JP5937728B1 - Pantograph automatic descent system for trains - Google Patents

Abstract

A train pantograph automatic descent system is provided that can quickly detect a pantograph failure, protect a circuit on the vehicle side, and suppress damage to an overhead line and other pantographs caused by the broken pantograph. In a train pantograph automatic lowering system that lowers all pantographs 3A and 3B when a failure occurs in the pantographs 3A and 3B, a lift control means V (solenoid valve) raises the pantographs 3A and 3B. When one of the pressure detection means PS is turned off, the lift control means is configured to cause the plurality of current breakers 6A and 6B to open and to lower all the pantographs 3A and 3B. Operate V. [Selection] Figure 6

Description

  The present invention relates to a train pantograph automatic lowering system for lowering all pantographs when a train including a plurality of pantographs in contact with an overhead line causes a failure in the pantographs.

  For example, in a train, a pantograph is connected to a power converter via a bus. The current breaker is disposed at the power input end of the power converter, and is opened when the power converter fails and disconnects the pantograph from the power converter. When a short circuit accident occurs in a train, an excessive current flows through the short circuit point. In this case, the DC circuit breaker of the DC feeder substation trips.

  The train does not open the current breaker even if a short circuit occurs on the vehicle side of the current breaker. On the other hand, the substation tries to reclose the DC circuit breaker several times after the trip of the DC circuit breaker. Therefore, if the train has a short circuit accident on the pantograph side of the current breaker, the DC breaker at the substation will repeat the trip again without opening the current breaker corresponding to the broken pantograph. . Therefore, in the conventional pantograph automatic descent system for trains, if the current breaker does not open and the DC breaker at the substation re-trips due to reclosing, there is a high possibility that the pantograph has failed. The circuit breaker was opened and all the pantographs were lowered (for example, see Patent Document 1).

JP 2012-223020 A

  However, the conventional pantograph automatic descent system for trains opened the current breaker on the condition that the current breaker was not opened and that the DC breaker at the substation was re-tripped in the reclosing circuit. And the pantograph was lowered. Therefore, in the conventional pantograph automatic descent system for trains, for example, when a failure occurs in a part where the front pantograph contacts the overhead line, at least after a failure occurs in the part where the pantograph contacts the overhead line, Until it was confirmed that the DC circuit breaker was re-tripped in the reclosing circuit, the failed pantograph continued to move while the failure point was in contact with the overhead line, and the possibility of damaging the overhead line was high. Before the pantograph was lowered, the pantograph behind the failed pantograph reached the damaged part of the overhead wire and was likely to be damaged.

  The present invention has been made in order to solve the above-described problems, and can quickly detect that a failure has occurred in a portion in contact with the overhead line of the pantograph, and protect the circuit on the vehicle side, while using the failed pantograph. An object of the present invention is to provide a pantograph automatic descent system for trains that can prevent damage to overhead lines and other pantographs.

One embodiment of the present invention has the following configuration.
(1) In a train pantograph automatic descent system in which a train having a plurality of pantographs in contact with an overhead line lowers all pantographs when the pantograph fails, the pantograph is supplied with pressurized fluid. A boat body that has a pressure chamber, contacts the overhead wire, a frame that moves the boat body up and down, a lift control means that controls the lifting and lowering of the plurality of pantographs, and the pressure in the pressurizing chamber becomes a predetermined set pressure. Corresponding to the plurality of pantographs, the pressure detection means being turned on when the pressure chamber is turned on, and turned off when the pressure in the pressurizing chamber becomes a failure detection pressure lower than the predetermined set pressure. And a plurality of current breakers for controlling connection and release between the pantograph and a power converter provided in the train, and the lift control When the stage is raising the plurality of pantographs and one of the pressure sensing means is turned off, the plurality of current breakers are opened and the plurality of pantographs are lowered. It is characterized by having a descent control means for operating the up / down control means.

  In the above configuration, during traveling of the train, the plurality of pantographs are supplied with pressurized fluid in the pressurizing chamber, and the pressure in the pressurizing chamber is set to a predetermined set pressure or higher. Therefore, the pressure detecting means of each pantograph is turned on. However, for example, if a front pantograph breaks down the hull, a fluid leaks from the pressure chamber of the hull, and the pressure in the pressure chamber rapidly decreases to below the failure detection pressure. Since the pressure detection means of the broken pantograph directly detects the pressure in the pressurization chamber provided in the damaged boat body, it is turned off almost simultaneously with the failure of the boat body. That is, it is possible to immediately detect that a failure has occurred in one of the plurality of pantographs. In this case, since the lowering control means corresponds to the case where the elevating control means raises the pantograph and one of the pressure detection means is turned off, the plurality of current breakers are opened. Thereby, it can protect from the arc which arises between the hull which damaged the circuit by the side of a vehicle from a some current breaker, and an overhead wire. Further, the lowering control means lowers all pantographs. Thereby, while being able to suppress that an overhead line is damaged with the damaged hull, it is possible to suppress that the hull is damaged due to the damaged pantograph behind the failed pantograph.

(2) In the configuration described in (1), it is preferable to include an automatic return unit that raises only the pantograph whose pressure detecting unit is in the on state among the plurality of pantographs lowered by the lowering control unit.

  In the above configuration, after all the pantographs are lowered, only the non-failed pantograph is raised, so that the train can receive power via the non-failed pantograph and can resume running.

(3) In the configuration described in (1) or (2), it is preferable that the descent control unit is configured by a relay sequence.

  In the above configuration, when the pressure detecting means is switched from the on state to the off state, the opening operation of the current breaker and the pantograph can be quickly and reliably performed.

  Therefore, according to the above configuration, it is possible to quickly detect that a failure has occurred in a portion that contacts the overhead line of the pantograph, and while protecting the circuit on the vehicle side, it is possible to suppress damage to the overhead line and other pantographs due to the failed pantograph. A pantograph automatic descent system for trains can be provided.

It is a conceptual diagram of the train which uses the pantograph automatic descent system for trains concerning the embodiment of the present invention. It is a schematic block diagram of the pantograph shown in FIG. FIG. 2 is a circuit diagram of a pressurization circuit provided in the pantograph, showing a non-pressurization state. It is a circuit diagram of the pressurization circuit shown in FIG. 3, Comprising: A pressurization state is shown. It is a circuit diagram of the pressurization circuit shown in FIG. 3, Comprising: A failure response state is shown. It is a time chart of the pantograph automatic descent system for trains shown in FIG. It is an Example of the pantograph automatic descent | fall system for trains shown in FIG. It is an Example of the pantograph automatic descent | descent system for trains shown in FIG. 1, Comprising: The circuit element mounted in the 3rd and 4th vehicle is shown, and the normal state operation state is shown. FIG. 9 shows the circuit elements shown in FIG. 8 and shows a failure handling state in which the VCB corresponding to the failed pantograph is opened. FIG. 8 shows a circuit element shown in FIG. 7 and shows a failure handling state in which the pantograph is lowered. FIG. 9 shows a circuit element shown in FIG. 8 and shows a failure handling state in which the pantograph is lowered. The circuit element shown in FIG. 7 is shown and a return operation state is shown. The circuit element shown in FIG. 8 is shown and a return operation state is shown.

  Hereinafter, an embodiment of a train pantograph automatic lowering system according to the present invention will be described with reference to the drawings.

(Schematic configuration of train 1)
FIG. 1 is a conceptual diagram of a train 1 using a train pantograph automatic lowering system (hereinafter also referred to as “system”) 4 according to an embodiment of the present invention.
For example, the train 1 shown in FIG. 1 is composed of eight vehicles 2A to 2H, and pantographs 3A and 3B are provided on the third and sixth vehicles 2C and 2F so as to be movable up and down. The train 1 travels while raising the pantographs 3 </ b> A and 3 </ b> B to contact the overhead line 5. Since the train 1 is supplied with high-voltage / high-current power from the overhead line 5, the pantographs 3A and 3B and the power converters 7A and 7B are also referred to as vacuum circuit-breakers (hereinafter referred to as “VCB”). An example of a container.) Connected or disconnected (disconnected) by 6A, 6B. The VCBs 6A and 6B are used to prevent damage to the hull due to arcing.

  The vehicles 2A to 2D include a unit X1 including a pantograph 3A and a pressurizing circuit described later. Further, the vehicles 2E to 2H include a unit X2 including a pantograph 3B and a pressure circuit, similarly to the unit X1. The units X1 and X2 are connected by a vehicle line that transmits commands and electric power. In the present embodiment, for example, when the train 1 raises the pantographs 3A and 3B and travels with the vehicle 2A at the top, the pantograph 3A that is closer to the traveling direction fails, and the pressure switch PS (pressure) of the pantograph 3A When an example of the detection means is turned off, the system 4 is provided with a system 4 that causes all the VCBs 6A and 6B to perform an opening operation and lowers all the pantographs 3A and 3B. Such a system 4 is incorporated in the units X1 and X2, for example.

(Configuration of Pantograph 3)
FIG. 2 is a schematic configuration diagram of the pantograph 3A shown in FIG. Since the pantographs 3A and 3B have the same configuration, the configuration of the pantograph 3A will be described here, and the description of the configuration of the pantograph 3B will be omitted.
When the operating cylinder 32i is retracted, the pantograph 3A is deformed so that the frame 32 is extended by the spring force of the main spring 32g, thereby raising the boat body 31 attached to the uppermost part of the frame 32 and contacting the overhead wire 5 Let On the other hand, the pantograph 3 </ b> A lowers the hull 31 and separates it from the overhead wire 5 by deforming the frame 32 so as to be folded by the thrust that the working cylinder 32 i projects.

  In the boat body 31, sliding plates 31a and 31a are attached to a pair of air chambers 31b and 31b (an example of a pressurizing chamber), respectively, so that they can be easily replaced. Each air chamber 31b is supplied with compressed air (an example of pressurized fluid) from a pressurizing circuit described later, and the internal pressure is controlled to a predetermined set pressure so that air leakage occurs almost simultaneously with the breakage of the boat body 31. The

  The frame 32 is connected so that the upper frame 32a and the lower frame 32b can swing. The main shaft 32c is rotatably supported on a base frame (not shown) below the lower frame 32b, and the lower frame 32b, the first lever 32h, and the second lever 32d are integrally fixed. When the operating cylinder 32i pulls the cylinder rod 32m into the cylinder body 32j and separates it from the second lever 32d, the first lever 32h of the frame 32 is pulled rightward in the drawing by the main spring 32g, and the main shaft 32c is counteracted. Rotate clockwise. Then, the framework 32 expands and brings the boat body 31 into contact with the overhead wire 5. On the other hand, as shown by F1 in FIG. 2, when the operating cylinder 32i projects the cylinder rod 32m to the left in the drawing against the main spring 32g, the second lever 32d rotates as shown in F2 in the drawing. The main shaft 32c rotates in the clockwise direction. Then, the lower frame 32b and the upper frame 32a are swung and folded in the directions F3 and F4 in the figure, and the boat body 31 is separated from the overhead wire 5.

  In the operating cylinder 32i, the cylinder spring 32k constantly urges the cylinder rod 32m in the left direction in the drawing with a stronger force than the main spring 32g. When compressed air is supplied to the cylinder body 32j, the cylinder rod 32m It moves to the right in the figure against 32k and moves away from the second lever 32d. Therefore, the pantograph 3A is controlled to move up and down by controlling the supply of compressed air to the working cylinder 32i.

(Configuration of pressure circuit)
FIG. 3 is a circuit diagram of a pressurization circuit provided in the pantograph 3A shown in FIG. 2 and shows a non-pressurization state. FIG. 4 is a circuit diagram of the pressurization circuit shown in FIG. 3 and shows a pressurization state. FIG. 5 is a circuit diagram of the pressure circuit shown in FIG. 3 and shows a failure handling state. Since the pressurization circuits of the pantographs 3A and 3B have the same configuration, the pressurization circuit of the pantograph 3A will be described here, and the description of the pressurization circuit of the pantograph 3B will be omitted.

  The pressurization circuit shown in FIG. 3 is configured to supply compressed air from the same pressurized fluid supply source 34 to the air chambers 31b and 31b and the working cylinder 32i. The reason for using air is that insulation is good. The pressurization circuit can be switched between an on state and an off state by a solenoid valve V (an example of a lift control means) that controls the compressed air supplied to the air chambers 31b and 31b and the working cylinder 32i and the pressure of the air chambers 31b and 31b. A pressure switch PS is provided. The pressure switch PS and the electromagnetic valve V are provided in the vehicle-side unit X1, and are connected to the control means 8 (an example of a descent control means and an automatic return means). The control means 8 is also connected with a VCB 6A.

  More specifically, the pressurized chamber connection flow path 36 connects the air chambers 31b and 31b and the pressurized fluid supply source 34, and supplies compressed air to the air chambers 31b and 31b. A solenoid valve V, a regulator 37, and a variable orifice 38 are arranged in order from the pressurized fluid supply source 34 side in the pressurizing chamber connection flow path 36, and the pressure of the air chambers 31b and 31b can be feedback controlled to a predetermined set pressure. It is like that. The pressure detection flow path 39 connects the pressure switch PS to the pressurization chamber connection flow path 36 between the air chambers 31b and 31b and the variable orifice 38, and causes the pressure switch PS to directly detect the pressure of the air chamber 31b. When the pressure of the air chambers 31b and 31b reaches a predetermined set pressure, the pressure switch PS is turned on and closed, while the pressure of the air chambers 31b and 31b becomes a failure detection pressure that is lower than the predetermined set pressure. Open the circuit in the off state.

  The cylinder pressure supply channel 33 branches from the pressurizing chamber connection channel 36 between the regulator 37 and the electromagnetic valve V, and is connected to the cylinder body 32j of the working cylinder 32i. A variable orifice 33a and a check valve 33b are provided in parallel in the cylinder pressure supply flow path 33, and the rising speed of the pantograph 3A is adjusted by adjusting the flow rate.

  In such a pressurizing circuit, as shown in FIG. 3, when the electromagnetic coil V1 of the electromagnetic valve V is not energized, the electromagnetic valve V is switched to the exhaust chamber V2 and compressed from the air chambers 31b and 31b and the working cylinder 32i. Exhaust air. In this case, in the operating cylinder 32i, the cylinder rod 32m protrudes from the cylinder body 32j and lowers the pantograph 3A. Further, when the pressure in the air chambers 31b and 31b is reduced to the failure detection pressure, the pressure switch PS is turned off.

  On the other hand, as shown in FIG. 4, when the electromagnetic coil V1 of the electromagnetic valve V is energized, the electromagnetic valve V is switched to the air supply chamber V3, and compressed air is supplied to the air chambers 31b and 31b and the working cylinder 32i. To do. The pressure switch PS is turned on when the pressure in the air chambers 31b, 31b rises to a predetermined set pressure. Further, the operating cylinder 32i moves up the pantograph 3A by retreating the cylinder rod 32m against the cylinder spring 32k by the pressure of the compressed air. After energizing the electromagnetic valve V, the control means 8 can confirm that the pantograph 3A has been brought into contact with the overhead wire 5 by the pressure switch PS being switched from the off state to the on state.

  For example, as shown in FIG. 5, when the boat body 31 (slip plate 31a) is damaged while the train 1 is running, the pantograph 3A is turned off when the pressure in the air chamber 31b falls to the failure detection pressure. Put into a state. Since the pressure switch PS directly detects the pressure in the air chamber 31b, the pressure switch PS is turned off as soon as the hull 31 is damaged. Therefore, the control means 8 indicates that one of the pantographs 3A and 3B has failed in the part in contact with the overhead wire 5 when the pressure switch PS is turned off while the solenoid valve V is energized. It can be detected quickly. As a result, since the failure of the pantograph 3A can be detected with a simple circuit simply connecting the pressure switch PS to the air chamber 31b, it is not necessary to provide the train 1 with a dedicated part for detecting the failure of the pantograph.

  The control means 8 is connected to, for example, the pressure switch PS and the electromagnetic valve V of the pantograph 3A, and the VCB 6A. Therefore, the control means 8 can control, for example, the VCB 6A on / off operation and the elevating / lowering of the pantograph 3A according to the on / off state of the pressure switch PS.

(Operation explanation of automatic descent system: normal operation)
FIG. 6 is a time chart of the system 4 shown in FIG.
For example, when the train 1 travels with the vehicle 2A at the head, as shown in the normal operation of FIG. 6, the control means 8 turns on the electromagnetic valves V of the units X1 and X2 (the electromagnetic coil V1 is energized). ) Therefore, the pantographs 3 </ b> A and 3 </ b> B are raised when the compressed air is supplied to the working cylinder 32 i and brings the boat body 31 into contact with the overhead wire 5. Further, in the units X1 and X2, since the pressures in the air chambers 31b provided in the pantographs 3A and 3B are each equal to or higher than a predetermined set pressure, the pressure switches PS are in the ON state. Further, VCBs 6A and 6B are inserted into units X1 and X2, and pantographs 3A and 3B are connected to power converters 7A and 7B. Therefore, the train 1 travels by being supplied with electric power from the overhead line 5 to the power converters 7A and 7B via the pantographs 3A and 3B and VCBs 6A and 6B. At this time, the control means 8 displays that the VCBs 6A and 6B are turned on on the display of the cab.

(Failure correspondence)
As shown in T1 of FIG. 6, when the pantograph 3A closer to the traveling direction damages the boat body 31 and causes air leakage from the air chamber 31b while the train 1 is traveling, the pressure of the air chamber 31b is increased. Rapidly drops below the failure detection pressure. Since the pressure switch PS of the pantograph 3A directly detects the pressure of the air chamber 31b provided in the pantograph 3A, it is switched from the on state to the off state almost simultaneously with the breakage of the hull 31. At this time, the control means 8 is in a case where the solenoid valves V of all the pantographs 3A and 3B provided in the train 1 are turned on and the pantographs 3A and 3B are raised, and one of the pressure switches PS is turned off. Therefore, as soon as the pressure switch PS of the pantograph 3A is turned off, it is possible to quickly detect that any of the pantographs 3A and 3B is damaged in the hull 31 contacting the overhead wire 5.

  Therefore, as indicated by T2 in FIG. 6, the control means 8 causes the VCB 6A of the unit X1 to perform an opening operation, and insulates the pantograph 3A from the power converter 7A. Thereby, it protects from the arc which arises between the hull 31 and the overhead wire 5 in which the circuit of the vehicle side was damaged. In particular, the pantograph 3A takes time to descend because the elevation is controlled by the air pressure supplied to the working cylinder 32i. On the other hand, the opening operation of the VCB 6A is performed electrically quickly. Therefore, by causing the VCB 6A to perform the opening operation prior to the descent of the pantographs 3A and 3B, the circuit on the vehicle side is more reliably protected from the arc caused by the failure of the pantograph 3A. In this case, the control means 8 displays that the VCB 6A has been opened on the cab display.

  Thereafter, as shown at T3 in FIG. 6, the control means 8 turns off the electromagnetic valve V of the unit X1 (deenergizes the electromagnetic coil V1), and lowers the failed pantograph 3A. That is, the pantograph 3A is lowered as soon as the boat body 31 is damaged while the train 1 is traveling. Therefore, the traveling distance is short while the hull 31 with the damaged train 1 is in contact with the overhead wire 5, and the overhead wire 5 is suppressed from being damaged by the damaged hull 31.

  Thereafter, as indicated by T4, the control means 8 opens the VCB 6B of the unit X2, and the pantograph 3B that has not failed is insulated from the power converter 7B. Also in this case, the control means 8 displays on the display that the VCB 6B has been opened. And as shown to T5, the control means 8 turns off the solenoid valve V of the unit X2, and also lowers the pantograph 3B which has not failed. That is, the pantograph 3B that has not failed is lowered as soon as the VCB 6B is opened after the hull 31 of the pantograph 3A is damaged. Therefore, the pantograph 3B behind the failed pantograph 3A can separate its own ship body 31 from the overhead line 5 before reaching the damaged part of the overhead line 5, and the damaged overhead line 5 causes the own ship body 31 to be separated. It can control that it breaks. Thereafter, as indicated by T6 in FIG. 6, in the unit X2, the pressure switch PS is turned off when the electromagnetic valve V is turned off.

  Therefore, according to the system 4 of the present embodiment, it is possible to quickly detect a failure of a part (boat body 31) in contact with the overhead line 5 of the pantographs 3A and 3B, and to protect the circuit on the vehicle side while using the failed pantograph 3A. Damage to the overhead wire 5 and other pantographs 3B can be suppressed.

(Return operation)
After performing a predetermined process such as inspection of the pantographs 3A and 3B, the driver operates the manual lift switch A again as shown at T7 in FIG. Then, as indicated by T8 in FIG. 6, the control means 8 turns on the electromagnetic valve V of the unit X2 while turning off the electromagnetic valve V of the unit X1. That is, the control means 8 raises the pantograph 3B that has not failed again while lowering the pantograph 3A that has failed.

  Then, as shown at T9 in FIG. 6, the control means 8 confirms that the pressure switch PS of the unit X2 is turned on, and the pantograph 3B is re-raised so that the boat body 31 is properly brought into contact with the overhead wire 5. Then, as shown in T10, the VCB 6B is turned on again. At this time, the control means 8 does not input the VCB 6A of the unit X1. That is, the control means 8 reconnects the non-failed pantograph 3B to the power converter 7B while insulating the failed pantograph 3A and the power converter 7A.

  Therefore, the electric train 1 is re-supplied with electric power to the electric power converter 7B via the pantograph 3B which is not out of order and can resume traveling. In this case, since the failed pantograph 3A is separated from the overhead wire 5 and insulated from the power converter 7A, protection of the circuit on the vehicle side from the VCB 6A is continued.

(Example)
Subsequently, an embodiment of the system 4 will be described. 7, 10 and 12 show circuit elements of the unit X1 provided in the vehicles 2A and 2B. 8, 9, 11, and 13 show circuit elements provided in the vehicles 2C and 2D. 7 and 8 show a normal operation state. FIG. 9 shows a failure handling state in which the VCB 6A corresponding to the failed pantograph 3A performs an opening operation. 10 and 11 show a failure handling state in which the pantograph is lowered. 12 and 13 show the return operation state. 7-13, the dashed-two dotted line in a figure shows the boundary of vehicles 2A-2E. Moreover, the dotted line in the figure indicates the flow of current. The related circuit elements in the figure have the same initial code. “A” included in the symbol of each switch indicates a make contact, and “b” indicates a break contact.

(About the configuration of the example)
The train 1 is supplied with high voltage / high current power from the overhead line 5 through the pantographs 3A and 3B during traveling. Therefore, when the front pantograph 3 </ b> A is damaged in the hull 31 while the train 1 is traveling, an arc is generated between the damaged hull 31 and the overhead wire 5. The relay sequence operates stably even under high voltage and high current. Therefore, in the embodiment, for example, the relay sequence shown in FIGS. 7 and 8 is provided in the units X1 and X2 to configure the control means 8, and the opening operation of the VCBs 6A and 6B and the lowering of the pantographs 3A and 3B are executed quickly and reliably I can do it. Since the configuration of the relay sequence provided in the units X1 and X2 is the same, the unit X1 will be mainly described below, and the description of the unit X2 will be omitted.

  As shown in FIGS. 7 and 8, the unit X1 transmits a command between all the vehicles 2A to 2E and transmits a command between the vehicle line Q1 for supplying power and supplying power and the vehicles 2A to 2E constituting the unit X1. A unit line Q2 is provided.

  For example, as shown in FIG. 7, the vehicle line Q1 includes a VCB open line Q10 that transmits a VCB open signal that opens the VCBs 6A and 6B, a battery line Q11 that supplies electric power stored in a battery (not shown), and a train 1 Transmits an ascending line Q12 that transmits an ascending command instructing to raise all the pantographs 3A and 3B provided on the train, and a descending command that instructs to descend all pantographs 3A and 3B provided on the train 1 The descending line Q13 to be transmitted, the vehicle side mask line Q14 for transmitting a mask command for instructing to cut off the failure detection of the pantographs 3A and 3B, and the VCB input for transmitting a VCB input command for instructing to input the VCBs 6A and 6B Line Q15 and a previous position determination line Q16 for transmitting a previous position determination command for specifying the leading vehicle A.

  For example, as shown in FIG. 7, the unit line Q2 includes a unit-side mask line Q21 for inputting a mask command transmitted to the vehicle-side mask line Q14 and an on / off state of a pressure switch PS provided in the unit corresponding to the pantograph 3A. It has a unit side pressure detection line Q22 that transmits a pressure detection command indicating the state.

  As shown in FIG. 7, in the unit X1, when the vehicle 2A is determined to be the leading vehicle, the front position determination coil J is energized and the makeup contact Ja is closed. As a result, the ascent command can be input by the manual ascent switch A of the unit X1. When the manual raising switch A is operated, the battery line Q11 and the vehicle side mask line Q14 are connected.

  The first pressure detection coil C1 is disposed in the unit-side pressure detection line Q22 and detects the pressure of the air chamber 31b provided in the pantograph 3A (in the unit X1 in which the first pressure detection coil C1 is incorporated). Is turned on when the pressure switch PS) is turned on, and is turned off when the pressure switch PS of the pantograph 3A is turned off. Break contacts C1b1 and C1b2 open when the first pressure detection coil C1 is energized, and limit the output of the lowering command to the lowering line Q13. The make contact C1a is closed when the first pressure detection coil C1 is energized and supplies a current to the self-holding coil G. The break contact C1b3 is closed when the first pressure detection coil C1 is not energized and supplies a current to the mask coil B.

  The time-return break contacts Bb1 and Bb2 are connected in series to the break contacts C1b1 and C1b2, and the time-return make contact Ba is connected in parallel to the make contact C1a. The time-return break contacts Bb1 and Bb2 and the time-return make contact Ba operate when the mask coil B is energized and return with a time delay when the mask coil B is de-energized. Therefore, the time break break contacts Bb1 and Bb2 and the time break make contact Ba are the break contacts C1b1 and C1b2 and the make contact C1a until the pressure switch PS of the pantograph 3A on which the raising switch A is operated is turned on. Instead, the output of the descending command is limited and the ascending command is output.

  The make contact point Ga1 is closed when the self-holding coil G is energized, and forms a circuit that bypasses the manual raising switch A and energizes the self-holding coil G. Make contacts Ga2 and Ga3 are closed when self-holding coil G is energized, and output a rising command to rising line Q12. The make contact point Ga4 is closed when the self-holding coil G is energized, and energizes the VCB insertion coil H while the ascending command is output. The time limit operation make contact Ha closes with a time delay when the VCB making coil H is energized, and outputs a VCB making command to the VCB making line Q15.

  As shown in FIG. 8, the changeover switch F is switched to the set state when the set coil FS is energized, and is switched to the reset state when the reset coil FR is energized. The set coil FS is connected to the ascending line Q12 and energized when an ascending command is transmitted. The reset coil FR is connected to the descending line Q13 and energized when a descending command is transmitted. The make contact Fa is closed when the changeover switch F is set and energizes the electromagnetic coil V1. The make contact Fa opens when the changeover switch F is in a reset state, and restricts energization to the electromagnetic coil V1. Break contact Fb opens the contact on the vehicle side mask line Q14 side and the contact on the unit side mask line Q21 side when the changeover switch F is in the set state.

  The monitoring coil D is energized while the ascent command is transmitted. When the monitoring coil D is energized, the time limit operation break contact Db opens with a time delay and limits energization to the reset coil FR. Further, the time limit operation make contact Da is disposed in the failure detection line Q116. The failure detection line Q116 is connected to the battery line Q11 via the VCB control circuit M1, and current is supplied even when the pantographs 3A and 3B drop. The failure detection line Q116 is provided with a time limit make contact Da, a break contact C2b, and a failure detection coil E in order from the upstream side. The time limit operation make contact Da is closed with a time delay when the monitoring coil D is energized, and supplies current to the failure detection coil E side. Therefore, the time limit operation make contact Da controls the time from when the transmission of the ascending command is started to when the failure detection of the pantograph 3A is started.

  The second pressure detection coil C2 is energized when the pressure switch PS provided in the pantograph 3A of the unit X1 is turned on, and is de-energized when the pressure switch PS is turned off. The break contact C2b opens when the second pressure detection coil C2 is energized, and prevents the failure detection coil E from being energized. On the other hand, the break contact C2b is closed when the second pressure detection coil C2 is de-energized and enables the failure detection coil E to be energized. Therefore, the failure detection coil E is energized when the pressure switch PS of the pantograph 3A is turned off when the ascending command is transmitted. That is, the failure detection coil E is energized when the boat body 31 of the pantograph 3A is damaged.

  The make contact Ea is connected in parallel to the time limit operation make contact Da and the break contact C2b, and is closed when the failure detection coil E is energized. Therefore, once the failure detection coil E is energized, the energized state is maintained. The break contact Eb is closed when the failure detection coil E is not energized, and enables energization to the set coil FS. On the other hand, the break contact Eb opens when the failure detection coil E is energized and restricts energization to the set coil FS. That is, the break contact Eb causes the changeover switch F to maintain the reset state and prevent the pantograph 3A from rising when the pantograph 3A breaks down the hull 31.

  Break contacts Ib1 and Ib2 are arranged on ascending line Q12 and descending line Q13, and open when coil I of VCB 6A is energized. Therefore, after the pantograph 3A is raised and the VCB 6A is turned on, the changeover switch F maintains the set state until, for example, the pantograph 3A fails and the VCB 6A is turned off.

As shown in FIG. 8, the unit X1 includes a display coil N through which a current flows when the VCB 6A is turned on. The VCB control circuit M1 displays that the VCB 6A is turned on when the display coil N is energized, and displays that the VCB 6A is open when the display coil N is not energized.
Further, the VCB open coil K is disposed on the VCB open line Q10. When the VCB opening coil K is energized, the break contact Kb disposed between the make contact C1a and the self-holding coil G is opened, and the output of the VCB input command is stopped.

(Description of operation of the embodiment: normal operation)
Next, the operation of the embodiment will be described.
When the train 1 travels with the vehicle 2A at the head, for example, as shown in FIG. 8, the changeover switch F of the unit X1 is set. Therefore, in the unit X1, the make contact Fa is closed and the electromagnetic coil V1 is energized. As a result, as shown in FIG. 4, the pantograph 3 </ b> A is raised so that the compressed air is supplied to the working cylinder 32 i and the boat body 31 is in contact with the overhead wire 5. The hull 31 is supplied with compressed air to the air chamber 31b, and the pressure of the air chamber 31b is set to a predetermined set pressure or higher. Therefore, the pressure switch PS is in an on state. In the unit X1, since the pressure switch PS of the pantograph 3A is on, the second pressure detection coil C2 is energized. Therefore, in the unit X1, the make contact C2a is closed and the VCB 6A is turned on. In the unit X1, the break contacts Ib1 and Ib2 are opened while the VCB 6A is turned on, and the setting state of the changeover switch F is maintained. That is, the pantograph 3A remains elevated.

  The unit X2 raises the pantograph 3B and the VCB 6B is inserted in the same manner as the unit X1.

  Here, as shown in FIG. 7, in the unit X1, when the pressure switch PS of the unit X1 is in the ON state, the first pressure detection coil C1 is energized. In this case, in the unit X1, the make contact C1a is closed and the self-holding coil G is energized, so the make contacts Ga1, Ga2, and Ga3 are closed. Therefore, the unit X1 continues to output the ascending command to the ascending line Q12 while the train 1 travels normally.

  As shown in FIG. 8, in the unit X1, the monitoring coil D is energized while the ascending command is transmitted to the ascending line Q12. In this case, the time limit operation make contact Da is closed. However, in the unit X1, the failure detection coil E is not energized because the second pressure detection coil C2 is energized and the break contact C2b is open. Therefore, in the unit X1, the break contact Eb is closed. In the unit X2, as in the unit X1, the failure detection coil E is not energized and the break contact Eb is closed.

(Failure response: VCB open)
For example, if the front pantograph 3A breaks the boat body 31 and causes air leakage from the air chamber 31b while the train 1 is running, the unit X1 turns off the pressure switch PS as shown in FIG. Is done. Then, the second pressure detection coil C2 is de-energized and the make contact C2a is opened. As a result, the VCB 6A opens and insulates the failed pantograph 3A from the power converter 7A. Thus, in the embodiment, the VCB 6A is opened by the relay between the second pressure detection coil C2 and the make contact C2a. Therefore, even when an arc is generated between the damaged hull 31 and the overhead wire 5, for example, the pantograph 3A As soon as the ship body 31 is damaged, the VCB 6A can perform the opening operation. That is, the circuit on the vehicle side is quickly protected from the arc.

  In the unit X1, when the pressure switch PS is turned off, the first pressure detection coil C1 is deenergized as shown in FIG. Then, in the unit X1, the make contact C1a is opened, and the self-holding coil G is de-energized. Therefore, in the unit X1, the make contacts Ga1, Ga2, and Ga3 are opened, and the ascending command and the VCB charging command are not output to the ascending line Q12 and the VCB charging line Q15. In the unit X2, when the VCB input command is not input to the VCB control circuit M2, no current is supplied from the VCB control circuit M1 to the VCB 6B, and the VCB 6B is released.

(Failure response: All pantographs descended)
As shown in FIG. 10, when the first pressure detection coil C1 is de-energized, the unit X1 closes the break contacts C1b1 and C1b2, and outputs a lowering command to the lowering line Q13.

  As shown in FIG. 11, in the unit X1, when the VCB 6A is opened, the break contacts Ib1 and Ib2 are closed. When the ascending command is not transmitted to the unit X1, the monitoring coil D is de-energized and the time limit operation break contact Db is closed. Therefore, when the descent command is transmitted to the unit X1, the reset coil FR is energized. Then, in the unit X1, the changeover switch F is reset. Thereby, in the unit X1, the make contact Fa opens and the electromagnetic coil V1 is deenergized. Therefore, as shown in FIG. 5, the pantograph 3A moves down because the solenoid valve V is switched to the exhaust chamber V2 and no compressed air is supplied to the working cylinder 32i. The unit X2 also lowers the pantograph 3B in the same manner as the unit X1.

  Thus, in the embodiment, the unit X1 of the pantograph 3A in which the failure has occurred immediately rises when the hull 31 of the pantograph 3A is damaged by the relay of the first pressure detection coil C1, the break contacts C1b1, C1b2, and the make contact C1a. Switch the command to the descent command and transmit. Then, the units X1 and X2 stop energization of the electromagnetic coil V1 by the changeover switch F and the relay of the make contact Fa, and lower the pantographs 3A and 3B. Therefore, in the embodiment, the time from when the pantograph 3A hull 31 is damaged to when all the pantographs 3A and 3B are lowered is short, and the broken hull 31 of the pantograph 3A is rubbed against the overhead line 5 for example. 5 can be prevented from being damaged. In the embodiment, the pantograph 3B behind the failed pantograph 3A can be lowered before reaching the damaged part of the overhead wire 5. Further, when the pantograph 3A fails, the unit X2 opens the VCB 6B before lowering the pantograph 3B. Therefore, even if the pantograph 3B reaches the damaged part of the overhead wire 5, the circuit on the vehicle side from the pantograph 3B can be protected from the arc.

  By the way, as shown in FIG. 9, in the unit X1, when the pressure switch PS is turned off, the second pressure detection coil C2 is de-energized and the break contact C2b is closed. The time limit operation make contact Da of the unit X1 is closed until the ascending command is not transmitted. Therefore, in the unit X1, as soon as the pressure switch PS is turned off, the failure detection coil E is energized, the break contact Eb is opened, the make contact Ea is closed, and the coil E is self-held. Therefore, as shown in FIG. 11, even if the pantograph 3A fails, the ascending command is not transmitted, and even if the time limit operation make contact Da is opened, the energization to the failure detection coil E is maintained and the break contact Eb remains open. become.

  On the other hand, when the pressure switch PS is in the ON state, the unit X2 stops the transmission of the ascending command and opens the time limit operation make contact Da, so that the failure detection coil E is not energized. As a result, the break contact Eb of the unit X2 remains closed.

(Return operation)
As shown in FIG. 12, when the driver operates the manual ascent switch A of the unit X1 and inputs an ascent command, the mask command is transmitted to the vehicle side mask line Q14. As shown in FIG. 13, the unit X1 inputs a mask command from the vehicle side mask line Q14 to the unit side mask line Q21 via the break contact Fb, and the mask coil B shown in FIG. 12 is energized. Then, the time limit return break contacts Bb1 and Bb2 are opened, and the transmission of the descent command is stopped. Then, the time return return make contact Ba is closed, and the self-holding coil G is energized. As a result, the make contacts Ga1, Ga2, Ga3 are closed, and the ascending command is retransmitted. At the time of retransmitting the ascending command, the VCB making coil H is energized through the make contact Ga4. When the time limit operation make contact Ha is energized to the VCB making coil H and then closed with a time delay, a VCB making command is transmitted to the VCB making line Q15.

  As shown in FIG. 13, in the unit X1, when the VCB control circuit M2 inputs a VCB input command, the VCB control circuit M1 supplies a current to the VCB 6A side. However, in the unit X1, since the pressure switch PS is in the OFF state, the make contact C2a remains open, and the VCB 6A is not turned on.

  In this case, since the coil I of the VCB 6A is not energized, the break contacts Ib1 and Ib2 of the unit X1 are closed. However, in the unit X1, the energization of the failure detection coil E is maintained, and the break contact Eb is open. Therefore, even if the ascending command is retransmitted, the unit X1 does not energize the set coil FS and maintains the reset state. Therefore, the unit X1 does not raise the failed pantograph 3A again.

  On the other hand, in the unit X2, since the failure detection coil E is not energized, the break contact Eb is closed. In addition, since the make contact C2a is open until the pressure switch PS is turned on in the unit X2, the VCB 6B is not turned on and the break contacts Ib1 and Ib2 are closed. Therefore, when the ascending command is retransmitted, the unit X2 enters the set state with the changeover switch F being energized to the set coil FS. Thereby, unit X2 energizes electromagnetic coil V1, and raises pantograph 3B again. In the unit X2, when the VCB control circuit M2 inputs a VCB input command, the VCB control circuit M1 supplies a current to the VCB 6B side. The current is supplied to the VCB 6B when the pressure switch PS of the pantograph 3B is turned on to energize the second pressure detection coil C2 and the make contact C2a is closed. Thereby, in the unit X2, the break contacts Ib1 and Ib2 are opened, and the set state of the set coil FS is maintained. In this way, the train 1 rises so that the non-failed pantograph 3B brings the boat body 31 into contact with the overhead wire 5 and is connected to the power converter 7B via the VCB 6B by the return operation, so that there is no failure. It is possible to collect power via the pantograph 3B, so that traveling can be resumed.

  As shown in FIG. 13, in the unit X1, the break contact Fb remains closed when the changeover switch F maintains the reset state. In the unit X1, since the pressure switch PS of the pantograph 3A is in an OFF state, the first pressure detection coil C1 is deenergized as shown in FIG. Therefore, in the unit X1, the break contact C1b3 is closed and the mask coil B is continuously energized. As a result, even after the return operation, the unit X1 is energized in the self-holding coil G via the time-return return make contact Ba, and continues to retransmit the ascending command. Therefore, in the present embodiment, when the re-raised pantograph 3B has a failure in the hull 31, the pantograph 3B can be controlled based on the output of the pressure switch PS provided in the pantograph 3B in the same manner as in the case of the failure. A failure is detected, and the opening operation of the VCB 6B and the lowering of the pantograph 3B can be executed.

(If pantograph 3B fails)
Next, the case where the rear pantograph 3B fails will be described using the circuit of the above embodiment.

  When the pantograph 3B fails, in the unit X2, the pressure switch PS is turned off, and the first pressure detection coil C1 is deenergized. Then, the unit X2 closes the break contact C1b2, and outputs a lowering command to the lowering line Q13. In the unit X2, the second pressure detection coil C2 is de-energized and the make contact C2a is opened. Thereby, the unit X2 opens the VCB 6B and closes the break contacts Ib1 and Ib2. In this case, the unit X2 is energized to the failure detection coil E in the same manner as the unit X1 when the pantograph 3A fails, and the break contact Eb is opened. Therefore, in the unit X2, the set coil FS is energized to the reset coil FR to be in a reset state, and the energization to the solenoid valve V is stopped. Thereby, the unit X2 lowers the pantograph 3B.

  When C1b1 of unit X2 is closed, a VCB release command is transmitted to VCB release line Q10. Then, in the unit X1, the VCB open coil K is energized, and the break contact Kb is opened. Thereby, since the self-holding coil G is de-energized in the unit X1, the make contacts Ga1, Ga2, and Ga3 are opened, and the ascending command and the VCB charging command are not output to the ascending line Q12 and the VCB charging line Q15. In the unit X1, the VCB control circuit M2 does not input the VCB input command, and no current flows from the VCB control circuit M1 to the VCB 6A. That is, the VCB 6A is opened. In the unit X1, when the VCB 6A is opened, the break contacts Ib1 and Ib2 are closed, and the reset coil FR is energized. As a result, the unit X1 stops the current flow through the electromagnetic coil V1, and lowers the pantograph 3A.

  Thereafter, the driver operates the manual lift switch A of the unit X1 to perform a return operation. In this case, the unit X1 outputs a rising command and a VCB charging command to the rising line Q12 and the VCB charging line Q15 in the same manner as when the pantograph 3A fails. In the unit X1, since the pantograph 3A has not failed, when the pressure switch PS is turned on, the first pressure detection coil C1 is energized and the mask coil B is de-energized. Therefore, in the unit X1, the energized state of the self-holding coil G is maintained by closing the make contact C1a. In the unit X2 on the failed pantograph 3B side, the open state of the VCB 6B and the re-up of the pantograph 3B are prevented in the same manner as the return operation of the unit X1 when the pantograph 3A fails. Further, in the unit X1 on the pantograph 3A side that has not failed, the pantograph 3A is re-raised and the VCB 6A is turned on again in the same manner as the return operation of the unit X2 when the pantograph 3A fails.

In addition, this invention is not limited to the said embodiment, Various application is possible.
(1) For example, the number of vehicles 2, pantographs 3, units X, etc. is not limited to the present embodiment.
(2) For example, in the above embodiment, the control means 8 is configured by a relay sequence, but the control means 8 is configured by a well-known computer, and the operation of the VCBs 6A and 6B and the electromagnetic valve V is output to the pressure switch PS by a program. You may make it control based on.
(3) For example, in the above-described embodiment, the pantographs 3A and 3B are lifted and lowered by air pressure. However, the pantographs 3A and 3B may be lifted and lowered by hydraulic pressure or electricity. That is, the elevation control means may be configured by a valve for controlling the hydraulic pressure supplied to the working cylinder, an electric valve, or the like.

1 train 3A, 3B pantograph 4 train pantograph automatic descent system 8 control means (an example of descent control means and automatic return means)
31 Hull 31b Air chamber (an example of a pressurized chamber)
32 Framework I Vacuum circuit breaker (an example of a current circuit breaker)
V Solenoid valve (an example of lifting control means)
PS pressure switch

Claims (3)

In a train pantograph automatic descent system that lowers all pantographs when a train with a plurality of pantographs in contact with an overhead line causes a failure of the pantograph,
The pantograph is
A pressurizing chamber to which a pressurized fluid is supplied, and a hull in contact with the overhead wire;
A framework for raising and lowering the hull,
Elevating control means for controlling elevating of the plurality of pantographs;
Pressure that turns on when the pressure in the pressurizing chamber reaches a predetermined set pressure, and turns off when the pressure in the pressurizing chamber reaches a failure detection pressure that is lower than the predetermined set pressure Having a detecting means,
A plurality of current breakers that are provided corresponding to the plurality of pantographs and that control connection and release between the pantographs and a power converter provided in the train;
In the case where the elevating control means raises the plurality of pantographs, and when one of the pressure detection means is turned off, the plurality of current breakers are opened, An automatic pantograph lowering system for trains, comprising lowering control means for operating the lifting control means to lower the pantograph. In the pantograph automatic descent system for trains according to claim 1,
An automatic pantograph descent system for trains, comprising: an automatic return means for raising only a pantograph whose pressure detecting means is on among the plurality of pantographs lowered by the descent control means. In the pantograph automatic descent system for trains according to claim 1 or claim 2,
The pantograph automatic lowering system for trains, wherein the lowering control means is configured by a relay sequence.

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