Train power supply switching method, whole vehicle controller, train and storage medium

Abstract

The application discloses a power supply switching method of a train, a whole vehicle controller, the train and a storage medium. The power supply switching method comprises the following steps: controlling the train to stop before entering a non-electric area from an electric area; controlling the train to switch from power supply of a catenary to power supply of a battery pack; and controlling the train to be pulled to the non-electric area. According to the power supply switching method of the train, the whole vehicle controller, the train and the storage medium, the vehicle can safely pass through the non-electric area, and the operation scene of the train is enriched.

Description

Technical Field

[0001] This application relates to the field of train control technology, and more specifically to a power supply switching method for a train, a vehicle controller, a train, and a storage medium. Background Technology

[0002] Currently, trains typically operate in energized areas, drawing power from the overhead contact line via pantographs to drive traction motors and other equipment. Trains generally cannot pass through de-energized areas because they cannot obtain power from the contact line, thus limiting their operational scenarios.

[0003] Therefore, improvements are needed to at least partially address the aforementioned problems. Summary of the Invention

[0004] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. The summary section of this invention is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] To at least partially solve the above problems, according to a first aspect of the present invention, a method for switching the power supply of a train is provided, comprising:

[0006] The train is controlled to stop before entering a de-energized area from an energized area;

[0007] Control the train to switch from overhead contact line power supply to battery pack power supply;

[0008] Control the train to be pulled to the area without power.

[0009] For example, controlling the train to stop before entering a de-energized area from an energized area includes:

[0010] The train is controlled to stop in the electrified area according to a stop command from the signaling system, wherein the signaling system sends the stop command to the train when it determines that the train is about to enter the de-electrified area from the electrified area.

[0011] For example, controlling the train to switch from overhead contact line power to battery pack power includes:

[0012] The battery management system is controlled to power up the battery according to the power supply switching command from the signal system, wherein the signal system sends the power supply switching command to the train when it determines that the train is about to enter the de-energized area from the energized area;

[0013] After the battery management system successfully powers on the battery, it controls the traction inverter, auxiliary converter, and air conditioner to power on the battery.

[0014] For example, before the control of the traction inverter, auxiliary converter, and air conditioner to power the battery, the method further includes:

[0015] Control the traction inverter, the auxiliary converter, and the air conditioner to perform high-voltage power-off.

[0016] For example, the control of the battery management system to power on the battery includes:

[0017] Disconnect the positive and negative busbars in the high-voltage distribution box from the contact network;

[0018] Establish the connection between the positive bus and the negative bus and the battery pack.

[0019] For example, controlling the traction inverter, auxiliary converter, and air conditioner to power the battery includes:

[0020] Establish connections between the positive bus and the negative bus and the traction inverter, the auxiliary converter, and the air conditioner.

[0021] For example, the traction inverter, the auxiliary converter, and the air conditioner all include a main contactor and a pre-charge contactor and a pre-charge resistor connected in parallel with the main contactor. The pre-charge contactor and the pre-charge resistor are connected in series. The main contactor is used to connect to the positive bus.

[0022] The connection between the positive busbar and the negative busbar in the high-voltage distribution box and the traction inverter, the auxiliary converter, and the air conditioner includes:

[0023] Disconnect the main contactor in the traction inverter, the auxiliary converter, and the air conditioner, and close the pre-charge contactor in the traction inverter, the auxiliary converter, and the air conditioner to perform pre-charge;

[0024] After pre-charging is completed, close the main contactor in the traction inverter, the auxiliary converter, and the air conditioner, and disconnect the pre-charging contactor in the traction inverter, the auxiliary converter, and the air conditioner.

[0025] For example, controlling the train to be pulled to the de-energized area includes:

[0026] A power supply switchover success command is sent to the signaling system, wherein the signaling system, upon receiving the power supply switchover success command, sends a traction command to the train;

[0027] The train is controlled to be pulled to the de-energized area according to the traction command from the signaling system.

[0028] According to a second aspect of the present invention, a vehicle controller is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the power supply switching method as described above.

[0029] According to a third aspect of the invention, a train is provided that includes a vehicle controller as described above.

[0030] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing a computer program that, when executed by a processor, implements the power supply switching method as described above.

[0031] According to the power supply switching method, vehicle controller, train, and storage medium of the present invention, by switching the train from overhead contact line power supply to battery pack power supply before the train enters a power-deprived area, the train can safely pass through the power-deprived area under the drive of the battery pack, thus enriching the train's operating scenarios. Attached Figure Description

[0032] The following drawings, which are incorporated herein by reference and are used to understand this application, illustrate embodiments of the invention and their descriptions, thereby explaining the apparatus and principles of the invention. In the drawings,

[0033] Figure 1 This is a schematic diagram of a train communication topology according to an embodiment of this application;

[0034] Figure 2 This is a schematic diagram of a train section structure according to an embodiment of this application.

[0035] Figure 3 This is a flowchart illustrating a power supply switching method for a train according to an embodiment of this application;

[0036] Figure 4 for Figure 3 A detailed flowchart of step S200 is shown below;

[0037] Explanation of reference numerals in the attached figures:

[0038] 100-Train, 110-Vehicle controller, 120-Battery management system, 130-Traction inverter, 140-Auxiliary converter, 150-Air conditioner, 160-High voltage distribution box, 161-Positive busbar, 162-Negative busbar, 170-Battery pack, 180-Battery distribution box;

[0039] 200-Signal System;

[0040] 300-Contact wire mesh. Detailed Implementation

[0041] The following description provides numerous specific details to offer a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with this application.

[0042] It should be understood that this application can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, providing these embodiments will make the disclosure thorough and complete, and will fully convey the scope of this application to those skilled in the art. In the drawings, for clarity, the dimensions and relative dimensions of layers and regions may be exaggerated. The same reference numerals denote the same elements throughout.

[0043] It should be understood that although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or parts, these elements, components, areas, layers, and / or parts should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer, or part from another element, component, area, layer, or part. Therefore, without departing from the teachings of this application, the first element, component, area, layer, or part discussed below may be referred to as the second element, component, area, layer, or part.

[0044] Spatial relation terms such as "below," "under," "below," "under," "above," and "above" are used here for convenience to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms are intended to also include different orientations of devices in use and operation.

[0045] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of this application. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising” and / or “including,” when used in this specification, identify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0046] Embodiments of the invention are described herein with reference to cross-sectional views that serve as schematic diagrams of preferred embodiments (and intermediate structures) of this application. Thus, variations in the shown shape are contemplated due to, for example, manufacturing techniques and / or tolerances. Therefore, embodiments of this application should not be limited to the specific shapes shown herein, but include shape deviations due to, for example, manufacturing processes. Consequently, the figures are substantially schematic, and their shapes are not intended to show the actual shape of the device and are not intended to limit the scope of this application.

[0047] See attached document Figure 1-4 An exemplary description will be given of a power supply switching method for a train 100 according to an embodiment of this application.

[0048] See appendix Figure 1 , 2 In this embodiment of the application, the train 100 includes a vehicle controller 110 (Central Control Unit, CCU, also known as a central control unit), a battery management system 120, a traction inverter 130, an auxiliary converter 140, an air conditioner 150, a high-voltage distribution box 160, a battery pack 170, and a battery distribution box 180.

[0049] The vehicle controller 110 is communicatively connected to the signal system 200, and also to the battery management system 120, traction inverter 130, auxiliary converter 140, and air conditioning 150, for example, via a CAN bus or an Ethernet connection. Thus, the vehicle controller 110 can control the battery management system 120, traction inverter 130, auxiliary converter 140, and air conditioning 150 according to instructions from the signal system 200.

[0050] The signaling system 200 can acquire the real-time position of the train 100 through a positioning device installed on the train 100, and it has an accurate location map of the electrified and de-electrified zones. Therefore, the signaling system 200 can determine whether the train 100 is about to enter a de-electrified zone from an electrified zone based on the train 100's current position and the accurate location map. The signaling system 200 can control the train 100 through interaction with the vehicle controller 110. The signaling system 200 may include, for example, an Automatic Train Control (ATC) system and a depot / parking lot signaling control system; its specific structural composition is known to those skilled in the art and will not be described in detail here.

[0051] In this embodiment, the high-voltage distribution box 160 is electrically connected to the contact network 300 and is used to receive power from the contact network 300. In this embodiment, the contact network 300 is a third-rail contact network. The conductive rail of the third-rail contact network is located beside the vehicle's running track. The conductive rail is electrically connected to the high-voltage distribution box 160 through a current collector shoe to transfer electrical energy (e.g., 750V DC) to the high-voltage distribution box 160. In other embodiments, the contact network 300 can be an overhead flexible contact network or an overhead rigid contact network, which is electrically connected to the high-voltage distribution box 160 through a pantograph to transfer electrical energy to the high-voltage distribution box 160. The high-voltage distribution box 160 is provided with a positive busbar 161 and a negative busbar 162. A high-speed circuit breaker (HSBC) is installed on the positive busbar 161, and a negative contactor (KM1) is installed on the negative busbar 162. The traction inverter 130 and auxiliary converter 140 are both connected to the positive bus 161 and the negative bus 162 to obtain electrical energy from them for operation. The auxiliary converter 140 is connected to the battery pack 170 through the battery distribution box 180, and can supply electrical energy from the positive bus 161 and the negative bus 162 to the battery pack 170 to charge it. The positive and negative terminals of the battery pack 170 are connected to the positive bus 161 and the negative bus 162 through the battery distribution box 180. The battery distribution box 180 is equipped with a positive contactor KM2 and a negative contactor KM3. The two ends of the positive contactor KM2 are connected to the positive terminal of the battery pack 170 and the positive bus 161, respectively, and the two ends of the negative contactor KM3 are connected to the negative terminal of the battery pack 170 and the negative bus 162, respectively.

[0052] The battery management system 120 is used to realize battery status detection (including real-time detection of voltage, current, temperature, etc. of the power battery pack 170), battery status analysis (including calculation of the SOC (State of Charge, remaining capacity) and aging degree of the power battery pack 170), battery safety protection (including timely alarm and corresponding fault handling when problems such as overcurrent, overcharge, over-discharge, and over-temperature occur), energy control management (including reasonable current control during charging and discharging to prevent overcharge and over-discharge faults), and battery information management (including sending the main information of the power battery pack 170, such as current, voltage, temperature, SOC, and aging degree, to the CCU). The battery management system 120 is also used to control the closing and opening of the high-speed circuit breaker HSBC, negative contactor KM1, positive contactor KM2, and negative contactor KM3. When the battery management system 120 controls the high-speed circuit breaker HSBC and the negative contactor KM1 to close, and controls the positive contactor KM2 and the negative contactor KM3 to open, the high-voltage distribution box 160 obtains power from the contact network 300 to supply power to the traction inverter 130, the auxiliary converter 140, and the air conditioner 150. When the battery management system 120 controls the high-speed circuit breaker HSBC and the negative contactor KM1 to open, and controls the positive contactor KM2 and the negative contactor KM3 to close, the high-voltage distribution box 160 no longer obtains power from the contact network 300, and the battery pack 170 supplies power to the high-voltage distribution box 160, which in turn supplies power to the traction inverter 130, the auxiliary converter 140, and the air conditioner 150.

[0053] In this embodiment, the traction inverter 130, auxiliary converter 140, and air conditioner 150 each include a main contactor and a pre-charge contactor and a pre-charge resistor connected in parallel with the main contactor. The pre-charge contactor and the pre-charge resistor are connected in series. The main contactor is used to connect to the positive bus 161. Specifically, the traction inverter 130 includes a main contactor KM4, a pre-charge contactor KM5, and a pre-charge resistor R1. The traction inverter 130 is connected to the positive bus 161 through the main contactor KM4. The pre-charge contactor KM5 and the pre-charge resistor R1 are connected in series, and the pre-charge contactor KM5 and the pre-charge resistor R1 are connected in parallel with the main contactor KM4. The contactors KM4, KM5, and R1 can be installed in the high-voltage distribution box 160. The contactors KM4 and KM5 are controlled by the traction inverter 130 to operate. The auxiliary converter 140 includes a main contactor KM6, a pre-charge contactor KM7, and a pre-charge resistor R2. The auxiliary converter 140 is connected to the positive bus 161 via the main contactor KM6. The pre-charge contactor KM7 and the pre-charge resistor R2 are connected in series, and the pre-charge contactor KM7 and the pre-charge resistor R2 are connected in parallel with the main contactor KM6. The air conditioner 150 includes a main contactor KM8, a pre-charge contactor KM9, and a pre-charge resistor R3. The air conditioner 150 is connected to the positive bus 161 via the main contactor KM8. The pre-charge contactor KM8 and the pre-charge resistor R3 are connected in series, and the pre-charge contactor KM9 and the pre-charge resistor R3 are connected in parallel with the main contactor KM8.

[0054] In this embodiment, the train 100 includes multiple carriages, each of which has the aforementioned battery management system 120, traction inverter 130, auxiliary converter 140, air conditioner 150, high-voltage distribution box 160, battery pack 170 and battery distribution box 180.

[0055] See appendix Figure 3 In this embodiment of the application, the power supply switching method for train 100 includes the following steps:

[0056] S100: Controls train 100 to stop before it enters a non-electric zone from an electrified zone.

[0057] Specifically, the signaling system 200 can determine whether the train 100 is about to enter the de-energized zone from the energized zone based on the train 100's current position and the accurate location map of the energized and de-energized zones. The signaling system 200 can also determine whether the train 100 is about to enter the de-energized zone based on whether the distance between the train 100 and the de-energized zone is less than a set threshold or other suitable judgment conditions. When it is determined that the train 100 is about to enter the de-energized zone, a stop command is sent to the train 100's vehicle controller 110. The vehicle controller 110 determines in real time whether it has received the stop command from the signaling system 200. Upon receiving the stop command, it controls the vehicle's braking system to apply the brakes, thereby stopping the train 100 in the energized zone.

[0058] S200: Controls the train 100 to switch from power supply from the overhead contact line 300 to power supply from the battery pack 170.

[0059] Specifically, when the signaling system 200 determines that the train 100 is about to enter a de-energized area from an energized area, it sends a power supply switching command to the vehicle controller 110 of the train 100. After receiving the power supply switching command, the vehicle controller 110 controls the battery management system 120, traction inverter 130, auxiliary converter 140 and air conditioning 150 to operate accordingly, so that the train 100 switches from power supply from the overhead contact line 300 to power supply from the battery pack 170.

[0060] See appendix Figure 4 Step S200 specifically includes:

[0061] S210: Control the battery management system 120 to power on the battery according to the power supply switching command from the signal system 200.

[0062] In this step, after receiving the power supply switching command from the signal system 200, the vehicle controller 110 sends a battery power-on command to the battery management system 120. Upon receiving the battery power-on command, the battery management system 120 disconnects the positive bus 161 and negative bus 162 in the high-voltage distribution box 160 from the contact network 300, causing the vehicle to stop receiving power from the contact network 300. Simultaneously, it establishes the connection between the positive bus 161 and negative bus 162 in the high-voltage distribution box 160 and the battery pack 170, so that the positive bus 161 and negative bus 162 are powered through the battery pack 170. Specifically, the battery management system 120 controls the high-speed circuit breaker HSBC and the negative contactor KM1 to open, and controls the positive contactor KM2 and the negative contactor KM3 to close. After confirming that the high-speed circuit breaker HSBC and the negative contactor KM1 have been successfully disconnected and the positive contactor KM2 and the negative contactor KM3 have been successfully closed, the battery management system 120 sends a battery power-on success command to the vehicle controller 110.

[0063] S220: After the battery management system 120 successfully powers on the battery, it controls the traction inverter 130, auxiliary converter 140 and air conditioner 150 to power on the battery.

[0064] In this step, after receiving a power-on success command from the battery management system 120, the vehicle controller 110 establishes connections between the positive bus 161 and the negative bus 162 and the traction inverter 130, auxiliary converter 140, and air conditioner 150 to supply power to these components via the positive and negative buses 161 and 162. Specifically, the vehicle controller 110 sends a battery power-on command to the traction inverter 130, auxiliary converter 140, and air conditioner 150. Upon receiving the battery power-on command, the traction inverter 130 first closes the pre-charge contactor KM5 for pre-charging, while the main contactor KM4 is open. After pre-charging is complete, the main contactor KM4 closes, and the pre-charge contactor KM5 opens. After the main contactor KM4 successfully closes and the pre-charge contactor KM5 successfully opens, the traction inverter 130 sends a power-on success command to the vehicle controller 110. After receiving the battery power-on command, the auxiliary inverter 140 first closes the pre-charge contactor KM7 to perform pre-charging. At this time, the main contactor KM6 is in the open state. After pre-charging is complete, the main contactor KM7 is closed, and the pre-charge contactor KM7 is opened. After the main contactor KM6 is successfully closed and the pre-charge contactor KM7 is successfully opened, the auxiliary inverter 140 sends a power-on success command to the vehicle controller 110. After receiving the battery power-on command, the air conditioner 150 first closes the pre-charge contactor KM9 to perform pre-charging. At this time, the main contactor KM8 is in the open state. After pre-charging is complete, the main contactor KM8 is closed, and the pre-charge contactor KM9 is opened. After the main contactor KM8 is successfully closed and the pre-charge contactor KM9 is successfully opened, the air conditioner 150 sends a power-on success command to the vehicle controller 110. By closing the pre-charge contactor first and then the main contactor, current surges can be effectively avoided, ensuring a smooth power-on for the traction inverter 130, auxiliary inverter 140, and air conditioner 150.

[0065] In this embodiment of the application, before step S420, there is a step of controlling the traction inverter 130, the auxiliary converter 140 and the air conditioner 150 to perform high voltage power-off.

[0066] Specifically, after receiving the power supply switching command from the signal system 200, the vehicle controller 110 sends a power-off command to the traction inverter 130, auxiliary converter 140, and air conditioner 150, causing them to first stop operating and then disconnect their respective main contactors, thereby disconnecting from the positive bus 161 in the high-voltage distribution box 160. This method allows for a smooth power-off of the traction inverter 130, auxiliary converter 140, and air conditioner 150.

[0067] S 300: Control train 100 to be pulled to the area without power.

[0068] In this step, after receiving power-on success commands from the traction inverter 130, auxiliary converter 140, and air conditioner 150, the vehicle controller 110 sends a power supply switching success command to the signaling system 200. Upon receiving the power supply switching success command, the signaling system 200 sends a traction command to the vehicle controller 110 of the train 100. Based on the traction command from the signaling system 200, the vehicle controller 110 controls the traction motors of the train 100 to operate, thereby traction the train 100 to the area without power.

[0069] According to the power supply switching method of this application embodiment, by switching the power supply of the train 100 from the overhead contact line 300 to the battery pack 170 before the train 100 enters the de-energized area, the train 100 can safely pass through the de-energized area under the drive of the battery pack 170, enriching the operating scenarios of the train 100. Furthermore, it can achieve a smooth switching without affecting the overall train operation rhythm, avoiding impact voltage and current on load products (such as the traction inverter 130) during switching, extending the service life of load products and reducing usage risks.

[0070] This application also provides a vehicle controller, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the power supply switching method described above.

[0071] This application also provides a train that includes the vehicle controller described above.

[0072] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the power switching method described above.

[0073] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0074] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0075] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed.

[0076] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0077] Similarly, it should be understood that, in order to streamline this application and aid in understanding one or more of the various inventive aspects, features of this application may sometimes be grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of this application. However, this approach should not be construed as reflecting an intention that the claimed application requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its inventive point lies in solving the corresponding technical problem with features fewer than all features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0078] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or elements of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature serving the same, equivalent, or similar purpose.

[0079] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features but not others included in other embodiments, combinations of features from different embodiments are intended to be within the scope of this application and form different embodiments. For example, in the claims, any one of the claimed embodiments can be used in any combination.

[0080] It should be noted that the above embodiments are illustrative of this application and not restrictive of this application, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims.

Claims

1. A method for switching power supply to a train, characterized in that, include: The train is controlled to stop before entering a de-energized area from an energized area; Control the train to switch from overhead contact line power supply to battery pack power supply; Control the train to be pulled to the power-deprived area; The control of switching the train from overhead contact line power supply to battery pack power supply includes: The power supply switching command from the signaling system is used to control the battery management system to power up the battery; wherein, the signaling system sends the power supply switching command to the train when it determines that the train is about to enter the de-energized area from the energized area; after the battery management system successfully powers up the battery, it controls the traction inverter, auxiliary converter and air conditioner to power up the battery. Before the traction inverter, auxiliary converter, and air conditioner are powered on by the battery, the method further includes: controlling the traction inverter, the auxiliary converter, and the air conditioner to perform high-voltage power-off. The process of controlling the traction inverter, auxiliary converter, and air conditioner to power the battery includes: establishing connections between the positive and negative busbars and the traction inverter, auxiliary converter, and air conditioner; The traction inverter, the auxiliary converter, and the air conditioner all include a main contactor and a pre-charge contactor and a pre-charge resistor connected in parallel with the main contactor. The pre-charge contactor and the pre-charge resistor are connected in series. The main contactor is used to connect to the positive bus. The connection between the positive and negative busbars in the high-voltage distribution box and the traction inverter, the auxiliary converter, and the air conditioner includes: closing the pre-charge contactor in the traction inverter, the auxiliary converter, and the air conditioner to perform pre-charge; after pre-charge is completed, closing the main contactor in the traction inverter, the auxiliary converter, and the air conditioner, and disconnecting the pre-charge contactor in the traction inverter, the auxiliary converter, and the air conditioner.

2. The power supply switching method according to claim 1, characterized in that, The control of stopping the train before it enters a de-energized area from an electrified area includes: The train is controlled to stop in the electrified area according to a stop command from the signaling system, wherein the signaling system sends the stop command to the train when it determines that the train is about to enter the de-electrified area from the electrified area.

3. The power supply switching method according to claim 1, characterized in that, The control of the battery management system to power on the battery includes: Disconnect the positive and negative busbars in the high-voltage distribution box from the contact network; Establish the connection between the positive bus and the negative bus and the battery pack.

4. The power supply switching method according to claim 1, characterized in that, The control of the train to be pulled to the de-energized area includes: A power supply switchover success command is sent to the signaling system, wherein the signaling system, upon receiving the power supply switchover success command, sends a traction command to the train; The train is controlled to be pulled to the de-energized area according to the traction command from the signaling system.

5. A vehicle controller, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the power switching method as described in any one of claims 1-4.

6. A train, characterized in that, Includes the vehicle controller as described in claim 5.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the power switching method according to any one of claims 1-4.

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