Railway train, Oxygen supply system of railway train and control method thereof

Abstract

The application relates to the technical field of rail train air conditioners, in particular to a rail train, an oxygen supply system of the rail train and a control method thereof. The rail train comprises a vehicle body, and the oxygen supply system is arranged in the vehicle body comprising multiple sections. The oxygen supply system comprises an oxygen supply unit, a main oxygen supply air duct and a first flow adjusting mechanism. The oxygen supply unit is installed on the vehicle body and is used for generating oxygen-rich gas. The main oxygen supply air duct is communicated with the oxygen supply unit and extends in each section. At least one air supply port is arranged in the main oxygen supply air duct passing through each section. The first flow adjusting mechanism is arranged in the main oxygen supply air duct and is used for adjusting the flow of the oxygen-rich gas. According to the application, the number of oxygen supply units is reduced, thereby reducing the space occupied by the oxygen supply units and the energy consumption demand. Meanwhile, the main oxygen supply air duct is used for delivering the oxygen-rich gas to multiple sections in the vehicle compartment, so that the oxygen concentration in each section reaches the standard.

Description

Technical Field

[0001] This application relates to the field of air conditioning technology for rail trains, specifically to a rail train, an oxygen supply system for rail trains, and a control method thereof. Background Technology

[0002] As the operating environment of rail trains becomes increasingly complex, some rail trains will be equipped with oxygen supply systems. These systems deliver oxygen-enriched gas into the carriages to increase the oxygen concentration and thus improve passenger comfort.

[0003] However, railcars may have different sections with varying passenger distribution and oxygen requirements. Current oxygen supply methods, which use multiple oxygen supply units to supply oxygen to different sections, occupy a significant amount of space within the carriages.

[0004] Therefore, how to provide an oxygen supply system for rail trains that occupies less space remains a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] To address the problem that existing railway train oxygen supply systems typically require multiple oxygen supply units for different sections, resulting in large equipment footprints and high system energy consumption, this invention achieves centralized oxygen supply and distribution to multiple sections by installing a single oxygen supply unit inside the carriage, in conjunction with a main oxygen supply duct and a distribution air supply structure arranged along different sections of the carriage.

[0006] Based on this, the present invention provides an oxygen supply system for a rail train, characterized in that the rail train includes a car body, the oxygen supply system is disposed on the car body, the car body includes multiple sections, and each section is arranged along the length of the car body. The oxygen supply system includes an oxygen supply unit, a main oxygen supply duct, and a first flow regulating mechanism. The oxygen supply unit is installed on the car body and is used to generate oxygen-enriched gas. The main oxygen supply duct is connected to the oxygen supply unit and extends in each section. The main oxygen supply duct is provided with air outlets, and each section is provided with at least one air outlet. The first flow regulating mechanism is disposed in the main oxygen supply duct and is used to regulate the flow rate of oxygen-enriched gas at each air outlet.

[0007] The technical solution provided in this application replaces the multi-unit, zoned oxygen supply structure with a single oxygen supply unit, reducing the number of oxygen supply units and thus reducing the space occupied by the units and the energy consumption of multiple units. Simultaneously, the main oxygen supply duct utilizes a series transmission system to deliver oxygen-enriched gas to multiple sections within the carriage, ensuring that oxygen concentration in each section meets the standard. Therefore, this application achieves the technical effect of occupying less space while ensuring that each section receives oxygen.

[0008] In some embodiments, each section is equipped with a first flow regulating mechanism, which is used to regulate the flow rate of oxygen-enriched gas at the air outlet of the corresponding section.

[0009] In some embodiments, at least one of the sections is a core section, and the oxygen supply system further includes a bypass ventilation duct. One end of the bypass ventilation duct is connected to the main oxygen supply duct, and the other end of the bypass ventilation duct is connected to the core section. The bypass ventilation duct is provided with a second flow regulating mechanism.

[0010] In some embodiments, the oxygen supply system further includes a detection unit configured to detect real-time oxygen concentration parameters for each section.

[0011] In some embodiments, the oxygen supply system further includes a control device, which is communicatively connected to the oxygen supply unit, the first flow regulating mechanism, and the detection unit, and is configured to regulate the output power of the oxygen supply unit and the opening degree of the first flow regulating mechanism.

[0012] The present invention also provides a rail train, which includes a car body and an oxygen supply system. The car body includes multiple sections, each section being arranged along the length of the car body. The oxygen supply system is disposed on the car body and is the oxygen supply system described above.

[0013] In some embodiments, the vehicle body includes multiple carriages, each carriage being arranged along the length of the vehicle body, and each carriage constituting a corresponding section.

[0014] In some embodiments, the vehicle body includes a carriage, the carriage includes multiple zones, each zone is arranged along the length of the carriage, and each zone constitutes a corresponding segment.

[0015] The present invention further provides a control method for an oxygen supply system of a rail train, used to control the aforementioned oxygen supply system of the rail train, the control method comprising: S1: Obtain the real-time oxygen concentration parameters of the section; S2: Compare and analyze the real-time oxygen concentration parameters with the preset target oxygen concentration parameters, and identify the sections where the real-time oxygen concentration parameters do not reach the target oxygen concentration parameters as problem sections. S3: Adjust the output power of the oxygen supply unit; and / or, adjust the opening of the first flow regulation mechanism of the air outlet in the problem section.

[0016] In some embodiments, in step S3, each of the first flow regulating mechanisms is adjusted synchronously.

[0017] In some embodiments, step S3 includes: S31. Determine whether the output power of the oxygen supply unit has reached the preset boundary power. If not, proceed to step S32. If yes, proceed to step S33. S32, adjusts the output power of the oxygen supply unit; S33, adjust the opening degree of the first flow regulation mechanism.

[0018] In some embodiments, prior to step S3, the control method further includes the following steps: S0, obtain the minimum opening threshold of the first flow regulation mechanism; In step S3, the opening degree of the first flow regulating mechanism is not lower than the minimum opening degree threshold.

[0019] In some embodiments, step S0 includes the following steps: Step S011: Obtain the theoretical passenger capacity for each section; Step S012: Calculate and obtain the minimum opening threshold based on the theoretical number of passengers.

[0020] In some embodiments, step S0 includes the following steps: Step S021: Obtain the real-time passenger count for the segment; Step S022: Calculate and obtain the minimum opening threshold based on the real-time passenger number.

[0021] This application also provides a control device for an oxygen supply system of a rail train, used to control the aforementioned oxygen supply system of the rail train, the control device comprising: The acquisition module is used to acquire the real-time oxygen concentration parameters of the section. The analysis module is connected to the acquisition module. The analysis module is used to receive real-time oxygen concentration parameters and compare and analyze the real-time oxygen concentration parameters with the preset target oxygen concentration parameters. The segment where the real-time oxygen concentration parameters do not reach the target oxygen concentration parameters is identified as the problem segment. The regulating module is communicatively connected to the analysis module and is used to regulate the output power of the oxygen supply unit; and / or, the regulating module is used to regulate the opening degree of the first flow regulating mechanism of the air outlet in the problem section.

[0022] This application also provides a computer program product, which includes a computer program that can be executed by a processor to perform the aforementioned control method for the oxygen supply system of a railcar.

[0023] This application also provides a storage medium storing a computer program that can be executed by a processor to perform the aforementioned control method for the oxygen supply system of a railcar. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the structure of one embodiment provided in this application; Figure 2 yes Figure 1A magnified view of a portion of the image; Figure 3 yes Figure 1 Another enlarged view of a portion; Figure 4 yes Figure 1 Another enlarged view of a portion; Figure 5 This is another structural schematic diagram of an embodiment provided in this application; Figure 6 This is a flowchart illustrating one embodiment provided in this application; Figure 7 This is a flowchart illustrating step S0 in one embodiment provided in this application; Figure 8 This is a flowchart illustrating step S0 in another embodiment provided in this application; Figure 9 This is a schematic diagram of the module structure of the control device in one embodiment provided in this application; Figure 10 This is a schematic diagram of the module structure of the control device in another embodiment provided in this application.

[0025] The annotations in the attached figures are explained as follows: 1. Vehicle body; 11. Passenger compartment section; 12. Business area section; 13. Driver's cab section; 2. Oxygen supply unit; 3. Main oxygen supply duct; 31. First flow regulation mechanism; 32. Passenger compartment duct segment; 33. Business area duct segment; 34. Driver's cab duct segment; 4. Bypass ventilation duct; 41. First bypass ventilation duct; 42. Second bypass ventilation duct; 43. Second flow regulation mechanism; 5. Air conditioning unit; 51. Passenger compartment air conditioning unit; 52. Driver's cab air conditioning unit; 6. Detection unit; 7. Control device; 71. Acquisition module; 72. Analysis module; 73. Adjustment module; 731. Judgment submodule; 732. Power adjustment submodule; 733. Opening degree adjustment submodule; 74. Threshold acquisition module; 741. Theoretical number of passengers acquisition submodule; 742. First threshold calculation submodule; 743. Real-time number of passengers acquisition submodule; 744. Second threshold calculation submodule. Detailed Implementation

[0026] To enable those skilled in the art to better understand the technical solutions of this application, the specific embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0027] In the description of the embodiments 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 indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0028] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation", "connection" and "linking" should be interpreted broadly. For example, "linking" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0029] The directional terms used in the embodiments of this application, such as "inner" and "outer," are merely for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of this application, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application. Furthermore, unless otherwise stated in this application, "multiple" in this application refers to two or more.

[0030] In the description of embodiments of this application, 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 a process, method, article, or apparatus. Without further limitation, 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.

[0031] Please see Figures 1-8 , Figure 1 This is a schematic diagram of the structure of one embodiment provided in this application; Figure 2 yes Figure 1 A magnified view of a portion of the image; Figure 3 yes Figure 1 Another enlarged view of a portion; Figure 4 yes Figure 1 Another enlarged view of a portion; Figure 5 This is another structural schematic diagram of an embodiment provided in this application; Figure 6 This is a flowchart illustrating one embodiment provided in this application; Figure 7 This is a flowchart illustrating step S0 in one embodiment provided in this application; Figure 8 This is a flowchart illustrating step S0 in another embodiment provided in this application; Figure 9 This is a schematic diagram of the module structure of the control device in one embodiment provided in this application; Figure 10 This is a schematic diagram of the module structure of the control device in another embodiment provided in this application.

[0032] This application provides an oxygen supply system for a rail train, which is installed on the train body and is used to centrally supply oxygen to multiple sections within the train body.

[0033] like Figure 1 As shown, the car body 1 comprises multiple sections arranged sequentially along its length. Each section can be a different carriage or a functional area divided within the same carriage. For example, each section may include a passenger compartment section 11, a business compartment section 12, a driver's cab section 13, a crew compartment, or an equipment compartment, etc. For high-altitude EMUs, the spatial volume, passenger capacity, and oxygen requirements of different sections typically vary; therefore, the oxygen supply requirements of each section are not the same.

[0034] like Figures 1-5 As shown, the oxygen supply system includes an oxygen supply unit 2, a main oxygen supply duct 3, and a first flow regulation mechanism 31. The oxygen supply unit 2 is installed on the vehicle body 1 and is used to generate oxygen-enriched gas. The main oxygen supply duct 3 is connected to the oxygen supply unit 2 and extends along the length of the vehicle body 1 between multiple sections. The main oxygen supply duct 3 includes multiple duct segments, each corresponding to a different section, and each duct segment is provided with at least one air outlet (not shown in the figure) to allow oxygen-enriched gas to be delivered to each section via the main oxygen supply duct 3. In the implementation where the sections include a passenger compartment section 11, a business area section 12, and a driver's cab section 13, the duct segments include a passenger compartment duct segment 32, a business area duct segment 33, and a driver's cab duct segment 34. The first flow regulation mechanism 31 is located in the main oxygen supply duct 3 and is used to regulate the flow rate of oxygen-enriched gas delivered to each air outlet, thereby providing different flow rates of oxygen-enriched gas to each section.

[0035] The oxygen supply system in this application adopts a centralized oxygen supply architecture, that is, a single oxygen supply unit 2 supplies oxygen to multiple sections uniformly, instead of setting up independent oxygen supply units 2 for different sections. Compared with the traditional multi-oxygen generator independent oxygen supply scheme, this structure can reduce the number of oxygen supply units 2, thereby reducing the space occupied by the equipment, reducing the weight of the whole vehicle, and reducing the system's operating energy consumption and noise. At the same time, due to the reduction in the number of devices in the system, the number of failure points can also be reduced, improving the system's operational reliability.

[0036] In some implementations, the main oxygen supply duct 3 is connected to the oxygen supply unit 2 through a single pipeline. The oxygen-enriched gas generated by the oxygen supply unit 2 enters the main oxygen supply duct 3 through this pipeline and is then transported to each section through the main oxygen supply duct 3.

[0037] In other implementations, the main oxygen supply duct 3 and the oxygen supply unit 2 can be connected at different locations via multiple pipelines, allowing the oxygen-enriched gas generated by the oxygen supply unit 2 to be simultaneously supplied to different locations within the main oxygen supply duct 3. This improves the overall oxygen distribution capacity and reliability of the main oxygen supply duct 3. For example, the main oxygen supply duct 3 can be connected to the passenger compartment duct section 32 and the driver's cab duct section 34, enabling the oxygen supply unit 2 to simultaneously supply oxygen-enriched gas to two duct sections within the main oxygen supply duct 3.

[0038] Oxygen supply unit 2 can be a membrane oxygen generator, pressure swing adsorption oxygen generator, molecular sieve oxygen generator, or other device capable of outputting oxygen-enriched gas. Oxygen supply unit 2 can be installed in the equipment compartment on the top of the passenger cabin, near the equipment area under the vehicle, or other suitable locations for arranging oxygen supply equipment. The oxygen-enriched gas output from oxygen supply unit 2 can be directly sent to the main oxygen supply duct 3, or it can first enter the air conditioning system and then be transported in conjunction with the main oxygen supply duct 3.

[0039] The main oxygen supply duct 3 is used to transport oxygen-enriched gas generated by the oxygen supply unit 2 to each section. The main oxygen supply duct 3 can be formed using metal ducts, composite ducts, flexible ducts, or other air transmission structures suitable for the railway train environment. The main oxygen supply duct 3 can be integrated with the air conditioning supply duct or set up independently of the air conditioning duct.

[0040] Air vents can be located on the roof, side walls, above seats, or other suitable locations for airflow diffusion, allowing oxygen-enriched gas to form a diffused oxygen supply within the corresponding section. Air vents can be slotted vents, grille vents, swirl vents, or other structures capable of delivering air.

[0041] In some implementations, such as Figures 1-5 As shown, the vehicle body 1 may include a passenger compartment section 11, a business compartment section 12, and a driver's cab section 13. An oxygen supply unit 2 is located near the passenger compartment section 11. The main oxygen supply duct 3 first passes through the passenger compartment section 11, and then sequentially connects to the business compartment section 12 and the driver's cab section 13, thus forming a series duct system. A first flow regulation mechanism 31 is installed in each of the passenger compartment duct section 32, the business compartment duct section 33, and the driver's cab duct section 34, thereby regulating the oxygen supply to each section.

[0042] The first flow regulating mechanism 31 can be a regulating damper, an electric valve, a proportional valve, an electrically controlled damper, or other structures capable of regulating gas flow. As long as it meets the requirements, it can be used in the embodiments of this application.

[0043] In some implementations, each section of the duct is equipped with at least one first flow rate regulating mechanism 31, which is used to regulate the flow rate of the oxygen-enriched gas in the corresponding section. Each first flow rate regulating mechanism 31 is located before the air outlet in the corresponding duct section, so that the oxygen-enriched gas entering the corresponding section can be regulated before entering the corresponding section.

[0044] Because the main oxygen supply duct 3 adopts a series duct structure, when the opening of the first flow regulating mechanism 31 in a certain duct section changes, the overall air resistance in the main oxygen supply duct 3 will change, thus affecting the airflow distribution in other duct sections. By setting the first flow regulating mechanism 31 in each duct section, the oxygen supply in other sections can be coordinated and regulated while adjusting the oxygen supply in a certain section, thereby improving the oxygen supply balance and control stability among multiple sections.

[0045] For example, when the number of passengers in the business section 12 increases, the opening of the first flow regulation mechanism 31 of the business section air duct segment 33 can be increased to improve the flow rate of oxygen-enriched gas delivered to the business section 12. When the opening of the first flow regulation mechanism 31 of the business section air duct segment 33 increases, the overall air resistance in the main oxygen supply duct 3 will change, which may lead to a decrease in the oxygen supply in the driver's cab section 13. At this time, the first flow regulation mechanism 31 of the driver's cab air duct segment 34 can be adjusted simultaneously to compensate for the fluctuation in oxygen supply caused by the change in air resistance.

[0046] Furthermore, since each section of the air duct is equipped with a first flow regulation mechanism 31, each section can form an independent oxygen supply regulation node. The control system can adjust the opening of the corresponding first flow regulation mechanism 31 according to the oxygen concentration requirements of each section, thereby achieving differentiated oxygen supply control for different sections.

[0047] Each of the first flow regulation mechanisms 31 can adopt the same structure or different structures. For example, the first flow regulation mechanism 31 of the passenger compartment air duct section 32 can adopt a large-diameter damper, the first flow regulation mechanism 31 of the business area air duct section 33 can adopt a damper with a relatively small diameter, and the first flow regulation mechanism 31 of the driver's cab air duct section 34 can adopt an electrically adjustable damper with a higher response speed. As long as the flow regulation requirements in the corresponding section can be met, it can be used in the embodiments of this application.

[0048] The opening of the first flow regulating mechanism 31 can be adjusted continuously or in stages. For example, the first flow regulating mechanism 31 can continuously change within the range of 0% to 100% according to the control signal, or it can switch according to preset levels.

[0049] In some implementations, such as Figure 2 and Figure 3 As shown, at least one of the sections is a core section, and the oxygen supply system also includes a bypass ventilation duct 4. One end of the bypass ventilation duct 4 is connected to the main oxygen supply duct 3, and the other end is connected to the core section. The bypass ventilation duct 4 is equipped with a second flow regulating mechanism 43.

[0050] The core section is the section that has a significant impact on the normal operation of the rail train, such as the crew section. In some implementations, the core section is the driver's cab section 13, where the driver's cab of the rail train is located. For the driver's cab section 13, because the driver needs to maintain a working state for a long time, the oxygen concentration stability requirements of the driver's cab section 13 are usually higher than those of the ordinary passenger compartment section 11.

[0051] Because the main oxygen supply duct 3 adopts a series duct structure, when the opening degree of the first flow regulation mechanism 31 of the corresponding duct segment in the upstream section changes, the airflow distribution state in the main oxygen supply duct 3 may change, thereby affecting the oxygen supply stability in the downstream section. By setting up a bypass duct 4, some oxygen-enriched gas can bypass part of the delivery path in the main oxygen supply duct 3 and be directly delivered to the core section, thereby improving the oxygen supply stability in the core section.

[0052] Meanwhile, if the first flow regulation mechanism 31 in the upstream section of the core section malfunctions, the oxygen supply in the core section will decrease. By setting up a bypass ventilation duct 4, the malfunctioning first flow regulation mechanism 31 can be bypassed, prioritizing the oxygen supply in the core section, allowing personnel there to work normally, maintaining the normal operation of the railcar, and reducing the risk of major accidents. In other words, the bypass ventilation duct 4 can provide oxygen supply redundancy for the core section.

[0053] In some implementations, the bypass ventilation duct 4 can be set to one or more. When there are multiple bypass ventilation ducts 4, each bypass ventilation duct 4 can be connected to different sections of the main oxygen supply duct 3, thereby forming a multi-path oxygen supply structure.

[0054] For example, in the above-mentioned implementation where the passenger compartment section 11, business compartment section 12 and driver's cab section 13 are arranged in series, the first side ventilation duct 41 is used to connect the passenger compartment ventilation duct section 32 and the business compartment section 12, and the second side ventilation duct 42 is used to connect the business compartment ventilation duct section 33 and the driver's cab section 13, thereby forming a multi-path oxygen supply structure for the business compartment section 12 and the driver's cab section 13, and providing oxygen supply redundancy for the business compartment section 12 and the driver's cab section 13.

[0055] For example, in the above-mentioned implementation where the passenger compartment section 11, business compartment section 12, and driver's cab section 13 are arranged in series, the core section is the driver's cab section 13, and the main oxygen supply duct 3 passes through the passenger compartment section 11, business compartment section 12, and driver's cab section 13 in sequence. Figures 1-5As shown, the first bypass ventilation duct 41 connects the passenger compartment ventilation duct section 32 with the driver's cab section 13, and the second bypass ventilation duct 42 connects the business area ventilation duct section 33 with the driver's cab section 13. Thus, the driver's cab section 13 can simultaneously obtain oxygen-enriched gas through the main oxygen supply duct 3, the first bypass ventilation duct 41, and the second bypass ventilation duct 42. When the opening degree of each of the first flow regulation mechanisms 31 changes or malfunctions, resulting in a reduction in the amount of oxygen-enriched gas flowing out of the air outlet of the driver's cab section 13, some of the oxygen-enriched gas can still be delivered to the driver's cab section 13 via at least one of the first bypass ventilation duct 41 and the second bypass ventilation duct 42, thereby reducing the impact on the oxygen supply status of the driver's cab section 13.

[0056] The second flow regulating mechanism 43 is used to regulate the flow rate of oxygen-enriched gas in the bypass ventilation duct 4. The second flow regulating mechanism 43 can be a regulating damper, electric valve, proportional valve, electrically controlled damper, or other structure capable of regulating gas flow.

[0057] In some implementations, the second flow regulation mechanism 43 is located before the exhaust port of the bypass duct 4, so that the flow rate of oxygen-enriched gas entering the core section via the bypass duct 4 can be regulated before entering the core section.

[0058] In some implementations, the second flow regulating mechanism 43 can be adjusted in conjunction with the first flow regulating mechanism 31 of the corresponding section. For example, when the oxygen concentration in the core section decreases, the opening of the corresponding second flow regulating mechanism 43 can be increased to increase the flow rate of oxygen-enriched gas delivered to the core section via the bypass ventilation duct 4; or the first flow regulating mechanism 31 of the corresponding duct section in the core section can be adjusted simultaneously to jointly increase the oxygen supply in the core section.

[0059] To ensure that the oxygen-enriched gas can flow along the extension direction of the main oxygen supply duct 3, the main oxygen supply duct 3 is equipped with a device for propelling the oxygen-enriched gas. This device can be, for example, a fan, a turbofan, or an air conditioning unit 5. This application does not limit the specific form of this device.

[0060] In some implementations, such as Figure 3 and Figure 4 As shown, the vehicle body 1 is equipped with at least one air conditioning unit 5. The air conditioning unit 5 is used to regulate the air temperature and humidity in the corresponding section. The air conditioning unit 5 has a built-in fan, which is used to provide driving force for the air supply in the corresponding section.

[0061] The air conditioning unit 5 can be installed in the roof equipment compartment, the under-vehicle equipment area, the equipment room adjacent to the corresponding section, or other locations suitable for arranging air conditioning equipment. This application does not restrict the specific installation location of the air conditioning unit 5.

[0062] For each air outlet, the section of the main oxygen supply duct 3 before the air outlet is connected to the air supply side of the corresponding air conditioning unit 5. That is, the air conditioning unit 5 is located between the main oxygen supply duct 3 and the air outlet. Along the flow direction of the oxygen-enriched gas, the oxygen-enriched gas transported through the main oxygen supply duct 3 first passes through the first flow regulating mechanism 31 of the corresponding duct section, and then enters the corresponding air conditioning unit 5, where it mixes with the air in the air conditioning unit 5. Driven by the fan of the air conditioning unit 5, the gas is then delivered to the corresponding section through the air outlet.

[0063] The number of air conditioning units 5 can be determined based on the number of sections inside the vehicle body 1 and the air supply requirements.

[0064] In some implementations, each section can be equipped with an independent air conditioning unit 5.

[0065] In some other implementations, some adjacent sections can also share the same air conditioning unit 5 to reduce the number of air conditioning units 5 installed, and further reduce the space occupied and energy consumption of the vehicle equipment.

[0066] For example, such as Figures 3-5 As shown, the vehicle body 1 is equipped with a passenger compartment air conditioning unit 51 and a driver's cab air conditioning unit 52. The passenger compartment air conditioning unit 51 corresponds to the passenger compartment section 11 and the business section 12. The air supply side of the passenger compartment air conditioning unit 51 is connected to the air supply outlet located in the passenger compartment section 11 and the air supply outlet located in the business section 12, respectively. The driver's cab air conditioning unit 52 corresponds to the driver's cab section 13. The air supply side of the driver's cab air conditioning unit 52 is connected to the air supply outlet located in the driver's cab section 13.

[0067] By installing an air conditioning unit 5 on the vehicle body 1, on the one hand, the fan of the air conditioning unit 5 can provide a stable driving force for the delivery of oxygen-enriched gas, so that the oxygen-enriched gas can be smoothly delivered into the corresponding section through the air outlet; on the other hand, the oxygen-enriched gas after being fully mixed with the air by the air conditioning unit 5 can be more evenly distributed in the corresponding section, which helps to improve the uniformity of oxygen concentration distribution in the corresponding section.

[0068] In addition, the air conditioning unit 5 itself has temperature regulation, humidity regulation and air filtration functions, which can simultaneously improve the air comfort in the corresponding section.

[0069] In this application, along the direction of oxygen-enriched gas flow, the main oxygen supply duct 3 passes through multiple sections in sequence, thereby forming a series duct that connects the various sections together, so that the oxygen-enriched gas generated by the oxygen supply unit 2 can be delivered to each section in sequence.

[0070] Different sections have different oxygen concentration requirements. The oxygen supply to different sections can be adjusted through the first flow rate regulating mechanism 31. The first flow rate regulating mechanism 31 is installed in the air duct segment corresponding to each section and is located before the air outlet of that air duct segment to regulate the flow rate of oxygen-enriched gas entering the corresponding section. By adjusting the opening of the corresponding regulating damper, the flow rate of oxygen-enriched gas entering the corresponding section can be changed, thereby regulating the oxygen supply to each area to meet the differentiated oxygen supply needs of different sections.

[0071] In some implementations, the oxygen supply system also includes a detection unit 6, which is used to detect the real-time oxygen concentration parameters in each section.

[0072] Because the number of passengers, space volume, and airflow conditions may differ in different sections, the oxygen concentration variations in each section are usually not the same. By detecting the real-time oxygen concentration parameters in each section, the actual oxygen supply status in each section can be obtained, thus providing a basis for subsequent oxygen supply adjustments.

[0073] The detection unit 6 may include an oxygen concentration sensor, a gas detection module, an air quality detection module, or other devices capable of detecting oxygen concentration parameters. Each detection unit 6 is respectively set in a corresponding section to obtain the oxygen concentration status in each section.

[0074] The installation location of the detection unit 6 can be set according to the airflow status in the corresponding section. For example, the detection unit 6 can be set at the roof, side wall, return air area, near passenger activity area, or other locations that can reflect the oxygen concentration status of the corresponding section.

[0075] In some implementations, detection units 6 are respectively located in the passenger compartment section 11, the business compartment section 12, and the driver's cab section 13. Each detection unit 6 detects the real-time oxygen concentration parameter in its corresponding section, thereby enabling the oxygen supply system to obtain the oxygen concentration changes in different sections.

[0076] A single detection unit 6 can be set in a single section, or multiple detection units 6 can be set in a single section. When multiple detection units 6 are set in a single section, each detection unit 6 can be set in a different position in the corresponding section, so as to obtain the oxygen concentration parameters at different positions.

[0077] For example, in the passenger compartment section 11, multiple detection units 6 can be respectively installed at the front, middle, and rear of the carriage to detect changes in oxygen concentration in different parts of the passenger compartment section 11. The oxygen supply system can obtain the overall oxygen concentration status in the corresponding section based on the detection results of the multiple detection units 6.

[0078] In some implementations, the oxygen supply system also includes a control device 7. The control device 7 is communicatively connected to the oxygen supply unit 2, the first flow regulating mechanism 31, and the detection unit 6. The control device 7 is used to regulate the output power of the oxygen supply unit 2 and the opening degree of the first flow regulating mechanism 31.

[0079] Since the oxygen concentration in different sections changes with the number of passengers, air flow, and external environment, the oxygen concentration control capability in multiple sections can be improved by using the control device 7 to link and control the oxygen supply unit 2 and the first flow regulating mechanism 31.

[0080] The detection unit 6 can send the real-time oxygen concentration parameters of the corresponding section to the control device 7. Based on the real-time oxygen concentration parameters of each section, the control device 7 adjusts various parameters in the oxygen supply system, such as the output power of the oxygen supply unit 2 and the opening degree of the first flow regulating mechanism 31.

[0081] In some implementations, the control device 7 adjusts the oxygen concentration parameters of each section by regulating the output power of the oxygen supply unit 2 and the opening degree of the first flow regulating mechanism 31. Specifically, when the real-time oxygen concentration parameter in a certain section is higher or lower than the corresponding target oxygen concentration parameter, the control device 7 first adjusts the output power of the oxygen supply unit 2 to regulate the total output of oxygen-enriched gas in the main oxygen supply duct 3. When the output power of the oxygen supply unit 2 reaches the corresponding power boundary, the control device 7 then adjusts the first flow regulating mechanism 31 in the corresponding section.

[0082] Because the main oxygen supply duct 3 adopts a series duct structure, when the opening of the first flow regulating mechanism 31 in a certain duct section changes, the airflow distribution in other duct sections may also change. By prioritizing the adjustment of the output power of the oxygen supply unit 2, the control device 7 can reduce the adjustment of the first flow regulating mechanism 31, thereby reducing the impact on the airflow distribution in other duct sections and thus reducing the impact on the oxygen supply status of each section.

[0083] The control device 7 may specifically include a PLC controller, an on-board computer, or other devices capable of performing control functions. This application does not limit the specific form of the control device 7, as long as it can meet the requirements.

[0084] In some implementations, the control device 7 can also be communicatively connected to the second flow regulating mechanism 43. The control device 7 can regulate the second flow regulating mechanism 43 in the bypass duct 4 based on the real-time oxygen concentration parameters in the core section, so as to regulate the flow rate of oxygen-enriched gas delivered to the core section via the bypass duct 4.

[0085] This application also provides a railcar, which includes a car body 1 and the aforementioned oxygen supply system. The oxygen supply system is installed on the car body 1 and is used to centrally supply oxygen to multiple sections of the car body 1.

[0086] Because this railcar uses the aforementioned oxygen supply system, it achieves the following technical benefits. Specifically, by replacing multiple independently distributed oxygen supply units with a single oxygen supply unit 2, the interior space occupied by the oxygen supply equipment is reduced, the overall vehicle weight is lightened, system energy consumption and noise levels are lowered, and the number of potential failure points in the system is reduced, thereby improving the reliability of the entire vehicle operation. Simultaneously, with the help of the series-connected main oxygen supply duct 3 and the first flow regulation mechanism 31 set in multiple sections, differentiated oxygen supply can be achieved for different sections based on the single oxygen supply unit 2, meeting the different oxygen concentration requirements of different sections such as the passenger compartment section 11, the business compartment section 12, and the driver's cab section 13.

[0087] This railcar is particularly suitable for operation on plateau and high-altitude lines. For example, the railcar can be a high-speed train, a locomotive-hauled passenger car, or other types of railcars used on plateau lines. In plateau environments, due to the relatively low oxygen content in the air outside the car body 1, the oxygen concentration requirements of personnel in different sections of the car body 1 vary more significantly. Therefore, the railcar provided in this application can achieve more significant technical effects in this application scenario.

[0088] In some implementations, the vehicle body 1 may include multiple carriages arranged sequentially along the length of the vehicle body 1, with each carriage constituting a corresponding section. That is, each carriage serves as a separate section, and each carriage is equipped with a corresponding air duct section and a first flow regulation mechanism 31.

[0089] For example, the car body 1 may include a lead car, an intermediate car, and a tail car, with each car serving as a corresponding section. The oxygen supply unit 2 can be installed in one of the cars, and oxygen-enriched gas is sequentially delivered to each car via a main oxygen supply duct 3 that runs through all the cars. In this structure, the main oxygen supply duct 3 between adjacent cars can be sealed and connected using flexible joints, workshop connection pipelines, or other connection structures that can adapt to the relative movement of the cars, thereby ensuring a stable delivery of oxygen-enriched gas between the cars.

[0090] In other implementations, the vehicle body 1 may include a carriage, which is divided into multiple zones along its length, each zone constituting a corresponding segment. That is, a single carriage contains multiple segments with different functions.

[0091] For example, in the lead car of a high-speed train operating on plateaus, the interior can be divided along its length into a passenger compartment section 11, a business class section 12, and a driver's cab section 13, each serving as a corresponding section. The driver's cab section 13 is located at one end of the carriage, the business class section 12 is located between the driver's cab section 13 and the passenger compartment section 11, and the passenger compartment section 11 occupies the remaining space of the carriage. The oxygen supply unit 2 can be installed in or near the passenger compartment section 11, and the main oxygen supply duct 3 extends along the length of the carriage, passing sequentially through the passenger compartment section 11, the business class section 12, and the driver's cab section 13.

[0092] By using different functional areas within a single carriage as corresponding sections, the oxygen supply system can achieve precise control over the differentiated oxygen supply needs of different sections within the same carriage. This is particularly suitable for application scenarios where the carriage body 1 consists of a small number of carriages and the carriages contain multiple functional spaces.

[0093] It is understandable that using multiple carriages as corresponding sections is not mutually exclusive with using multiple functional areas within the same carriage as corresponding sections. In some implementations, car body 1 can also adopt both of these section division methods simultaneously. For example, the head car of car body 1 is divided along its length into a passenger compartment section 11, a business compartment section 12, and a driver's cab section 13, while the middle and rear cars of car body 1 serve as corresponding sections, thereby meeting the differentiated oxygen supply needs at different locations throughout the vehicle.

[0094] Based on the above-described oxygen supply system, this application provides a control method for an oxygen supply system of a rail train. This control method is used to control the oxygen supply system described in any of the above embodiments.

[0095] like Figure 6 As shown, the control method includes the following steps.

[0096] S1, obtain the real-time oxygen concentration parameters of the section.

[0097] S2, compare and analyze the real-time oxygen concentration parameters with the preset target oxygen concentration parameters, and identify the sections where the real-time oxygen concentration parameters do not reach the target oxygen concentration parameters as problem sections.

[0098] S3, adjust the output power of oxygen supply unit 2; and / or, adjust the opening degree of the first flow regulation mechanism 31 of the air outlet of the problem section.

[0099] In step S1, the control device 7 acquires the real-time oxygen concentration parameters of each section through the detection unit 6. Each section is equipped with a corresponding detection unit 6. The control device 7 can be connected to each detection unit 6 through wired communication, wireless communication, or other communication methods, and acquire the real-time oxygen concentration parameters of the corresponding section from each detection unit 6.

[0100] The real-time oxygen concentration parameter can be the measured oxygen concentration value in each section, or it can be a processed value obtained by filtering, averaging, or other processing based on the measured oxygen concentration value. When multiple detection units 6 are set in a single section, the real-time oxygen concentration parameter can be the average, maximum, minimum, or other comprehensive value of the detection values ​​of each detection unit 6, and this application does not impose any restrictions on this.

[0101] The target oxygen concentration parameter is a pre-set oxygen concentration control target for each section, which can be determined comprehensively based on factors such as the functional positioning, spatial volume, number of passengers, and external environmental conditions of each section. The target oxygen concentration parameters for each section can be the same or different. For example, since the requirements for oxygen concentration stability are relatively high for the driver's cab section 13, the target oxygen concentration parameter for the driver's cab section 13 can be higher than that for other sections.

[0102] In some implementations, the target oxygen concentration parameter can be a single concentration value or a concentration range. For example, the target oxygen concentration parameter can be set to a range of 23.5% to 25%. When the real-time oxygen concentration parameter in a segment is within this range, the oxygen concentration in that segment is considered to have reached the target. When the real-time oxygen concentration parameter in a segment is lower than the lower limit of the range or higher than the upper limit of the range, the oxygen concentration in that segment is considered to have not reached the target, and that segment is a problem segment.

[0103] In step S3, the control device 7 can adjust only the output power of the oxygen supply unit 2, or only the opening degree of the first flow regulating mechanism 31 corresponding to the problem section, or both simultaneously. The specific adjustment method can be determined comprehensively based on factors such as the degree of oxygen concentration deviation in the problem section, the current operating status of the oxygen supply unit 2, and the current opening degree of the first flow regulating mechanism 31.

[0104] For example, when the real-time oxygen concentration parameter in the problem section is lower than the target oxygen concentration parameter, the control device 7 can increase the output power of the oxygen supply unit 2 to increase the total output of oxygen-enriched gas in the main oxygen supply duct 3, thereby increasing the oxygen concentration in the problem section; when the real-time oxygen concentration parameter in the problem section is higher than the target oxygen concentration parameter, the control device 7 can reduce the output power of the oxygen supply unit 2 to reduce the total output of oxygen-enriched gas in the main oxygen supply duct 3.

[0105] In some implementations, the control device 7 can use PI regulation to adjust the output power of the oxygen supply unit 2 in order to improve the regulation accuracy and response speed.

[0106] In some implementations, in step S3, each of the first flow regulating mechanisms 31 is adjusted synchronously.

[0107] In the main oxygen supply duct, the overall air resistance is determined by the individual flow rate regulating mechanisms. When the opening of any of these mechanisms changes, the overall air resistance of the main oxygen supply duct alters, causing a change in the pressure distribution within the duct. This results in fluctuations in the actual oxygen-enriched gas flow rate received by each section, rather than affecting only the sections adjacent to the regulating section. Therefore, when adjusting the flow rate regulating mechanism for a particular section, it is necessary to simultaneously compensate by adjusting the flow rate regulating mechanisms for the other sections to eliminate the impact of changes in overall air resistance on the oxygen supply status of the remaining sections.

[0108] For example, when the problematic section is the business section, if control device 7 increases the opening of the first flow regulation mechanism corresponding to the business section, the overall air resistance of the main oxygen supply duct decreases, the pressure distribution within the main oxygen supply duct changes, and the actual oxygen-enriched gas flow rate obtained in the passenger compartment and driver's cab sections may fluctuate accordingly. Based on the real-time oxygen concentration parameters of each section, control device 7 performs compensatory adjustments to the first flow regulation mechanisms corresponding to the passenger compartment and driver's cab sections, increasing their opening to maintain the oxygen concentration in each section within the corresponding target oxygen concentration parameter range.

[0109] In some implementations, such as Figure 6 As shown, step S3 may include steps S31 to S33 as described below.

[0110] S31. Determine whether the output power of oxygen supply unit 2 has reached the preset boundary power. If not, proceed to step S32. If yes, proceed to step S33.

[0111] S32, adjust the output power of oxygen supply unit 2.

[0112] S33, adjust the opening degree of the first flow regulating mechanism 31.

[0113] The preset boundary power is a boundary value pre-set for the output power of oxygen supply unit 2. When the real-time oxygen concentration parameter in the problem section is lower than the target oxygen concentration parameter, the preset boundary power can be the maximum output power of oxygen supply unit 2; when the real-time oxygen concentration parameter in the problem section is higher than the target oxygen concentration parameter, the preset boundary power can be the minimum output power of oxygen supply unit 2.

[0114] The control device 7 can obtain the real-time output power of the oxygen supply unit 2 through the power detection unit 6, current detection unit 6 or other detection units 6 that can reflect the output status of the oxygen supply unit 2, and compare the real-time output power with the preset boundary power to determine whether the output power of the oxygen supply unit 2 has reached the corresponding preset boundary power.

[0115] When the output power of oxygen supply unit 2 has not yet reached the preset boundary power, control device 7 prioritizes adjusting the oxygen concentration in the problem section by regulating the output power of oxygen supply unit 2. For example, when the real-time oxygen concentration parameter in the problem section is lower than the target oxygen concentration parameter, and the real-time output power of oxygen supply unit 2 is lower than the preset maximum output power, control device 7 increases the output power of oxygen supply unit 2 to increase the total output of oxygen-enriched gas in the main oxygen supply duct 3; when the real-time oxygen concentration parameter in the problem section is higher than the target oxygen concentration parameter, and the real-time output power of oxygen supply unit 2 is higher than the preset minimum output power, control device 7 decreases the output power of oxygen supply unit 2 to decrease the total output of oxygen-enriched gas in the main oxygen supply duct 3.

[0116] Since oxygen supply unit 2 supplies oxygen to all sections simultaneously, the method of adjusting the output power of oxygen supply unit 2 is preferred. This can reduce the fluctuations in the total air resistance inside the main oxygen supply duct 3 caused by adjusting a single first flow regulating device, thereby reducing the impact on the oxygen supply status of other sections.

[0117] When the output power of the oxygen supply unit 2 reaches the preset boundary power, the control device 7 adjusts the oxygen concentration in the problem section by regulating the opening of the first flow regulation mechanism 31 corresponding to the problem section. For example, when the real-time oxygen concentration parameter in the problem section is lower than the target oxygen concentration parameter, and the real-time output power of the oxygen supply unit 2 has reached the preset maximum output power, the control device 7 increases the opening of the first flow regulation mechanism 31 corresponding to the problem section to increase the flow rate of oxygen-enriched gas delivered to the problem section; when the real-time oxygen concentration parameter in the problem section is higher than the target oxygen concentration parameter, and the real-time output power of the oxygen supply unit 2 has reached the preset minimum output power, the control device 7 decreases the opening of the first flow regulation mechanism 31 corresponding to the problem section to reduce the flow rate of oxygen-enriched gas delivered to the problem section.

[0118] Through the above steps S31 to S33, the control method forms a hierarchical adjustment logic that first adjusts the output power of the oxygen supply unit 2 and then adjusts the opening of the first flow regulation mechanism 31. This can improve the coordination and stability of oxygen concentration control in multiple sections while ensuring the adjustment response capability.

[0119] In some implementations, when the real-time oxygen concentration parameter in the problem section is continuously lower than the target oxygen concentration parameter, and the real-time output power of the oxygen supply unit 2 has not yet reached the preset maximum output power, the control device 7 can also coordinate the adjustment of the oxygen supply unit 2 and the first flow regulation mechanism 31.

[0120] During coordinated adjustment, the control device 7 increases the output power of the oxygen supply unit 2 while simultaneously increasing the opening of the first flow regulation mechanism 31 corresponding to the problem section, thereby improving the oxygen concentration response speed in the problem section. For example, when the oxygen supply unit 2 is operating at 50% to 70% power, but the real-time oxygen concentration parameter in the driver's cab section 13 remains lower than the target oxygen concentration parameter, due to the oxygen distribution characteristics of the series-connected duct, the additional oxygen-enriched gas added by simply increasing the output power of the oxygen supply unit 2 may be mainly consumed by the upstream passenger compartment section 11 and business compartment section 12, resulting in limited improvement in the oxygen concentration in the driver's cab section 13. In this case, the control device 7 increases the output power of the oxygen supply unit 2 while simultaneously increasing the opening of the first flow regulation mechanism 31 corresponding to the driver's cab section 13, so that more of the additional oxygen-enriched gas can be delivered to the driver's cab section 13, improving the oxygen concentration response capability in the driver's cab section 13.

[0121] In some implementations, such as Figure 6 As shown, before step S3, the control method further includes the following step S0.

[0122] S0, obtain the minimum opening threshold of the first flow regulation mechanism 31.

[0123] Accordingly, in step S3, when the control device 7 adjusts the opening of the first flow regulating mechanism 31, the opening of the first flow regulating mechanism 31 after adjustment is not lower than the corresponding minimum opening threshold.

[0124] As mentioned earlier, in each section of the duct, the first flow regulation mechanism 31 is located before the air outlet. The opening degree of the first flow regulation mechanism 31 determines the flow rate of oxygen-enriched gas flowing out of the corresponding air outlet to the section. That is, the larger the opening degree of the first flow regulation mechanism 31, the larger the flow rate of oxygen-enriched gas flowing out of the corresponding air outlet to the section; the smaller the opening degree of the first flow regulation mechanism 31, the smaller the flow rate of oxygen-enriched gas flowing out of the corresponding air outlet to the section. When the opening degree of a certain first flow regulation mechanism 31 is too small, the flow rate of oxygen-enriched gas flowing out of the corresponding air outlet to the section is insufficient, which may cause the real-time oxygen concentration parameter in the section to be lower than the corresponding target oxygen concentration parameter.

[0125] To ensure the basic oxygen supply needs of each section, this application sets a minimum opening threshold for each first flow regulating mechanism 31. In step S3, when the control device 7 adjusts the opening of the first flow regulating mechanism 31, the adjusted opening is not lower than the corresponding minimum opening threshold, thereby avoiding insufficient oxygen supply in the corresponding section due to the first flow regulating mechanism 31 opening being too small.

[0126] Taking the above-mentioned arrangement of passenger compartment section 11, business section 12, and driver's cab section 13 in series as an example, the minimum opening threshold of the first flow regulation mechanism 31 corresponding to passenger compartment section 11 can be determined according to the oxygen supply demand of passenger compartment section 11 itself, so as to ensure that the oxygen-enriched gas flowing out of the corresponding air outlet of passenger compartment section 11 can meet the oxygen supply demand in passenger compartment section 11. The minimum opening threshold of the first flow regulation mechanism 31 corresponding to business section 12 can be determined according to the oxygen supply demand of business section 12 itself, so as to ensure that the oxygen-enriched gas flowing out of the corresponding air outlet of business section 12 can meet the oxygen supply demand in business section 12. The minimum opening threshold of the first flow regulation mechanism 31 corresponding to driver's cab section 13 can be determined according to the oxygen supply demand of driver's cab section 13 itself, so as to ensure that the oxygen-enriched gas flowing out of the corresponding air outlet of driver's cab section 13 can meet the oxygen supply demand in driver's cab section 13.

[0127] In some implementations, such as Figure 7 As shown, step S0 may include the following steps S011 and S012.

[0128] Step S011: Obtain the theoretical number of passengers for each section.

[0129] Step S012: Calculate and obtain the minimum opening threshold based on the theoretical number of passengers.

[0130] The theoretical passenger capacity is the maximum passenger capacity preset in each section, which can be determined based on the number of seats, space volume, or other design parameters of each section. For example, for passenger compartment section 11, the theoretical passenger capacity can be the total number of seats in passenger compartment section 11; for business compartment section 12, the theoretical passenger capacity can be the total number of seats in business compartment section 12; and for driver's cab section 13, the theoretical passenger capacity can be the number of fixed workstations in driver's cab section 13.

[0131] In some implementations, the theoretical passenger capacity of the driver's cab section 13 may include the number of accompanying personnel. That is, the theoretical passenger capacity of the driver's cab section 13 can be the sum of the number of drivers and the number of possible accompanying personnel, so as to ensure that the oxygen supply in the driver's cab section 13 can still meet the actual needs when accompanying personnel are present.

[0132] The control device 7 calculates the minimum opening threshold of the corresponding first flow regulation mechanism 31 based on the theoretical number of passengers in each section. Specifically, the calculation can be as follows: based on the theoretical number of passengers in each section and the oxygen demand per person, calculate the theoretical oxygen demand for each section; based on the theoretical oxygen demand for each section and the oxygen-enriched gas concentration in the main oxygen supply duct 3, calculate the required oxygen-enriched gas flow rate for each section; based on the required oxygen-enriched gas flow rate for each section and the overall airflow distribution in the main oxygen supply duct 3, calculate the minimum opening threshold of the corresponding first flow regulation mechanism 31.

[0133] It should be noted that the above calculation method is only an example. This application does not limit the specific calculation method of the minimum opening threshold, as long as the corresponding minimum opening threshold can be obtained based on the theoretical number of passengers.

[0134] By determining the minimum opening threshold based on the theoretical number of passengers, it can be ensured that the oxygen supply in each section can still meet the actual demand when each section is at full capacity, thereby improving the oxygen supply reliability of the oxygen supply system.

[0135] In other implementations, such as Figure 8 As shown, step S0 may include the following steps S021 and S022.

[0136] Step S021: Obtain the real-time passenger count for the segment.

[0137] Step S022: Calculate and obtain the minimum opening threshold based on the real-time passenger number.

[0138] The real-time passenger count refers to the actual number of passengers in each section, which can be obtained through various means. For example, the actual passenger count can be obtained through manual verification by crew members. Another example is the passenger count detection unit 6. The passenger count detection unit 6 can be a visual recognition device, an infrared detection device, a pressure detection device, an interface with a ticketing management system, or other devices capable of obtaining passenger count information.

[0139] The above-mentioned methods of obtaining information can be used simultaneously. For example, for passenger compartment section 11 and business compartment section 12, the real-time passenger number in the corresponding section can be obtained by connecting with the vehicle ticketing management system, or by using a passenger counting device installed at the entrance of the carriage; for driver's cab section 13, the real-time passenger number in driver's cab section 13 can be obtained by using a passenger counting device installed at the entrance of the driver's cab.

[0140] The control device 7 dynamically adjusts the minimum opening threshold of the corresponding first flow regulation mechanism 31 based on the real-time passenger capacity in each section. The specific calculation method is similar to that based on the theoretical passenger capacity, except that the theoretical passenger capacity is replaced with the real-time passenger capacity.

[0141] For example, when the business section 12 is not at full capacity, the real-time number of passengers in the business section 12 is less than the theoretical number of passengers in the business section 12. Consequently, the required oxygen-enriched gas flow rate for the business section 12 is reduced. Therefore, the minimum opening threshold of the first flow regulation mechanism 31 corresponding to the business section 12 can be appropriately lowered, so that more oxygen-enriched gas can be delivered to the downstream driver's cab section 13, thereby improving the oxygen supply distribution efficiency of the oxygen supply system.

[0142] By dynamically adjusting the minimum opening threshold based on the real-time number of passengers, the oxygen supply system can better meet the actual oxygen supply needs of each section, thereby improving the flexibility of oxygen distribution and energy efficiency of the oxygen supply system.

[0143] It is understandable that the implementation methods of steps S011 to S012 are not mutually exclusive with those of steps S021 to S022. In some implementation methods, the control device 7 can simultaneously acquire the theoretical passenger capacity and the real-time passenger capacity of each segment, and calculate the corresponding minimum opening threshold based on both. For example, for segments where the real-time passenger capacity cannot be obtained, the control device 7 can calculate based on the theoretical passenger capacity of that segment; for segments where the real-time passenger capacity can be obtained, the control device 7 can calculate based on the real-time passenger capacity of that segment, thereby improving the flexibility of the minimum opening threshold setting.

[0144] In some implementations, the minimum opening threshold obtained in step S0 can also be determined by dynamic adjustment.

[0145] As mentioned earlier, the main oxygen supply duct 3 adopts a series duct structure, and the first flow regulation mechanisms 31 in multiple duct sections jointly affect the overall air resistance and airflow distribution in the main oxygen supply duct 3. That is, for any first flow regulation mechanism 31, even if its opening remains unchanged, the flow rate of oxygen-enriched gas flowing out of the air outlet in its duct section may still change due to other factors, including: changes in the opening of other first flow regulation mechanisms 31, changes in the output power of the oxygen supply unit 2, or changes in other operating parameters in the main oxygen supply duct 3. Therefore, using only a fixed minimum opening threshold may not be able to consistently ensure that the actual oxygen supply in the corresponding section is not lower than the minimum oxygen supply demand of that section when the operating status of the oxygen supply system changes.

[0146] Based on this, the control device 7 can dynamically adjust the minimum opening threshold of each first flow regulating mechanism 31 based on the real-time operating status parameters of the oxygen supply system.

[0147] Real-time operating status parameters may include one or more of the following: real-time output power of oxygen supply unit 2, real-time opening degree of each first flow regulating mechanism 31, real-time oxygen concentration parameters in each section, and real-time pressure parameters in the main oxygen supply duct 3. Based on the real-time operating status parameters of the oxygen supply system and the minimum oxygen supply demand of each section, control device 7 dynamically calculates and obtains the minimum opening threshold of each first flow regulating mechanism 31. The minimum oxygen supply demand of each section can be determined based on the theoretical passenger capacity described in steps S011 to S012, or based on the real-time passenger capacity described in steps S021 to S022, or based on other parameters that reflect the oxygen supply demand of each section.

[0148] like Figure 9 and Figure 10 As shown, this application also provides a control device 7 for an oxygen supply system of a rail train. The control device 7 is used to control the oxygen supply system of the rail train. The control device 7 can be integrated into the control device 7 of the oxygen supply system of the rail train, or it can be a separate device that communicates with the control device 7. This application does not limit this.

[0149] The control device 7 includes an acquisition module 71, an analysis module 72, and an adjustment module 73.

[0150] The acquisition module 71 is used to acquire the real-time oxygen concentration parameters of the section. The acquisition module 71 is communicatively connected to the detection unit 6 in each section, and receives the real-time oxygen concentration parameters of the section from the corresponding detection unit 6.

[0151] The analysis module 72 is communicatively connected to the acquisition module 71. The analysis module 72 receives the real-time oxygen concentration parameters acquired by the acquisition module 71, compares and analyzes these parameters with preset target oxygen concentration parameters, and identifies sections where the real-time oxygen concentration parameters do not reach the target parameters as problem sections. The analysis module 72 then sends the identified problem sections to the adjustment module 73.

[0152] The adjustment module 73 is communicatively connected to the analysis module 72. The adjustment module 73 receives the problem section determined by the analysis module 72 and adjusts accordingly. The adjustment module 73 adjusts the output power of the oxygen supply unit 2; and / or, adjusts the opening degree of the first flow regulation mechanism 31 at the air outlet of the problem section. The adjustment module 73 is communicatively connected to the oxygen supply unit 2 to adjust its output power; the adjustment module 73 is also communicatively connected to each first flow regulation mechanism 31 to adjust the opening degree of the first flow regulation mechanism 31 corresponding to the problem section.

[0153] During the operation of the control device 7, the acquisition module 71 acquires the real-time oxygen concentration parameters of each section and transmits them to the analysis module 72. The analysis module 72 identifies the problem section based on the received real-time oxygen concentration parameters and transmits it to the adjustment module 73. The adjustment module 73, based on the received problem section, adjusts the output power of the oxygen supply unit 2 and / or the opening degree of the first flow regulation mechanism 31 corresponding to the problem section, so that the real-time oxygen concentration parameter of the problem section approaches the target oxygen concentration parameter. Thus, the acquisition module 71, analysis module 72, and adjustment module 73 work in sequence to achieve closed-loop regulation of the oxygen concentration in each section.

[0154] In some implementations, the adjustment module 73 includes a synchronous adjustment submodule (not shown in the figure). The synchronous adjustment submodule is used to synchronously adjust each of the first flow adjustment mechanisms 31 when adjusting the opening of the first flow adjustment mechanism 31 corresponding to the problem section. That is, while adjusting the opening of the first flow adjustment mechanism 31 corresponding to the problem section, the synchronous adjustment submodule performs compensatory adjustment on the first flow adjustment mechanisms 31 corresponding to the other sections to eliminate the impact of the overall air resistance change of the main oxygen supply duct 3 on the oxygen supply status of the other sections.

[0155] In some implementations, the adjustment module 73 includes a judgment submodule 731, a power adjustment submodule 732, and an opening adjustment submodule 733.

[0156] The judgment submodule 731 is used to determine whether the output power of the oxygen supply unit 2 has reached the preset boundary power. When the output power of the oxygen supply unit 2 has not reached the preset boundary power, the judgment submodule 731 triggers the power adjustment submodule 732; when the output power of the oxygen supply unit 2 has reached the preset boundary power, the judgment submodule 731 triggers the opening adjustment submodule 733.

[0157] The power regulation submodule 732 is communicatively connected to the judgment submodule 731. The power regulation submodule 732 is used to adjust the output power of the oxygen supply unit 2 when the output power of the oxygen supply unit 2 does not reach the preset boundary power.

[0158] The opening adjustment submodule 733 is communicatively connected to the judgment submodule 731. The opening adjustment submodule 733 is used to adjust the opening of the first flow regulation mechanism 31 when the output power of the oxygen supply unit 2 reaches the preset boundary power.

[0159] In some implementations, the control device 7 further includes a threshold acquisition module 74. The threshold acquisition module 74 is communicatively connected to the adjustment module 73. The threshold acquisition module 74 acquires the minimum opening threshold of the first flow adjustment mechanism 31 and transmits the minimum opening threshold to the adjustment module 73. When the adjustment module 73 adjusts the opening of the first flow adjustment mechanism 31, the adjusted opening of the first flow adjustment mechanism 31 is not lower than the minimum opening threshold transmitted by the threshold acquisition module 74.

[0160] like Figure 9 As shown, in some implementations, the threshold acquisition module 74 includes a theoretical number acquisition submodule 741 and a first threshold calculation submodule 742.

[0161] The theoretical passenger capacity acquisition submodule 741 is used to acquire the theoretical passenger capacity for each segment.

[0162] The first threshold calculation submodule 742 is communicatively connected to the theoretical passenger capacity acquisition submodule 741. The first threshold calculation submodule 742 is used to receive the theoretical passenger capacity acquired by the theoretical passenger capacity acquisition submodule 741, and calculate the minimum opening threshold based on the theoretical passenger capacity.

[0163] like Figure 10 As shown, in some other implementations, the threshold acquisition module 74 includes a real-time number acquisition submodule 743 and a second threshold calculation submodule 744.

[0164] The real-time passenger count acquisition submodule 743 is used to acquire the real-time passenger count for each section.

[0165] The second threshold calculation submodule 744 is communicatively connected to the real-time passenger count acquisition submodule 743. The second threshold calculation submodule 744 is used to receive the real-time passenger count acquired by the real-time passenger count acquisition submodule 743, and calculate the minimum opening threshold based on the real-time passenger count.

[0166] The adjustment module 73 is communicatively connected to the analysis module 72. The adjustment module 73 is used to adjust at least one of the output power of the oxygen supply unit 2 and the opening degree of the first flow adjustment mechanism 31 in the problem section.

[0167] This application also provides a computer program product, which includes a computer program. When executed by a processor, the computer program is used to implement the control method for the oxygen supply system of the rail train in the foregoing embodiments. The computer program can be written in one or more programming languages ​​and stored or transmitted in source code, object code, or other executable form. The computer program can be stored in a non-transitory computer-readable storage medium, or downloaded to a terminal device via a communication network and stored in a corresponding storage medium, loaded and executed by a processor to implement the various steps and corresponding functions in the foregoing embodiments. Since the control method has been described in detail in the foregoing embodiments, it will not be repeated here.

[0168] This application also provides a storage medium storing a computer program. When executed by a processor, the computer program implements the control method for the oxygen supply system of the rail train in the aforementioned embodiments. The storage medium can be a non-transitory computer-readable storage medium such as a read-only memory, random access memory, flash memory, solid-state drive, hard disk, or optical disk. After the processor executes the computer program, it implements the various steps and corresponding functions in the aforementioned embodiments. Since the control method has been described in detail in the aforementioned embodiments, it will not be repeated here.

[0169] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. An oxygen supply system for a rail vehicle, characterized in that The railcar includes a car body (1), the oxygen supply system is installed on the car body (1), and the car body (1) includes multiple sections; The oxygen supply system includes: Oxygen supply unit (2), which is installed on the vehicle body (1) and is used to generate oxygen-enriched gas; The main oxygen supply duct (3) is connected to the oxygen supply unit (2). The main oxygen supply duct (3) extends in each of the sections. The main oxygen supply duct (3) is provided with an air outlet. Each of the sections is provided with at least one air outlet. The first flow regulating mechanism (31) is installed in the main oxygen supply duct (3) and is used to regulate the flow rate of the oxygen-enriched gas at each of the air outlets.

2. The oxygen supply system of claim 1, wherein Each of the aforementioned sections is equipped with a first flow rate regulating mechanism (31), which is used to regulate the flow rate of the oxygen-enriched gas at the air outlet of the corresponding section.

3. The oxygen supply system of claim 1, wherein At least one of the sections is a core section. The oxygen supply system also includes a bypass ventilation duct (4). One end of the bypass ventilation duct (4) is connected to the main oxygen supply duct (3), and the other end of the bypass ventilation duct (4) is connected to the core section. The bypass ventilation duct (4) is provided with a second flow regulating mechanism.

4. The oxygen supply system of any one of claims 1 to 3, wherein, The oxygen supply system also includes: The detection unit (6) is configured to detect the real-time oxygen concentration parameters of each of the sections.

5. The oxygen supply system of claim 4, wherein, The oxygen supply system also includes: The control device (7) is communicatively connected to the oxygen supply unit (2), the first flow regulating mechanism (31) and the detection unit (6). The control device (7) is configured to regulate the output power of the oxygen supply unit (2) and the opening degree of the first flow regulating mechanism (31).

6. A rail vehicle, characterized in that The vehicle includes a vehicle body (1) and an oxygen supply system. The vehicle body (1) includes multiple sections. The oxygen supply system is disposed on the vehicle body (1). The oxygen supply system is the oxygen supply system described in any one of claims 1 to 5.

7. The rail vehicle of claim 6, wherein, The vehicle body (1) includes multiple carriages, each carriage is arranged along the length of the vehicle body (1), and each carriage constitutes a corresponding section.

8. The rail vehicle of claim 6, wherein, The vehicle body (1) includes a carriage, which includes multiple zones, each zone being arranged along the length of the carriage, and each zone constituting a corresponding segment.

9. A control method of an oxygen supply system of a railcar for controlling the oxygen supply system of the railcar according to any one of claims 1 to 5, characterized by, The control method includes: S1: Obtain the real-time oxygen concentration parameters of the section; S2: Compare and analyze the real-time oxygen concentration parameter with the preset target oxygen concentration parameter, and determine the segment where the real-time oxygen concentration parameter does not reach the target oxygen concentration parameter as the problem segment; S3: Adjust the output power of the oxygen supply unit (2); and / or, adjust the opening of the first flow regulating mechanism (31) of the air outlet of the problem section.

10. The control method as described in claim 9, characterized in that, In step S3, each of the first flow regulating mechanisms (31) is adjusted synchronously.

11. The control method as described in claim 9, characterized in that, Step S3 includes: S31, determine whether the output power of the oxygen supply unit (2) has reached the preset boundary power. If not, execute the following step S32. If yes, execute the following step S33. S32, adjust the output power of the oxygen supply unit (2); S33, adjust the opening degree of the first flow regulating mechanism (31).

12. The control method according to any one of claims 9 to 11, characterized in that, Prior to step S3, the control method further includes the following steps: S0, obtain the minimum opening threshold of the first flow regulation mechanism (31); In step S3, the opening degree of the first flow regulating mechanism (31) is not lower than the minimum opening degree threshold.

13. The control method as described in claim 12, characterized in that, Step S0 includes the following steps: Step S011: Obtain the theoretical passenger capacity for each section; Step S012: Calculate and obtain the minimum opening threshold based on the theoretical number of passengers.

14. The control method as described in claim 12, characterized in that, Step S0 includes the following steps: Step S021: Obtain the real-time passenger number of the section; Step S022: Calculate and obtain the minimum opening threshold based on the real-time passenger number.

15. A control device for an oxygen supply system of a railcar, characterized in that, The control device (7) is used to control the oxygen supply system of the railcar according to any one of claims 1 to 5, and the control device (7) comprises: Acquisition module (71), the acquisition module (71) is used to acquire the real-time oxygen concentration parameters of the section; Analysis module (72), which is communicatively connected to acquisition module (71), is used to receive the real-time oxygen concentration parameter and to compare and analyze the real-time oxygen concentration parameter with the preset target oxygen concentration parameter, and to determine the segment where the real-time oxygen concentration parameter does not reach the target oxygen concentration parameter as a problem segment; The adjustment module (73) is communicatively connected to the analysis module (72), and the adjustment module (73) is used to adjust the output power of the oxygen supply unit (2); and / or, the adjustment module (73) is used to adjust the opening degree of the first flow adjustment mechanism (31) of the air outlet of the problem section.

16. A computer program product, characterized in that, The computer program product includes a computer program that can be executed by a processor to perform the control method for the oxygen supply system of the railcar according to any one of claims 9-14.

17. A storage medium, characterized in that, The storage medium stores a computer program that can be executed by a processor to perform the control method for the oxygen supply system of the railcar according to any one of claims 9 to 14.

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