High-altitude distributed air supply system and method for train and train

Abstract

The invention discloses a high-altitude distributed air supply system and method for a train and the train, and relates to the technical field of train air supply equipment, each air compressor unit is arranged at the bottom of one compartment of the train, and a main pipeline penetrates through all the compartments; each air compressor unit is connected with the main pipeline located in the corresponding compartment through an electromagnetic valve, the oxygen generator in each compartment is connected with the main pipeline located in the corresponding compartment through an auxiliary pipeline, and the main pipeline of each compartment is connected to a connecting pipeline between a braking system and braking air source equipment in the corresponding compartment through a bypass pipeline. Each auxiliary pipeline is provided with an electromagnetic valve, the main pipelines located in different carriages are connected through the electromagnetic valves and form a whole-train air source sharing structure, and each bypass pipeline is provided with an electromagnetic valve. Based on the distributed air supply system, the use efficiency of the high-altitude oxygen production air compressor is improved, the load of the brake air compressor is reduced, and the reliability of the air supply system is improved.

Description

Technical Field

[0001] This application relates to the field of train air supply equipment technology, and in particular to a high-altitude distributed air supply system and method for trains, and a train. Background Technology

[0002] In existing high-altitude rail passenger vehicles, the compressed air required for different functions is typically supplied by multiple specialized air compressors, such as oxygen-generating air compressors, brake air compressors, door-operated air compressors, flushing air compressors, and air spring air compressors. This configuration suffers from poor interoperability, a large number of devices, large space occupation, high failure rate, and complex maintenance. Especially in high-altitude areas, oxygen production is crucial for the comfort and safety of passengers and staff, while brake air is related to driving safety; both require high-quality and reliable compressed air. Because existing systems operate with various air compressors independently, it is difficult to achieve efficient utilization of the air compressors. Furthermore, failure of some equipment can easily cause the entire train's operation to be disrupted or even pose safety hazards. Therefore, how to improve the utilization efficiency of high-altitude oxygen-generating air compressors, reduce the load on brake air compressors, and enhance the reliability of the air supply system has become an urgent technical problem to be solved in this field. Summary of the Invention

[0003] In view of the above problems, this application provides a high-altitude distributed air supply system and method for trains, as well as a train itself, to improve the efficiency of high-altitude oxygen-generating air compressors, reduce the load on braking air compressors, and enhance the reliability of the air supply system. The specific solution is as follows:

[0004] The first aspect of this application provides a high-altitude distributed air supply system for trains, including: an air compressor unit for an oxygen generator, a main pipeline, a secondary pipeline, a bypass pipeline, a solenoid valve, and a controller. Each air compressor unit is located at the bottom of a carriage of the train, and the main pipeline runs through each carriage.

[0005] Each air compressor unit is connected to the main pipeline located in the compartment via a solenoid valve. Each oxygen generator in the compartment is connected to the main pipeline located in the compartment via a secondary pipeline. The main pipeline of each compartment is connected to the connecting pipeline between the braking system and the brake air source equipment in the compartment via a bypass pipeline.

[0006] Each secondary pipeline is equipped with an electromagnetic valve. The main pipelines located in different carriages are connected by electromagnetic valves to form a shared air source structure for the entire train. Each bypass pipeline is equipped with an electromagnetic valve. The air compressor unit and electromagnetic valves are all connected to the controller.

[0007] Optionally, the method also includes: at least one backup air compressor unit connected to the main line via a solenoid valve.

[0008] Optionally, the main pipeline of each car is connected to the gas port of the sliding door in that car via a secondary pipeline equipped with a solenoid valve.

[0009] Optionally, the main pipeline of each carriage is connected to the gas port of the toilet in that carriage via a secondary pipeline equipped with a solenoid valve.

[0010] Optionally, the main pipeline of each car is connected to the air supply port of the air spring in that car via a secondary pipeline equipped with a solenoid valve.

[0011] Optional, the air compressor unit includes:

[0012] The system includes a drive motor, a compression chamber, an oil-gas separator and storage tank, an oil temperature control valve, an oil cooler, an oil filter, an intake air filter, an intake valve, a loading and unloading valve, an oil separator, a compressed air cooler, a water vapor separator, an oil dust filter, an oil-gas adsorber, a dryer, a dust filter, and an air cylinder. The drive motor is connected to the compression chamber to drive it. The output of the intake air filter is connected to the input of the intake valve. The first output of the intake valve is connected to the loading and unloading valve. The second output of the intake valve is connected to the first input of the compression chamber. The output of the compression chamber is connected to the input of the oil-gas separator and storage tank. The first output of the oil-gas separator and storage tank is connected to the input of the oil separator. The output of the oil separator is connected to the input of the compressed air cooler. Compressed air... The output of the cooler is connected to the input of the water vapor separator. The output of the water vapor separator is connected to the input of the oil dust filter. The output of the oil dust filter is connected to the input of the oil-gas adsorber. The output of the oil-gas adsorber is connected to the input of the dryer. The output of the dryer is connected to the input of the dust filter. The output of the dust filter is connected to the input of the air cylinder. The output of the air cylinder is connected to the main pipeline located in this compartment via a solenoid valve. The second output of the oil-gas separation storage tank is connected to the input of the oil temperature control valve. The first output of the oil temperature control valve is connected to the input of the oil cooler. The output of the oil cooler is connected to the input of the oil filter. The second output of the oil temperature control valve is connected to the input of the oil filter. The output of the oil filter is connected to the second input of the compression chamber.

[0013] The second aspect of this application provides a high-altitude distributed air supply method for trains, which can be applied to any of the aforementioned high-altitude distributed air supply systems for trains. The method includes:

[0014] The controller acquires the air pressure value in the connecting pipe between the braking system and the brake air source equipment inside the target carriage.

[0015] The controller compares the air pressure value with the preset lower limit of brake air pressure;

[0016] When the air pressure value is greater than or equal to the preset lower limit of brake air pressure, the controller controls the solenoid valve on the bypass pipeline connected to the main pipeline in the target compartment to remain closed, so that the brake air source equipment in the target compartment supplies air to the brake system in the target compartment alone.

[0017] When the air pressure value is lower than the preset lower limit of the brake air pressure, the controller controls the solenoid valve on the bypass pipeline connected to the main pipeline in the target compartment to remain open, so that the compressed air from the air compressor unit equipped with the oxygen generator in the target compartment is supplied to the braking system in the target compartment through the bypass pipeline.

[0018] Optional, also includes:

[0019] Obtain the oxygen content inside the target carriage;

[0020] The oxygen content is compared with the preset oxygen content standard;

[0021] When the oxygen content is greater than or equal to the oxygen content standard, the controller keeps the solenoid valve on the secondary pipeline connected to the oxygen generator in the target compartment closed, so that the air compressor unit does not supply air to the oxygen generator in the target compartment.

[0022] When the oxygen content is lower than the standard, the controller keeps the solenoid valve on the secondary pipeline connected to the oxygen generator in the target compartment open, so that the air compressor unit supplies air to the oxygen generator in the target compartment.

[0023] Optional, also includes:

[0024] Obtain the first status signal of the target sliding door inside the target carriage;

[0025] When the first state signal is a signal indicating that the target air spring of the plug door is in normal operation, the controller controls the solenoid valve on the secondary pipeline connected to the air supply port of the target plug door to remain open, so that the air compressor unit in the target compartment supplies air to the secondary pipeline connected to the air supply port of the target plug door.

[0026] When the first state signal indicates that the plug door is malfunctioning, the controller controls the solenoid valve on the secondary pipeline connected to the air supply port of the target plug door to remain closed, so that the air compressor unit in the target compartment cannot supply air to the secondary pipeline connected to the air supply port of the target plug door.

[0027] Optional, also includes:

[0028] The controller acquires the air pressure value in the main pipeline inside the target carriage;

[0029] The controller compares the air pressure value in the main pipeline with the preset lower limit of air pressure;

[0030] When the air pressure in the main pipeline is still lower than the preset lower limit, the controller controls the solenoid valve between the main pipeline in the target car and the main pipeline in at least one adjacent car to remain open, so that the air compressor unit in at least one adjacent car supplies air to the target car.

[0031] The second aspect of this application provides a train, including: a high-altitude distributed air supply system for any of the trains provided in the first aspect.

[0032] By employing the aforementioned technical solution, this application improves system redundancy and reliability by installing air compressor units at the bottom of each car and interconnecting them throughout the entire train, forming an air source sharing mechanism. Even if some air compressor units fail, normal air supply to the entire train can still be guaranteed. Secondly, by connecting the air compressor units to the braking system via bypass pipelines, compressed air can be provided by the air compressor units when the brake air compressor supply is insufficient, ensuring the safety and reliability of the braking system. Therefore, this application avoids configuring a separate compressor for each function, improves the utilization efficiency of the high-altitude oxygen-generating air compressor, reduces the load on the brake air compressor, and enhances the reliability of the air supply system. Attached Figure Description

[0033] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0034] Figure 1 A schematic diagram of a high-altitude distributed air supply system for a train provided in this application;

[0035] Figure 2 A functional diagram of the internal structure of a high-altitude distributed air supply system for a train, provided in this application;

[0036] Figure 3 A flowchart of a high-altitude distributed air supply method for trains provided in this application.

[0037] The annotations in the attached figures are explained as follows:

[0038] Air compressor unit 100, main pipeline 25, carriage 001, oxygen generator 20, braking system 24, sliding door 21, toilet 22, air spring 23;

[0039] 1. Drive motor; 2. Compression chamber; 3. Oil-gas separation and storage tank; 4. Oil temperature control valve; 5. Oil cooler; 6. Oil filter; 7. Intake air filter; 8. Intake valve; 9. Loading and unloading valve; 10. Oil separator; 11. Compressed air cooler; 12. Water vapor separator; 13. Oil dust filter; 14. Oil-gas adsorber; 15. Dryer; 16. Dust filter; 17. Air cylinder. Detailed Implementation

[0040] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0041] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0042] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0043] This embodiment provides a high-altitude distributed ventilation system for trains, consisting of... Figure 1 It is known that the system includes an air compressor unit 100 for the oxygen generator, a main pipeline 25, a secondary pipeline, a bypass pipeline, solenoid valves, and a controller. Figure 1 (Controller not shown). Each air compressor unit 100 is located at the bottom of a carriage 001 of the train, and the main pipeline 25 runs through each carriage 001. Each air compressor unit 100 is connected to the main pipeline 25 of its own carriage 001 via a solenoid valve. The oxygen generator 20 in each carriage 001 is connected to the main pipeline 25 of its own carriage 001 via a secondary pipeline. The main pipeline 25 of each carriage 001 is connected to the connecting pipeline between the braking system 24 and the braking air source equipment in its own carriage 001 via a bypass pipeline. Each secondary pipeline is equipped with a solenoid valve. The main pipelines 25 located in different carriages 001 are connected by solenoid valves to form a shared air source structure for the entire train. Each bypass pipeline is equipped with a solenoid valve. The air compressor unit 100 and the solenoid valves are all communicatively connected to the controller.

[0044] As shown above, each air compressor unit 100 is installed at the bottom of the corresponding compartment 001. It may consist of a drive motor, a compression chamber, an oil-gas separator and storage tank, a multi-stage filter, a dryer, and an air cylinder. It is responsible for drawing in outside air and compressing it into high-pressure air. After purification and drying, it is delivered to the main pipeline 25 to provide high-pressure air for equipment such as the oxygen generator 20 and the braking system 24 in the compartment 001.

[0045] Main line 25 is a main pipeline for transporting high-pressure air that runs through the entire train. The air compressor unit 100 of each car 001 is connected to the main line 25 through electromagnetic valves, and the main lines 25 between each car 001 are connected through electromagnetic valves. As the backbone pipeline for high-pressure air of the entire train, it collects and transmits the high-pressure air generated by each air compressor unit 100, and distributes the high-pressure air to each secondary pipeline and bypass pipeline.

[0046] The secondary pipeline can be a branch line from the main pipeline 25, which is connected to the gas-using ports of the oxygen generator 20 and other gas-using equipment in the carriage 001. The secondary pipeline delivers the compressed air in the main pipeline 25 to the specific gas-using equipment, ensuring that the gas-using equipment can independently obtain stable high-pressure air.

[0047] The bypass pipeline is a pipeline connecting the main pipeline 25 of the carriage 001 and the braking system 24, and is equipped with an electromagnetic valve. When the brake air source equipment fails or the high-pressure air is insufficient, the electromagnetic valve on the bypass pipeline turns to the open state, and the air compressor unit 100 replenishes the high-pressure air to the braking system 24 to ensure the braking safety of the train.

[0048] Solenoid valves can be installed on main pipelines, secondary pipelines, and bypass pipelines. These solenoid valves can be controlled by a controller to open and close, thereby enabling the distribution of gas in the main pipeline 25 and ensuring the flexible switching and on-demand gas supply of the train's high-altitude distributed air supply system under different operating conditions.

[0049] By controlling the opening and closing of the solenoid valves between the main pipelines 25 of each carriage 001, it is possible to control whether each air compressor unit 100 simultaneously supplies air to its own carriage and at least one other carriage, or supplies air only to its own carriage. Through the solenoid valves between the main pipelines 25 of each carriage 001, this application can achieve a shared air source structure for the entire train. Specifically, when the air compressor unit of at least one carriage malfunctions, the air compressor units of other carriages that are not malfunctioning can be used to supply air to the carriage containing the malfunctioning air compressor unit.

[0050] The controller can be a central control module, which is responsible for issuing instructions based on demand or fault conditions to execute gas supply scheduling and solenoid valve control, thereby realizing intelligent management of the entire system.

[0051] In one embodiment, the high-altitude distributed air supply system for trains provided in this embodiment further includes at least one backup air compressor unit 100, which is connected to the main pipeline 25 via a solenoid valve.

[0052] The standby air compressor unit 100 is structurally consistent with the other main air compressor units 100, and is also equipped with a drive motor, compression chamber, oil-gas separator storage tank, multi-stage filtration and cooling device, and air cylinder. The difference is that the standby air compressor unit 100 does not directly participate in air supply during normal operation, but is connected to the main pipeline 25 through a solenoid valve and is in standby mode.

[0053] Specifically, during the operation of the high-altitude distributed air supply system on the train, the controller continuously monitors the operating parameters of each operating air compressor unit 100, including output pressure, temperature, motor current, and vibration signals. If the controller detects any fault signs in any operating air compressor unit 100, such as output pressure below the set lower limit, abnormal temperature rise, excessive operating noise, or unexpected shutdown, the controller will immediately issue a switching command, closing the solenoid valve between the faulty air compressor unit 100 and the main line 25, and simultaneously opening the solenoid valve between the standby air compressor unit 100 and the main line 25, allowing the standby air compressor unit 100 to quickly start operation. The switching process can be completed within seconds, ensuring the continuity of high-pressure air supply to the main line 25.

[0054] In another scenario, when the train's overall gas demand increases significantly, such as when multiple oxygen generators 20 are simultaneously activated and high-flow-rate gas ports such as toilets 22 and sliding doors 21 require gas, the controller can proactively activate the backup air compressor unit 100 to operate in parallel with the primary air compressor unit 100, thereby increasing the train's overall gas supply capacity. When demand decreases, the controller returns the backup air compressor unit 100 to standby mode to reduce energy consumption.

[0055] To improve the flexibility and redundancy of the high-altitude distributed air supply system of the train, the backup air compressor unit 100 can be flexibly arranged according to the train formation. For example, in a long train formation, a backup air compressor unit 100 can be installed in the middle carriage 001 to provide auxiliary high-pressure air to the carriages 001 in both directions in the event of a fault or high load, thereby optimizing the distribution of high-pressure air.

[0056] From the above, it can be concluded that by introducing the backup air compressor unit 100, this application enhances the fault tolerance and operational safety of the train's high-altitude distributed air supply system. On the one hand, the backup air compressor unit 100 is in standby mode during normal operation, and will not cause additional energy consumption; on the other hand, when the train's high-altitude distributed air supply system fails or the air supply is insufficient, the backup air compressor unit 100 can quickly intervene to compensate for the air supply, ensuring that the entire train can still maintain a stable air supply demand in a high-altitude environment, thereby improving the reliability and continuity of the train's high-altitude distributed air supply system.

[0057] In one embodiment, the main pipeline 25 of each carriage 001 is connected to the gas port of the sliding door 21 inside the carriage 001 via a secondary pipeline equipped with a solenoid valve.

[0058] As can be seen from the above, during normal train operation, the solenoid valve is in a normally open state, and the secondary pipeline is always connected to the main pipeline 25, allowing compressed air to enter the pneumatic actuator of the sliding door 21 at any time. When a passenger or driver issues a door opening / closing command, the controller only needs to drive the cylinder of the sliding door 21 to complete the door opening and closing, without the need to open the solenoid valve separately, thereby shortening the response time and improving the sensitivity and reliability of the door operation.

[0059] In another scenario, when the sliding door 21 malfunctions, such as jamming or leaking air, or when the sliding door 21 requires maintenance, the controller keeps the solenoid valve of the auxiliary pipeline connected to the air port of the sliding door 21 in this compartment 001 closed to prevent continuous leakage or ineffective consumption of compressed air.

[0060] From the above, it can be concluded that by adopting normally open solenoid valves, the Sliding Door 21 system can achieve a faster pneumatic response speed, which is especially suitable for high-frequency opening and closing scenarios. At the same time, it can also achieve reliable shut-off under abnormal conditions, improving safety and energy saving.

[0061] In one embodiment, the main pipeline 25 of each carriage 001 is connected to the air supply port of the air spring 23 in the carriage 001 via a secondary pipeline equipped with a solenoid valve.

[0062] Specifically, by employing normally open solenoid valves, the gas supply port in toilet 22 can directly supply gas to facilities such as pneumatic flushing devices, ventilation systems, and automatic doors at any time, enabling immediate operation and ensuring a smooth passenger experience. In another scenario, when the train is parked at the station for extended maintenance or cleaning, the controller keeps the solenoid valve on the secondary pipeline connected to the gas supply port of the sliding door 21 in carriage 001 closed, thus preventing unnecessary consumption of compressed air. Simultaneously, if an abnormal leak or pipe rupture is detected in the gas supply facilities of toilet 22, the controller will also close the solenoid valve, confining the problem to carriage 001 and ensuring normal gas supply to other carriages 001.

[0063] From the above, we can conclude that the normally open design ensures that the 22 facilities in the bathroom can be used quickly at any time, avoiding malfunctions caused by delayed opening of the solenoid valve. At the same time, it can also be flexibly shut off by the controller in maintenance and fault scenarios, achieving a balance between safety and efficiency.

[0064] In one embodiment, the main pipeline 25 of each carriage 001 is connected to the air supply port of the air spring 23 in the carriage 001 via a secondary pipeline equipped with a solenoid valve.

[0065] Specifically, the air spring 23, as a core component of the train suspension system, has extremely high requirements for air pressure stability. The normally open design ensures that the air-consuming end of the air spring 23 can remain connected to the main air supply line 25, avoiding body posture fluctuations caused by the switching delay of the solenoid valve, thereby improving ride comfort.

[0066] In another scenario, when air spring 23 requires maintenance, replacement, or a serious internal leak is detected, the controller keeps the solenoid valve on the secondary pipeline connected to the air supply port of air spring 23 in the vehicle compartment 001 closed to prevent a large amount of compressed air from continuously leaking and affecting the air supply throughout the vehicle. Simultaneously, under emergency braking conditions, the normally open design can immediately replenish high-pressure air to the air supply port of air spring 23, ensuring that suspension stiffness is not affected by air circuit switching.

[0067] From the above, it can be concluded that by adopting normally open electromagnetic valves, the air supply of air spring 23 is more continuous and stable, which improves the smoothness of train operation. It is especially suitable for the operation needs of complex lines in high-altitude areas. At the same time, it still has the function of quick cut-off in maintenance and abnormal situations, ensuring the safety and reliability of the entire train system.

[0068] In one embodiment, such as Figure 2 As shown, the air compressor unit 100 includes:

[0069] The system comprises a drive motor 1, a compression chamber 2, an oil-gas separation and storage tank 3, an oil temperature control valve 4, an oil cooler 5, an oil filter 6, an intake air filter 7, an intake valve 8, a loading and unloading valve 9, an oil separator 10, a compressed air cooler 11, a water vapor separator 12, an oil dust filter 13, an oil-gas adsorber 14, a dryer 15, a dust filter 16, and an air cylinder 17. The drive motor 1 is connected to the compression chamber 2 to drive it. The output of the intake air filter 7 is connected to the input of the intake valve 8. The first output of the intake valve 8 is connected to the loading and unloading valve 9, and the second output of the intake valve 8 is connected to the first input of the compression chamber 2. The output of the compression chamber 2 is connected to the input of the oil-gas separation and storage tank 3. The first output of the oil-gas separation and storage tank 3 is connected to the input of the oil separator 10, and the output of the oil separator 10 is connected to the input of the compressed air cooler 11. The output end of the air cooler 11 is connected to the input end of the water vapor separator 12. The output end of the water vapor separator 12 is connected to the input end of the oil dust filter 13. The output end of the oil dust filter 13 is connected to the input end of the oil gas adsorber 14. The output end of the oil gas adsorber 14 is connected to the input end of the dryer 15. The output end of the dryer 15 is connected to the input end of the dust filter 16. The output end of the dust filter 16 is connected to the input end of the air cylinder 17. The output end of the air cylinder 17 is connected to the main pipeline 25 located in the compartment 001 through a solenoid valve. The second output end of the oil gas separation storage tank 3 is connected to the input end of the oil temperature control valve 4. The first output end of the oil temperature control valve 4 is connected to the input end of the oil cooler 5. The output end of the oil cooler 5 is connected to the input end of the oil filter 6. The second output end of the oil temperature control valve 4 is connected to the input end of the oil filter 6. The output end of the oil filter 6 is connected to the second input end of the compression chamber 2.

[0070] Depend on Figure 2As can be seen, the drive motor 1, acting as the power source, drives the compression chamber 2 through the transmission structure, allowing the air purified by the intake air filter 7 to enter the compression chamber 2 and be pressurized. The high-temperature oil-containing gas output from the compression chamber 2 first enters the oil-gas separation storage tank 3, where the lubricating oil is initially separated and recovered. The separated lubricating oil flows through the oil temperature control valve 4 and is guided to the oil cooler 5 for cooling according to the temperature. After passing through the oil filter 6 to remove impurities, it returns to the compression chamber 2, thus ensuring the stability and reliability of the lubrication cycle. At the same time, the separated compressed air sequentially enters the oil separator 10, the compressed air cooler 11, and the water vapor separator 12. During this process, residual oil mist is further removed, the air temperature is reduced, and excess water vapor is effectively condensed and separated. Subsequently, the gas sequentially passes through the oil dust filter 13, the oil-gas adsorber 14, and the dryer 15, removing fine particles, oil vapor, and moisture step by step, ensuring that the compressed air meets the requirements of cleanliness and dryness. To further improve the quality of the output air, the gas undergoes a final purification process through the dust filter 16 before being discharged, ensuring that the air fully meets the train's air supply standards. After undergoing the aforementioned multi-stage processing, the compressed air finally enters the air cylinder 17 for storage and pressure stabilization. This serves as a buffer when gas demand fluctuates and allows for the rapid release of stable high-pressure air during sudden increases in load. Simultaneously, the intake valve 8 and the loading and unloading valves 9, under the control of the controller, flexibly adjust the intake volume and operating status, achieving a balance between energy saving and high efficiency for the compressor.

[0071] In another scenario, when the train operates at high altitudes or in environments with excessively low ambient temperatures, moisture in the compressed air is difficult to separate effectively, easily leading to ice blockage in pipelines or equipment. To address this, the controller adjusts the operating mode of the loading and unloading valves 9, allowing the compression chamber 2 to operate under partial load, reducing compression heat fluctuations. Simultaneously, it increases the operating frequency of the dryer 15 and the oil-gas adsorber 14 to improve dehumidification and purification effects, preventing ice blockage and frost formation. Furthermore, when the train's high-altitude distributed air supply system detects a surge in compressed air demand, such as when all the train's oxygen generators 20 are simultaneously activated, the air cylinder 17 can compensate for the air shortage by instantaneously releasing stored air. Simultaneously, the controller activates the backup air compressor unit 100 to ensure that the main pipeline 25 pressure remains within a safe range. Through the coordinated action of these components, the air compressor unit 100 can continuously output compressed air with stable pressure, high cleanliness, and extremely low oil and water content in high-altitude and complex environments.

[0072] From the above, it can be concluded that through the multi-stage filtration, cooling, drying and pressure stabilization design of the air compressor unit 100, not only can it continuously provide high-quality compressed air to meet the stable air supply needs of trains under high altitude and complex working conditions, but it can also flexibly adjust the operating mode according to environmental and load changes to avoid equipment frost, ice blockage or insufficient air pressure due to excessive load, thereby improving the reliability and adaptability of the system.

[0073] This invention also provides a high-altitude distributed air supply method for trains, which can be applied to any of the aforementioned high-altitude distributed air supply systems for trains. Please refer to... Figure 1 and Figure 3 The method may include the following steps:

[0074] S100: The controller obtains the air pressure value in the connecting pipe between the braking system 24 and the brake air source device in the target carriage 001.

[0075] Optionally, a high-precision pressure sensor is installed on the connecting pipe between the braking system 24 and the brake air source equipment in the target carriage 001. This pressure sensor can be of capacitive or strain gauge type, possessing characteristics of vibration resistance, low-temperature resistance, and high sensitivity, and can maintain stable output under environments with high-speed train operation and frequent air pressure fluctuations. The air pressure signal collected by the pressure sensor is transmitted to the controller through a shielded cable. By setting up a high-precision pressure sensor, high-precision monitoring of the air pressure value in the connecting pipe between the braking system 24 and the brake air source equipment in the target carriage 001 is achieved.

[0076] S200: The controller compares the air pressure value with the preset lower limit of the brake air pressure.

[0077] In this embodiment, the controller compares the collected air pressure value with the brake air pressure lower limit value stored in the database. This brake air pressure lower limit value is usually determined by the vehicle manufacturer or operator based on the rated operating pressure of the braking system 24. For example, in a normal altitude environment, the preset lower limit value can be set to 0.60 MPa to ensure that the braking system 24 has sufficient braking energy at all times. The controller compares the real-time collected air pressure value with the preset brake air pressure lower limit value through its built-in comparison logic. Once the air pressure value is found to be close to or lower than the preset brake air pressure lower limit value, the subsequent air supply switching logic is triggered.

[0078] On the other hand, in high-altitude environments, the significantly reduced external air pressure and density can decrease the efficiency of compressed air transmission and release in the braking system 24, thus affecting braking performance. To address this, the controller can dynamically adjust the preset lower limit of braking air pressure by combining the train's altitude information obtained from the onboard GPS and altitude sensors. For example, when the train is operating in a plateau region at an altitude of 3000 to 4000 meters, the preset lower limit of braking air pressure can be automatically increased to 0.65 MPa, while in extremely high altitude regions exceeding 4000 meters, the preset lower limit can even be increased to 0.70 MPa to compensate for the braking performance degradation caused by the thin air. Furthermore, during prolonged downhill driving or frequent braking conditions, the controller can also incorporate temperature data from the braking system 24 to adaptively correct the preset lower limit of braking air pressure, preventing a decrease in braking efficiency due to brake overheating. This embodiment can maintain the safe operation of the braking system 24 under normal operating conditions, and can adaptively adjust the threshold in high-altitude and complex operating environments to ensure that the braking system 24 is always within a safe pressure range, thereby effectively improving the environmental adaptability of the train's high-altitude distributed air supply method.

[0079] S300: When the air pressure value is greater than or equal to the preset lower limit of brake air pressure, the controller controls the solenoid valve on the bypass pipeline connected to the main pipeline 25 in the target compartment 001 to remain closed, so that the brake air source equipment in the target compartment 001 supplies air to the brake system 24 in the target compartment 001 alone.

[0080] In this embodiment, when the controller detects that the air pressure value is within the normal range (greater than or equal to the preset lower limit of brake air pressure), it issues a control command to the solenoid valve on the bypass pipeline to keep it closed. In this case, the braking system 24 of the target carriage 001 relies entirely on its dedicated brake air source equipment for air supply. Since the brake air source equipment is specifically designed for the braking system 24, its air supply stability and safety are higher, avoiding uncertainties caused by external air supply interference.

[0081] On the other hand, the controller also evaluates the operating status of the brake air supply equipment. If the brake air supply equipment is detected to be under high load for an extended period, the controller can choose to briefly open the bypass line, allowing the air compressor unit 100 to share some of the high-pressure air supply tasks, thereby reducing the operating pressure on the brake air supply equipment. In this scenario, the solenoid valve enters a periodic switching mode, remaining closed most of the time and briefly open for some periods, thus achieving a balance between energy saving and equipment protection. By keeping the bypass line solenoid valve closed under normal operating conditions, this embodiment ensures the independence and high reliability of the braking system 24, while simultaneously reducing the load on the brake air supply equipment in another energy-saving mode by briefly sharing the air supply.

[0082] S400: When the air pressure value is lower than the preset lower limit of the brake air pressure, the controller controls the solenoid valve on the bypass line connected to the main line 25 in the target compartment 001 to remain open, so that the compressed air of the air compressor unit 100 equipped for the oxygen generator 20 in the target compartment 001 is supplied to the brake system 24 in the target compartment 001 through the bypass line.

[0083] In this embodiment, when the detected air pressure value is lower than the preset lower limit of brake air pressure, the controller immediately controls the solenoid valve on the bypass pipeline connected to the main pipeline 25 in the target compartment 001 to remain open, so that the high-pressure air from the air compressor unit 100 can be quickly replenished to the braking system 24 of the target compartment 001. The opening process of the solenoid valve is generally less than 200ms, which can ensure that the braking system 24 can still obtain stable high-pressure air even when the air pressure drops rapidly, thereby avoiding braking delay or failure due to insufficient high-pressure air. At the same time, the controller dynamically monitors the change in air pressure value during the replenishment process. When the air pressure value recovers to above the preset lower limit of brake air pressure, the solenoid valve is closed again to avoid over-supply of air.

[0084] On the other hand, in extreme cases, if the air compressor unit 100 of the target carriage 001 malfunctions, or if the air compressor unit 100's air supply capacity is insufficient due to the high-altitude environment, the controller will simultaneously open the solenoid valves of the main pipeline 25 of the adjacent carriage 001, allowing the air compressor units 100 of other carriages 001 to supply air to the braking system 24 of that carriage 001 through the train-wide air source sharing structure. This cross-carriage 001 coordinated air supply mode can form redundant protection at critical moments, ensuring that even if the equipment in a single carriage 001 fails, it will not affect the safe operation of the entire train.

[0085] Optionally, the high-altitude distributed air supply method for trains provided in this embodiment of the invention may further include:

[0086] Obtain the oxygen content inside the target carriage 001;

[0087] The oxygen content is compared with the preset oxygen content standard;

[0088] When the oxygen content is greater than or equal to the oxygen content standard, the controller controls the solenoid valve on the secondary pipeline connected to the oxygen generator 20 in the target compartment 001 to remain closed, so that the air compressor unit 100 does not supply air to the oxygen generator 20 in the target compartment 001.

[0089] When the oxygen content is lower than the oxygen content standard, the controller controls the solenoid valve on the secondary pipeline connected to the oxygen generator 20 in the target compartment 001 to remain open, so that the air compressor unit 100 supplies air to the oxygen generator 20 in the target compartment 001.

[0090] In one embodiment, a high-precision oxygen concentration sensor can be installed inside the target compartment 001. This sensor can be installed in the air circulation channel at the top of the target compartment 001, enabling it to detect the oxygen volume fraction of the air inside the target compartment 001 in real time and transmit the data to the controller. The controller compares the collected oxygen content with a preset oxygen content standard, typically set at 21% ± 0.5%, to meet the comfort and safety needs of passengers in high-altitude environments. When the oxygen content detected in the target compartment 001 is greater than or equal to the oxygen content standard, the controller issues a command to keep the solenoid valve on the secondary pipeline connected to the oxygen generator 20 inside the target compartment 001 closed. In this case, the air compressor unit 100 will not provide additional high-pressure air to the oxygen generator 20.

[0091] On the other hand, when the collected oxygen content is lower than the preset oxygen content standard, the controller will immediately open the solenoid valve on the secondary pipeline connected to the oxygen generator 20 in the target compartment 001, so that the air compressor unit 100 provides high-pressure air to the oxygen generator 20 in the target compartment 001, quickly increasing the oxygen content in the target compartment 001 until it returns to the standard range. The controller can use a closed-loop regulation method during this process, that is, continuously monitoring the oxygen content while the valve is open, and automatically closing the valve when the content returns to normal.

[0092] As can be seen from the above, in the embodiments of this application, the train can automatically adjust the working status of the air compressor unit 100 and the oxygen generator 20 according to the real-time oxygen content in the target carriage 001, thereby realizing intelligent control of oxygen supply. On the one hand, it avoids unnecessary energy consumption caused by excessively high oxygen concentration, and on the other hand, it can quickly replenish oxygen at high altitudes or in situations with high passenger density, thereby improving riding comfort and safety.

[0093] Optionally, the high-altitude distributed air supply method for trains provided in this embodiment of the invention may further include:

[0094] Acquire the first status signal of the sliding door 21 inside the target carriage 001;

[0095] When the first state signal is a signal indicating that the sluice door 21 is in normal operation, the controller controls the solenoid valve on the secondary pipeline connected to the air supply port of the sluice door 21 to remain open, so that the air compressor unit 100 in the target compartment 001 supplies air to the air supply port of the sluice door 21.

[0096] When the first state signal is a signal indicating that the sliding door 21 is in abnormal operation, the controller controls the solenoid valve on the secondary pipeline connected to the air supply port of the sliding door 21 to remain closed, so that the air compressor unit 100 in the target compartment 001 cannot supply air to the air supply port of the sliding door 21.

[0097] In one embodiment, a switch-type position sensor may be integrated into the sliding door 21. This position sensor detects the opening and closing state of the sliding door 21 through mechanical contacts and outputs a digital signal as a first state signal. When the signal output by the position sensor indicates that the sliding door 21 is in normal working condition, the controller will control the solenoid valve on the secondary pipeline connected to the air supply port of the sliding door 21 to remain open, so that the air compressor unit 100 in the target compartment 001 continuously supplies stable high-pressure air to the sliding door 21, ensuring the reliability of its opening and closing action. When the signal output by the position sensor indicates that the sliding door 21 is in an abnormal working state (e.g., jamming, sensor alarm, or door lock failure), the controller will immediately close the solenoid valve on the secondary pipeline connected to the air supply port of the sliding door 21 to avoid high-pressure air waste or safety hazards due to continuous air supply.

[0098] As can be seen from the above, this embodiment can realize intelligent control of high-pressure air during the operation of the sliding door 21, ensuring timely cut-off of gas supply in case of malfunction or abnormality of the sliding door 21, thus avoiding energy waste and reducing potential risks.

[0099] Optionally, the high-altitude distributed air supply method for trains provided in this embodiment of the invention may further include:

[0100] The controller acquires the air pressure value in the main pipeline 25 inside the target carriage 001;

[0101] The controller compares the air pressure value in the main line 25 with the preset lower limit of air pressure;

[0102] When the air pressure in the main pipeline 25 is still lower than the preset lower limit of air pressure, the controller controls the solenoid valve between the main pipeline 25 in the target carriage 001 and the main pipeline 25 in at least one adjacent carriage 001 to remain open, so that the air compressor unit 100 in at least one adjacent carriage 001 supplies air to the target carriage 001.

[0103] In one embodiment, a high-precision pressure sensor can be installed on the main pipeline 25 of the target carriage 001. This sensor can detect the air pressure value in the main pipeline 25 in real time and transmit the detection signal to the controller. The controller compares the acquired air pressure value with a preset lower air pressure limit. When the air pressure in the main pipeline 25 is detected to be lower than the preset lower air pressure limit, the controller will immediately issue a command to keep the solenoid valve between the main pipeline 25 of the target carriage 001 and the main pipeline 25 of the adjacent carriage 001 open. In this way, the air compressor unit 100 in the adjacent carriage 001 can replenish compressed air to the target carriage 001 through the main pipeline 25, thereby quickly restoring the air pressure of the target carriage 001 and ensuring the normal operation of its internal equipment.

[0104] In another embodiment, the acquisition of the main pipeline 25 air pressure not only relies on a single sensor, but can also achieve redundant monitoring through multi-point distributed air pressure detection. For example, an air pressure sensor is arranged at both the front and rear ends of the main pipeline 25 of the target carriage 001 to monitor the air pressure values ​​at different locations. The controller compares the signals from the two sensors. When they match, the detected value is directly used as the air pressure of the main pipeline 25 for judgment. When the difference between the two is too large, the system will trigger an anomaly verification logic and prioritize the lower air pressure value as the judgment criterion. If it is determined that the air pressure of the main pipeline 25 is still lower than the preset lower air pressure limit, the controller will keep the solenoid valves of the main pipeline 25 of the adjacent carriage 001 open, so that the air compressor units 100 of the adjacent carriages 001 jointly supply air to the target carriage 001.

[0105] As can be seen from the above, this embodiment can achieve mutual air supply between carriages 001 when the high-pressure air in the target carriage 001 is insufficient, thereby improving the overall stability and robustness of the air supply system.

[0106] This application also provides a train, including: a high-altitude distributed air supply system for any of the above-described trains.

[0107] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0108] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0109] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0110] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A high-altitude distributed ventilation system for trains, characterized in that, include: The oxygen generator is equipped with an air compressor unit, main pipeline, auxiliary pipeline, bypass pipeline, solenoid valve and controller. Each air compressor unit is located at the bottom of a carriage of the train, and the main pipeline runs through each carriage. Each of the air compressor units is connected to the main pipeline located in the compartment via a solenoid valve. The oxygen generator in each compartment is connected to the main pipeline located in the compartment via a secondary pipeline. The main pipeline of each compartment is connected to the connecting pipeline between the braking system and the brake air source equipment in the compartment via a bypass pipeline. Each of the secondary pipelines is equipped with the solenoid valve. The main pipelines located in different carriages are connected through the solenoid valves to form a shared air source structure for the entire train. Each of the bypass pipelines is equipped with the solenoid valve. The air compressor unit and the solenoid valves are all communicatively connected to the controller.

2. The high-altitude distributed air supply system for trains according to claim 1, characterized in that, Also includes: At least one backup air compressor unit is provided, which is connected to the main pipeline via one of the solenoid valves.

3. The high-altitude distributed air supply system for trains according to claim 1, characterized in that, The main pipeline of each car is connected to the gas port of the sliding door in that car via a secondary pipeline equipped with a solenoid valve.

4. The high-altitude distributed air supply system for trains according to claim 1, characterized in that, The main pipeline of each carriage is connected to the gas port of the toilet in that carriage via a secondary pipeline equipped with a solenoid valve.

5. The high-altitude distributed air supply system for trains according to claim 1, characterized in that, The main pipeline of each car is connected to the air supply port of the air spring in that car via a secondary pipeline equipped with a solenoid valve.

6. The high-altitude distributed air supply system for trains according to claim 1, characterized in that, The air compressor unit includes: The components include a drive motor (1), a compression chamber (2), an oil-gas separation storage tank (3), an oil temperature control valve (4), an oil cooler (5), an oil filter (6), an intake air filter (7), an intake valve (8), a loading and unloading valve (9), an oil separator (10), a compressed air cooler (11), a water vapor separator (12), an oil dust filter (13), an oil-gas adsorber (14), a dryer (15), a dust filter (16), and an air cylinder (17), wherein the drive motor (1) is driven by the compression chamber (2). The air intake filter (7) is connected to the input of the intake valve (8), the first output of the intake valve (8) is connected to the loading and unloading valve (9), the second output of the intake valve (8) is connected to the first input of the compression chamber (2), the output of the compression chamber (2) is connected to the input of the oil-gas separation storage tank (3), the first output of the oil-gas separation storage tank (3) is connected to the input of the oil separator (10), and the output of the oil separator (10) is connected to the compressed air cooler (11). The input end of the compressed air cooler (11) is connected to the input end of the water vapor separator (12), the output end of the water vapor separator (12) is connected to the input end of the oil dust filter (13), the output end of the oil dust filter (13) is connected to the input end of the oil gas adsorber (14), the output end of the oil gas adsorber (14) is connected to the input end of the dryer (15), the output end of the dryer (15) is connected to the input end of the dust filter (16), and the output end of the dust filter (16) is connected to the input end of the air cylinder (17). The output end of the air cylinder (17) is connected to the main pipeline located in the compartment through a solenoid valve. The second output end of the oil-gas separation storage tank (3) is connected to the input end of the oil temperature control valve (4). The first output end of the oil temperature control valve (4) is connected to the input end of the oil cooler (5). The output end of the oil cooler (5) is connected to the input end of the oil filter (6). The second output end of the oil temperature control valve (4) is connected to the input end of the oil filter (6). The output end of the oil filter (6) is connected to the second input end of the compression chamber (2).

7. A high-altitude distributed air supply method for trains, characterized in that, The method, applied to the high-altitude distributed air supply system for trains according to any one of claims 1 to 6, comprises: The controller acquires the air pressure value in the connecting pipe between the braking system and the brake air source equipment inside the target carriage. The controller compares the air pressure value with a preset lower limit value for brake air pressure; When the air pressure value is greater than or equal to the preset lower limit of brake air pressure, the controller controls the solenoid valve on the bypass pipeline connected to the main pipeline in the target compartment to remain closed, so that the brake air source equipment in the target compartment supplies air to the brake system in the target compartment alone. When the air pressure value is lower than the preset lower limit of the brake air pressure, the controller controls the solenoid valve on the bypass pipeline connected to the main pipeline in the target compartment to remain open, so that the compressed air of the air compressor unit equipped with the oxygen generator in the target compartment supplies air to the braking system in the target compartment through the bypass pipeline.

8. The high-altitude distributed air supply method for trains according to claim 7, characterized in that, The method further includes: Obtain the oxygen content inside the target carriage; The oxygen content is compared with a preset oxygen content standard; When the oxygen content is greater than or equal to the oxygen content standard, the controller controls the electromagnetic valve on the secondary pipeline connected to the oxygen generator in the target compartment to remain closed, so that the air compressor unit does not supply air to the oxygen generator in the target compartment. When the oxygen content is lower than the oxygen content standard, the controller controls the solenoid valve on the secondary pipeline connected to the oxygen generator in the target compartment to remain open, so that the air compressor unit supplies air to the oxygen generator in the target compartment.

9. The high-altitude distributed air supply method for trains according to claim 7, characterized in that, The method further includes: The controller acquires the air pressure value in the main pipeline inside the target carriage; The controller compares the air pressure value in the main pipeline with a preset lower air pressure limit value; When the air pressure in the main pipeline is still lower than the preset lower limit, the controller controls the solenoid valve between the main pipeline in the target car and the main pipeline in at least one adjacent car to remain open, so that the air compressor unit in the at least one adjacent car supplies air to the target car.

10. A train, characterized in that, include: The high-altitude distributed air supply system for trains according to any one of claims 1 to 6.

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