Trainset

Abstract

A trainset 1 is configured to include: a control motor car (first car) 2 equipped with a main motor 212 and a storage battery 24 that supplies electricity to the main motor 212; and a hydrogen fuel cell rail car (second car) 3 equipped with a fuel cell device 42 that generates electricity and supplies the generated electricity to the main motor 212 or the storage battery 24. The trainset comprises a fuel cell open switch (switching means) to switch on / off the electricity-supplying function provided by the hydrogen fuel cell rail car 3.

Description

Vehicle formation

[0001] The present disclosure relates to a train consist.

[0002] BACKGROUND ART Conventionally, a vehicle drive system including at least two vehicles each equipped with a power storage device and a power generation device has been known (see, for example, Patent Document 1).

[0003] JP 2011-24415 A

[0004] However, in the vehicle drive system disclosed in Patent Document 1, the lead car with the driver's cab is equipped with both a power storage device and a power generation device, so if a problem occurs in the power generation device that also has an adverse effect on the power storage device, the train will be unable to run.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a rolling stock formation that can run even if an abnormality occurs in a fuel cell device (power generation device).

[0006] In order to solve the above problems, the vehicle formation disclosed herein includes: a first vehicle equipped with an electric motor that generates driving force for running and a storage battery that supplies power to the electric motor; and a second vehicle equipped with a fuel cell device that generates power and supplies the generated power to the electric motor or the storage battery, and is equipped with a switching means that switches the power supply function of the second vehicle from on to off.

[0007] According to the present disclosure, it is possible to provide a rolling stock set that can run even if an abnormality occurs in the fuel cell device (power generation device).

[0008] FIG. 1 is a diagram showing a train formation including a hydrogen fuel cell railway vehicle according to one embodiment of the present invention. FIG. 2 is a block diagram showing an overview of a hybrid drive system. FIG. 3 is a block diagram showing the general configuration of a hydrogen supply system. FIG. 4 is a perspective view showing a cover of a hydrogen storage unit. FIG. 5 is a perspective view showing a connection piping unit in a state in which each piping is modularized. (a) is a perspective view showing a C channel material, and (b) is a perspective view showing a state in which the connection piping unit is fixed to the C channel material. FIG. 6 is a cross-sectional view showing the body of a hydrogen fuel cell railway vehicle. FIG. 7 is a schematic configuration diagram of a hydrogen filling monitoring system. FIG. 8 is a block diagram showing the functional configuration of a tablet terminal for hydrogen filling. FIG. 9 is a flowchart showing the work process when filling hydrogen into a hydrogen storage unit. FIG. 10 is a diagram showing an example of a system status screen. FIG. 11 is a perspective view showing the general configuration of a module.

[0009] Hereinafter, an embodiment will be described with reference to the drawings.

[0010] <Train formation> Figure 1 is a diagram showing a train formation 1 including a hydrogen fuel cell railcar 3 according to one embodiment of the present invention. As shown in Figure 1, the train formation 1 is made up of a control electric car (first car) 2 which is the lead car, and a hydrogen fuel cell railcar (second car) 3 which is a control trailer car coupled to the control electric car 2.

[0011] The control electric car 2 includes a bogie 21 and a car body 22 supported by the bogie 21. The bogie 21 is provided with a plurality of wheels 211, traction motors 212 (see FIG. 2 ) for driving the wheels 211, a brake device (not shown), etc. The car body 22 is provided with a driver's cab, a passenger compartment, etc. The driver's cab is equipped with, for example, a system start switch that is operated when starting the vehicle, a system stop switch that is operated when stopping the vehicle, and a fuel cell open switch that is operated when running without generating power using a fuel cell device 42 (described below).

[0012] The control electric car 2 also has a power converter 23, a storage battery 24, and the like installed under the floor of the car body 22. The power converter 23 supplies electric power supplied from the storage battery 24 and / or the fuel cell device 42 to the traction motor 212. The power converter 23 also stores surplus electric power supplied from the fuel cell device 42 in the storage battery 24.

[0013] The hydrogen fuel cell railcar 3 includes a bogie 31 and a car body 32 supported by the bogie 31. The bogie 31 is provided with a plurality of wheels 311 and the like. The car body 32 is provided with a passenger compartment and the like.

[0014] The hydrogen fuel cell railway vehicle 3 also has an underfloor piping unit 41, a fuel cell device 42, a receptacle box 43 (see FIG. 3), a fuel cell disconnector 44, etc., provided under the floor of the car body 32.

[0015] The underfloor piping unit 41 is provided facing the left side (the 2nd-4th position side) when viewed from the rear to the front of the rolling stock set 1, and the receptacle box 43 is provided facing the right side (the 1st-3rd position side) when viewed from the rear to the front of the rolling stock set 1. The underfloor piping unit 41 is provided with a hydrogen filling port 411 (described later) that is used during hydrogen filling work, and the receptacle box 43 is provided with a hydrogen filling port 431 (described later). This enables hydrogen filling work to be carried out smoothly whether the wayside facility (such as a hydrogen station) for filling hydrogen into the hydrogen storage unit 52 is located on the 1st-3rd position side or the 2nd-4th position side of the rolling stock set 1. In other words, it is sufficient that hydrogen filling ports are provided on both sides of the vehicle set 1; for example, an underfloor piping unit 41 having a hydrogen filling port 411 (described later) may be provided facing the right side (the 1st-3rd position side) when moving from the rear to the front of the vehicle set 1, and a receptacle box 43 having a hydrogen filling port 431 (described later) may be provided facing the left side (the 2nd-4th position side) when moving from the rear to the front of the vehicle set 1.

[0016] The hydrogen fuel cell railway vehicle 3 is also provided with a rooftop piping unit 51 and a plurality of (e.g., four) hydrogen storage units 52 on the roof of the carbody 32. Furthermore, the hydrogen fuel cell railway vehicle 3 is also provided with a connection piping unit 60 on the side structure of the carbody 32, which connects the underfloor piping unit 41 and the rooftop piping unit 51.

[0017] As described above, in the rolling stock set 1, the control electric cars 2 are provided with the storage batteries 24, and the hydrogen fuel cell railway cars 3 are provided with the fuel cell devices 42. In other words, the rolling stock set 1 employs a hybrid drive system HS that uses both the storage batteries 24 and the fuel cell devices 42 as power sources.

[0018] Figure 2 is a block diagram showing an overview of the hybrid drive system HS. As shown in Figure 2, in the hybrid drive system HS, when electric power is needed, such as during power running, hydrogen is supplied from the hydrogen storage unit 52 to the fuel cell device 42, and electricity is generated by a chemical reaction between the hydrogen and oxygen. The electricity generated by this power generation is supplied to the storage battery 24 via the power conversion device 23. The storage battery 24 supplies electric power corresponding to the charge level of the storage battery 24 to the power conversion device 23. The power conversion device 23 drives the traction motor 212 based on the supplied electric power.

[0019] <Configuration of Hydrogen Supply System> Next, the hydrogen supply system 10 that supplies hydrogen to the fuel cell device 42 will be described with reference to FIG.

[0020] Figure 3 is a block diagram showing a schematic configuration of the hydrogen supply system 10. As shown in Figure 3, the hydrogen supply system 10 is configured to include a control device 11, an underfloor piping unit 41, a receptacle box 43, a roof-mounted piping unit 51, four hydrogen storage units 52, and a connection piping unit 60. Although Figure 3 shows four hydrogen storage units 52 as an example, the number of hydrogen storage units 52 is not particularly limited.

[0021] The control device 11 is a device for controlling each operation associated with filling each hydrogen storage unit 52 with hydrogen and supplying hydrogen from each hydrogen storage unit 52 to the fuel cell device 42. The control device 11 is configured, for example, with a PLC (Programmable Logic Controller) or a tank valve controller.

[0022] 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 decompression line L4, and a second decompression line L5 within an underfloor piping unit 41 and a roof-mounted piping unit 51 connected via a connecting piping unit 60.

[0023] The hydrogen filling line L1 is a line that transfers hydrogen (high-pressure hydrogen) filled from the hydrogen filling port 411 provided in the underfloor piping unit 41 or the hydrogen filling port 431 provided in the receptacle box 43 to the roof-top piping unit 51. The hydrogen filling line L1 is connected to each hydrogen storage unit 52, and the hydrogen transferred by this hydrogen filling line L1 is stored in a hydrogen container 521 in a pre-designated hydrogen storage unit 52.

[0024] Additionally, a high-pressure pressure gauge (pressure detector) 513 is provided midway along the hydrogen filling line L1 on the roof-mounted piping unit 51 side. The high-pressure pressure gauge 513 is equipped with a communication module (not shown) and is capable of outputting the measured pressure value of hydrogen (filled hydrogen) to the control device 11.

[0025] The low-pressure hydrogen supply line L2 is a line through which hydrogen supplied from the hydrogen storage unit 52 is depressurized by a pressure reducing valve 511 in the roof-mounted piping unit 51 and then transferred to the underfloor piping unit 41. In consideration of safety in the event of a railroad crossing accident, the pressure reducing valve 511 is provided in the roof-mounted piping unit 51 to ensure that high-pressure hydrogen is not present under the floor while the train is in motion. The low-pressure hydrogen supply line L2 is connected to the fuel cell device 42, and hydrogen transferred by this low-pressure hydrogen supply line L2 is supplied to the fuel cell device 42 via a low-pressure solenoid valve 412 in the underfloor piping unit 41. The low-pressure solenoid valve 412 can be opened and closed under the control of the control device 11.

[0026] In the event of a hydrogen leak in the hydrogen filling line L1, the nitrogen supply line L3 supplies nitrogen gas from a nitrogen gas container 413 in the underfloor piping unit 41 via a nitrogen solenoid valve 414 to an emergency release valve 512 in the roof-top piping unit 51. Note that the nitrogen gas container 413 does not necessarily have to be provided in the underfloor piping unit 41, and may be provided, for example, in the roof-top piping unit 51. The nitrogen solenoid valve 414 can be opened and closed under the control of the control device 11. The emergency release valve 512 is a so-called pneumatic valve. The emergency release valve 512 opens when nitrogen gas is supplied, allowing hydrogen in the hydrogen filling line L1 to be released from a predetermined piping in the roof-top piping unit 51 that is open to the atmosphere. If a solenoid valve were used for the emergency release valve 512, sparks generated when the solenoid valve operates could become an ignition source. Therefore, in this embodiment, a pneumatic valve is used for the emergency release valve 512.

[0027] Here, we will explain how to detect a hydrogen leak in the hydrogen filling line L1. The control device (discrimination means) 11 sequentially acquires the value of the pressure of the filled hydrogen output from the high-pressure manometer 513, and determines whether the rate of decrease in the pressure value per hour has reached a certain value or more, based on the value of the pressure of the filled hydrogen. If it is determined that the rate of decrease in the pressure value per hour has reached a certain value or more, the control device 11 determines that a hydrogen leak has occurred in the hydrogen filling line L1.

[0028] The first decompression line L4 is a line used to release, after the hydrogen filling operation is completed, hydrogen (high-pressure hydrogen) remaining in the section of the hydrogen filling line L1 from the hydrogen filling port 411 or hydrogen filling port 431 to the check valve 514 in the roof-top piping unit 51 from a specified pipe that is open to the atmosphere in the roof-top piping unit 51. In consideration of safety in the event of a railroad crossing accident, the first decompression line L4 is provided, and the check valve 514 is provided in the roof-top piping unit 51 rather than in the underfloor piping unit 41, to create a situation where high-pressure hydrogen is not present under the floor while the train is in motion.

[0029] The second depressurization line L5 is a line used in an emergency to release hydrogen from the low-pressure hydrogen supply line L2 through a predetermined pipe in the roof-mounted piping unit 51 that is open to the atmosphere.

[0030] Each hydrogen storage unit 52 has five hydrogen containers 521 for storing hydrogen. Each hydrogen storage unit 52 is also provided with a measuring device (not shown) that measures 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 is capable of outputting the measured pressure and surface temperature values ​​of each hydrogen container 521 to the control device 11. Each hydrogen storage unit 52 also has a box member (not shown) that provides a watertight structure to the rear portion of the wiring connector that constitutes the unit 52. Each hydrogen storage unit 52 also has a cover 522 that covers the five hydrogen containers 521. The number of hydrogen containers 521 provided in each hydrogen storage unit 52 is not limited to five, and may be one to four, or six or more.

[0031] 4 is a perspective view showing the cover 522 of the hydrogen storage unit 52. As shown in FIG. 4, the cover 522 is composed of a top cover portion 522a, a side cover portion 522b, a diagonal top cover portion 522c, a front cover portion (not shown), and a rear cover portion 522d. Of these cover portions 522a to 522d, the top cover portion 522a, the side cover portion 522b, and the diagonal top cover portion 522c each have a ventilation hole (louver) V drilled at a predetermined position. The ventilation holes V drilled in the top cover portion 522a and the diagonal top cover portion 522c are provided for the purpose of smoothly discharging leaked hydrogen in the event of a hydrogen leak within the hydrogen storage unit 52. The ventilation holes V drilled in the side cover portion 522b are provided to ensure a path for outside air to flow in and to exchange air inside and outside the hydrogen storage unit 52 with the airflow during driving, thereby reducing the temperature rise inside the unit 52. The top cover portion 522a is formed like a hinged door that opens from the center to both sides (toward the diagonal top cover portion 522c) to facilitate daily inspections for hydrogen leaks inside the hydrogen storage unit 52. The outer shape of the cover 522 shown in FIG. 4 is merely an example. The cover 522 may have an outer shape (e.g., a rectangular parallelepiped or other polyhedral shape) that can accommodate at least the ventilation holes V, which are provided for the purpose of smoothly discharging leaked hydrogen in the event of a hydrogen leak inside the hydrogen storage unit 52, and the ventilation holes V, which are provided for the purpose of ensuring a path for outside air to flow in and to exchange air inside and outside the hydrogen storage unit 52 with the airflow during driving, thereby reducing the temperature rise inside the unit 52.

[0032] As shown in FIG. 5 , the connection pipe unit 60 includes a first pipe 61 , a second pipe 62 , a third pipe 63 , a fourth pipe 64 , and a fifth pipe 65 .

[0033] The first pipe 61 is a pipe for connecting the portion of the hydrogen filling line L1 between the underfloor piping unit 41 and the roof-top piping unit 51. The second pipe 62 is a pipe for connecting the portion of the low-pressure hydrogen supply line L2 between the underfloor piping unit 41 and the roof-top piping unit 51. The third pipe 63 is a pipe for connecting the portion of the nitrogen supply line L3 between the underfloor piping unit 41 and the roof-top piping unit 51. The fourth pipe 64 is a pipe for connecting the portion of the first decompression line L4 between the underfloor piping unit 41 and the roof-top piping unit 51. The fifth pipe 65 is a pipe for connecting the portion of the second decompression line L5 between the underfloor piping unit 41 and the roof-top piping unit 51.

[0034] The connection pipe unit 60 also includes a plurality of (e.g., three) pipe support members 66 for modularizing the pipes 61 to 65. Each pipe support member 66 includes a pipe support 66a formed in a flat plate shape and five saddle bands 66b for fixing the pipes 61 to 65 to the pipe support 66a. Note that the saddle bands 66b are not limited to those that fix each of the pipes 61 to 65 one by one, but may be those that can fix multiple pipes (e.g., two or three) at the same time.

[0035] Fig. 5 is a perspective view showing the connection pipe unit 60 in a modularized state of the pipes 61 to 65. As shown in Fig. 5, the connection pipe unit 60 has the pipes 61 to 65 fixed to pipe supports 66a by saddle bands 66b at the upper, middle, and lower positions of the pipes 61 to 65, thereby modularizing the pipes 61 to 65.

[0036] 6(a) is a perspective view showing a C channel material D1. The C channel material D1 is a member that constitutes a duct D (see FIG. 7) through which a connection piping unit 60 passes. The duct D is formed by joining the C channel material D1 to a C channel material D2 (see FIG. 7) that has the same shape as the C channel material D1 in a monaka shape.

[0037] As shown in FIG. 6A , the C channel material D1 has three pairs of fixing portions (seats) D1a. The fixing portions (seats) D1a are provided at the upper, middle, and lower positions on the inner surface of the C channel material D1, respectively, at the same intervals as the intervals between the pipe supports 66a of the connection pipe unit 60 described above, so that the pipe supports 66a of the connection pipe unit 60 can be inserted. The pair of fixing portions (seats) D1a provided at the lower portion of the C channel material D1 are designed so that the length of their hook portions is longer than the pair of fixing portions (seats) D1a provided at the upper and middle portions. This is so that when the pipe supports 66a of the connection pipe unit 60 are inserted into the pair of fixing portions (seats) D1a provided at the upper, middle, and lower portions of the C channel material D1, the pipe support 66a provided at the lower portion of the connection pipe unit 60 is inserted into the pair of fixing portions (seats) D1a before the other pipe supports 66a. 6(a) illustrates the C channel material D1 having three pairs of fixing portions (seats) D1a, but the C channel material D1 may have pairs of fixing portions (seats) D1a at each of the top, bottom, and one or more intermediate positions therebetween, i.e., three or more pairs of fixing portions (seats) D1a. In such a case, the connection piping unit 60 is provided with pipe supports 66a in a number (e.g., four) corresponding to the number (e.g., four) of pairs of fixing portions (seats) D1a arranged on the C channel material D1.

[0038] FIG. 6( b) is a perspective view showing the state in which the connection piping unit 60 is fixed to the C channel material D1. As shown in FIG. 6( b), the connection piping unit 60 is fixed to the C channel material D1 by inserting each pipe support 66a of the connection piping unit 60 into a pair of fixing portions (seats) D1a provided at the upper, middle, and lower portions of the C channel material D1. After the connection piping unit 60 is fixed to the C channel material D1, the C channel material D2 is joined to the C channel material D1 in a monaka-like shape to form the connection piping unit 60 that is inserted into the duct D. This allows the pipes 61 to 65 to be installed in the duct D at one time, simplifying the process of fixing the pipes 61 to 65 in the duct D.

[0039] FIG. 7 is a cross-sectional view of the carbody 32 of the hydrogen fuel cell railcar 3. As shown in FIG. 7, the connection piping unit 60, inserted through the duct D, is attached to the side structure that constitutes the carbody 32 of the hydrogen fuel cell railcar 3. One end (lower end) of each of the pipes 61-65 that make up this connection piping unit 60 is connected to the underfloor piping unit 41. The other end (upper end) of each of the pipes 61-65 that make up this connection piping unit 60 is connected to the roof-mounted piping unit 51. This allows the pipes 61-65, which cannot be spliced ​​midway, to be installed within the duct D of the side structure of the carbody 32, ensuring the safety of each of the pipes 61-65. Furthermore, because the duct D does not have any holes drilled in it for pipe fastening or other work, the duct D can isolate the pipes 61-65 from the passenger compartment of the hydrogen fuel cell railcar 3. As a result, hydrogen leakage into the passenger compartment of the hydrogen fuel cell railcar 3 can be prevented.

[0040] <Hydrogen Filling Work> Next, the work steps when filling hydrogen into the hydrogen storage unit 52 of the hydrogen fuel cell railway vehicle 3 will be described with reference to Figures 8 to 10. Figure 8 is a schematic diagram of the hydrogen filling monitoring system WS. Figure 10 is a flowchart showing the work steps when filling hydrogen into the hydrogen storage unit 52.

[0041] As shown in Figure 8, the hydrogen filling monitoring system WS is a system used when filling hydrogen into the hydrogen storage unit 52 of a hydrogen fuel cell railway vehicle 3, and is composed of a hydrogen fuel cell railway vehicle 3, a hydrogen filling tablet terminal (hereinafter simply referred to as the tablet terminal) 100, and an external power source 120.

[0042] The tablet terminal 100 is a terminal device for monitoring the system status of the hydrogen supply system 10 when filling the hydrogen storage unit 52 with hydrogen.

[0043] The external power supply 120 is a power supply for supplying power to the tablet terminal 100 and is a power supply different from the vehicle power supply of the hydrogen fuel cell railcar 3 .

[0044] The control device 11 and tablet terminal 100 that constitute the hydrogen supply system 10 of the hydrogen fuel cell railcar 3 are connected via an Ethernet cable. The control device 11 and tablet terminal 100 may also be connected via wireless communication (e.g., BLE (Bluetooth (registered trademark) Low Energy) communication). The tablet terminal 100 and external power supply 120 are also connected via a power cable.

[0045] Fig. 9 is a block diagram showing the functional configuration of the tablet terminal 100. As shown in Fig. 9, the tablet terminal 100 includes a CPU 101, a RAM 102, a storage unit 103, a display unit 104, an operation unit 105, a communication unit 106, a power receiving unit 107, and a bus 108. The various units of the tablet terminal 100 are connected via the bus 108.

[0046] The CPU 101 is a processor that controls the operation of each unit of the tablet terminal 100 by reading and executing programs stored in the storage unit 103 and performing various arithmetic processing.

[0047] The RAM 102 provides a working memory space for the CPU 101 and stores temporary data.

[0048] The storage unit 103 is a non-transitory recording medium readable by the CPU 101, and stores programs and various data. The storage unit 103 includes a non-volatile memory such as a flash memory. The programs are stored in the storage unit 103 in the form of computer-readable program codes.

[0049] The display unit 104 is configured by an LCD (Liquid Crystal Display) or the like, and displays a screen in accordance with a display control signal from the CPU 101 .

[0050] The operation unit 105 accepts input operations from the user and outputs an input signal corresponding to the input operation to the CPU 101. The operation unit 105 includes a touch panel overlaid on the display screen of the display unit 104, and detects contact with the user's finger or the like as an input operation via this touch panel. The operation unit 105 may also include hardware buttons in addition to or instead of the touch panel, and may be able to accept input operations via these hardware buttons.

[0051] The communication unit 106 performs wireless communication via a base station or an access point on a communication network using a mobile communication or Wi-Fi (registered trademark) communication method. The communication unit 106 also performs information communication with the control device 11 via the above-mentioned Ethernet cable.

[0052] The power receiving unit 107 supplies power input from the external power supply 120 at a predetermined voltage to each unit of the tablet terminal 100 .

[0053] 10 is a flowchart showing the steps involved in filling hydrogen into the hydrogen storage unit 52. As shown in FIG. 10, when the hydrogen filling operation begins, the tablet terminal 100 is first connected to the control device 11 of the hydrogen supply system 10 via an Ethernet cable (step S1).

[0054] Next, 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 supply switch of the external power supply 120 is not turned on.

[0055] Next, a filling inspection is carried out in accordance with a predetermined manual (step S3).

[0056] Next, the NFB of the external power supply 120 is turned on (step S4). At this time, it is confirmed that the control device 11 has started up in the charging mode.

[0057] Next, as shown in FIG. 11 , the system status screen displayed on the display unit 104 of the tablet terminal 100 confirms that the container valve (not shown), low-pressure solenoid valve 412 (see FIG. 3 ), and nitrogen solenoid valve 414 (see FIG. 3 ) are all closed (step S5). After powering on the tablet terminal 100 and logging in, the system status screen is displayed when a specific web page is accessed via Wi-Fi (registered trademark). Operating the “Sensor Status Screen” tab displayed on this system status screen allows switching to the sensor status screen (not shown). Here, the CPU (acquisition means, display control means) 101 of the tablet terminal 100 acquires monitoring information related to the hydrogen supply system 10 from the control device 11 of the hydrogen fuel cell railway vehicle 3 and displays the acquired monitoring information on the display unit 104.

[0058] Next, the screen displayed on the tablet terminal 100 is switched from the system status screen to a sensor status screen (not shown), and on the sensor status screen, it is confirmed that the piping pressure, temperature, and values ​​of the hydrogen detectors 415, 515 (see FIG. 3) are within normal ranges (step S6). If the piping pressure, temperature, and values ​​of the hydrogen detectors 415, 515 are not within normal ranges, the areas displaying the values ​​of these items are displayed in a color different from the normal display color. Here, the CPU (determination means) 101 of the tablet terminal 100 determines whether the hydrogen supply system 10 is normal based on the monitoring information acquired from the control device 11, and the result of this determination is displayed on the display unit 104. In addition, the CPU (determination means) 101 of the tablet terminal 100 acquires, as the above-mentioned monitoring information, information relating to at least the piping pressure and temperature of the hydrogen supply system 10, the hydrogen concentration detected by the hydrogen detectors 415, 515 in the hydrogen supply system 10, and the surface temperature of the hydrogen container 521, and based on the information relating to each acquired numerical value, determines whether each numerical value is within the normal range.

[0059] Next, the safety equipment (for example, fire extinguishers, sprinkler equipment, etc.) at the depot is checked (step S7).

[0060] Next, the rubber cap of the hydrogen filling port 411 provided on the underfloor piping unit 41 or the hydrogen filling port 431 provided on the receptacle box 43 is removed, a nozzle of the filling equipment is attached, and the adjacent manual valve (not shown) is turned "open" to start filling hydrogen (step S8).

[0061] Next, while hydrogen is being filled, the surface temperature of the hydrogen container 521 being filled is monitored on the sensor status screen (see Figure 11) displayed on the tablet terminal 100, and the filling flow rate is adjusted so that it does not exceed a predetermined upper limit temperature (step S9).

[0062] Next, when hydrogen has been filled up to a predetermined pressure, hydrogen filling is terminated, and the hydrogen (high-pressure hydrogen) remaining in the section of the hydrogen filling line L1 from the hydrogen filling port 411 or the hydrogen filling port 431 to the check valve 514 is depressurized (step S10). The depressurized hydrogen passes through the first depressurization line L4 and is released from a predetermined pipe in the roof-mounted piping unit 51 that is open to the atmosphere.

[0063] Next, the recovery work is carried out (step S10) in the reverse order of the work steps (steps S1 to S9) described so far, and the hydrogen filling work is completed.

[0064] <Fuel Cell Device> Next, the fuel cell device 42 will be described. As shown in Fig. 3, the fuel cell device 42 is configured by mounting two modules 421, each of which integrates a fuel cell unit A and a fuel cell unit B. Each of the fuel cell unit A and the fuel cell unit B is configured by a fuel cell module for generating power, a reserve tank, an ion exchanger, a 12V battery, an air cleaner, an EV water pump, a radiator, a relay box, etc. In this embodiment, the fuel cell device 42 is configured by mounting two of the above-mentioned modules 421, but it may also be configured by mounting one module 421, or three or more modules 421.

[0065] Fig. 12 is a perspective view showing the schematic configuration of module 421. As shown in Fig. 12, module 421 is arranged with fuel cell unit A and fuel cell unit B adjacent to each other. Furthermore, module 421 is provided with a hydrogen detector 422 between fuel cell unit A and fuel cell unit B, i.e., in the center of module 421.

[0066] As described above, the rolling stock set 1 according to this embodiment is configured to include a control electric car (first car) 2 equipped with a traction motor 212 and a storage battery 24 that supplies power to the traction motor 212, and a hydrogen fuel cell railway car (second car) 3 equipped with a fuel cell device 42 that generates power and supplies the generated power to the traction motor 212 or the storage battery 24, and is equipped with a fuel cell open switch (switching means) that switches on and off the power supply function of the hydrogen fuel cell railway car 3. Therefore, according to the rolling stock set 1, the storage battery 24 and the fuel cell device 42, which are power sources, are mounted on separate cars, so that if an abnormality occurs in the fuel cell device 42, the train set 1 can be run using only the power from the storage battery 24 mounted on the control electric car 2 by operating the fuel cell open switch.

[0067] Furthermore, the hydrogen fuel cell railway car 3 that makes up the train set 1 is equipped with a hydrogen storage unit 52 that stores hydrogen, and the fuel cell device 42 is located under the floor of the car, and electricity is generated using the hydrogen stored in the hydrogen storage unit 52, which is located on the roof of the car. Therefore, according to the train set 1, the hydrogen fuel cell railway car 3 has the fuel cell device 42 located under the floor of the car, so a large-capacity hydrogen storage unit 52 can be located on the roof of the car.

[0068] Furthermore, the hydrogen fuel cell railway car 3 constituting the train set 1 includes piping units 41, 51, 60 for transferring hydrogen from the hydrogen storage units 52 to the fuel cell device 42, and the piping units 41, 51, 60 include pressure reducing valves (pressure reducing means) 511 that reduce the pressure of hydrogen supplied from the hydrogen storage units 52 on the roofs of the trains, and the hydrogen reduced in pressure by the pressure reducing valves 511 is transferred to the fuel cell device 42. Therefore, according to the train set 1, the pressure of hydrogen supplied from the hydrogen storage units 52 is reduced on the roofs of the trains before the hydrogen is transferred to the fuel cell device 42, thereby reducing the risk of hydrogen leakage even if a hydrogen leak occurs during the transfer of hydrogen from the hydrogen storage units 52 to the fuel cell device 42. Furthermore, according to the train set 1, by reducing the pressure of hydrogen supplied from the hydrogen storage units 52 on the roofs of the trains, only low-pressure hydrogen is present under the floor of the trains while the train is running, thereby reducing the risk of high-pressure hydrogen leaking even in the unlikely event of an accident.

[0069] Furthermore, the hydrogen fuel cell railway cars 3 that make up the train set 1 are equipped with hydrogen filling ports 411, 431 that are located under the floor of the car and on both sides of the car, and are used when filling hydrogen into the hydrogen storage units 52. Therefore, with the hydrogen fuel cell railway cars 3, hydrogen filling operations can be carried out smoothly whether the ground facility for filling hydrogen into the hydrogen storage units 52 is located on the 1st-3rd position side of the train set 1 or on the 2nd-4th position side of the train set 1.

[0070] <Others> The above embodiment is merely an example, and various modifications are possible. For example, in the above embodiment, the train set 1 is made up of two cars, the control electric car 2 which is the lead car, and the hydrogen fuel cell railway car 3 which is a control trailer car coupled to the control electric car 2. However, the train set may be made up of four or more cars, each of which is a two-car unit.

[0071] In addition, in the above embodiment, as shown in Figure 5, the connection piping unit 60 is arranged in the order of the first piping 61, the second piping 62, the third piping 63, the fourth piping 64, and the fifth piping 65 from the left end, but the arrangement order of the piping 61 to 65 is not particularly limited.

[0072] Furthermore, in the above embodiment, when performing hydrogen filling work, the tablet terminal 100 is connected to the external power source 120 via a power cable and operates by receiving power from the external power source 120, but it may also be configured to receive power from the vehicle power source of the hydrogen fuel cell railway vehicle 3.

[0073] In the above embodiment, when hydrogen filling is performed, the tablet terminal 100 allows the user to check the pipe pressure, temperature, and values ​​of the hydrogen detectors 415, 515 from the sensor status screen, but these values ​​may also be recorded in the memory unit 103 of the tablet terminal 100. Furthermore, when hydrogen filling is performed, the user may be able to operate the hydrogen supply system 10 via the operation unit 15 of the tablet terminal 100, for example.

[0074] In addition, the specific details of the configurations and controls shown in the above embodiments can be appropriately changed without departing from the spirit of the present disclosure. Furthermore, the configurations and controls shown in the above embodiments can be appropriately combined without departing from the spirit of the present disclosure.

[0075] The present disclosure may be used in hydrogen fuel cell rail vehicles.

[0076] REFERENCE SIGNS LIST 1 vehicle formation 10 hydrogen supply system 11 control device 2 control electric car 21 bogie 211 wheel 212 traction motor 22 car body 23 power conversion device 24 storage battery 3 hydrogen fuel cell railway vehicle 31 bogie 311 wheel 32 car body 41 underfloor piping unit 411 hydrogen filling port 412 low-pressure solenoid valve 413 nitrogen gas container 414 nitrogen solenoid valve 415 hydrogen detector 42 fuel cell device 421 module 43 receptacle box 431 hydrogen filling port 51 roof-mounted piping unit 511 pressure reducing valve 512 emergency release valve 513 high-pressure pressure gauge 514 check valve 515 hydrogen detector 52 hydrogen storage unit 521 hydrogen container 522 cover 522a upper cover part 522b Side cover part 522c Slanted upper cover part 522d Rear cover part 60 Connection piping unit 61 First piping 62 Second piping 63 Third piping 64 Fourth piping 65 Fifth piping 66 Pipe support member 66a Pipe support 66b Saddle band 100 Hydrogen filling tablet terminal A Fuel cell unit B Fuel cell unit D Duct D1 C channel material D1a Fixing part (seat) D2 C channel material HS Hybrid drive system WS Hydrogen filling monitoring system

Claims

1. A first vehicle equipped with an electric motor that generates driving force and a storage battery that supplies power to the electric motor, A second vehicle equipped with a fuel cell system that generates electricity and supplies the generated electricity to the electric motor or the storage battery, It consists of, The system includes a switching means for switching the power supply function of the second vehicle from on to off, The second vehicle is, A hydrogen storage unit is positioned on the roof of the vehicle to store hydrogen, The fuel cell system is located under the floor of the vehicle and generates electricity using hydrogen stored in the hydrogen storage unit, A piping unit for transferring hydrogen from the hydrogen storage unit to the fuel cell device, It is equipped with hydrogen refueling ports located under the floor of the vehicle and on both sides of the vehicle, which are used when refueling the hydrogen storage unit with hydrogen, The aforementioned piping unit is A pressure reducing means for reducing the pressure of hydrogen supplied from the hydrogen storage unit on the roof of the vehicle, A rooftop piping unit is positioned on the roof of the vehicle and connected to the hydrogen storage unit, An underfloor piping unit located beneath the vehicle and connected to the fuel cell device, It comprises a connecting piping unit positioned on the side structure of the vehicle and connecting the rooftop piping unit and the underfloor piping unit, The hydrogen depressurized by the depressurization means is transferred to the fuel cell device. The rooftop piping unit is equipped with a depressurization valve for emergency hydrogen discharge when filling the hydrogen storage unit with hydrogen. The aforementioned connecting piping unit is A first pipe for transferring hydrogen injected from the hydrogen filling port to the rooftop piping unit, A second pipe for transferring hydrogen depressurized by the depressurization means to the underfloor piping unit, A third pipe for transferring nitrogen to the rooftop piping unit to operate the depressurization valve, A fourth pipe for releasing residual hydrogen into the atmosphere when hydrogen is filled into the hydrogen storage unit, A fifth pipe for releasing hydrogen from the underfloor piping unit into the atmosphere in an emergency, A train set equipped with these features.

2. (delete)

3. (delete)

4. (delete)

5. The vehicle configuration according to claim 1, wherein the first pipe, second pipe, third pipe, fourth pipe and fifth pipe are modularized.

6. The vehicle configuration according to claim 1 or 5, wherein the rooftop piping unit is equipped with a check valve for preventing backflow of hydrogen transferred from the first pipe.