Distributed power supply system and train

Abstract

The embodiment of the invention provides a distributed power supply system and a train. According to the method, a plurality of generator sets, rectifiers corresponding to the generator sets and power supply monitoring equipment are included, the generator sets are arranged in carriages of a train respectively, and the output end of each generator set is connected to the corresponding rectifier; the rectifiers convert alternating currents of the corresponding generator sets into direct currents, the direct currents are connected into a power supply network through a power supply trunk line of the train, and the power supply network is used for supplying power to all carriages; and the power supply monitoring equipment is used for collecting the output power of each generator set, the working state of each rectifier and the load power of the train, and starting and stopping each generator set according to the output power of each generator set, the working state of each rectifier and the load power of the train. The method is used for achieving the effect of improving the reliability of the train self-powered system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a distributed power supply system and a train. BACKGROUND

[0002] A railway train can rely on a power generation car for power supply, and the power supply of the power generation car is usually provided by a generator set.

[0003] In the related art, the structure and space limitations of the power generation car result in that it cannot be configured with a high-power diesel generator. This makes the power supply system of the power generation car have a power upper limit, and cannot directly realize high-power grid connection operation with the railway power grid. On the train, due to the power limitation of the power generation car, the load power needs to be strictly controlled. Once the load power exceeds the power supply capacity of the power generation car, it will cause part of the equipment to be unable to be normally powered, or even the system power supply to be interrupted, affecting the normal operation of the train, and making the reliability of the power supply system low. SUMMARY

[0004] Embodiments of the present application provide a distributed power supply system and a train to achieve the effect of improving the reliability of the power supply system.

[0005] In a first aspect, embodiments of the present application provide a distributed power supply system, comprising a plurality of generator sets, a rectifier corresponding to each generator set, and a power supply monitoring device, wherein

[0006] The plurality of generator sets are respectively arranged in each carriage of the train, and the output end of each generator set is connected to the rectifier corresponding thereto;

[0007] The rectifier converts the alternating current of the corresponding generator set into direct current, and accesses the power supply trunk of the train through a bus to form a power supply network, and the power supply network is used to supply power to each carriage;

[0008] The power supply monitoring device is used to collect the output power of each generator set, the working state of each rectifier, and the load power of the train, and start and stop each generator set according to the output power of each generator set, the working state of each rectifier, and the load power of the train.

[0009] In a possible implementation, the plurality of generator sets comprise a main generator set and a plurality of auxiliary generator sets, the main generator set and the corresponding main rectifier are arranged in the power generation car, the auxiliary generator sets and the corresponding auxiliary rectifiers are arranged in other carriages, and the host of the power supply monitoring device is arranged in the power generation car, wherein the power supply monitoring device is specifically used for

[0010] When the load power of the train is less than or equal to a first load threshold, the main generator set is started to supply power to the power supply network of the train;

[0011] when the load power of the train is greater than the first load threshold, starting the main generator set and the plurality of auxiliary generator sets to supply power to the power supply network.

[0012] In a possible implementation, the power supply monitoring device is further configured to, when the load power of the train is greater than the first load threshold, adjusting the number N of the started auxiliary generator sets according to the output power of each generator set, the working state of each rectifier, and the load power of the train, where N is an integer greater than or equal to 1.

[0013] In a possible implementation, the power supply monitoring device is specifically configured to,

[0014] obtaining a power supply request signal, where the power supply request signal is used to request an increase in power supply power;

[0015] determining a requested power difference corresponding to the power supply request signal according to the output power of each generator set, the working state of each rectifier, and the load power of the train;

[0016] determining the number N of the started auxiliary generator sets according to the requested power difference, and starting N auxiliary generator sets.

[0017] In a possible implementation, the power supply monitoring device is specifically configured to obtain cumulative running time lengths of each unstarted auxiliary generator set, and start N auxiliary generator sets with the smallest cumulative running time length.

[0018] In a possible implementation, the system further includes a backup generator set, which is configured to supply power to the load device when there is a faulty generator set in the plurality of generator sets or when the plurality of generator sets cannot meet the load of the train.

[0019] In a possible implementation, the power supply monitoring device is further configured to, when the total output power of the plurality of generator sets and the backup generator set has reached an upper limit and the actual redundancy capacity of the system continues to be lower than a preset safety threshold, control to turn off unnecessary load devices of the train.

[0020] In a possible implementation, the power supply main line adopts a dual-redundancy design, and the power supply of a plurality of carriages is realized through a car end connector.

[0021] In the embodiment, the car end connector supports plugging and unplugging.

[0022] In a possible implementation, the system further comprises a mode switching device configured to switch between an electrified line and a self-sustained power supply mode, the electrified line being configured to supply power to the train via a catenary, and the self-sustained power supply mode being configured to supply power to the train via the power supply network.

[0023] In a second aspect, the embodiments of the present application provide a train, which comprises a plurality of carriages, and the system as described in the first aspect and / or the possible systems of the first aspect, each of the carriages is configured to arrange the generator set and the rectifier corresponding to the generator set of the system, and the power supply monitoring device is arranged in any one of the plurality of carriages.

[0024] The distributed power supply system and the train provided by the embodiments of the present application can comprise a plurality of generator sets, rectifiers corresponding to the generator sets, and a power supply monitoring device. The plurality of generator sets are no longer arranged in a single generator car, but are arranged in each carriage of the train respectively. The output end of each generator set is connected to the rectifier corresponding to the generator set, and is connected to the power supply network through the power supply main line uniformly laid in the train. The power supply monitoring device can collect the output power of each generator set, the working state of the rectifier, and the overall load power of the train in real time, and start or stop the generator set according to the load demand of the train. Through the distributed arrangement of the plurality of generator sets and the centralized monitoring of the power supply monitoring device, the power upper limit of the single generator car can be broken through, and the reliability of the train power supply system is improved. BRIEF DESCRIPTION OF DRAWINGS

[0025] The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments consistent with the present application and, together with the description, further serve to explain the principles of the present application.

[0026] Figure 1 A schematic diagram of an application scenario provided by the present application;

[0027] Figure 2 A structural schematic diagram of the distributed power supply system provided by the present application;

[0028] Figure 3 A structural schematic diagram of another distributed power supply system provided by the embodiments of the present application.

[0029] Through the above drawings, the specific embodiments of the present application have been shown, and more detailed descriptions will be given hereinafter. These drawings and the written description are not intended to limit the scope of the concept of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0030] The exemplary embodiments will be described in detail herein with reference to the attached drawings. The description below refers to the accompanying drawings, which show, by way of example, specific embodiments with which this application can be practiced. The following description relates to specific embodiments of the application and is not meant to limit the application unless otherwise specifically stated. Rather, the following description provides examples of apparatus and methods consistent with some aspects of the application as set forth in the appended claims.

[0031] Figure 1 An application scenario provided by the present application is shown in the following figure. Please refer to Figure 1 The train 100 can include a power car 101 and multiple passenger carriages 102.

[0032] The power car 101 can be provided with a generator set, which is a mobile power station specially for providing power for the train 100 and does not rely on external catenary. The power supply system of the train 100 can rely on the power car 101 for guarantee. The power generated by the generator set of the power car 101 is provided to the multiple passenger carriages 102 via the power supply system for life power supply, such as lighting, air conditioning, dining car equipment, etc.

[0033] In the related art, the structural design and space limitation of the power car result in that it cannot be configured with a high-power diesel generator. This makes the power supply system of the power car have a power upper limit and cannot directly realize high-power grid connection operation with the railway power grid. On the train, due to the power limitation of the power car, the load power needs to be strictly controlled. Once the load power exceeds the power supply capacity of the power car, it will cause part of the equipment to be unable to be normally powered, even the system power supply to be interrupted, which affects the normal operation of the train, and makes the reliability of the power supply system low.

[0034] The distributed power supply system provided by the embodiments of the present application can include multiple generator sets, rectifiers corresponding to the generator sets, and a power supply monitoring device. The multiple generator sets are no longer centrally arranged in a single power car, but are respectively arranged in each carriage of the train. The output end of each generator set is connected to the rectifier corresponding thereto, and is connected to the power supply network through the power supply trunk line uniformly laid in the train. The power supply monitoring device can collect the output power of each generator set, the working state of the rectifier, and the overall load power of the train in real time, and start and stop the generator set according to the load demand of the train. Through the dispersed arrangement of the multiple generator sets and the centralized monitoring of the power supply monitoring device, the power upper limit of the single power car can be broken through, and the reliability of the train power supply system is improved.

[0035] The technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the present application will be described below with reference to the accompanying drawings.

[0036] Figure 2 A schematic diagram of the distributed power supply system provided in this application. Please refer to [link / reference]. Figure 2 The distributed power supply system includes multiple generator sets, rectifiers for each generator set, and power supply monitoring equipment.

[0037] The train may include multiple carriages (carriage 1, carriage 2, etc.), and multiple generator sets may be installed in each carriage of the train. The output of each generator set is connected to its corresponding rectifier.

[0038] The generator set and rectifier can be installed under the vehicle (without affecting the upper layout) or on the vehicle to form a dedicated power generation vehicle.

[0039] The generator set can be a diesel generator set, which can provide AC380V power.

[0040] The rectifier can convert the alternating current (AC) of its corresponding generator set into direct current (DC), and connect it to the train's power supply main line through the bus to form a power grid.

[0041] The power supply network consists of generator sets, rectifiers, busbars, and power supply trunk lines, which supply power to the load equipment in each carriage.

[0042] Furthermore, the rectifier can convert the AC380V three-phase alternating current provided by the generator set into DC600V high-voltage direct current, and connect the DC600V high-voltage direct current to the train's power supply network, which is a DC power supply network.

[0043] Each carriage is equipped with an inverter that obtains DC 600V high-voltage DC power from the power grid and converts it into AC 380V three-phase AC power through distributed converter (DC → AC), directly powering the AC equipment in the carriage (such as air conditioning compressors, dining car electric stoves, and ventilation fans).

[0044] Meanwhile, the chargers in each carriage also draw power from the power grid, stepping down and stabilizing the DC 600V high-voltage DC power to a low-voltage DC power suitable for DC equipment (such as DC 110V for carriage control units and DC 24V for emergency lighting), thereby powering the DC equipment.

[0045] Each carriage can also be equipped with a storage battery, which can provide DC 110V power. The charger can charge the storage battery, and in the event of a power grid outage, the storage battery can provide power to emergency equipment.

[0046] Each carriage can also be equipped with a DC110V battery pack, which is connected to the output of the charger. Under normal power supply, the charger supplies power to the DC110V equipment in the carriage while simultaneously charging the battery pack (keeping the battery fully charged as a backup power source). When the DC power grid experiences a power outage, the battery pack can automatically switch to power supply, continuously supplying power to the DC110V emergency equipment in the carriage and ensuring the basic safety functions of the train.

[0047] Power outages can be caused by generator set failures or main power line failures. Emergency equipment may include emergency lighting, emergency broadcasts, brake control units, and emergency door control systems.

[0048] The generator sets are started and stopped according to their output power, the operating status of each rectifier, and the load power of the train.

[0049] The power supply monitoring equipment can be installed in any of the multiple carriages. This equipment can collect data on the output power of each generator set, the operating status of each rectifier, and the train's load power. Based on these data, it can start and stop each generator set.

[0050] When the train load is low, the number of generator sets started can be reduced to lower energy consumption and avoid power waste; when the train load is high, the number of generator sets started needs to be increased to ensure that the total output power matches the demand.

[0051] For example, when a train enters a high-altitude area, the carriages need to activate the oxygen supply equipment, increasing the overall power demand. Simultaneously, the ambient temperature decreases at high altitudes, requiring the carriage air conditioning to switch to heating mode, significantly increasing heating power demand. The combined effect of these two factors leads to a higher overall train load, necessitating an increase in the number of generator sets to be started. Conversely, when the train travels to a low-altitude area with suitable ambient temperature, the oxygen supply equipment can be turned off, and the air conditioning only needs to operate at low power, reducing the overall train load and allowing for a reduction in the number of generator sets to be started.

[0052] It is worth noting that, in addition to automatic control, i.e., the switching logic initiated by the power supply monitoring equipment according to load demand, the generator set can also be started and stopped manually by a button.

[0053] The distributed power supply system provided in this application embodiment no longer centrally located in a single generator car, but is instead deployed separately in each carriage of the train. The output of each generator car is connected to its corresponding rectifier, and the power supply is integrated into the power grid via a centrally laid power supply line. Power supply monitoring equipment can collect real-time data on the output power of each generator car, the operating status of the rectifiers, and the overall load power of the train, and start and stop the generator cars according to the train's load requirements. Through the distributed deployment of multiple generator cars and the centralized monitoring by the power supply monitoring equipment, the power limit of a single generator car can be exceeded, improving the reliability of the train's power supply system.

[0054] Figure 3 This is a schematic diagram of another distributed power supply system provided in an embodiment of this application. Please refer to... Figure 3 Based on the above embodiments, multiple generator sets may include a main generator set and multiple auxiliary generator sets. The main generator set and its corresponding main rectifier are installed in the generator car, and the auxiliary generator sets and their corresponding auxiliary rectifiers are installed in other carriages. The host of the power supply monitoring equipment may be installed in the generator car.

[0055] Specifically, the power supply monitoring equipment is used to start the main generator set to supply power to the load equipment of the train when the load power of the train is less than or equal to the first load threshold; and to start the main generator set and multiple auxiliary generator sets to supply power to the load equipment when the load power of the train is greater than the first load threshold.

[0056] The main generator set may include at least one generator, which may be a diesel generator.

[0057] In some embodiments, the main generator set may be mounted on at least one of its corresponding generator cars.

[0058] When the main generator set is located on a generator car, the generator car containing the main generator set does not need to handle passenger transport, while the auxiliary generator sets located in other cars do need to handle passenger transport. The power of the main generator set can be greater than that of the auxiliary generator set. For example, the main diesel generator set has a power of 520kW, and the auxiliary diesel generator sets in the other cars have a power of 50kW.

[0059] The main generator set is usually deployed in a dedicated generator car, which does not need to serve as a passenger car (e.g., it has no passenger seats, luggage racks or other passenger facilities), so there is more load-bearing capacity for the main generator set; while the auxiliary generator sets are deployed in ordinary passenger cars, and due to the load-bearing requirements of other cars, the size and power of the auxiliary generators must be strictly controlled.

[0060] When the main generator set is mounted on multiple generator cars, the excess load capacity of the generator cars can be used for passenger transport. For example, assuming the main generator set includes two diesel generators, these two generators can be mounted on two separate generator cars, and these two generator cars can also be used for passenger transport. Alternatively, assuming the main generator set includes four diesel generators, four generator cars can be mounted, with one diesel generator mounted on each generator car, and each generator car can also be used for passenger transport. Three generator cars can also be mounted, with one generator car mounting two diesel generators and the other two generator cars each mounting one generator car; the remaining load capacity can then be used for passenger transport.

[0061] In this application, the main generator sets can be distributed across at least one generator car, which can further disperse the generator sets and improve the reliability of the train power supply system.

[0062] The main generator set can be designed to have a higher power output than the auxiliary generator set. The main generator set meets the core power supply requirements under normal circumstances, while the auxiliary generator set serves as a supplementary power supply unit to adapt to partial loads in a single carriage or to power the main unit in coordination with the main unit.

[0063] For example, the rated power of the main generator set is 520kW, and the rated power of the auxiliary generator set can be set to 50kW.

[0064] The first load threshold can be the maximum load power that the rated power of the main generator set can carry. Due to losses, the first load threshold is less than the rated power of the main generator set.

[0065] The first load threshold refers to the maximum load power that the main generator set can continuously and safely drive under stable operating conditions. Due to inherent power losses during generator set operation (such as mechanical transmission losses, generator iron / copper losses, rectifier conversion losses, etc.), the actual effective power that can be output to the load will be less than its rated power. Therefore, the first load threshold must be less than the rated power of the main generator set.

[0066] For example, for a main generator set with a rated power of 520kW, the first load threshold can be set to 490kW, with 30kW reserved as loss redundancy.

[0067] In this application, the load power of the train will change dynamically with the scene during operation, and the power generation resources can be allocated on demand according to the load power to maximize energy utilization efficiency.

[0068] In some possible embodiments, when the load power of the train is greater than a first load threshold, the power supply monitoring equipment can adjust the number N of multiple auxiliary generator sets to be started, where N is an integer greater than or equal to 1, based on the output power of each generator set, the operating status of each rectifier, and the load power of the train.

[0069] Specifically, the total output power provided by the power grid to the train can be determined by the output power of each generator set and the operating status of each rectifier. The number of generator sets to be started can then be determined by the total output power of the power grid and the load power.

[0070] The rectifier acts as a bridge between the generator set and the power grid. Its operating state determines whether the generator set's electricity is usable: when the rectifier is functioning normally, the alternating current (AC) generated by the generator set can be effectively converted to direct current (DC) and fed into the power grid. This portion of the generated power is considered effective power and can be included in the total output power of the power grid. If the rectifier is faulty, even if the generator set is operating normally and its nominal output power meets the standard, its electricity cannot be transmitted to the power grid through the faulty rectifier. This generated power is considered ineffective power and cannot be included in the total output power of the power grid.

[0071] In some possible implementations, assuming the main generator set has already started, the current power difference between the total output power and the current load power can be calculated first. This current power difference represents the currently reserved power redundancy. The total output power can be the sum of the effective power supplied by the main generator set and the effective power supplied by the started auxiliary generator sets. When the current power difference is less than a preset difference, the number of auxiliary generator sets started (N) needs to be increased to improve the total output power and compensate for the power redundancy. If the current power difference is much greater than the preset difference (e.g., more than twice the preset difference), the number of generator sets started (N) can be reduced to avoid energy waste.

[0072] The preset difference can be the minimum redundant power to ensure stable power supply. For example, the preset difference can be 25kW.

[0073] For example, assuming the main generator set has a rated power of 520 kW and an effective power supply of 490 kW, with a preset power difference of 25 kW, and the auxiliary generator set has a rated power of 50 kW and an effective power supply of 48 kW, with a small allowance for losses. If the current load power is 510 kW and one auxiliary generator set has been started, the total output power = 490 kW + 48 kW = 538 kW, and the current power difference = 538 kW - 510 kW = 28 kW, slightly greater than the preset power difference of 25 kW, requiring no adjustment. If the load power increases to 525 kW, the current power difference = 538 kW - 525 kW = 13 kW (less than the preset power difference of 25 kW), then another auxiliary generator set needs to be started. At this time, the total output power = 490 kW + 48 kW × 2 = 586 kW, and the current power difference = 586 kW - 525 kW = 61 kW (returning to the safe redundancy range), and the number of generators N is adjusted to 2.

[0074] In some other possible embodiments, a power supply request signal can be obtained, which is used to request an increase in power supply; the requested power difference corresponding to the power supply request signal is determined based on the output power of each generator set, the operating status of each rectifier, and the load power of the train; the number of generator sets N to be started is determined based on the requested power difference, and N auxiliary generator sets are started.

[0075] The power supply monitoring equipment can also combine the train's periodic power consumption patterns (such as daily passenger peak hours and power consumption characteristics of fixed operating segments) with predictable power consumption fluctuations (such as changes in ambient temperature at night and equipment start-up and shutdown plans at fixed times) to generate power supply request signals in advance, triggering the start-up and shutdown of auxiliary generator sets to achieve power adjustment.

[0076] For example, during train operation, there is a regular fluctuation where the outdoor temperature drops sharply after 11:00 PM. At this time, the carriages need to switch to centralized heating mode, and some nighttime operating equipment is activated, leading to an increase in total power demand. Power supply monitoring equipment can identify this correlation between "sharp temperature drop → increased power demand" based on historical data, and generate a power request signal 30 minutes before the actual increase in power demand, instructing the activation of additional auxiliary generator sets.

[0077] In this application, by anticipating and proactively adjusting, power reserves can be completed before the formal increase in power supply demand, ensuring that the total output power always matches or slightly exceeds the demand, fundamentally avoiding power outages or voltage instability caused by delayed power supply response.

[0078] In addition, the execution process for determining the requested power difference and the number of startups can be found in the above embodiment for the execution process of determining the current power difference and the number of startups, and will not be repeated here.

[0079] In some possible embodiments, each carriage is equipped with a gateway, which is connected to the generator set and rectifier in its corresponding carriage to collect the output power of the generator set, the operating status of the rectifier, and the load power of the carriage, and to forward control commands.

[0080] All carriage gateways can establish communication connections with the power supply monitoring equipment in the generator car via a dedicated train Ethernet bus. The communication protocol between the power supply monitoring equipment and each gateway is based on the Ethernet standard (such as IEEE 802.3). This protocol has the characteristics of high bandwidth and low latency, which can not only meet the real-time status monitoring of the power supply equipment in each carriage, but also support the remote issuance of control commands such as generator start-up and shutdown, rectifier parameter adjustment, etc., to ensure the coordinated operation of the distributed power supply system.

[0081] In some possible embodiments, when the power supply monitoring equipment starts the auxiliary generator sets, it can obtain the cumulative running time of each non-started auxiliary generator set and start the N auxiliary generator sets with the smallest cumulative running time.

[0082] The power supply monitoring equipment can store the cumulative operating time of each auxiliary generator set.

[0083] In this application, when starting the auxiliary generator sets, the usage time of each auxiliary generator set can be evenly distributed, avoiding excessive wear and tear on some units due to frequent starts and long-term operation. At the same time, it ensures that the cumulative operating time of all auxiliary generator sets remains at a similar level, reducing the risk of premature failure due to overuse of a single unit. This effectively extends the overall service life of the entire auxiliary generator set and reduces maintenance and replacement costs.

[0084] In some possible embodiments, the distributed power supply system also includes a backup generator set and a backup rectifier corresponding to the backup generator set. The backup generator set is used to supply power to the load equipment when there is a faulty generator set among the multiple generator sets or when the multiple generator sets cannot meet the load of the train.

[0085] When a faulty generator set (such as a diesel engine that cannot start or a rectifier failure that results in no output) exists among multiple generator sets (including main generator sets and auxiliary generator sets) that are already in operation, and the total power of the remaining normal generator sets cannot meet the current load demand, the standby generator set can be automatically put into operation to fill the power gap of the faulty generator set.

[0086] When the total output power of the operating units has reached its limit (e.g., the total power of the main unit plus the started auxiliary units is still less than the sudden increase in load power, such as when all the air conditioning in the carriage is turned on and the oxygen supply equipment is started), and there are no more auxiliary generator sets that can be started, the standby generator set can be used as an additional power supplement to ensure that the total power of the power grid matches the load demand.

[0087] In this application, by configuring a backup generator set, the risk of power outage caused by generator set failure is resolved, and the problem of insufficient power under sudden high loads can be addressed without relying on external power supply or making significant adjustments to the train's electrical equipment. The backup generator set can quickly replenish power, improving the emergency response capability and power regulation flexibility of the train's power supply system, and enhancing the reliability and flexibility of power supply.

[0088] In some possible embodiments, the power supply monitoring equipment controls the shutdown of unnecessary load equipment on the train when the total output power of multiple generator sets and standby generator sets has reached its limit and the actual redundancy capacity of the system continues to be lower than a preset safety threshold.

[0089] For example, the preset safety threshold can be -10kW, which means a power shortage occurs.

[0090] Non-essential load equipment refers to electrical equipment that does not directly affect the safe operation of the train or the basic comfort of passengers, such as: showers, some entertainment displays, non-essential heating equipment in the dining car (such as warming cabinets), and decorative lighting in the carriages.

[0091] In this application, in extreme cases where the distributed power supply system cannot further increase its power, the total load power is quickly reduced by precisely cutting off unnecessary loads, so that the remaining loads are rematched with the output capacity of the generator set, avoiding power outages to the core system due to severe power shortages, and maximizing the protection of train operation safety and passengers' basic needs.

[0092] In some possible embodiments, the train's power supply trunk line can adopt a dual-redundant design and achieve grid-connected power supply for multiple carriages through vehicle-end connectors; wherein, the vehicle-end connectors support plugging and unplugging.

[0093] The dual-redundancy design does not have two independent power supply lines; one is the primary line and the other is the backup line. When one of the lines fails (such as a break or short circuit), the backup line can automatically switch on to avoid interruption of the main power supply line.

[0094] The car-end connectors support plugging and unplugging, allowing for flexible adjustments to train formations (such as adding / reducing carriages with auxiliary generator sets), thereby enabling dynamic increases or decreases in the number of auxiliary generator sets.

[0095] When trains travel to areas with high power demand, carriages equipped with auxiliary generator sets can be added to increase the total power supply. When trains travel to areas with low power demand, the number of carriages with auxiliary generator sets can be reduced, and the original equipment carriages can be replaced with passenger carriages to increase passenger capacity. In areas with high power demand, such as high-altitude / cold regions with large temperature differences, oxygen supply and high-power air conditioning equipment need to be turned on simultaneously. In areas with low power demand, such as plains with mild temperatures, only basic lighting and low-power air conditioning are needed.

[0096] In this application, the dual-redundant power supply trunk line significantly reduces the risk of overall power outage due to line faults and significantly improves the safety of train power supply; on the other hand, the car-end connectors that support quick plugging and unplugging make train formation adjustments more flexible.

[0097] In some possible embodiments, the distributed power supply system also includes a mode switching device that can switch between electrified lines and self-sufficient power supply modes. In the electrified lines, the train is powered via the overhead contact line; in the self-sufficient power supply mode, the train is powered via the power grid.

[0098] When a train is running on an electrified line, it obtains high-voltage electricity (such as 25kV AC) through the overhead contact line. After being transformed and rectified by the electric locomotive, it is converted into DC 600V DC that meets the preset standard and connected to the train power supply network to supply power to the load.

[0099] When the train is traveling on a non-electrified line, or when there is a power supply failure in the overhead contact system (such as a broken overhead contact line or abnormal voltage), it automatically switches to self-sustaining power supply mode. The train's own distributed power supply system (main generator set, auxiliary generator set, and standby generator set) outputs DC 600V direct current through the power grid to continue supplying power to the load.

[0100] In this application, the train can be powered by the overhead contact line of the electrified line, and can also continue to operate by relying on a self-sustaining power supply system when there is no overhead contact line or when the overhead contact line fails. Both modes output DC 600V, and the load equipment does not require adaptation or adjustment. This fundamentally avoids the risk of line-limited fault-induced shutdowns under a single power supply mode, significantly improving the reliability of train power supply and its adaptability to various operational ranges.

[0101] In some possible embodiments, a train includes multiple carriages and the aforementioned system, each carriage is used to install the system's generator set and a corresponding rectifier for each generator set, and any carriage of the multiple carriages is equipped with the system's power supply monitoring equipment.

[0102] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0103] The above provides a detailed description of an anomaly detection circuit provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the embodiments above are merely for the purpose of helping to understand the method and core ideas of this application. It should be noted that those skilled in the art can make various improvements and modifications to this application without departing from its principles, and these improvements and modifications also fall within the protection scope of the claims of this application.

Claims

1. A distributed power supply system, characterized in that, This includes multiple generator sets, rectifiers for each generator set, and power supply monitoring equipment. The multiple generator sets are respectively installed in each carriage of the train, and the output terminal of each generator set is connected to its corresponding rectifier. The rectifier converts the AC power of its corresponding generator set into DC power and connects it to the power supply main line of the train through the bus to form a power supply network, which is used to supply power to the load equipment of each carriage. The power supply monitoring equipment is used to collect the output power of each generator set, the operating status of each rectifier, and the load power of the train, and to start and stop each generator set according to the output power of each generator set, the operating status of each rectifier, and the load power of the train.

2. The system according to claim 1, characterized in that, The plurality of generator sets include a main generator set and a plurality of auxiliary generator sets. The main generator set and its corresponding main rectifier are installed in the generator car, and the auxiliary generator sets and their corresponding auxiliary rectifiers are installed in other carriages. The main unit of the power supply monitoring equipment is installed in the generator car. Specifically, the power supply monitoring equipment is used for... When the load power of the train is less than or equal to the first load threshold, the main generator set is started to supply power to the load equipment of the train; When the load power of the train exceeds the first load threshold, the main generator set and the plurality of auxiliary generator sets are started to supply power to the load equipment.

3. The system according to claim 2, characterized in that, The power supply monitoring equipment is also used to adjust the number N of multiple auxiliary generator sets to be started, based on the output power of each generator set, the working status of each rectifier, and the load power of the train, when the load power of the train is greater than the first load threshold. The number N is an integer greater than or equal to 1.

4. The system according to claim 3, characterized in that, The power supply monitoring equipment is specifically used for, Obtain a power supply request signal, which is used to request an increase in power supply; The requested power difference corresponding to the power supply request signal is determined based on the output power of each generator set, the operating status of each rectifier, and the load power of the train. Based on the requested power difference, determine the number N to be started, and start N auxiliary generator sets.

5. The system according to claim 4, characterized in that, The power supply monitoring equipment is specifically used to obtain the cumulative running time of each unstarted auxiliary generator set, and to start the N auxiliary generator sets with the smallest cumulative running time.

6. The system according to claim 1, characterized in that, The system also includes a backup generator set, which is used to supply power to the load equipment when there is a faulty generator set among the multiple generator sets or when the multiple generator sets cannot meet the load of the train.

7. The system according to claim 6, characterized in that, The power supply monitoring equipment is also used to control the shutdown of unnecessary load equipment on the train when the total output power of the multiple generator sets and the standby generator sets has reached the upper limit and the actual redundancy capacity of the system is continuously lower than a preset safety threshold.

8. The system according to claim 1, characterized in that, The power supply trunk line adopts a dual-redundant design and achieves grid-connected power supply for multiple carriages through vehicle-end connectors; The vehicle-side connector supports plugging and unplugging.

9. The system according to claim 1, characterized in that, The system also includes a mode switching device for switching between electrified lines and self-sufficient power supply mode. The electrified lines supply power to the train through the overhead contact line, while the self-sufficient power supply mode supplies power to the train through the power grid.

10. A train, characterized in that, The train includes multiple carriages and any one of the systems claimed in claims 1-9. Each carriage is used to install the generator set of the system and the rectifier corresponding to each generator set, and power supply monitoring equipment is installed in any one of the multiple carriages.

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