JP4557644B2 - Standby dual vehicle power supply device - Google Patents

Description

  The present invention relates to a standby dual vehicle power supply device.

  2. Description of the Related Art Conventionally, a standby dual vehicle power supply device described in Japanese Patent Application Laid-Open No. 2002-191102 is known. FIG. 9 is a circuit diagram of a conventional auxiliary power supply device for a standby dual system vehicle. In order to suppress the inrush current to the filter capacitors FC-1 and FC-2 when the power is turned on, the initial charging circuit 3 configured by a parallel circuit of the resistor R11 and the contact SW11, and two sets of direct currents are converted into sinusoidal PWM alternating current Inverters 4-1 and 4-2 to be converted, system switching contacts 7 (SW1-1 to SW1-4) for selecting one of the two sets of inverters 4-1 and 4-2, a system The AC filter circuit 5 for shaping the output of the inverter 4-1 or 4-2 selected by the switching contact 7 into a sine wave, and the output of the AC filter circuit 5 is isolated from the DC circuit and converted to an arbitrary voltage. When the switching between the insulation transformer 6 for supplying electric power to the load of the train and the failure or operation system is performed, the electric charges of the filter capacitors FC-1 and FC-2 in the inverters 4-1 and 4-2 are discharged. For discharge resistance (R2) and a 10 and a discharge contact (SW3) 11. The standby dual-system auxiliary power supply device includes a control device 20 for switching the contacts and PWM controlling the inverters 4-1, 4-2. R10-1 and R10-2 are discharge resistances of several hundred kΩ.

  FIG. 10 is a waveform diagram showing the operation of each element in the circuit diagram of FIG. 9 from the stop of the active system failure to the start of the standby system. With reference to FIG. 10, a description will be given of the switching operation from the occurrence of a failure to the standby system during the operation of the inverters 4-1 and 4-2 of the auxiliary power supply apparatus for the standby dual system vehicle. When the operating system fails (timing t00), the control device 20 turns off the contactor 2 (CTT) with the system switching contact 7 (SW1-1 and SW1-3) turned on (timing t10). Next, the discharge contact 11 (SW3) is turned on (timing t20), and the charge of the filter capacitor FC-1 in the inverter 4-1 is discharged through the discharging resistor 10 (R2) (timing t20 to t30). When the voltage of the filter capacitor FC-1 becomes 0V, the control device 20 turns off the discharge contact 11 (SW3) and disconnects the discharge circuit (timing t30). Subsequently, the system switching contact 7 (SW1-1 and SW1-3) is turned off, and the system switching contact 7 (SW1-2 and SW1-4) is turned on (timing t40). As a result, the system switching contact 7 (SW1-2 and SW1-4) is turned ON and switched to the standby-side inverter 4-2. Next, charging of the filter capacitor FC-2 of the standby side inverter 4-2 is performed, and the operation of the inverter 4-2 is started after the charging of the filter capacitor FC-2 is completed at timing t50.

As described above, in the conventional standby dual-system auxiliary power supply apparatus, the time required for charging and discharging the filter capacitors FC-1 and FC-2 from the occurrence of a failure in the operating system to the operation switching to the standby system. Therefore, there is a problem that it takes time to re-energize when a failure occurs.
JP 2002-191102 A

  The present invention has been made in view of the above-described conventional problems, and provides a standby dual-system vehicle power supply device that can shorten the time from the stop of the operation system to the start of switching energization to the standby system. For the purpose.

  The standby dual-vehicle power supply device of the present invention has a DC current as an input, a contactor that turns ON / OFF the DC input, an initial charging circuit for suppressing an inrush current to the filter capacitor when the power is turned on, Two sets of inverters that have the filter capacitor and convert the DC current into sinusoidal PWM AC, a system switching contact for selecting one of the two sets of inverters, and a selection by the system switching contact The output of the inverter is isolated from the DC circuit, converted into an arbitrary voltage and supplied to the load, and between the filter capacitors each of the two inverters has by a contactor and a resistor A filter capacitor connection circuit to be connected, a charge discharge rectifier provided in parallel with the system switching contact, and the filter capacitor at the time of switching between the two sets of inverters. A control device that performs control for starting the standby-side inverter after closing the connection circuit, discharging the charge of the filter capacitor of the operation-side inverter to the filter capacitor of the standby-side inverter and charging the standby-side filter capacitor; It is equipped with.

  In addition, the standby dual vehicle power supply device of the present invention includes a contactor that takes DC current as an input and turns the DC input ON / OFF, and an initial charging circuit for suppressing an inrush current to the filter capacitor when the power is turned on. And two sets of inverters that have the filter capacitor and convert the DC current into sinusoidal PWM AC, a system switching contact for selecting one of the two sets of inverters, and the system switching contact Insulating transformer for isolating the output of the inverter selected by the DC circuit and converting it to an arbitrary voltage and supplying power to the load, a high resistance connected in parallel with the system switching contact, and the system switching contact And a control device that executes control to switch between the active and standby inverters.

  The standby dual-vehicle power supply device of the present invention also includes a contactor that receives DC current as input and turns ON / OFF the DC input, and an initial charging circuit that suppresses inrush current to the filter capacitor when the power is turned on. Two sets of inverters having the filter capacitor and converting the DC current into sinusoidal PWM AC, a system switching contact for selecting one of the two sets of inverters, and the system switching contact It consists of an insulation transformer for insulating the output of the selected inverter from the DC circuit, converting it to an arbitrary voltage and supplying power to the load, a resistor connected in parallel with the system switching contact, and a contact closing at start-up A resistance overheat prevention circuit and a contact of the resistance overheat prevention circuit at the time of a short-circuit failure of an inverter that performs control for switching the operation system and the standby system by operating the system switching contact It is obtained by a control unit to prevent overheating of the resistor by opening.

  According to the present invention, since the switching time of the standby dual-vehicle power supply device having two inverter units can be greatly shortened, the power failure time can be greatly shortened, for example, when a failure occurs during night operation. Power outage time can be shortened and service can be improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  (First Embodiment) FIG. 1 is a circuit diagram of a standby dual-system vehicle power supply device according to a first embodiment of the present invention. In order to suppress the inrush current to the contactor (CTT) 2 for turning on / off the electric power from the train line 1 and the filter capacitors FC-1 and FC-2 when the power is turned on with the DC train line 1 as an input. An initial charging circuit 3 composed of a parallel connection circuit of a resistor R11 and a contact SW11, two sets of inverters 4-1 and 4-2 for converting direct current into sinusoidal PWM alternating current, and these two sets of inverters 4-1. , 4-2 to select either one of the system switching contact 7 composed of the contacts SW1-1 to SW1-4, and the output of the inverter 4-1 or 4-2 selected by the system switching contact 7 is a sine. An AC filter circuit 5 for shaping the waveform into a wave, an insulating transformer 6 for insulating the output of the AC filter circuit 5 from the DC circuit, converting it to an arbitrary voltage, and supplying power to the train load, and two sets Inverters 4-1, 4- Of the filter capacitor FC-1, composed of pre-discharge node connected between FC-2 (SW2) 8 that this pre-discharge resistor connected in series with (R1) 9 Prefecture. The control device 20 is a computer that controls ON / OFF of each contact at the timing shown in FIG. 2 and controls the inverters 4-1 and 4-2 by driving them with PWM signals PWM-1 and PWM-2. is there. The other circuit elements are the same as those in the conventional example of FIG. 10, and are denoted by common reference numerals.

  FIG. 2 is a waveform diagram showing the operation of each element in the circuit diagram of FIG. 1 from the operation system failure to the standby system and the operation stop. When the inverter 4-1 of the system that has been operating fails (timing t01), the control device 20 turns off the contactor (CTT) 2, turns off the contact SW11 of the initial charging circuit 3, and switches the system switching contact 7 (SW1-1, SW1-1). SW1-3) is turned OFF (timing t11). Next, the control device 20 connects the pre-discharge contact (SW2) to the filter capacitor FC-2 in the inverter 4-2 that waits for the charge of the filter capacitor FC-1 in the inverter 4-1 of the system that has been operated. ) 8 and the pre-discharge resistor (R1) 9 are discharged (timing t21). The control device 20 connects the filter capacitors FC-1 and FC-2 at timing t31 when the voltage Vfc1 of the active filter capacitor FC-1 and the voltage Vfc2 of the standby filter capacitor FC-2 are substantially equal. The pre-discharge contact (SW2) 8 that has been turned off is turned off to disconnect the pre-discharge circuit.

  Next, the control device 20 turns ON the contactor 2 (CTT) (timing t41), and changes the system switching contact 7 from the operating system (SW1-1, SW1-3) to the standby system (SW1-2, SW1-4). And the filter capacitor FC-2 in the standby inverter 4-2 is charged to a predetermined voltage (timing t51). When the voltage Vfc2 of the filter capacitor FC-2 reaches a predetermined voltage, the contact SW11 of the initial charging circuit 3 is turned on, and then the operation in the standby system is started (timing t61). Thereafter, when the entire system is stopped, the contactor (CTT) 2 is turned off, the contact SW11 of the initial charging circuit 3 is turned off (timing t71), and the contact (SW3) 11 of the discharging circuit is further turned on (timing t81). ).

  As described above, in the standby dual-system vehicle power supply device according to the first embodiment, when switching from the failure of the active system to the standby system, the active filter capacitor is discharged and the standby filter capacitor is charged. Since it can be performed simultaneously, the charge / discharge time for the filter capacitor, which occupies most of the switching time, is about half that of the conventional method, the switching time from the failure to the standby side can be shortened, and the power failure time during switching is shortened. Can do.

  (Second Embodiment) FIG. 3 is a circuit diagram of a standby dual-system power supply device according to a second embodiment of the present invention. With respect to the first embodiment shown in FIG. 1, a pre-discharge contact (SW2) 8 connected between filter capacitors FC-1 and FC-2 in two sets of inverters 4-1 and 4-2 and a pre- The discharge resistor (R1) 9 is removed, and the charging resistors (R3) 12-1 and (R4) 12-2 are connected to the SW1-1 and SW1-2 of the system switching contact 7 respectively. Other circuit elements are the same as those in the first embodiment.

In the standby dual-vehicle power supply apparatus configured as described above, the inverters 4-1 and 4-2 are connected to the constant charging resistors (R3) 12-1 and (R4) 12-2 connected to the system switching contact 7. also becomes a Turkey are always charged to the rated voltage to the filter capacitor FC-1, FC-2 waiting to have side inverter of. FIG. 4 is a waveform diagram showing the operation of each element in the circuit diagram of FIG. 3 from the operation system failure to the standby system and the subsequent operation stop. When the inverter 4-1 of the system that has been operating in the above state fails (timing t02), the control device 20 turns off the contactor 2 (CTT), turns off the contact SW11 of the initial charging circuit 3, and turns it on again. The previously switched system switching contact 7 (SW1-1, SW1-3) is turned off (timing t12). Next, the contactor (CTT) 2 is turned on, the contact SW11 of the initial charging circuit 3 is turned on, the system switching contacts 7 (SW1-2, SW1-4) are turned on, and the filter capacitor FC-2 in the standby system inverter is turned on. Charge to a predetermined voltage (timing t22, t32). When the voltage Vfc2 of the filter capacitor FC-2 reaches a predetermined voltage, the operation in the standby system is started (timing t42). When switching to the standby system, the discharge contact (SW3) 11 remains open. Thereafter, when the operation is stopped, the inverter 4-2 is stopped, the contactor (CTT) 2 is turned off, the contact SW11 of the initial charging circuit 3 is also turned off (timing t52), and then the discharge contact (SW3) 11 is turned on. The filter capacitor is closed and the charge of the filter capacitor is consumed by the resistor (R2) 10 (timing t62).

  In the standby dual-system vehicle power supply device of the second embodiment, when a failure occurs in the operating system and the switching operation to the standby system is started, the standby-side filter capacitor is also always in a fully charged state. The operation can be started almost immediately upon completion of the switching, and the switching to the standby system can be completed in a shorter time.

  (Third Embodiment) FIG. 5 is a circuit diagram of a standby dual vehicle power supply device according to a third embodiment of the present invention. Compared to the second embodiment shown in FIG. 3, the constant charging resistors (R3) 12-1 and (R4) 12-2 connected in parallel to the system switching contacts 7 (SW1-1 and SW1-2) respectively. Are connected in series with contacts for constant charge (SW4) 13-1 and (SW5) 13-2. Other circuit elements are the same as those in the second embodiment.

  FIG. 6 is a waveform diagram showing the operation of each element in the circuit diagram of FIG. 5 until the operation of the entire system is stopped after switching from the operating system failure to the standby system. In the standby dual vehicle power supply device of the present embodiment, when operating inverter 4-1 has a short circuit failure, control device 20 detects it from inverter feedback signals INV-1, INV-2, CTT2 is turned OFF, the contact SW11 is turned OFF, and the regular charging contacts (SW4) 13-1 and (SW5) 13-2 are both opened (timing t03, t13).

  When the active inverter 4-1 has a short circuit failure, in the second embodiment, current continues to flow through the charging resistor (R3) 12-1, so that the resistor needs to have a large heat capacity. However, as in the present embodiment, the constant charging contacts (SW4) 13-1 and (SW5) 13-2 inserted in series with the constant charging resistors (R3) 12-1 and (R4) 12-2 respectively. By opening, it becomes possible to cut off the current, and the heat capacity of the resistor can be reduced.

  (Fourth Embodiment) FIG. 7 is a circuit diagram of a standby dual-system power supply device according to a third embodiment of the present invention. The circuit of this embodiment is different from the first embodiment shown in FIG. 1 in that the discharge rectifiers (D1) 14-1 and (D1) 14-1 are connected to the system switching contacts 7 (SW1-1 and SW1-2). D2) 14-2 is connected in parallel. Other configurations are the same as those in the first embodiment.

  FIG. 8 is a waveform diagram showing the operation of each element in the circuit diagram of FIG. 7 from the operation system failure to the standby system and the subsequent operation stop of the entire system. The control of the switching operation (timing t04 to t64) from the active system failure stop (timing t04) to the standby system is the same as in the first embodiment. In the present embodiment, when the operation of the entire system is stopped, the discharge contact (SW3) 11 is turned off even when the electric charge remains in the filter capacitor FC-1 in the inverter 4-1 on the standby side at that time. When the contact is closed), the electric charge is discharged through the discharge rectifier (D1) 14-1, and the discharge time of the filter capacitor FC-1 can be shortened (circle A portion in FIG. 8). Note that the connection of the discharge rectifiers 14-1 and 14-2 is equally effective for the second and third embodiments, and although not shown, the discharge time when the operation is stopped can be similarly reduced. It becomes.

1 is a circuit diagram of a standby dual vehicle power supply device according to a first embodiment of the present invention. FIG. 2 is a waveform diagram showing an operation from switching from an operation system failure to a standby system for each element in the circuit diagram of FIG. FIG. 5 is a circuit diagram of a standby dual-system vehicle power supply device according to a second embodiment of the present invention. FIG. 4 is a waveform diagram showing the operation from switching from the active system failure to the standby system for each element in the circuit diagram of FIG. FIG. 5 is a circuit diagram of a standby dual system power supply device according to a third embodiment of the present invention. FIG. 6 is a waveform diagram showing an operation from switching from an operating system failure to a standby system for each element in the circuit diagram of FIG. The circuit diagram of the standby dual system vehicle power supply device of the 4th Embodiment of this invention. FIG. 8 is a waveform diagram showing the operation from switching from the active system failure to the standby system for each element in the circuit diagram of FIG. The circuit diagram of the conventional standby dual system vehicle power supply device. FIG. 10 is a waveform diagram showing the operation from switching from the active system failure to the standby system for each element in the circuit diagram of FIG.

Explanation of symbols

1 DC power supply 2 Contactor (CTT)
3 Initial charging circuit 4-1 Inverter (INV-1)
4-2 Inverter (INV-2)
5 AC filter 6 Insulating transformer 7 System switching contact 8 Pre-discharge contact 9 Pre-discharge resistor 10 Discharge resistor 11 Discharge contact 12-1, 12-2 Resistor for regular charging 13-1, 13-2 Contact for regular charge 14-1, 14-2 Discharge Rectifier FC-1, FC-2 Filter Capacitor SW1-1 to SW1-4, SW2 to SW5, SW11 Contact R1 to R4, R10-1, R10-2, R11 Resistor D1, D2 Rectifier

Claims (1)

A contactor that takes DC current as input and turns DC input ON / OFF;
An initial charging circuit for suppressing an inrush current to the filter capacitor when the power is turned on;
Two sets of inverters having the filter capacitor and converting the direct current into sinusoidal PWM alternating current;
A system switching contact for selecting one of the two sets of inverters;
An insulation transformer for isolating the output of the inverter selected by the system switching contact from the DC circuit and converting it to an arbitrary voltage to supply power to the load;
A filter capacitor connection circuit for connecting the filter capacitors of the two sets of inverters individually with a contactor and a resistor;
A charge discharge rectifier provided in parallel with the system switching contact;
When switching between the two sets of inverters, the filter capacitor connection circuit is closed, the filter capacitor of the operation side inverter is discharged to the filter capacitor of the standby side inverter, and the standby side filter capacitor is charged. A standby dual-system vehicle power supply device comprising: a control device that executes control for starting the side inverter.

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