Hydrogen energy power system suitable for magnetic suspension railway vehicle

Abstract

The invention provides a hydrogen energy power system suitable for a magnetic suspension railway vehicle. The hydrogen energy power system comprises a hydrogen storage system, a hydrogen fuel cell system, a heat dissipation and cooling system, an air filter, a connector and an electronic control unit (ECU). The hydrogen storage system comprises a hydrogen storage control unit (HSU), the hydrogen fuel cell system comprises a power control unit (PCU), and the ECU is used for collecting and processing state information of each system and sending out a control instruction; the ECU is connected with the PCU and the HSU, and the ECU serves as a main control unit and is responsible for receiving an instruction from a vehicle or a train operator and coordinating work of the PCU and the HSU according to the current running state of the vehicle; and the ECU sends a power demand instruction to the PCU and sends a hydrogen supply instruction to the HSU so as to ensure that the fuel cell can output corresponding power according to needs. The engineering construction cost of the track in the project is reduced, the project construction time is saved, funds are saved, and the method is environment-friendly.

Description

Technical Field

[0001] The invention belongs to the technical field of rail vehicle manufacturing, and in particular relates to a hydrogen energy power system suitable for a magnetic levitation rail vehicle. Background Art

[0002] In order to meet the public transportation needs of some small and medium-sized cities and tourism transportation markets with low construction costs, medium and low traffic volume, environmental friendliness, and low operation and maintenance costs, we fully utilize the characteristics of small turning radius and low noise of medium and low-speed maglev rail vehicles. With small maglev rail vehicles as carriers, equipped with hydrogen power systems to power vehicles, we can achieve zero carbon emissions, environmental friendliness, and green travel.

[0003] Existing maglev rail vehicles all require planning and construction of power supply contact networks to supply power to the vehicles during line design to provide power for vehicle operation. The project construction period is long, the construction cost of the power supply contact network is high, and the operation and maintenance costs of the power supply contact network are relatively large. Therefore, research on a hydrogen-powered maglev rail vehicle that does not rely on the power supply contact network can quickly and effectively complete the construction of rail transit projects, and eliminating the dependence of maglev rail vehicle operation on the power supply contact network has become an urgent need for medium and low-volume rail transit projects. Summary of the invention

[0004] The present invention aims to solve the problem that the existing maglev rail vehicles need to build a power supply contact network, which has a long construction period and high costs, and thus provide a hydrogen power system suitable for maglev rail vehicles, which does not require the construction of a power supply contact network, meets the power demand of vehicle operation, saves time and money, and protects the environment.

[0005] To achieve the above-mentioned invention object, the present invention provides a hydrogen power system suitable for a magnetic levitation rail vehicle, including a hydrogen storage system, a hydrogen fuel cell system, a heat dissipation and cooling system, an air filter, a connector, and an electronic control unit (ECU);

[0006] Hydrogen storage system:

[0007] It includes a hydrogen storage bottle group, a pressure sensor, a hydrogen storage temperature sensor, an ambient temperature sensor, a hydrogen leakage sensor, a solenoid valve, a safety valve, a hydrogen storage control unit (HSU) and a hydrogen pipeline. The hydrogen storage bottle group is equipped with a pressure sensor, a hydrogen storage temperature sensor, a solenoid valve and a safety valve;

[0008] The gas outlet of the hydrogen storage bottle group is connected to the hydrogen fuel cell system through a high-pressure hydrogen pipeline;

[0009] The pressure sensor, hydrogen storage temperature sensor, ambient temperature sensor, hydrogen leakage sensor, and solenoid valve are connected to HSU;

[0010] The hydrogen storage system pressure sensor and hydrogen storage temperature sensor monitor the status of the hydrogen storage bottle and send the collected information to the HSU. The HSU controls the opening and closing of the hydrogen supply valve based on these pressure signals to ensure that hydrogen enters the fuel cell stack at an appropriate flow rate and pressure.

[0011] Hydrogen fuel cell system:

[0012] The hydrogen fuel cell system includes a fuel cell stack, an air supply system, a battery management system (BMS), and a power control unit (PCU);

[0013] The gas outlet of the hydrogen storage bottle group is connected to the fuel cell stack through a high-pressure hydrogen pipeline, and a pressure regulator and a filter are installed between the hydrogen tank and the fuel cell stack close to the fuel cell system;

[0014] The air filter is installed at the air inlet of the hydrogen fuel cell system and connected to the outside world through an air pipeline;

[0015] The fuel cell stack is connected to the air supply system and the battery management system (BMS). The fuel cell stack generates electrical energy through the electrochemical reaction of hydrogen and oxygen. The battery management system (BMS) is connected to the power control unit (PCU).

[0016] Heat Dissipation And Cooling System:

[0017] The heat dissipation and cooling system includes radiator, expansion tank, and cooler;

[0018] The radiator is connected to the hydrogen fuel cell system and the expansion tank through coolant lines and is installed at the front of the vehicle;

[0019] The cooler is connected to the hydrogen fuel cell system and the radiator through a coolant pipeline to form a closed cooling cycle system and is installed at a high position of the vehicle;

[0020] Connectors:

[0021] The connector includes a low-voltage connector and a high-voltage connector, wherein the battery management system (BMS) is connected to the motor, the inverter and the DC / DC converter through the high-voltage connector, and is connected to the electronic control unit (ECU) and other control units through the low-voltage connector;

[0022] Power Control Unit (PCU) and Electronic Control Unit (ECU):

[0023] The power control unit (PCU) is used to manage the power part of the entire hydrogen power system, including the power output of the fuel cell, the charge and discharge management of the battery, and the power distribution of the train or vehicle;

[0024] ECU is used to collect and process the status information of each system and issue control instructions; ECU is connected to PCU and HSU. As the main control unit, ECU is responsible for receiving instructions from vehicle or train operators and coordinating the work of PCU and HSU according to the current operating status of the vehicle; ECU sends power demand instructions to PCU and hydrogen supply instructions to HSU to ensure that the fuel cell can output the corresponding power as needed;

[0025] The pressure sensor and temperature sensor of the hydrogen storage system monitor the status of the hydrogen storage bottle, collect pressure and temperature information and send it to the HSU, which then transmits the pressure and temperature information to the ECU. The ECU dynamically adjusts the hydrogen supply strategy based on the pressure and temperature information of the hydrogen storage system.

[0026] The current sensor, voltage sensor and battery system temperature sensor of the hydrogen fuel cell system are connected to the battery management system (BMS), and the BMS is connected to the PCU; the current sensor and voltage sensor monitor the output of the fuel cell and transmit the signal to the BMS, PCU and ECU. The BMS adjusts the working state of the fuel cell according to these signals to optimize efficiency and performance; the PCU requests hydrogen supply from the HSU according to the power demand of the train or vehicle, and the HSU adjusts the hydrogen supply according to the hydrogen storage state and the power demand of the PCU;

[0027] Furthermore, the ECU, PCU and HSU are used to work closely together during the train startup and shutdown process to ensure that each system can be started smoothly and shut down safely;

[0028] Startup process:

[0029] The ECU is responsible for coordinating the overall startup process, first notifying the HSU to check the status of the hydrogen storage system and ensure that hydrogen can be safely supplied;

[0030] After the HSU confirms that the hydrogen storage system is in normal condition, the ECU will notify the PCU to start the fuel cell system and begin power output;

[0031] The PCU controls the fuel cell startup process, including hydrogen supply, power output, and coordination with the battery, based on the ECU’s instructions;

[0032] After the fuel cell system is started, the PCU feeds back the system status to the ECU, indicating that the system is ready to provide power;

[0033] After the ECU confirms that both the power system and the hydrogen storage system are operating normally, it allows the vehicle or train to enter an operational state;

[0034] Shutdown process:

[0035] The ECU is responsible for coordinating the overall shutdown process, first notifying the PCU to prepare to shut down the fuel cell system;

[0036] The PCU will gradually reduce the power output of the fuel cell and shut down the hydrogen supply to ensure the fuel cell system is shut down safely;

[0037] After the fuel cell system is completely shut down, the PCU feeds back shutdown completion information to the ECU;

[0038] After the ECU confirms that both the power system and the hydrogen storage system have been safely shut down, it allows the vehicle or train to enter a shutdown state.

[0039] Furthermore, a fault handling and safety mechanism is established between the ECU, PCU and HSU to ensure timely response and appropriate measures when a fault occurs;

[0040] The ECU is responsible for comprehensive management of fault information from multiple subsystems and coordinating the work of the PCU and HSU when necessary;

[0041] The PCU is responsible for monitoring the electrical status of the fuel cell system;

[0042] The HSU is responsible for monitoring the status of the hydrogen storage system and taking protective measures when an abnormality is detected;

[0043] Fault response:

[0044] If the PCU detects an electrical fault in the fuel cell system, it notifies the ECU and HSU to take protective measures; the ECU comprehensively determines the severity of the fault and decides whether to shut down the entire system;

[0045] If the HSU detects an abnormality in the hydrogen storage system, it notifies the ECU and PCU to take protective measures; the ECU comprehensively determines the severity of the fault and decides whether it is necessary to shut down the hydrogen supply and fuel cell system.

[0046] Further, the ECU works in conjunction with the PCU and HSU for thermal management of the system;

[0047] For temperature monitoring and regulation:

[0048] The ECU monitors the temperature of the fuel cell system in real time and interacts with the PCU to ensure that the cooling system can intervene in time;

[0049] When the temperature is too high, the ECU instructs the PCU to reduce power output or temporarily shut down some fuel cells;

[0050] When the temperature is too low, the ECU instructs the PCU and HSU to start the heating mechanism;

[0051] For heat distribution:

[0052] The ECU distributes the heat energy generated by the fuel cell according to the different operating states of the train or vehicle.

[0053] Furthermore, the ECU is used to monitor the status of each subsystem in real time and take appropriate measures when a fault is detected:

[0054] The ECU adopts different processing strategies according to the severity of the fault: for minor faults, the ECU temporarily reduces system power or switches to a backup system to ensure that the train or vehicle can continue to operate;

[0055] For serious faults, the ECU immediately shuts down related subsystems to protect the safety of equipment and passengers.

[0056] The beneficial effect of the present invention is that the high-power hydrogen power system carried by the maglev rail vehicle can meet the electric energy demand of the vehicle operation, eliminate the construction of the power supply contact network in the rail transit project line, reduce the engineering construction cost of the track in the project, save project construction time, save money, eliminate the power supply restrictions of vehicle applications, and achieve zero carbon emissions and environmental friendliness. By adopting a modular design concept to design the hydrogen power system, the maglev rail vehicle can meet the high-power demand of the fuel cell system for the maglev rail vehicle by arranging multiple sets of 200kW fuel cell systems in parallel. The hydrogen power system of the present invention also has the following advantages:

[0057] (1) High adaptability:

[0058] Since the total power of maglev rail vehicles is large, the cruising range requirement is high, the equipment layout space is limited, the safety requirement is high, and the vehicle refueling speed requirement is fast, the hydrogen power system designed by the scheme of the present invention can be reasonably installed according to the power requirement and installation location of the maglev rail vehicle to meet the actual needs of the maglev rail vehicle.

[0059] (2) High power output:

[0060] The hydrogen power system of the present invention has high output power, and the overall system has high power, high efficiency, and low hydrogen consumption, which has a significant advantage in increasing the vehicle's cruising range.

[0061] (3) High redundancy:

[0062] The entire maglev rail vehicle can be equipped with multiple hydrogen power systems. Even if one of the hydrogen power systems fails, the other hydrogen power systems can still continue to provide power output, ensuring that the power system of the entire vehicle is not interrupted, reducing unplanned parking or passenger clearance due to equipment failure, and improving the operational safety of the vehicle.

[0063] (4) Strong scalability:

[0064] The hydrogen power system of the solution of the present invention adopts a modular design concept to design the hydrogen power system, with high system integration and stronger scalability of the power system. The whole vehicle can adopt multiple sets of hydrogen power systems for parallel output on the electrical system, which has stronger scalability. When the train needs more power due to top-level indicator adjustments or other reasons, it is only necessary to increase or decrease the corresponding number of hydrogen power systems on the existing power system solution, without making major adjustments to the electrical architecture and mechanical structure of the whole vehicle. It can not only ensure the flexibility of the train power system configuration, but also enable the vehicle OEM to respond quickly to customer needs.

[0065] (5) High security:

[0066] All equipment of the hydrogen power system of the present invention is integrated and installed on the roof. The hydrogen filling port is reasonably arranged and the radiator is arranged on the roof, which has low noise and better passenger comfort. The hydrogen power system is highly safe. The system has operating status monitoring and fault diagnosis functions. After the system is started, it communicates with internal sensor elements and controllers of various BOP components to collect key parameters such as temperature, pressure, flow, and monitor the working status of each BOP component. When a system failure occurs, the hydrogen power system ECU controller sends the fault level and fault content to the entire vehicle through the MVB bus, and performs corresponding fault handling actions, such as load reduction or shutdown. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] Figure 1 This is a vehicle installation layout diagram of the hydrogen power system of the present invention;

[0068] Figure 2 This is a schematic diagram of the connection of the hydrogen power system;

[0069] Figure 3 It is the layout diagram of the hydrogen power system;

[0070] Figure 4 This is a schematic diagram of the vehicle hydrogen refueling port;

[0071] Figure 5 This is the logic control block diagram of the hydrogen power system;

[0072] Among them: 1. Hydrogen storage bottle group; 2. Radiator distribution box; 3. Radiator; 4. Roof hydrogen filling port; 5. Tail exhaust port; 6. Fuel cell box; 7. Expansion water tank; 8. Low-pressure connector; 9. High-pressure connector; 10. Air filter; 11. Hydrogen filling port under the vehicle. DETAILED DESCRIPTION

[0073] In order to better understand the purpose, structure and function of the present invention, the following is a further detailed description of a hydrogen power system suitable for a magnetic levitation rail vehicle of the present invention in conjunction with the accompanying drawings.

[0074] Reference Figures 1 to 3 The hydrogen power system suitable for maglev rail vehicles includes a hydrogen storage system, a hydrogen fuel cell system, a radiator, an expansion tank, an air filter, a connector, and an electronic control unit (ECU).

[0075] (1) The hydrogen storage system includes a hydrogen storage bottle group 1, a pressure sensor, a hydrogen storage temperature sensor, an ambient temperature sensor, a hydrogen leakage sensor, a solenoid valve, a safety valve, a hydrogen storage control unit (HSU) and a hydrogen pipeline. The hydrogen storage bottle group is equipped with a pressure sensor, a hydrogen storage temperature sensor, a solenoid valve and a safety valve; the pressure sensor, the hydrogen storage temperature sensor, the ambient temperature sensor, the hydrogen leakage sensor and the solenoid valve are connected to the hydrogen storage control unit (HSU).

[0076] The hydrogen storage system pressure sensor and hydrogen storage temperature sensor monitor the status of the hydrogen storage bottle, collect information and send it to the HSU. The HSU controls the opening and closing of the hydrogen supply valve based on these pressure signals to ensure that hydrogen enters the fuel cell stack at an appropriate flow rate and pressure. If the pressure is too low, the system will sound an alarm or limit the hydrogen supply; if the pressure is too high, the system will adjust the hydrogen release rate through the solenoid valve, or trigger the safety valve to release the pressure. The HSU determines whether the system is within the safe temperature range based on the temperature data. If the temperature is too high, the HSU will take cooling measures such as activating the cooling system through the ECU, or shutting down the system in extreme cases to prevent danger.

[0077] The ambient temperature sensor monitors the ambient temperature and transmits the ambient temperature to the hydrogen storage control unit.

[0078] When the hydrogen leak sensor detects an abnormality, it sends a signal to the HSU, which immediately takes protective measures, such as closing the hydrogen supply valve.

[0079] The safety valve is an important safety device in the hydrogen storage system. When the pressure in the bottle exceeds the set safety value, the safety valve will automatically open and release excess hydrogen to prevent the bottle from exploding due to excessive pressure. The opening of the safety valve is usually mechanical and does not rely on electrical control, but in some advanced systems, the status of the safety valve may be monitored and fed back to the control unit.

[0080] In some advanced hydrogen storage systems, the status of the safety valve can be monitored by sensors, and the status information can be fed back to the hydrogen storage system control unit. When the pressure sensor detects that the hydrogen pressure in the hydrogen storage bottle exceeds the set threshold, the hydrogen storage control unit will take the following measures: close the solenoid valve, stop the hydrogen supply, and prevent the pressure in the bottle from further increasing; if the pressure continues to increase, the safety valve will automatically open to release excess hydrogen, and the control unit will monitor and record this status; activate the alarm system to notify the driver or operator that the system is at risk of overpressure.

[0081] The hydrogen storage control unit has a self-diagnosis function and can monitor the status of each sensor and the operation of the electrical system in real time. If a sensor fault, electrical circuit fault or other abnormal condition is detected, the control unit will record the fault code and may take the following measures: limit system operation and enter safety mode; activate the warning light and buzzer on the instrument panel to notify the driver or operator; in advanced systems, the fault information may be transmitted to the remote monitoring center through the wireless communication module.

[0082] The hydrogen storage bottle group outlet is connected to the hydrogen fuel cell system through a high-pressure hydrogen pipeline to provide fuel for the fuel cell system. The hydrogen storage bottle group is fixed on the top of the vehicle through a special bracket, and the hydrogen storage bottle inlet pipeline is connected to the external hydrogenation equipment through the hydrogenation port 11 under the vehicle or the hydrogenation port 4 on the roof. Figure 3 and Figure 4 The hydrogen storage bottle air inlet pipeline contains multiple safety valves and sensors to ensure the safety of the hydrogenation process.

[0083] (2) Hydrogen fuel cell system

[0084] The hydrogen fuel cell system is arranged in the fuel cell box 6, which is the core component of the entire fuel cell system. The fuel cell stack, air supply system, battery management system (BMS), and power control unit (PCU) are integrated inside. The outlet of the hydrogen storage bottle group is connected to the fuel cell stack through a high-pressure hydrogen pipeline. A pressure regulator and filter are installed between the hydrogen tank and the fuel cell stack close to the fuel cell system to ensure that the hydrogen is at the correct pressure and purity before entering the fuel cell stack.

[0085] The fuel cell stack generates electricity through the electrochemical reaction of hydrogen and oxygen to power the motor. Each fuel cell stack consists of multiple single cells that generate direct current through electrochemical reactions. Usually there are multiple fuel cell stacks (such as FCU1, FCU2) in the system to improve the redundancy and reliability of the system.

[0086] The fuel cell stack is connected to the battery management system (BMS), which is connected to the motor, inverter and DC / DC converter through high-voltage connectors and to the power control unit (PCU) and other control units through low-voltage connectors.

[0087] The air supply system is provided with an air filter 10, which is installed at the air inlet of the hydrogen fuel cell system and connected to the outside world through an air pipeline. It is fixed to a suitable position of the vehicle through a special bracket to ensure air circulation. The air filter filters dust and impurities in the air to ensure that the air entering the fuel cell stack is clean and prevent the fuel cell stack from being contaminated and damaged; by providing clean air, the electrochemical reaction efficiency of the fuel cell is improved.

[0088] The hydrogen fuel cell system is provided with a tail outlet 5, which is the outlet for the fuel cell system to discharge the water generated by the reaction, and is usually connected to the drain port of the fuel cell stack through a drain pipe. The tail outlet is usually installed at the rear of the vehicle to ensure that the generated water can be discharged smoothly outside the vehicle.

[0089] (3) Heat dissipation and cooling system

[0090] The heat dissipation and cooling system includes a radiator 3, an expansion water tank 7, and a cooler;

[0091] The radiator 3 is connected to the hydrogen fuel cell system and the expansion water tank through a coolant pipeline, and is usually installed at the front of the vehicle to dissipate heat using the windward airflow. The radiator drives the coolant circulation through a coolant pump, and the coolant takes away the heat from the fuel cell stack and dissipates the heat to the outside air when passing through the radiator, ensuring that the system temperature is within the normal range, preventing the system from overheating, protecting the fuel cell stack and other key components, and extending the system life. The radiator is provided with a radiator distribution box 2.

[0092] The cooler is connected to the hydrogen fuel cell system and radiator through the coolant pipeline to form a closed cooling cycle system. It is usually installed at a high position in the vehicle to facilitate the replenishment and discharge of the coolant. The expansion tank is connected to the PCU through sensors and control valves to monitor the temperature and pressure of the coolant in real time. The expansion tank is used to compensate for the volume change of the coolant to prevent the internal pressure of the cooling system from being too high or too low; by releasing or replenishing the coolant, the cooling system and the fuel cell system are protected from damage due to overpressure or underpressure.

[0093] (4) Connectors

[0094] The connector includes a low-voltage connector 8 and a high-voltage connector 9, which are used to ensure the transmission of signals and power between various electrical and electronic components in the system. The low-voltage connector 8 is mainly used to connect the hydrogen fuel cell system, ECU, sensors and other low-voltage components. The low-voltage connector 8 is connected to various control units and sensors through special cables and connectors to ensure the stable transmission of signals and low-voltage power. The high-voltage connector 9 is mainly used to connect high-voltage components in the fuel cell system, such as fuel cell stacks, DC / DC converters, inverters and motors. The high-voltage connector connects the fuel cell system to other high-voltage components through high-strength cables to ensure efficient transmission of power.

[0095] Electronic Control Unit (ECU)

[0096] ECU is the "brain" of the entire hydrogen power system, responsible for collecting and processing the status information of each system and issuing control instructions. ECU connects PCU and HSU. As the main control unit, ECU is responsible for receiving instructions from vehicle or train operators (such as acceleration, braking, etc.) and coordinating the work of PCU and HSU according to the current operating status of the vehicle. ECU will send power demand instructions to PCU and hydrogen supply instructions to HSU to ensure that the fuel cell can output the corresponding power as needed.

[0097] The hydrogen storage system pressure sensor and temperature sensor monitor the status of the hydrogen storage bottle, collect pressure and temperature information and send it to the HSU, which then transmits the pressure and temperature information to the ECU. The ECU dynamically adjusts the hydrogen supply strategy based on the pressure and temperature information of the hydrogen storage system to ensure maximum efficiency of the fuel cell. For example, when the pressure of the hydrogen storage tank is low, the ECU will instruct the HSU to perform appropriate boosting operations to ensure a stable supply of hydrogen.

[0098] The current sensor, voltage sensor and battery system temperature sensor in the hydrogen fuel cell system are connected to the battery management system (BMS), the BMS is connected to the PCU, and the PCU is connected to the ECU. The current sensor and voltage sensor monitor the output of the fuel cell and transmit the signal to the BMS and ECU. The BMS adjusts the working state of the fuel cell according to these signals to optimize efficiency and performance.

[0099] Relationship between ECU, PCU and HSU

[0100] (1) Functional Overview

[0101] Electronic Control Unit (ECU): ECU is a general control unit used to control various electronic systems in vehicles or trains, usually responsible for handling multiple functions such as engine control, transmission control, braking system, air conditioning system, etc. In hydrogen energy systems, ECU may be responsible for comprehensive management of the coordination of multiple subsystems, including fuel cell systems, hydrogen storage systems, power systems, etc.

[0102] Power Control Unit (PCU): PCU is mainly responsible for managing the power part of the entire hydrogen power system, including the power output of the fuel cell, the charge and discharge management of the battery, and the power distribution of the train or vehicle. PCU ensures the efficient and stable operation of the power system.

[0103] Hydrogen Storage Control Unit (HSU): HSU is responsible for monitoring and managing the status of the hydrogen storage system, including hydrogen pressure, temperature, remaining hydrogen, hydrogen leak detection, etc. It ensures the safe storage and stable supply of hydrogen to the fuel cell.

[0104] (2) System architecture and hierarchical relationships

[0105] In the overall architecture of the hydrogen energy system, the ECU is usually located in the upper control unit position, responsible for the comprehensive management of multiple subsystems, including the PCU and HSU. The PCU and HSU are dedicated control units, responsible for the specific operation and management of the power system and hydrogen storage system respectively.

[0106] Relationship between ECU, PCU and HSU: ECU, as the main control unit, is responsible for receiving instructions from the vehicle or train operator (such as acceleration, braking, etc.), and coordinating the work of PCU and HSU according to the current operating status of the vehicle. ECU will send power demand instructions to PCU and hydrogen supply instructions to HSU to ensure that the fuel cell can output the corresponding power as needed.

[0107] Relationship between PCU and HSU: There is a close synergy between PCU and HSU. PCU requests hydrogen supply from HSU according to the power demand of the train or vehicle, and HSU adjusts the supply of hydrogen according to the hydrogen storage status and the power demand of PCU to ensure that the fuel cell can output power stably.

[0108] (3) Data exchange and collaborative control

[0109] Frequent data exchange is required between ECU, PCU and HSU to ensure that the various systems can work together. The following are the key data and control information exchanged between them:

[0110] ECU to PCU and HSU:

[0111] The ECU sends power demand instructions to the PCU and hydrogen supply instructions to the HSU based on the driver's operations (such as acceleration, deceleration, starting, stopping, etc.).

[0112] The ECU will also coordinate the work of the PCU and HSU according to the overall status of the vehicle (such as brake energy recovery, battery charging status, etc.) to ensure that each system can work together efficiently.

[0113] PCU to ECU and HSU:

[0114] The PCU will report the current status of the power system to the ECU, such as the output power of the fuel cell, the charging status of the battery, etc.

[0115] The PCU will also send a hydrogen supply request to the HSU based on power demand to ensure that the fuel cell can output power as needed.

[0116] HSU to ECU and PCU:

[0117] The HSU will report the status of the hydrogen storage system to the ECU and PCU, such as hydrogen pressure, temperature, remaining amount, leak detection, etc. If the hydrogen storage system is abnormal, the HSU will notify the ECU and PCU to take corresponding protective measures, such as reducing the hydrogen supply or shutting down the fuel cell system.

[0118] (4) System startup and shutdown

[0119] During the train startup and shutdown process, the ECU, PCU and HSU need to work closely together to ensure that each system can be started smoothly and shut down safely.

[0120] Startup process:

[0121] The ECU is responsible for coordinating the overall startup process, first notifying the HSU to check the status of the hydrogen storage system and ensure that hydrogen can be supplied safely.

[0122] After the HSU confirms that the hydrogen storage system is in normal condition, the ECU will notify the PCU to start the fuel cell system and begin power output.

[0123] The PCU controls the startup process of the fuel cell, including hydrogen supply, power output, and coordination with the battery, based on instructions from the ECU.

[0124] After the fuel cell system is started, the PCU feeds back the system status to the ECU, indicating that the system is ready to provide power.

[0125] After the ECU confirms that both the power system and the hydrogen storage system are functioning properly, it allows the vehicle or train to enter an operational state.

[0126] Shutdown process:

[0127] The ECU is responsible for coordinating the overall shutdown process and first notifies the PCU to prepare to shut down the fuel cell system.

[0128] The PCU gradually reduces the fuel cell's power output and shuts off the hydrogen supply to ensure a safe shutdown of the fuel cell system.

[0129] After the fuel cell system is completely shut down, the PCU feeds back shutdown completion information to the ECU.

[0130] After the ECU confirms that both the power system and the hydrogen storage system have been safely shut down, it allows the vehicle or train to enter a shutdown state.

[0131] (5) Fault handling and safety mechanisms

[0132] In hydrogen energy systems, safety is the most important consideration. Multiple fault handling and safety mechanisms are established between the ECU, PCU and HSU to ensure timely response and appropriate measures when a fault occurs.

[0133] Fault Detection:

[0134] The ECU, PCU, and HSU are each responsible for monitoring the status of the systems within their jurisdiction and taking timely action when an abnormality is detected.

[0135] The ECU is responsible for comprehensively managing the fault information of multiple subsystems and coordinating the work of the PCU and HSU when necessary.

[0136] The PCU is responsible for monitoring the electrical status of the fuel cell system, such as voltage, current, temperature, etc., and taking protective measures when an abnormality is detected, such as reducing power output or shutting down the system.

[0137] The HSU is responsible for monitoring the status of the hydrogen storage system, such as pressure, temperature, hydrogen leakage, etc., and taking protective measures when an abnormality is detected, such as shutting off the hydrogen supply or activating the leakage protection mechanism.

[0138] Fault response:

[0139] If the PCU detects an electrical fault in the fuel cell system, such as voltage anomaly or overheating, it notifies the ECU and HSU to take protective measures. The ECU will comprehensively judge the severity of the fault and decide whether to shut down the entire system.

[0140] If the HSU detects an abnormality in the hydrogen storage system, such as hydrogen leakage or excessive pressure, it will notify the ECU and PCU to take protective measures. The ECU will comprehensively judge the severity of the fault and decide whether to shut down the hydrogen supply and fuel cell system.

[0141] In the event of a serious fault, the ECU can forcefully shut down the PCU and HSU to ensure the safety of the system.

[0142] (6) Redundancy design and reliability

[0143] In order to improve the reliability and safety of the system, redundancy mechanisms are usually designed between ECU, PCU and HSU.

[0144] ECU redundancy: In some critical systems, the ECU may be designed with redundant control units to ensure that when the main ECU fails, the backup ECU can take over the control of the system.

[0145] PCU and HSU redundancy: In some critical systems, the PCU and HSU may be designed with redundant modules to ensure that the backup module can take over the corresponding work when the main module fails. For example, if a fuel cell module or hydrogen storage tank fails, the backup module can take over its work to ensure that the system can continue to operate.

[0146] (7) Data recording and diagnosis

[0147] The ECU, PCU and HSU will record the system's operating data and fault history to help maintenance personnel perform fault diagnosis and system optimization.

[0148] Data Records:

[0149] The ECU, PCU and HSU will record the operating status of the system, including data such as voltage, current, temperature, pressure, hydrogen flow, and power output.

[0150] This data can help maintenance personnel analyze system operation, identify potential problems, and take preventive maintenance measures.

[0151] Troubleshooting:

[0152] ECU, PCU and HSU will record fault information, including fault type, fault time, fault location, etc.

[0153] This information can help maintenance personnel quickly locate the cause of the fault and take appropriate repair measures.

[0154] (8) Comprehensive coordination and optimization

[0155] As the main control unit, ECU is responsible for comprehensively coordinating the work of PCU and HSU to ensure that each system can cooperate efficiently. In a complex hydrogen train or hydrogen car system, ECU (electronic control unit) as the main control system is not only responsible for monitoring and coordinating each subsystem, but also optimizes the performance of the overall system through advanced algorithms and strategies to ensure efficient use of energy, extend system life, and improve operational safety and reliability. The following are further details of ECU in comprehensive coordination and optimization:

[0156] 1) Power demand and allocation optimization

[0157] During the operation of a train or vehicle, the power demand changes dynamically, and the ECU needs to adjust the power output of the fuel cell and energy storage system in real time according to the current driving needs (such as acceleration, climbing, high-speed driving, etc.).

[0158] Dynamic Power Allocation:

[0159] The ECU will dynamically adjust the output power of the fuel cell based on the real-time power demand (Preq) of the train or vehicle, combined with the power status provided by the PCU and the hydrogen storage status provided by the HSU.

[0160] The ECU interacts with the PCU to ensure that the fuel cell system can output appropriate power according to demand. For example, when the train needs to accelerate, the ECU will ask the PCU to increase the output power of the fuel cell.

[0161] When the power demand is high, the ECU will coordinate multiple fuel cell systems to work simultaneously, or call on energy storage systems (such as batteries) to assist in power supply to ensure that the power needs of the train or vehicle are met.

[0162] Power allocation strategy optimization:

[0163] According to the hydrogen power system power allocation strategy table in Table 8, the ECU will reasonably allocate the power output of FCU1 and FCU2 according to different power demand (Preq) ranges.

[0164] When power demand is low (Preq < 30kW), the ECU ensures that the two fuel cell systems distribute power evenly (15kW each) to achieve life balance.

[0165] When the power demand is medium or high (30kW≤Preq≤200kW), the ECU will give priority to the power sharing strategy, but if one of the fuel cell systems fails, the ECU will instruct the healthy system to assume all power output.

[0166] When the power demand is extremely high (Preq>200kW), the ECU will ensure that each fuel cell system outputs a maximum power of 100kW to protect the system from overload.

[0167] 2) Hydrogen management and energy-saving optimization

[0168] Effective management of hydrogen is critical to the range and economy of hydrogen energy systems. The HSU is responsible for monitoring and managing the hydrogen storage system, while the ECU optimizes the use strategy of hydrogen to extend the range and reduce waste.

[0169] Hydrogen consumption optimization:

[0170] The ECU will dynamically adjust the amount of hydrogen used according to the train's operating status and power requirements. For example, when the train accelerates, the ECU will instruct the HSU to increase the hydrogen supply, while when the train is running at a constant speed, the ECU will optimize the hydrogen supply to reduce unnecessary consumption.

[0171] The ECU will also dynamically adjust the hydrogen supply strategy according to the pressure and temperature of the hydrogen storage system to ensure the maximum efficiency of the fuel cell. For example, when the pressure of the hydrogen storage tank is low, the ECU will instruct the HSU to perform appropriate boosting operations to ensure a stable supply of hydrogen.

[0172] Hydrogen recovery and reuse:

[0173] In some systems, there may be a hydrogen recovery mechanism. For example, when the train brakes or slows down, some hydrogen may be re-stored through the recovery system. The ECU will coordinate the HSU and PCU to ensure that hydrogen can be effectively recovered and reused during braking, thereby improving the utilization rate of hydrogen.

[0174] 3) Thermal management and system protection

[0175] The fuel cell system generates a lot of heat during operation. The ECU needs to work together with the PCU and HSU to ensure effective thermal management of the system and avoid damage to the system due to overheating or overcooling.

[0176] Temperature monitoring and regulation:

[0177] The ECU monitors the temperature of the fuel cell system in real time and interacts with the PCU to ensure that the cooling system can intervene in time to prevent the fuel cell from overheating.

[0178] When the temperature is too high, the ECU will instruct the PCU to reduce power output or temporarily shut down some fuel cells to protect the system.

[0179] When the temperature is too low, the ECU will instruct the PCU and HSU to start the heating mechanism to ensure that the fuel cell can operate at an appropriate temperature.

[0180] Heat distribution:

[0181] The ECU is not only responsible for monitoring the temperature of the fuel cell, but also reasonably distributes the heat energy generated by the fuel cell according to the different operating conditions of the train or vehicle. For example, in a cold environment, part of the heat energy can be used for cabin heating or battery preheating, thereby reducing the energy consumption of other heating equipment and improving the energy efficiency of the overall system.

[0182] In some advanced systems, the ECU can also coordinate the storage of excess heat for reuse when needed, such as through phase change materials or thermal storage devices.

[0183] System protection strategy:

[0184] If the ECU detects that the temperature of the fuel cell system has risen abnormally, it will immediately take protective measures, such as reducing the fuel cell output power or temporarily shutting down the system to prevent irreversible damage to the fuel cell due to overheating.

[0185] In extreme cases, such as cooling system failure or high external temperature environment, the ECU may trigger an emergency shutdown procedure to shut down the fuel cell system to protect the equipment.

[0186] 4) Energy storage system collaboration

[0187] In hydrogen trains or cars, fuel cells usually work in conjunction with energy storage systems such as batteries to cope with different power demands and provide smoother power output.

[0188] Energy Flow Management:

[0189] The ECU intelligently manages the distribution of energy flow between the fuel cell and the battery based on the current power demand and the status of the fuel cell. For example, when a train or vehicle requires instantaneous high power output (such as acceleration or climbing), the ECU can instruct the battery to provide additional power to reduce the burden on the fuel cell.

[0190] When the train or vehicle is in a state of low power demand (such as traveling at a constant speed or decelerating), the ECU can instruct the fuel cell to charge the battery to ensure that the battery has sufficient power when it is needed next time.

[0191] Braking energy recovery:

[0192] When a train or vehicle brakes, kinetic energy is converted into electrical energy through the braking energy recovery system. The ECU coordinates the PCU and the energy storage system to ensure that this part of the electrical energy can be effectively recovered and stored in the battery for later use.

[0193] Braking energy recovery not only improves energy efficiency, but also reduces the workload of the fuel cell and extends its service life.

[0194] 5) Fault diagnosis and fault tolerance mechanism

[0195] To ensure the reliability and safety of the system, the ECU monitors the status of each subsystem in real time and takes appropriate measures when a fault is detected.

[0196] Multi-level fault handling:

[0197] The ECU will adopt different processing strategies according to the severity of the fault. For minor faults, the ECU may temporarily reduce system power or switch to a backup system to ensure that the train or vehicle can continue to operate.

[0198] For serious faults, the ECU will immediately shut down the relevant subsystems to protect the safety of equipment and passengers. For example, if a hydrogen leak is detected, the ECU will immediately shut down the hydrogen storage system and trigger the alarm mechanism.

[0199] Fault tolerance mechanism:

[0200] In some critical systems, the ECU is designed with redundancy mechanisms to ensure that the backup system can take over when the main system fails. For example, if a fuel cell module fails, the ECU will instruct another healthy module to assume full power output.

[0201] The ECU also records fault information and operating data for subsequent analysis and diagnosis. These data can help maintenance personnel quickly locate the cause of the fault and take appropriate repair measures.

[0202] 6) Data recording and remote monitoring

[0203] The ECU is not only responsible for real-time monitoring and control of each subsystem, but also records the system's operating data and fault information for subsequent analysis and optimization.

[0204] Data Records:

[0205] The ECU will record the operating status of the train or vehicle, including power demand, fuel cell output, hydrogen storage system status, temperature, pressure and other data.

[0206] This data can help maintenance personnel analyze system operation, identify potential problems, and take preventive maintenance measures.

[0207] Remote Monitoring:

[0208] In some advanced systems, ECU can transmit operating data and fault information to a remote monitoring center via a wireless network, so that maintenance personnel can monitor the operating status of trains or vehicles in real time and take timely measures when a fault occurs.

[0209] Remote monitoring can not only improve maintenance efficiency, but also reduce downtime and improve system reliability and availability.

[0210] The multi-function box, ECU, PCU and HSU are interconnected through a complex communication and control network to achieve collaborative work.

[0211] Data Exchange:

[0212] As the main control unit, ECU obtains data from PCU, HSU and multi-function box in real time, including power status, hydrogen status, temperature, pressure and other information.

[0213] Based on these data, the ECU makes corresponding control decisions, such as adjusting power output, regulating hydrogen flow, starting or shutting down the system, etc.

[0214] Collaborative control:

[0215] The ECU sends instructions to the PCU to adjust the output power of the fuel cell based on the train's current operating status and power requirements. For example, when the train is accelerating or climbing a slope, the ECU will ask the PCU to increase the output power of the fuel cell.

[0216] The PCU ensures that the train gets the required power by regulating the current and voltage of the fuel cell, and stores excess power in the battery for later use.

[0217] Energy recovery and distribution:

[0218] When the train brakes, the PCU converts kinetic energy into electrical energy and stores it in the battery. The ECU instructs the PCU to allocate this energy appropriately, such as for train acceleration or other electrical loads, based on the train's energy requirements and the battery's status.

[0219] The ECU and PCU work together to ensure maximum energy recovery and optimized power distribution, thereby improving the overall energy efficiency of the train.

[0220] Interaction between ECU and multifunction box

[0221] General Management and Coordination:

[0222] As a control and distribution unit that integrates multiple functions, the multi-function box is responsible for managing and coordinating functions such as hydrogen supply, power distribution and thermal management. The ECU realizes comprehensive management and coordination of various subsystems of the train through interaction with the multi-function box.

[0223] Based on the train's operating status and power requirements, the ECU sends instructions to the multi-function box, requiring it to adjust parameters such as hydrogen flow, power distribution and thermal management to ensure that the train can operate efficiently and safely under different operating conditions.

[0224] Thermal Management:

[0225] The multi-function box may integrate thermal management functions to manage and regulate the temperature of the fuel cell system. The ECU monitors and regulates the temperature of the fuel cell in real time through interaction with the multi-function box to ensure that it operates within the optimal temperature range.

[0226] If the fuel cell temperature is too high or too low, the ECU will instruct the multi-function box to adjust the operating status of the cooling system, such as increasing the coolant flow or starting the fan, to ensure that the fuel cell operates within an appropriate temperature range.

[0227] The electricity generated by the fuel cell system is not only supplied to the electric motor, but also regulated by the DC / DC converter and the multi-function box, and part of the electricity is used to charge the lithium battery system. When the vehicle accelerates or needs additional power, the lithium battery system will release the stored electricity and supply power together with the fuel cell system.

[0228] The battery management system (BMS) monitors the status of the lithium battery, including voltage, current, temperature, etc., and transmits this information to the ECU. The ECU adjusts the charging and discharging strategy of the lithium battery based on this information to ensure that the battery operates within a safe range.

[0229] The ECU adjusts the operating modes of the fuel cell system and the lithium battery system according to the vehicle's power requirements. For example, when the load is low, the excess power is used to charge the lithium battery; when the load is high, the lithium battery releases power to assist the fuel cell in powering the vehicle.

[0230] The lithium battery system will send information such as the battery's state of charge (SOC) and state of health (SOH) to the ECU. Based on this information, the ECU will decide whether to adjust the working state of the fuel cell or start charging and discharging the lithium battery.

[0231] The ECU continuously monitors the operating status of each system, including the pressure and temperature of the hydrogen system, the voltage and current of the fuel cell system, the temperature and state of charge of the lithium battery system, etc. If any abnormality is detected, the ECU will immediately take corresponding protective measures.

[0232] Hydrogen leakage: If the hydrogen leak sensor detects a leak, the ECU will immediately close the hydrogen supply valve and activate the ventilation system to prevent hydrogen accumulation and cause an explosion.

[0233] Over-temperature protection: If the temperature of the fuel cell or lithium battery exceeds the safety threshold, the ECU will reduce or stop the system's power output and start the cooling system to cool it down.

[0234] Overvoltage protection: If the voltage of the lithium battery is too high or too low, the ECU will adjust the charge and discharge strategy to prevent battery damage or fire.

[0235] Hydrogen systems, fuel cell systems and lithium battery systems are usually designed with multi-level safety protection mechanisms. For example, hydrogen storage bottles are equipped with automatic pressure relief devices, which automatically release some hydrogen when the pressure is too high; fuel cell systems are equipped with overcurrent protection devices, which automatically cut off the circuit when the current is too large.

[0236] The ECU uses multiple redundancy designs to ensure that even if a sensor or control unit fails, the system can still operate safely through backup mechanisms. For example, if the main pressure sensor fails, the backup sensor will take over the monitoring task.

[0237] The entire maglev rail vehicle can be equipped with multiple hydrogen power systems. Even if one of the hydrogen power systems fails, the other hydrogen power systems can still continue to provide power output.

Claims

1. A hydrogen power system suitable for a maglev rail vehicle, characterized in that: Including hydrogen storage system, hydrogen fuel cell system, heat dissipation and cooling system, air filter, connector, electronic control unit (ECU); Hydrogen storage system: It includes a hydrogen storage bottle group, a pressure sensor, a hydrogen storage temperature sensor, an ambient temperature sensor, a hydrogen leakage sensor, a solenoid valve, a safety valve, a hydrogen storage control unit (HSU) and a hydrogen pipeline. The hydrogen storage bottle group is equipped with a pressure sensor, a hydrogen storage temperature sensor, a solenoid valve and a safety valve; The gas outlet of the hydrogen storage bottle group is connected to the hydrogen fuel cell system through a high-pressure hydrogen pipeline; The pressure sensor, hydrogen storage temperature sensor, ambient temperature sensor, hydrogen leakage sensor, and solenoid valve are connected to HSU; The hydrogen storage system pressure sensor and hydrogen storage temperature sensor monitor the status of the hydrogen storage bottle and send the collected information to the HSU. The HSU controls the opening and closing of the hydrogen supply valve based on these pressure signals to ensure that hydrogen enters the fuel cell stack at an appropriate flow rate and pressure. Hydrogen fuel cell system: The hydrogen fuel cell system includes a fuel cell stack, an air supply system, a battery management system (BMS), and a power control unit (PCU); The gas outlet of the hydrogen storage bottle group is connected to the fuel cell stack through a high-pressure hydrogen pipeline, and a pressure regulator and a filter are installed between the hydrogen tank and the fuel cell stack close to the fuel cell system; The air filter is installed at the air inlet of the hydrogen fuel cell system and connected to the outside world through an air pipeline; The fuel cell stack is connected to the air supply system and the battery management system (BMS). The fuel cell stack generates electrical energy through the electrochemical reaction of hydrogen and oxygen. The battery management system (BMS) is connected to the power control unit (PCU). Heat Dissipation And Cooling System: The heat dissipation and cooling system includes radiator, expansion tank, and cooler; The radiator is connected to the hydrogen fuel cell system and the expansion tank through coolant lines and is installed at the front of the vehicle; The cooler is connected to the hydrogen fuel cell system and the radiator through a coolant pipeline to form a closed cooling cycle system and is installed at a high position of the vehicle; Connectors: The connector includes a low-voltage connector and a high-voltage connector, wherein the battery management system (BMS) is connected to the motor, the inverter and the DC / DC converter through the high-voltage connector, and is connected to the electronic control unit (ECU) and other control units through the low-voltage connector; Power Control Unit (PCU) and Electronic Control Unit (ECU): The power control unit (PCU) is used to manage the power part of the entire hydrogen power system, including the power output of the fuel cell, the charge and discharge management of the battery, and the power distribution of the train or vehicle; ECU is used to collect and process the status information of each system and issue control instructions; ECU is connected to PCU and HSU. As the main control unit, ECU is responsible for receiving instructions from vehicle or train operators and coordinating the work of PCU and HSU according to the current operating status of the vehicle; ECU sends power demand instructions to PCU and hydrogen supply instructions to HSU to ensure that the fuel cell can output the corresponding power as needed; The pressure sensor and temperature sensor of the hydrogen storage system monitor the status of the hydrogen storage bottle, collect pressure and temperature information and send it to the HSU, which then transmits the pressure and temperature information to the ECU. The ECU dynamically adjusts the hydrogen supply strategy based on the pressure and temperature information of the hydrogen storage system. The current sensor, voltage sensor and battery system temperature sensor of the hydrogen fuel cell system are connected to the battery management system (BMS), and the BMS is connected to the PCU; the current sensor and voltage sensor monitor the output of the fuel cell and transmit the signal to the BMS, PCU and ECU. The BMS adjusts the operating state of the fuel cell based on these signals to optimize efficiency and performance; the PCU requests hydrogen supply from the HSU according to the power demand of the train or vehicle, and the HSU adjusts the hydrogen supply according to the hydrogen storage status and the power demand of the PCU.

2. A hydrogen power system suitable for a maglev rail vehicle according to claim 1, characterized in that: The ECU, PCU and HSU are used to work closely together during the train startup and shutdown process to ensure that each system can be started smoothly and shut down safely; Startup process: The ECU is responsible for coordinating the overall startup process, first notifying the HSU to check the status of the hydrogen storage system and ensure that hydrogen can be safely supplied; After the HSU confirms that the hydrogen storage system is in normal condition, the ECU will notify the PCU to start the fuel cell system and begin power output; The PCU controls the fuel cell startup process, including hydrogen supply, power output, and coordination with the battery, based on the ECU’s instructions; After the fuel cell system is started, the PCU feeds back the system status to the ECU, indicating that the system is ready to provide power; After the ECU confirms that both the power system and the hydrogen storage system are operating normally, it allows the vehicle or train to enter an operational state; Shutdown process: The ECU is responsible for coordinating the overall shutdown process, first notifying the PCU to prepare to shut down the fuel cell system; The PCU will gradually reduce the power output of the fuel cell and shut down the hydrogen supply to ensure the fuel cell system is shut down safely; After the fuel cell system is completely shut down, the PCU feeds back shutdown completion information to the ECU; After the ECU confirms that both the power system and the hydrogen storage system have been safely shut down, it allows the vehicle or train to enter a shutdown state.

3. A hydrogen power system suitable for a maglev rail vehicle according to claim 1, characterized in that: A fault handling and safety mechanism is established between the ECU, PCU and HSU to ensure timely response and appropriate measures when a fault occurs; The ECU is responsible for comprehensive management of fault information from multiple subsystems and coordinating the work of the PCU and HSU when necessary; The PCU is responsible for monitoring the electrical status of the fuel cell system; The HSU is responsible for monitoring the status of the hydrogen storage system and taking protective measures when an abnormality is detected; Fault response: If the PCU detects an electrical fault in the fuel cell system, it notifies the ECU and HSU to take protective measures; the ECU comprehensively determines the severity of the fault and decides whether to shut down the entire system; If the HSU detects an abnormality in the hydrogen storage system, it notifies the ECU and PCU to take protective measures; the ECU comprehensively determines the severity of the fault and decides whether it is necessary to shut down the hydrogen supply and fuel cell system.

4. A hydrogen power system suitable for a maglev rail vehicle according to claim 1, characterized in that: The ECU works in conjunction with the PCU and HSU for thermal management of the system; For temperature monitoring and regulation: The ECU monitors the temperature of the fuel cell system in real time and interacts with the PCU to ensure that the cooling system can intervene in time; When the temperature is too high, the ECU instructs the PCU to reduce power output or temporarily shut down some fuel cells; When the temperature is too low, the ECU instructs the PCU and HSU to start the heating mechanism; For heat distribution: The ECU distributes the heat energy generated by the fuel cell according to the different operating states of the train or vehicle.

5. The hydrogen power system suitable for a maglev rail vehicle according to claim 1, characterized in that: The ECU is used to monitor the status of each subsystem in real time and take appropriate measures when a fault is detected: The ECU adopts different processing strategies according to the severity of the fault: for minor faults, the ECU temporarily reduces system power or switches to a backup system to ensure that the train or vehicle can continue to operate; For serious faults, the ECU immediately shuts down related subsystems to protect the safety of equipment and passengers.

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