Traction system of a hydrogen-electric locomotive and an energy transfer method

Abstract

Embodiments relate to a Traction system of a hydrogen-electric locomotive and an energy transfer method. A Traction system of a hydrogen-electric locomotive according to one embodiment includes a hydrogen storage container configured to store gaseous hydrogen, a hydrogen fuel cell configured to generate electricity by receiving hydrogen supplied from the hydrogen storage container, a Traction battery configured to assist electrical energy produced by the hydrogen fuel cell, a converter configured to boost energy produced from the hydrogen fuel cell, a VVVF (Variable Voltage Variable Frequency) inverter configured to convert the energy boosted by the converter, a traction motor configured to move a railway vehicle by using energy transferred from the VVVF inverter, and an auxiliary power supply device configured to supply power required for the railway vehicle.

Description

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application is a continuation of International Application No. PCT / KR2025 / 095725 filed on Nov. 13, 2025, which claims priority to Korean Patent Application No. 10-2024-0161325, filed on Nov. 13, 2024, the entire contents of which are herein incorporated by reference.BACKGROUNDField

[0002] The present invention relates to a Traction system of a hydrogen-electric locomotive and an energy transfer method.

[0003] According to the related art, locomotives operated domestically may be classified into diesel-electric locomotives and electric locomotives. FIG. 1 is a diagram illustrating a Traction system of a diesel-electric locomotive. The diesel-electric locomotive has a structure in which a diesel engine and an electric drive system are combined, and includes the diesel engine, a generator, a rectifier, a VVVF Traction inverter, and a traction motor. When the diesel engine generates rotational motion by combusting diesel fuel, the rotational motion is delivered to the generator. The generator generates alternating-current (AC) electrical energy through the rotational motion, and the AC power is converted into direct-current (DC) electrical energy through the rectifier. The converted DC power is transferred to the traction motor through the VVVF Traction inverter to drive wheels of a railway vehicle. In this case, the speed and output of the diesel-electric locomotive are controlled through a control device.

[0004] FIG. 2 is a diagram illustrating a Traction system of a general electric locomotive according to the related art. The general electric locomotive applies electric power directly supplied from an external power source to a Traction system, and includes a current collection device (pantograph), a main transformer, a converter / inverter (CI), and a traction motor. The electric locomotive receives high-voltage AC electrical energy through overhead wires, and a pantograph is used for this purpose. The supplied high-voltage AC electrical energy is converted into low-voltage AC electrical energy through the main transformer, and is converted into power having a variable frequency and voltage through the CI. Through the converter, the low-voltage AC electrical energy is converted into DC electrical energy, and through the inverter, the DC electrical energy is converted into AC electrical energy having a variable frequency. The converted AC electrical energy is supplied to the traction motor to drive wheels of the railway vehicle. In this case, the speed and output of the electric locomotive are controlled through a control device.

[0005] The diesel-electric locomotive has disadvantages in that operation costs are high due to the use of diesel fuel, and energy efficiency is lower compared to the electric locomotive. Harmful exhaust gases such as greenhouse gases are generated during the combustion of diesel fuel, thereby negatively affecting the environment, and noise and vibration adversely affect surrounding areas. In addition, the diesel engine requires regular maintenance, and its structure is complex, causing significant maintenance costs.

[0006] The electric locomotive can be operated only in sections where a power supply infrastructure is established, and is limited in non-electrified sections. Further, high initial installation costs are incurred for infrastructure such as overhead wires and substations for electrification works, and when power supply is interrupted due to a blackout or a natural disaster, operation of the electric locomotive becomes impossible. In terms of maintenance, substantial costs are incurred because maintenance must be performed together with the power supply infrastructure.SUMMARY

[0007] The present invention has been proposed to solve the above-described problems, and an object of the present invention is to provide a Traction system of a hydrogen-electric locomotive and an energy transfer method capable of reducing environmental pollution caused by the use of diesel fuel and enabling operation even in non-electrified sections.

[0008] A Traction system of a hydrogen-electric locomotive according to the present invention includes a hydrogen storage container configured to store gaseous hydrogen, a hydrogen fuel cell configured to generate electricity by receiving hydrogen supplied from the hydrogen storage container, a Traction battery configured to assist electrical energy produced by the hydrogen fuel cell, a converter configured to boost energy produced by the hydrogen fuel cell, a VVVF (Variable Voltage Variable Frequency) inverter configured to convert the boosted energy through the converter, a traction motor configured to move a railway vehicle by using energy transferred from the VVVF inverter, and an auxiliary power supply device configured to supply power required for the railway vehicle.

[0009] As the railway vehicle starts, the auxiliary power supply device supplies energy to onboard electrical equipment of the railway vehicle by using energy of the Traction battery.

[0010] The auxiliary power supply device supplies high-voltage alternating-current energy to cooling devices and hydraulic devices of the onboard electrical equipment of the railway vehicle.

[0011] As the hydrogen fuel cell starts, the hydrogen fuel cell produces direct-current energy and supplies the direct-current energy to the auxiliary power supply device, and supplies remaining energy to the Traction battery so that the Traction battery transitions to a charged state.

[0012] According to a motoring mode setting, the converter boosts the direct-current energy to a preset value, and the VVVF inverter drives the traction motor by using the boosted energy. When energy becomes insufficient as an output of the traction motor increases, energy stored in the Traction battery is supplied.

[0013] According to a coasting mode setting, energy generated from the hydrogen fuel cell is supplied to the auxiliary power supply device and the Traction battery.

[0014] According to a braking mode setting, energy generated from the hydrogen fuel cell is reduced to a preset minimum value, and kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and the converter, and the regenerative electrical energy is supplied to the auxiliary power supply device and the Traction battery.

[0015] An energy transfer method of a hydrogen-electric locomotive according to the present invention includes: (a) designing a Traction system of the hydrogen-electric locomotive; and (b) performing transfer of electrical energy according to a starting state, a stopping state, a motoring state, a coasting state, and a braking state.

[0016] The step (a) includes designing the Traction system including the hydrogen storage container configured to store gaseous hydrogen, the hydrogen fuel cell configured to generate electricity by receiving hydrogen supplied from the hydrogen storage container, the Traction battery configured to assist electrical energy produced by the hydrogen fuel cell, the converter configured to boost energy produced by the hydrogen fuel cell, the VVVF (Variable Voltage Variable Frequency) inverter configured to convert the boosted energy through the converter, the traction motor configured to move the railway vehicle by using energy transferred from the VVVF inverter, and the auxiliary power supply device configured to supply power required for the railway vehicle.

[0017] The step (b) includes, in the starting state, supplying energy to onboard electrical equipment of the railway vehicle by the auxiliary power supply device using energy of the Traction battery, wherein the auxiliary power supply device supplies high-voltage alternating-current energy to cooling devices and hydraulic devices of the onboard electrical equipment of the railway vehicle.

[0018] The step (b) includes, according to a setting of the stopping state, producing direct-current energy by the hydrogen fuel cell and supplying the direct-current energy to the auxiliary power supply device, and supplying remaining energy to the Traction battery so that the Traction battery transitions to the charged state.

[0019] The step (b) includes, according to a setting of the motoring state, boosting the direct-current energy to a preset value by the converter, driving the traction motor by the VVVF inverter using the boosted energy, and supplying energy stored in the Traction battery when energy becomes insufficient as an output of the traction motor increases.

[0020] The step (b) includes, according to a setting of the coasting state, supplying energy generated from the hydrogen fuel cell to the auxiliary power supply device and the Traction battery.

[0021] The step (b) includes, according to a setting of the braking state, reducing energy generated from the hydrogen fuel cell to a preset minimum value, converting kinetic energy generated from the traction motor into regenerative electrical energy through the VVVF inverter and the converter, and supplying the regenerative electrical energy to the auxiliary power supply device and the Traction battery.

[0022] According to the present invention, by using hydrogen electricity that generates only electricity and water through a chemical reaction of hydrogen and oxygen, harmful substances are not emitted unlike diesel-electric locomotives, and the hydrogen-electric locomotive enables clean operation even in urban areas with severe air pollution and in sections with strict environmental regulations. Thus, the present invention provides advantages in terms of environmental friendliness and carbon neutrality.

[0023] According to the present invention, the hydrogen-electric locomotive does not require an external power infrastructure, and therefore operation is possible even in sections that are not electrified, reducing electrification construction costs and improving economic efficiency. Thus, the present invention provides advantages in terms of flexibility in non-electrified sections.

[0024] According to the present invention, the hydrogen-electric locomotive efficiently uses energy through a hybrid system of a hydrogen fuel cell and a battery, and fuel costs may be reduced by using green hydrogen produced from renewable energy sources. Economic effects are provided through a reduction in fuel and maintenance costs, and long-term reductions in railway operation costs can be expected. Thus, the present invention provides advantages in terms of energy efficiency and economic viability.

[0025] The effects of the present invention are not limited to those described above, and other effects not mentioned herein will be clearly understood by those skilled in the art from the following description.BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG. 1 is a diagram illustrating a Traction system of a diesel-electric locomotive.

[0027] FIG. 2 is a diagram illustrating a Traction system of a general electric locomotive according to the related art.

[0028] FIG. 3 is a diagram illustrating a configuration of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0029] FIG. 4 is a diagram illustrating a Traction system of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0030] FIG. 5 is a diagram illustrating a starting state of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0031] FIG. 6 is a diagram illustrating a stopping state of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0032] FIG. 7 is a diagram illustrating a motoring state (forward traveling) of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0033] FIG. 8 is a diagram illustrating a coasting state of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0034] FIG. 9 is a diagram illustrating a braking state of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0035] FIG. 10 is a block diagram illustrating a computer system for implementing the method according to an embodiment of the present invention.DETAILED DESCRIPTION

[0036] The above-mentioned objects, other objects, advantages, and features of the present invention, and methods for achieving them will become apparent by referring to embodiments described in detail below together with the accompanying drawings.

[0037] However, the present invention is not limited to the embodiments disclosed below and may be implemented in various different forms. The embodiments are provided merely to allow those skilled in the art to easily understand the purpose, configuration, and effects of the present invention. The scope of the present invention is defined by the claims.

[0038] Meanwhile, terminology used in the present specification is for describing the embodiments and is not intended to limit the present invention. In the present specification, the singular forms include plural forms unless explicitly described otherwise. The terms “comprises” and / or “comprising,” as used herein, do not exclude the presence or addition of one or more other components, steps, operations, and / or elements.

[0039] Hereinafter, for a better understanding of the present invention, the background in which the present invention has been proposed will be described, followed by descriptions of embodiments of the present invention.

[0040] In general, locomotives of railway vehicles are classified into diesel-electric locomotives and electric locomotives. In a diesel-electric locomotive, alternating-current (AC) electrical energy is generated by driving a generator with a diesel engine, the AC electrical energy is converted into direct-current (DC) electrical energy through a rectifier, and the DC electrical energy drives an AC traction motor through a VVVF (Variable Voltage Variable Frequency) Traction inverter. An electric locomotive receives AC electrical energy through an overhead wire and drives an AC traction motor through a main transformer and a converter / inverter (CI).

[0041] A diesel-electric locomotive uses diesel fuel and generates harmful emissions. In particular, a large amount of carbon dioxide and nitrogen oxides is emitted, negatively affecting air quality and the environment. In addition, the diesel engine requires regular maintenance, and due to its complex structure, maintenance costs are high.

[0042] An electric locomotive necessarily requires external electric power and can operate only in electrified sections. Substation facilities required for electrification works result in increased initial installation costs. Further, stable power supply is essential, and operation may be disrupted in the event of a power outage or interruption of electric power supply.

[0043] The present invention has been proposed to solve the above-described problems, and provides a Traction system of a hydrogen-electric locomotive and an energy transfer method. The hydrogen-electric locomotive is a locomotive that operates in a manner different from diesel-electric locomotives and general electric locomotives according to the related art, and provides an alternative to diesel-electric locomotives and general electric locomotives by using a hydrogen-electric locomotive that employs hydrogen fuel cell technology to reduce environmental pollution caused by the use of diesel fuel and to enable operation even in non-electrified sections. According to an embodiment of the present invention, a sustainable railway vehicle capable of achieving carbon neutrality and energy efficiency, reducing dependence on external power supply, and operating stably in various operating environments may be provided.

[0044] FIG. 3 is a diagram illustrating a configuration of a hydrogen-electric locomotive according to an embodiment of the present invention. A hydrogen storage container (110) is disposed on an upper portion of the hydrogen-electric locomotive, and a six-axle CO-CO arrangement is used in order to increase traction (Traction force). As the number of axles of the locomotive increases, the grounding area becomes larger, and more Traction force can be delivered to the ground. This provides efficient Traction for heavy cargo or high-speed operation, and helps secure strong traction through friction with the track. To drive six axles, six Traction systems (100), each including a traction motor and a Traction control device, are required.

[0045] FIG. 4 is a diagram illustrating a Traction system of a hydrogen-electric locomotive according to an embodiment of the present invention. A Traction system disposed on each axle of the hydrogen-electric locomotive includes a hydrogen storage container (110), a hydrogen fuel cell (120), a Traction battery (130), a DC / DC converter (140), a VVVF inverter (150), an auxiliary power supply device (160), and a traction motor (170).

[0046] The hydrogen storage container (110) stores high-pressure gaseous hydrogen at a preset value of 700 bar.

[0047] The hydrogen fuel cell (120) generates electricity and water through a chemical reaction of hydrogen and oxygen.

[0048] The Traction battery (130) performs an auxiliary role for electrical energy produced by the hydrogen fuel cell (120).

[0049] The DC / DC converter (140) boosts direct-current electrical energy of 750 V produced by the hydrogen fuel cell (120) to 1,500 V DC.

[0050] The VVVF inverter (150) converts the 1,500 V DC energy into alternating-current energy and drives the traction motor (170).

[0051] The traction motor (170) converts the alternating-current energy transferred from the VVVF inverter (150) into kinetic energy to move the railway vehicle.

[0052] The auxiliary power supply device (160) supplies power required for the railway vehicle.

[0053] Hereinafter, an energy flow of the Traction system of the hydrogen-electric locomotive according to an embodiment of the present invention will be described. FIG. 5 is a diagram illustrating a starting state of a hydrogen-electric locomotive according to an embodiment of the present invention.

[0054] When an engineer starts the railway vehicle in the engine room of the hydrogen-electric locomotive, all onboard electrical equipment of the railway vehicle is activated by using low-voltage energy of a 100 V DC battery. When all onboard electrical equipment is activated with the low-voltage energy, the auxiliary power supply device (160) supplies low-voltage and high-voltage energy to the onboard electrical equipment of the railway vehicle by using energy of the Traction battery (130). Low-voltage 100 V DC supplied from the auxiliary power supply device (160) is connected to and charges the 100 V DC battery.

[0055] High-voltage 380 V AC energy is supplied to cooling devices of the onboard electrical equipment and hydraulic devices of the railway vehicle. When the hydrogen fuel cell (120) starts to operate, the railway vehicle enters a departure-ready state (stopping state).

[0056] FIG. 6 is a diagram illustrating a stopping state of a hydrogen-electric locomotive according to an embodiment of the present invention. When the hydrogen fuel cell (120) starts, hydrogen stored in the hydrogen storage container (110) at a high pressure of 700 bar is supplied to the hydrogen fuel cell (120) at a pressure of approximately 10 bar through a low-pressure regulator. The hydrogen fuel cell (120) produces direct-current energy of 750 V DC through a chemical reaction with oxygen. The 750 V DC energy is supplied to the auxiliary power supply device (160), and remaining energy is supplied to the Traction battery (130), thereby causing the Traction battery (130) to transition to a charged state.

[0057] FIG. 7 is a diagram illustrating a motoring state (forward traveling) of a hydrogen-electric locomotive according to an embodiment of the present invention. When the engineer sets a master controller to a motoring state (P1-P4) to move the railway vehicle, the DC / DC converter (140) boosts the 750 V DC energy to 1,500 V DC. The VVVF inverter (150) drives the traction motor (170) by using the boosted 1,500 V DC energy. When output of the traction motor (170) increases and the energy input to the VVVF inverter (150) becomes insufficient, energy stored in the Traction battery (130) is supplied.

[0058] FIG. 8 is a diagram illustrating a coasting state of a hydrogen-electric locomotive according to an embodiment of the present invention. When the engineer sets the master controller to a coasting state (N), energy generated from the hydrogen fuel cell (120) is supplied to the auxiliary power supply device (160) and the Traction battery (130).

[0059] FIG. 9 is a diagram illustrating a braking state of a hydrogen-electric locomotive according to an embodiment of the present invention. When the engineer sets the master controller to a braking state (B1-B7) to stop the railway vehicle, energy generated by the hydrogen fuel cell (120) is reduced to a minimum preset value, and kinetic energy generated from the traction motor (170) is converted into regenerative electrical energy through the VVVF inverter (150) and the DC / DC converter (140). The regenerative electrical energy is supplied to the auxiliary power supply device (160) and the Traction battery (130).

[0060] According to an embodiment of the present invention, the hydrogen-electric locomotive Traction system configuration may be applied, and it may also be applied to a hydrogen-electric hybrid system.

[0061] FIG. 10 is a block diagram illustrating a computer system for implementing the method according to an embodiment of the present invention.

[0062] An energy transfer method of a hydrogen-electric locomotive according to an embodiment of the present invention includes: (a) designing a Traction system of the hydrogen-electric locomotive; and (b) performing transfer of electrical energy according to a starting state, a stopping state, a motoring state, a coasting state, and a braking state.

[0063] The step (a) includes designing the Traction system including a hydrogen storage container configured to store gaseous hydrogen, a hydrogen fuel cell configured to generate electricity by receiving hydrogen supplied from the hydrogen storage container, a Traction battery configured to assist electrical energy produced by the hydrogen fuel cell, a converter configured to boost energy produced by the hydrogen fuel cell, a VVVF (Variable Voltage Variable Frequency) inverter configured to convert the boosted energy through the converter, a traction motor configured to move the railway vehicle by using energy transferred from the VVVF inverter, and an auxiliary power supply device configured to supply power required for the railway vehicle.

[0064] The step (b) includes, in the starting state, supplying energy to onboard electrical equipment of the railway vehicle by the auxiliary power supply device using energy of the Traction battery, wherein high-voltage alternating-current energy is supplied to cooling devices and hydraulic devices of the onboard electrical equipment of the railway vehicle.

[0065] The step (b) includes, according to a setting of the stopping state, producing direct-current energy by the hydrogen fuel cell and supplying the direct-current energy to the auxiliary power supply device, and supplying remaining energy to the Traction battery so that the Traction battery transitions to a charged state.

[0066] The step (b) includes, according to a setting of the motoring state, boosting the direct-current energy to a preset value by the converter, driving the traction motor by the VVVF inverter using the boosted energy, and supplying energy stored in the Traction battery when energy becomes insufficient as an output of the traction motor increases.

[0067] The step (b) includes, according to a setting of the coasting state, supplying energy generated from the hydrogen fuel cell to the auxiliary power supply device and the Traction battery.

[0068] The step (b) includes, according to a setting of the braking state, reducing energy generated from the hydrogen fuel cell to a minimum preset value, converting kinetic energy generated from the traction motor into regenerative electrical energy through the VVVF inverter and the converter, and supplying the regenerative electrical energy to the auxiliary power supply device and the Traction battery.

[0069] Referring to FIG. 10, a computer system (1300) may include at least one of a processor (1310), a memory (1330), an input interface device (1350), an output interface device (1360), and a storage device (1340), which communicate with one another through a bus (1370). The computer system (1300) may further include a communication device (1320) coupled to a network. The processor (1310) may be a central processing unit (CPU) or a semiconductor device configured to execute instructions stored in the memory (1330) or the storage device (1340). The memory (1330) and the storage device (1340) may include various types of volatile or non-volatile storage media. For example, the memory may include a read-only memory (ROM) and a random access memory (RAM). In the embodiments of the present disclosure, the memory may be located inside or outside the processor, and the memory may be connected to the processor through various means known in the art. The memory is a volatile or non-volatile storage medium and may include, for example, a read-only memory (ROM) or a random access memory (RAM).

[0070] Accordingly, embodiments of the present invention may be implemented as a computer-implemented method or as a non-transitory computer-readable medium on which computer-executable instructions are stored. In one embodiment, when executed by the processor, the computer-readable instructions may perform the method according to at least one aspect of the present disclosure.

[0071] The communication device (1320) may transmit or receive wired signals or wireless signals.

[0072] In addition, the method according to the embodiment of the present invention may be implemented in the form of program instructions that may be performed through various computer means, and may be recorded on a computer-readable medium.

[0073] The computer-readable medium may include program instructions, data files, data structures, or combinations thereof. The program instructions recorded on the computer-readable medium may be specially designed and configured for the embodiments of the present invention, or may be those known and available to those skilled in the field of computer software. The computer-readable recording medium may include hardware devices configured to store and execute program instructions. For example, the computer-readable recording medium may include magnetic media such as a hard disk, a floppy disk, and magnetic tape, optical media such as a CD-ROM and a DVD, magneto-optical media such as a floptical disk, and ROM, RAM, flash memory, and the like. The program instructions may include machine language code generated by a compiler as well as high-level language code that can be executed by a computer through an interpreter or the like.

[0074] Although embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto. Various modifications and improved forms by those skilled in the art using the basic concept of the present invention defined in the following claims also fall within the scope of the present invention.Mode for Carrying Out the Invention

[0075] The mode for carrying out the invention is the same as the best mode for carrying out the invention described above.Industrial Applicability

[0076] The present invention is applicable to industries related to hydrogen-electric locomotives.

Claims

1. A Traction system of a hydrogen-electric locomotive, comprising:a hydrogen storage container configured to store gaseous hydrogen;a hydrogen fuel cell configured to generate electricity by receiving hydrogen supplied from the hydrogen storage container;a Traction battery configured to assist electrical energy produced by the hydrogen fuel cell;a converter configured to boost energy produced from the hydrogen fuel cell;a VVVF (Variable Voltage Variable Frequency) inverter configured to convert the energy boosted by the converter;a traction motor configured to move a railway vehicle by using energy transferred from the VVVF inverter; andan auxiliary power supply device configured to supply power required for the railway vehicle.

2. The Traction system of claim 1,wherein, as the railway vehicle starts, the auxiliary power supply device supplies energy to onboard electrical equipment of the railway vehicle by using energy of the Traction battery.

3. The Traction system of claim 2,wherein the auxiliary power supply device supplies high-voltage alternating-current energy to cooling devices and hydraulic devices of onboard electrical equipment of the railway vehicle.

4. The Traction system of claim 1,wherein, as the hydrogen fuel cell starts, the hydrogen fuel cell produces direct-current energy and supplies the direct-current energy to the auxiliary power supply device, and supplies remaining energy to the Traction battery so that the Traction battery transitions to a charged state.

5. The Traction system of claim 4,wherein, according to a motoring state setting, the converter boosts the direct-current energy to a preset value, and the VVVF inverter drives the traction motor by using the boosted energy.

6. The Traction system of claim 5,wherein, when energy becomes insufficient as an output of the traction motor increases, energy stored in the Traction battery is supplied.

7. The Traction system of claim 4,wherein, according to a coasting state setting, energy generated from the hydrogen fuel cell is supplied to the auxiliary power supply device and the Traction battery.

8. The Traction system of claim 4,wherein, according to a braking state setting, energy generated from the hydrogen fuel cell is reduced to a minimum preset value, kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and the converter, and the regenerative electrical energy is supplied to the auxiliary power supply device and the Traction battery.

9. An energy transfer method of a hydrogen-electric locomotive performed by a Traction system of the hydrogen-electric locomotive, comprising:(a) designing the Traction system of the hydrogen-electric locomotive; and(b) performing transfer of electrical energy according to a starting state, a stopping state, a motoring state, a coasting state, and a braking state.

10. The method of claim 9,wherein the step (a) includes designing the Traction system including a hydrogen storage container configured to store gaseous hydrogen, a hydrogen fuel cell configured to generate electricity by receiving hydrogen supplied from the hydrogen storage container, a Traction battery configured to assist electrical energy produced by the hydrogen fuel cell, a converter configured to boost energy produced from the hydrogen fuel cell, a VVVF (Variable Voltage Variable Frequency) inverter configured to convert the energy boosted by the converter, a traction motor configured to move the railway vehicle by using energy transferred from the VVVF inverter, and an auxiliary power supply device configured to supply power required for the railway vehicle.

11. The method of claim 10,wherein the step (b) includes, in the starting state, supplying energy to onboard electrical equipment of the railway vehicle by the auxiliary power supply device using energy of the Traction battery, and supplying high-voltage alternating-current energy to cooling devices and hydraulic devices of the onboard electrical equipment of the railway vehicle.

12. The method of claim 10,wherein the step (b) includes, according to a setting of the stopping state, producing direct-current energy by the hydrogen fuel cell and supplying the direct-current energy to the auxiliary power supply device, and supplying remaining energy to the Traction battery so that the Traction battery transitions to a charged state.

13. The method of claim 10,wherein the step (b) includes, according to a setting of the motoring state, boosting the direct-current energy to a preset value by the converter, driving the traction motor by the VVVF inverter using the boosted energy, and supplying energy stored in the Traction battery when energy becomes insufficient as an output of the traction motor increases.

14. The method of claim 10,wherein the step (b) includes, according to a setting of the coasting state, supplying energy generated from the hydrogen fuel cell to the auxiliary power supply device and the Traction battery.

15. The method of claim 10,wherein the step (b) includes, according to a setting of the braking state, reducing energy generated from the hydrogen fuel cell to a minimum preset value, converting kinetic energy generated from the traction motor into regenerative electrical energy through the VVVF inverter and the converter, and supplying the regenerative electrical energy to the auxiliary power supply device and the Traction battery.

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