Low-voltage energy apparatus and electric multiple unit

Abstract

A low-voltage energy apparatus (100) and an electric multiple unit, which relate to the technical field of power electronics. The low-voltage energy apparatus comprises: an enclosure, a charger power module (101), a battery pack (201) and a control unit (102), wherein the enclosure comprises a first chamber (10) and a second chamber (20). The charger power module (101) is located in the first chamber (10), and the battery pack (201) is located in the second chamber (20); a first end of the charger power module (101) is connected to an alternating-current power supply (200), and a second end of the charger power module (101) is connected to the battery pack (201); and the control unit (102) is used for determining the charging requirements of the battery pack (201) and controlling, on the basis of the charging requirements, the charger power module (101) to charge the battery pack (201). The charger power module (101) and the battery pack (201) are arranged in the same enclosure, such that the length of a power line between the charger power module (101) and the battery pack (201) is reduced, and the charger power module (101) and the battery pack (201) are controlled by means of a single control unit (102), so that the need to transmit information between two control units is eliminated, thereby realizing the integrated design of the charger power module (101) and the battery pack (201), and thus improving the information processing efficiency and charging efficiency.

Description

A low-voltage energy device and a high-speed train

[0001] This application claims priority to Chinese Patent Application No. 202410493941.7, filed on April 23, 2024, entitled "A Low-Pressure Energy Device and EMU", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electronic and electrical technology, and in particular to a low-voltage energy device and a high-speed train. Background Technology

[0003] High-speed trains are generally equipped with chargers and battery banks. The charger is used to connect to a medium-voltage AC power supply and convert the medium-voltage AC power to DC power to charge the battery bank. The battery bank is used to supply power to the control power supply, carriage lighting equipment, sockets, service equipment, and other facilities on the high-speed train.

[0004] In existing solutions, chargers and battery packs are typically controlled in separate enclosures, meaning they are housed in different enclosures. This necessitates a power line connecting the charger and battery pack, and each requires its own control unit. A communication line is also needed between these two control units to facilitate information exchange. For example, the battery pack's control unit needs to transmit its charging request to the charger. Upon receiving this request, the charger executes the charging action. However, the long signal line causes a delay in information transmission, and the extended power line also increases energy loss, reducing the charging efficiency of the battery pack.

[0005] Summary of the Invention

[0006] To address the aforementioned technical problems in the existing technology, this application provides a low-voltage energy device and a high-speed train, which integrates the charger and battery pack design, thereby improving information processing efficiency and charging efficiency.

[0007] In a first aspect, this application provides a low-voltage energy device, which includes a housing, a charger power module, a battery pack, and a control unit; the housing includes a first chamber and a second chamber. The charger power module is located in the first chamber, and the battery pack is located in the second chamber; a first terminal of the charger power module is connected to an AC power source, and a second terminal of the charger power module is connected to the battery pack; the control unit is used to determine the charging needs of the battery pack and control the charger power module to charge the battery pack according to the charging needs.

[0008] In this implementation, the charger power module and battery pack are housed within the same enclosure, shortening the length of the power line between them. The charger power module and battery pack are controlled by a single control unit, eliminating the need for separate control units for each and thus eliminating the need for signal lines between them, significantly reducing information transmission latency. In summary, this low-voltage energy device achieves an integrated design of the charger and battery pack, improving both information processing and charging efficiency.

[0009] In one possible implementation, the control unit determines the charging requirements of the battery pack based on its operating parameters, which may include one or more of the following: battery pack temperature, battery pack output current, and battery pack output voltage. The control unit then controls the operating state of the charger power module based on the charging parameters corresponding to the charging requirements. These charging parameters include one or more of the following: charging voltage and charging current.

[0010] In one possible implementation, the control unit is also used to communicate with the Train Control and Management System (TCMS) to send and receive relevant instructions and information.

[0011] In one possible implementation, the control unit also monitors the operating status of the charger power module and the battery pack, and reports the fault to the Train Control and Management System (TCMS) when a fault is detected in the charger power module and / or the battery pack. In other words, the control unit possesses fault diagnosis capabilities, as well as the ability to protect and manage the charger power module and the battery pack.

[0012] In one possible implementation, the control unit is located in the first chamber.

[0013] In one possible implementation, the system further includes a temperature control system. The temperature control system is used to adjust the temperature of the first and second chambers. The control unit is also used to control the temperature control system based on the internal temperature of the enclosure, the temperature of the charger power module, and the temperature of the battery pack.

[0014] In one possible implementation, the temperature control system includes a first fan and a second fan. The first fan is used to cool the charger power module; the second fan is used to control the temperature of the second chamber using the hot air obtained after cooling the charger power module, for example, by setting the temperature of the second chamber at a suitable operating temperature for the battery pack.

[0015] In one possible implementation, the temperature control system further includes a heat transfer component. Specifically, a second fan is used to heat the heat transfer component using the hot air obtained after cooling the charger power module; the heat transfer component is used to transfer heat to the second chamber.

[0016] In one possible implementation, the device further includes a fuse structure and a contactor; the second terminal of the charger power module is connected to the battery pack via the fuse structure; the second terminal of the charger power module is connected to the vehicle's load via the contactor; the fuse structure is used to disconnect the charger power module from the battery pack when an overcurrent fault occurs in the circuit; the contactor is used to control the connection or disconnection of the circuit between the second terminal of the charger power module and the load.

[0017] Secondly, this application also provides a high-speed train, which includes one or more low-voltage energy devices provided by the first aspect and any implementation thereof. Attached Figure Description

[0018] Figure 1 is a schematic diagram of a low-pressure energy device provided in an embodiment of this application;

[0019] Figure 2 is a schematic diagram of another low-pressure energy device provided in an embodiment of this application;

[0020] Figure 3 is a schematic diagram of another low-pressure energy device provided in an embodiment of this application;

[0021] Figure 4 is a schematic diagram of a high-speed train provided in an embodiment of this application. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be described below with reference to the accompanying drawings.

[0023] The terms "first," "second," etc., used in this application description are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0024] In this application, unless otherwise expressly specified and limited, the term "connection" shall be interpreted broadly. For example, "connection" may be a fixed connection, a detachable connection, or an integral part; it may be a direct connection or an indirect connection through an intermediate medium.

[0025] Referring to Figure 1, this figure is a schematic diagram of a low-pressure energy device provided in an embodiment of this application.

[0026] The low-voltage energy device 100 includes a housing, which comprises a first chamber 10 and a second chamber 20. A charger power module 101 is located in the first chamber 10, and a battery pack 201 is located in the second chamber 20.

[0027] The first end of the charger power module 101 is connected to the AC power supply 200, and the second end of the charger power module 101 is connected to the battery pack 201.

[0028] AC power supply 200 is the medium-voltage AC power supply for the EMU, such as a 380V three-phase AC power supply.

[0029] The charger power module 101 includes a rectifier circuit, that is, an alternating current (AC) / direct current (DC) converter. The charger power module 101 can convert the AC power input from the AC power source 200 into DC power and output DC power to the battery pack 201, thereby charging the battery pack 201.

[0030] This application does not specifically limit the type of battery included in the battery pack 201. For example, it can be a lithium battery, a nickel-cadmium battery, a lead-acid battery, or other types of batteries.

[0031] Battery pack 201 is used to supply power to the electrical equipment of the low-voltage system on the EMU, such as control power supply, carriage lighting equipment, sockets, and service equipment.

[0032] The control unit 102 is used to determine the charging requirements of the battery pack 201 and control the charger power module 101 to charge the battery pack 201 according to the charging requirements. The control unit 102 can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), a digital signal processor (DSP), or a combination thereof. The PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof, and this application embodiment does not specifically limit it.

[0033] This application does not limit the specific circuit structure of the charger power module 101. The charger power module 101 generally includes a controllable switching transistor. When the control unit 102 controls the working state of the charger power module 101, the control unit 102 adjusts the output current and output voltage of the charger power module 101 by controlling the working state of the controllable switching transistor.

[0034] The controllable switching transistor can be any of the following: relay, insulated gate bipolar transistor (IGBT), metal oxide semiconductor field-effect transistor (MOSFET, hereinafter referred to as MOS transistor), silicon carbide metal oxide semiconductor field-effect transistor (SiC MOSFET), etc.

[0035] The charging requirements of the battery pack 201 are the charging current and charging voltage required to charge the battery pack 201.

[0036] For example, when the battery pack 201 is a nickel-cadmium battery, if the output voltage of the battery pack 201 is low, the charger power module 101 needs to adjust the output voltage to charge the battery pack 201 with a constant current, that is, constant current charging. Until the output voltage of the battery pack 201 rises to a certain level, the charger power module 101 needs to charge it with a constant voltage.

[0037] For example, when the battery pack 201 is a lithium battery, it is generally equipped with multiple voltage thresholds, such as the following two voltage thresholds: a first voltage threshold and a second voltage threshold. When the output voltage of the battery pack 201 is less than the first voltage threshold, it indicates that the battery pack 201 has a low charge level, and trickle charging can be performed first, that is, the charger power module 101 outputs a low voltage to keep the charging current low. When the output voltage of the battery pack 201 is greater than or equal to the first voltage threshold and less than or equal to the second voltage threshold, the charger power module 101 charges the battery pack 201 with a constant current to quickly increase the charge level of the battery pack 201. When the output voltage of the battery pack 201 is greater than the second voltage threshold, the charger power module 101 charges with a constant voltage until the battery pack 201 is fully charged.

[0038] In summary, the solution provided in this application integrates the charger and battery pack, placing the charger power module and battery pack within the same enclosure. This reduces the distance between them, shortens the power line length, reduces power loss on the power line, and improves charging efficiency. Furthermore, the charger power module and battery pack are controlled by a single control unit 102. This control unit 102 can directly control the charger power module to charge the battery pack according to charging needs, eliminating the need for separate control units for the charger power module and battery pack, and eliminating the need for signal lines between control units. This significantly reduces information transmission latency and improves information processing efficiency and reliability.

[0039] Furthermore, in existing solutions, since the charger power module is a power component, it experiences power loss and generates a significant amount of heat during normal operation. A cooling system is required to cool the charger power module and prevent overheating failures. The battery pack is also sensitive to temperature changes. For example, in northern winters, low temperatures can reduce the amount of electricity released by the battery pack, potentially affecting the normal power supply to the low-voltage system of the EMU. Therefore, existing solutions for EMUs operating in low-temperature environments typically increase battery capacity or add a heating system to ensure sufficient available power. However, increasing battery capacity increases vehicle weight, and adding a heating system increases power consumption. To overcome these problems, this application integrates the charger power module and battery pack design. The heat generated by the charger power module during operation can be used to heat the battery pack, maintaining its temperature and improving energy utilization. This is explained in detail below with reference to the accompanying drawings.

[0040] Referring to Figure 2, this figure is a schematic diagram of another low-pressure energy device provided in an embodiment of this application.

[0041] The low-pressure energy device shown in Figure 2 differs from that in Figure 1 in that it also includes a temperature control system 30.

[0042] The temperature control system 30 is used to adjust the temperature of the first chamber 10 and the second chamber 20.

[0043] In the scheme of this application embodiment, the control unit 102 determines the charging requirements of the battery according to the operating parameters of the battery pack 201 when it is working. The operating parameters include, but are not limited to, the temperature of the battery pack 201, the output current of the battery pack 201, and the output voltage of the battery pack 201.

[0044] The temperature of the battery pack 201 can be detected by a temperature sensor, the output current of the battery pack can be detected by a current sensor, and the output voltage of the battery pack can be detected by a voltage sensor.

[0045] The control unit 102 determines the charging demand based on the operating parameters of the battery pack 201. The charging parameters corresponding to the charging demand include the charging voltage and the charging current. The control unit 102 controls the operating state of the charger power module 101 based on the charging parameters corresponding to the charging demand.

[0046] The control unit 102 can also control the operating status of the temperature control system 30 according to the internal temperature of the enclosure, the temperature of the charger power module and the temperature of the battery pack.

[0047] The internal temperature of the enclosure mainly includes the temperature in the first chamber 10 and the second chamber 20. Temperature sensors can be installed in the two chambers to obtain the temperature of the two chambers.

[0048] The temperature of the charger power module and the battery pack can also be obtained through temperature sensors.

[0049] Specifically, the control unit 102 can control the temperature control system 30 to heat the second chamber 20 using the heat generated when the charger power module 101 is working, thereby maintaining the temperature of the battery pack 201 within a suitable temperature range.

[0050] This application does not specifically limit the suitable operating temperature range of the battery pack 201. For example, the temperature range can be set to between 5°C and 35°C. In the following embodiments of this application, the first temperature range is used as an example to illustrate the suitable operating temperature range, in conjunction with the specific implementation of the temperature control system 30.

[0051] Referring to Figure 3, this figure is a schematic diagram of another low-pressure energy device provided in an embodiment of this application.

[0052] The temperature control system 30 provided in this application embodiment includes: a first fan 301 and a second fan 302.

[0053] The positions of the first fan 301 and the second fan 302 in the figure are for illustrative purposes only and do not constitute a limitation on the technical solution of this application.

[0054] The first fan 301 serves as a cooling fan for the charger power module 101, and is used to cool the charger power module 101.

[0055] The first fan 301 can be located near the motor power module 101; or, the first fan 301 can be integrated with the motor power module 101, for example, located inside the motor power module 101, to carry away the heat inside the charger power module 101 through gas, thereby improving heat dissipation efficiency.

[0056] The speed or power of the first fan 301 can be controlled by the control unit 102. That is, the control unit 102 can control the speed or power of the first fan 301 based on the power loss and temperature of the charger power module 101. Specifically, when the power loss and / or temperature of the charger power module 101 rise, the control unit 102 increases the speed or power of the first fan 301 to improve the heat dissipation capacity of the charger power module 101.

[0057] Specifically, the control unit 102 may pre-store the correspondence between power loss and rotation speed, and determine the current rotation speed that the first fan 301 should use based on the current power loss and the correspondence; or, the control unit 102 may pre-store the correspondence between power loss and power, and determine the current power that the first fan 301 should use based on the current power loss and the correspondence; or, the control unit 102 may pre-store the correspondence between temperature and rotation speed, and determine the current rotation speed that the first fan 301 should use based on the current temperature of the charger power module 101 and the correspondence; or, the control unit 102 may pre-store the correspondence between temperature and power, and determine the current power that the first fan 301 should use based on the current temperature of the charger power module 101 and the correspondence.

[0058] The second fan 302 can be a circulating fan, used to control the temperature of the second chamber 20 by utilizing the hot air obtained after cooling the charger power module 101.

[0059] In one possible implementation, the second fan 302 can circulate hot air into the second chamber 20, thereby heating the second chamber. In this implementation, the temperature control system 30 may not be equipped with the heat transfer component 303 shown in Figure 3, but instead is equipped with an air duct, that is, hot air is transported through the air duct.

[0060] In another possible implementation, as shown in Figure 3, the temperature control system 30 further includes a heat transfer component 303. The heat transfer component 303 can be made of metal, such as aluminum sheets, and has good thermal conductivity. The position of the heat transfer component 303 in Figure 3 is merely illustrative and does not constitute a limitation on the technical solution of this application. For example, the heat transfer component 303 can be placed near the battery pack 201, or it can be in contact with the outer casing of the battery pack 201 to improve the heat transfer effect. In this implementation, at least one surface of the heat transfer component 303 faces the first chamber 10, and at least another surface faces the second chamber 20. The second fan 302 blows hot air onto the surface of the heat transfer component 303. After absorbing heat and heating up, the heat transfer component 303 transfers the heat from the first chamber 10 to the second chamber 20, thereby heating the battery pack 201 in the second chamber 20.

[0061] Understandably, the number of heat transfer components 303 can also be multiple.

[0062] The speed or power of the second fan 302 can be controlled by the control unit 102. That is, the control unit 102 can control the speed or power of the second fan 302 according to the temperature of the second cavity 20 and / or the temperature of the battery pack 201.

[0063] When the temperature of the second cavity 20 and / or the temperature of the battery pack 201 rises above the first temperature range, the control unit 102 reduces the speed or power of the second fan 302; when the temperature of the second cavity 20 and / or the temperature of the battery pack 201 drops below the first temperature range, the control unit 102 increases the speed or power of the second fan 302.

[0064] For example, the control unit 102 may pre-store a correspondence between temperature and rotational speed, and determine the appropriate rotational speed for the second fan 302 based on the current temperature and this correspondence; or, the control unit 102 may pre-store a correspondence between temperature and power, and determine the appropriate power for the second fan 302 based on the current temperature and this correspondence. The temperature may be at least one of the temperature of the second cavity or the temperature of the battery pack.

[0065] Traditional heating devices require mounting components on the surface of the battery pack 201. These components can be heating films or heating patches, which increases the complexity and cost of the manufacturing process and also consumes a significant amount of power. In contrast, the solution in this application, when the heat transfer component 303 transfers heat to the second cavity 20, causes the overall temperature of the gas inside the second cavity 20 to rise, resulting in a general increase in the ambient temperature of the battery pack 201. This ensures uniform heating of the battery pack 201, improving the heating effect, eliminating the need for heating components, and avoiding the additional power consumption associated with using heating components.

[0066] In summary, the low-voltage energy device provided in this application not only achieves the integrated design of the charger and battery pack, improving information processing efficiency and charging efficiency, but also utilizes the heat generated by the charger power module 101 during operation to heat the battery pack 201, maintaining it within a suitable temperature range, ensuring its discharge capacity, and improving energy utilization. Furthermore, it eliminates the need to increase the capacity of the battery pack 201 or add additional heating devices, reducing hardware costs and the weight of the trainset.

[0067] In one possible implementation, the charger power module 101 may interfere with the control unit 102 during operation, for example, due to electromagnetic compatibility (EMC) issues or electrostatic discharge (ESD) problems. To avoid affecting the control unit 102, the first chamber 10 can be further divided into multiple sub-chambers, so that the control unit 102 and the charger power module 101 are located in different sub-chambers.

[0068] Referring again to Figure 3, the control unit 102 of the low-voltage energy device 100 can also monitor the operating status of the battery pack 201 and the charger power module 101, and diagnose, protect, and manage fault conditions of the battery pack 201 and the charger power module 101. Furthermore, the control unit 102 can communicate with the train control and management system (TCMS) of the EMU to send and receive vehicle-related instructions and information. For example, when a fault is determined to exist in the charger power module 101 and / or the battery pack 201, the control unit 102 reports the fault to the TCMS. The control unit 102 can also be connected to the vehicle circuit 600.

[0069] In one possible implementation, the control unit 102 can communicate with the TCMS via a Multifunction Vehicle Bus (MVB) / Ethernet (ETH) network.

[0070] The low-voltage energy device 100 shown in Figure 3 includes a safety structure F and a contactor Q.

[0071] The second terminal of the charger power module 101 is connected to the battery pack 201 via a fuse structure F, and the second terminal of the charger power module 101 is connected to the vehicle's load 400 via a contactor Q. The load 400 is a low-voltage system load. At this time, both the charger power module 101 and the battery pack 201 can supply power to the load 400 via the contactor Q.

[0072] In one possible implementation, the fuse structure F can be a fuse used to disconnect the charger power module 101 from the battery pack 201 when an overcurrent fault occurs in the circuit. This overcurrent fault may be caused by a short circuit in the circuit. The contactor Q is used to control the connection or disconnection of the circuit between the second terminal of the charger power module 101 and the load 400.

[0073] Based on the low-pressure energy device provided in the above embodiments, this application also provides a high-speed train, which will be described in detail below with reference to the accompanying drawings.

[0074] See Figure 4, which is a schematic diagram of a high-speed train provided in an embodiment of this application.

[0075] The EMU 1000 provided in this application embodiment includes one or more low-voltage energy devices 100, which are used to supply power to the low-voltage system of the EMU 1000.

[0076] The EMU 1000 may include multiple carriages. Only two carriages are shown in the figure, which does not constitute a limitation on the technical solution of this application.

[0077] For details on the working principle and implementation of the low-pressure energy device 100, please refer to the description in the above embodiments. The embodiments of this application will not be repeated here.

[0078] In one possible implementation, the trainset may include eight carriages and two low-voltage energy devices 100. One low-voltage energy device 100 supplies power to the low-voltage systems of four carriages, for example, the first four carriages, while the other low-voltage energy device 100 supplies power to the low-voltage systems of the remaining four carriages, for example, the last four carriages. The two low-voltage energy devices 100 may be respectively located in the first and last carriages of the trainset.

[0079] In another possible implementation, the trainset may include eight carriages and two low-voltage energy units 100. The two low-voltage energy units 100 are connected in parallel to jointly power the low-voltage system of the eight carriages. The two low-voltage energy units 100 may be respectively located in the first and last carriages of the trainset.

[0080] It is understandable that the above distances are based on the example of a high-speed train with 8 carriages. The implementation method is similar when the number of carriages in a high-speed train is other. For example, when a high-speed train has 16 carriages, it can be regarded as two 8-carriage trains connected in series, and each 8-carriage train can adopt either of the two implementation methods mentioned above.

[0081] The high-speed train provided in this application uses a low-voltage energy device, which integrates the charger and battery pack design, improving reliability, information processing efficiency, and charging efficiency.

[0082] It should be understood that in this application, "at least one (item)" means one or more, and "more than one" means two or more. "And / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and both A and B exist simultaneously. A and B can be singular or plural.

[0083] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. The device embodiments described above are merely illustrative, and the units and modules described as separate components may or may not be physically separate. Furthermore, some or all of the units and modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0084] The above description is only a specific embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A low-pressure energy device, characterized in that, The device includes: a housing, a charger power module, a battery pack, and a control unit; the housing includes a first chamber and a second chamber. The charger power module is located in the first chamber, and the battery pack is located in the second chamber; The first end of the charger power module is connected to an AC power source, and the second end of the charger power module is connected to the battery pack. The control unit is used to determine the charging requirements of the battery pack and control the charger power module to charge the battery pack according to the charging requirements.

2. The apparatus according to claim 1, characterized in that, The control unit is configured to determine the charging requirements of the battery pack based on the battery pack operating parameters, wherein the battery pack operating parameters include one or more of the following: The temperature of the battery pack, the output current of the battery pack, and the output voltage of the battery pack; The working state of the charger power module is controlled according to the charging parameters corresponding to the charging demand. The charging parameters include one or more of the following: charging voltage and charging current.

3. The apparatus according to claim 1, characterized in that, The control unit is also used to communicate with the Train Control and Management System (TCMS).

4. The apparatus according to claim 3, characterized in that, The control unit also monitors the operating status of the charger power module and the battery pack, and reports the fault to the train control and management system (TCMS) when it is determined that the charger power module and / or the battery pack is faulty.

5. The apparatus according to claim 1, characterized in that, The control unit is located in the first chamber.

6. The apparatus according to any one of claims 1-5, characterized in that, The system also includes a temperature control system; The temperature control system is used to adjust the temperature of the first chamber and the second chamber; The control unit is also used to control the temperature control system based on the internal temperature of the enclosure, the temperature of the charger power module, and the temperature of the battery pack.

7. The apparatus according to claim 6, characterized in that, The temperature control system includes a first fan and a second fan; The first fan is used to cool the charger power module; The second fan is used to control the temperature of the second chamber by using the hot air obtained after cooling the charger power module.

8. The apparatus according to claim 7, characterized in that, The temperature control system also includes heat transfer components; The second fan is specifically used to heat the heat transfer component using the hot air obtained after cooling the charger power module; The heat transfer component is used to transfer heat to the second chamber.

9. The apparatus according to claim 1, characterized in that, The device also includes a safety mechanism and a contactor; The second end of the charger power module is connected to the battery pack through the fuse structure; The second end of the charger power module is connected to the vehicle's load via the contactor; The safety structure is used to disconnect the charger power module from the battery pack when an overcurrent fault occurs in the line. The contactor is used to control the connection or disconnection of the line between the second terminal of the charger power module and the load.

10. A high-speed train, characterized in that, The trainset includes one or more low-pressure energy devices as described in any one of claims 1-9.

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