KR101944253B1 - Apparatus for estimating durability life of traction inverter of railway vehicle and method thereof - Google Patents

Abstract

The present invention relates to an apparatus and a method for estimating a durability life of a propulsion inverter for a railway vehicle which consider running conditions to estimate an accurate durability life of a propulsion inverter for a railway vehicle. The apparatus for estimating a durability life of a propulsion inverter for a railway vehicle comprises: a driving state detection unit to detect route information, running information, and operation states in accordance with one-time route running of a propulsion inverter for a railway vehicle; a temperature change detection unit to detect a temperature change in time for a switching element of the propulsion inverter in accordance with the one-time route running; a running temperature table generation unit to generate a running temperature table by average temperature (Tavg) and temperature change (ΔT) classification of the switching element in accordance with the one-time route running; a lift graph generation unit to perform an acceleration test of a preset condition on the switching element of the propulsion inverter to measure life data for each operation condition, and generate a lift graph based on the measured life data; a fatigue table generation unit to generate a fatigue table based on the running temperature table and the life graph; a fatigue calculation unit to receive values of the fatigue table to calculate total fatigue (D); and a runnable time calculation unit to calculate the number of runnable times based on the total fatigue calculated by the fatigue calculation unit.

Description

Technical Field [0001] The present invention relates to an apparatus and method for estimating durability of a propulsion inverter for a railway vehicle,

More particularly, the present invention relates to an apparatus and method for estimating the durability of a propulsion inverter for a railway vehicle, and more particularly, And more particularly, to an apparatus and method for estimating the durability of a propulsion inverter for a railway vehicle, which enables a railroad operator to more accurately set up a replacement cycle of a propulsion inverter and a maintenance plan.

Generally, the life span of existing railway vehicles has been managed in a total of 25 years. However, recently, studies on the durability of individual devices used in railway vehicles have been actively carried out, and reasonable periodical maintenance As the years are presented, railway agencies adopt them to create guidelines and perform maintenance and replacement.

Since such a railway vehicle is operated by receiving electric power from an electric line (or a trolley line) installed along a railway line, the electric railroad vehicle is provided with a power converter for converting electric power supplied through the electric line to the power used by the railway car . The power converter includes a plurality of power switching elements such as an insulated gate bipolar transistor (IGBT) for converting or invertting a power source.

Here, the driving inverter, which is a core electric component of the railway vehicle, is used as a durability of a driving inverter of a switching element, which is a main element at present.

However, the durability provided by the manufacturer of the switching device is the durability of operating under a specified operating condition. Considering that the operating condition of the switching device continuously varies depending on the field to which the switching device is applied, depending on the operating characteristics , It can be understood that using the durability information provided from the manufacturer directly uses the wrong duration.

One method for estimating the durability of a propulsion inverter of a railway vehicle as described above is to use the lifetime of a switching device, which is a core device, as it is, which is a value provided from a manufacturer of a switching device (e.g., MTBF, Mean Time Between Failure , MTTF, and Mean Time To Failure). Therefore, there is a problem in that it is not possible to estimate an accurate life duration by a value provided by a switching device manufacturer.

Another method of estimating the durability of a propulsion inverter of a railway vehicle is to estimate the durability of the propulsion inverter by analyzing statistical data based on the fault data of the propulsion inverter that has occurred in the past, In addition to failure due to its own service life, failure data due to inadequate maintenance and maintenance hall are included. Therefore, there is a problem that it is estimated that the service life is not accurate if the service life is not estimated correctly. Or when a new type of propulsion inverter is applied, there is no existing accumulated fault data, so that the durability itself can not be estimated.

However, if the accurate duration of the propulsion inverter is not provided, safety deterioration and cost expenditure may occur.

For example, if a durability period that is longer than the actual durability period is estimated (eg, the durability period is estimated using the value provided by the switching device manufacturer), the railroad vehicle may continue to use the durability device, There is a problem that a large-scale operation delay or an accident may be caused. On the contrary, if a shorter durability is estimated, unnecessary expenditure may increase due to maintenance and replacement, although the durability can be continued after the estimated duration.

BACKGROUND ART [0002] The background art of the present invention is disclosed in Korean Patent Laid-Open No. 10-2010-0120805 (published on Nov. 17, 2010, Preventive Diagnosis Device and Method for Electric Railway Vehicle Power Device).

SUMMARY OF THE INVENTION According to an aspect of the present invention, there is provided a propulsion inverter for a railway car, which is created to solve the above problems, It is an object of the present invention to provide an apparatus and method for estimating the durability of a propulsion inverter for a railway vehicle, which enables a railroad car operator to more accurately set up a replacement cycle setting and maintenance plan for a propulsion vehicle.

According to an aspect of the present invention, there is provided an apparatus for estimating a durability of a propulsion inverter for a railway vehicle, the apparatus comprising: a driving state detector for detecting route information, driving information, and operation state of a railway vehicle propulsion inverter; A temperature change detection unit for detecting temperature change with time of the switching device of the propulsion inverter according to the running of the route once; A running temperature table generating unit for generating a running temperature table by classifying the average temperature (Tavg) and the temperature change amount (DELTA T) of the switching elements according to the running of the line once; A lifetime graph generation unit for performing an acceleration test of a predetermined condition on a switching element of the propulsion inverter to measure lifetime data for each operating condition and generating a lifetime graph based on the measured lifetime data; A fatigue table generation unit for generating a fatigue table based on the running temperature table and the life graph; A fatigue calculation unit for receiving the values of the fatigue table and calculating total fatigue (D); And a number-of-possible-vehicles calculation unit calculating a number of times that the vehicle can be operated based on the total fatigue value (D) calculated through the fatigue calculation unit.

In the present invention, the route information includes at least one of a route starting point, a route terminating point, a total driving time, and a driving time per section, and the driving information includes at least one of a driving section, a stop section, And the operating state includes at least one of an inverter output current, a power factor, and a speed.

In the present invention, the temperature change of the switching element with respect to time includes a temperature change of each section of the route.

In the present invention, each cell value of the fatigue table means a fatigue value corresponding to the average temperature (Tavg) and the temperature change amount (DELTA T).

In the present invention, each cell value of the fatigue table is calculated by dividing each cell value ( N _xy ) of the running temperature table generated through the classification of the average temperature (Tavg) and the temperature variation amount (DELTA T) ( N _xy / N _{LT, xy} ) divided by the life ( N _{LT, xy} ) corresponding to the temperature change amount (Tavg) and the temperature change amount (DELTA T).

) 총 피로(D) 값을 산출하는 것을 특징으로 한다.In the present invention, the fatigue calculation unit may sum up all the values of the fatigue table

) Total fatigue (D) value.

In the present invention, the drivable number calculation unit calculates the number of possible drivings (1 / D) by dividing 1 by the total fatigue (D) value calculated through the fatigue calculation unit.

According to another aspect of the present invention, there is provided a method for estimating the durability of a propulsion inverter for a railway vehicle, comprising: detecting a route information, operating information, and an operating state of the railway vehicle propulsion inverter, Detecting the temperature change of the switching element of the propulsion inverter with respect to time according to the driving of the route; Generating the driving temperature table by classifying the average temperature (Tavg) and the temperature variation amount (DELTA T) of the switching elements according to the driving of the line once; The control unit performs an acceleration test on a switching element of the propulsion inverter under predetermined conditions to measure lifetime data for each operating condition, and generating a life graph based on the measured life data; The control unit generating a fatigue table based on the running temperature table and the life graph; Calculating a total fatigue (D) by receiving the values of the fatigue table; And calculating the number of times the vehicle can travel (1 / D ) by dividing 1 by the calculated total fatigue (D) value.

In the present invention, the route information includes at least one of a route starting point, a route terminating point, a total driving time, and a driving time per section, and the driving information includes at least one of a driving section, a stop section, And the operating state includes at least one of an inverter output current, a power factor, and a speed.

In the present invention, the temperature change of the switching element with respect to time includes a temperature change of each section of the route.

In the present invention, each cell value of the fatigue table means a fatigue value corresponding to the average temperature (Tavg) and the temperature change amount (DELTA T).

In the present invention, each cell value of the fatigue table is calculated by dividing each cell value ( N _xy ) of the running temperature table generated through the classification of the average temperature (Tavg) and the temperature variation amount (DELTA T) ( N _xy / N _{LT, xy} ) divided by the life ( N _{LT, xy} ) corresponding to the temperature change amount (Tavg) and the temperature change amount (DELTA T).

) 총 피로(D) 값을 산출하는 것을 특징으로 한다.In the present invention, in the step of calculating the total fatigue (D), the control unit may sum up all values of the fatigue table

) Total fatigue (D) value.

According to one aspect of the present invention, a more accurate duration of a propulsion inverter for a railway car is estimated in consideration of a driving condition and a more accurate number of times of driving is estimated based on the estimated lifetime for each railway, It is possible to more precisely set up the replacement cycle setting and maintenance plan of the propulsion inverter.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram illustrating a schematic configuration of an apparatus for estimating durability of a propulsion inverter for a railway vehicle according to an embodiment of the present invention; FIG.
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a method for estimating the durability of a propulsion inverter for a railway car.
FIG. 3 is an exemplary diagram showing a schematic shape of information generated or outputted from each component in order to facilitate understanding of the operation of the durability estimating device of a propulsion inverter for a railway car in FIG. 1; FIG.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of an apparatus and method for estimating durability of a propulsion inverter for a railway vehicle according to the present invention will be described with reference to the accompanying drawings.

In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

1 is a diagram illustrating a schematic configuration of an apparatus for estimating the durability of a propulsion inverter for a railway vehicle according to an embodiment of the present invention.

1, the durability estimating apparatus for a propulsion inverter for a railway vehicle according to the present embodiment includes an operating state detecting unit 110, a temperature change detecting unit 120, a traveling temperature table generating unit 130, A fatigue table generation unit 150, a fatigue calculation unit 160, and a possible frequency calculation unit 170. The fatigue table generation unit 150, the fatigue calculation unit 160,

The operation state detection unit 110 detects route information (eg, route start time, route end point, total operation time, operating time per section, etc.) and driving information (for example, For example, a traveling section, a stop section, a backward / regenerative section, etc.) through a traveling state acquisition device (not shown).

Here, each section of the route may be called time.

For example, the travel section may be referred to as a travel time, and the stop section may be referred to as a stop time.

The operation state obtaining device corresponds to an electronic control unit (ECU) in a vehicle. When the railway vehicle is traveling, at least one sensor and information detecting means installed in the railway vehicle are used to detect the operation and state of the railway vehicle It can be said that it is a device to acquire.

The operation state detecting unit 110 detects the operating state of the propulsion inverter (e.g., the inverter output current, the power factor, the speed, and the like) according to the operation (i.e., (E.g., a route start point, a route end point, a total travel time, a travel time per section) and travel information (e.g., a travel section, a stop section, a retrograde / regeneration section, etc.) And outputs it.

FIG. 3 is an exemplary diagram showing a schematic shape of information generated or outputted in each component in order to facilitate understanding of the operation of the durability estimating device of a propulsion inverter for a railway car in FIG. Therefore, it should be noted that it is not intended to limit the shape of the information shown in FIG. 3 or the contents described therein.

3 (b), the temperature change detecting unit 120 detects the temperature of the switching element of the propulsion inverter according to the one-time route operation (that is, the running time) (Temperature change) is detected and output through a temperature change acquisition device (not shown).

Here, the temperature change acquisition device corresponds to a kind of temperature sensor.

The temperature change detection unit 120 detects the operating state of the propulsion inverter (e.g., the inverter output current, the power factor, the speed, and the like) according to the one-time line travel (i.e., travel time) detected by the driving state detection unit 110, (For example, a route start point, a route end point, a total travel time, a travel time for each section, etc.) and travel information (for example, a travel section, a stop section, (Ie, the temperature change of each section of the route) for the switching elements of the propulsion inverter according to one route operation (ie, operating time).

3C, the running temperature table generation unit 130 calculates the average temperature Tavg and the temperature variation amount DELTA T of the switching elements in accordance with one line travel (i.e., operating time) And generates a running temperature table through classification.

In addition to the information detected from the propulsion inverter according to the running of the railway vehicle once, the lifetime graph generating unit 140 measures lifetime data according to operating conditions of the switching elements through an acceleration test of predetermined conditions, The lifetime graph is generated based on the lifetime data measured for each operating condition of the switching device, as shown in (d) of FIG.

The fatigue table generating unit 150 generates a fatigue table based on the running temperature table generated by the running temperature table generating unit 130 and the life graph generated by the life graph generating unit 140.

For example, referring to FIG. 3 (e), fatigue corresponding to each cell value ( C _xy , x: row number, y: column number) (i.e., average temperature Tavg and temperature change amount? Value is obtained by dividing each cell value N _xy of the running temperature table generated through the classification of the average temperature Tavg and the temperature variation amount DELTA T of the switching device into the average temperature Tavg and the temperature variation amount DELTA T (I.e., C _xy = N _xy / N _{LT, xy} ) by the corresponding lifetime ( N _{LT, xy} ).

The fatigue calculation unit 160 receives the values of the fatigue table generated by the fatigue table generation unit 150 and calculates and outputs total fatigue (D).

) 출력한다.The fatigue calculation unit 160 sums all the values of the fatigue table (i.e.,

).

The available number of times calculator 170 calculates the number of times of operation (i.e., life) (life = 1 / D ) by dividing 1 by the total fatigue (D) value calculated through the fatigue calculation unit 160. [ That is, this embodiment is a single line from station calculates the total fatigue (D) a value corresponding to (that is, travel time), and calculates it as a station (1 / D), correct operation is possible number of times more (that is, life) for calculating .

Although not specifically shown in the figure, the functions performed by the respective components 110 to 170 may be performed by a control unit (not shown) integrated into one unit. In order to facilitate the function of the control unit (not shown) (Not shown) and a sensor unit (not shown).

Here, the control unit (not shown) may be implemented as a control board including a microprocessor, or may be implemented as a computing server.

2 is a flowchart illustrating a method of estimating the durability of a propulsion inverter for a railway vehicle according to an embodiment of the present invention.

As shown in FIG. 2, the control unit (not shown) detects the operation state of the propulsion inverter according to the operation of the route once based on the route information and the travel information (S101) A temperature change of the device (e.g., MOSFET, IGBT, DIODE) is detected (S102), a running temperature table (or temperature change table) A lifetime graph for each operating condition of the switching device is generated (S104).

When a lifetime graph is generated for each of the operating conditions of the temperature change table (or the running temperature table) and the switching elements as described above, the controller (not shown) controls the temperature change table (or the running temperature table) The lifetime graph of the device is matched to generate a fatigue table (S105).

When the fatigue table is generated as described above, the control unit (not shown) calculates the total fatigue (D) of the propulsion inverter according to the driving of the route once, based on the fatigue table (S106) ) Is calculated to calculate the number of times that the inverter can be operated (S107).

As described above, in the present embodiment, in order to acquire the operation state of the propulsion inverter according to the operation of the route operated by the railway vehicle and acquire the temperature change of the switching element in the propulsion inverter at the time of running the route once, Is different from the method of measuring the operating temperature (or temperature change) of the battery.

In the past, there has been a conventional method of estimating the life time by simply calculating the thermal fatigue generated during the operation of the inverter. However, such thermal fatigue is a phenomenon in which the material repeatedly undergoes internal stress due to repeated expansion and contraction due to heat, As a phenomenon that occurs in the present embodiment, the present embodiment does not produce a simple thermal fatigue but generates a temperature change graph of the switching element and a lifetime graph according to the operating condition of the switching element, and based on the two graphs This method is different from the existing thermal fatigue calculation method in that it generates a fatigue table and calculates the total fatigue of the propulsion inverter according to the running of the route once.

As described above, the present invention calculates the total fatigue value of the propulsion inverter according to the operation of the route once, calculates the life cycle of the propulsion inverter of the railway vehicle operating the corresponding route using the total fatigue value of the propulsion inverter according to the once- Thus, it is possible to estimate the number of times of operation of the propulsion inverter, that is, to estimate the number of times of operation more accurately based on the estimated duration of the one-time operation of the route for each route of the railway vehicle, Thereby reducing spending.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, I will understand the point. Accordingly, the technical scope of the present invention should be defined by the following claims.

110: operation state detecting unit 120: temperature change detecting unit
130: running temperature table generating unit 140: life graph generating unit
150: Fatigue table generation unit 160: Fatigue calculation unit
170:

Claims (13)

An operation state detection unit for detecting route information, operation information, and operation state of the railway vehicle propulsion inverter at one time of operation;
A temperature change detection unit for detecting temperature change with time of the switching device of the propulsion inverter according to the running of the route once;
A running temperature table generating unit for generating a running temperature table by classifying the average temperature (Tavg) and the temperature change amount (DELTA T) of the switching elements according to the running of the line once;
A lifetime graph generation unit for performing an acceleration test of a predetermined condition on a switching element of the propulsion inverter to measure lifetime data for each operating condition and generating a lifetime graph based on the measured lifetime data;
A fatigue table generation unit for generating a fatigue table based on the running temperature table and the life graph;
A fatigue calculation unit for receiving the values of the fatigue table and calculating total fatigue (D); And
(D) calculated through the fatigue calculation unit, wherein the number of times the vehicle can travel is calculated based on the total number of times of fatigue (D)
Wherein each of the cell values of the fatigue-
( N _xy ) of the running temperature table generated through the classification of the average temperature (T avg) and the temperature change amount (? T) of the switching element is calculated as the life time corresponding to the average temperature (T avg) and the temperature change amount ( N _xy / N _{LT, xy} ) by dividing the estimated _yaw rate ( N _{LT, xy} ).
The method according to claim 1,
The route information includes at least one of a route start time, a route end point, a total travel time, and a travel time per section,
Wherein the driving information includes at least one of a traveling section, a stop section, and a backward /
Wherein the operation state includes at least one of an inverter output current, a power factor, and a speed.
2. The method of claim 1, wherein the time-
And a temperature change of each section of the route.
2. The method of claim 1, wherein each cell value of the fatigue table comprises:
Means a fatigue value corresponding to the average temperature (Tavg) and the temperature change amount (DELTA T).
delete The apparatus according to claim 1,
All values of the fatigue table are summed (

) Total fatigue (D) is calculated based on the total fatigue (D).
The vehicle driving force control apparatus according to claim 1,
(1 / D) is calculated by dividing 1 by the total fatigue (D) value calculated through the fatigue calculation unit.
Detecting the route information, the driving information, and the operating state of the railway vehicle propulsion inverter according to the one-time operation of the railway vehicle propulsion inverter;
Detecting the temperature change of the switching element of the propulsion inverter with respect to time according to the driving of the route;
Generating the driving temperature table by classifying the average temperature (Tavg) and the temperature variation amount (DELTA T) of the switching elements according to the driving of the line once;
The control unit performs an acceleration test on a switching element of the propulsion inverter under predetermined conditions to measure lifetime data for each operating condition, and generating a life graph based on the measured life data;
The control unit generating a fatigue table based on the running temperature table and the life graph;
Calculating a total fatigue (D) by receiving the values of the fatigue table; And
(1 / D ) by dividing 1 by the calculated total fatigue (D) value,
Wherein each of the cell values of the fatigue-
( N _xy ) of the running temperature table generated through the classification of the average temperature (T avg) and the temperature change amount (? T) of the switching element is calculated as the life time corresponding to the average temperature (T avg) and the temperature change amount (N _{LT, xy)} by dividing _{(N xy / N LT, xy} ) estimation of durability light railway propulsion drive, characterized in that for calculating.
9. The method of claim 8,
Wherein the route information includes at least one of a route starting point, a route terminating point, a total driving time, and a driving time per section, the driving information including at least one of a traveling section, a stationary section, Wherein the operation state includes at least one of an inverter output current, a power factor, and a speed.
9. The method of claim 8, wherein the time-
And a temperature change of each section of the route.
9. The method of claim 8, wherein each cell value of the fatigue table comprises:
Means a fatigue value corresponding to the average temperature (Tavg) and the temperature change amount (DELTA T).
delete 9. The method according to claim 8, wherein in calculating the total fatigue (D)
Wherein,
All values of the fatigue table are summed (

) Total fatigue (D) is calculated based on the estimated total fatigue (D).

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