KR102641146B1 - Electrical precision safety diagnosis system for railway power facilities - Google Patents

Abstract

The present invention relates to a precision electrical safety diagnosis system for railway power facilities. More specifically, it receives the catenary voltage and current from the overhead line and then sends these signals to a power analyzer and signal converter, and uses the power analyzer to determine the amount of power and power factor. , the results of the effective value and harmonic content are provided as instantaneous values through a signal converter, and information on speed and location is input into a computer to accurately monitor the section where a breakdown or broken line occurred, and each railway It improves control efficiency by providing integrated management by providing trays, rack guides, and rack fixing plates to distribute the computers used for vehicle monitoring and control. In particular, in the event of a fire, it quickly participates in the initial suppression to prevent the server room from burning down. This is about an improved electrical precision safety diagnosis system for railway power facilities to prevent safety accidents and minimize economic losses.

Description

Electrical precision safety diagnosis system for railway power facilities}

The present invention relates to a precision electrical safety diagnosis system for railway power facilities. More specifically, it receives the catenary voltage and current from the overhead line and then sends these signals to a power analyzer and signal converter, and uses the power analyzer to determine the amount of power and power factor. , the results of the effective value and harmonic content are provided as instantaneous values through a signal converter, and information on speed and location is input into a computer to accurately monitor the section where a breakdown or broken line occurred, and each railway It improves control efficiency by providing integrated management by providing trays, rack guides, and rack fixing plates to distribute the computers used for vehicle monitoring and control. In particular, in the event of a fire, it quickly participates in the initial suppression to prevent the server room from burning down. This is about an improved electrical precision safety diagnosis system for railway power facilities to prevent safety accidents and minimize economic losses.

Generally, 154,000V electricity is supplied from the KEPCO substation through the transmission line, and the substation converts it to 25,000V required for electric railway vehicles and supplies it to the line.

Therefore, one of the important things for the safe operation of electric railway vehicles and urban railway vehicles is stable power supply.

In other words, it is very important to check whether the pantograph is receiving a stable supply of power from overhead lines installed on the ground.

Therefore, if a disconnection occurs due to unstable power supply, the power supply must be monitored because serious failure or deterioration of electrical components can rapidly progress.

However, although it is necessary to check whether power is being supplied smoothly to the electric railway vehicle, conventionally only data on one side of the tram line is obtained using only a laptop, so information on the instantaneous value is not received and the speed of the railway vehicle is controlled. I was unable to find any data on the phase during one cycle used when performing a process, or the phase angle when passing the "0" point in that phase.

In other words, conventionally, when measuring the power amount of an electric railway vehicle, data on overhead line voltage and current were received and passed through a power analyzer to obtain the power amount, power factor, effective value, etc.

However, since conventional measurements were made using effective values, it is not possible to obtain any test data on the phenomenon of power changes for a short period of time, such as in a double line due to slight grooves in the rail, as well as the speed or position of the railroad car at that time. Even if a malfunction occurs due to not receiving information about the problem, the exact cause cannot be found and there is no way to know which part needs to be fixed and how to fix it.

Republic of Korea Patent Registration No. 10-0651193 (2006-11-22), Electric railway vehicle power supply monitoring system Republic of Korea Patent Registration No. 10-0612428 (2006-08-07), Switching element diagnostic control circuit of railway signal relay Republic of Korea Patent Registration No. 10-2434152 (2022-08-16), Electric railway power facility monitoring device

The present invention was created to solve various problems in the prior art as described above. After receiving the catenary voltage and current from the overhead line, these signals are sent to a power analyzer and a signal converter, and the power amount is measured through the power analyzer. , the results of power factor, effective value, and harmonic content are provided as instantaneous values through a signal converter, and information on speed and location is input into a computer to accurately monitor the section where a fault or broken line occurred. Control efficiency is improved by integrated management by providing trays, rack guides, and rack fixing plates to distribute the computers used for monitoring and control of each railway vehicle. In particular, in the event of a fire, it quickly participates in the initial suppression to ensure that the server room is completely destroyed. The main purpose is to provide an improved electrical precision safety diagnosis system for railway power facilities to prevent safety accidents and minimize economic losses.

The present invention is a means for achieving the above object, and includes a speed sensor (1) installed on a wheel and generating a pulse signal corresponding to the rotation speed of the wheel while the railway vehicle is running; a frequency-voltage converter (2) that converts the frequency of the intermittent pulse detected through the speed sensor (1) into voltage; a first A/D converter (3) that converts the analog railway vehicle speed voltage output from the frequency-voltage converter (2) into a digital signal; a vehicle speed detection unit (4) that receives the output signal from the first A/D conversion unit (3) and detects the current running speed of the railway vehicle; a counter (5) that counts intermittent pulses detected through the speed sensor (1); a location information detection unit (6) that receives the output signal of the counter (5) and calculates the traveling distance of the railway vehicle compared to the number of pulses to detect the location of the vehicle; a tram line voltage detection unit (7) that detects the voltage supplied to the railroad car from the tram line; A tram line current detection unit (8) that detects the current flowing in the railroad car from the tram line; a power analyzer (9) that receives the output signals of the catenary voltage and current detection units (7, 8) and analyzes the amount of power used, power factor, effective value, and harmonic content; a signal converter (10) that converts the high voltage and current values detected from the catenary voltage and current detection units (7, 8) into instantaneous values of a predetermined low voltage; Second and third A/D conversion units (11, 12) that convert analog information output from the power analyzer (9) and signal converter (10) into digital signals; The output signals of the vehicle speed detection unit 4, the location information detection unit 6, the power analyzer 9, and the signal converter 10 input through the second and third A/D conversion units 11 and 12 are input in real time. In the electric precision safety diagnosis system of railway power facilities, which includes a computer (13) that receives and memorizes and simultaneously determines and stores and outputs power status information along with speed and position information at that point in the event of a train or vehicle failure;

The computers 13 are provided one per railroad car, and each of the computers 13 is connected to a main computer (MC) for integrated control; The computer 13 is seated and fixed on a tray 130, the tray 130 is bolted to the rack guide 140, and the rack guide 140 is mounted on a rack fixing plate 150 installed upright on the floor of the server room. ) is fixed on; A tripod holder 152 is integrally provided at the bottom of the rack fixing plate 150, the tripod holder 152 is provided with an electromagnet 154, and an iron plate 156 is placed on the bottom surface on which the tripod holder 152 will be mounted. ) is fixed and configured to be adsorbed by the magnetic force of the electromagnet 154;

An 'L' shaped fixing bracket 310 is fixed to the center of the upper and lower ends of one side of the rack fixing plate 150, and a fire suppression unit 320 is installed on the fixing bracket 310, and the fire suppression unit 320 ) is connected to a fire water pipe 330, and a solenoid valve 332 is installed in the fire water pipe 330. The solenoid valve 332 is connected to a fire detection sensor ( 334) is controlled to open and close according to the detection signal;

The fire suppression unit 320 includes a connection end 321 connected to the fire water pipe 330, a fire water distribution pipe 322 screwed to the connection end 321, and the fire water distribution pipe 322. It provides a precision electrical safety diagnosis system for railway power facilities, which includes a scattering unit 323 screwed to the.

According to the present invention, after receiving the catenary voltage and current from the overhead line, these signals are sent to a power analyzer and signal converter, and the results of power amount, power factor, effective value, and harmonic content are instantaneously transmitted through the power analyzer through the signal converter. In addition to being provided as a value, information on speed and location can be input into a computer to accurately monitor the section where a breakdown or line change occurred, and it is also possible to distribute the computers used for monitoring and control of each railroad car. Control efficiency is improved by integrated management of trays, rack guides, and rack fixing plates. In particular, in the event of a fire, it is quickly involved in the initial suppression to prevent the server room from burning down, prevent safety accidents, and minimize economic losses. can be obtained.

1 is a block diagram of a system according to the present invention.
Figure 2 is an exemplary perspective view showing an example of installation of a computer distributed tray-rack guide-rack fixing plate constituting the system according to the present invention.
Figure 3 is an exemplary diagram showing an excerpt of the main part of Figure 2.
Figure 4 is an exemplary diagram showing an example of installation of a fire suppression unit according to the present invention.
Figure 5 is an exploded view showing an example of the configuration of the fire suppression unit in Figure 4.

Hereinafter, preferred embodiments according to the present invention will be described in more detail with reference to the accompanying drawings.

Prior to describing the present invention, the following specific structural and functional descriptions are merely illustrative for the purpose of explaining embodiments according to the concept of the present invention, and embodiments according to the concept of the present invention may be implemented in various forms. It should not be construed as limited to the embodiments described herein.

In addition, the present invention uses the configuration of Domestic Patent No. 10-0651193 (November 22, 2006), 'Power supply monitoring system for electric railway vehicles'.

That is, as shown in the example of FIG. 1, the system according to the present invention includes a speed sensor (1) installed on the wheels of a railway vehicle and generating a pulse signal corresponding to the rotation speed of the wheels while the railway vehicle is running; a frequency-voltage converter (2) that converts the frequency of the intermittent pulse detected through the speed sensor (1) into voltage; a first A/D converter (3) that converts the analog railway vehicle speed voltage output from the frequency-voltage converter (2) into a digital signal; a vehicle speed detection unit (4) that receives the output signal of the first A/D conversion unit (3) and detects the current running speed of the railway vehicle; a counter (5) that counts intermittent pulses detected through the speed sensor (1); a location information detection unit (6) that receives the output signal of the counter (5) and calculates the traveling distance of the railway vehicle compared to the number of pulses to detect the location of the vehicle; a catenary voltage detection unit (7) that detects the voltage supplied to the railroad car from the catenary line; A tram line current detection unit (8) that detects the current flowing in the railroad car from the tram line; a power analyzer (9) that receives the output signals of the catenary voltage and current detection units (7, 8) and analyzes the amount of power used, power factor, effective value, and harmonic content; A signal converter (10) that converts the high voltage and current values detected from the catenary voltage and current detection units (7, 8) into instantaneous values of a predetermined low voltage; Second and third A/D conversion units (11, 12) that convert analog information output from the power analyzer (9) and signal converter (10) into digital signals; The output signals of the vehicle speed detection unit 4, the location information detection unit 6, the power analyzer 9, and the signal converter 10 input through the second and third A/D conversion units 11 and 12 are input in real time. It includes a computer 13 that receives and remembers, and at the same time, determines, memorizes, and outputs power status information along with speed and position information at that point in the event of a break in the line or vehicle.

At this time, the computer 13 displays various judgment information directly on the monitor 14 or outputs it to the remote railroad operation management system 17 through the wired and wireless communication interfaces 15 and 16.

Among the systems of the present invention, the speed sensor (1) installed on the wheels of the railway vehicle continuously generates a pulse signal corresponding to the rotation speed of the wheels while the railway vehicle is running, and the frequency-voltage converter (2) and the counter (5) Print it out.

Accordingly, the frequency-voltage converter 2 converts the frequency of the intermittent pulse detected through the speed sensor 1 into an analog voltage and outputs it to the first A/D converter 3. The first A/D conversion unit (3) converts the analog railway vehicle speed voltage output from the frequency-voltage conversion unit (2) into a digital signal.

Therefore, the vehicle speed detection unit 4 receives the output signal from the first A/D conversion unit 3, detects the current running speed of the railway vehicle, and transmits it to the computer 13.

Meanwhile, the counter 5 counts the intermittent pulses detected through the speed sensor 1 and sends them to the location information detection unit 6. Therefore, the location information detection unit 6 inputs the output signal of the counter 5. The location of the vehicle is detected by calculating the traveling distance of the railroad vehicle compared to the number of pulses.

At this time, the calculation method for determining the location of the railway vehicle in the location information detection unit 6 is input from the counter 5 based on the number of pulses generated when the wheel of the railway vehicle rotates one turn and the circumference length data of the wheel. By multiplying the number of pulses by the circumference length of the wheel, the starting point of the railway vehicle is considered as "0" and converted to "0", and the number of kilometers the railway vehicle is currently traveling is continuously calculated and the data is recognized as location information. and transmitted to the computer 13.

In addition, as described above, when the speed and position information is continuously detected while the railway vehicle is running and input into the computer 13, at the same time, the catenary voltage detection unit 7 and the catenary current detection unit 8 detect the information supplied to the pantograph of the railway vehicle. The voltage and the current flowing through it are respectively detected and output to the power analyzer (9) and signal converter (10).

Accordingly, the power analyzer 9 receives the output signals of the tram line voltage and current detection units 7 and 8 and analyzes the state of power. At this time, the power analyzer determines the amount of power used by the relevant railway vehicle, power factor, and effective efficiency. The value and harmonic content are detected and analyzed.

In addition, the signal converter 10 converts the high voltage and current values detected from the catenary voltage and current detection units 7 and 8 into instantaneous values of a predetermined low voltage.

At this time, since the information output from the power analyzer 9 and the signal converter 10 is an analog signal, it is converted into a digital signal so that it can be recognized by the computer 13.

Therefore, the computer 13 includes a vehicle speed detection unit 4, a location information detection unit 6, a power analyzer 9, and a signal converter 10 input through the second and third A/D conversion units 11 and 12. It receives and remembers the output signal in real time, and at the same time, when a break in the line or vehicle occurs, the status information of the power supplied from the catenary along with the speed and location information at that point (i.e., power usage, power factor, effective value, harmonic content, etc.) is judged, memorized, and printed.

In other words, the computer 13 determines the state of power supplied to the running railroad car by speed and location, and at the same time determines the location of the broken line or vehicle failure.

As a result, if there is no power supply for a certain period of time due to a wrong line or it is diagnosed that a failure has occurred in the power supply unit, the output signal from the vehicle speed detection unit 4 and the location information detection unit 6 is input and the power supply is connected to the other line or power supply. By reading and storing location information (KP: KiloPost) about the current running speed of the railway vehicle and which point it is running at at the time when the device was judged to be malfunctioning, it is stored within the vehicle and displayed on an output device such as the monitor 14. Accurate location and speed tracking is possible along with power status information at points where overhead line voltage is poor.

In addition, the computer 13 is further equipped with wired and wireless communication interfaces 15 and 16, so if necessary, it can directly display the power status, location, and speed information detected as above, or use a remote railroad operation management system ( 17), it is possible to accurately recognize at what point and for what reason the train or power supply device failed while the relevant railway vehicle is running and take necessary follow-up measures within a short time.

That is, in the system of the present invention, one part of the voltage and current values received from the catenary is sent to the power analyzer (9) to obtain the power factor, power amount, effective value, and harmonic content, and then sent directly to the computer (13) to quickly increase the sampling frequency to about 10 kHz or more. It monitors the power quality, remembers the position and speed information at the time, displays it on the monitor (14), and, if necessary, sends it to the remote railway operation management system (17) through the wired and wireless communication interfaces (15, 16). By transmitting it, you can accurately determine information about places where overhead line voltage is not good.

On the other hand, it is better if the computer 13 is provided in large numbers, as shown in the examples in FIGS. 2 and 3, so that one computer 13 can be assigned and managed per railroad car.

In addition, each computer 13 may be connected to the main computer (MC) and configured to be integrated and controlled.

Dispersing each computer 13 in this way and then integrating them into the main computer (MC) has the advantage of enabling distributed control, increasing control efficiency, and preventing poor control or slowdown in response speed.

At this time, the computer 13 is seated and fixed on the tray 130, the tray 130 is bolted to the rack guide 140, and the rack guide 140 is installed upright on the floor of the server room. ) is fixed on the rack fixing plate 150.

In addition, a tripod fixer 152 is integrally provided at the bottom of the rack fixing plate 150, and the tripod fixer 152 is equipped with an electromagnet 154 to firmly maintain the fixing force depending on whether power is applied. It is composed.

Therefore, an iron plate 156 is fixed on the bottom surface where the triangular fixture 152 is to be placed so that the electromagnet 154 can be adsorbed and fixed by the magnetic force of the electromagnet 154.

In addition, the electromagnet 154 is connected to a commercial power source, and an on-off switch is provided to enable or lose magnetic force.

In addition, the rack fixing plate 150 is formed with a plurality of through holes 158, which is useful for naturally cooling the computer 13 mounted on the tray 130 by smoothing airflow, that is, convection, inside the server room.

In particular, the computer 13 is not a fixed computer itself, but a flange provided at the bottom of the computer housing is bolted when inserted into the computer housing. However, for convenience of explanation, it will be collectively referred to as a computer.

In addition, a fixing groove (GV) is recessed on the front of the rack fixing plate 150, that is, the part where the rack guide 140 is assembled.

In the fixing groove (GV), a fixing protrusion (146, see FIG. 3) protruding from the rear center of the rack guide 140 is inserted and sets the installation standard, thereby facilitating the fixed installation work of the rack guide 140. give.

In addition, iron pieces (IR) of a certain length are embedded on both sides of the fixing groove (GV) to provide suction force to help the rack guide 140 be positioned during initial fixation.

Of course, a rubber magnet (MG) is embedded in the rear of the opposing rack guide 140.

In addition, as shown in the example of FIG. 3, the rack guide 140 has a structure in which both ends are bent to form a 'ㄷ' shaped guide groove 142.

In addition, the tray 130 includes a tray guider 132 that slides by fitting into the guide groove 142 and is bolted to the rack guide 140, and a tray guider 132 that protrudes vertically from the tray guider 132 and is connected to the computer 13. It includes a tray holder 134 on which the computer 13 is seated and fixed, and a tipping prevention band 136 fixed perpendicularly to the tip of the tray holder 134 to prevent the computer 13 from falling.

Here, the plate surface of the rack guide 140 may be formed with a number of irregularities 144 as shown in (a) of FIG. 3, which is to improve the sliding performance of the tray guider 132 and improve air permeability. This is to improve the air cooling characteristics of the computer 13.

Therefore, this structure is optional, and of course, it can be constructed as a flat plate without irregularities, as shown in (b) of FIG. 3.

In addition, a fixing protrusion 146 inserted into the fixing groove (GV) protrudes from the rear center of the rack guide 140.

At this time, the fixing groove (GV) and the fixing protrusion 146 preferably have a square shape.

In addition, a pair of rubber magnets (MG) are embedded and installed on both sides of the rear side of the rack guide 140 so that they can be attached to the iron piece (IR).

Meanwhile, the tray 130, rack guide 140, and rack fixing plate 150 are all molded from a resin composition to achieve weight reduction.

In particular, these components must be maintained for a long period of time in a heat-producing environment without dust easily attaching to them, so they must have excellent foreign matter adhesion inhibition, heat resistance, corrosion resistance, waterproofing, and oxidation resistance.

For this purpose, the resin composition contains 100 parts by weight of PPO resin (Polyehenylene Oxide), 15 parts by weight of butyl prop-2-enoate, and 10 parts by weight of digalloyl trioleate. Parts by weight, Bismuth carbonate 5.5 parts by weight, Polymethylpentene 5.5 parts by weight, Abietic acid 3.5 parts by weight, 2H-(perfluorooctyl)methacrylate (2H- It is composed of 5.5 parts by weight of perfluorooctyl methacrylate).

Here, PPO resin (Polyehenylene Oxide) is a high-temperature and heat-resistant resin, and has the advantage of electrical insulation due to low moisture absorption (water resistance), excellent dimensional stability, excellent hardness and impact strength, and is lightweight, allowing for lightweighting.

In addition, butyl prop-2-enoate is a substance corresponding to CAS number 28063-87-8, and provides ductility, impact reinforcement, and binding strengthening functions to resin molded products while increasing bending strength. It is added to do so.

In addition, digalloyl trioleate refers to C ₆₈ H ₁₀₆ O ₁₂ and is a substance corresponding to CAS number 17048-39-4. It removes stickiness, smoothes the surface of molded products, prevents oxidation, and blocks ultraviolet rays. This enhances acid resistance and durability.

In addition, bismuth carbonate is a substance corresponding to CAS number 5892-10-4, and is added to reduce voids by reducing the moisture content of the material and thereby improve strength.

In addition, polymethylpentene has a low viscosity and good fluidity, making it easy to apply. In particular, it has a very high melting point of 235°C, has excellent mechanical strength at high temperatures, and is added to enhance heat resistance stability.

In addition, abietic acid is added to strengthen watertightness by reacting with water to induce saponification of insoluble calcium and thereby forming a strong film.

In addition, 2H-perfluorooctyl methacrylate (2H-perfluorooctyl methacrylate) is a material corresponding to CAS number 2144-53-8, and is added to prevent cracks by enhancing transparency and stabilizing the coating layer. .

On the other hand, as shown in the examples of FIGS. 4 and 5, an 'L' shaped fixing bracket 310 is fixed to the center of the upper and lower ends of one side of the rack fixing plate 150, and the fixing bracket 310 is equipped with a fire suppression unit ( 320) is installed, and a fire water pipe 330 is connected to the fire suppression unit 320.

At this time, a solenoid valve 332 is installed in the fire water pipe 330, and the solenoid valve 332 is opened and closed according to a detection signal from the fire detection sensor 334 fixed to the upper part of the rack fixing plate 150. It is controlled.

In addition, the fire suppression unit 320 includes a connection end 321 connected to the fire water pipe 330, a fire water distribution pipe 322 screwed to the connection end 321, and the fire water distribution pipe ( It includes a scattering portion 323 that is screwed to 322).

At this time, the fire water distribution pipe 322 is blocked in the central part of the end connected to the connection end 321, and a water passage passage 322a is formed around it, and the central portion opposite to the water passage passage 322a is a scattering portion 323. ) A screw groove (322b) is formed so that the screw groove (322b) can be screwed, and at least one blowing hole (322c) is formed around the screw groove (322b).

Therefore, the fire water supplied from the fire water pipe 330 is distributed to the circumference at the moment it enters the fire water distribution pipe 322 from the connection end 321, and then passes through the blowout hole 322c to the fire water distribution pipe 322. It can be discharged along the circumference of the aperture.

In addition, the scattering part 323 has a screw protrusion 323a screwed into the screw groove 322b, and is recessed around the screw protrusion 323a toward the vertex to form one side of the fire water distribution pipe 322. It includes a docking groove (323b) into which a portion is inserted, and a rotation guide hole (323c) extending spirally along the circumference from the docking groove (323b).

Accordingly, the fire extinguishing water ejected through the ejection hole 322c is rotated spirally through the docking groove 323bO and the rotation induction hole 323c, and is scattered and sprayed over the entire area from the side of the rack fixing plate 150. .

Therefore, the range of suppression in the event of an initial fire can be expanded, enabling easy and quick extinguishment.

At this time, the outer surface of the fire water distribution tank 322 and the scattering section 323 is composed of 10 parts by weight of disodium hydrogen orthophosphate and 1,2-dibromolyte, based on 100 parts by weight of polycarbonate resin. - It can be applied with a coating solution mixed with 5.5 parts by weight of 1,2-dibromo-1-chloroethane, 5 parts by weight of tetraisopropyl titanate, and 10 parts by weight of Octocrylene. there is.

At this time, disodium hydrogen orthophosphate refers to HNa ₂ O ₄ P and is a substance corresponding to CAS number 7558-79-4. It is also called sodium hydrogen phosphate and is made by modifying the surface. It is added to enhance crack resistance, water resistance, and corrosion resistance.

In addition, 1,2-dibromo-1-chloroethane (1,2-dibromo-1-chloroethane) seeks to stabilize dimensions during molding, suppresses defects due to volume changes, and strengthens sound absorption.

Tetraisopropyl titanate is a coupling agent with an organic titanate structure that strengthens the interfacial adhesion between polymer resins and inorganic materials, thereby increasing both durability and heat resistance.

In addition, octocrylene is a clear yellow liquid that refers to 2-ethylhexyl2-cyano-3-phenylcinnamate. It has a chemically strong UV blocking function (wide range of absorption) and especially strong waterproofing properties. .

When coated with a coating liquid in this way, long life can be achieved through waterproofing, corrosion resistance, corrosion resistance, discoloration resistance, and oxidation resistance.

As described above, according to the present invention, after receiving the catenary voltage and current from the overhead line, these signals are sent to a power analyzer and a signal converter, and the results of the power amount, power factor, effective value, and harmonic content are obtained through the power analyzer. Not only does it provide instantaneous values through a signal converter, but it also receives information on speed and position through a computer to accurately monitor the section where a breakdown or misalignment occurred, as well as a computer used for monitoring and control of each railroad car. Control efficiency is improved by integrated management by providing trays, rack guides, and rack fixing plates for distributed deployment. In particular, in the event of a fire, it quickly participates in the initial suppression to prevent the server room from burning down, prevent safety accidents, and minimize economic losses. It becomes possible.

1:Speed sensor 2:Frequency-voltage conversion unit
3: First A/D conversion unit 4: Vehicle speed detection unit
5: Counter 6: Location information detection unit
7: Tram line voltage detection unit 8: Tram line current detection unit
9:Power analyzer

Claims (2)

A speed sensor (1) installed on the wheel and generating a pulse signal corresponding to the rotation speed of the wheel while the railway vehicle is running; a frequency-voltage converter (2) that converts the frequency of the intermittent pulse detected through the speed sensor (1) into voltage; a first A/D converter (3) that converts the analog railway vehicle speed voltage output from the frequency-voltage converter (2) into a digital signal; a vehicle speed detection unit (4) that receives the output signal from the first A/D conversion unit (3) and detects the current running speed of the railway vehicle; a counter (5) that counts intermittent pulses detected through the speed sensor (1); a location information detection unit (6) that receives the output signal of the counter (5) and calculates the traveling distance of the railway vehicle compared to the number of pulses to detect the location of the vehicle; a tram line voltage detection unit (7) that detects the voltage supplied to the railroad car from the tram line; A tram line current detection unit (8) that detects the current flowing in the railroad car from the tram line; a power analyzer (9) that receives the output signals of the catenary voltage and current detection units (7, 8) and analyzes the amount of power used, power factor, effective value, and harmonic content; a signal converter (10) that converts the high voltage and current values detected from the catenary voltage and current detection units (7, 8) into instantaneous values of a predetermined low voltage; Second and third A/D conversion units (11, 12) that convert analog information output from the power analyzer (9) and signal converter (10) into digital signals; The output signals of the vehicle speed detection unit 4, the location information detection unit 6, the power analyzer 9, and the signal converter 10 input through the second and third A/D conversion units 11 and 12 are input in real time. In the electric precision safety diagnosis system of railway power facilities, which includes a computer (13) that receives and memorizes and simultaneously determines and stores and outputs power status information along with speed and position information at that point in the event of a train or vehicle failure;
The computers 13 are provided one per railroad car, and each of the computers 13 is connected to a main computer (MC) for integrated control; The computer 13 is seated and fixed on a tray 130, the tray 130 is bolted to the rack guide 140, and the rack guide 140 is mounted on a rack fixing plate 150 installed upright on the floor of the server room. ) is fixed on; A tripod holder 152 is integrally provided at the bottom of the rack fixing plate 150, the tripod holder 152 is provided with an electromagnet 154, and an iron plate 156 is placed on the bottom surface on which the tripod holder 152 will be mounted. ) is fixed and configured to be adsorbed by the magnetic force of the electromagnet 154;
An 'ㄱ'-shaped fixing bracket 310 is fixed to the center of the upper and lower ends of one side of the rack fixing plate 150, and a fire suppression unit 320 is installed on the fixing bracket 310, and the fire suppression unit 320 ) is connected to a fire water pipe 330, and a solenoid valve 332 is installed in the fire water pipe 330. The solenoid valve 332 is connected to a fire detection sensor ( 334) is controlled to open and close according to the detection signal;
The fire suppression unit 320 includes a connection end 321 connected to the fire water pipe 330, a fire water distribution pipe 322 screwed to the connection end 321, and the fire water distribution pipe 322. An electrical precision safety diagnosis system for railway power facilities, comprising a scattering unit 323 screwed to the.
According to paragraph 1,
A plurality of through holes 158 that induce natural convection are further formed in the rack fixing plate 150, and a fixing groove (GV) is recessed on the surface of the rack fixing plate 150 where the rack guide 140 is assembled. A fixing protrusion 146 inserted into the fixing groove (GV) protrudes from the rear center of the rack guide 140, and steel pieces (IR) of a certain length are embedded on both sides of the fixing groove (GV), and the steel pieces (IR ) A rubber magnet (MG) is embedded in the rear of the rack guide 140 opposite to );
The fire water distribution pipe 322 is blocked in the central part of the end connected to the connection end 321, and a water passage passage 322a is formed around it, and the central portion opposite the water passage passage 322a has a scattering portion 323. It has a structure in which a screw groove (322b) is formed so that it can be screwed, and at least one blowing hole (322c) is formed around the screw groove (322b);
The scattering portion 323 includes a screw protrusion 323a screwed into the screw groove 322b, and a portion of one end of the fire extinguishing water distribution pipe 322 that is recessed around the screw protrusion 323a toward the vertex. An electrical precision safety diagnosis system for railway power facilities, comprising a docking groove (323b) into which a

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