KR20150001987A - Malfunction prevention apparatus of traction inverter system and the rail vehicles - Google Patents

Abstract

The present invention relates to a device for preventing malfunction of a traction inverter system and a railway vehicle for the same and, more particularly, to a device for preventing malfunction of a traction inverter system, which can block connection with main power by forcibly opening a circuit breaker using a logic when a valid signal is detected by an ammeter in a state in which a traction signal is not activated, and to a railway vehicle for the same. The device for preventing malfunction of a traction inverter system according to an embodiment of the present invention, which is a device for preventing malfunction of a traction inverter system comprising: a circuit breaker module including a high-speed circuit breaker, a first ammeter, and a circuit breaker; a filter reactor module; and a traction inverter module including a traction control unit and an inverter, comprises: a second ammeter connected between the circuit breaker and the filter reactor module to measure a current flowing through the rear end of the circuit breaker; and a safety relay circuit interposed between the circuit breaker module and the traction control unit to control the circuit breaker module according to a current signal received from the second ammeter, a control command signal received from the traction control unit, and a traction signal received from a vehicle control computer.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traction inverter system,

[0001] The present invention relates to an apparatus for preventing malfunction of a traction inverter system, and more particularly to a traction inverter system using the logic circuit, The present invention relates to a traction inverter system malfunction prevention device for preventing a connection, and a railway vehicle thereof.

Generally, an urban railway or a subway, a subway, or a railway means a railway that is opened to facilitate traffic, and is located on the ground.

Railways are a wide range of means of transport, with friction between iron orbits and iron wheels. In principle, this refers to means of transport using parallel wheels, plungers, and steering wheels. You can see a variety of railway transportation networks.

The railway vehicle receives AC or DC power, drives the traction motor through the main power unit, and supplies electricity to the car through the auxiliary power unit (SIV).

The traction inverter, which is necessary for driving a traction motor of a railway vehicle, is used for driving and speed control of a traction motor of a railway vehicle by switching a DC voltage / current at a high speed. In order to switch a DC voltage, a switching device (Transistor, IGBT ).

1 is a block diagram of such a conventional traction inverter system.

As shown in FIG. 1, a conventional traction inverter system includes a circuit breaker module (LB Module), a filter reactor module (FL Module), a Traction Inverter Module, and a braking resistor box (DBRe Box) A main switch box (MS Box) is connected to the front end of the circuit breaker module (LB Module), and a traction motor (TM1, TM2) is connected to the rear end of the traction inverter module.

The circuit breaker module (LB Module) includes a high-speed breaker (HSCB), a circuit breaker (LB), a charge contactor (CHK) and a charging resistor (CHRE), and a first ammeter (CT1) A DC voltmeter DCPT is provided.

The high speed circuit breaker (HSCB) protects the traction system by short-circuiting itself and manually when a trouble such as an overcurrent occurs in the traction inverter.

The circuit breaker LB is a circuit breaker for connecting or disconnecting the main circuit and the traction inverter module. The circuit breaker LB supplies or disconnects power to the traction motors TM1 and TM2 by a control circuit operation according to the operation of the output controller (Notch) Operation is done.

The charge contactor CHK functions to charge a filter capacitor FC, which will be described later, through a charging resistor CHRE for preventing an inrush current when a start signal is given.

The charging resistor (CHRE) prevents inrush current to the filter capacitor (FC) and is used for initial charging.

The filter reactor (FL) of the filter reactor module (FL reactor) is used to remove the harmonic components by constituting the filter capacitor (FC) and the LC filter connected to the rear end. Since the ripple voltage is removed, .

The traction inverter module consists of Traction Control Unit, Relay Unit, Power Filter Unit (PFU), Braking Chopper (BCH), Discharge Resistance (DCHRE), Filter Capacitor (FC), Inverter (DCPT) and 3-phase ammeter (CTU / V / W) to measure voltage and current.

The braking chopper (BCH) serves to prevent the rise of the filter reactor (FC) voltage during the regenerative braking of the railway vehicle and to help smooth the dynamic brake control.

When the electric braking is performed, the regenerative braking current is absorbed by the braking resistor (DBRE) connected in series with the braking chopper (BCH), so that momentary overvoltage and overcurrent can be prevented.

That is, when the power generated by regenerative braking of the traction motors TM1 and TM2 raises the DC short-circuit DC voltage, the braking resistor DBRE periodically performs on / off operations with the power semiconductor switch to lower the DC short- Lt; / RTI >

The filter capacitor FC charges the voltage as described above, and the discharge resistor DCHRE discharges the charge of the filter capacitor FC.

The inverter converts DC power to AC three-phase power to drive the traction motors (TM1, TM2).

In the above-described configuration, the traction braking unit always receives a traction enable signal from the vehicle control computer (VCC), and the inverter supplies power in the sequence as shown in Fig.

That is, when the traction signal and the DC power source are detected in the circuit breaker module (LB Module) as shown in FIG. 2, a high-speed breaker (HSCB) is inputted and a forward / reverse signal is inputted.

The charge contactor CHK is charged to charge the filter capacitor FC at the front end of the inverter after a predetermined time elapses after the powering / braking signal is inputted by the operation of the next driver, When the capacitor FC is charged with the appropriate voltage, the circuit breaker LB is turned on and the charge contactor CHK is turned off.

That is, the charging contactor CHK is charged to charge the DC filter capacitor FC through the charging resistor CHRE and the voltage across the DC filter capacitor FC is applied to the DC voltage at the power supply side by 70 to 90 %, The circuit breaker (LB) is turned on and the pantograph side DC power supply and the filter capacitor (FC) are fully connected to the circuit.

At this time, the voltage and current for the overall control and vehicle monitoring are measured using a DC voltmeter (DCPT), a first ammeter (CT1), and a three-phase ammeter (CTU / V / W).

However, in the conventional traction inverter system, there is a possibility that propulsion may occur due to a malfunctioning traction signal, and the risk of causing a lot of human injury due to the characteristics of a railway vehicle directly related to the life and safety of a person is implied.

Registration No. 10-0266176 (Announcement date: September 15, 2000)

SUMMARY OF THE INVENTION The present invention has been conceived to solve the above-mentioned problems, and it is an object of the present invention to provide a circuit breaker which is capable of forcibly opening a circuit breaker using logic when a valid signal is detected by an ammeter in a state where a traction signal is not activated, The present invention provides a traction inverter system malfunction preventing device and a railway vehicle that can prevent a human injury caused by a propulsion error of a railway vehicle through elimination of a propulsion caused by a signal malfunction.

According to another aspect of the present invention, there is provided an apparatus for preventing malfunction of a traction inverter system including a circuit breaker module having a high-speed circuit breaker, a first ammeter and a circuit breaker, a filter reactor module, a traction control unit, A pulling inverter system malfunction prevention device including an inverter module,

A second ammeter connected between the circuit breaker and the filter reactor module for measuring a current flowing in the rear end of the circuit breaker;

A safety relay circuit interposed between the circuit breaker module and the traction control unit for receiving a current signal from the second ammeter, a control command signal from the traction control unit, and a traction signal from the vehicle control computer to control the circuit breaker module; .

The safety relay circuit compares the current signal input from the second ammeter with a reference current value signal to determine whether the current signal is an effective signal or not.

In addition, the safety relay circuit may control the circuit breaker module by judging that the input signal is logic having a low state of 0 and a high state of 1.

The safety relay circuit is characterized in that if a traction signal is not inputted from the vehicle control computer and an effective signal is inputted from the second ammeter, the safety relay circuit judges that the traction is caused by a malfunction of the traction signal and forcibly opens the circuit breaker.

In addition, the safety relay circuit includes a circuit breaker relay inside to turn off the circuit breaker relay, thereby forcibly opening the circuit breaker.

In addition, the safety relay circuit determines that the traction signal is not input from the vehicle control computer and the propulsion due to the traction signal malfunction when the valid signal is input from the second ammeter regardless of whether the circuit breaker command signal is input from the traction control unit .

The safety relay circuit determines that the safety relay circuit is in a failure state when a valid signal is input by the second ammeter even though the traction signal is input to the vehicle control computer and the circuit breaker command is not inputted from the traction control unit.

Also, the railway vehicle according to the embodiment of the present invention includes any one of the above-described traction inverter system malfunction prevention devices.

According to the solution of the above-mentioned problem, when the valid signal is found by the ammeter in the state that the traction signal is not activated, the circuit breaker is forcibly opened by using the logic to cut off the connection with the main power source, It is possible to prevent the damage caused by the propulsion error of the railway vehicle.

1 is a block diagram of a conventional traction inverter system;
2 is a diagram showing an initial startup sequence of the traction inverter system shown in Fig.
3 is a block diagram of a traction inverter system in accordance with an embodiment of the present invention.
Fig. 4 is a diagram for explaining the function of the traction inverter system shown in Fig. 3; Fig.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

It is to be noted that the same components of the drawings are denoted by the same reference numerals and symbols as possible even if they are shown in different drawings.

In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

Also, when a part is referred to as "including " an element, it does not exclude other elements unless specifically stated otherwise.

3 is a block diagram of a traction inverter system in accordance with an embodiment of the present invention.

As shown in FIG. 3, the traction inverter system according to the embodiment of the present invention further comprises a safety relay circuit (Safe Relay Circuit) and a second ammeter CT2 in the construction of the conventional traction inverter system.

That is, it is configured to include a circuit breaker module (LB Module), a filter reactor module (FL Module), a Traction Inverter Module and a DBRe Box, A safety relay circuit and a second ammeter CT2 are installed in the structure of a conventional traction inverter system in which a main switch box (MS Box) is connected to the main switch box and a traction motor (TM1, TM2) .

Accordingly, the traction inverter system according to the embodiment of the present invention performs the core function of the conventional traction inverter system as it is, while the initial start sequence proceeds as shown in FIG.

Therefore, the same structure and function as those of the conventional traction inverter system are described in detail in FIG.

The second ammeter CT2 is connected between the circuit breaker LB of the circuit breaker module LB and the filter reactor FL of the filter reactor module FL to measure the current flowing after the circuit breaker LB Input to the safety relay circuit (Safe Relay Circuit).

The safety relay circuit is interposed between a traction control unit of a Traction Inverter Module and a circuit breaker module LB Module and is controlled by the Traction Control Unit Receives the command signal and controls the circuit breaker module (LB Module).

The safety relay circuit includes a circuit breaker relay LBR for forcibly opening the circuit breaker LB so that the circuit breaker relay LBR of the hardware logic forcibly energizes the circuit breaker LB Can be opened.

The safety relay circuit receives a traction signal from the vehicle control computer VCC and receives a current value signal flowing from the second ammeter CT2 to the rear end of the circuit breaker LB, And judges whether or not it is an effective signal.

As a result, the safety relay circuit uses an internal circuit breaker relay (LBR) when a valid signal is input from the second ammeter CT2 in a state that no traction signal is inputted from the vehicle control computer (VCC) Forcibly opens circuit breaker (LB).

Table 1 below is a table showing the traction signal malfunction prevention logic of the safety relay circuit.

In Table 1, 0 indicates a low state and 1 indicates a high state.

In the traction signal malfunction prevention logic, the traction signal is not inputted from the vehicle control computer (VCC) first, the circuit breaker (LB) command signal is not inputted from the traction control unit, and the second ammeter (CT2) The safety relay circuit determines that the safety relay circuit is in a normal state.

The circuit breaker LB is connected to the second ammeter (LB) even though the traction signal is not inputted from the vehicle control computer (VCC) and the circuit breaker (LB) command signal is not inputted from the traction control unit The safety relay circuit (Safe Relay Circuit) judges that the propulsion due to the traction signal malfunction is activated and turns off the circuit breaker relay (LBR) provided therein to force the circuit breaker (LB) Open.

If the traction signal is not inputted from the vehicle control computer VCC and the circuit breaker LB command signal is inputted from the Traction Control Unit and the valid signal is not inputted by the second ammeter CT2, It is determined that the safety relay circuit (Safe Relay Circuit) is in a normal state.

Fourth, even though the circuit breaker (LB) command signal is inputted from the Traction Control Unit and the traction signal is not inputted from the vehicle control computer (VCC), the circuit breaker (LB) is connected to the second ammeter The safety relay circuit judges that the propulsion due to the traction signal malfunction is activated and turns off the circuit breaker relay LBR provided therein to forcibly open the circuit breaker LB do.

Fifth, if the traction signal is input from the vehicle control computer (VCC) and the circuit breaker (LB) command signal is not inputted from the traction control unit and the valid signal is not inputted by the second ammeter CT2, The safety relay circuit (Safe Relay Circuit) is determined to be in a normal state, and no safety action is taken.

The circuit breaker LB is connected to the second ammeter CT2 even though the traction signal is input from the vehicle control computer VCC and the circuit breaker LB command signal is not inputted from the Traction Control Unit. The safety relay circuit judges that the safety relay circuit is in a failure state and does not operate.

When the traction signal is input from the vehicle control computer VCC and the circuit breaker command signal is input from the Traction Control Unit and the valid signal is not input by the second ammeter CT2, (Safe Relay Circuit) turns on the circuit breaker relay (LBR) provided therein and connects the circuit breaker (LB).

When the traction signal is inputted from the vehicle control computer VCC for the eighth time and the circuit breaker LB command signal is inputted from the traction control unit and the valid signal is inputted by the second ammeter CT2, The relay circuit (Safe Relay Circuit) connects the circuit breaker (LB) by turning on the internal circuit breaker relay (LBR).

As described above, the present invention uses the logic that forcibly disconnects the circuit breaker when the valid signal is detected by the second ammeter in the state where the traction signal is not activated, thereby removing the propulsion from the source.

Fig. 4 is a diagram for explaining the function of the traction inverter system shown in Fig. 3; Fig.

4, in the comparator circuit function, it is determined whether or not the current value measured by the second ammeter CT2 is an effective current (signal) by comparing the current value measured by the second ammeter CT2 with a preset reference current value, The circuit breaker open command signal (LB open command) is then input to the safety function.

The safety function is the main function of the Safe Relay Circuit. The safety function is a function of the high speed breaker command (HSCBc), the circuit breaker command (LBc), the charge contactor command (CHKc) from the Traction Control Unit, (HSCB), the circuit breaker (LB) and the charge contactor (CHK) by receiving a signal from the vehicle control computer (VCC) and receiving a traction signal from the vehicle control computer Monitoring function.

The fault monitoring function receives a battery signal, a circuit breaker a contact LBa, and a high speed circuit breaker a contact HSCBa to determine whether the fault has occurred, and controls the railway vehicle accordingly.

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 exemplary embodiments, but, on the contrary, And it goes without saying that the invention belongs to the scope of the invention.

CT2: 2nd ammeter HSCB: High-speed circuit breaker
Inverter: Inverter LB: Circuit breaker
LB Module: Circuit breaker module
Safe Relay Unit: Safety Relay Unit
Traction Control Unit: Traction control unit
Traction Inverter Module: Traction Inverter Module
VCC: Vehicle control computer

Claims (8)

Claims 1. A traction inverter system malfunction prevention device comprising a traction inverter module having a circuit breaker module, a filter reactor module, a traction control unit and an inverter, comprising a high-speed circuit breaker, a first ammeter and a circuit breaker,
A second ammeter connected between the circuit breaker and the filter reactor module for measuring a current flowing in the rear end of the circuit breaker;
A safety relay circuit interposed between the circuit breaker module and the traction control unit for receiving a current signal from the second ammeter, a control command signal from the traction control unit, and a traction signal from the vehicle control computer to control the circuit breaker module; And a drive system for preventing malfunction of the traction inverter system. The method according to claim 1,
Wherein the safety relay circuit compares the current signal input from the second ammeter with a signal of a reference current value to determine whether or not the current signal is an effective signal. 3. The method of claim 2,
Wherein the safety relay circuit judges that the input signal is logic having a low state of 0 and a high state of 1, and controls the circuit breaker module. 3. The method of claim 2,
Wherein the safety relay circuit determines that the traction signal is propelled by malfunction of the traction signal when the traction signal is not inputted from the vehicle control computer and the valid signal is inputted from the second ammeter and forcibly opens the circuit breaker. Device. 5. The method of claim 4,
Wherein the safety relay circuit includes a circuit breaker relay inside to turn off the circuit breaker relay to forcibly open the circuit breaker. 5. The method of claim 4,
The safety relay circuit determines that the traction signal is not input from the vehicle control computer and the propulsion due to the traction signal malfunction occurs when the valid signal is input from the second ammeter regardless of whether the circuit breaker command signal is input from the traction control unit Features a traction inverter system malfunction prevention device. 3. The method of claim 2,
Wherein the safety relay circuit determines that a fault is present when a valid signal is input by the second ammeter even though a traction signal is inputted to the vehicle control computer and a circuit breaker command is not inputted from the traction control unit. Device. A railway vehicle having a pulling inverter system malfunction prevention device according to any one of claims 1 to 7.

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