Propulsion system and energy transfer method of hydrogen electric locomotive

Abstract

The present invention relates to a propulsion system and energy transfer method of a hydrogen electric locomotive. The propulsion system of a hydrogen electric locomotive according to the present invention comprises: a hydrogen storage container for storing gaseous hydrogen; a hydrogen fuel cell for receiving hydrogen from the hydrogen storage container and generating electricity; a propulsion battery for supplementing electric energy produced by the hydrogen fuel cell; a converter for boosting the energy produced by the hydrogen fuel cell; a variable voltage variable frequency (VVVF) inverter for converting the energy boosted by the converter; a traction motor for moving a railway vehicle by using the energy received from the VVVF inverter; and an auxiliary power supply device for supplying power necessary for the railway vehicle.

Description

Propulsion system and energy transfer method of a hydrogen electric locomotive

[0001] The present invention relates to a propulsion system and an energy transfer method for a hydrogen electric locomotive.

[0002] According to conventional technology, locomotives operated domestically can be classified into diesel-electric locomotives and electric locomotives, and Fig. 1 illustrates the propulsion system of a diesel-electric locomotive. A diesel-electric locomotive is a structure that combines a diesel engine and an electric drive system, and consists of a diesel engine, a generator, a rectifier, a VVVF propulsion inverter, and a traction motor. In a diesel-electric locomotive, when the diesel engine burns diesel fuel to generate rotational motion, this rotational motion is transmitted to the generator. The generator produces alternating current (AC) electrical energy through the rotational motion, and this AC power is converted into direct current (DC) electrical energy through a rectifier. The converted DC power is transmitted to the traction motor through the VVVF propulsion inverter to drive the wheels of the railway vehicle. At this time, the speed and output of the diesel-electric locomotive are regulated through a control device.

[0003] Figure 2 illustrates a propulsion system of a conventional electric locomotive according to the prior art. A conventional electric locomotive is a system that receives electricity directly from an external power source and applies it to the propulsion system, and consists of a current collection device (pantograph), a main transformer, a CI (Converter / Inverter), and a traction motor. The electric locomotive receives high-voltage AC electrical energy through an overhead line, utilizing a current collection device (pantograph) for this purpose. The supplied high-voltage AC electrical energy is converted into low-voltage AC electrical energy through the main transformer and then converted into power of variable frequency and voltage through the CI. The low-voltage AC electrical energy is converted into direct current electrical energy through the converter and then converted into AC electrical energy of variable frequency through the inverter. The converted AC electrical energy is supplied to the traction motor to drive the wheels of the railway vehicle. At this time, the speed and output of the electric locomotive are regulated through a control device.

[0004] Diesel-electric locomotives have the disadvantage of high operating costs due to the use of diesel fuel and lower energy efficiency compared to electric locomotives. The combustion of diesel fuel generates harmful emissions, such as greenhouse gases, which have a negative impact on the environment, and also causes adverse effects on the surrounding environment through noise and vibration. Furthermore, diesel engines require regular maintenance, and maintenance costs are high due to their complex structure.

[0005] Electric locomotives can only operate on sections where power supply infrastructure has been established, so their use is restricted in non-electrified areas. Furthermore, constructing infrastructure such as overhead lines and substations for electrification incurs high initial installation costs, and electric locomotives cannot operate if power supply is interrupted due to blackouts or natural disasters. Maintenance also incurs significant costs as it must be carried out in conjunction with the power supply infrastructure.

[0006] The present invention is proposed to solve the aforementioned problems and aims to provide a propulsion system and an energy transfer method for a hydrogen electric locomotive that reduces environmental pollution caused by the use of diesel fuel and enables operation even in non-electrified sections.

[0007] The propulsion system of a hydrogen electric locomotive according to the present invention comprises a hydrogen storage container for storing gaseous hydrogen, a hydrogen fuel cell that generates electricity by receiving hydrogen from the hydrogen storage container, a propulsion battery that assists the electrical energy produced by the hydrogen fuel cell, a converter that boosts the energy produced by the hydrogen fuel cell, a VVVF (Variable Voltage Variable Frequency) inverter that converts the energy boosted by the converter, a traction motor that moves the railway vehicle using the energy received from the VVVF inverter, and an auxiliary power supply unit that supplies power required for the railway vehicle.

[0008] As the above railway vehicle is started, the above auxiliary power supply unit supplies energy to the railway vehicle's electrical components using the energy of the above propulsion battery.

[0009] The above auxiliary power supply unit supplies high-voltage alternating current energy to the cooling device and hydraulic device of the above railway vehicle electrical components.

[0010] As the above hydrogen fuel cell is started, the hydrogen fuel cell produces direct current energy and supplies it to the auxiliary power supply unit, and supplies the remaining energy after supply to the propulsion battery, thereby changing the propulsion battery to a charged state.

[0011] Depending on the reverse state setting, the converter steps up the DC energy to a preset value, and the VVVF inverter uses the stepped-up energy to drive the traction motor. If energy becomes insufficient due to the increase in the output of the traction motor, energy stored in the propulsion battery is supplied.

[0012] Depending on the coasting state setting, the energy generated from the hydrogen fuel cell is supplied to the auxiliary power supply and the propulsion battery.

[0013] Depending on the braking state setting, the energy generated from the hydrogen fuel cell is reduced to a preset minimum value, and the kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and converter, and the regenerative electrical energy is supplied to the auxiliary power supply and the propulsion battery.

[0014] The energy transfer method for a hydrogen electric locomotive according to the present invention comprises (a) a step of designing a propulsion system of a hydrogen electric locomotive and (b) a step of performing electric energy transfer according to a starting state, a stopping state, a reverse state, a coasting state, and a braking state.

[0015] Step (a) above designs a propulsion system comprising: a hydrogen storage container for storing gaseous hydrogen; a hydrogen fuel cell that generates electricity by receiving hydrogen from the hydrogen storage container; a propulsion battery that assists the electrical energy produced by the hydrogen fuel cell; a converter that boosts the energy produced by the hydrogen fuel cell; a VVVF (Variable Voltage Variable Frequency) inverter that converts the energy boosted by the converter; a traction motor that moves a railway vehicle using the energy received from the VVVF inverter; and an auxiliary power supply unit that supplies power required for the railway vehicle.

[0016] In the above step (b), in the above starting state, the auxiliary power supply unit supplies energy to the railway vehicle electrical components using the energy of the propulsion battery, and supplies high-voltage alternating current energy to the cooling device and hydraulic device of the railway vehicle electrical components.

[0017] In step (b) above, depending on the setting of the stationary state, the hydrogen fuel cell produces direct current energy and supplies it to the auxiliary power supply, and supplies the remaining energy after supply to the propulsion battery, thereby changing the propulsion battery to a charged state.

[0018] In step (b) above, according to the setting of the reverse state, the converter boosts the DC energy to a preset value, the VVVF inverter drives the traction motor using the boosted energy, and if energy becomes insufficient due to the increase in the output of the traction motor, the energy stored in the propulsion battery is supplied.

[0019] In stage (b), energy generated from the hydrogen fuel cell is supplied to the auxiliary power supply and the propulsion battery according to the setting of the above-mentioned propulsion state.

[0020] In step (b) above, depending on the setting of the braking state, the energy generated from the hydrogen fuel cell is reduced to a preset minimum value, the kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and converter, and the regenerative electrical energy is supplied to the auxiliary power supply and the propulsion battery.

[0021] According to the present invention, by using hydrogen electricity that generates only electricity and water through a chemical reaction between hydrogen and oxygen, it does not emit harmful substances unlike diesel-electric locomotives and has advantages in terms of environmental friendliness and carbon neutrality, enabling clean operation even in urban areas with severe air pollution and sections with strict environmental regulations.

[0022] According to the present invention, since the hydrogen electric locomotive does not require external power infrastructure, it can operate even in non-electrified sections, thereby reducing electrification construction costs and increasing economic efficiency, thus offering advantages in terms of flexibility in non-electrified sections.

[0023] According to the present invention, the hydrogen electric locomotive efficiently utilizes energy through a hydrogen fuel cell and battery hybrid system, and can lower fuel costs by using green hydrogen produced from renewable energy sources. It offers economic benefits through reduced fuel and maintenance costs, and allows for the expectation of reduced railway operating costs in the long term, thus providing advantages in terms of energy efficiency and economic feasibility.

[0024] The effects of the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description below.

[0025] Figure 1 illustrates the propulsion system of a diesel-electric locomotive.

[0026] FIG. 2 illustrates a propulsion system of a general electric locomotive according to the prior art.

[0027] FIG. 3 illustrates the configuration of a hydrogen electric locomotive according to an embodiment of the present invention.

[0028] FIG. 4 illustrates a propulsion system of a hydrogen electric locomotive according to an embodiment of the present invention.

[0029] FIG. 5 illustrates the starting state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0030] FIG. 6 illustrates the stopped state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0031] FIG. 7 illustrates the reverse state (forward) of a hydrogen electric locomotive according to an embodiment of the present invention.

[0032] FIG. 8 illustrates the coasting state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0033] FIG. 9 illustrates the braking state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0034] FIG. 10 is a block diagram showing a computer system for implementing a method according to an embodiment of the present invention.

[0035] The aforementioned objectives of the present invention, as well as other objectives, advantages, and features, and the methods for achieving them, will become clear from the embodiments described in detail below together with the accompanying drawings.

[0036] However, the present invention is not limited to the embodiments disclosed below but can be implemented in various different forms, and the following embodiments are provided merely to easily inform those skilled in the art of the purpose, structure, and effects of the invention, and the scope of the present invention is defined by the description in the claims.

[0037] Meanwhile, the terms used in this specification are for describing the embodiments and are not intended to limit the invention. In this specification, the singular form includes the plural form unless specifically stated otherwise in the text. As used in this specification, "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components, steps, actions, and / or elements to the mentioned components, steps, actions, and / or elements.

[0038] In order to assist those skilled in the art in understanding, the background of the proposed invention will be explained below, and embodiments of the invention will be described.

[0039] Generally, railway locomotives are classified into diesel-electric locomotives and electric locomotives. Diesel-electric locomotives operate by driving a generator with a diesel engine to generate alternating current (AC) energy, converting this AC energy into direct current (DC) energy through a rectifier, and then driving AC traction motors using a Variable Voltage Variable Frequency (VVVF) propulsion inverter. Electric locomotives operate by receiving AC energy through overhead lines and driving AC traction motors using a main transformer and a Converter / Inverter (CI).

[0040] Diesel-electric locomotives use diesel fuel and generate harmful emissions; in particular, they produce high levels of carbon dioxide and nitrogen oxides, negatively impacting air pollution and the environment. Additionally, diesel engines require regular maintenance, and their complex structure results in high maintenance costs.

[0041] Since electric locomotives require external power, they can only operate on electrified sections, and the substation equipment necessary for electrification increases initial installation costs. Furthermore, a stable power supply is essential, so power outages or interruptions cause operational disruptions.

[0042] The present invention is proposed to solve the aforementioned problems and proposes a propulsion system and an energy transfer method for a hydrogen electric locomotive. The hydrogen electric locomotive is a type of locomotive distinct from conventional diesel-electric locomotives and general electric locomotives. By utilizing hydrogen fuel cell technology, the invention reduces environmental pollution caused by the use of diesel fuel and enables operation even in non-electrified sections, thereby presenting an alternative to diesel-electric locomotives and general electric locomotives. According to an embodiment of the present invention, it is possible to provide a sustainable railway vehicle capable of stable operation in various operating environments by achieving carbon neutrality and energy efficiency and reducing dependence on power supply.

[0043] FIG. 3 illustrates the configuration of a hydrogen electric locomotive according to an embodiment of the present invention.

[0044] A hydrogen storage container (110) is placed on the upper part of the hydrogen electric locomotive, and a 6-axle CO-CO system is used to increase traction (propulsion). As the number of axles of the locomotive increases, the contact area with the ground widens, allowing more propulsion to be transmitted to the ground. This provides efficient propulsion for heavy cargo or high-speed driving and helps secure strong traction through friction with the tracks. To drive the 6 axles, 6 propulsion systems (100, including traction motors and propulsion control devices) are required.

[0045] FIG. 4 illustrates a propulsion system of a hydrogen electric locomotive according to an embodiment of the present invention.

[0046] The propulsion system positioned on each axle of the hydrogen electric locomotive includes a hydrogen storage container (110), a hydrogen fuel cell (120), a propulsion battery (130), a DC / DC converter (140), a VVVVF inverter (150), an auxiliary power unit (160), and a traction motor (170).

[0047] The hydrogen storage container (110) stores high-pressure gaseous hydrogen at a preset value (700 bar).

[0048] A hydrogen fuel cell (120) generates electricity and water through a chemical reaction between hydrogen and oxygen.

[0049] The propulsion battery (130) serves as an auxiliary to the electric energy produced from the hydrogen fuel cell (120).

[0050] The DC / DC converter (140) increases the DC 750V electrical energy produced from the hydrogen fuel cell (120) to DC 1,500V.

[0051] The VVVF inverter (150) converts 1,500V DC energy into AC energy to drive the traction motor (170).

[0052] The traction motor (170) converts alternating current energy received from the VVVF inverter (150) into kinetic energy to move the railway vehicle.

[0053] The auxiliary power supply unit (160) supplies power required for the railway vehicle.

[0054] Hereinafter, the energy flow of a hydrogen electric locomotive propulsion system according to an embodiment of the present invention is described. FIG. 5 illustrates the starting state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0055] When the engineer starts the railway vehicle from the engine room of the hydrogen electric locomotive, all electrical components of the railway vehicle are started using the energy (low voltage) of the 100V DC battery.

[0056] When all electrical components are started with low-voltage energy, the auxiliary power supply unit (160) supplies low-voltage and high-voltage energy to the electrical components of the railway vehicle using the energy of the propulsion battery (130). The low-voltage DC 100V supplied from the auxiliary power supply unit (160) is connected to a DC 100V battery to charge it.

[0057] High voltage AC 380V energy is supplied to the cooling device of the electrical components, the hydraulic device of the railway vehicle, etc., and when the hydrogen fuel cell (120) starts operating, it becomes ready to start (stopped state).

[0058] FIG. 6 illustrates the stopped state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0059] When the hydrogen fuel cell (120) is started, hydrogen stored in the gaseous hydrogen storage container (110) at a high pressure of 700 bar is supplied to the hydrogen fuel cell (120) at a pressure of about 10 bar through a low-pressure regulator. The hydrogen fuel cell (120) produces 750V DC energy through a chemical reaction with oxygen. The 750V DC energy is supplied to the auxiliary power supply unit (160), and the remaining energy is supplied to the propulsion battery (130), causing the propulsion battery (130) to change to a charged state.

[0060] FIG. 7 illustrates the reverse state (forward) of a hydrogen electric locomotive according to an embodiment of the present invention.

[0061] When the driver sets the master controller to the reverse state (P1~P4) to move the railway vehicle, the DC / DC converter (140) increases the DC 750V energy to DC 1,500V.

[0062] The VVVF inverter (150) uses boosted DC 1,500V energy to drive the traction motor (170).

[0063] When the output of the traction motor (170) increases and the energy input to the VVVF inverter (150) is insufficient, the energy stored in the propulsion battery (130) is supplied.

[0064] FIG. 8 illustrates the coasting state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0065] The engineer sets the master controller to the coasting state (N), and the energy generated from the hydrogen fuel cell (120) is supplied to the auxiliary power supply unit (160) and the propulsion battery (130).

[0066] FIG. 9 illustrates the braking state of a hydrogen electric locomotive according to an embodiment of the present invention.

[0067] When the driver sets the master controller to a braking state (B1~B7) to stop the railway vehicle, the energy generated from the hydrogen fuel cell (120) is reduced to a minimum, and the 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 unit (160) and the propulsion battery (130).

[0068] According to an embodiment of the present invention, it is applicable to the configuration of a hydrogen electric locomotive propulsion system and to a hydrogen electric hybrid system.

[0069] FIG. 10 is a block diagram showing a computer system for implementing a method according to an embodiment of the present invention.

[0070] An energy transfer method for a hydrogen electric locomotive according to an embodiment of the present invention includes (a) a step of designing a propulsion system for a hydrogen electric locomotive and (b) a step of performing electric energy transfer according to a starting state, a stopping state, a reverse state, a coasting state, and a braking state.

[0071] Step (a) above designs a propulsion system comprising: a hydrogen storage container for storing gaseous hydrogen; a hydrogen fuel cell that generates electricity by receiving hydrogen from the hydrogen storage container; a propulsion battery that assists the electrical energy produced by the hydrogen fuel cell; a converter that boosts the energy produced by the hydrogen fuel cell; a VVVF (Variable Voltage Variable Frequency) inverter that converts the energy boosted by the converter; a traction motor that moves a railway vehicle using the energy received from the VVVF inverter; and an auxiliary power supply unit that supplies power required for the railway vehicle.

[0072] In the above step (b), in the above starting state, the auxiliary power supply unit supplies energy to the railway vehicle electrical components using the energy of the propulsion battery, and supplies high-voltage alternating current energy to the cooling device and hydraulic device of the railway vehicle electrical components.

[0073] In step (b) above, depending on the setting of the stationary state, the hydrogen fuel cell produces direct current energy and supplies it to the auxiliary power supply, and supplies the remaining energy after supply to the propulsion battery, thereby changing the propulsion battery to a charged state.

[0074] In step (b) above, according to the setting of the reverse state, the converter boosts the DC energy to a preset value, the VVVF inverter drives the traction motor using the boosted energy, and if energy becomes insufficient due to the increase in the output of the traction motor, the energy stored in the propulsion battery is supplied.

[0075] In stage (b), energy generated from the hydrogen fuel cell is supplied to the auxiliary power supply and the propulsion battery according to the setting of the above-mentioned propulsion state.

[0076] In step (b) above, depending on the setting of the braking state, the energy generated from the hydrogen fuel cell is reduced to a preset minimum value, the kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and converter, and the regenerative electrical energy is supplied to the auxiliary power supply and the propulsion battery.

[0077] Referring to FIG. 10, a computer system (1300) may include at least one of a processor (1313), memory (1330), an input interface device (1350), an output interface device (1360), and a storage device (1340) that communicate via a bus (1370). The computer system (1300) may also include a communication device (1320) coupled to a network. The processor (1310) may be a central processing unit (CPU) or a semiconductor device that executes instructions stored in memory (1330) or storage device (1340). Memory (1330) and storage device (1340) may include various forms of volatile or non-volatile storage media. For example, memory may include read-only memory (ROM) and random access memory (RAM). In the embodiments of this description, memory may be located inside or outside the processor, and memory may be connected to the processor through various known means. Memory is a volatile or non-volatile storage medium of various forms, and for example, memory may include read-only memory (ROM) or random access memory (RAM).

[0078] Accordingly, embodiments of the present invention may be implemented as a method implemented on a computer or as a non-transient computer-readable medium storing computer-executable instructions. In one embodiment, when executed by a processor, the computer-readable instructions may perform a method according to at least one aspect of the present description.

[0079] The communication device (1320) can transmit or receive wired or wireless signals.

[0080] In addition, the method according to an embodiment of the present invention may be implemented in the form of program instructions that can be executed through various computer means and may be recorded on a computer-readable medium.

[0081] The above computer-readable medium may include program instructions, data files, data structures, etc., either individually or in combination. The program instructions recorded on the computer-readable medium may be specially designed and configured for embodiments of the present invention, or they may be known and available to a person skilled in the art of computer software. The computer-readable recording medium may include a hardware device configured to store and execute program instructions. For example, the computer-readable recording medium may be magnetic media such as hard disks, floppy disks, and magnetic tapes; optical recording media such as CD-ROMs and DVDs; magneto-optical media such as floptical disks; ROM; RAM; flash memory, etc. The program instructions may include not only machine code, such as that generated by a compiler, but also high-level language code that can be executed by a computer through an interpreter, etc.

[0082] Although embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements by those skilled in the art using the basic concept of the present invention as defined in the following claims also fall within the scope of the present invention.

[0083] The mode for carrying out the invention is the same as the best mode for carrying out the invention described above.

[0084] The present invention can be used in industries related to hydrogen electric locomotives.

Claims

1. A hydrogen storage container for storing gaseous hydrogen; A hydrogen fuel cell that generates electricity by receiving hydrogen from the above-mentioned hydrogen storage container; A propulsion battery that supplements the electrical energy produced from the above hydrogen fuel cell; A converter that boosts the energy produced from the above hydrogen fuel cell; A VVVF (Variable Voltage Variable Frequency) inverter that converts energy boosted by the above converter; A traction motor that moves a railway vehicle using energy received from the above VVVF inverter; and An auxiliary power supply unit that supplies the power required for the above railway vehicle A propulsion system for a hydrogen electric locomotive including 2. In Paragraph 1, As the above railway vehicle is started, the above auxiliary power supply unit supplies energy to the railway vehicle's electrical components using the energy of the above propulsion battery. Propulsion system of a hydrogen electric locomotive.

3. In Paragraph 2, The above auxiliary power supply supplies high-voltage alternating current energy to the cooling device and hydraulic device of the above railway vehicle electrical components. Propulsion system of a hydrogen electric locomotive.

4. In Paragraph 1, As the hydrogen fuel cell is started, the hydrogen fuel cell produces direct current energy and supplies it to the auxiliary power supply, and supplies the remaining energy after supply to the propulsion battery, thereby changing the propulsion battery to a charged state. Propulsion system of a hydrogen electric locomotive.

5. In Paragraph 4, According to the reverse state setting, the converter steps up the DC energy to a preset value, and the VVVF inverter uses the stepped-up energy to drive the traction motor. Propulsion system of a hydrogen electric locomotive.

6. In Paragraph 5, When energy becomes insufficient due to an increase in the output of the above-mentioned traction motor, the energy stored in the above-mentioned propulsion battery is supplied. Propulsion system of a hydrogen electric locomotive.

7. In Paragraph 4, Depending on the coasting state setting, the energy generated from the hydrogen fuel cell is supplied to the auxiliary power supply and the propulsion battery. Propulsion system of a hydrogen electric locomotive.

8. In Paragraph 4, Depending on the braking state setting, the energy generated from the hydrogen fuel cell is reduced to a preset minimum value, the kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and converter, and the regenerative electrical energy is supplied to the auxiliary power supply and propulsion battery. Propulsion system of a hydrogen electric locomotive.

9. In a method of energy transfer for a hydrogen electric locomotive performed by a propulsion system of a hydrogen electric locomotive, (a) a step of designing a propulsion system for a hydrogen electric locomotive; and (b) A step of performing electrical energy transfer according to the starting state, stopping state, reverse state, coasting state, and braking state Energy transfer method of a hydrogen electric locomotive including 10. In Paragraph 9, The above step (a) involves designing a propulsion system comprising: a hydrogen storage container for storing gaseous hydrogen; a hydrogen fuel cell that generates electricity by receiving hydrogen from the hydrogen storage container; a propulsion battery that assists the electrical energy produced by the hydrogen fuel cell; a converter that boosts the energy produced by the hydrogen fuel cell; a VVVF (Variable Voltage Variable Frequency) inverter that converts the energy boosted by the converter; a traction motor that moves a railway vehicle using the energy received from the VVVF inverter; and an auxiliary power supply unit that supplies power required for the railway vehicle. Energy transfer method of a hydrogen electric locomotive.

11. In Paragraph 10, Step (b) above, in the above operating state, the auxiliary power supply unit supplies energy to the railway vehicle electrical components using the energy of the propulsion battery, and supplies high-voltage AC energy to the cooling device and hydraulic device of the railway vehicle electrical components. Energy transfer method of a hydrogen electric locomotive.

12. In Paragraph 10, Step (b) above involves, depending on the setting of the stationary state, the hydrogen fuel cell producing direct current energy and supplying it to the auxiliary power supply, and supplying the remaining energy after supply to the propulsion battery so that the propulsion battery changes to a charged state. Energy transfer method of a hydrogen electric locomotive.

13. In Paragraph 10, In step (b) above, according to the setting of the reverse state, the converter boosts the DC energy to a preset value, the VVVF inverter drives the traction motor using the boosted energy, and when energy becomes insufficient due to the increase in the output of the traction motor, the energy stored in the propulsion battery is supplied. Energy transfer method of a hydrogen electric locomotive.

14. In Paragraph 10, Stage (b) involves supplying energy generated from the hydrogen fuel cell to the auxiliary power supply and propulsion battery according to the setting of the above-mentioned propulsion state. Energy transfer method of a hydrogen electric locomotive.

15. In Paragraph 10, Step (b) above, depending on the setting of the braking state, the energy generated from the hydrogen fuel cell is reduced to a preset minimum value, the kinetic energy generated from the traction motor is converted into regenerative electrical energy through the VVVF inverter and converter, and the regenerative electrical energy is supplied to the auxiliary power supply and propulsion battery. Energy transfer method of a hydrogen electric locomotive.

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