KR20180019379A - Integrated power conversion apparatus for electric railway vehicle and electric railway vehicle including the same - Google Patents

Abstract

An integrated power conversion apparatus for an electric railway vehicle includes a common power supply circuit for receiving power from a catenary, a propulsion control device connected to an output terminal of the common power supply circuit and driven according to the control of a variable voltage variable frequency (VVVF), and an auxiliary power supply device connected to the output terminal of the common power supply circuit and driven according to a constant voltage constant frequency (CVCF), wherein the propulsion control device and the auxiliary power supply device are connected in parallel with the common power supply circuit. Accordingly, the present invention can arrange the propulsion control device and the auxiliary power supply device in one railway vehicle together and maximize the utilization of regenerative energy.

Description

TECHNICAL FIELD [0001] The present invention relates to an integrated power conversion device for an electric railway vehicle, and an electric railway vehicle having the electric power conversion device. [0002]

The present invention relates to a power conversion apparatus for an electric railway vehicle and an electric railway vehicle having the same.

The city railway is a railway, monorail, street tram, linear induction motor, magnetic levitation train, etc. which are constructed and operated in the urban traffic area for smooth communication of city traffic. Transportation facilities and means of transportation. Most of these urban railways are operated by electric railway vehicles, which are electric multiple units, and they are called urban railway vehicles. For reference, a train is a power distribution type vehicle that runs on catenary (power supply line) by installing a catenary on a track and is also called an electric vehicle.

A power conversion device is essential for the operation of electric trains. Particularly, in the case of an urban railway vehicle, a propulsion control device for generating propulsion force as a power conversion device, and an auxiliary power supply device for supplying power (controller, cooling fan, cooling fan, air compressor, .

The power conversion apparatus has a control method according to a required function. The propulsion control apparatus controls a variable voltage variable frequency (VVVF), and the auxiliary power unit controls a constant voltage constant frequency (VSS). CVCF) control.

In this connection, Korean Patent Registration No. 10-0683590 entitled V-VW inverter and auxiliary converter diagnosis system of a high-speed railway vehicle includes a VVVF inverter voltage detector for detecting an output voltage of VVVF inverters; A VVVF inverter current detector for detecting a current flowing through the VVVF inverters; A first signal converter for converting the voltage and current of the VVVF inverter detected by the VVVF inverter voltage / current detector into a DC voltage; An auxiliary converter voltage detector for detecting an output voltage of the auxiliary converters; An auxiliary converter current detector for detecting a current flowing through the auxiliary converters; A second signal converter for converting the voltage and current of the auxiliary converter detected by the auxiliary converter voltage / current detecting unit into a DC voltage; A speed sensor for generating a pulse signal corresponding to the number of revolutions of the wheel during running of the railway vehicle; A frequency / voltage converter for converting the frequency of the speed detection pulse into a voltage; An A / D converter for converting an analog railway speed voltage into a digital signal; A vehicle speed detector for detecting a current running speed of the railway vehicle; A counter for counting pulses; A position information detecting unit for calculating a travel distance of the railway car in comparison with the number of pulses and detecting the position of the railroad car; A gateway unit for receiving and inputting information on various electric devices installed in the vehicle through the WTB of the TCN communication; And various parts such as propulsion, braking, wire voltage, braking pressure, traction force, braking force, etc., including the speed and position information at the time of occurrence of a fault in a specific VVVF inverter or auxiliary converter, And a computer for storing and outputting the failure status information of the corresponding VVVF inverter or the auxiliary converter together with the status information of the VVVF inverter or the auxiliary converter.

Generally, in an urban railway vehicle, in order to ensure safety of operation, at least 50% of the knitted construction vehicles are formed of a motor car (aka, 'M-car') equipped with a propulsion control device In order to supply power other than propulsion power, a plurality of auxiliary power supplies are also installed. Therefore, at least two auxiliary power units must be mounted on the carriage, so that the ratio of pure carriages is about 20%. Accordingly, the power conversion apparatus and its knitting composition system of the existing urban railway vehicle have a problem that the weight of the entire knitting is increased and the operating variable width of the knitting configuration is limited. In addition, There is a problem that the harmfulness of the human body caused by it can not be overlooked. In addition, since a plurality of auxiliary power supplies are required to supply the minimum necessary power in the event that another auxiliary power source fails, there is also a problem that the required capacity of the auxiliary power source is increasing more and more. In addition, in the case of a light railroad, there is a restriction in installing an electric device in a space compared to a medium / large-sized railroad vehicle, and thus it has been difficult to efficiently arrange the propulsion control device and the auxiliary power supply device in railroad cars.

An embodiment of the present invention is to provide an electric railway vehicle integrated power conversion apparatus and an electric railway vehicle having the railway vehicle integrated type power conversion apparatus capable of improving the degree of freedom of a railway train configuration of a railway vehicle.

It is to be understood, however, that the technical scope of the present invention is not limited to the above-described technical problems, and other technical problems may be present.

According to an aspect of the present invention, there is provided an integrated power system for an urban railway vehicle, including: a common power supply circuit for receiving power from a catenary; A propulsion control device connected to an output terminal of the common power supply circuit and driven in accordance with a variable voltage variable frequency (VVVF) control; And an auxiliary power supply connected to an output terminal of the common power supply circuit and driven according to a constant voltage constant frequency (CVCF). At this time, the propulsion control device and the auxiliary power supply device are connected in parallel to the common power supply circuit.

According to another aspect of the present invention, there is provided an electric railway vehicle in which a plurality of vehicles are connected and knitted, wherein at least two of the plurality of vehicles include a common power source circuit for receiving power from a catenary; A propulsion control device connected to an output terminal of the common power supply circuit and driven in accordance with a variable voltage variable frequency (VVVF) control; And an auxiliary power supply connected to an output terminal of the common power supply circuit and driven according to a constant voltage constant frequency (CVCF). At this time, the propulsion control device and the auxiliary power supply device are connected in parallel to the common power supply circuit.

According to any one of the above-mentioned objects of the present invention, there is provided an integrated power conversion device in which a propulsion control device and an auxiliary power source device commonly use an input terminal (i.e., a power source terminal) in an electric railway vehicle such as an urban railway vehicle , The propulsion control device and the auxiliary power supply can be arranged together in one train vehicle.

That is, since the propulsion control device of the electric railway vehicle and the auxiliary power supply device share the same input terminal in hardware, the spatial arrangement in the train vehicle is facilitated, the knitted vehicle becomes lightweight, and the maintenance is simplified as the component parts are reduced Can be expected. In addition, by installing the integrated power conversion device in the electric railway vehicle, the propulsion control device and the auxiliary power source device can be mounted at the same time in one unit, so that the one-car train operation can be performed and the freedom of the configuration of the vehicle operation configuration is maximized. : Congestion time zone), it is possible to expect an effect of facilitating the configuration of knitting that is suitable for variable knitting operation.

Further, according to any one of the tasks of the present invention, a plurality of auxiliary power devices can be mounted without the spatial burden in the railway vehicle by using the integrated power conversion device, so that a plurality of auxiliary power devices share the load So that the design capacity of the auxiliary power supply device can be reduced.

In addition, in the integrated power conversion apparatus, the regenerative energy of the propulsion control apparatus is not returned to the rail side but is supplied to the auxiliary power supply apparatus connected to the same input end, thereby maximizing the utilization of the regenerative energy.

1 is a view showing a configuration of a power conversion apparatus of a general electric railway vehicle.
2 is a block diagram illustrating the configuration of an integrated power conversion apparatus of an electric railway vehicle according to an embodiment of the present invention.
3 is a detailed block diagram of an integrated power conversion apparatus according to an embodiment of the present invention.
4 is a view for explaining a method of arranging electrical components in knitting of an electric railway vehicle equipped with an integrated power conversion device according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as "including" an element, it is to be understood that the element may include other elements as well as other elements, And does not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof.

Before describing an integrated power conversion apparatus for an electric railway vehicle and an electric railway vehicle having the same according to the present invention, the configuration of a power conversion apparatus of a general electric railway vehicle will be described.

1 is a view showing a configuration of a power conversion apparatus of a general electric railway vehicle.

The power conversion apparatus of an existing electric railway vehicle is a device in which the propulsion control device and the auxiliary power source device are separated from each other, and the propulsion control device and the auxiliary power source device are separately provided in the electric railway vehicle. That is, when the electric railway vehicle is knitted by connecting a plurality of train cars, the propulsion control device may be mounted on the power train, and the auxiliary power source device may be mounted on the passenger train. Therefore, a propulsion control device or an auxiliary power source device is installed for each train vehicle, and these two devices are not installed at the same time.

Specifically, as shown in FIG. 1, a conventional electric railway vehicle power conversion apparatus includes a propulsion control apparatus including an input terminal P10 for receiving a line voltage and delivering it to a DC stage. And an auxiliary power supply unit including an input terminal P20 separately receiving a line voltage and transferring the line voltage to the DC stage separately from the input terminal P10 of the propulsion control apparatus.

For reference, the control methods of the propulsion control device and the auxiliary power supply device are different from each other, but the input terminals of the two devices have almost the same hardware structure. That is, as shown in FIG. 1, the input terminal P10 of the propulsion control device and the input terminal P20 of the auxiliary power supply device may have the same design.

Hereinafter, an integrated power conversion apparatus and an electric railway vehicle of an electric railway vehicle according to an embodiment of the present invention will be described in detail, and an electric railway vehicle is an urban railway vehicle using a DC power source.

2 is a block diagram illustrating the configuration of an integrated power conversion apparatus of an electric railway vehicle according to an embodiment of the present invention. 3 is a detailed block diagram of an integrated power conversion apparatus according to an embodiment of the present invention.

The integrated power conversion apparatus 10 according to an embodiment of the present invention is mounted on at least one vehicle of an electric railway vehicle formed of a plurality of vehicles and includes a propulsion control device 200 And a common power supply circuit 100 commonly used as a power supply input terminal of each auxiliary power supply 300. As described above, the power conversion apparatus 10 according to an embodiment of the present invention includes the integrated power conversion apparatus 200 in which the propulsion control apparatus 200 and the auxiliary power supply apparatus 300 share the hardware portion of the input stage, to be.

In this case, the propulsion control apparatus 200 may include a VVVF inverter that controls a variable voltage variable frequency (VVVF) as a main component, and the auxiliary power supply 300 may include a constant voltage (SIV) that controls the constant frequency (CVCF).

3, the common power supply circuit 100, which is a power line input terminal, includes a charge contactor / main circuit contactor 110, a filter reactor 120, and a filter capacitor 130. The propulsion control apparatus 200 including the DC unit includes an overvoltage prevention circuit 210 and a traction motor drive inverter unit 220. The auxiliary power supply 300 includes an auxiliary power supply inverter unit 310 . The integrated power conversion apparatus 10 according to an embodiment of the present invention may be configured such that in an electric railway vehicle, each vehicle can share a load with auxiliary power sources of an integrated power converter installed in another vehicle, And an auxiliary power supply output controller 320 for controlling the output of the device 300. [

Hereinafter, various configurations and operation of an electric railway vehicle will be described. The integrated power conversion apparatus 10 according to an embodiment of the present invention may further include at least one of the components shown in FIG. 3 as well as a configuration for operating an electric railway vehicle to be described below .

In direct current urban railway vehicles, the line voltage is applied through a high speed circuit breaker (HSCB) or the like. At this time, when the charge contactor 110 is turned on according to the startup sequence of the predetermined railway vehicle, charging starts. When the voltage to be applied to the DC terminal is established through this, the main circuit contactor 110 is turned on to apply power to the DC terminal. In addition, a filter reactor 120 and a filter capacitor 130 are included in the input terminal for filtering the noise of the line power supply.

More specifically, when an engineer operating an electric railway vehicle attaches the current collecting device to the electric cable, an operational signal of the high speed circuit breaker (HSCB) is transmitted by the voltage detecting device of the electric power conversion device located behind the main fuse. When the line voltage is applied through the HSCB, the charge contactor 110 is turned on to prevent the charged filter capacitor 130 from being rapidly charged. At this time, a filter capacitor charging resistor FCCR may be included at the rear end of the charge contactor 110, and the applied voltage may be weakened to slowly charge the capacitor 110, thereby protecting the capacitor. At this time, the filter capacitor 130 serves to remove the ripple component or noise generated from the electric wire or the high voltage bus. The filter reactor 120 serves as a series connection element between the charge contactor 110 and the filter capacitor 130, similar to the filter capacitor 130. Both the filter reactor 120 and the filter capacitor 130 can serve to protect circuit devices by mitigating the rate of voltage change of electricity. When charging is completed while the voltage charged in the filter capacitor 130 is monitored through the voltage detector, a signal is transmitted to the power converter controller to shut off the charge contactor 110 and turn on the main circuit contactor 110 ON). At this time, since the filter capacitor 130 is charged, the applied current is not rapidly applied to the DC stage.

3, the overvoltage prevention circuit 210 of the direct current propulsion control apparatus 200 processes the overvoltage protection operation. At this time, the overvoltage prevention circuit 210 sends a signal to the gate of the internal power semiconductor (IGBT) when the power converter controller sends an overvoltage protection signal, thereby consuming the energy generated by the overvoltage as heat energy through the overvoltage protection resistor do.

The traction motor drive inverter unit 220 outputs a voltage for driving the traction motor. That is, when the DC voltage is established, the traction motor drive inverter unit 220 starts the VVVF control according to the operation command of the engineer. For reference, a traction motor is a device that is mounted on a vehicle or a lower portion of a vehicle body (for a high-speed train) and drives a vehicle by receiving electrical energy from a propulsion control device (that is, a traction motor drive inverter section 220).

The auxiliary power supply inverter unit 310 of the auxiliary power supply 300 operates and operates without a separate start command after checking whether the start sequence is abnormal when the DC voltage is established.

For example, the auxiliary power supply 300 can supply a constant voltage / frequency power source and DC power used as a power source (i.e., an auxiliary power source) for an air compressor, a lighting device, an air conditioner / have. In addition, the auxiliary power unit 300 can process the operation state monitoring and the failure monitoring function in conjunction with the vehicle control system (TCMS).

More specifically, the auxiliary power supply 300 may be implemented as a stationary inverter (SIV) and has a fixed output. The auxiliary power supply 300 may have a terminal connected to a neutral line for generating three-phase alternating current and outputting a direct current through the rectifier. The auxiliary power supply 300 is in a high load state, and the TCMS may include a terminal for supplying power to the onboard signal security device, the braking device, and the controller of the other device. Also, the auxiliary power supply 300 may include a charger, an auxiliary air compressor, a radio, an air brake electronic, an electronic braking device, and a DC power source for operating the contactor. For reference, the TCMS is a centralized embedded computer system that collects information about sub-devices installed on the vehicle, displays the necessary information on the monitor, controls the sub-devices, tests the condition and records the results .

As described above, since the propulsion control device 200 and the auxiliary power unit 300 according to the embodiment of the present invention share the DC power source, the utility of the regenerative energy is maximized. That is, in the case of the existing railway vehicle, the regenerative energy generated by the regenerative braking of the propulsion control device is used by the vehicle or other vehicle through the line, resulting in unnecessary power loss. However, since the integrated power converter 10 according to the embodiment of the present invention is shared by the propulsion controller 200 and the auxiliary controller 300, the common power supply circuit 100 that supplies power to the dc- The regenerative energy generated in the propulsion control device 200 can be directly used by the auxiliary power supply 300, thereby minimizing the loss and maximizing the efficiency.

4 is a view for explaining a method of arranging electrical components in knitting of an electric railway vehicle equipped with an integrated power conversion device according to an embodiment of the present invention.

4 (a) shows an example of the combination of an electric railway vehicle in which the propulsion control device and the auxiliary power source device are provided separately from the integrated power conversion device 10. And FIG. 4 (b) shows an example of the knitting of an electric railway vehicle equipped with the integrated power conversion apparatus 10 according to an embodiment of the present invention. 4 (a) and 4 (b), the electric railway vehicle of the same type is shown in FIG. 4 in order to easily compare the two electric railway vehicles.

4 (a) and 4 (b), the vehicles of the electric railway vehicle are equipped with a pantograph, a propulsion control inverter, an 'M' car equipped with a traction motor, a propulsion control inverter, T car 'equipped with an M-car, an auxiliary power unit (SIV), an air compressor, a battery, a control room, etc., and a T car which is not equipped with any equipment.

As shown in FIG. 4 (a), in the case of an urban railway vehicle that does not use the integrated power conversion device 10, 50% of the power train and the auxiliary power train are mounted, and the remaining 20% do. 4 (b), in the case of an urban railway vehicle equipped with the integrated power conversion device 10 according to the embodiment of the present invention, the power train of 50% and the train of 50% So that the variable width that can be operated in the knitting configuration is increased.

Meanwhile, as shown in FIG. 4A, in the case of the knitting configuration of an urban railway vehicle in which the propulsion control device and the auxiliary power source device are separately used, in order to maintain the stability of power supply, Respectively. For example, in the railway vehicle shown in Fig. 4A, the load on which one auxiliary power source unit (SIV) is to supply power is about four in amount. At this time, if one auxiliary power unit (SIV) fails, the corresponding unit is electrically disconnected and the remaining one auxiliary power unit (SIV) is supplied with the minimum power using an extended feed contactor. Therefore, an increase in the capacity of the auxiliary power source device is continuously required. Specifically, when an operation of a protection circuit by an input low voltage, an input overvoltage, an input overcurrent, an output overvoltage, an output undervoltage, an overload and the like of any one of the apparatuses during the operation of an electric railway vehicle and an instruction for forcibly stopping the engine are generated, The operation of the device 300 may be stopped. In such a case, it is referred to as an extended power feeding in which the power is taken out from the other auxiliary power unit 300. For reference, the extended feed contactors which connect the both ends of the output bus of the auxiliary power unit SIV to perform the above operation are generally mounted on the 'T'.

However, in the integrated power inverter 10 according to an embodiment of the present invention, in order to reliably supply the power to the auxiliary power unit 300 and to reduce the burden on the remaining auxiliary power unit in case of failure, The integrated power conversion device 10 is shared in common.

As shown in FIG. 4 (b), in an urban railway vehicle equipped with "VVVF / SIV" as the integrated power conversion device 10, in a steady state, a load vehicle, Respectively. In this case, even when one auxiliary power unit (SIV) fails, the remaining auxiliary power units share the load in common, thereby reducing the burden on the capacity increase. As a result, it is possible to reduce the capacity of the auxiliary power supply 300. That is, as shown in FIG. 4B, five integrated power converters (VVVF / SIV) are installed in the case of the ten-car train combination of urban railway cars, and five auxiliary power source loads required for each vehicle are shared If one of them fails, the remaining four share the load. Therefore, even if an abnormal state occurs, the load of only 25% is increased for each integrated power inverter 10.

For the separate operation according to the auxiliary power load sharing as described above, the integrated power inverter 10 includes the auxiliary power supply output controller 320. [

Concretely, the auxiliary power supply unit 300 of the integrated power inverter 10 provided in each of the plurality of vehicles of the electric railway vehicle is given an activation sequence number. After the predetermined master auxiliary power unit 300 of the plurality of auxiliary power unit 300 starts and operates, the remaining auxiliary power units 300 installed in the knitting unit monitor the load voltage to synchronize the phase of the output voltage To operate.

To this end, the auxiliary power unit output controller 320 manages the order of starting and mastering of the auxiliary power unit 300 installed in the electric railway vehicle, and monitors the load voltage and the load current of the electric railway vehicle in real time. The auxiliary power unit output controller 320 detects a load variation due to the stop of any auxiliary power unit 300 according to the result of the monitoring. Accordingly, when the stop of at least one auxiliary power supply apparatus 300 is detected, the auxiliary power supply apparatus output controller 320 electrically disconnects the stopped auxiliary power supply apparatus 300, and the load current is directly So that the load of the auxiliary power source device 300 is dispersed and shared by the remaining auxiliary power source devices 300. At this time, the auxiliary power supply output controller 320 activates the output voltages of the remaining auxiliary power supply units 300 to share the load in synchronization with the phase of the master auxiliary power supply 300. [

In the above description, it is explained that the auxiliary power supply output controller 320 shown in FIG. 2 is implemented by one controller connected to all of the auxiliary power supply 300 of the integrated power inverter 10 installed in each of the plurality of train cars Respectively.

According to another embodiment of the present invention, the auxiliary power supply output controller 320 may be separately included in each integrated power inverter 10 and configured to be connected to the internal auxiliary power supply 300.

At this time, the auxiliary power supply output controller 320 detects in real time whether or not at least one auxiliary power supply 300 of the other train vehicles is stopped. When the stop state of the other auxiliary power supply 300 is detected, ESK to turn on the auxiliary power supply device 300 so that the power of the predetermined capacity is provided to the stopped auxiliary power supply device 300 side. For reference, the power capacity provided by the auxiliary power supply device 300 directly to the load side or through the extended feed contactor ESK depends on the number and the installation position of the integrated power conversion devices 10 according to the knitting configuration of the electric railway vehicle It can be changed according to the condition.

And. The auxiliary power unit output controller 320 is connected to the integrated power converters 10 installed in other train vehicles and receives information on whether the auxiliary power unit 300 is stopped or continuously monitors the load voltage, It is possible to detect whether the apparatus 300 is stopped or not. The auxiliary power supply output controller 320 may detect whether the auxiliary power supply 300 is in the stopped state and provide the detected power to the other auxiliary power supply output controllers 320.

It will be understood by those skilled in the art that the foregoing description of the present invention is for illustrative purposes only and that those of ordinary skill in the art can readily understand that various changes and modifications may be made without departing from the spirit or essential characteristics of the present invention. will be. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive. For example, each component described as a single entity may be distributed and implemented, and components described as being distributed may also be implemented in a combined form.

It is intended that the present invention covers the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents. .

10: Integrated power converter
100: Common power supply circuit
200: Propulsion control device
300: Auxiliary power supply

Claims (6)

1. An electric railway vehicle integrated power conversion apparatus comprising:
A common power supply circuit for receiving power from a catenary;
A propulsion control device connected to an output terminal of the common power supply circuit and driven in accordance with a variable voltage variable frequency (VVVF) control; And
And an auxiliary power supply connected to an output terminal of the common power supply circuit and driven according to a constant voltage constant frequency (CVCF)
Wherein the propulsion control device and the auxiliary power supply device are connected in parallel to the common power supply circuit.
The method according to claim 1,
The common power supply circuit includes:
A charge contactor that is turned on when a voltage is applied from the guard wire to initiate charging to a series-connected filter capacitor;
A filter reactor serially connected between the charge contactor and the filter capacitor to filter noise; And
And a main circuit contactor which is turned on when the charging of the filter capacitor is completed and applies power to the propulsion control device or the auxiliary power supply device.
The method according to claim 1,
And the regenerative energy generated from the propulsion control device is supplied to the auxiliary power source device.
In an electric railway vehicle in which a plurality of vehicles are connected and knitted,
Wherein at least two of the plurality of vehicles have the same configuration,
A common power supply circuit for receiving power from a catenary; A propulsion control device connected to an output terminal of the common power supply circuit and driven in accordance with a variable voltage variable frequency (VVVF) control;
And an auxiliary power supply connected to an output terminal of the common power supply circuit and driven according to a constant voltage constant frequency (CVCF)
Wherein the propulsion control device and the auxiliary power supply device are connected in parallel to the common power supply circuit.
5. The method of claim 4,
Wherein the main auxiliary power supply unit of each of the auxiliary power supply units included in two or more of the plurality of vehicles starts up and then the remaining auxiliary power supply unit monitors the load voltage to start up the phase of the output voltage to be synchronized, .
6. The method of claim 5,
Wherein when at least one of the auxiliary power supplies is stopped, the remaining auxiliary power supplies distribute and share the load voltage.

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