RU54473U1 - POWER SEMICONDUCTOR RECTIFIER-INVERTER CONVERTER FOR VEHICLE - Google Patents

Abstract

The utility model relates to electrical engineering, in particular, to the electrical equipment of vehicles, namely, to power semiconductor rectifier-inverter converters for a vehicle, for example, a trunk electric locomotive. The power semiconductor rectifier-inverter converter for a vehicle contains a housing with a central air cooling channel and AC connecting busbars, and groups of power semiconductor modules are mounted on them with a semiconductor device, for example, a thyristor, which is mounted in each power module between the cathode and anode individual coolers mounted on an insulating mounting panel for fastening power semiconductor modules to each other, and anode and cathode individual coolers respective groups of power modules are connected to the respective anode and cathode output DC bus and to the buses connecting AC input bus attached to the AC. The converter is equipped with microprocessor units for protecting the converter from overload currents. The original design of the device allowed to increase its reliability and provided the ability to prevent accidents in difficult road conditions.

Description

The invention relates to the electrical equipment of vehicles, in particular, to power semiconductor rectifier-inverter converter devices for passenger and freight trunk electric locomotives. The inventive power semiconductor rectifier-inverter converter is designed to power traction motors of an electric locomotive and is installed in modernizable electric locomotives equipped with microprocessor control and regulation systems.

When creating the design of this device, tasks were posed related to the modernization of the control electric equipment of electric locomotives, namely, the developed technical solution should have:

- the ability to control and implement selective control of transducer malfunctions from the computer control panel in electric locomotives with a microprocessor control system;

- the ability to transmit information about the actual values of the input current to the computer operator’s console for use in the general control and protection algorithm of an electric locomotive equipped with a microprocessor control system;

- the ability to optimize control parameters and generate instantaneous and integral protection signals;

- the ability to issue a “Protection” signal to the power key control unit (diagnostic unit) if the corresponding settings are exceeded;

- the possibility, due to the individual protection of power semiconductor devices, to increase the reliability of operation of the device, reduce operating costs during long-term operation of the converters, to ensure the failure of power semiconductor modules, to reduce the number of false alarms and emergency situations. To prevent dangerous ripples in the rectification voltage curve, to exclude factors affecting the magnitude of leakage currents.

Various designs of power semiconductor devices used in vehicle generator sets are widely known. Designs of devices known in the prior art, as a rule, include a protection element in the external circuits (input or output) of the converter in the overvoltage protection circuits of the converter, which leads to the disconnection of the converter as a whole when the protection, for example, a fuse, is activated. In this case, the product into which the converter is installed becomes inoperative.

Thus, a semiconductor converter unit [1] is known, which contains semiconductor devices and fuses, each mounted on its own side with a current-conducting bus of direct and alternating currents. When an overvoltage occurs, the fuse disconnects the semiconductor fuse from the power supply. In this case, there may be the following situations, due to the large inertia and low accuracy of the fuse, as well as the delay of fuse disconnection, which

significantly increases the degree of emergency, for example, due to a short circuit there may be an explosion or fire. The preliminary situation of this known device is not fixed. Thus, the disadvantage of the known device is low operational reliability due to the low efficiency of protection against emergencies due to the uncontrollability of alternating overload currents, therefore, the known design does not have the ability to control the operation mode of each semiconductor device.

In this design, when even one fuse is triggered, the entire unit becomes inoperative. And this can lead to an accident.

The closest in technical essence to the claimed object is a semiconductor reversing converter [2], including current-carrying buses and semiconductor elements placed on group coolers and forming the anode and cathode groups of counter-parallel connected electric bridges, and fuses located between group coolers.

The disadvantages of the known design are due to the fact that in the absence of the ability to control the overload currents of the mains supply, the seizure of any of the semiconductor devices disconnects the entire device from the power supply or, when the delay is turned off, the degree of emergency in the vehicle increases (for example, a fire or explosion ) This indicates a low operational reliability and a high accident rate of the known converter.

The problem to which this technical solution is directed is to create an original design of a power semiconductor rectifier-inverter converter for transport

a tool that differs from the well-known modernizability, including increasing the degree of reliability and safety in operation by providing constant monitoring of overload currents and generating protection signals that allow for safe operation of the device with a signaling about specific malfunctions displayed on the console of the electric locomotive driver.

In this case, the achievement of the following technical and economic results should be ensured:

- improvement of technical and operational characteristics;

- high reliability;

- the possibility of operation in a wide range of climatic conditions;

- a high degree of protection against emergencies in difficult road conditions;

- fire safety;

- long trouble-free service life;

- optimally low level of ripple of the Converter;

- minimum low leakage currents.

A power semiconductor rectifier-inverter converter is proposed for a vehicle, comprising a housing with a central air cooling channel and AC busbars, and groups of power semiconductor modules are mounted on them with a semiconductor device, for example, a thyristor, which is fixed between the cathode and anode in each power module individual coolers installed on an insulating mounting panel for fastening power semiconductor modules to each other, moreover, with anode and cathode individual coolers of the corresponding power semiconductor groups

the modules are connected to the corresponding anode and cathode DC output buses, and input buses for connecting AC are attached to the connecting busbars of the alternating current.

The achievement of these technical results is ensured by the fact that the device is equipped with a microprocessor-based unit for protecting the converter from overload currents, which are installed in isolation on the input end of each connecting power bus, each of which is placed in a chair-like housing, in the back of which there is a central slot for the possibility of installing a power bus , along the perimeter of the slot inside the back there is a groove with a contactless electromagnetic pulse current sensor placed in it in the form of a Rogowski belt, having two isolated leads, and in the seat of the said case a rectangular cavity is made with a board placed in it, containing a control block diagram with contacts connected to the two leads of the contactless electromagnetic sensor and with a cable for connecting to external devices, on the outside of the casing seat, metal racks are mounted for attaching the casing to the insulating mounting panel of the power module, and the back and seat of the arm-shaped casing are connected roving side kerchiefs.

The claimed technical solution can be recognized as meeting the requirements of novelty, since no analogue has been found, characterized by features identical to all the essential features of the proposed object of protection.

The technical solution can be recognized as having an inventive step, since it does not explicitly follow from the prior art for a specialist.

The claimed technical solution meets the requirement of industrial applicability, since it is manufactured and used in an electric locomotive (an ad sheet is attached).

The essence of the claimed device is illustrated by the following drawings:

- figure 1 - power semiconductor rectifier-inverter converter for a vehicle (structure), front view;

- figure 2 is the same side view;

- figure 3 - microprocessor unit for protecting the converter from overload currents (axonometric image);

- figure 4 - the back of the arm-shaped body (front view);

- figure 5 - seat armchair-shaped body (top view);

- 6 - fastening of the microprocessor unit 14 in a power semiconductor rectifier-inverter converter for a vehicle;

- Fig.7 is a structural diagram of the microprocessor unit 14 for protecting the converter from overload currents.

The inventive power semiconductor rectifier-inverter converter 1 (see Fig. 1) for a vehicle contains (see Figs. 1-6) a housing 1 with a central channel 2 for air cooling and internal connecting power busbars 4 of an alternating current, and groups are mounted on them 3 power semiconductor modules 5.

Each power semiconductor module 5 contains a semiconductor device 6, for example, a thyristor T 453-800-36-83-2,2-UChL2 (TU 3417-003-41687291-97), mounted between the anode 7 and the cathode

8 individual coolers installed on an insulating mounting plate 9.

The mounting panel 9 serves to fasten the power semiconductor modules 5 to each other. The corresponding anode 10 and cathode 11 DC output buses are connected to the anode and cathode individual coolers 7 and 8 of the corresponding groups of power modules.

To the connecting busbars 4 of the alternating current are connected input bus 12 for connecting an alternating current. At the input end of each connecting power bus 12 of the alternating current, a microprocessor unit for protecting the converter from overload currents (pos. 14) is isolated. Each overload protection unit 14 has a chair-shaped body 15 (Figs. 3, 4, 5), in the back 16 of which a central slot 17 is made for the AC bus 12 to pass through it. Along the perimeter of this slot 17, a groove 18 is made inside the backrest 16 with a contactless electromagnetic sensor 19 of the impulse currents placed in it in the form of a Rogowski belt having two insulated leads 20. A rectangular cavity 21 is made in the seat 13 of the said housing 15 with a board 22 located on the protrusions, comprising a control block diagram 23 with contacts 24 and 25 connected to two terminals 20 of said non-contact electromagnetic sensor 19 and with a cable 26 for connecting to external devices, for example, to a diagnostic unit (n Fig. not shown) for monitoring the excess of allowable limits AC, and to the panel (Fig. not shown) for remote control of outputting the "protection" when the signal exceeds the respective setting values.

The arm-shaped housing 15 is made of electrically insulating material.

On the outside of the seat 13 of the housing 15 are installed (on screws) metal racks 26 for mounting the arm-shaped housing 15 on the insulating mounting panel 9 of the power module 5.

The wall 16 and the seat 13 of the arm-shaped body are connected by reinforcing side scarves 27.

The principle of operation of the inventive power semiconductor rectifier-inverter converter for an alternating current vehicle is as follows. The aforementioned converter is installed in an electric locomotive, connected to traction motors, to a diagnostic unit, a control panel and to an external single-phase alternating current network (not shown in FIG.). When applying alternating voltage, electric current flows through the connecting power busbars of the alternating current and at the same time its value on each bus is controlled by the microprocessor unit 14 protecting the converter from overload currents installed at its input.

When the alternating current flows through the bus 4, on which the microprocessor unit 14 is installed, there is a proportional conversion with the help of a non-contact electromagnetic sensor 19 in the form of a Rogowski belt, the value of the flowing current into an electrical signal. Next, the signal enters the block diagram 23, where the following transformations occur:

1. Its filtering to protect against interference and noise;

2. Amplification of the signal;

3. Processing and digitalization of the amplified signal;

4. Processing the information value of the signal;

5. Development of instantaneous and integral protection signals;

6. Issuance of a “Protection” signal to the power key control unit (diagnostic unit), when the signal exceeds the corresponding settings;

7. Transfer of information on the actual values of current and settings via a common communication channel in the RS-485 interface standard to the control controller board.

The control controller systematizes the received information from all sensors and transfers it to the control panel of the electric locomotive for use in general control algorithms and protection of the electric locomotive. To fulfill paragraphs 6 and 7, the connecting wires of cable 26 are used.

Thus, the microprocessor unit 11 of the converter from overload currents is used to contactlessly convert the magnitude of the alternating current passing through the input power bus of the VIP-4000R and VIP-5600R into a digital code and transmit information via a common communication channel in the RS-485 interface standard to the control rack engine, as well as for direct impact on the power keys of the diagnostic unit by issuing a signal like TTL "Protection" on a separate line. Moreover, the microprocessor unit 14 provides protection in two time areas:

- instant protection when the measured current exceeds a given setting in the range (3000 ... 7500) A (amp. values);

- integrated protection in excess of the effective measured current of a given setting in the range (2500 ... 5000) A (rms value).

Thus, due to the fact that the power semiconductor rectifier-inverter converter for a vehicle is equipped with an isolator installed at the input end of each

the connecting AC power bus to the microprocessor-based overload current protection blocks, the design of which is presented in this invention, the device is modernized to improve the reliability and safety during operation in difficult road conditions due to the possibility of constant monitoring of overload currents and generation of protection signals that allow pre-signal a specific malfunction to a remote control panel (remote control of an electric locomotive driver) and provide accident prevention.

The inventive design of a power semiconductor rectifier-inverter converter for a vehicle has the following technical advantages compared with known designs:

- improved technical and operational characteristics;

- high reliability of operation in a wide range of climatic conditions and difficult road situations;

- the ability to precisely control changes in the input current and transmit information about the actual values of the current and settings to the diagnostic unit and the control panel of the electric locomotive to generate instantaneous and integral protection signals that prevent emergency situations;

- exception of false positives;

- a high degree of protection against fire;

- long trouble-free service life;

- optimally low ripple of the converter.

SOURCES OF INFORMATION USED IN THE DESCRIPTION OF A USEFUL MODEL:

1. Semiconductor converter unit. RF patent No. 1168022, M. cl. H 01 ²⁵ L / _03, 15.06.1994.

2. Semiconductor reversing converter with air free cooling system. Auth. St. No. 999184, M. cl. H 05 K _^07/20, H 01, L _^23/00, 23.02.1983 (prototype).

Claims (1)

A power semiconductor rectifier-inverter converter for a vehicle, comprising a housing with a central air cooling channel and internal AC connecting busbars, and on them are mounted groups of power semiconductor modules with a semiconductor device, for example, a thyristor, which is mounted between the cathode and each power module individual anode coolers mounted on an insulating mounting plate for fastening power semiconductor modules between themselves, and with the anodic and cathodic individual coolers of the respective groups of power modules, the corresponding anodic and cathodic DC output buses are connected, and input busbars for connecting the alternating current are attached to the alternating current busbars, characterized in that it is equipped with an isolation busbar mounted at the input end of each AC power bus with microprocessor-based converter protection against overload currents, each of which is placed in a chair-like housing, in the back of which a central slot is made for the possibility of installing a power bus along the perimeter of the slot inside the back, a groove is made with a contactless electromagnetic pulse current sensor in it in the form of a Rogowski belt having two insulated leads, and a rectangular cavity is made in the seat of the housing with a board placed in it a control block diagram with contacts connected to two terminals of said non-contact electromagnetic sensor and with a cable for connection to external devices stvam, while the outside of the seat shell metal rack set for mounting the housing on the insulation of the power module mounting plate, and the back and seat kresloobraznogo housing connected reinforcing side gussets.