Method, device and system for determining endurance mileage of railway vehicle and railway vehicle

Abstract

The invention discloses a rail vehicle endurance mileage determination method, device and system and a rail vehicle, and relates to the technical field of rail traffic. According to the scheme, the actual available hydrogen remaining amount of each set of hydrogen fuel system of the railway vehicle under the fault working condition is considered, the hydrogen remaining amount of the hydrogen fuel system with the fault is eliminated from the sum of the hydrogen remaining amount of each set of hydrogen fuel system, and the remaining endurance mileage of the railway vehicle is calculated only by using the hydrogen remaining amount of the hydrogen fuel system which works normally. Therefore, the real endurance mileage is obtained, and the problem that the operation order of the train is affected due to the fact that the inaccurate endurance mileage is calculated only depending on the hydrogen remaining amount of the hydrogen storage tank is solved.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a method, device, system and rail vehicle for determining a range of a rail vehicle. Background Art

[0002] At present, the rail transit industry is actively promoting the development of hydrogen fuel-powered vehicles to achieve the goal of long driving range. To this end, multiple hydrogen fuel systems are deployed in vehicles. These systems are composed of multiple sub-devices connected in series, which together convert hydrogen into electricity to supply the traction inverter to drive the train. In order to determine the driving range of hydrogen fuel rail vehicles, the driving range of rail vehicles is currently mainly estimated based on the hydrogen inventory in the hydrogen storage tank.

[0003] However, this way of calculating the cruising range has potential risks. Since the hydrogen fuel system is a series structure, the failure of any sub-device may cause the entire system to fail. Even if there is sufficient hydrogen in the hydrogen storage tank, power cannot be supplied to the traction inverter. This means that the current cruising range calculation may not match the actual operating conditions, so that the train cannot achieve the expected cruising range, which may cause the train to stop unplanned on the line, occupy track resources, and thus affect the entire train operation order.

[0004] In view of the above, how to solve the problem that rail vehicles cannot accurately determine their cruising range when the hydrogen fuel system fails has become a problem that needs to be solved urgently. Summary of the invention

[0005] The purpose of the present application is to provide a method, device, system and rail vehicle for determining the cruising range of a rail vehicle, so as to solve the problem that the cruising range of a rail vehicle cannot be accurately determined when the hydrogen fuel system fails.

[0006] In order to solve the above technical problems, the present application provides a method for determining the cruising range of a rail vehicle, comprising:

[0007] Obtain the total remaining amount of hydrogen in each hydrogen fuel system in the rail vehicle;

[0008] Determine whether each set of the hydrogen fuel system has a fault;

[0009] If not, determining the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen;

[0010] If yes, then the hydrogen remaining amount of the faulty hydrogen fuel system is removed from the total hydrogen remaining amount to obtain a new total hydrogen remaining amount;

[0011] The remaining cruising range of the rail vehicle is determined according to the new total of the remaining hydrogen amounts.

[0012] On the one hand, determining whether each set of the hydrogen fuel system has a fault includes:

[0013] Determine in sequence whether there are faults in the hydrogen storage device, the fuel cell and the DCDC device in the hydrogen fuel system;

[0014] If it is confirmed that the hydrogen storage device, the fuel cell and the DCDC device in the hydrogen fuel system are not faulty, then it is confirmed that the hydrogen fuel system is not faulty;

[0015] If it is confirmed that the hydrogen storage device in the hydrogen fuel system is faulty, or the fuel cell is faulty, or the DCDC device is faulty, then it is confirmed that the hydrogen fuel system is faulty.

[0016] On the other hand, determining whether the hydrogen storage device has a fault includes:

[0017] Determining whether there is a communication failure in the hydrogen storage device;

[0018] If it is confirmed that the hydrogen storage device has a communication fault, it is confirmed that the hydrogen storage device has a fault;

[0019] If it is confirmed that there is no communication failure in the hydrogen storage device, determining whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement;

[0020] If it is confirmed that the hydrogen storage tank does not meet the first preset requirement, it is confirmed that the hydrogen storage device has a fault;

[0021] If it is confirmed that the hydrogen storage tank meets the first preset requirement, it is confirmed that there is no fault in the hydrogen storage device.

[0022] On the other hand, determining whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement includes:

[0023] Obtaining the hydrogen pressure, hydrogen concentration and bottle valve status in the hydrogen storage tank;

[0024] Determining whether the hydrogen pressure is less than a first threshold, and / or the hydrogen concentration is less than a second threshold, and / or the bottle mouth valve is in a fault state;

[0025] If it is confirmed that the hydrogen pressure is less than the first threshold value, and / or the hydrogen concentration is less than the second threshold value, and / or the bottle mouth valve is in a faulty state, it is confirmed that the hydrogen storage tank does not meet the first preset requirement;

[0026] If it is confirmed that the hydrogen pressure is not less than the first threshold, and the hydrogen concentration is not less than the second threshold, and the bottle mouth valve is not in a faulty state, it is confirmed that the hydrogen storage tank meets the first preset requirement.

[0027] On the other hand, determining whether the fuel cell has a fault includes:

[0028] Determining whether there is a communication failure of the fuel cell;

[0029] If it is confirmed that the fuel cell has a communication fault, it is confirmed that the fuel cell has a fault;

[0030] If it is confirmed that the fuel cell does not have a communication failure, determining whether the fuel cell meets a second preset requirement;

[0031] If it is confirmed that the fuel cell does not meet the second preset requirement, it is confirmed that the fuel cell has a fault;

[0032] If it is confirmed that the fuel cell meets the second preset requirement, it is confirmed that there is no fault in the fuel cell.

[0033] On the other hand, determining whether the fuel cell meets a second preset requirement includes:

[0034] Obtaining the input hydrogen pressure of the fuel cell, the state of the input relay and the state of the fault relay;

[0035] Determining whether the input hydrogen pressure is less than a third threshold when the bottle mouth valve of the hydrogen storage device is in an open state;

[0036] If it is confirmed that the input hydrogen pressure is less than the third threshold, it is confirmed that the hydrogen supply circuit is faulty, and it is confirmed that the fuel cell does not meet the second preset requirement;

[0037] If it is confirmed that the input hydrogen pressure is not less than the third threshold, it is determined whether the input relay is in a fault state and / or the fault relay has a signal output;

[0038] If it is confirmed that the input relay is in a faulty state, and / or the fault relay has a signal output, it is confirmed that the fuel cell does not meet the second preset requirement;

[0039] If it is confirmed that the input relay is not in a fault state and the fault relay does not have a signal output, it is confirmed that the fuel cell meets the second preset requirement.

[0040] On the other hand, determining whether the DCDC device has a fault includes:

[0041] Determining whether the DCDC device has a communication failure;

[0042] If it is confirmed that the DCDC device has a communication fault, it is confirmed that the DCDC device has a fault;

[0043] If it is confirmed that there is no communication failure in the DCDC device, determining whether the DCDC device meets a third preset requirement;

[0044] If it is confirmed that the DCDC device does not meet the third preset requirement, it is confirmed that the DCDC device has a fault;

[0045] If it is confirmed that the DCDC device meets the third preset requirement, it is confirmed that there is no fault in the DCDC device.

[0046] On the other hand, determining whether the DCDC device meets a third preset requirement includes:

[0047] Obtaining the input side voltage, output side voltage and state of the fault relay of the DCDC device;

[0048] Determining whether the input side voltage is 0 when the actual output power of the fuel cell is greater than 0;

[0049] If it is confirmed that the input side voltage is 0, it is confirmed that the power supply line from the fuel cell to the DCDC device is faulty, and it is confirmed that the DCDC device does not meet the third preset requirement;

[0050] If it is confirmed that the input side voltage is not 0, then determine whether the output side voltage is greater than 0, and detect that no preset voltage is output to the bus;

[0051] If it is confirmed that the output side voltage is greater than 0, and it is detected that no preset voltage is output to the bus, it is confirmed that the power supply line from the DCDC device to the bus is faulty, and it is confirmed that the DCDC device does not meet the third preset requirement;

[0052] If it is confirmed that the output side voltage is greater than 0, and it is detected that a preset voltage is output to the bus, it is determined whether the fault relay has a signal output;

[0053] If it is confirmed that the fault relay has a signal output, it is confirmed that the DCDC device does not meet the third preset requirement;

[0054] If it is confirmed that the fault relay has no signal output, it is confirmed that the DCDC device meets the third preset requirement.

[0055] On the other hand, if it is confirmed that the fuel cell has a fault, the method further includes:

[0056] When a communication failure occurs in the fuel cell, controlling to open a through valve between a hydrogen storage tank of the current hydrogen fuel system and a hydrogen storage tank of an adjacent hydrogen fuel system;

[0057] When the fuel cell has other faults, the fuel cell is controlled to be cut off, and the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system is controlled to be opened;

[0058] Determining whether the through valve is opened normally;

[0059] If so, the remaining cruising range of the rail vehicle is determined based on the current hydrogen remaining amount of the hydrogen fuel system and the remaining normal hydrogen remaining amount of the hydrogen fuel system.

[0060] On the other hand, if it is confirmed that the DCDC device has a communication failure, the method further includes:

[0061] Controlling the removal of the fuel cell;

[0062] Controlling to open a through valve between a hydrogen storage tank of the current hydrogen fuel system and a hydrogen storage tank of an adjacent hydrogen fuel system;

[0063] Determining whether the through valve is opened normally;

[0064] If so, the remaining cruising range of the rail vehicle is determined based on the current hydrogen remaining amount of the hydrogen fuel system and the remaining normal hydrogen remaining amount of the hydrogen fuel system.

[0065] On the other hand, if it is confirmed that the power supply line from the fuel cell to the DCDC device is faulty, or the power supply line from the DCDC device to the bus is faulty, or it is confirmed that the fault relay of the DCDC device has a signal output, it also includes:

[0066] Controlling the cutting off of the fuel cell and the DCDC device;

[0067] Controlling to open a through valve between a hydrogen storage tank of the current hydrogen fuel system and a hydrogen storage tank of an adjacent hydrogen fuel system;

[0068] Determining whether the through valve is opened normally;

[0069] If so, the remaining cruising range of the rail vehicle is determined based on the current hydrogen remaining amount of the hydrogen fuel system and the remaining normal hydrogen remaining amount of the hydrogen fuel system.

[0070] On the other hand, determining the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen includes:

[0071] Obtaining the cumulative hydrogen consumption and cumulative mileage of the rail vehicle;

[0072] determining a hydrogen consumption rate according to the accumulated hydrogen consumption and the accumulated driving mileage;

[0073] The remaining cruising range is determined according to the hydrogen consumption rate and the sum of the remaining hydrogen.

[0074] In order to solve the above technical problems, the present application also provides a device for determining the cruising range of a railway vehicle, comprising:

[0075] An acquisition module is used to obtain the total amount of hydrogen remaining in each hydrogen fuel system in the rail vehicle;

[0076] A judgment module, used to judge whether each set of the hydrogen fuel system has a fault; if not, triggering the first determination module; if so, triggering the rejection module;

[0077] The first determination module is used to determine the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen;

[0078] The elimination module is used to eliminate the hydrogen remaining amount of the faulty hydrogen fuel system from the total hydrogen remaining amount to obtain a new total hydrogen remaining amount;

[0079] The second determination module is used to determine the remaining cruising range of the rail vehicle according to the new total hydrogen remaining amount.

[0080] In order to solve the above technical problems, the present application also provides a system for determining the cruising range of a rail vehicle, comprising:

[0081] Memory for storing computer programs;

[0082] A processor is used to implement the steps of the above-mentioned method for determining the cruising range of a rail vehicle when executing the computer program.

[0083] In order to solve the above technical problems, the present application also provides a rail vehicle, including: multiple sets of hydrogen fuel systems and a rail vehicle range determination system.

[0084] The method for determining the cruising range of a rail vehicle provided in the present application obtains the sum of the hydrogen remaining amounts of each hydrogen fuel system in the rail vehicle; determines whether each hydrogen fuel system has a fault; if not, determines the remaining cruising range of the rail vehicle based on the sum of the hydrogen remaining amounts; if so, removes the hydrogen remaining amount of the faulty hydrogen fuel system from the sum of the hydrogen remaining amounts to obtain a new sum of the hydrogen remaining amounts; determines the remaining cruising range of the rail vehicle based on the new sum of the hydrogen remaining amounts. It can be seen that this scheme takes into account the actual available hydrogen remaining amount of each hydrogen fuel system of the rail vehicle under fault conditions, excludes the hydrogen remaining amount of the faulty hydrogen fuel system from the sum of the hydrogen remaining amounts of each hydrogen fuel system, and only uses the hydrogen remaining amount of the normally functioning hydrogen fuel system to calculate the remaining cruising range of the rail vehicle, thereby obtaining the true cruising range, avoiding the problem of calculating inaccurate cruising range based solely on the hydrogen remaining amount of the hydrogen storage tank, which affects the operating order of the train.

[0085] In addition, the present application also provides a device, system and rail vehicle for determining the cruising range of a rail vehicle, with the same effects as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0086] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0087] Figure 1 A schematic diagram of the network topology and energy flow of a hydrogen-powered EMU provided in an embodiment of the present application;

[0088] Figure 2 A flow chart of a method for determining the cruising range of a rail vehicle provided in an embodiment of the present application;

[0089] Figure 3 A schematic diagram of a device for determining the cruising range of a rail vehicle provided in an embodiment of the present application;

[0090] Figure 4 A schematic diagram of a rail vehicle range determination system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0091] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0092] The core of this application is to provide a method, device, system and rail vehicle for determining the cruising range of a rail vehicle, so as to solve the problem that the cruising range of a rail vehicle cannot be accurately determined when the hydrogen fuel system fails.

[0093] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0094] Hydrogen-powered rail trains are powered by hydrogen fuel systems. Figure 1 This is a schematic diagram of the network topology and energy flow of a hydrogen-powered EMU provided in an embodiment of the present application. Figure 1As shown, taking the four-carriage hydrogen energy EMU as an example, the whole vehicle is equipped with 4 sets of hydrogen fuel systems. A single hydrogen fuel system includes a hydrogen storage device (including hydrogen tanks and controllers), a fuel cell, and a direct current to direct current converter (DCDC) device, and each device is connected in series in sequence. Among them, the four sets of hydrogen tanks are connected by a hydrogen pipe that runs through the entire train, and the hydrogen pipes of the two adjacent hydrogen tanks are controlled by an energized shut-off valve (referred to as a through valve). Under normal circumstances, the hydrogen in the two adjacent hydrogen tanks is not interconnected, and the through valve is in a closed state. The working principle of the hydrogen fuel system is: the hydrogen storage device controls the hydrogen to enter the fuel cell, and the fuel cell controls the air to enter it to react chemically with the hydrogen, and after converting it into electrical energy, it outputs a voltage of about DC700V, and then it is boosted to DC1500V by the DCDC device to power the high-voltage bus, thereby providing energy for the traction auxiliary system.

[0095] In order to determine the cruising range of hydrogen fuel rail vehicles, the cruising range of rail vehicles is currently estimated mainly based on the hydrogen inventory in the hydrogen storage tank. However, this way of calculating the cruising range has potential risks. Since the hydrogen fuel system is a series structure, the failure of any sub-device may cause the entire system to fail. Even if there is sufficient hydrogen in the hydrogen storage tank, electricity cannot be supplied to the traction inverter. This means that the current cruising range calculation may not be consistent with the actual operating conditions, so that the train cannot achieve the expected cruising range, which may cause the train to stop unplanned on the line, occupy track resources, and thus affect the entire train operation order. Therefore, in order to solve the above problems, the present application provides a method for determining the cruising range of rail vehicles.

[0096] Figure 2 A flow chart of a method for determining the cruising range of a rail vehicle provided in an embodiment of the present application. Figure 2 The method includes:

[0097] S10: Obtain the total remaining amount of hydrogen in each hydrogen fuel system in the rail vehicle.

[0098] Since there are multiple hydrogen fuel systems in a hydrogen fuel-driven rail vehicle, in order to determine the remaining cruising range of the rail vehicle, it is first necessary to obtain the sum of the hydrogen remaining amounts of each hydrogen fuel system. In specific implementations, since each hydrogen fuel system is involved in the train communication network, the corresponding hydrogen remaining amount can be obtained through the communication network and can also be obtained through the collection unit set in the hydrogen storage tank, and the two are redundant.

[0099] S11: Determine whether each hydrogen fuel system has a fault; if not, proceed to step S12; if so, proceed to step S13.

[0100] S12: Determine the remaining cruising range of the rail vehicle according to the total remaining hydrogen amount.

[0101] Furthermore, each set of hydrogen fuel systems of the rail vehicle is subjected to fault detection to determine whether each set of hydrogen fuel systems has a fault. It should be noted that the specific content of the fault detection of the hydrogen fuel system is not limited in this embodiment, such as communication fault detection, sensor fault detection, and transmission pipeline and line fault detection, etc., depending on the specific implementation situation.

[0102] When it is confirmed that there is no fault in each hydrogen fuel system, it is considered that each hydrogen fuel system is normal at this time, and the sum of the remaining hydrogen in each hydrogen fuel system can fully support the remaining cruising range of the rail vehicle, and the remaining cruising range of the rail vehicle can be directly determined based on the sum of the remaining hydrogen. In this embodiment, the specific method of determining the remaining cruising range of the rail vehicle based on the sum of the remaining hydrogen is not limited, and it depends on the specific implementation situation.

[0103] S13: Eliminate the hydrogen remaining amount of the faulty hydrogen fuel system from the total hydrogen remaining amount to obtain a new total hydrogen remaining amount.

[0104] S14: Determine the remaining cruising range of the rail vehicle according to the new total hydrogen remaining amount.

[0105] If it is confirmed that there is a fault in the hydrogen fuel system, it is considered that the faulty hydrogen fuel system can no longer work properly. Even if its hydrogen storage tank still has hydrogen remaining, it cannot support the remaining range of the rail vehicle. Therefore, in order to accurately determine the remaining range of the rail vehicle, it is necessary to remove the hydrogen remaining of the faulty hydrogen fuel system from the total hydrogen remaining to obtain a new total hydrogen remaining. Taking a four-unit hydrogen-powered EMU as an example, when one of the hydrogen fuel systems fails, the new total hydrogen remaining is the sum of the hydrogen remaining of the remaining three hydrogen fuel systems.

[0106] Finally, the remaining cruising range of the rail vehicle is determined according to the new total amount of hydrogen remaining. It should be noted that in this embodiment, there is no limitation on the specific method of determining the remaining cruising range of the rail vehicle according to the new total amount of hydrogen remaining, which depends on the specific implementation situation.

[0107] In this embodiment, the sum of the remaining hydrogen in each hydrogen fuel system in the rail vehicle is obtained; it is determined whether each hydrogen fuel system has a fault; if not, the remaining cruising range of the rail vehicle is determined based on the sum of the remaining hydrogen; if so, the remaining hydrogen in the faulty hydrogen fuel system is removed from the sum of the remaining hydrogen to obtain a new sum of the remaining hydrogen; the remaining cruising range of the rail vehicle is determined based on the new sum of the remaining hydrogen. It can be seen that this scheme takes into account the actual available remaining hydrogen in each hydrogen fuel system of the rail vehicle under fault conditions, excludes the remaining hydrogen in the faulty hydrogen fuel system from the sum of the remaining hydrogen in each hydrogen fuel system, and only uses the remaining hydrogen in the normally working hydrogen fuel system to calculate the remaining cruising range of the rail vehicle, thereby obtaining the true cruising range, avoiding the inaccurate cruising range calculated solely based on the remaining hydrogen in the hydrogen storage tank, which affects the operation order of the train.

[0108] Based on the above embodiments, in some embodiments, determining whether each hydrogen fuel system has a fault includes:

[0109] S101: Determine in turn whether there are faults in the hydrogen storage device, fuel cell and DCDC device in the hydrogen fuel system; if it is confirmed that there are no faults in the hydrogen storage device, fuel cell and DCDC device in the hydrogen fuel system, proceed to step S102; if it is confirmed that there is a fault in the hydrogen storage device, the fuel cell or the DCDC device in the hydrogen fuel system, proceed to step S103.

[0110] S102: Confirm that there is no fault in the hydrogen fuel system.

[0111] S103: Confirm that there is a fault in the hydrogen fuel system.

[0112] Specifically, since the hydrogen fuel system is composed of a hydrogen storage device, a fuel cell and a DCDC device, in order to determine whether the hydrogen fuel system has a fault, it can be achieved by determining whether the hydrogen storage device, the fuel cell and the DCDC device have a fault.

[0113] It is worth explaining that since the direction of energy flow transmission in the hydrogen fuel system is hydrogen storage device-fuel cell-DCDC device, in order to accurately determine whether the remaining hydrogen in the hydrogen fuel system can support the remaining cruising range, a sequence is required when performing fault detection on each device in the hydrogen fuel system, that is, to determine in turn whether there are faults in the hydrogen storage device, fuel cell and DCDC device in the hydrogen fuel system.

[0114] If it is confirmed that the hydrogen storage device, fuel cell and DCDC device in the hydrogen fuel system are not faulty, then it is confirmed that the hydrogen fuel system is not faulty and the remaining hydrogen in the hydrogen fuel system can support the remaining cruising range. If it is confirmed that the hydrogen storage device in the hydrogen fuel system is faulty, or the fuel cell is faulty, or the DCDC device is faulty, then it is confirmed that the hydrogen fuel system is faulty and the remaining hydrogen in the hydrogen fuel system cannot support the remaining cruising range.

[0115] In summary, accurate fault detection of the hydrogen fuel system is achieved by successively determining whether the hydrogen storage device, fuel cell and DCDC device in the hydrogen fuel system have faults.

[0116] Based on the above embodiments, in some embodiments, determining whether the hydrogen storage device has a fault includes:

[0117] S111: Determine whether there is a communication failure in the hydrogen storage device; if so, proceed to step S113; if not, proceed to step S112.

[0118] S112: Determine whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement; if not, proceed to step S113.

[0119] S113: Confirm that there is a fault in the hydrogen storage device.

[0120] S114: Confirm that there is no fault in the hydrogen storage device.

[0121] In order to determine whether the hydrogen storage device has a fault, it is specifically necessary to determine whether the hydrogen storage device has a communication fault. It is understandable that each device in a single hydrogen fuel system is connected to the network system for supervision, that is, the train communication network; the network system can supervise the various devices in the hydrogen fuel system through Ethernet. Specifically, when the network cannot receive the life signal of the hydrogen storage device in the hydrogen fuel system for X consecutive cycles, it is determined that there is a communication failure in this device. Therefore, if it is confirmed that there is a communication failure, it is considered that there is a fault in the hydrogen storage device. If it is confirmed that there is no communication failure, it is determined whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement.

[0122] It should be noted that the causes of communication failure include: failure of the hydrogen fuel system equipment communication board, loose communication connector, damaged communication cable, and data packet loss caused by electromagnetic interference. In addition, this embodiment does not limit the first preset requirement. For example, the hydrogen pressure of the hydrogen storage tank may meet one condition, the hydrogen concentration of the hydrogen storage tank may meet another condition, and the temperature of the hydrogen storage tank may meet a threshold, etc., depending on the specific implementation. If it is confirmed that the hydrogen storage tank does not meet the first preset requirement, it is confirmed that there is a fault in the hydrogen storage device; if it is confirmed that the hydrogen storage tank meets the first preset requirement, it is confirmed that there is no fault in the hydrogen storage device.

[0123] In this embodiment, the fault detection of the hydrogen storage device is achieved by performing communication fault detection on the hydrogen storage device and judging whether the first preset requirement is met.

[0124] Based on the above embodiments, in some embodiments, determining whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement includes:

[0125] S121: Obtain the hydrogen pressure, hydrogen concentration and bottle valve status in the hydrogen storage tank.

[0126] S122: Determine whether the hydrogen pressure is less than the first threshold, and / or the hydrogen concentration is less than the second threshold, and / or the bottle mouth valve is in a faulty state; if so, proceed to step S123; if not, proceed to step S124.

[0127] S123: Confirm that the hydrogen storage tank does not meet the first preset requirement.

[0128] S124: Confirm that the hydrogen storage tank meets the first preset requirement.

[0129] In a specific implementation, it is determined whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement, specifically whether the hydrogen pressure is less than a first threshold, and / or the hydrogen concentration is less than a second threshold, and / or the bottle mouth valve is in a fault state.

[0130] It should be noted that the hydrogen pressure and concentration of the hydrogen storage tank are sensed by the corresponding sensors, and the bottle mouth valve status is obtained based on the energized contacts. The bottle mouth valve is open or closed based on the status of the energized contacts; when the bottle mouth valve status is inconsistent with the control instruction, it is determined to be a bottle mouth valve failure, and the hydrogen is controlled not to be output. Hydrogen concentration and pressure sensors are installed at the parts where leakage may occur at the mouth, tail and pipe joints of the gas cylinder to detect the hydrogen concentration and pressure in real time.

[0131] Therefore, if it is confirmed that the hydrogen pressure is less than the first threshold value, and / or the hydrogen concentration is less than the second threshold value, and / or the bottle mouth valve is in a faulty state, it is confirmed that the hydrogen storage tank does not meet the first preset requirement, and it is considered that the hydrogen storage device is faulty. If it is confirmed that the hydrogen pressure is not less than the first threshold value, and the hydrogen concentration is not less than the second threshold value, and the bottle mouth valve is not in a faulty state, it is confirmed that the hydrogen storage tank meets the first preset requirement, and it is considered that the hydrogen storage device is not faulty.

[0132] It should be noted that in this embodiment, there is no restriction on the first threshold and the second threshold, which depend on the specific implementation situation.

[0133] Based on the above embodiments, in some embodiments, determining whether a fuel cell has a fault includes:

[0134] S131: Determine whether there is a communication failure in the fuel cell; if so, proceed to step S133; if not, proceed to step S132.

[0135] S132: Determine whether the fuel cell meets the second preset requirement; if not, proceed to step S133; if yes, proceed to step S134.

[0136] S133: confirming that the fuel cell is faulty;

[0137] S134: Confirm that there is no fault in the fuel cell.

[0138] In order to determine whether there is a fault in the fuel cell, it is specifically determined whether there is a communication fault in the fuel cell. It is understandable that each device in a single hydrogen fuel system is connected to the network system for supervision, and the network system can supervise each device of the hydrogen fuel system through Ethernet. Specifically, when the network cannot receive the life signal of the fuel cell in the hydrogen fuel system for X consecutive cycles, it is determined that there is a communication fault in this device. Therefore, if it is confirmed that there is a communication fault in the fuel cell, it is considered that there is a fault in the fuel cell. If it is confirmed that there is no communication fault in the fuel cell, it is determined whether the fuel cell meets the second preset requirement.

[0139] It should be noted that the second preset requirement is not limited in this embodiment, for example, the input hydrogen pressure or concentration of the fuel cell may meet a threshold value, or the relay may be put into normal operation, etc., depending on the specific implementation situation. If it is confirmed that the fuel cell does not meet the second preset requirement, it is confirmed that the fuel cell is faulty. If it is confirmed that the fuel cell meets the second preset requirement, it is confirmed that the fuel cell is not faulty.

[0140] In this embodiment, the fault detection of the fuel cell is achieved by performing communication fault detection on the fuel cell and determining whether the second preset requirement is met.

[0141] Based on the above embodiment, in some embodiments, determining whether the fuel cell meets the second preset requirement includes:

[0142] S141: Obtain the input hydrogen pressure of the fuel cell, the state of the input relay, and the state of the fault relay.

[0143] S142: Determine whether the input hydrogen pressure is less than a third threshold when the bottle mouth valve of the hydrogen storage device is in an open state; if so, proceed to step S143; if not, proceed to step S144.

[0144] S143: Confirm that the hydrogen supply line is faulty, and confirm that the fuel cell does not meet the second preset requirement.

[0145] S144: Determine whether the input relay is in a faulty state and / or whether the faulty relay has a signal output; if so, proceed to step S145; if not, proceed to step S146.

[0146] S145: Confirm that the fuel cell does not meet the second preset requirement.

[0147] S146: Confirm that the fuel cell meets the second preset requirement.

[0148] In a specific implementation, to determine whether the fuel cell meets the second preset requirement, it is specifically necessary to obtain the input hydrogen pressure of the fuel cell, the state of the input relay, and the state of the fault relay. It is understandable that the input hydrogen pressure of the fuel cell, the state of the input relay, and the state of the fault relay can be obtained through the train communication network. Determine whether the input hydrogen pressure is less than the third threshold when the bottle valve of the hydrogen storage device is in an open state. If it is confirmed that the input hydrogen pressure is less than the third threshold, it is confirmed that the hydrogen supply circuit is faulty, and it is confirmed that the fuel cell does not meet the second preset requirement; if it is confirmed that the input hydrogen pressure is not less than the third threshold, it is determined whether the input relay is in a faulty state, and / or the fault relay has a signal output.

[0149] If it is confirmed that the input relay is in a faulty state and / or the faulty relay has a signal output, it is confirmed that a relay fault exists and that the fuel cell does not meet the second preset requirement; if it is confirmed that the input relay is not in a faulty state and the faulty relay has no signal output, it is confirmed that the fuel cell meets the second preset requirement.

[0150] It should be noted that, in this embodiment, there is no restriction on the size of the third threshold, which depends on the specific implementation situation.

[0151] Based on the above embodiments, in some embodiments, determining whether the DCDC device has a fault includes:

[0152] S151: Determine whether there is a communication failure in the DCDC device; if so, proceed to step S153; if not, proceed to step S152.

[0153] S152: Determine whether the DCDC device meets the third preset requirement; if so, proceed to step S153; if not, proceed to step S154.

[0154] S153: Confirm that the DCDC device is faulty.

[0155] S154: Confirm that there is no fault in the DCDC device.

[0156] In order to determine whether the DCDC device has a fault, it is specifically determined whether the DCDC device has a communication fault. It is understandable that each device in a single hydrogen fuel system is connected to the network system for supervision, and the network system can supervise each device of the hydrogen fuel system through Ethernet. Specifically, when the network cannot receive the life signal of the DCDC device in the hydrogen fuel system for X consecutive cycles, it is determined that there is a communication fault in this device. Therefore, if it is confirmed that there is a communication fault in the DCDC device, it is considered that there is a fault in the DCDC device. If it is confirmed that there is no communication fault in the DCDC device, it is determined whether the DCDC device meets the third preset requirement.

[0157] It should be noted that in this embodiment, there is no restriction on the third preset requirement, for example, the input side voltage of the DCDC device may meet the threshold, or the output side voltage of the DCDC device may meet the train use requirement, depending on the specific implementation situation. If it is confirmed that the DCDC device does not meet the third preset requirement, it is confirmed that the DCDC device has a fault; if it is confirmed that the DCDC device meets the third preset requirement, it is confirmed that the DCDC device does not have a fault.

[0158] In this embodiment, by performing communication fault detection on the DCDC device and judging whether the third preset requirement is met, fault detection on the DCDC device is achieved.

[0159] Based on the above embodiments, in some embodiments, determining whether the DCDC device meets the third preset requirement includes:

[0160] S161: Obtain the input side voltage, output side voltage and status of the fault relay of the DCDC device.

[0161] S162: Determine whether the input side voltage is 0 when the actual output power of the fuel cell is greater than 0; if so, proceed to step S163; if not, proceed to step S164.

[0162] S163: confirming that a power supply line from the fuel cell to the DCDC device is faulty, and confirming that the DCDC device does not meet a third preset requirement.

[0163] S164: Determine whether the output side voltage is greater than 0, and detect that no preset voltage is output to the bus; if so, proceed to step S165; if not, proceed to step S166.

[0164] S165: confirming that the power supply line from the DCDC device to the bus is faulty, and confirming that the DCDC device does not meet the third preset requirement;

[0165] S166: Determine whether the fault relay has a signal output; if so, confirm that the DCDC device does not meet the third preset requirement; if not, confirm that the DCDC device meets the third preset requirement.

[0166] In a specific implementation, in order to determine whether the DCDC device meets the third preset requirement, it is specifically necessary to obtain the input side voltage, the output side voltage and the state of the fault relay of the DCDC device.

[0167] It is understandable that both the input side voltage and the output side voltage of the DCDC device can be detected in real time through the voltage transformer, and the state of the fault relay of the DCDC device can be obtained through the train communication network. It is determined whether the input side voltage is 0 when the actual output power of the fuel cell is greater than 0. If it is confirmed that the input side voltage is 0 when the actual output power of the fuel cell is greater than 0, it is considered that the power supply line from the fuel cell to the DCDC device is faulty, and it is confirmed that the DCDC device does not meet the third preset requirement.

[0168] If it is confirmed that when the actual output power of the fuel cell is greater than 0, the input side voltage is not 0, then it is determined whether the output side voltage is greater than 0, and it is detected that no preset voltage is output to the bus. If it is confirmed that the output side voltage is greater than 0, and it is detected that no preset voltage is output to the bus, it is considered that although the hydrogen fuel system is operating normally, there is no output voltage to the bus, and it is confirmed that the power supply line from the DCDC device to the bus is faulty, and it is confirmed that the DCDC device does not meet the third preset requirement. It should be noted that in this embodiment, there is no restriction on the preset voltage size, for example, it can be DC1500V.

[0169] If it is confirmed that the output side voltage is greater than 0 and it is detected that a preset voltage is output to the bus, it is determined whether the fault relay of the DCDC device has a signal output; if so, it is confirmed that the DCDC device does not meet the third preset requirement; if not, it is confirmed that the DCDC device meets the third preset requirement.

[0170] In summary, the fault judgment of the hydrogen storage device, the fuel cell and the DCDC device is accurately achieved respectively.

[0171] It can be seen from the above embodiments that although the hydrogen fuel system has a fault in some cases, only when the fuel cell fails or the DCDC device fails, there is still residual hydrogen in the hydrogen storage tank of the hydrogen storage device that can be used. Therefore, in order to improve the fuel utilization efficiency, based on the above embodiments, in some embodiments, if it is confirmed that the fuel cell has a fault, it also includes:

[0172] S171: When a communication failure occurs in the fuel cell, control is performed to open a through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system.

[0173] S172: When other faults occur in the fuel cell, the fuel cell is cut off and the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system is opened.

[0174] S173: Determine whether the through valve is normally opened; if so, determine the remaining cruising range of the rail vehicle based on the hydrogen remaining amount of the current hydrogen fuel system and the hydrogen remaining amount of other normal hydrogen fuel systems.

[0175] Specifically, when there is a communication failure in the fuel cell, the hydrogen storage device of the current hydrogen fuel system can still work normally. Therefore, the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system is controlled to open, so that the hydrogen of the current hydrogen fuel system can be used by the adjacent hydrogen fuel system, thereby increasing the cruising range of the rail vehicle.

[0176] When other faults occur in the fuel cell, it is necessary to control the cutting off of the faulty fuel cell to avoid the safety risks that may be caused by the faulty fuel cell, and at the same time control the opening of the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system.

[0177] Finally, determine whether the through valve is opened normally. If it is confirmed that the through valve cannot be opened normally, the process ends, and the remaining hydrogen amount of the faulty hydrogen fuel system is not considered. The remaining hydrogen amount of the normal hydrogen fuel system is still used to determine the remaining cruising range of the rail vehicle. If it is confirmed that the through valve can be opened normally, the remaining cruising range of the rail vehicle is determined based on the remaining hydrogen amount of the current hydrogen fuel system and the remaining hydrogen amount of the other normal hydrogen fuel systems.

[0178] Correspondingly, in some embodiments, if it is confirmed that the DCDC device has a communication failure, the method further includes:

[0179] S181: Control the removal of the fuel cell;

[0180] S182: Control to open a through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system;

[0181] S183: Determine whether the through valve is opened normally; if so, determine the remaining cruising range of the rail vehicle based on the hydrogen remaining amount of the current hydrogen fuel system and the hydrogen remaining amount of other normal hydrogen fuel systems.

[0182] Specifically, when there is a communication failure in the DCDC device, the fuel cell is controlled to be cut off, that is, the energy conversion of the hydrogen fuel system is stopped; at the same time, the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system is controlled to open, so that the hydrogen of the current hydrogen fuel system can be used by the adjacent hydrogen fuel system, thereby increasing the cruising range of the rail vehicle.

[0183] Finally, determine whether the through valve is opened normally. If it is confirmed that the through valve cannot be opened normally, the process ends, and the remaining hydrogen amount of the faulty hydrogen fuel system is not considered. The remaining hydrogen amount of the normal hydrogen fuel system is still used to determine the remaining cruising range of the rail vehicle. If it is confirmed that the through valve can be opened normally, the remaining cruising range of the rail vehicle is determined based on the remaining hydrogen amount of the current hydrogen fuel system and the remaining hydrogen amount of the other normal hydrogen fuel systems.

[0184] Correspondingly, in some embodiments, if it is confirmed that the power supply line from the fuel cell to the DCDC device is faulty, or it is confirmed that the power supply line from the DCDC device to the bus is faulty, or it is confirmed that the fault relay of the DCDC device has a signal output, it also includes:

[0185] S191: Control to cut off the fuel cell and DCDC device.

[0186] S192: Control to open the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system.

[0187] S193: Determine whether the through valve is normally opened; if so, determine the remaining cruising range of the rail vehicle based on the hydrogen remaining amount of the current hydrogen fuel system and the hydrogen remaining amount of other normal hydrogen fuel systems.

[0188] Specifically, when it is confirmed that the power supply line from the fuel cell to the DCDC device is faulty, or when it is confirmed that the power supply line from the DCDC device to the busbar is faulty, or when it is confirmed that the fault relay of the DCDC device has a signal output, the fuel cell and the DCDC device are controlled to be cut off, that is, the energy conversion and electrical energy output of the hydrogen fuel system are stopped, and at the same time, the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system is controlled to open, so that the hydrogen of the current hydrogen fuel system can be used by the adjacent hydrogen fuel system, thereby increasing the cruising range of the rail vehicle.

[0189] Finally, determine whether the through valve is opened normally. If it is confirmed that the through valve cannot be opened normally, the process ends, and the remaining hydrogen amount of the faulty hydrogen fuel system is not considered. The remaining hydrogen amount of the normal hydrogen fuel system is still used to determine the remaining cruising range of the rail vehicle. If it is confirmed that the through valve can be opened normally, the remaining cruising range of the rail vehicle is determined based on the remaining hydrogen amount of the current hydrogen fuel system and the remaining hydrogen amount of the other normal hydrogen fuel systems.

[0190] In order to determine the remaining cruising range of the rail vehicle, based on the above embodiments, in some embodiments, the remaining cruising range of the rail vehicle is determined according to the total amount of hydrogen remaining, including:

[0191] S200: Obtaining the cumulative hydrogen consumption and cumulative mileage of the rail vehicle.

[0192] S201: Determine a hydrogen consumption rate according to the accumulated hydrogen consumption and the accumulated driving mileage.

[0193] S202: Determine the remaining cruising range based on the hydrogen consumption rate and the sum of the remaining hydrogen.

[0194] Specifically, first obtain the cumulative hydrogen consumption Q and cumulative mileage S of the rail vehicle, and determine the hydrogen consumption rate A according to the cumulative hydrogen consumption Q and cumulative mileage S, specifically A=Q / S. It can be understood that the hydrogen consumption rate is the hydrogen consumption per unit mileage. Finally, the remaining cruising range is determined according to the hydrogen consumption rate A and the total hydrogen remaining amount W:

[0195] L = W / A;

[0196] Among them, L is the remaining cruising range.

[0197] It should be noted that when there is a faulty hydrogen fuel system, the hydrogen remaining of the faulty hydrogen fuel system is eliminated to obtain a new total hydrogen remaining amount. The specific process of determining the remaining cruising range of the rail vehicle based on the new total hydrogen remaining amount is the same as the above process, and only the total hydrogen remaining amount W needs to be replaced with the new total hydrogen remaining amount Y.

[0198] In addition, in order to prevent hydrogen fuel system failures from affecting the normal operation of rail trains, redundant design is an important means to improve the reliability and fault tolerance of hydrogen fuel systems. Specifically, redundant design includes two main aspects:

[0199] On the one hand, by deploying multiple independent hydrogen fuel systems, the train's endurance can be significantly improved. Each system is equipped with complete components such as hydrogen storage, fuel cell stacks, and DCDC devices, and operates independently of each other. When one of the systems fails to work properly due to a fault, other systems can seamlessly take over the power supply to ensure the continued operation of the train. This design not only avoids the risk of train shutdowns caused by single point failures, but also improves the availability and reliability of the overall system.

[0200] On the other hand, a redundant design strategy is adopted for key components such as hydrogen storage devices, fuel cell stacks and DCDC devices. That is, a backup component is added to the system to run in parallel with the main component or in standby mode. When the main component fails, the backup component can quickly switch and take over the work, thereby minimizing the impact of the failure on system performance. For example, multiple hydrogen storage tanks are set in the hydrogen storage device, or backup battery units are configured in the fuel cell stack, and redundant conversion modules are prepared for the DCDC device. In this way, even if a key component fails, the system can still maintain stable operation, thereby ensuring the train's endurance and safety.

[0201] By combining multiple hydrogen fuel systems and redundancy of key components, a highly reliable hydrogen fuel power system with strong fault recovery capabilities can be built to effectively respond to various potential fault situations and ensure the stable and safe operation of rail transit vehicles.

[0202] In the above-mentioned embodiments, the method for determining the cruising range of a rail vehicle is described in detail, and the present application also provides corresponding embodiments of the device for determining the cruising range of a rail vehicle.

[0203] Figure 3 A schematic diagram of a device for determining the cruising range of a railway vehicle provided in an embodiment of the present application. Figure 3 As shown, the device comprises:

[0204] The acquisition module 10 is used to obtain the total amount of hydrogen remaining in each set of hydrogen fuel systems in the rail vehicle.

[0205] The judgment module 11 is used to judge whether each hydrogen fuel system has a fault; if not, the first determination module 12 is triggered; if so, the elimination module 13 is triggered.

[0206] The first determination module 12 is used to determine the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen.

[0207] The elimination module 13 is used to eliminate the hydrogen remaining amount of the faulty hydrogen fuel system from the total hydrogen remaining amount to obtain a new total hydrogen remaining amount.

[0208] The second determination module 14 is used to determine the remaining cruising range of the rail vehicle according to the new total hydrogen remaining amount.

[0209] Since the embodiments of the apparatus part correspond to the embodiments of the method part, please refer to the description of the embodiments of the method part for the embodiments of the apparatus part, which will not be repeated here.

[0210] Figure 4 A schematic diagram of a system for determining the cruising range of a rail vehicle provided in an embodiment of the present application. Figure 4 As shown, the rail vehicle cruising range determination system includes:

[0211] A memory 20, used for storing computer programs;

[0212] The processor 21 is used to implement the steps of the method for determining the cruising range of a rail vehicle mentioned in the above embodiment when executing a computer program.

[0213] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one hardware form of a digital signal processor (DSP), a field programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in an awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0214] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 20 is at least used to store the following computer program 201, wherein, after the computer program is loaded and executed by the processor 21, it can implement the relevant steps of the method for determining the cruising range of a rail vehicle disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 202 may include Windows, Unix, Linux, etc. Data 203 may include but is not limited to data involved in the method for determining the cruising range of a rail vehicle.

[0215] In some embodiments, the rail vehicle range determination system may further include a display screen 22 , an input / output interface 23 , a communication interface 24 , a power supply 25 , and a communication bus 26 .

[0216] Those skilled in the art will understand that Figure 4 The structure shown in the figure does not constitute a limitation on the rail vehicle range determination system, and may include more or fewer components than shown in the figure.

[0217] Finally, the present application also provides a rail vehicle, which includes multiple hydrogen fuel systems and a rail vehicle range determination system. The rail vehicle range determination system stores a computer program, which implements the steps described in the above method embodiment when executed by a processor.

[0218] The above is a detailed introduction to a method, device, system and rail vehicle for determining the cruising range of a rail vehicle provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the embodiments can be referenced to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the present application.

[0219] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A method for determining the cruising range of a railway vehicle, characterized in that: include: Obtain the total remaining amount of hydrogen in each hydrogen fuel system in the rail vehicle; Determine whether each set of the hydrogen fuel system has a fault; If not, determining the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen; If yes, then the hydrogen remaining amount of the faulty hydrogen fuel system is removed from the total hydrogen remaining amount to obtain a new total hydrogen remaining amount; The remaining cruising range of the rail vehicle is determined according to the new total of the remaining hydrogen amounts.

2. The method for determining the cruising range of a rail vehicle according to claim 1, characterized in that: Determining whether each set of the hydrogen fuel system has a fault includes: Determine in sequence whether there are faults in the hydrogen storage device, the fuel cell and the DCDC device in the hydrogen fuel system; If it is confirmed that the hydrogen storage device, the fuel cell and the DCDC device in the hydrogen fuel system are not faulty, then it is confirmed that the hydrogen fuel system is not faulty; If it is confirmed that the hydrogen storage device in the hydrogen fuel system is faulty, or the fuel cell is faulty, or the DCDC device is faulty, then it is confirmed that the hydrogen fuel system is faulty.

3. The method for determining the cruising range of a railway vehicle according to claim 2, characterized in that: Determining whether the hydrogen storage device has a fault includes: Determining whether there is a communication failure in the hydrogen storage device; If it is confirmed that the hydrogen storage device has a communication fault, it is confirmed that the hydrogen storage device has a fault; If it is confirmed that there is no communication failure in the hydrogen storage device, determining whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement; If it is confirmed that the hydrogen storage tank does not meet the first preset requirement, it is confirmed that the hydrogen storage device has a fault; If it is confirmed that the hydrogen storage tank meets the first preset requirement, it is confirmed that there is no fault in the hydrogen storage device.

4. The method for determining the cruising range of a rail vehicle according to claim 3, characterized in that: Determining whether the hydrogen storage tank of the hydrogen storage device meets the first preset requirement includes: Obtaining the hydrogen pressure, hydrogen concentration and bottle valve status in the hydrogen storage tank; Determining whether the hydrogen pressure is less than a first threshold, and / or the hydrogen concentration is less than a second threshold, and / or the bottle mouth valve is in a fault state; If it is confirmed that the hydrogen pressure is less than the first threshold value, and / or the hydrogen concentration is less than the second threshold value, and / or the bottle mouth valve is in a faulty state, it is confirmed that the hydrogen storage tank does not meet the first preset requirement; If it is confirmed that the hydrogen pressure is not less than the first threshold, and the hydrogen concentration is not less than the second threshold, and the bottle mouth valve is not in a faulty state, it is confirmed that the hydrogen storage tank meets the first preset requirement.

5. The method for determining the cruising range of a rail vehicle according to claim 2, characterized in that: Determining whether the fuel cell has a fault includes: Determining whether there is a communication failure of the fuel cell; If it is confirmed that the fuel cell has a communication fault, it is confirmed that the fuel cell has a fault; If it is confirmed that the fuel cell does not have a communication failure, determining whether the fuel cell meets a second preset requirement; If it is confirmed that the fuel cell does not meet the second preset requirement, it is confirmed that the fuel cell has a fault; If it is confirmed that the fuel cell meets the second preset requirement, it is confirmed that there is no fault in the fuel cell.

6. The method for determining the cruising range of a rail vehicle according to claim 5, characterized in that: Determining whether the fuel cell meets a second preset requirement includes: Obtaining the input hydrogen pressure of the fuel cell, the state of the input relay and the state of the fault relay; Determining whether the input hydrogen pressure is less than a third threshold when the bottle mouth valve of the hydrogen storage device is in an open state; If it is confirmed that the input hydrogen pressure is less than the third threshold, it is confirmed that the hydrogen supply circuit is faulty, and it is confirmed that the fuel cell does not meet the second preset requirement; If it is confirmed that the input hydrogen pressure is not less than the third threshold, it is determined whether the input relay is in a fault state and / or the fault relay has a signal output; If it is confirmed that the input relay is in a faulty state, and / or the fault relay has a signal output, it is confirmed that the fuel cell does not meet the second preset requirement; If it is confirmed that the input relay is not in a fault state and the fault relay does not have a signal output, it is confirmed that the fuel cell meets the second preset requirement.

7. The method for determining the cruising range of a rail vehicle according to claim 2, characterized in that: Determining whether the DCDC device has a fault includes: Determining whether the DCDC device has a communication failure; If it is confirmed that the DCDC device has a communication fault, it is confirmed that the DCDC device has a fault; If it is confirmed that there is no communication failure in the DCDC device, determining whether the DCDC device meets a third preset requirement; If it is confirmed that the DCDC device does not meet the third preset requirement, it is confirmed that the DCDC device has a fault; If it is confirmed that the DCDC device meets the third preset requirement, it is confirmed that there is no fault in the DCDC device.

8. The method for determining the cruising range of a rail vehicle according to claim 7, characterized in that: Determining whether the DCDC device meets a third preset requirement includes: Obtaining the input side voltage, output side voltage and state of the fault relay of the DCDC device; Determining whether the input side voltage is 0 when the actual output power of the fuel cell is greater than 0; If it is confirmed that the input side voltage is 0, it is confirmed that the power supply line from the fuel cell to the DCDC device is faulty, and it is confirmed that the DCDC device does not meet the third preset requirement; If it is confirmed that the input side voltage is not 0, then determine whether the output side voltage is greater than 0, and detect that no preset voltage is output to the bus; If it is confirmed that the output side voltage is greater than 0, and it is detected that no preset voltage is output to the bus, it is confirmed that the power supply line from the DCDC device to the bus is faulty, and it is confirmed that the DCDC device does not meet the third preset requirement; If it is confirmed that the output side voltage is greater than 0, and it is detected that a preset voltage is output to the bus, it is determined whether the fault relay has a signal output; If it is confirmed that the fault relay has a signal output, it is confirmed that the DCDC device does not meet the third preset requirement; If it is confirmed that the fault relay has no signal output, it is confirmed that the DCDC device meets the third preset requirement.

9. The method for determining the cruising range of a railway vehicle according to claim 5 or 6, characterized in that: If it is confirmed that the fuel cell has a fault, the method further includes: When a communication failure occurs in the fuel cell, controlling to open a through valve between a hydrogen storage tank of the current hydrogen fuel system and a hydrogen storage tank of an adjacent hydrogen fuel system; When the fuel cell has other faults, the fuel cell is controlled to be cut off, and the through valve between the hydrogen storage tank of the current hydrogen fuel system and the hydrogen storage tank of the adjacent hydrogen fuel system is controlled to be opened; Determining whether the through valve is opened normally; If so, the remaining cruising range of the rail vehicle is determined based on the current hydrogen remaining amount of the hydrogen fuel system and the remaining normal hydrogen remaining amount of the hydrogen fuel system.

10. The method for determining the cruising range of a railway vehicle according to claim 7 or 8, characterized in that: If it is confirmed that the DCDC device has a communication failure, the method further includes: Controlling the removal of the fuel cell; Controlling to open a through valve between a hydrogen storage tank of the current hydrogen fuel system and a hydrogen storage tank of an adjacent hydrogen fuel system; Determining whether the through valve is opened normally; If so, the remaining cruising range of the rail vehicle is determined based on the current hydrogen remaining amount of the hydrogen fuel system and the remaining normal hydrogen remaining amount of the hydrogen fuel system.

11. The method for determining the cruising range of a rail vehicle according to claim 8, characterized in that: If it is confirmed that the power supply line from the fuel cell to the DCDC device is faulty, or it is confirmed that the power supply line from the DCDC device to the busbar is faulty, or it is confirmed that the fault relay of the DCDC device has a signal output, the method further includes: Controlling the cutting off of the fuel cell and the DCDC device; Controlling to open a through valve between a hydrogen storage tank of the current hydrogen fuel system and a hydrogen storage tank of an adjacent hydrogen fuel system; Determining whether the through valve is opened normally; If so, the remaining cruising range of the rail vehicle is determined based on the current hydrogen remaining amount of the hydrogen fuel system and the remaining normal hydrogen remaining amount of the hydrogen fuel system.

12. The method for determining the cruising range of a rail vehicle according to claim 1, characterized in that: Determining the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen includes: Obtaining the cumulative hydrogen consumption and cumulative mileage of the rail vehicle; determining a hydrogen consumption rate according to the accumulated hydrogen consumption and the accumulated driving mileage; The remaining cruising range is determined according to the hydrogen consumption rate and the sum of the remaining hydrogen.

13. A device for determining the cruising range of a railway vehicle, characterized in that: include: An acquisition module is used to obtain the total amount of hydrogen remaining in each hydrogen fuel system in the rail vehicle; A judgment module, used to judge whether each set of the hydrogen fuel system has a fault; if not, triggering the first determination module; if so, triggering the rejection module; The first determination module is used to determine the remaining cruising range of the rail vehicle according to the total remaining amount of hydrogen; The elimination module is used to eliminate the hydrogen remaining amount of the faulty hydrogen fuel system from the total hydrogen remaining amount to obtain a new total hydrogen remaining amount; The second determination module is used to determine the remaining cruising range of the rail vehicle according to the new total hydrogen remaining amount.

14. A system for determining the cruising range of a railway vehicle, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the steps of the method for determining the cruising range of a rail vehicle as described in any one of claims 1 to 12 when executing the computer program.

15. A rail vehicle, characterized in that: include: Multiple hydrogen fuel systems and rail vehicle range determination systems.

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