control relay K7 is energized, the first contact K7-1 and the second contact K7-2 of the fire alarm bypass control relay are changed from the closed state to the open state, the lamp group circuit and the buzzer group circuit are disconnected, the alarm lamp is not on, and the buzzer does not emit a sound.

[0105] Based on the track vehicle fire alarm control circuit provided in the above embodiments, the application further provides a safety loop system, as shown in FIG. 9, which includes:

[0106] The track vehicle fire alarm control circuit of any one of the above embodiments is located in a car;

[0107] The first switch is located in the car and is connected in series with the corresponding track vehicle fire alarm control circuit, and the first switches of all cars are connected in series, and the first switch is used to turn on and off the train safety loop;

[0108] The whole vehicle fire alarm control relay is arranged in the one-end car and the two-end car respectively, and is used for controlling the train braking when the train safety loop loses power;

[0109] When a fire occurs in one of the cars, the first switch of the corresponding car is turned off, the train safety loop is disconnected, and the whole vehicle fire alarm control relay loses power to control the train braking.

[0110] The track vehicle fire alarm control circuit and the first switch are arranged in any car, and when a fire is found in any car, the first switch of the corresponding car is turned off, the train safety loop is disconnected, and the whole vehicle fire alarm control relay of the one-end car and the two-end car loses power to control the train braking.

[0111] The first switch can be the contact of the relay, or be arranged as a switch, a button or the like structure according to the requirement. Preferably, the first switch is the third contact of the fire alarm relay of the track vehicle fire alarm control circuit; when no fire occurs in the train, the fire alarm relay K6 of all the cars is powered, and the contact K6-4 is in the closed state; when a fire occurs in any car, the fire alarm relay K6 of the corresponding car loses power, the contact K6-4 of the corresponding car is turned off, the loop is disconnected, and the whole vehicle fire alarm control relay of the one-end car and the two-end car loses power to control the train braking; thus the safety of the train is improved.

[0112] In another embodiment, the safety loop system further comprises a second switch arranged in the one-end car and the two-end car respectively, the first end of the second switch is connected with the positive pole of the direct current power supply, the second end of the second switch is connected with the first end of the whole vehicle fire alarm control relay, and the second end of the whole vehicle fire alarm control relay is connected with the negative pole of the direct current power supply; the track vehicle fire alarm control circuit is connected in series with the first end of the whole vehicle fire alarm control relay, and the second switch is used for being turned off when the current car is used as the occupied end.

[0113] When the one-end car is used as the head car, the second switch of the one-end car is turned off, the second switch of the two-end car is turned on, the current can only pass through the first switch of each car from the one-end car, and then pass through the second switch of the two-end car, so that the whole vehicle fire alarm control relay of the one-end car and the two-end car is powered, indicating that the whole vehicle is in the no-fire state, and the train will not take corresponding braking measures.

[0114] Optionally, the second switch is specifically the auxiliary contact of the occupied relay, and the second switch of the one-end car and the second switch of the two-end car are self-locked with each other, and when one of the second switches is turned off, the other second switch is turned on.

[0115] Further, in order to improve the safety of the train, the safety loop system further comprises a fire alarm loop bypass switch arranged in at least one of the plurality of cars.

[0116] The fire alarm loop bypass switch has a bypass position, when the train safety loop is on, the bypass position of the fire alarm loop bypass switch is in the off state;

[0117] When the train safety loop is off, the bypass position of the fire alarm loop bypass switch of one of the cars is switched to the closed state, the fire alarm loop bypass switch of the current car connects the positive pole of the DC power supply of the train safety loop, the whole train fire alarm control relay and the negative pole of the DC power supply, forming a local safety loop.

[0118] As shown in Figure 9, it is a specific circuit diagram of the safety loop system, a second switch K9-1 and a whole train fire alarm control relay K8 are arranged in the one-end car and the two-end car respectively, the input end of the second switch K9-1 is connected with the positive pole of the DC power supply, the output end of the second switch K9-1 is connected with the contact coil A1 end of the whole train fire alarm control relay K8, the contact coil A2 end of the whole train fire alarm control relay K8 is connected with the negative pole of the DC power supply, the input end of the first switch K6-4 is connected with the positive pole of the DC power supply, the output end of the first switch K6-4 is connected with the input end of the whole train fire alarm control relay in series; the rail vehicle fire alarm control circuit, the first switch K6-4 and the fire alarm loop bypass switch S4 are arranged in each car respectively.

[0119] The specific working process of the safety loop system includes: taking the one-end car as an example, when no fire occurs in each car, the fire alarm relay K6 of all cars is powered, the contact K6-4 is in the closed state, the train safety loop is on, and the fire alarm loop bypass switch S4 is in the bypass position at this time; the whole train fire alarm control relay K8 of the one-end car and the two-end car is powered, and the train is in the non-braking state; when fire occurs in any car, the internal normally closed contact of the fire alarm controller FC1 of the car is opened, the self-locking contact K6-1 of the fire alarm relay loses power, the first switch K6-4 loses power and is opened, the train safety loop is off, and the whole train fire alarm control relay K8 of the one-end car and the two-end car loses power, and the train takes braking measures.

[0120] In special cases, after human judgment, the train needs to be forcibly started, the fire alarm loop fault switch S4 can be operated, so that the current no longer passes through the fire alarm loop circuit of each car, but directly passes through the fire alarm loop fault switch S4, so that the whole train fire alarm control relay K8 is powered, and the braking measures are forcibly cancelled.

[0121] The safety loop system can learn the fault condition in time when the track vehicle fire alarm control circuit appears special condition, and inhibit the system start, thereby reducing the influence on other subsystems related to the fire alarm signal. The safety loop system fully considers the control requirements of the train fire alarm system itself, covers the fire alarm system test and start circuit, the sound and light alarm control circuit, the safety loop control circuit, the control design is comprehensive, and the train safety factor is improved by fully considering the fire alarm control circuit logic. The control circuit design is simple and clear, the fire alarm system control logic is realized, and the blank of the current track train for the fire alarm system itself control circuit design is filled.

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

[0123] In an alternative embodiment, the first switch and the whole train fire alarm control relay in the safety loop system are respectively arranged in the one-end carriage and the two-end carriage of the track vehicle.

[0124] In an alternative embodiment, the second switch of the safety loop system is arranged in each carriage.

[0125] In an alternative embodiment, the track vehicle comprises a motor train unit train or a railway vehicle towed by a locomotive.

[0126] In the description of the present application, it should be understood that the terms "front", "back", "head", "tail" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the present application.

[0127] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is at least two, such as two, three, etc., unless otherwise explicitly specified and limited.

[0128] In the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection" and the like should be understood broadly; for example, the connection can be direct connection or indirect connection through an intermediate medium, and can be the internal connection of two elements or the interaction relationship between two elements. For ordinary skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0129] While several embodiments of the application have been described, it should be apparent that various modifications can be made to these embodiments without departing from the spirit and scope of the application. Accordingly, it is intended that all such modifications come within the scope of the claims appended hereto and their equivalents.

[0130] It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application cover modifications and variations of this application provided they come within the scope of the appended claims and their equivalents.

Claims

1. A fire protection system for a rail vehicle, applied to a rail vehicle car, characterized by, The fire extinguishing system for railway vehicle comprises: a fire extinguishing agent storage device for storing fire extinguishing agent; a gas driving pipeline, one end of which is connected with an air compressor of the railway vehicle and the other end of which is connected with the fire extinguishing agent storage device to provide driving gas; a fire extinguishing agent delivery 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 railway vehicle carriage to provide fire extinguishing agent for the inside of the carriage; a fire detection device for sending a fire alarm signal to a vehicle-level monitoring platform when a fire occurs in the inside of the railway vehicle carriage; the vehicle-level monitoring platform for controlling the gas driving pipeline and the fire extinguishing agent delivery pipeline to be turned on according to the fire alarm signal to spray fire extinguishing agent into the inside of the railway vehicle carriage.

2. The fire protection system for a rail vehicle according to claim 1, characterized in that Further comprising: an air cylinder, one end of which is connected with the air compressor of the railway vehicle through the gas driving pipeline and the other end of which is connected with the fire extinguishing agent delivery pipeline.

3. The fire protection system for a rail vehicle according to claim 2, characterized in that The air cylinder is multiplexed as the fire extinguishing agent storage device.

4. The fire protection system for a rail vehicle of claim 1, wherein, The fire extinguishing agent delivery pipeline comprises a fire extinguishing agent manual delivery pipeline and a fire extinguishing agent automatic delivery pipeline arranged side by side; one end of the fire extinguishing agent manual delivery pipeline is connected with the fire extinguishing agent storage device and the other end of the fire extinguishing agent manual delivery pipeline is connected with the inside of the railway vehicle, and the fire extinguishing agent manual delivery pipeline has a manual valve for controlling on-off; one end of the fire extinguishing agent automatic delivery pipeline is connected with the fire extinguishing agent storage device and the other end of the fire extinguishing agent automatic delivery pipeline is connected with the inside of the railway vehicle, and the fire extinguishing agent automatic delivery pipeline has a solenoid valve for controlling on-off. Further comprising:

5. The fire protection system for a rail vehicle of claim 1, wherein, at least two groups of spray head pipelines, which are located on the roof of the railway vehicle carriage and oppositely arranged along the transverse direction of the railway vehicle carriage; any group of the spray head pipelines is connected with the fire extinguishing agent delivery pipeline and is provided with a plurality of spray heads arranged along the longitudinal direction. Further comprising:

6. The fire protection system for a rail vehicle of claim 1, wherein, a pressure sensor located in the fire extinguishing agent storage device to detect the pressure in the fire extinguishing agent storage device; a liquid level sensor located in the fire extinguishing agent storage device to detect the liquid level in the fire extinguishing agent storage device; the pressure sensor and the liquid level sensor are respectively connected with the vehicle-level monitoring platform. The fire detection device is a thermal imaging sensor.

7. The fire protection system for a rail vehicle of claim 1, wherein, The fire extinguishing agent storage device comprises a plurality of bottle groups connected in series, and all the bottle groups are hung on the bottom of the railway vehicle through hangers.

8. The fire protection system for a rail vehicle of claim 2, wherein, A manual cut-off valve is arranged between the air cylinder and the fire extinguishing agent storage device to control the on-off of the pipeline.

9. A fire protection system for a rail vehicle according to claim 8, characterised in that The fire extinguishing system for railway vehicle comprises:

10. A rail vehicle, characterized by a train-level monitoring platform, a plurality of railway vehicle carriages and the fire extinguishing system for railway vehicle according to any one of claims 1-9, any of the railway vehicle carriages is provided with the fire extinguishing system for railway vehicle, and the train-level monitoring platform is connected with the vehicle-level monitoring platforms of the fire extinguishing systems for railway vehicle.

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