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Mr. Jong-Mook Choi . Jong-Mook Choi Chief Researcher R&D ... Abstract In recent, ... applied to railroad industry such aspropulsion system, braking system, train signal system,

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Text of Mr. Jong-Mook Choi . Jong-Mook Choi Chief Researcher R&D ... Abstract In recent, ... applied to...

  • Mr. Jong-Mook Choi Chief Researcher R&D center of Rotem Company

    Relevant Education 1977~1981 Majored in Electrical Engineering and Graduated from

    Yonsei University in Koera 1981~1983 Master of Engineering in Electrical Engineering and

    Graduated from Yonsei University in Koera

    Relevant Experience 2002~ Engaged in Athens Metro Line 2 Greece EMU, Daegu

    Subway Line 2 EMU Project, SMSC Line 2 EMU Project, Pusan Line 3 EMU Project as a Chief Researcher

    1995~2001 Engaged in Taiwan Railway Administration (TRA) EMU , Gwangju Subway Line 1 Project as a Principle Research Engineer

    1990~1994 Engaged in Seoul Metropolitan Government Corporation (SMSC) Kwachun EMU Project as a Senior Research Engineer

    1985~1989 Engaged in New Saemaul DHC (Diesel Hydraulic Coach) Project as a Junior Research Engineer

    1982~1984 Engaged in Seoul Metropolitan Government Corporation (SMSC) Line #2,3,4 EMU Project as a Electrical Design Engineer

    1981~ Entered the company

  • A study on the technical development of propulsion and control system for electric multiple unit

    Jong-Mook Choi Chief Researcher R&D center of Rotem Company 462-18, Sam-Dong, Uiwang-Shi, Kyunggi-Do, 437-718, Korea Tel : +82-31-460-1240, E-mail : [email protected]

    Abstract

    In recent, the rail road industry requires the high level of reliability and safety, the cost

    reduction, the maximizing of operation efficiency, the various services and the

    minimizing of maintenance time and cost.

    For these requirements, the high reliable electric equipments (e.g. Inverter, Aux power

    supply, traction motor etc.), fast network technique and the newest IT technology are

    being applied to rail road industry. The various electric systems are developed and

    applied to railroad industry such as propulsion system, braking system, train signal

    system, HVAC system, passenger service system and train control/monitoring system.

    This paper explains the new trend of rail road industry, especially the propulsion control

    system, traction motor and train control communication. In order to achieve the new

    trend, present the issues that have to be resolved.

  • A study on the technical development of propulsion and control system for electric multiple unit

    Jong-Mook Choi Chief Researcher R&D center of Rotem Company

    462-18, Sam-Dong, Uiwang-Shi, Kyunggi-Do, 437-718, Korea Tel : +82-31-460-1240, E-mail : [email protected]

    1. Introduction In recent, the rail road industry requires the high level of reliability and safety, the cost

    reduction, the maximizing of operation efficiency, the various services and the

    minimizing of maintenance time and cost.

    For these requirements, the high reliable electric equipments (e.g. Inverter, Aux power

    supply, traction motor etc.), fast network technique and the newest IT technology are

    being applied to rail road industry. The various electric systems are developed and

    applied to railroad industry such as propulsion system, braking system, train signal

    system, HVAC system, passenger service system and train control/monitoring system.

    This paper explains the new trend of rail road industry, especially the propulsion control

    system, traction motor and train control communication. In order to achieve the new

    trend, present the issues that have to be resolved.

    2. Propulsion System 2.1. Development of propulsion system

    Fig.1 Development of Propulsion system

    DC motor has been widely used in electric traction for many years since it is

    Thyristor GTO Thyristor

    Op-amp & Discrete

    Logic Device u-Processor DSP & FPGA

    Chopper

    CONTROL

    SEMI-

    CONDUCTOR

    PROCESSOR

    IGBT (IPM)

    Rheostatic 4Q Chopper VVVF INV.

    MOTOR DC

    MOTOR

    DC MOTOR Series Wound

    DC MOTOR Separate Wound

    Induction

    MOTOR PMSM

  • relatively easy to control it in order to achieve the desired motion. It was seen earlier

    that the DC motor can be controlled by varying the voltage and current applied to it.

    The simplest way of doing this is by adding or removing resistance in the motor

    circuit. A resistor in series with the motor will reduce the current flowing in the circuit

    and reduce the voltage across the motor terminals, and so the motor can be

    controlled by varying that resistance.

    In practice, to achieve an acceptably smooth control of the motor, many different

    resistors are progressively switched in or out. This is generally achieved by using a

    rotating camshaft fitted with cams profiled to switch the various resistors in the

    correct sequence determined by the camshaft position which is in response to the

    drivers operation of the controls.

    After the resistor control, a more advanced electronic device known as a thyristor

    has been used for traction control. This effectively acts like a diode in that it only

    permits conduction in one direction, however the point at which it starts conduction

    can be controlled by application of a control pulse to a third terminal on the device

    called the gate. The thyristors are also configured in a bridge circuit to provide

    controlled rectification, in which the turn on point is often referred to as the phase

    angle. Turn off comes automatically at the reversal of the incoming AC waveform, a

    feature known as natural commutation.

    A further advance in silicon semiconductor technology is a thyristor that can be

    switched off as well as on. This is known as the Gate Turn Off Thyristor or GTO for

    short. Here, the application of a positive control pulse to the gate will turn it on, while

    a negative pulse turns it off again. This opens up further possibilities.

    The most significant disadvantage of the DC motor is its cost which is largely

    attributable to the work involved with the commutator, both to build and maintain.

    AC motors provide a simpler alternative of which there are two main types -

    synchronous and asynchronous of which the latter has been most widely adopted

    for electric traction. Here 3-phase AC is applied to the stator, creating a rotating

    magnetic field which draws the rotor round with it, without need for external

    connections to the rotor.

    A circuit which converts DC into AC is known as an inverter and is effectively the

    reverse of a rectifier bridge. Here the DC input is chopped up for narrow time

    intervals (pulse width) proportional to the magnitude of the AC waveform required at

    that particular instant (i.e. the pulses are widest at the peak of the AC waveform).

    The Insulated Gate Bipolar Transistor (IGBT) is the latest generation of power

    electronic device to see use in traction drives. These devices can be switched much

    faster than their GTO predecessors (in excess of 2000 operations per second) and

    require simpler control electronics to switch them on and off.

  • 2.2 Development of Power Semiconductors

    The recent development of power electronics equipments are mostly owing to the

    rapid development of power semiconductors. Therefore, development of traction

    inverter must depend on the future development of power semiconductors of the

    evolution of brand new power semiconductors.

    Recently, the semiconductors for high power traction application are IGBTs(including

    IPMs), Because the voltage rating of IGBTs are of 3300V or higher, current rating is

    1200A or higher. most of the traction inverter for EMU(Electric Multiple Unit) are

    using IGBTs as switching devices. For the ease of power stack design, and more

    safe operation, IGBT and its gate drivers are combined, known as IPM, so that the

    protection function is more easy to realized, and more compact design is possible in

    traction inverter.

    Also, the IGBTs are now developing in two directions. First one is developing IGBT

    specialized in low on-state loss which is suitable for the low frequency switching

    applications, and the other one is specialized in high switching frequency. It is

    related with the base material doping and thickness of the device.

    Fig.2 Development of high power IGBT

    Though the IGBTs will have been the main component for the near future, one

    possible semiconductor that can be used as a main switching device is SiC

    semiconductor.

    Presently, almost all of the power electronics converter systems use silicon- (Si-)

    based power semiconductor switches. The performance of these systems is

    approaching the theoretical limits of the Si fundamental material properties. The

  • emergence of silicon carbide- (SiC-) based power semiconductor switches likely will

    result in substantial improvements in the performance of power electronics

    converter systems in transportation applications. SiC is a wide-bandgap

    semiconductor, and SiC-based power switches can be used in electric traction

    drives and other automotive electrical subsystems with many benefits compared

    with Si-based switches.

    As mentioned earlier, SiC is a wide-band gap semiconductor, and this property of

    SiC is expected to yield greatly superior power electronics devices once processing

    and fabrication issues with this material are solved. Some of the advantages of SiC

    compared with Si based power devices are as follows:

    1. SiC-based power devices have higher breakdown voltages (5 to 30 times

    higher th

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