Railway vehicle air conditioning system

Abstract

The present disclosure provides a kind of rail vehicle air conditioning system, which can be applied to vehicle air conditioning technical field.The rail vehicle air conditioning system includes: vehicle control subsystem, electrical box and air conditioning unit respectively arranged in each car of multiple cars included in rail vehicle;Wherein, the electrical box includes first contactor and second contactor, and the air conditioning unit includes multiple air conditioning equipment, wherein, part of air conditioning equipment in multiple air conditioning equipment of multiple cars respectively is configured to be connected to contact net through first contactor, and another part of air conditioning equipment in multiple air conditioning equipment of multiple cars respectively is configured to be connected to contact net through second contactor;Wherein, the vehicle control subsystem is configured to respond to receiving pre-start signal, to carry out self-checking processing to rail vehicle air conditioning system, and in the case where it is determined that self-checking passes, first contactor and second contactor are controlled to close respectively, so that contact net supplies power to multiple air conditioning equipment included in multiple cars respectively.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of vehicle air conditioning technology, and more particularly, to a rail vehicle air conditioning system. BACKGROUND

[0002] With the rapid development of rail transportation, the number of passengers on rail vehicles is gradually increasing. In order to ensure the comfort of passengers, temperature is usually adjusted by setting an air conditioning system in the carriages of rail vehicles.

[0003] In the related art air conditioning system, multiple air conditioning devices are usually used to form an air conditioning system, and all the air conditioning devices in the air conditioning system are directly powered by a catenary to make the air conditioning devices operate. However, since the air conditioning system circuit is single, the power supply state of the air conditioning devices is easily affected by the circuit and other air conditioning devices, which leads to low fault tolerance of the air conditioning system and cannot guarantee the comfort of passengers. SUMMARY

[0004] Therefore, the present disclosure provides a rail vehicle air conditioning system.

[0005] The present disclosure provides a rail vehicle air conditioning system, comprising: a vehicle control subsystem, an electrical box, and an air conditioning unit respectively arranged in each of a plurality of carriages included in a rail vehicle; wherein the electrical box comprises a first contactor and a second contactor, and the air conditioning unit comprises a plurality of air conditioning devices, wherein a part of the plurality of air conditioning devices of each of the plurality of carriages are configured to be connected to a catenary through the first contactor, and another part of the plurality of air conditioning devices of each of the plurality of carriages are configured to be connected to the catenary through the second contactor; wherein the vehicle control subsystem is configured to, in response to receiving a pre-start signal, perform a self-checking process on the rail vehicle air conditioning system, and in the case of determining that the self-checking passes, control the first contactor and the second contactor to be closed, so that the catenary supplies power to the plurality of air conditioning devices included in each of the plurality of carriages.

[0006] According to an embodiment of the present disclosure, the system further comprises: a voltage sensor arranged in the electrical box and a current sensor respectively arranged at the input end of each of the plurality of air conditioning devices of each of the plurality of carriages; wherein the voltage sensor is configured to collect the power supply voltage of the catenary and send the power supply voltage to the vehicle control subsystem; and the current sensor is configured to collect the input current of the air conditioning device connected to the current sensor and send the input current to the vehicle control subsystem.

[0007] According to an embodiment of the present disclosure, the vehicle control subsystem is configured to determine that the rail vehicle air conditioning system passes the self-checking when the fluctuation of the supply voltage fed back by the voltage sensor is determined to be within a first preset range and the input current fed back by each of the plurality of current sensors is determined to be within a second preset range.

[0008] According to an embodiment of the present disclosure, the system further comprises an air conditioning input switch; wherein when the air conditioning input switch is set to an input position, the air conditioning input switch is configured to continuously provide the pre-start signal to the vehicle control subsystem.

[0009] According to an embodiment of the present disclosure, when the air conditioning input switch is set to a disconnect position, the air conditioning input switch is configured to no longer provide the pre-start signal to the vehicle control subsystem; and the vehicle control subsystem is configured to control the first contactor and the second contactor to be disconnected respectively when the pre-start signal is not received.

[0010] According to an embodiment of the present disclosure, the air conditioning device comprises a third contactor, a secondary power supply circuit and an air conditioning load; wherein one end of the third contactor is configured to be connected to an input end of the air conditioning device, the other end of the third contactor is configured to be connected to an input end of the secondary power supply circuit, and an output end of the secondary power supply circuit is configured to be connected to the air conditioning load.

[0011] According to an embodiment of the present disclosure, the secondary power supply circuit comprises a protection module, an input filter module, an inverter module, a transformer, a rectifier module and an output filter module; wherein the secondary power supply circuit is configured to obtain the first direct current provided by the catenary through the third contactor, convert the voltage of the first direct current to obtain a second direct current, and supply power to the air conditioning load by using the second direct current.

[0012] According to an embodiment of the present disclosure, the air conditioning device further comprises an air conditioning controller; wherein the vehicle control subsystem is configured to forward the pre-start signal to the air conditioning controllers of the multiple carriages respectively in response to receiving the pre-start signal; the air conditioning controller is configured to perform a self-checking process on the air conditioning device in response to receiving the pre-start signal, and return a start confirmation signal to the vehicle control subsystem in the case of determining that the self-checking is passed; the vehicle control subsystem is configured to send an air conditioning start signal to a target air conditioning controller in the case of receiving the start confirmation signal from the target air conditioning controller, wherein the target air conditioning controller belongs to the air conditioning controllers; the target air conditioning controller is configured to control a target third contactor included in a target air conditioning device associated with the target air conditioning controller to be closed in response to receiving the air conditioning start signal, so that the overhead contact system supplies power to a target secondary power supply circuit included in the target air conditioning device.

[0013] According to an embodiment of the present disclosure, the vehicle control subsystem is configured to stop sending the air conditioning start signal to the target air conditioning controller in the case of not receiving the pre-start signal; the target air conditioning controller is configured to control the target third contactor to be opened in the case of not receiving the air conditioning start signal.

[0014] According to an embodiment of the present disclosure, the electrical box further comprises a fourth contactor and a fifth contactor; wherein one end of the fourth contactor is configured to be connected to the overhead contact system, the other end of the fourth contactor is configured to be connected to one end of the fifth contactor and a part of the air conditioning devices of the multiple carriages respectively, and the other end of the fifth contactor is configured to be connected to another part of the air conditioning devices of the multiple carriages respectively.

[0015] According to an embodiment of the present disclosure, the system further comprises a forced input switch; wherein in the case of the forced input switch being set to the input position, the forced input switch is configured to control the fourth contactor and the fifth contactor to be closed, and send a forced start signal to the air conditioning controllers of the multiple carriages respectively; the air conditioning controller is configured to perform a self-checking process on the air conditioning device in response to receiving the forced start signal, and control the third contactor of the air conditioning device to be closed in the case of determining that the self-checking is passed.

[0016] According to the embodiment of the present disclosure, the track vehicle air conditioning system is signal-controlled by the vehicle control subsystem, and the control efficiency of the vehicle control subsystem is improved. Self-checking is performed before the track vehicle air conditioning system is formally started, and the first contactor and the second contactor are controlled to be closed only when the self-checking is passed, so as to ensure normal operation of the air conditioning unit and avoid damage to the air conditioning equipment in a state that is not conducive to the operation of the air conditioning equipment. The grouping management of the multiple air conditioning equipment in each car is realized through the first contactor and the second contactor, the two groups of air conditioning equipment are ensured to be mutually independent, the fault tolerance of the air conditioning unit is increased, and the passenger comfort is improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] The above and other objects, features and advantages of the present disclosure will become more apparent from the following description of embodiments of the present disclosure taken in conjunction with the accompanying drawings, in which:

[0018] Figure 1 A structural diagram of a track vehicle air conditioning system according to an embodiment of the present disclosure is schematically shown;

[0019] Figure 2 A schematic diagram of a main circuit of a track vehicle air conditioning system in a normal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown;

[0020] Figure 3 A control logic schematic diagram of a track vehicle air conditioning system in a normal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown;

[0021] Figure 4 A flowchart of starting air conditioning equipment in a normal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown;

[0022] Figure 5 A flowchart of shutting down air conditioning equipment in a normal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown;

[0023] Figure 6 A module schematic diagram of a secondary power supply circuit according to an embodiment of the present disclosure is schematically shown;

[0024] Figure 7 A schematic diagram of a main circuit of a track vehicle air conditioning system in an abnormal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown;

[0025] Figure 8 A control logic schematic diagram of a track vehicle air conditioning system in an abnormal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown

[0026] Figure 9 A flowchart of starting air conditioning equipment in an abnormal state of a vehicle control subsystem according to an embodiment of the present disclosure is schematically shown; and

[0027] Figure 10 A flowchart illustrating a process of turning off an air conditioning device in a vehicle control subsystem abnormal state according to an embodiment of the disclosure is schematically shown. DETAILED DESCRIPTION

[0028] Hereinafter, embodiments of the disclosure will be described with reference to the accompanying drawings. It should be understood, however, that the description is merely exemplary and is not intended to limit the scope of the disclosure. In the following detailed description of the embodiments of the disclosure, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the disclosure. However, it would be apparent to one skilled in the art that the embodiments of the disclosure can be practiced without these specific details. In other instances, well-known structures and techniques have been not described in detail in order to avoid obscuring aspects of the disclosure.

[0029] The terms used herein are merely used to describe specific embodiments and are not intended to limit the disclosure. The terms "include", "comprise", and the like used herein indicate the presence of the described features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0030] All terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of the present specification, and should not be interpreted in an idealized or overly formal manner.

[0031] In the case of using expressions similar to "at least one of A, B, and C, etc.", it should be generally interpreted as including one or more of the items enumerated in the list (e.g., "a system having at least one of A, B, and C" should include, but not be limited to, a system having A alone, a system having B alone, a system having C alone, a system having both A and B, a system having both A and C, a system having both B and C, and / or a system having A, B, and C, etc.).

[0032] In the related art, in order to improve the operation efficiency of the air conditioning of the rail vehicle, a plurality of air conditioning devices are generally used to form an air conditioning system, and all the air conditioning devices in the air conditioning system are directly supplied with power through the catenary to operate the air conditioning devices. However, since the air conditioning system line is single, the power supply state of the air conditioning devices is easily affected by the line and other air conditioning devices, which leads to low fault tolerance of the air conditioning system and cannot guarantee the comfort of passengers.

[0033] To at least partially solve the technical problems existing in the related art, the present disclosure provides a rail vehicle air conditioning system. The method comprises a vehicle control subsystem, an electrical box, and an air conditioning unit respectively arranged in each of a plurality of carriages included in a rail vehicle; wherein the electrical box comprises a first contactor and a second contactor, and the air conditioning unit comprises a plurality of air conditioning devices, wherein a part of the plurality of air conditioning devices of each of the plurality of carriages are configured to be connected to a catenary through the first contactor, and another part of the plurality of air conditioning devices of each of the plurality of carriages are configured to be connected to the catenary through the second contactor; wherein the vehicle control subsystem is configured to, in response to receiving a pre-start signal, perform a self-checking process on the rail vehicle air conditioning system, and in the case of determining that the self-checking passes, control the first contactor and the second contactor to be closed respectively, so that the catenary supplies power to the plurality of air conditioning devices respectively included in the plurality of carriages.

[0034] In the embodiments of the present disclosure, the collection, updating, analysis, processing, use, transmission, provision, disclosure, storage, etc. of the data involved (for example, including but not limited to user personal information) comply with the provisions of relevant laws and regulations, are used for legal purposes, and do not violate public order and good customs. In particular, necessary measures are taken for user personal information to prevent illegal access to user personal information data, and to maintain user personal information security, network security and national security.

[0035] Figure 1 A structural diagram of a rail vehicle air conditioning system according to an embodiment of the present disclosure is schematically shown.

[0036] As shown in Figure 1 , the rail vehicle air conditioning system can be composed of a vehicle control subsystem 10, an electrical box 20, and an air conditioning unit 30. The electrical box 20 comprises a first contactor K1 and a second contactor K2. The air conditioning unit 30 comprises a plurality of air conditioning devices 40, a part of the plurality of air conditioning devices 40 of each of the plurality of carriages are connected to the first contactor K1, and another part of the plurality of air conditioning devices 40 of each of the plurality of carriages are connected to the second contactor K2.

[0037] According to an embodiment of the present disclosure, the vehicle control subsystem can be a subsystem in a vehicle control system for controlling the rail vehicle air conditioning system. The electrical box can contain elements such as contactors for controlling power distribution of the air conditioning unit. The air conditioning unit can be respectively arranged in each of a plurality of carriages included in a rail vehicle, and each of the plurality of carriages respectively contains a plurality of air conditioning devices. A part of the plurality of air conditioning devices of each of the plurality of carriages are connected to a catenary through a first contactor, and another part of the plurality of air conditioning devices of each of the plurality of carriages are connected to the catenary through a second contactor.

[0038] According to embodiments of this disclosure, the rail vehicle can be a vehicle that needs to run on a designated track and may include multiple carriages. The overhead contact line can be a power transmission line that supplies power to the rail vehicle. It is readily apparent that the overhead contact line can be replaced with other methods that can supply power to the rail vehicle, including but not limited to current collector power supply and third rail power supply, as long as power can be supplied to the rail vehicle. Generally, the power supply system for rail vehicles is DC1500V or DC750V. The air conditioning equipment can be a high-voltage direct-inlet inverter air conditioner, which can be directly connected to the overhead contact line.

[0039] According to embodiments of this disclosure, a pre-start signal can be used to indicate preparation for starting the rail vehicle's air conditioning system. Self-testing can include, but is not limited to, judging the operating status of the power system supplying power to the rail vehicle's air conditioning and the air conditioning equipment in the air conditioning unit; passing the self-test indicates that the rail vehicle's air conditioning system is operating normally. The vehicle control subsystem can control the power supply from the contact network to the air conditioning unit by controlling the switching of the first and second contactor coils, and can also perform self-testing on the rail vehicle's air conditioning system. The vehicle control subsystem can receive signals from other devices and systems in the rail vehicle via Ethernet, and can also send signals to other devices and systems in the rail vehicle via Ethernet. These are merely exemplary embodiments, but are not limited to them; other rail vehicle signal transmission methods known in the art can also be included, as long as signal transmission is possible.

[0040] According to an embodiment of this disclosure, the vehicle control subsystem receives a pre-start signal via Ethernet, performs a self-test on the rail vehicle's air conditioning system, and, if the self-test is successful, controls the coils of the first contactor and the second contactor to close, thereby enabling the overhead contact line to supply power to the multiple air conditioning units included in each of the multiple carriages.

[0041] According to embodiments of this disclosure, the air conditioning system of a rail vehicle is controlled by a vehicle control subsystem, thereby improving the control efficiency of the vehicle control subsystem. A self-test is performed before the rail vehicle's air conditioning system is officially started. Only if the self-test passes is the first and second contactors controlled to close, ensuring the normal operation of the air conditioning unit and preventing damage to the air conditioning equipment under conditions unfavorable to its operation. The first and second contactors enable group management of multiple air conditioning units within each carriage, ensuring that the two groups of air conditioning units do not interfere with each other, increasing the fault tolerance of the air conditioning unit, and thus improving passenger comfort.

[0042] Figure 2 The diagram illustrates a schematic representation of the main circuit of a rail vehicle air conditioning system under normal conditions according to an embodiment of the present disclosure.

[0043] like Figure 2As shown, the main circuit of the rail vehicle air conditioning system under normal conditions may include a catenary 50, an electrical box 20, a current sensor A, multiple air conditioning units 40, and a voltage sensor V. The electrical box 220 includes a first contactor K1 and a second contactor K2. Each of the multiple air conditioning units 40 may include a third contactor K3.

[0044] According to an embodiment of this disclosure, one end of the first contactor K1 and the second contactor K2 are connected to the overhead contact line 50. The other end of the first contactor K1 is connected to a portion of the multiple air conditioning units 40 in each of the multiple carriages, and the other end of the second contactor K2 is connected to another portion of the multiple air conditioning units 40 in each of the multiple carriages. One end of the current sensor A is connected to either the first contactor K1 or the second contactor K2, and the other end is connected to the third contactor K3. The voltage sensor V is connected to the output terminal of the overhead contact line 50.

[0045] According to embodiments of this disclosure, a voltage sensor can be installed at the output end of the overhead contact line to collect the power supply voltage of the contact line and send the power supply voltage to the vehicle control subsystem. Multiple current sensors can be installed at the input ends of the respective air conditioning units in each of the multiple vehicle compartments; that is, each air conditioning unit has a corresponding current sensor at its input end. The current sensors can be used to collect the input current of the air conditioning unit connected to the current sensor and send the input current to the vehicle control subsystem.

[0046] According to embodiments of this disclosure, voltage sensors and current sensors can be used to collect current and voltage during the self-testing process of the rail vehicle after the vehicle control subsystem receives the pre-start signal, and can also be used to collect current and voltage when the air conditioning unit is in operation.

[0047] According to embodiments of this disclosure, voltage sensors and current sensors are used to collect the power supply voltage of the contact network and the input current of the air conditioning equipment, which facilitates real-time monitoring of the power supply status.

[0048] According to embodiments of this disclosure, the rail vehicle air conditioning system also includes an air conditioning activation switch. When the air conditioning activation switch is configured to the activation position, a pre-start signal can be provided to the vehicle control subsystem.

[0049] According to embodiments of this disclosure, an air conditioning activation switch, which can be used to turn on the air conditioning system of a rail vehicle, can be located in the driver's cab. A pre-start signal can be transmitted to the vehicle control subsystem via hardwire.

[0050] According to embodiments of this disclosure, when it is necessary to start the air conditioning system of a rail vehicle, the driver can set the air conditioning activation switch to the activation position and continuously provide a pre-start signal to the vehicle control subsystem.

[0051] According to embodiments of this disclosure, the air conditioning system of a rail vehicle is controlled by an air conditioning activation switch. When the air conditioning needs to be started, a pre-start signal is continuously transmitted to the vehicle control subsystem via a hard wire. This makes the pre-start signal transmission fast and stable, which can, to a certain extent, prevent the vehicle control subsystem from failing to receive the pre-start signal, thereby preventing the rail vehicle air conditioning system from failing to start.

[0052] According to embodiments of this disclosure, when the air conditioning activation switch is configured to the off position, a pre-start signal is no longer provided to the vehicle control subsystem.

[0053] According to embodiments of this disclosure, when it is necessary to shut down the air conditioning system of a rail vehicle, the driver can set the air conditioning activation switch to the off position, stopping the supply of a pre-start signal to the vehicle control subsystem. If the vehicle control subsystem does not receive a pre-start signal, it controls the first and second contactors in the electrical box to disconnect, stopping the overhead contact line from supplying power to the air conditioning equipment through the first and second contactors.

[0054] According to embodiments of this disclosure, when a current sensor detects a large current in a certain section of the line or a voltage sensor detects a large voltage in the contact network, the vehicle control subsystem controls the first and second contactors to switch from a closed state to an open state. This ensures that some air conditioners in each compartment can operate normally.

[0055] According to embodiments of this disclosure, the air conditioning system of a rail vehicle is controlled by an air conditioning activation switch. When it is necessary to turn off the air conditioning, the transmission of a pre-start signal to the vehicle control subsystem is stopped. If the vehicle control subsystem does not receive a pre-start signal, the first contactor and the second contactor are disconnected, so that the overhead contact line stops supplying power to the air conditioning equipment, thereby ensuring the safety of the rail vehicle's air conditioning system.

[0056] According to embodiments of this disclosure, the air conditioning equipment may further include a third contactor, a secondary power supply circuit, and an air conditioning load.

[0057] According to embodiments of this disclosure, the third contactor can be used to control the current input of the air conditioning equipment and also to control the current input of the secondary power supply circuit. It can be installed inside the air conditioning unit, and this is not limited. The secondary power supply circuit can be used to convert the high-voltage DC power provided by the contact network into DC power usable by the air conditioning load. The air conditioning load can be a power-consuming component in the air conditioner, including a compressor, condenser fan, etc.

[0058] According to embodiments of this disclosure, the safety of the rail vehicle's air conditioning system is further protected by controlling the power supply to the air conditioning equipment and secondary power circuit via a third contactor. The high-voltage DC power supplied by the overhead contact line is converted via the secondary power circuit, improving the operating efficiency of the air conditioning unit.

[0059] Figure 3 The diagram illustrates the control logic of a rail vehicle air conditioning system under normal conditions according to an embodiment of the present disclosure.

[0060] like Figure 3 As shown, the control logic of the rail vehicle air conditioning system under normal conditions may include the vehicle control subsystem 10, current sensor A, voltage sensor V, air conditioning controller 60, first contactor K1, second contactor K2, air conditioning activation switch S1, and power supply U.

[0061] According to an embodiment of this disclosure, the air conditioning activation switch S1 is powered by a power supply U and can be connected to the vehicle control subsystem 10 via a hardwire. The vehicle control subsystem 10 is connected to the current sensor A, voltage sensor V, air conditioning controller 60, first contactor K1, and second contactor K2 via Ethernet.

[0062] According to embodiments of this disclosure, the vehicle control subsystem 10 collects voltage and current data through current sensor A and voltage sensor V, and sends signals to the air conditioning controller 60, the first contactor K1, and the second contactor K2.

[0063] According to embodiments of this disclosure, the air conditioning unit may further include multiple air conditioning controllers, with each compartment's respective air conditioning controller capable of controlling multiple air conditioning devices within the same compartment. Each air conditioning controller controls only one air conditioning device, and each air conditioning device is controlled by only one air conditioning controller.

[0064] Figure 4 The flowchart illustrating the normal operation of the air conditioning unit in the vehicle control subsystem according to an embodiment of the present disclosure is shown.

[0065] like Figure 4 As shown, starting the air conditioning equipment under normal conditions of the vehicle control subsystem includes operations S410 to S480.

[0066] When operating S410, the driver sets the air conditioning activation switch to the activated position.

[0067] When operating S420, a pre-start signal is sent to the vehicle control subsystem.

[0068] When operating S430, the vehicle control subsystem forwards the pre-start signal to the air conditioning controller.

[0069] In operation S440, the air conditioning controller performs a self-test on the air conditioning equipment. If the air conditioning controller determines that the self-test has passed, it executes operation S450.

[0070] According to embodiments of this disclosure, self-testing of air conditioning equipment may include checking for internal faults within the air conditioning equipment.

[0071] When operating S450, the air conditioning controller sends a start confirmation signal to the vehicle control subsystem.

[0072] According to embodiments of this disclosure, the activation confirmation signal can be used to indicate that there are no faults inside the air conditioning equipment.

[0073] During operation S460, the vehicle control subsystem performs a self-test on the rail vehicle's air conditioning system. If the vehicle control subsystem determines that the rail vehicle's air conditioning system has passed the self-test, operation S770 is executed.

[0074] When operating S470, the vehicle control subsystem controls the closure of the first and second contactors to send an air conditioning start signal to the target air conditioning controller.

[0075] According to embodiments of this disclosure, the target air conditioning controller is an air conditioning controller that successfully returns a start confirmation signal. The air conditioning start signal is used to indicate that the air conditioning equipment can be started, and can be a continuous high-level network signal.

[0076] In operation S480, the target air conditioning controller controls the closure of the target third contactor.

[0077] According to embodiments of this disclosure, the target air conditioning device can be an air conditioning device without internal faults. The target secondary power supply circuit can be the secondary power supply circuit of the target air conditioning device. The target third contactor can be the third contactor of the target air conditioning device.

[0078] According to embodiments of this disclosure, after receiving a pre-start signal, the vehicle control subsystem, in addition to performing a self-test on the rail vehicle's air conditioning system, can also forward the pre-start signal to the air conditioning controller via Ethernet. Upon receiving the pre-start signal, the air conditioning controller performs a self-test on the corresponding air conditioning equipment. If the self-test of the air conditioning equipment passes, it returns a start confirmation signal to the vehicle control subsystem via Ethernet. If the self-test of the air conditioning equipment fails, it does not return a start confirmation signal to the vehicle control subsystem via Ethernet. The vehicle control subsystem receives the start confirmation signal via Ethernet and sends an air conditioning start signal to the target air conditioning controller that sent the start confirmation signal via Ethernet. The target air conditioning controller receives the air conditioning start signal via Ethernet and closes the third contactor by controlling its coil. After the third contactor closes, the contact network supplies power to the target air conditioning equipment.

[0079] According to embodiments of this disclosure, the fault status of the air conditioning equipment is confirmed through signal transmission between the vehicle control subsystem and the air conditioning controller. Before supplying power to the air conditioning equipment and its secondary power supply circuit, the air conditioning controller performs a self-test on the air conditioning equipment. Only after ensuring the self-test passes is the third contactor closed to avoid damage to the air conditioning equipment.

[0080] Figure 5 The flowchart illustrating the normal state of the vehicle control subsystem shutting down the air conditioning equipment according to an embodiment of the present disclosure is shown.

[0081] like Figure 5 As shown, the vehicle control subsystem shuts down the air conditioning equipment under normal conditions, including operations S510 to S540.

[0082] When operating S510, the driver sets the air conditioning switch to the off position.

[0083] When operating S520, stop sending pre-start signals to the vehicle control subsystem.

[0084] When operating S530, the vehicle control subsystem disconnects the first and second contactors, stopping the transmission of air conditioning start signals to the target air conditioning control system.

[0085] According to embodiments of this disclosure, if the vehicle control subsystem does not receive an air conditioning pre-start signal, in addition to controlling the first and second contactors to disconnect, it can also stop sending air conditioning start signals to the target air conditioning controller via Ethernet.

[0086] When operating S540, the target air conditioning control system controls the disconnection of the target third contactor.

[0087] According to embodiments of this disclosure, in addition to disconnecting the target third contactor when the target air conditioning control system does not receive an air conditioning start signal, the connection to the contact network can also be disconnected by controlling the disconnection of the target third contactor when the target air conditioning controller detects a large current.

[0088] According to embodiments of this disclosure, when it is necessary to turn off the air conditioning, the driver sets the air conditioning start button to the off position, stopping the transmission of air conditioning pre-start signals to the vehicle control subsystem. If the vehicle control subsystem does not receive an air conditioning pre-start signal, it stops sending air conditioning start signals to the target air conditioning controller. If the target air conditioning controller does not receive an air conditioning start signal, it controls the target third contactor in the target air conditioning device to disconnect, stopping power supply to the target air conditioning device.

[0089] According to embodiments of this disclosure, when it is necessary to turn off the air conditioner, the air conditioner controller is controlled to disconnect the third contactor through signal transmission between the vehicle control subsystem and the air conditioner controller to ensure that the air conditioner equipment is in a safe state.

[0090] According to embodiments of this disclosure, the conditions for the rail vehicle air conditioning system to pass self-test include, but are not limited to, the fluctuation of the power supply voltage fed back by the voltage sensor being within a first preset range, and the input current fed back by each of the multiple current sensors being within a second preset range.

[0091] According to an embodiment of this disclosure, in response to receiving a pre-start signal, the vehicle control subsystem acquires the power supply voltage of the overhead contact line and the power supply current of the air conditioning equipment through voltage and current sensors. If it is determined that the fluctuation of the power supply voltage fed back by the voltage sensor is within a first preset range and the input current fed back by the multiple current sensors is within a second preset range, the system determines that the rail vehicle air conditioning system has passed the self-test.

[0092] According to embodiments of this disclosure, the air conditioning system of the rail vehicle is self-tested through the vehicle control subsystem. Only when the power supply voltage of the overhead contact line and the power supply current of the air conditioning equipment are determined to be normal will the first contactor and the second contactor be closed to supply power to the air conditioning equipment, so as to avoid damage to the air conditioning equipment caused by excessive power supply current and voltage.

[0093] Figure 6 A schematic diagram of a secondary power supply circuit according to an embodiment of the present disclosure is shown.

[0094] like Figure 6 As shown, the secondary power supply circuit may include a protection module 610, an input filter module 620, an inverter module 630, a transformer 640, a rectifier module 650, and an output filter module 660.

[0095] According to embodiments of this disclosure, the protection module 610 may include devices such as fuses, and can be used to protect the secondary power supply circuit. The input filtering module 620 may include devices such as capacitors, and can be used to suppress interference signals input from the contact network. The inverter module 630 may be a resonant circuit, and can be used to convert the DC power supplied by the contact network into AC power. The transformer 640 can be used to convert the high-voltage AC power obtained by the inverter module 630 into low-voltage AC power. The rectifier module 650 may include devices such as diodes, and can be used to convert AC power into DC power. The output filtering module 660 may include devices such as capacitors, and can be used to filter out the AC component in the DC power obtained by the rectifier module 650.

[0096] According to embodiments of this disclosure, the first DC power supply can be a high-voltage DC power supply provided by the overhead contact line, and the second DC power supply can be a low-voltage DC power supply available for the air conditioning load. Specifically, the first DC power supply can be DC1500V or DC750V, and the second DC power supply can be DC600V.

[0097] Specifically, the secondary power supply circuit can include an input circuit, a power conversion circuit, an output rectifier and filter circuit, and a control circuit. The input circuit can consist of an input fuse, surge protection devices, a common-mode inductor, safety capacitors, contactors, filter inductors, reverse connection protection circuits, and a pre-charge circuit. The power conversion circuit converts the input DC1500V voltage into high-frequency energy, which is then transferred to the output by a transformer, and achieves insulation isolation between the input DC1500V and the output DC600V. Its switching devices are designed using silicon carbide MOSFETs, and the power circuit adopts a full-bridge topology. The resonant converter topology is simple and easy to implement soft switching, making it widely used in various electronic devices. The switching frequency can reach over 100kHz to improve power density and reduce size and weight. The output rectifier and filter circuit rectifies and filters the energy transferred by the high-frequency transformer to DC600V. The control circuit can include system control lines and a power conversion control circuit. The system control circuit includes bus voltage and current signal sampling, status feedback, analog quantity sampling, contactor and fan control circuits, communication circuits, hard-wired signals, etc. The power conversion control circuit includes inverter circuit drive circuits, high-frequency voltage and current sampling circuits, communication circuits, etc.

[0098] Specifically, the secondary power supply circuit can also include an input section, a buck chopper board, an inverter rectifier board, an output section, and a control section. The input section can consist of an input fuse, voltage and current sensors, reverse polarity protection diodes, an electromagnetic interference filter circuit, and a pre-charge circuit, partially integrated within the buck chopper board. The buck chopper board converts the input DC1500V voltage to a stable DC800V intermediate stage voltage, preparing for subsequent conversion stages. Its switching devices are designed using silicon carbide MOSFET modules, with a switching frequency increased to 34kHz to improve power density, reduce size and weight, and reduce operating noise. The inverter rectifier board can consist of a high-frequency inverter unit and a rectifier unit, converting the preceding DC800V into a stable DC600V output after inversion and rectification. Its internal switching devices and rectifier diodes also use silicon carbide MOSFETs and silicon carbide diodes, with a switching frequency increased to 40kHz to improve power density. The output section can consist of an output voltage and current sensor and an output EMI filter circuit, partially integrated within the inverter rectifier board and the I / O board. The control section can consist of a main control board and an inverter / rectifier control board. The main control board includes a core control board (A6) and an expansion I / O board (A5), used for acquiring status information and analog signals, driving contactors and fans, and transmitting external communication and hard-wired signals. The control board also implements the voltage regulation control function of the buck chopper board and records real-time characteristic data of its operating status for fault analysis. The inverter / rectifier control board is responsible for the output control of the downstream power supply.

[0099] The above are merely exemplary embodiments, but are not limited thereto. Other secondary power supply circuits known in the art are also included, as long as they can convert the high-voltage DC power provided by the contact network into low-voltage DC power usable by the air conditioning load.

[0100] According to embodiments of this disclosure, the control logic of the secondary power supply circuit can be implemented through a power start signal, an operation feedback signal, a fault feedback signal, a communication port, and power operation control logic. The power start signal can be a hard-wired signal, effective after the vehicle control subsystem issues a start-allow signal. Upon receiving the communication network and the power start signal (a continuous DC 110V high-level signal), the secondary power supply circuit checks for faults within itself and the vehicle's high voltage. If normal is detected, the power supply starts operating and outputs power externally. The operation signal can be a continuous DC 110V high-level signal output after the secondary power supply circuit is operating, or a continuous 0V low-level signal output when the secondary power supply circuit is not operating (e.g., no start signal, fault protection state, or no power). The fault feedback signal can be a continuous DC 110V high-level signal output when the secondary power supply circuit fails and stops, or a 0V low-level signal output when the secondary power supply circuit is operating normally. The communication port can communicate with the rail vehicle via Ethernet / MVB to transmit basic electrical parameters, operating status, and fault information. The power supply control logic can be as follows: When the air conditioning unit is running normally, the air conditioning controller sends a power start signal. After the power supply is working normally, it sends a running signal back. After receiving the running signal for 3 seconds, the air conditioning controller sends running signals sequentially to the fan inverter board, compressor inverter board, and condenser fan inverter board, and the air conditioning unit starts working normally. If there is a power supply fault, a fault signal is sent back, the air conditioning unit stops, and the power supply fault is uploaded to the vehicle control subsystem. When the air conditioning unit stops running, the compressor, condenser fan, and fan are shut down sequentially. After receiving the shutdown feedback signal, the air conditioning controller disconnects the power start signal, and the power supply stops outputting power.

[0101] The above are merely exemplary embodiments, but are not limited thereto, and also include other secondary power supply circuit control logic known in the art.

[0102] According to embodiments of this disclosure, the protection logic of the secondary power supply circuit can be implemented through input reverse connection protection, input over / under voltage protection, input overcurrent protection, output overvoltage protection, output undervoltage protection, overtemperature protection, power module fault protection composed of insulated gate bipolar transistors, output overload protection, output overcurrent and short circuit protection. Input reverse connection protection ensures that if the positive and negative wires at the DC input terminal are reversed, the system will not operate, and no components inside the enclosure will be damaged. After the reverse connection is eliminated, the system will resume operation. Input over / under voltage protection ensures that when the input voltage is below DC 950V, the system will provide input undervoltage protection; when the input voltage rises to above DC 1000V, the power supply will resume operation. When the input voltage is above DC 2050V, the system will provide output overvoltage protection; when the input voltage drops below DC 2000V, the power supply will resume operation. Input overcurrent protection can be achieved by installing a current sensor at the power input to sample the input current in real time; when the input current exceeds 50A, the equipment will immediately shut down for protection. Output overvoltage protection ensures that when the output voltage exceeds DC 750V, the equipment will immediately shut down for protection. Output undervoltage protection ensures the device immediately shuts down when the output voltage drops below DC450V after normal operation. Over-temperature protection immediately shuts down the system when the internal power unit module heatsink temperature exceeds 85℃. Insulated-gate bipolar transistor (IGBT) power module fault protection immediately shuts down the system when an IGBT power module experiences a short circuit or breakdown fault. When an IGBT power module experiences a short circuit fault, the driver can detect the short circuit fault by hardware-based detection of the saturation voltage drop, block the pulse, and report the fault. Output overload protection allows the system to operate normally for 60 seconds after an output overload (37.5kW) before shutting down. Output overcurrent and short-circuit protection immediately shuts down the system when an output overcurrent or short-circuit fault occurs. The matching of the secondary power supply circuit with the air conditioning load includes both the air conditioning equipment startup and shutdown phases. The air conditioning equipment startup phase can include the air conditioning controller receiving an air conditioning operation signal, simultaneously sending a start signal to the secondary power supply circuit via communication and hard-wired connections, and the secondary power supply circuit detecting any of these signals and controlling its operation. When the output voltage of the secondary power supply circuit exceeds a set value, it sends an operation signal via communication and hard-wired connections. After detecting normal operation of the secondary power supply circuit, the air conditioning controller sends a start signal to the corresponding frequency converter. Upon receiving an air conditioning stop signal, the air conditioning controller controls the air conditioning frequency converter to stop operating. After detecting that all frequency converters have stopped, the air conditioning controller simultaneously sends a stop signal to the secondary power supply circuit via communication and hard-wired connections. When the secondary power supply circuit simultaneously detects both communication and hard-wired stop signals, the power supply stops operating.

[0103] The above are merely exemplary embodiments, but are not limited thereto, and also include other secondary power supply circuit protection logic known in the art.

[0104] According to embodiments of this disclosure, the first DC power supplied by the contact network is directly converted into a second DC power usable by the air conditioning load through a secondary power supply circuit, replacing the conventional scheme of converting the contact network power supply voltage and current through an auxiliary inverter, thereby improving the power supply efficiency of the rail vehicle air conditioning system.

[0105] Figure 7 A schematic diagram of the main circuit of the rail vehicle air conditioning system under abnormal conditions of the vehicle control subsystem according to an embodiment of the present disclosure is shown.

[0106] like Figure 7 As shown, the main circuit of the rail vehicle air conditioning system under abnormal conditions of the vehicle control subsystem may include an overhead contact line 50, an electrical box 20, and multiple air conditioning units 40. The electrical box 20 includes a fourth contactor K4 and a fifth contactor K5. Each of the multiple air conditioning units 40 may include a third contactor K3.

[0107] According to an embodiment of this disclosure, one end of the fourth contactor K4 is connected to the contact wire K5. The other end of the fourth contactor K4 is connected to one end of the fifth contactor K5 and a portion of the multiple air conditioning units 40 in each of the multiple carriages, and the other end of the fifth contactor K5 is connected to another portion of the multiple air conditioning units 40 in each of the multiple carriages.

[0108] According to embodiments of this disclosure, the electrical box may further include a fourth contactor and a fifth contactor. One end of the fourth contactor is connected to the overhead contact line, and the other end is connected to one end of the fifth contactor and a portion of the air conditioning equipment in each of the multiple carriages. The other end of the fifth contactor is connected to another portion of the multiple air conditioning equipment in each of the multiple carriages. That is, the fourth and fifth contactors can be connected in series.

[0109] According to embodiments of this disclosure, a fourth contactor and a fifth contactor are installed in the electrical box to connect the air conditioning equipment to the overhead contact line. In the event of an malfunction in the vehicle control subsystem, the overhead contact line is controlled to supply power to the air conditioning equipment.

[0110] Figure 8 The schematic diagram illustrates the control logic of a rail vehicle air conditioning system under abnormal conditions of the vehicle control subsystem according to an embodiment of the present disclosure.

[0111] like Figure 8 As shown, the control logic of the rail vehicle air conditioning system under normal conditions can include the fourth contactor K4, the fifth contactor K5, the forced engagement switch S2, and the power supply U.

[0112] According to embodiments of this disclosure, the forced-connect switch S2 is powered by power supply U and can be connected to the fourth contactor K4 via a hard wire. There is no limitation on whether the fourth contactor K4 and the fifth contactor K5 can be connected via a hard wire.

[0113] According to embodiments of this disclosure, the rail vehicle air conditioning system may further include a forced activation switch, which may be located in the driver's cab and used to activate the rail vehicle air conditioning system in the event of an abnormality in the vehicle control subsystem.

[0114] Figure 9 A flowchart illustrating the activation of the air conditioning equipment under abnormal conditions in the vehicle control subsystem according to an embodiment of the present disclosure is shown.

[0115] like Figure 9 As shown, starting the air conditioning equipment under abnormal conditions of the vehicle control subsystem includes operations S910 to S940.

[0116] When operating S910, the driver sets the forced engagement switch to the engaged position.

[0117] When operating S920, the fourth and fifth contactors are closed, sending a forced start signal to the air conditioning controller.

[0118] According to embodiments of this disclosure, a forced start signal indicates that the air conditioning equipment is forcibly started when an abnormality occurs in the vehicle control subsystem.

[0119] In operation S930, the air conditioning controller performs a self-test on the air conditioning equipment. If the air conditioning controller confirms that the self-test has passed, operation S1040 is executed.

[0120] When operating S940, the air conditioning controller controls the closure of the third contactor.

[0121] According to embodiments of this disclosure, the driver determines that the rail vehicle is in a high-voltage state, including but not limited to the pantograph being in the raised state and the current collector being in the energized state, and sets the forced-start switch to the engaged position. The forced-start control switch controls the fourth and fifth contactors to close, and simultaneously sends a forced-start signal to the air conditioning controller via a hard wire. Upon receiving the forced-start signal, the air conditioning controller performs a self-test on the air conditioning equipment. If the self-test passes, it controls the third contactor to close.

[0122] Figure 10 A flowchart illustrating the process of shutting down the air conditioning unit in an abnormal state of the vehicle control subsystem according to an embodiment of the present disclosure is shown.

[0123] like Figure 10 As shown, shutting down the air conditioning equipment under abnormal conditions of the vehicle control subsystem includes operations S1010 to S1030.

[0124] When operating S1010, the driver sets the forced engagement switch to the off position.

[0125] In operation S1020, the fourth and fifth contactors are disconnected, stopping the sending of forced start signals to the air conditioning controller.

[0126] When operating S1030, the air conditioning controller disconnects the third contactor.

[0127] According to embodiments of this disclosure, the air conditioning controller is directly controlled by a forced-on switch, which avoids the inability to start the rail vehicle air conditioning system when there is an abnormality in the vehicle control subsystem and the rail vehicle power supply is normal, thus ensuring the normal operation of the rail vehicle air conditioning system and improving passenger comfort.

[0128] According to embodiments of this disclosure, program code for executing the computer programs provided in embodiments of this disclosure can be written in any combination of one or more programming languages. Specifically, these computational programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, languages ​​such as Java, C++, Python, "C", or similar programming languages. The program code can execute entirely on the user's computing device, partially on the user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0129] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features recited in the various embodiments and / or claims of this disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not expressly described in this disclosure. In particular, the features described in the various embodiments and / or claims of this disclosure may be combined and / or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0130] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. The scope of this disclosure is defined by the appended claims and their equivalents. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. A rail vehicle air conditioning system, comprising: a vehicle control subsystem, an electrical box, and an air conditioning unit respectively arranged in each of a plurality of carriages included in a rail vehicle; wherein the electrical box comprises a first contactor and a second contactor, the air conditioning unit comprises a plurality of air conditioning devices, wherein a part of the plurality of air conditioning devices of each of the plurality of carriages are configured to be connected to a catenary through the first contactor, and another part of the plurality of air conditioning devices of each of the plurality of carriages are configured to be connected to the catenary through the second contactor; wherein the vehicle control subsystem is configured to, in response to receiving a pre-start signal, perform a self-checking process on the rail vehicle air conditioning system, and in the case of determining that the self-checking passes, control the first contactor and the second contactor to be closed respectively, so that the catenary supplies power to the plurality of air conditioning devices respectively included in the plurality of carriages. 2.The rail vehicle air conditioning system of claim 1, further comprising: a voltage sensor arranged in the electrical box, and a current sensor respectively arranged at an input end of each of the plurality of air conditioning devices of each of the plurality of carriages; wherein the voltage sensor is configured to collect a supply voltage of the catenary and send the supply voltage to the vehicle control subsystem; the current sensor is configured to collect an input current of the air conditioning device connected to the current sensor and send the input current to the vehicle control subsystem.

3. The rail vehicle air conditioning system of claim 2, wherein, the vehicle control subsystem is configured to determine that the rail vehicle air conditioning system passes the self-checking in the case of determining that a fluctuation of the supply voltage fed back by the voltage sensor is within a first preset range, and input currents respectively fed back by the plurality of current sensors are within a second preset range. 4.The rail vehicle air conditioning system of claim 2, further comprising an air conditioning input switch; wherein, in the case of the air conditioning input switch being set to an input position, the air conditioning input switch is configured to continuously provide the pre-start signal to the vehicle control subsystem.

5. The rail vehicle air conditioning system of claim 4, wherein, in the case of the air conditioning input switch being set to a disconnect position, the air conditioning input switch is configured to no longer provide the pre-start signal to the vehicle control subsystem; the vehicle control subsystem is configured to control the first contactor and the second contactor to be disconnected respectively in the case of not receiving the pre-start signal.

6. The rail vehicle air conditioning system of claim 1, wherein, the air conditioning device comprises a third contactor, a secondary power supply circuit, and an air conditioning load; wherein one end of the third contactor is configured to be connected to an input end of the air conditioning device, the other end of the third contactor is configured to be connected to an input end of the secondary power supply circuit, and an output end of the secondary power supply circuit is configured to be connected to the air conditioning load.

7. The rail vehicle air conditioning system of claim 6, wherein, the secondary power supply circuit comprises a protection module, an input filter module, an inverter module, a transformer, a rectifier module, and an output filter module; wherein the secondary power supply circuit is configured to obtain first direct current provided by the catenary through the third contactor, convert the first direct current to obtain second direct current, and supply the second direct current to the air conditioning load.

8. The rail vehicle air conditioning system of claim 6, wherein, the air conditioning device further comprises an air conditioning controller; The vehicle control subsystem is configured to forward the pre-start signal to a plurality of air conditioner controllers of the plurality of carriages respectively in response to receiving the pre-start signal; The air conditioner controller is configured to perform a self-checking process on the air conditioning equipment in response to receiving the pre-start signal, and return a start confirmation signal to the vehicle control subsystem in the case of determining that the self-checking is passed; The vehicle control subsystem is configured to send an air conditioner start signal to a target air conditioner controller in the case of receiving the start confirmation signal from the target air conditioner controller, wherein the target air conditioner controller belongs to the plurality of air conditioner controllers; The target air conditioner controller is configured to control a target third contactor included in a target air conditioning equipment associated with the target air conditioner controller to be closed in response to receiving the air conditioner start signal, so that the catenary supplies power to a target secondary power supply circuit included in the target air conditioning equipment.

9. The rail vehicle air conditioning system of claim 8, wherein, The vehicle control subsystem is configured to stop sending the air conditioner start signal to the target air conditioner controller in the case of not receiving the pre-start signal; The target air conditioner controller is configured to control the target third contactor to be opened in the case of not receiving the air conditioner start signal.

10. The rail vehicle air conditioning system of claim 8, wherein, The electrical box further comprises a fourth contactor and a fifth contactor; The one end of the fourth contactor is configured to be connected to the catenary, and the other end of the fourth contactor is configured to be connected to one end of the fifth contactor and one part of the plurality of air conditioning equipment of the plurality of carriages respectively, and the other end of the fifth contactor is configured to be connected to another part of the plurality of air conditioning equipment of the plurality of carriages respectively.

11. The rail vehicle air conditioning system of claim 10, further comprising a forced-engage switch; wherein In the case of the forced-engage switch being set to an engage position, the forced-engage switch is configured to control the fourth contactor and the fifth contactor to be closed, and send a forced start signal to the plurality of air conditioner controllers of the plurality of carriages respectively; The air conditioner controller is configured to perform a self-checking process on the air conditioning equipment in response to receiving the forced start signal, and control the third contactor of the air conditioning equipment to be closed in the case of determining that the self-checking is passed.

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