High-voltage power distribution circuit, vehicle and power distribution method

Abstract

The invention relates to a high-voltage power distribution circuit, a vehicle and a power distribution method, the high-voltage power distribution circuit arranged in each carriage comprises a circuit breaker, a loop contactor and an isolation switch connected between the circuit breaker and the loop contactor, and the isolation switch is arranged between the circuit breaker and the loop contactor. The isolation switch is provided with a plurality of different switch positions so as to be used for independently controlling power-on or power-off of each compartment, and high-voltage power-on or power-off of a workshop power supply can be independently realized for each compartment, so that the convenience of independently overhauling a certain compartment is improved, and the overhauling safety is improved.

Description

High-voltage power distribution circuits, vehicles and power distribution methods Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a high-voltage power distribution circuit, vehicle, and power distribution method. Background Technology

[0002] In vehicles with multiple carriages, such as trains, all carriages share a common workshop power connector. When the switch controlling the workshop power is turned off, all carriages are de-energized; when the switch controlling the workshop power is turned on, all carriages are powered.

[0003] In other words, each carriage cannot independently control its connection to the workshop's power supply connector to enable individual power-on or power-off of each carriage. This makes maintenance inconvenient when a carriage malfunctions. Summary of the Invention

[0004] This application provides a high-voltage power distribution circuit, a vehicle, and a power distribution method, which improves the convenience of inspecting a single carriage and at least partially solves the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a high-voltage power distribution circuit is provided, wherein the high-voltage power distribution circuit installed in each car includes a circuit breaker, a loop contactor, and a disconnecting switch connected between the circuit breaker and the loop contactor; the disconnecting switch has multiple different switch positions for individually controlling the power supply or de-energization of each car.

[0006] According to a second aspect of this application, a vehicle is provided, the vehicle comprising multiple connected carriages, each carriage being provided with the aforementioned high-voltage power distribution circuit.

[0007] According to a third aspect of this application, a power distribution method is provided, which is applied to the aforementioned vehicle.

[0008] The high-voltage power distribution circuit, vehicle, and power distribution method of this application embodiment, by setting an isolating switch between the circuit breaker and the circuit contactor, the isolating switch has multiple different switch positions for individually controlling the power supply or de-energization of each car, can independently realize the high-voltage power supply or de-energization of each car. This not only improves the convenience of individually inspecting a car, but also helps to improve the safety of inspection.

[0009] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0012] Figure 1 is a circuit diagram of a vehicle provided in an exemplary embodiment of this disclosure;

[0013] Figure 2 is a partial enlarged view of the high-voltage power distribution circuit provided in an exemplary embodiment of this disclosure;

[0014] Figure 3 is a schematic diagram of the position detection of the disconnecting switch provided in an exemplary embodiment of this disclosure;

[0015] Figure 4 is a schematic flowchart of a first power distribution method provided in an exemplary embodiment of this disclosure.

[0016] Figure 5 is a schematic diagram of a second process of the power distribution method provided in an exemplary embodiment of this disclosure.

[0017] Explanation of reference numerals in the attached figures:

[0018] 10. High-voltage power distribution circuits;

[0019] 20. Workshop power connectors;

[0020] 30. Conductive rails;

[0021] 40. Traction converter;

[0022] 50. Auxiliary converter;

[0023] D1, first moving contact; D2, second moving contact;

[0024] J1, First stationary contact; J2, Second stationary contact; J3, Third stationary contact; J4, Fourth stationary contact; J5, Fifth stationary contact; J6, Sixth stationary contact. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0026] This embodiment provides a high-voltage power distribution circuit 10. Please refer to Figures 1 to 5. As shown in Figures 1 and 2, the high-voltage power distribution circuit 10 installed in each car includes a circuit breaker HSCB, a loop contactor, and a disconnecting switch QS1 connected between the circuit breaker HSCB and the loop contactor.

[0027] It is understood that the high-voltage power distribution circuit 10 in this embodiment of the application, by setting an isolating switch QS1 between the circuit breaker HSCB and the circuit contactor, the isolating switch QS1 has multiple different switch positions for individually controlling the power supply or de-energization of each car, can independently realize the high-voltage power supply or de-energization of each car. This not only improves the convenience of individually inspecting a certain car, but also helps to improve the safety of inspection.

[0028] It should be noted that when the disconnector switch QS1 is in the workshop position, the circuit contactor connects to the workshop power connector 20 through the disconnector switch QS1, enabling independent high-voltage power supply to each carriage. When the disconnector switch QS1 is in the isolated position, the circuit contactor connects to the grounding terminal through the disconnector switch QS1, enabling independent high-voltage power supply to each carriage.

[0029] When the disconnector switch QS1 is in the operating position, the circuit contactor connects to the circuit breaker HSCB through the disconnector switch QS1, thereby utilizing the power supply from the conductor rail 30. The circuit breaker HSCB can be a high-speed circuit breaker.

[0030] In some embodiments, as shown in FIG2, the disconnector switch QS1 includes a first stationary contact J1, a second stationary contact J2, a third stationary contact J3, a fourth stationary contact J4, a fifth stationary contact J5, a sixth stationary contact J6, a first moving contact D1, and a second moving contact D2; the first stationary contact J1 is connected to the positive terminal of the workshop power connector 20, the second stationary contact J2 is connected to the first terminal of the circuit breaker HSCB, the third stationary contact J3 and the sixth stationary contact J6 are both connected to the ground terminal, the fourth stationary contact J4 is connected to the negative terminal of the workshop power connector 20, the fifth stationary contact J5 is used to connect to the negative terminal of the conductive rail 30, and the first moving contact D1 and the second moving contact D2 are both connected to the circuit contactor; wherein, the second terminal of the circuit breaker HSCB is used to connect to the positive terminal of the conductive rail 30.

[0031] It should be noted that the first moving contact D1 and the second moving contact D2 are linked, and they can be connected sequentially to the first stationary contact J1 and the fourth stationary contact J4, the second stationary contact J2 and the fifth stationary contact J5, or the third stationary contact J3 and the sixth stationary contact J6.

[0032] In some embodiments, as shown in Figures 1 and 2, the circuit contactor includes a positive contactor KM2 and a negative contactor KM1; the positive contactor KM2 is connected to a first moving contact, and the negative contactor KM1 is connected to a second moving contact.

[0033] In some embodiments, as shown in FIG2, when the disconnecting switch QS1 is in the workshop position, the first moving contact D1 is connected to the first stationary contact J1, and the second moving contact D2 is connected to the fourth stationary contact J4.

[0034] In some embodiments, as shown in FIG2, when the disconnecting switch QS1 is in the disconnected position, the first moving contact D1 is connected to the third stationary contact J3, and the second moving contact D2 is connected to the sixth stationary contact J6.

[0035] In some embodiments, as shown in FIG2, when the disconnecting switch QS1 is in the operating position, the first moving contact D1 is connected to the second stationary contact J2, and the second moving contact D2 is connected to the fifth stationary contact J5.

[0036] In some embodiments, as shown in Figures 1 and 2, the high-voltage power distribution circuit 10 further includes a first fuse FU1 and a second fuse FU2. The first fuse FU1 is connected between the second end of the circuit breaker HSCB and the positive terminal of the conductive rail 30; the second fuse FU2 is connected between the first stationary contact J1 and the positive terminal of the workshop power connector 20.

[0037] It should be noted that either the first fuse FU1 or the second fuse FU2 can provide overcurrent protection and improve the safety of high-voltage power distribution.

[0038] Optionally, as shown in Figures 1 and 2, the high-voltage power distribution circuit 10 further includes a first voltage sensor VH1 and a second voltage sensor VH2. One end of the first voltage sensor VH1 is connected to the first end of the first fuse FU1 and the first end of the circuit breaker HSCB, respectively, and the other end of the first voltage sensor VH1 is connected to the negative terminal of the conductive rail 30. One end of the second voltage sensor VH2 is connected to the first moving contact D1 and the positive contactor KM2, respectively, and the other end of the second voltage sensor VH2 is connected to the negative contactor KM1.

[0039] It should be noted that the first voltage sensor VH1 is used to obtain the front-end voltage of the circuit breaker HSCB. The second voltage sensor VH2 is used to obtain the voltage between the front end of the positive contactor KM2 and the rear end of the negative contactor KM1.

[0040] Optionally, as shown in Figures 1 and 2, the high-voltage power distribution circuit 10 further includes a current sensor LH1. One end of the current sensor LH1 is connected to the first moving contact D1, and the other end of the current sensor LH1 is connected to one end of the second voltage sensor VH2 and the positive contactor KM2, respectively.

[0041] It should be noted that the current sensor LH1 is used to acquire the current flowing through the first moving contact D1.

[0042] This embodiment also provides a vehicle, as shown in FIG1, which includes multiple connected carriages, each carriage being equipped with the aforementioned high-voltage power distribution circuit 10.

[0043] It is understood that since the vehicle in this embodiment includes the high-voltage power distribution circuit 10 described above, it is also possible to set an isolating switch QS1 between the circuit breaker HSCB and the circuit contactor. The isolating switch QS1 has multiple different switch positions for individually controlling the power supply to or from each car. This allows for independent high-voltage power supply to or from each car, which not only improves the convenience of individual maintenance of a car but also enhances the safety of maintenance.

[0044] In some embodiments, as shown in FIG3, the vehicle further includes a workshop power connector 20, which is disposed in at least one car. For example, the workshop power connector 20 may be disposed in at least one of the first and last cars in a series of connected cars.

[0045] In some embodiments, as shown in FIG3, the vehicle also includes a train control and management system (TCMS) and a train control unit (TCU). The TCMS is used to detect the plug status of the workshop power connector 20. The TCU is connected to the TCMS and is used to determine whether the power supply is successful when in the workshop position based on the voltage on both sides of the disconnector switch QS1.

[0046] It should be noted that the voltages on both sides of the disconnector switch QS1 include the voltage on the front side of the disconnector switch QS1 and the voltage on the rear side of the disconnector switch QS1. The voltage on the front side of the disconnector switch QS1 refers to the voltage detected by the first voltage sensor VH1, and the voltage on the rear side of the disconnector switch QS1 refers to the voltage detected by the second voltage sensor VH2.

[0047] In some embodiments, the train control unit (TCU) controls the operating state of the circuit breaker (HSCB) and the circuit contactor based on the detected switch position of the disconnector (QS1); wherein the switch position is one of the working position, the disconnect position, and the running position.

[0048] It should be noted that this allows the circuit breaker HSCB and the circuit contactor to be automatically switched based on the switch position of the disconnector QS1, thereby reducing problems such as misoperation and delays caused by human operation.

[0049] Optionally, as shown in Figure 1, the vehicle also includes a traction converter 40 and an auxiliary converter 50. The traction converter 40 is connected to the rear end of the positive contactor KM2 and the rear end of the negative contactor KM1 respectively to drive the corresponding motor (M). The auxiliary converter 50 is connected to the front end of the positive contactor KM2 and the rear end of the negative contactor KM1 respectively to supply power to the corresponding auxiliary load.

[0050] In summary, compared to the shared isolating switch QS1 and workshop power connector 20 across all carriages, when the workshop power switch is off, all carriages are de-energized. If a carriage malfunctions and requires maintenance, it is impossible to individually energize or de-energize that carriage under workshop power mode, causing inconvenience for maintenance. Furthermore, when the workshop power connector 20 is connected, the high-voltage power supply is directly connected to the train's high-voltage circuit without confirmation from maintenance personnel, potentially posing a risk of electric shock.

[0051] This scheme places the disconnector switch QS1 between the rear end of the circuit breaker HSCB and the front end of the negative contactor KM1. Each car has an independent disconnector switch QS1, and all cars share the workshop power connector 20. When using the workshop power connector 20 for power supply, since the workshop power supply runs through the workshop power connector 20 to each car, each car can switch the disconnector switch QS1 to the workshop position to supply power to itself using the workshop power supply mode, thus enabling independent power supply to different cars in the workshop power supply mode.

[0052] When maintenance is required on a faulty carriage, the isolating switch QS1 of that carriage can be switched to the isolated position to prevent power supply to that carriage and ensure electrical safety. Furthermore, after the workshop power supply plug is connected, the high-voltage power supply will not be directly connected to the vehicle. Only after maintenance personnel confirm there are no abnormalities and press the high-voltage power-on button on the driver's control panel can the negative contactor KM1 be closed to achieve high-voltage power supply to the vehicle, ensuring electrical safety in workshop power mode.

[0053] This embodiment also provides a power distribution method, which is applied to the aforementioned vehicle.

[0054] It is understood that, since the power distribution method of this application embodiment is applied to the high-voltage power distribution circuit 10 described above, it is also possible to set an isolating switch QS1 between the circuit breaker HSCB and the circuit contactor. The isolating switch QS1 has multiple different switch positions for individually controlling the power supply or de-energization of each car. This can independently realize the high-voltage power supply or de-energization of the workshop power supply for each car. This not only improves the convenience of individually inspecting a certain car, but also helps to improve the safety of the inspection.

[0055] Among them, the workshop power connector 20 can also be used as a type of workshop power interface.

[0056] When the disconnect switch QS1 is in the workshop position, the vehicle is in workshop power mode. As shown in Figures 4 and 5, the power distribution method includes the following steps:

[0057] Step S10: The train control and management system collects the plug status of the workshop power connectors in real time.

[0058] Step S20: If the plug-in status indicates that the workshop power plug-in signal is valid, the train control and management system will cut off the traction enable and traction signal, and turn on the workshop power indicator light.

[0059] Optionally, after the Train Control System (TCMS) disables traction enable and traction signal, and illuminates the workshop power indicator, the TCMS enters workshop power mode and sends a message indicating the validity of the workshop power mode to the Train Control Unit (TCU). If the TCMS detects a valid high-voltage power-on signal, it sends a high-voltage power-on command to the TCU.

[0060] Optionally, the train control unit (TCU) collects the switch position of the disconnector switch QS1 in real time and receives messages sent by the train control management system (TCMS); if the switch position is in the workshop position and / or a message indicating that the workshop power mode is valid is received, the circuit breaker HSCB and the circuit contactor are disconnected to ensure reliable power disconnection.

[0061] Optionally, after disconnecting the circuit breaker HSCB and the circuit contactor, if the train control unit TCU receives a high-voltage power-on command, the train control unit TCU controls the negative contactor KM1 to engage.

[0062] After the train control unit (TCU) controls the negative contactor KM1 to engage, if the voltages collected by the first voltage sensor VH1 and the second voltage sensor VH2 are zero voltage and normal high voltage respectively, the TCU determines that the high voltage power-on is successful and sends a message to the train control and management system (TCMS) indicating that the workshop power mode has been successfully entered. The auxiliary load connected to the auxiliary converter 50 is then powered on.

[0063] Among them, normal high voltage refers to a voltage similar to the supply voltage of the workshop power supply connected to the workshop power connector 20. This normal high voltage is used to distinguish it from abnormal high voltage caused by short circuit or static electricity.

[0064] The specific implementation process is as follows: The Train Control and Management System (TCMS) collects the plug-in status of the workshop power interface on the lead car and tail car in real time. If a charging gun is plugged in, a plug-in signal is triggered. After the TCMS detects that the plug-in signal is valid, it controls the disconnection of traction enable and traction signal, and illuminates the workshop power indicator light. The TCMS enters workshop power mode and sends a workshop power mode valid message to the Train Control Unit (TCU).

[0065] The train control unit (TCU) of each carriage collects the position of the disconnecting switch QS1 in real time and receives messages sent by the train control management system (TCMS). If the train control unit (TCU) collects that the disconnecting switch QS1 is in the workshop position, or receives a valid workshop power mode message sent by the train control management system (TCMS), it immediately controls the disconnection of traction and disconnects the circuit breaker HSCB, negative contactor KM1, and positive contactor KM2 to ensure reliable power disconnection.

[0066] When the maintenance personnel switch the disconnect switch QS1 to the workshop position, connect the workshop power plug, and connect the workshop power supply, the vehicle will not be powered on immediately because the circuit breaker HSCB, negative contactor KM1, and positive contactor KM2 are in the open state, thus reducing the risk of electric shock.

[0067] Afterwards, maintenance personnel press the high-voltage power-on button on the driver's control panel. If the Train Control Management System (TCMS) detects the high-voltage power-on signal, it sends a high-voltage power-on command to the Train Control Unit (TCU). Upon receiving the high-voltage power-on command, the TCU determines whether the power-on conditions are met (the high-voltage power-on command is valid). The conditions for a valid high-voltage power-on command are: the workshop power mode is valid, the disconnector switch QS1 is in the workshop position, the circuit breaker HSCB is open, the negative contactor KM1 is open, and the positive contactor KM2 is open.

[0068] If the power-on conditions are met, it is determined that high-voltage power-on can be performed in the workshop power mode, and the train control unit (TCU) controls the negative contactor KM1 to engage to perform high-voltage power-on.

[0069] After power-on, the train control unit (TCU) collects the voltages on both sides of the disconnector switch QS1 via the first voltage sensor VH1 and the second voltage sensor VH2. If the voltage collected by the first voltage sensor VH1 is zero and the voltage collected by the second voltage sensor VH2 is within the normal high-voltage range, then the high-voltage power-on is considered successful, and the TCU successfully enters the workshop power mode via message feedback.

[0070] If the first voltage sensor VH1 does not collect zero voltage and the second voltage sensor VH2 does not collect normal high voltage, then the high voltage power-on is judged to have failed. The train control unit (TCU) controls the disconnection of the negative contactor KM1, and the TCU fails to enter the workshop power mode through message feedback.

[0071] After the workshop power supply is successfully powered on, the auxiliary loads, such as the auxiliary converter 50, are powered on and start running.

[0072] The high-voltage circuit and power-on control method for workshop power supply provided in this solution can enable high-voltage power supply to be applied to any vehicle model while ensuring electrical safety.

[0073] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0074] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0075] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0076] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A high-voltage power distribution circuit, characterized in that, The high-voltage power distribution circuit installed in each car includes a circuit breaker, a loop contactor, and a disconnecting switch connected between the circuit breaker and the loop contactor; the disconnecting switch has multiple different switch positions for individually controlling the power on or off of each car.

2. The high-voltage power distribution circuit according to claim 1, characterized in that, When the switch position is in the workshop position, the circuit contactor is connected to the workshop power connector through the isolating switch; when the switch position is in the isolation position, the circuit contactor is connected to the grounding terminal through the isolating switch.

3. The high-voltage power distribution circuit according to claim 2, characterized in that, When the switch position is in the running position, the circuit contactor is connected to the circuit breaker through the disconnecting switch.

4. The high-voltage power distribution circuit according to claim 3, characterized in that, The disconnecting switch includes a first stationary contact, a second stationary contact, a third stationary contact, a fourth stationary contact, a fifth stationary contact, a sixth stationary contact, a first moving contact, and a second moving contact. The first stationary contact is connected to the positive terminal of the workshop power connector, the second stationary contact is connected to the first terminal of the circuit breaker, the third and sixth stationary contacts are both connected to the grounding terminal, the fourth stationary contact is connected to the negative terminal of the workshop power connector, the fifth stationary contact is used to connect to the negative terminal of the conductive rail, and the first and second moving contacts are both connected to the circuit contactor. The second terminal of the circuit breaker is used to connect to the positive terminal of the conductive rail.

5. The high-voltage power distribution circuit according to claim 4, characterized in that, The circuit contactor includes a positive contactor and a negative contactor; the positive contactor is connected to the first moving contact, and the negative contactor is connected to the second moving contact.

6. The high-voltage power distribution circuit according to claim 5, characterized in that, When the disconnecting switch is in the workshop position, the first moving contact is connected to the first stationary contact, and the second moving contact is connected to the fourth stationary contact.

7. The high-voltage power distribution circuit according to claim 5, characterized in that, When the disconnecting switch is in the disconnected position, the first moving contact is connected to the third stationary contact, and the second moving contact is connected to the sixth stationary contact.

8. The high-voltage power distribution circuit according to claim 5, characterized in that, When the disconnector is in the operating position, the first moving contact is connected to the second stationary contact, and the second moving contact is connected to the fifth stationary contact.

9. The high-voltage power distribution circuit according to claim 5, characterized in that, The high-voltage power distribution circuit further includes: a first fuse, which is connected between the second end of the circuit breaker and the positive terminal of the conductive rail; and a second fuse, which is connected between the first stationary contact and the positive terminal of the workshop power connector.

10. The high-voltage power distribution circuit according to claim 9, characterized in that, The high-voltage power distribution circuit further includes: a first voltage sensor, one end of which is connected to the first fuse and the first end of the circuit breaker, and the other end of which is connected to the negative terminal of the conductive rail; and a second voltage sensor, one end of which is connected to the first moving contact and the positive contactor, and the other end of which is connected to the negative contactor.

11. The high-voltage power distribution circuit according to claim 10, characterized in that, The high-voltage power distribution circuit also includes a current sensor, one end of which is connected to the first moving contact, and the other end of which is connected to one end of the second voltage sensor and the positive contactor.

12. A vehicle, characterized in that, The vehicle comprises multiple connected carriages, each of which is equipped with a high-voltage power distribution circuit as described in any one of claims 1-11.

13. The vehicle according to claim 12, characterized in that, The vehicle also includes the workshop power connector, which is installed in at least one of the carriages.

14. The vehicle according to claim 13, characterized in that, The vehicle also includes: a train control and management system, which is used to detect the plug-in status of the workshop power connector; and a train control unit, which is connected to the train control and management system and is used to determine whether the power supply is successful when the vehicle is in the workshop position based on the voltage on both sides of the disconnect switch.

15. The vehicle according to claim 14, characterized in that, The train control unit is used to control the operating state of the circuit breaker and the circuit contactor according to the detected switch position of the disconnecting switch; wherein the switch position is one of the working position, the disconnecting position, and the running position.

16. The vehicle according to claim 12, characterized in that, The vehicle also includes: a traction converter, which is connected to the rear end of the positive contactor and the rear end of the negative contactor respectively to drive the corresponding motor; and an auxiliary converter, which is connected to the front end of the positive contactor and the rear end of the negative contactor respectively.

17. A power distribution method, characterized in that, The power distribution method is applied to the vehicle as described in any one of claims 12-16.

18. The power distribution method according to claim 17, characterized in that, When the disconnect switch is in the workshop position, the vehicle is in workshop power mode. The power distribution method includes: the train control and management system collects the plug status of the workshop power connector in real time; if the plug status indicates that the workshop power plug signal is valid, the train control and management system cuts off the traction enable and traction signal, and illuminates the workshop power indicator light.

19. The power distribution method according to claim 18, characterized in that, After the train control and management system cuts off the traction enable and traction signal and illuminates the workshop power indicator, it further includes: the train control and management system entering the workshop power mode and sending a message indicating that the workshop power mode is valid to the train control unit.

20. The power distribution method according to claim 19, characterized in that, After the train control and management system enters the workshop power mode and sends a message indicating the validity of the workshop power mode to the train control unit, it further includes: if the train control and management system collects a valid high-voltage power-on signal, it sends a high-voltage power-on command to the train control unit.

21. The power distribution method according to claim 20, characterized in that, The power distribution method further includes: the train control unit collecting the switch position of the disconnecting switch in real time and receiving messages sent by the train control management system; if the switch position is in the workshop position and / or a message indicating that the workshop power mode is valid is received, then the circuit breaker and the circuit contactor are disconnected.

22. The power distribution method according to claim 21, characterized in that, After disconnecting the circuit breaker and the circuit contactor, the method further includes: if the train control unit receives the high-voltage power-on command, the train control unit controls the negative contactor to engage.

23. The power distribution method according to claim 22, characterized in that, After the train control unit controls the negative contactor to engage, the system further includes the following steps: if the voltages collected by the first voltage sensor and the second voltage sensor are zero voltage and normal high voltage respectively, then the train control unit determines that the high voltage power-on is successful and sends a message to the train control management system indicating that the train has successfully entered the workshop power mode.

24. The power distribution method according to claim 23, characterized in that, After the message indicating that the feedback has successfully entered the workshop power mode is sent to the train control and management system, the process also includes: powering on the auxiliary load connected to the auxiliary converter.

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