Hydrogen filling monitoring system and hydrogen filling method

Abstract

A hydrogen filling monitoring system (WS) is provided with a hydrogen fuel cell rail vehicle (3), an external power supply (120), and a tablet computer terminal (monitoring terminal device) (100). A tablet computer terminal (100) constituting a hydrogen filling monitoring system (WS) has a power receiving unit (107) for receiving power supply from an external power source (120), and acquires monitoring information relating to a hydrogen supply system (10) from a control device (11) provided in the hydrogen supply system (10) of a hydrogen fuel cell rail vehicle (3). In addition, the tablet computer terminal (100) displays the acquired monitoring information on a display unit (104).

Description

Technical Field

[0001] This disclosure relates to a hydrogen filling monitoring system and a hydrogen filling method. Background Technology

[0002] In the past, in the field of fuel cell vehicle technology, there has been a so-called communication filling method that can safely fill hydrogen even with increased filling rate (for example, see Patent Document 1). This communication filling method involves communicating information such as pressure and temperature inside the onboard tank to the hydrogen filling device via infrared communication and then filling the hydrogen.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent document 1: Japanese Patent Application Publication No. 2020-112242. Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] However, in the field of rail vehicles equipped with fuel cells, there is no established method for properly and safely filling such rail vehicles with hydrogen.

[0008] This disclosure was made in view of the above-mentioned issues, and its purpose is to provide a hydrogen filling monitoring system and a hydrogen filling method that can properly and safely fill hydrogen into a rail vehicle equipped with a fuel cell.

[0009] Methods for solving problems

[0010] To address the aforementioned issues, the hydrogen filling monitoring system disclosed herein is a hydrogen filling monitoring system comprising a hydrogen fuel cell rail vehicle, an external power source, and a monitoring terminal device, wherein... The monitoring terminal device includes: The first power supply unit receives power from the external power source; The acquiring mechanism acquires monitoring information related to the hydrogen supply system from the control device of the hydrogen supply system installed in the hydrogen fuel cell rail vehicle; and The display control mechanism displays the monitoring information acquired by the acquisition mechanism on the display unit.

[0011] Furthermore, in order to solve the above-mentioned problems, the hydrogen filling method disclosed herein is a method for filling hydrogen into a hydrogen supply system installed in a hydrogen fuel cell rail vehicle, wherein the hydrogen filling method includes: The process of connecting the monitoring terminal device to the control device of the hydrogen supply system; The process of supplying power from an external power source to the monitoring terminal device; The process of transmitting monitoring information related to the hydrogen supply system from the control device to the monitoring terminal device; and The process of displaying the monitoring information on the display section of the monitoring terminal device.

[0012] The effects of the invention

[0013] According to this disclosure, it is possible to properly and safely fill hydrogen into rail vehicles equipped with fuel cells. Attached Figure Description

[0014] Figure 1 This is a diagram showing a vehicle formation of a hydrogen fuel cell rail vehicle including an embodiment of the present invention.

[0015] Figure 2 This is a block diagram representing the overview of a hybrid drive system.

[0016] Figure 3 This is a block diagram showing the general structure of a hydrogen supply system.

[0017] Figure 4 This is a three-dimensional view showing the cover of the hydrogen storage unit.

[0018] Figure 5 It is a three-dimensional diagram showing the state of the connected piping units after each piping has been modularized.

[0019] Figure 6 In the diagram, (a) is a three-dimensional view of the C-channel material, and (b) is a three-dimensional view of the connecting piping unit fixed to the C-channel material.

[0020] Figure 7 This is a cross-sectional view of the body of a hydrogen fuel cell rail vehicle.

[0021] Figure 8 This is a schematic diagram showing the general configuration of a hydrogen filling monitoring system.

[0022] Figure 9 This is a block diagram illustrating the functional configuration of a tablet computer terminal used for hydrogen filling.

[0023] Figure 10 This is a flowchart illustrating the operational procedures for filling a hydrogen storage unit with hydrogen.

[0024] Figure 11 This is an example diagram showing the system status screen.

[0025] Figure 12 It is a three-dimensional diagram representing the approximate structure of the modules. Detailed Implementation

[0026] The embodiments will now be described with reference to the accompanying drawings.

[0027] <Vehicle Formation>

[0028] Figure 1 This is a diagram showing a vehicle formation 1 of a hydrogen fuel cell rail vehicle 3 including an embodiment of the present invention.

[0029] like Figure 1 As shown, vehicle formation 1 consists of a control electric vehicle 2 as the lead vehicle and a hydrogen fuel cell rail vehicle 3 connected to the control electric vehicle 2 as a control auxiliary vehicle.

[0030] The electric vehicle 2 has a trolley 21 and a vehicle body 22 supported by the trolley 21.

[0031] The trolley 21 is equipped with a plurality of wheels 211 and a main motor 212 for driving each wheel 211 (see reference). Figure 2 The vehicle body 22 includes a driver's cab, a passenger compartment, etc. The driver's cab is equipped with, for example, a system start switch operated when the vehicle starts, a system stop switch operated when the vehicle brakes, and a fuel cell disconnect switch operated when driving without generating electricity using the fuel cell device 42 (described later).

[0032] In addition, in the control of electric vehicle 2, a power conversion device 23 and a storage battery 24 are installed under the chassis of the vehicle body 22.

[0033] The power conversion device 23 supplies power from the storage battery 24 and / or the fuel cell device 42 to the main motor 212. In addition, the power conversion device 23 stores the remaining portion of the power supplied by the fuel cell device 42 in the storage battery 24.

[0034] The hydrogen fuel cell rail vehicle 3 has a trolley 31 and a car body 32 supported by the trolley 31.

[0035] The trolley 31 is provided with a plurality of wheels 311, etc. The car body 32 is provided with a passenger compartment, etc.

[0036] Additionally, in the hydrogen fuel cell rail vehicle 3, a chassis under-chassis piping unit 41, a fuel cell device 42, and a receptacle box 43 are located under the chassis of the vehicle body 32 (see reference). Figure 3 ), circuit breakers for fuel cells, etc.

[0037] The under-chassis piping unit 41 is installed from the rear of vehicle group 1 towards the front and facing the left (positions 2-4), while the socket box 43 is installed from the rear of vehicle group 1 towards the front and facing the right (positions 1-3). The under-chassis piping unit 41 is provided with a hydrogen filling port 411 (described later) for hydrogen filling operations, and the socket box 43 is provided with a hydrogen filling port 431 (described later). Therefore, ground equipment (hydrogen stations, etc.) used to fill hydrogen into the hydrogen storage unit 52 can carry out hydrogen filling operations smoothly, whether it is located on the position 1-3 side or the position 2-4 side of vehicle group 1. That is, it is sufficient to have hydrogen filling ports on both sides of the vehicle group 1. For example, the chassis underpipe unit 41 with hydrogen filling port 411 (described later) can be set from the rear of the vehicle group 1 towards the front and facing the right side (position 1-3), and the socket box 43 with hydrogen filling port 431 (described later) can be set from the rear of the vehicle group 1 towards the front and facing the left side (position 2-4).

[0038] In addition, in the hydrogen fuel cell rail vehicle 3, a roof-mounted piping unit 51 and multiple (e.g., 4) hydrogen storage units 52 are provided on the roof of the vehicle body 32. Furthermore, in the hydrogen fuel cell rail vehicle 3, a connecting piping unit 60 that connects the undercarriage piping unit 41 and the roof-mounted piping unit 51 is provided on the side structure of the vehicle body 32.

[0039] As described above, for vehicle formation 1, a battery 24 is provided in the control electric vehicle 2, and a fuel cell device 42 is provided in the hydrogen fuel cell rail vehicle 3. That is, vehicle formation 1 adopts a hybrid drive system HS that uses both the battery 24 and the fuel cell device 42 as power sources.

[0040] Figure 2 This is a block diagram representing an overview of the hybrid drive system HS.

[0041] like Figure 2 As shown, in the hybrid drive system HS, when electricity is needed, such as during power operation, hydrogen is supplied from the hydrogen storage unit 52 to the fuel cell unit 42, generating electricity through the chemical reaction of hydrogen and oxygen. The electricity generated is supplied to the battery 24 via the power conversion device 23. Power corresponding to the charge level of the battery 24 is supplied from the battery 24 to the power conversion device 23. The power conversion device 23 drives the main motor 212 according to the supplied power.

[0042] <Composition of the Hydrogen Supply System>

[0043] Then, refer to Figure 3 The hydrogen supply system 10 that supplies hydrogen to the fuel cell device 42 will be described.

[0044] Figure 3 This is a block diagram showing the general structure of the hydrogen supply system 10.

[0045] like Figure 3 As shown, the hydrogen supply system 10 comprises a control device 11, an undercarriage piping unit 41, a socket box 43, a roof-mounted piping unit 51, four hydrogen storage units 52, and a connecting piping unit 60. It should be noted that... Figure 3 Four hydrogen storage units 52 are shown in the example, but the number of hydrogen storage units 52 is not specifically limited.

[0046] The control device 11 is a device used to control the various actions that accompany the filling of hydrogen into each hydrogen storage unit 52 and the supply of hydrogen from each hydrogen storage unit 52 to the fuel cell device 42. The control device 11 is composed of, for example, a PLC (Programmable Logic Controller), a tank valve controller, etc.

[0047] The hydrogen supply system 10 includes a hydrogen filling line L1, a low-pressure hydrogen supply line L2, a nitrogen supply line L3, a first pressure relief line L4, and a second pressure relief line L5 in the chassis underpipe unit 41 and the roof piping unit 51 connected by the connecting piping unit 60.

[0048] The hydrogen filling line L1 is a line that transfers hydrogen (high-pressure hydrogen) from the hydrogen filling port 411 located in the undercarriage piping unit 41 or the hydrogen filling port 431 located in the socket box 43 to the piping unit 51 on the roof. The hydrogen filling line L1 is connected to each hydrogen storage unit 52, and the hydrogen transferred by the hydrogen filling line L1 is stored in the hydrogen container 521 in the pre-designated hydrogen storage unit 52.

[0049] Additionally, a high-pressure gauge (pressure detector) 513 is installed on the side of the piping unit 51 on the roof of the hydrogen filling line L1. The high-pressure gauge 513 is equipped with a communication module (not shown) and can output the measured pressure value of the hydrogen (filling hydrogen) to the control device 11.

[0050] The low-pressure hydrogen supply line L2 is a line that uses a pressure reducing valve 511 in the roof-mounted piping unit 51 to reduce the pressure of hydrogen supplied by the hydrogen storage unit 52 before transferring it to the undercarriage piping unit 41. Considering safety in the event of a railway crossing accident, the pressure reducing valve 511 is located in the roof-mounted piping unit 51 to ensure there is no high-pressure hydrogen under the chassis during operation. The low-pressure hydrogen supply line L2 is connected to the fuel cell unit 42, and the hydrogen transferred from this line is supplied to the fuel cell unit 42 via a low-pressure solenoid valve 412 in the undercarriage piping unit 41. The low-pressure solenoid valve 412 can be opened and closed under the control of the control device 11.

[0051] Nitrogen supply line L3 supplies nitrogen from nitrogen container 413 in the undercarriage piping unit 41 to emergency relief valve 512 in the roof piping unit 51 via nitrogen solenoid valve 414 when hydrogen leakage occurs on hydrogen filling line L1. It should be noted that nitrogen container 413 is not limited to being located in the undercarriage piping unit 41; it can also be located in the roof piping unit 51. Nitrogen solenoid valve 414 can be opened and closed under the control of control device 11. Emergency relief valve 512 is a so-called pneumatic valve. Emergency relief valve 512 is opened by supplying nitrogen, allowing hydrogen from hydrogen filling line L1 to be released from a designated pipe open to the atmosphere in the roof piping unit 51. If emergency relief valve 512 were a solenoid valve, the spark generated when the solenoid valve operates could become an ignition source; therefore, in this embodiment, emergency relief valve 512 is a pneumatic valve.

[0052] Here, the method for detecting hydrogen leakage on hydrogen filling line L1 is explained.

[0053] The control device (discrimination mechanism) 11 sequentially acquires the pressure value of the filling hydrogen output by the high-pressure gauge 513, and determines whether the rate of decrease of the pressure value per unit time reaches or exceeds a predetermined value based on the pressure value. Furthermore, when it is determined that the rate of decrease of the pressure value per unit time reaches or exceeds the predetermined value, the control device 11 determines that a hydrogen leak has occurred on the hydrogen filling line L1.

[0054] The first pressure relief line L4 is used to release residual hydrogen (high-pressure hydrogen) from the hydrogen filling port 411 or 431 in the hydrogen filling line L1 to the check valve 514 in the roof piping unit 51 through a designated pipe that opens to the atmosphere in the roof piping unit 51 after the hydrogen filling operation is completed. Considering safety in the event of a railway crossing accident, etc., in order to ensure that there is no high-pressure hydrogen under the chassis during operation, the first pressure relief line L4 is provided, and the check valve 514 is located in the roof piping unit 51 instead of the under-chassis piping unit 41.

[0055] The second pressure relief line L5 is a line used in an emergency to release hydrogen from the low-pressure hydrogen supply line L2 through a designated pipe that opens to the atmosphere in the piping unit 51 on the roof.

[0056] Each hydrogen storage unit 52 includes five hydrogen containers 521 for storing hydrogen. Additionally, each hydrogen storage unit 52 is equipped with a measuring device (not shown) for measuring the pressure and surface temperature of each of the five hydrogen containers 521. This measuring device is equipped with a communication module (not shown) and can output the measured pressure and surface temperature values ​​of each hydrogen container 521 to the control device 11. Furthermore, each hydrogen storage unit 52 has a housing component (not shown), but the back of the wiring connector constituting the unit 52 is designed to be watertight. Each hydrogen storage unit 52 also includes a cover 522 that covers the five hydrogen containers 521. It should be noted that the number of hydrogen containers 521 in each hydrogen storage unit 52 is not limited to five; it can be one to four, or even six or more.

[0057] Figure 4 This is a perspective view of the cover 522 of the hydrogen storage unit 52.

[0058] like Figure 4 As shown, the cover 522 is composed of a top cover 522a, a side cover 522b, a sloping top cover 522c, a front cover (not shown), and a rear cover 522d. In each of these cover portions 522a to 522d, a vent (air window) V is provided at a predetermined position in each of the top cover 522a, side cover 522b, and sloping top cover 522c. In the event of hydrogen leakage within the hydrogen storage unit 52, vents V are provided in the top cover 522a and sloping top cover 522c to facilitate the discharge of leaked hydrogen. Furthermore, a vent V is provided in the side cover 522b to ensure a path for external gas inflow and to reduce the temperature rise within the unit 52 by utilizing airflow during operation to displace the air inside and outside the hydrogen storage unit 52. Furthermore, the top cover 522a is designed to facilitate routine inspections related to hydrogen leakage within the hydrogen storage unit 52, opening from the center outwards to both sides (the sloping top cover 522c side). It should be noted that... Figure 4 The shape of the cover 522 shown is merely an example. The cover 522 only needs to have at least a vent V that is configured to smoothly discharge leaked hydrogen in the event of hydrogen leakage in the hydrogen storage unit 52, and a vent V that is configured to ensure the flow of external gas and to reduce the temperature rise inside the unit 52 by displacing the air inside and outside the hydrogen storage unit 52 with the airflow during travel. (e.g., a cuboid shape, other polyhedral shapes, etc.)

[0059] like Figure 5 As shown, the connecting piping unit 60 includes a first piping 61, a second piping 62, a third piping 63, a fourth piping 64, and a fifth piping 65.

[0060] The first piping 61 is a piping used to partially connect the chassis underpipe piping unit 41 and the roof piping unit 51 in the hydrogen filling line L1.

[0061] The second piping 62 is used to partially connect the chassis underpipe piping unit 41 and the roof piping unit 51 in the low-pressure hydrogen supply line L2.

[0062] The third piping 63 is used to partially connect the undercarriage piping unit 41 and the roof piping unit 51 in the nitrogen supply line L3.

[0063] The fourth piping 64 is used to partially connect the chassis underpipe piping unit 41 and the roof piping unit 51 in the first pressure relief line L4.

[0064] The fifth piping 65 is used to partially connect the chassis underpipe piping unit 41 and the roof piping unit 51 in the second pressure relief line L5.

[0065] Furthermore, the connecting piping unit 60 includes a plurality of (e.g., three) piping support members 66 for modularizing each of the pipes 61 to 65. Each piping support member 66 is configured with a flat piping support 66a and five saddle straps 66b for fixing each of the pipes 61 to 65 to the piping support 66a. It should be noted that the saddle straps 66b are not limited to a structure that fixes each of the pipes 61 to 65 one by one, but can also be a structure that can fix a plurality of pipes (e.g., two, three, etc.) at the same time.

[0066] Figure 5 This is a three-dimensional view of the connecting piping unit 60, showing the state of each piping 61 to 65 after being modularized.

[0067] like Figure 5 As shown, the connecting piping unit 60 is such that each pipe 61 to 65 is fixed to the piping support 66a at various positions in the upper, middle and lower parts by the saddle strap 66b, thereby modularizing each pipe 61 to 65.

[0068] Figure 6 (a) is a perspective view showing material D1 in channel C. Material D1 in channel C is the pipe D that forms the conduit through which the connecting piping unit 60 passes (see reference). Figure 7 The components are C-channel material D1 and C-channel material D2 of the same shape (see reference). Figure 7 The layers are joined together to form a sandwich structure, forming pipe D.

[0069] like Figure 6As shown in (a), the C-channel material D1 has three sets of a pair of fixing parts (seats) D1a. The pair of fixing parts (seats) D1a are respectively arranged at the upper, middle, and lower positions on the inner surface of the C-channel material D1 at the same intervals as the pipe supports 66a of the connecting piping unit 60, thus enabling insertion of the pipe supports 66a of the connecting piping unit 60. Here, compared to the pair of fixing parts (seats) D1a provided at the upper and middle positions, the hook portion of the pair of fixing parts (seats) D1a provided at the lower position of the C-channel material D1 is designed to be longer. This is because, when the pipe supports 66a of the connecting piping unit 60 are inserted into the pair of fixing parts (seats) D1a respectively provided at the upper, middle, and lower positions of the C-channel material D1, the pipe supports 66a located at the lower position of the connecting piping unit 60 will be inserted into the pair of fixing parts (seats) D1a before the other pipe supports 66a. It should be noted that, in Figure 6 In example (a), a C-channel material D1 is described, which has three sets of a pair of fixing parts (seats) D1a. The C-channel material D1 has a pair of fixing parts (seats) D1a at each position, such as at the uppermost part, the lowermost part, and one or more intermediate parts in between, that is, it can have three or more sets of a pair of fixing parts (seats) D1a. In this case, for the connecting piping unit 60, a number (e.g., four) of piping supports 66a corresponding to the number of sets (e.g., four sets) of a pair of fixing parts (seats) D1a disposed on the C-channel material D1 is provided.

[0070] Figure 6 (b) is a perspective view showing the state of the connecting piping unit 60 fixed to the C channel material D1.

[0071] like Figure 6 As shown in (b), for the connecting piping unit 60, each piping support 66a of the connecting piping unit 60 is inserted into a pair of fixing parts (seats) D1a respectively provided at the upper, middle, and lower parts of the C-channel material D1, and the connecting piping unit 60 is fixed to the C-channel material D1. After the connecting piping unit 60 is fixed to the C-channel material D1, the C-channel material D2 is sandwiched with the C-channel material D1 to form the connecting piping unit 60 in a state of passing through the pipe D. As a result, each piping 61 to 65 can be installed in the pipe D at once, and therefore, the operation of fixing each piping 61 to 65 in the pipe D can be performed easily.

[0072] Figure 7 This is a cross-sectional view of the body 32 of the hydrogen fuel cell rail vehicle 3.

[0073] like Figure 7As shown, the connecting piping unit 60, which is passing through pipe D, is assembled in the side structure of the vehicle body 32 constituting the hydrogen fuel cell rail vehicle 3. Furthermore, one end (lower end) of each pipe 61-65 constituting the connecting piping unit 60 is connected to the undercarriage piping unit 41. The other end (upper end) of each pipe 61-65 constituting the connecting piping unit 60 is connected to the roof piping unit 51.

[0074] Therefore, the pipes 61-65, which cannot be spliced ​​midway, can be installed within the pipes D of the side structure of the car body 32, ensuring the safety of each pipe 61-65. Furthermore, since no holes for pipe fixing or other operations are provided in pipe D, each pipe 61-65 is isolated from the passenger compartment of the hydrogen fuel cell rail vehicle 3. As a result, hydrogen leakage into the passenger compartment of the hydrogen fuel cell rail vehicle 3 can be prevented.

[0075] <Hydrogen Filling Operation>

[0076] Then, refer to Figures 8-10 This describes the procedure for filling hydrogen into the hydrogen storage unit 52 of the hydrogen fuel cell rail vehicle 3. Figure 8 This is a schematic diagram of the hydrogen filling monitoring system WS. Figure 10 This is a flowchart illustrating the operational procedures for filling hydrogen storage unit 52 with hydrogen.

[0077] like Figure 8 As shown, the hydrogen filling monitoring system WS is a system used when filling hydrogen into the hydrogen storage unit 52 of the hydrogen fuel cell rail vehicle 3. It consists of the hydrogen fuel cell rail vehicle 3, a tablet computer terminal for hydrogen filling (hereinafter referred to as tablet computer terminal) 100, and an external power supply 120.

[0078] The tablet computer terminal 100 is a terminal device used to monitor the status of the hydrogen supply system 10, etc., when hydrogen is being filled into the hydrogen storage unit 52.

[0079] The external power source 120 is a power source used to supply power to the tablet computer terminal 100, and is a different power source from the vehicle power source of the hydrogen fuel cell rail vehicle 3.

[0080] The control device 11 of the hydrogen supply system 10 constituting the hydrogen fuel cell rail vehicle 3 is connected to the tablet computer terminal 100 via an Ethernet cable. It should be noted that the control device 11 and the tablet computer terminal 100 can also connect via wireless communication (e.g., BLE (Bluetooth Low Energy) communication). Additionally, the tablet computer terminal 100 is connected to an external power source 120 via a power cable.

[0081] Figure 9This is a block diagram representing the functional configuration of the tablet computer terminal 100.

[0082] like Figure 9 As shown, the tablet computer terminal 100 includes a CPU 101, RAM 102, storage unit 103, display unit 104, operation unit 105, communication unit 106, power receiving unit 107, and bus 108. All components of the tablet computer terminal 100 are connected via the bus 108.

[0083] CPU 101 is a processor that controls the operation of various parts of the tablet computer terminal 100 by reading and executing programs stored in the storage unit 103 and performing various calculations.

[0084] RAM102 provides working memory space for CPU101 and temporarily stores data.

[0085] Storage unit 103 is a non-temporary recording medium that can be read by CPU 101, storing programs and various data. Storage unit 103 includes, for example, non-volatile memory such as flash memory. The program is stored in storage unit 103 in the form of computer-readable program code.

[0086] The display unit 104 is composed of an LCD (Liquid Crystal Display) and the like, and displays images according to display control signals from the CPU 101.

[0087] The operation unit 105 accepts user input operations and outputs input signals corresponding to the input operations to the CPU 101. The operation unit 105 has a touch screen that overlaps with the display screen of the display unit 104, and uses the touch screen to detect the user's finger or other contact as an input operation. In addition, the operation unit 105 may have a touch screen and a hardware button, or it may have a hardware button instead of a touch screen, and may also use the hardware button to accept input operations.

[0088] The communication unit 106 conducts wireless communication via a base station or access point on a communication network using mobile communication or Wi-Fi (registered trademark). Additionally, the communication unit 106 communicates with the control device 11 via the aforementioned Ethernet cable.

[0089] The power receiving unit 107 supplies power input from the external power source 120 to each part of the tablet computer terminal 100 at a specified voltage.

[0090] Figure 10 This is a flowchart illustrating the operational procedures for filling hydrogen storage unit 52 with hydrogen.

[0091] like Figure 10As shown, when starting the hydrogen filling operation, firstly, the tablet terminal 100 is connected to the control device 11 of the hydrogen supply system 10 via an Ethernet cable (step S1).

[0092] Then, the tablet terminal 100 is connected to the external power supply 120 via a power cable (step S2). However, in step S2, the external power switch of the external power supply 120 is not turned on.

[0093] Then, perform the filling check according to the prescribed manual (step S3).

[0094] Then, the NFB of the external power supply 120 is turned on (step S4). At this time, it is confirmed that the control device 11 is started in fill mode.

[0095] Then, as Figure 11 As shown, in the system status screen displayed on the display unit 104 of the tablet computer terminal 100, the container valve (not shown) and the low-pressure solenoid valve 412 (see reference) are confirmed. Figure 3 ), nitrogen solenoid valve 414 (refer to) Figure 3 (Step S5) The system status screen is then turned off. It should be noted that after powering on the tablet terminal 100 and logging in, the system status screen is displayed when accessing the designated web page via WiFi (registered trademark). When the "Sensor Status Screen" tab displayed on the system status screen is operated, the system switches to the sensor status screen (illustration omitted).

[0096] Here, the CPU (acquisition mechanism, display control mechanism) 101 of the tablet computer terminal 100 acquires monitoring information related to the hydrogen supply system 10 from the control device 11 of the hydrogen supply system 10 installed in the hydrogen fuel cell rail vehicle 3, and displays the acquired monitoring information on the display unit 104.

[0097] Then, switch the screen displayed on the tablet terminal 100 from the system status screen to the sensor status screen (illustration omitted). In this sensor status screen, confirm the piping pressure, temperature, and hydrogen detectors 415 and 515 (see reference). Figure 3 The values ​​of the above-mentioned piping pressure, temperature, and hydrogen detectors 415 and 515 are within the normal range (step S6). Here, when the values ​​of these items are not within the normal range, the area displaying the values ​​of these items is displayed in a color different from the usual display color.

[0098] Here, the CPU (determination mechanism) 101 of the tablet computer terminal 100 determines whether the hydrogen supply system 10 is normal based on the monitoring information obtained from the control device 11, and displays the determination result on the display unit 104. In addition, the CPU (determination mechanism) 101 of the tablet computer terminal 100 at least obtains information on the piping pressure, temperature, hydrogen concentration detected by the hydrogen detectors 415 and 515 in the hydrogen supply system 10, and surface temperature of the hydrogen container 521 as the aforementioned monitoring information, and determines whether each value is within the normal range based on the information obtained.

[0099] Then, confirm the safety equipment on the vehicle base side (e.g., fire extinguishers, sprinkler systems, etc.) (step S7).

[0100] Then, remove the rubber cap from the hydrogen filling port 411 located on the under-chassis piping unit 41 or the hydrogen filling port 431 located on the socket box 43, install the nozzle of the filling device, set the adjacent manual valve (not shown) to "open", and start hydrogen filling (step S8).

[0101] Then, during hydrogen filling, the sensor status screen displayed on the tablet terminal 100 (see reference) Figure 11 In the process, the surface temperature of the hydrogen container 521 during filling is monitored, and the filling flow rate is adjusted to ensure that it does not exceed the specified upper limit temperature (step S9).

[0102] Then, when hydrogen is filled to the specified pressure, the hydrogen filling is stopped, and the hydrogen (high-pressure hydrogen) remaining in the section from hydrogen filling port 411 or hydrogen filling port 431 in the hydrogen filling line L1 to check valve 514 is depressurized (step S10). The depressurized hydrogen is released through the first depressurization line L4 from the specified piping in the piping unit 51 on the roof, which is open to the atmosphere.

[0103] Then, the restoration operation (step S11) is performed in the reverse order of the operation procedures (steps S1 to S10) described so far, and the hydrogen filling operation is completed.

[0104] <Fuel Cell Device>

[0105] Next, the fuel cell device 42 will be described. The fuel cell device 42 is as follows... Figure 3The diagram shows a module 421 that integrates two fuel cell units, A and B. Fuel cell unit A and B each include a fuel cell module for power generation, a storage tank, an ion exchanger, a 12V battery, an air filter, an EV water pump, a radiator, and a relay box. It should be noted that in this embodiment, the fuel cell device 42 is configured with two of the aforementioned modules 421, but it can also be configured with one module 421, or even with three or more modules.

[0106] Figure 12 This is a three-dimensional diagram showing the general structure of module 421.

[0107] like Figure 12 As shown, module 421 is configured such that fuel cell unit A and fuel cell unit B are adjacent to each other. Furthermore, a hydrogen detector 422 is located in the center of module 421, between fuel cell unit A and fuel cell unit B.

[0108] As described above, the hydrogen refueling monitoring system WS of this embodiment includes a hydrogen fuel cell rail vehicle 3, an external power source 120, and a tablet computer terminal 100. The tablet computer terminal 100 constituting the hydrogen refueling monitoring system WS has a power receiving unit 107 that receives power from the external power source 120, and acquires monitoring information related to the hydrogen supply system 10 from the control device 11 of the hydrogen supply system 10 installed on the hydrogen fuel cell rail vehicle 3. Furthermore, the tablet computer terminal 100 displays the acquired monitoring information on a display unit 104.

[0109] Therefore, according to the hydrogen filling monitoring system WS, the tablet terminal 100 can receive power from the external power source 120, and confirm the monitoring information displayed on the display unit 104 of the tablet terminal 100 and perform hydrogen filling operations, thus enabling the hydrogen fuel cell rail vehicle 3 to be filled with hydrogen appropriately and safely.

[0110] In addition, the hydrogen filling monitoring system WS determines whether the hydrogen supply system 10 is normal based on the acquired monitoring information and displays the result on the display unit.

[0111] Therefore, according to the hydrogen filling monitoring system WS, it is possible to intuitively confirm whether the hydrogen supply system 10 is normal by displaying the results of the judgment, and thus, hydrogen can be appropriately and safely filled into the hydrogen fuel cell rail vehicle 3.

[0112] In addition, the hydrogen filling monitoring system WS acquires at least the following values ​​of the hydrogen supply system 10: piping pressure, temperature, hydrogen concentration detected by hydrogen detectors 415 and 515 within the hydrogen supply system 10, and surface temperature of hydrogen container 521, as monitoring information, and determines whether each value is within the normal range based on the information of each value.

[0113] Therefore, the hydrogen filling monitoring system WS can intuitively confirm the status of each device in the hydrogen supply system 10, thus enabling more appropriate and safer filling of hydrogen into the hydrogen fuel cell rail vehicle 3.

[0114] <Other>

[0115] It should be noted that the above implementation method is an example and various modifications can be made.

[0116] For example, in the above embodiment, the vehicle formation 1 consists of two vehicles: a control electric vehicle 2 as the lead vehicle and a hydrogen fuel cell rail vehicle 3 connected to the control electric vehicle 2 as a control auxiliary vehicle. However, it is also possible to form a unit of two vehicles and to form a formation of four or more vehicles.

[0117] Furthermore, in the above embodiments, such as Figure 5 As shown, the connecting piping unit 60 is arranged sequentially from the left end with a first piping 61, a second piping 62, a third piping 63, a fourth piping 64, and a fifth piping 65. The arrangement order of the piping 61 to 65 is not particularly limited.

[0118] In addition, in the above embodiment, when performing hydrogen refueling operations, the tablet terminal 100 is connected to an external power source 120 via a power cable and receives power from the external power source 120 to operate, or it can receive power from the vehicle power source of the hydrogen fuel cell rail vehicle 3.

[0119] Furthermore, in the above embodiment, during hydrogen filling, the piping pressure, temperature, and values ​​of hydrogen detectors 415 and 515 can be viewed from the sensor status screen on the tablet computer terminal 100. However, it is also possible to record these values ​​in the storage unit 103 of the tablet computer terminal 100. Additionally, during hydrogen filling, for example, the hydrogen supply system 10 can be operated via the operation unit 15 of the tablet computer terminal 100.

[0120] Furthermore, the specific details of the configuration and control shown in the above embodiments can be appropriately modified without departing from the spirit of this disclosure. Additionally, the configuration and control shown in the above embodiments can be appropriately combined without departing from the spirit of this disclosure.

[0121] Industrial applicability

[0122] This disclosure can be used in hydrogen fuel cell rail vehicles.

[0123] Explanation of reference numerals in the attached figures

[0124] 1: Vehicle formation.

[0125] 10: Hydrogen supply system.

[0126] 11: Control device.

[0127] 2: Control the electric vehicle.

[0128] 21: Cart.

[0129] 211: Wheel.

[0130] 212: Main motor.

[0131] 22: Vehicle body.

[0132] 23: Power conversion device.

[0133] 24: Storage battery.

[0134] 3: Hydrogen fuel cell rail vehicles.

[0135] 31: Trolley.

[0136] 311: Wheel.

[0137] 32: Vehicle body.

[0138] 41: Undercarriage piping unit.

[0139] 411: Hydrogen filling port.

[0140] 412: Low-pressure solenoid valve.

[0141] 413: Nitrogen container.

[0142] 414: Nitrogen solenoid valve.

[0143] 415: Hydrogen detector.

[0144] 42: Fuel cell device.

[0145] 421: Module.

[0146] 43: Socket box.

[0147] 431: Hydrogen filling port.

[0148] 51: Piping unit on the roof.

[0149] 511: Pressure reducing valve.

[0150] 512: Emergency pressure relief valve.

[0151] 513: High pressure gauge.

[0152] 514: Check valve.

[0153] 515: Hydrogen detector.

[0154] 52: Hydrogen storage unit.

[0155] 521: Hydrogen container.

[0156] 522: Cover.

[0157] 522a: Top cover.

[0158] 522b: Side cover.

[0159] 522c: Sloping top cover.

[0160] 522d: Rear cover.

[0161] 60: Connect the piping unit.

[0162] 61: First piping.

[0163] 62: Second piping.

[0164] 63: Third piping.

[0165] 64: Fourth piping.

[0166] 65: Fifth piping.

[0167] 66: Piping support components.

[0168] 66a: Piping support.

[0169] 66b: Saddle belt.

[0170] 100: Tablet PC terminal for hydrogen filling.

[0171] A: Fuel cell unit.

[0172] B: Fuel cell unit.

[0173] D: Pipeline.

[0174] D1: C channel material.

[0175] D1a: Fixing part (seat).

[0176] D2: C channel material.

[0177] HS: Hybrid drive system.

[0178] WS: Hydrogen filling monitoring system.

Claims

1. A hydrogen filling monitoring system that is a hydrogen filling monitoring system provided with a hydrogen fuel cell railcar, an external power source, and a monitoring terminal device, wherein the monitoring terminal device is provided with: a first power receiving mechanism that receives supply of electric power from the external power source; an acquisition mechanism that acquires monitoring information related to a hydrogen supply system from a control device provided in the hydrogen supply system of the hydrogen fuel cell railcar; and a display control mechanism that causes the monitoring information acquired by the acquisition mechanism to be displayed on a display section.

2. The hydrogen filling monitoring system according to claim 1, wherein the hydrogen filling monitoring system is provided with a determination mechanism that determines whether the hydrogen supply system is normal based on the monitoring information acquired by the acquisition mechanism, and the display control mechanism causes a result of the determination by the determination mechanism to be displayed on the display section.

3. The hydrogen filling monitoring system according to claim 2, wherein the acquisition mechanism acquires, as the monitoring information, information of each value of a pipe pressure, a temperature, a hydrogen concentration detected by a hydrogen detector in the hydrogen supply system, and a surface temperature of a hydrogen container of the hydrogen supply system, and the determination mechanism determines whether each of the values is within a normal range based on the information of each of the values acquired by the acquisition mechanism. the hydrogen filling monitoring system is provided with a second power receiving mechanism that receives supply of electric power from the hydrogen fuel cell railcar. the hydrogen filling monitoring system is provided with a recording control mechanism that records the monitoring information acquired by the acquisition mechanism in a storage section. the hydrogen filling method includes: a process of connecting a monitoring terminal device to a control device of a hydrogen supply system; a process of supplying electric power to the monitoring terminal device from an external power source; a process of transmitting monitoring information related to the hydrogen supply system from the control device to the monitoring terminal device; and a process of displaying the monitoring information on a display section of the monitoring terminal device. the hydrogen filling method includes: a process of connecting a monitoring terminal device to a control device of a hydrogen supply system; a process of supplying electric power to the monitoring terminal device from an external power source; a process of transmitting monitoring information related to the hydrogen supply system from the control device to the monitoring terminal device; and a process of displaying the monitoring information on a display section of the monitoring terminal device. ​ ​ ​ ​ ​ 4. The hydrogen fill monitoring system of any one of claims 1-3, wherein, ​ 5. The hydrogen fill monitoring system of any one of claims 1-4, wherein, ​ 6. A hydrogen filling method which is a hydrogen filling method of filling hydrogen to a hydrogen supply system provided in a hydrogen fuel cell railcar, wherein ​ ​ ​ ​ ​

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