JPH03239668A - Air source device for rolling stock - Google Patents

Abstract

PURPOSE:To prevent extreme drop of the duty ratio of an air compressor by constituting a check valve so that flow of pressure air is admitted in the direction from a main air sump to a discharge valve within a certain restricted time of period after the air compressor is stopped. CONSTITUTION:When the air pressure value in a main air sump 104 has attained the upper limit value, an air compressor 101 stops, and a discharge valve 110 is put in the opened state. A check valve 103, whose regular direction of air flow is toward the air sump 104, is so constructed to admit flow of the pressure air in the direction from the air sump 104 to discharge valve 110 within a certain while after the air compressor 100 stops, so that a certain amount of pressure air counter-flows from the air sump 104 within this period of time to be exhausted from the discharge valve 110. Thereby the air pressure value within the air sump 104 sinks by a certain value even though there is no air consumption due to air compressor 105, and the difference from the lower limit value decreases by a portion corresponding to the drop. Accordingly the downtime of compressor 100 is shortened, while its service times remain unchanged, that should enhance the duty ratio.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to an air source device for a railway vehicle, and in particular, to the function and structure of a check valve provided between a discharge valve and a source air reservoir of the device. Regarding the improvement of

[Conventional technology]

For example, as shown in FIG.
02 and a check valve 103 to accumulate pressure in a source air reservoir 104, and send this accumulated pressure air to various pneumatic devices 105 such as a brake device, an air spring, and a door opening/closing cylinder as necessary. It is. The dehumidifier 102 includes a dehumidifying material 106 connected to the cooler 101 and a check valve 103.
A dehumidifier check valve 108 and a throttle 109 are connected in parallel to a passageway that communicates the two, and a passageway that communicates the dehumidifying material 106 and the cooler 101. A discharge valve 110 is connected to. A pressure regulator 111 is connected to the source air reservoir 104, and a command signal 2 is sent from the pressure regulator 111 to the discharge valve 110 and the air compressor 100.

According to such a configuration, when the air pressure value in the source air reservoir 104 becomes equal to or less than the input pressure setting value (lower limit value) Pz due to air consumption of the various pneumatic devices 105, the command signal 2 indicating this is adjusted. The air is sent out from the pressure device 111 and is sent to the air compressor 100.
At the same time as the dehumidifier 1 starts operating, the discharge valve 110 is closed and the dehumidifier 1
02 enters the dehumidifying state, and as a result, the air compressor 10
After the pressurized air generated at 0 is cooled by a cooler 101 and foreign substances such as moisture are removed by a dehumidifier 102,
The air passes through the check valve 103 and is accumulated in the source air reservoir 104 . Then, when the air pressure value in the source air reservoir 104 increases and reaches the initial pressure setting value (upper limit value) P2, a command signal 2 indicating this is sent from the pressure regulator 111, and the air compressor 1
At the same time as 00 stops, the discharge valve 110 is opened and the dehumidifier 102 enters the regeneration operation state, whereby the pressurized air in the regeneration air reservoir 107 flows backwards and sucks up foreign matter adhering to the dehumidifying material 106, and then the discharge valve 110 is opened. 110. At this time, the pressure air in the source air reservoir 104 is transferred to the check valve 10
3 has the direction of the original air reservoir 104 as the forward direction, thereby preventing the air from flowing back to the dehumidifier 102 side. After this regeneration action is completed, the railway vehicle is operated and the pressurized air is consumed by the various pneumatic equipment 105 and the former air reservoir 104
When the air pressure value in the air reservoir becomes equal to or less than the input pressure setting value P1, the air compressor 100 is operated again in the same manner as described above, the humidity is removed, and the pressure air is accumulated in the source air reservoir 104. , and after this, when the initial pressure set value P2 is reached, the regeneration action is similarly performed. Note that this type of device, other than the one having the configuration shown in FIG.
10 is connected to the cooler 101, and the cooler 101 and the check valve 103 are connected only by a passage without a dehumidifier, and the discharge valve 110 is provided inside the cooler 101.

By the way, the air compressor 100 has the concept of an operating rate α, and this operating rate α is defined as the operating time of the air compressor 100 throughout the entire operating period in which running and stopping are repeated, T1, and the operating time T1 also throughout the operating operation. If the stop time of the air compressor 100 is T2, it is expressed by the following equation (1).

α” (Tt / (Tt +72) ) X100
(%) (1) It is said that the optimum operating rate α is about 30%, considering the temperature rise, efficiency, life span, etc. of the air compressor 100.

[Problem to be solved by the invention]

However, the above operation rate α is
5. Therefore, even if the operating rate α is adjusted to the optimal value in accordance with normal operating conditions, if operating conditions change, for example, the number of stops may be higher than normal. When the number of operations of the brake device and the door opening/closing cylinder, which are various pneumatic devices 105, decreases, the operation rate α decreases significantly. This situation arises mainly because the air consumption of railway vehicles for routes with fewer station stops is estimated in accordance with routes with many station stops. In other words, this problem occurs because the actual air consumption during use is smaller than the predicted air consumption when installing the air source device on a railway vehicle.

As mentioned above, when the operating rate α decreases, the temperature inside the crankcase of the air compressor FI100 will differ greatly between when it is in operation and when it is stopped, which causes moisture in the air to condense and lubricate it. When mixed with oil, it promotes emulsification of the lubricating oil, resulting in a decrease in the lubricating effect of the air compressor 100 and, in turn, causing problems such as seizure of each sliding part. Such problems become more noticeable when the operating rate α falls below 10 to 15%.

Note that if the input pressure set value PL in the pressure regulator 111 is set to a lower value than usual, the operating time per operation of the air compressor 100 becomes longer, but the initial pressure set value P2 is reached accordingly. In the meantime, the increased amount of pressurized air accumulated in the source air reservoir 104 increases, and the stop time of the air compressor 100 becomes longer until the increased amount is consumed and the input pressure falls below the input pressure set value again. , the ratio between the operating time and the stopping time of the air compressor 100 throughout the operation does not substantially change, and as is clear from equation 11, the operating rate α does not change. Even if P2 is set to a higher value than usual, the operating rate α does not change in the same way.

The present invention was made in view of the above circumstances, and by improving the check valve provided between the discharge valve and the source air reservoir, the amount of air consumed by various pneumatic equipment is lower than expected. Even if the operating rate of the air compressor is The technical challenge is to eliminate malfunctions in the system.

[Means to solve the problem]

A concrete means for solving the above technical problem is that a source air reservoir is connected to an air compressor and supplies pressurized air to pneumatic equipment, and a space between the air compressor and the source air reservoir is A discharge valve is provided to discharge drain when opened, and a check valve is provided between the discharge valve and the source air reservoir and whose forward direction is the direction of the source air reservoir, and the check valve is configured to stop the air compressor. In the air source device for a railway vehicle, the check valve is configured to open the discharge valve in synchronization with the air compressor, and the check valve is opened in the direction from the source air reservoir to the discharge valve only within a predetermined time after the air compressor is stopped. The structure is such that it allows the flow of pressurized air.

More specifically, the check valve has a primary chamber formed inside its main body to which the air compressor side is connected, a secondary chamber to which the former air reservoir side is connected, and the primary chamber and the secondary chamber. A valve seat is formed in a communicating portion of the valve seat, and by seating and leaving the valve seat, the communicating portion is closed and opened, and the valve seat is biased in the seating direction with the direction from the primary chamber to the secondary chamber as the forward direction. and a valve body,
A pilot piston that applies a force to the valve body in the unseating direction, and a pilot piston that communicates with the primary chamber or the secondary chamber and applies pressure air led from the chamber to the pressure receiving surface of the pilot piston in the unseating direction. and a spring member that biases a pyro piston in a direction opposed to the pressurized air in the pressure chamber, and when the air compressor operates, the valve body is separated from the valve seat and the pressurized air is released. During the predetermined period of time after the air compressor stops after the air has flowed from the primary chamber toward the secondary chamber, the discharge valve is in an open state, and discharge of pressurized air from the primary chamber toward the discharge valve has started. The biasing force acting on the pilot piston in the unseating direction based on the pressure air guided into the pressure chamber overcomes the sum of the biasing force biasing the valve body in the seating direction and the biasing force of the spring member. , the valve body is configured to be separated from a valve seat.

(Function) According to the above means, when the air pressure value in the source air reservoir becomes less than the input pressure setting value (lower limit value) due to air consumption of the pneumatic equipment, the air compressor operates and the air is pumped back into the source air reservoir. Pressure air is supplied through the stop valve, and when the air pressure value in the source air reservoir reaches the initial pressure setting value (upper limit value), the air compressor stops and the discharge valve becomes open. In this case, although the check valve has its forward direction pointing toward the source air reservoir, within a predetermined period of time after the air compressor has stopped as described above, the check valve does not move in the direction from the source air reservoir toward the discharge valve. Since the structure is configured to allow a flow of pressurized air of 1,000 yen, a predetermined amount of pressurized air flows backwards from the source air reservoir and is discharged from the discharge valve only within this predetermined time.As a result, the air in the source air reservoir The pressure value decreases by a predetermined value even though there is no air consumption by the pneumatic equipment, and the difference from the pressure setting value decreases by this drop. When air is consumed, the time it takes for the air pressure value in the source air reservoir to drop below the pressure setting value, that is, the time the air compressor is stopped, is shortened, whereas the operating time of the air compressor is The time taken from the input pressure set value to the initial pressure set value is the same as in the past, and as a result, the operating rate of the air compressor is increased.

To explain the above operation based on the specific configuration of the check valve, first, when the air pressure value in the source air reservoir becomes less than the input pressure setting value, the pressurized air obtained by operating the air compressor will The water is guided to the primary chamber inside the main body of the check valve, the valve body is moved away from the valve seat against the biasing force in the seating direction, the communication part is opened, and the flow reaches the secondary chamber, and from this secondary chamber It flows out and is supplied into the original air reservoir. In this way, with the large chamber and the secondary chamber communicating with each other, the air pressure value in the source air reservoir reaches the initial pressure setting value, the air compressor stops, and the discharge valve becomes open. - Pressurized air starts to be discharged from the large chamber toward the discharge valve, and the valve body tries to sit on the valve seat, and this - for a predetermined period of time after the discharge of pressurized air from the large chamber starts. - The central force acting on the pilot piston in the unseating direction based on the pressurized air led from the large chamber or secondary chamber to the pressure chamber is the urging force that urges the valve body in the seating direction. The pilot piston overcomes the sum of the biasing force of the spring member and the necessary force is applied to the valve body in the unseating direction, and the valve body remains unseated from the valve seat for the predetermined period of time. Therefore, a predetermined amount of the pressurized air in the original air reservoir is discharged from the secondary chamber through the primary chamber toward the discharge valve. After the predetermined time has elapsed, the air pressure in the source air reservoir and the air pressure in the primary and secondary chambers decrease by a predetermined value.
The biasing force in the unseating direction that acts on the pilot piston based on the pressure air guided from the large chamber or secondary chamber to the pressure chamber is
The pilot piston is no longer able to overcome the sum of the biasing force urging the valve body in the seating direction and the biasing force of the spring member, and the pilot piston is unable to keep the valve body unseated. is seated on the valve seat, the primary chamber and the secondary chamber are cut off, and the backflow of pressurized air from the source air reservoir to the discharge valve is prevented.

〔Example〕

Embodiments of the present invention will be described below with reference to FIGS. 1 to 4. In the following examples, only the structure of the check valve of the air source device for railway vehicles will be shown, and the overall structure of the device is the same as the conventional example shown in FIG. 5, so the explanation thereof will be omitted. However, in the following explanation, each component and its symbols shown in FIG. 5 will be used when necessary.

First, a first embodiment of the present invention will be described. As shown in FIG. Primary chamber 21 to which the discharge valve 110 side in the dehumidifier 102 is connected
and a secondary chamber 22 to which the source air reservoir 104 side is connected, and a seal ring 31.3 is provided at the edge of the connection opening of both chambers.
2 is installed. A communication section 4 is formed between the large chamber 21 and the secondary chamber 22 to communicate the two, and a valve seat 5 is formed at the opening edge of the communication section 4 on the side of the secondary chamber 22. A valve body 6 is provided above the valve seat 5 and closes and opens the communication portion 4 by sitting on and leaving the valve seat 5. The valve body 6 is slidably fitted into a valve fitting hole 7 formed in the upper part of the main body l and is urged downward (seating direction) by an auxiliary spring member 8. When this check valve 103 is installed so that the primary sound 2L is downward and the secondary chamber 22 is upward, the auxiliary spring member 8 is eliminated and the valve body 6 is moved in the seating direction only by its own weight. In addition, a pilot piston 9 is disposed inside the main body 1 at a portion extending from the center to the lower part, and the small diameter rond portion 9a of the pilot piston 9 is connected to the partition of the main body 1. It is slidably fitted into a through hole formed in the wall 1a (while maintaining airtightness), and its tip is able to come into contact with and separate from the lower surface of the valve body 6, and the lower end of the pilot piston 9 The large-diameter piston portion 9b is slidably held inside a cylindrical body IO rotatably held at the lower part of the main body 1.The lower surface of the large-diameter piston portion 9b, that is, the pressure receiving surface 9x, A pressure chamber 11 is formed between the cylinder body 10 and the bottom part,
This pressure chamber 11 is communicated with the large chamber 2L via an internal passage 12 formed in the pilot piston 9. Further, a spring member (coil spring) 14 is interposed between the large diameter piston portion 9b and an adjusting screw cylinder 13 screwed into the main body l, and this spring member 14 is connected to the pressure chamber l. The pilot piston 9 is urged against the pressure air inside the piston. One end 13a of the adjustment screw cylinder 13 and one end 10a of the cylinder 10 opposing thereto are engaged so that they can move relative to each other in the vertical direction, and a nut member 15 fixed to the lower end of the cylinder 10 is engaged When it is rotated, the cylindrical body lO rotates without moving up and down, whereas
The adjustment screw cylinder 13 moves up and down as it rotates, thereby changing the biasing force (initial setting force) of the spring member 14.

According to the above configuration, when the railway vehicle is in operation, the air pressure value in the source air reservoir 104 changes to the input pressure setting value ( When the lower limit value is below, a command signal 2 indicating this is sent from the pressure regulator 111, and the air compressor 100 starts operating. At the same time, the discharge valve 110 is closed (see Fig. 5), and the air compressor 100 starts operating. The pressurized air obtained by the operation of the valve 100 flows into the primary sound 21 of the check valve 103 shown in FIG. It reaches the secondary chamber 22, and is supplied from this secondary chamber 22 into the source air reservoir 104.
As the air compressor 100 operates, the air pressure value in the source air reservoir 104 and, in turn, the air pressure values in the primary sound 21 and the secondary chamber 22 gradually increase, and as a result, the pressure chambers communicating with the primary sound 21 gradually increase. The air pressure value inside 11 also gradually increases, and the pilot piston 9 is lifted upward (in the direction of unseating of the valve body 6) against the biasing force of the spring member 14. As a result, the valve body 6 and the pylon piston 9 For example, the stone 9 is held at the upper moving end position as shown in FIG. Sometimes, a command signal 2 indicating this is sent from the pressure regulator 111 and the air compressor 100 is stopped, and at the same time the discharge valve 110 is opened, and the above-mentioned -conversion 2
1 flows back toward the discharge valve 110. At this time, the valve body 6 attempts to sit on the valve seat 5 from the state shown in FIG. Moreover, since this pressure air is guided from the primary sound 21 to the pressure chamber 11, an upward biasing force (large diameter piston part The upward biasing force corresponding to the difference between the upward biasing force of the pressurized air acting on the pressure receiving surface 9x of the pressure receiving surface 9b and the downward biasing force of the pressurized air acting on the small diameter Rondo portion 9a> is
The state in which the valve body 6 is separated from the valve seat 5 by overcoming the sum of the downward force acting on the valve body 6 by the auxiliary spring member 8 and the downward force acting on the pilot piston 9 by the spring member 14. is maintained. For this reason, the original air reservoir 10
4 passes through the secondary chamber 22 and large chamber 21 and flows back to the discharge valve 110, but with this backflow, the air pressure value in the source air reservoir 104 and the secondary chamber 22 and - The air pressure value in the large chamber 21 decreases, and the upward biasing force acting on the pilot piston 9 based on the pressure air in the pressure chamber 11 is increased by the downward biasing force by the auxiliary spring member 8 and the spring member 14. It becomes impossible to overcome the total sum, and the valve body 6 seats on the valve seat 5 to close the communication portion 4, and the backflow of pressurized air from the secondary chamber 22 to the large chamber 21 is prevented.

At this point, even though there is no air consumption by the various pneumatic devices 105, the air pressure value in the source air reservoir 104 has decreased by an amount corresponding to the amount of pressure air that has flowed back, and by this decrease. The difference from the pressure setting value is small. Therefore, when air is consumed by the various pneumatic devices 105 as the railway vehicle continues to operate, it will take time until the air pressure value in the source air reservoir 104 falls below the pressure setting value. , is shortened by a time corresponding to the amount of air pressure reversed. This means that the stop time of the air compressor 100 is shortened, and the operating time of the air compressor 100 is the time from when the air pressure value reaches the initial pressure setting value from the input pressure setting value. As a result, as is clear from equation (1) shown in the prior art section mentioned above, the operating rate α is increased. In addition, in order to change the operating rate α, the urging force (initial setting force) of the spring member 14 can be changed by appropriately rotating the NAND member 15 (cylindrical body 10) and moving the adjusting screw cylinder 13 up and down. Bye.

3 and 4 show a second embodiment of the present invention, and this second embodiment is largely different from the first embodiment described above in the small diameter loft portion 9 of the pilot piston 9.
The large diameter piston part 9b is formed at the upper end of a, and the medium diameter piston part 9c is formed at the lower end, and the large diameter piston part 9
b and the partition wall 1a of the main body 1; 9c
A contact member 6b with which the upper surface abuts is fixed to the valve body 6, the pressure chamber 11 is communicated with the secondary chamber 22 via an internal passage 12 bored in the main body 1, and the main body The adjustment thread cylinder 13 is screwed onto the upper end of the 1. In FIGS. 3 and 4, constituent elements common to those of the first embodiment are designated by the same reference numerals and their explanations will be omitted.

Therefore, also in this second embodiment, when the air pressure value in the source air reservoir 104 becomes less than the input pressure setting value, the pressurized air obtained by operating the air compressor 100 is , the valve body 6 is separated from the valve seat 5, and the secondary chamber 2
2 and is supplied into the source air reservoir 104. and,
When the air pressure value in the primary air reservoir 104 reaches the initial pressure set value, the air compressor 100 is stopped, and the discharge valve 110 is opened, the air pressure value in the secondary chamber 22, that is, the air in the pressure chamber 11 During a predetermined period of time until the pressure value decreases to a predetermined value, the upward biasing force acting on the pilot piston 9 based on the pressure air in the pressure chamber 11 is reduced by the downward biasing force exerted by the auxiliary spring member 8 and the spring member 14. Overcoming the sum of the biasing forces, the valve body 6 is maintained in a state separated from the valve seat 5 (for example, the state shown in FIG. 4). Due to this, the air pressure value in the source air reservoir 104 decreases by a predetermined value, and the difference from the input pressure setting value becomes smaller, and as a result, the air pressure value in the air compressor 10
The zero stop time is shortened, and the operating rate α is increased.

Note that the check valve 103 shown in the above embodiment is applicable not only to the railway vehicle air source device having the configuration shown in FIG. Needless to say, the present invention is applicable to any source device.

〔Effect of the invention〕

As described above, according to the present invention, the pressurized air obtained by operating the air compressor passes through the check valve and is accumulated in the source air reservoir, so that the air pressure value in the source air reservoir becomes the initial pressure setting value. (upper limit>
During a predetermined period of time after the air compressor stops due to reaching , pressurized air flows back from the source air reservoir to the discharge valve via the check valve, even though there is no air consumption by the pneumatic equipment. First, the air pressure value in the source air reservoir decreases by a predetermined value, and the difference between it and the input pressure set value (lower limit value) decreases, which shortens the air compressor's stop time and reduces its operating rate. As a result, even if the air consumption due to air pressure MIIN is lower than expected, the operating rate will not be drastically reduced, and as a result, the condensation of moisture in the air and the lubricating oil inside the air compressor will be reduced. This effectively prevents the deterioration of the lubrication effect due to the promotion of emulsification and the seizure of each sliding part, thereby realizing an air source device for a railway vehicle that does not cause malfunctions.

[Brief explanation of drawings]

1 and 2 show a first embodiment of the present invention,
FIG. 1 is a longitudinal sectional front view of a check valve which is a component of an air source device for a railway vehicle, and FIG. 2 is a longitudinal sectional front view showing the operation of this first embodiment. 3 and 4 show a second embodiment of the present invention, in which FIG. 3 is a longitudinal sectional front view of a check valve that is a component of an air source device for a railway vehicle, and FIG. FIG. 7 is a longitudinal sectional front view showing the operation of the second embodiment. Furthermore, FIG. 5 is an overall schematic diagram of a conventional air source device for a railway vehicle. ■...Body 21...-Conversion 22...Secondary chamber 4...Communication section 5...Valve seat 6...Valve body 9...Pilot piston 9x...Pressure receiving surface 11.・・Pressure chamber 14 ・・Spring member 100 ・・Air compressor 103 ・・Check valve 104 ・・Source air reservoir 105 ・・Pneumatic equipment 110 ・・Discharge valve

Claims (2)

[Claims] (1) A source air reservoir that is connected to an air compressor and supplies pressurized air to pneumatic equipment, a discharge valve that is provided between the air compressor and the source air reservoir and discharges condensate when opened, and this discharge valve. A railway vehicle comprising a check valve provided between the valve and the source air reservoir and with the direction of the source air reservoir as the forward direction, and configured to open the discharge valve in synchronization with the stop of the air compressor. In the air source device, the check valve is configured to allow pressurized air to flow from the source air reservoir to the discharge valve only within a predetermined time after the air compressor is stopped. Characteristic air source device for railway vehicles. (2) The check valve is formed inside the main body, and is formed in the primary chamber to which the air compressor side is connected, the secondary chamber to which the source air reservoir side is connected, and the communication part between the primary chamber and the secondary chamber. a valve seat, and a valve body that closes and opens the communication portion by seating and leaving the valve seat, and is biased in the seating direction with the direction from the primary chamber to the secondary chamber as the forward direction; A pilot piston that applies a force to the valve body in the unseating direction, and a pilot piston that communicates with the primary chamber or the secondary chamber and applies pressure air led from the chamber to the pressure receiving surface of the pilot piston in the unseating direction. and a spring member that biases the pilot piston in a direction opposed to the pressure air in the pressure chamber,
When the air compressor is operated, the valve body is unseated from the valve seat and pressurized air flows from the primary chamber to the secondary chamber, and then the air compressor is stopped and the discharge valve is opened and discharged from the primary chamber. During a predetermined period of time after the discharge of pressurized air toward the valve begins, the urging force in the unseating direction that acts on the pilot piston based on the pressure air introduced into the pressure chamber causes the valve body to move in the seating direction. Claim: wherein the valve body is configured to move away from the valve seat by overcoming the sum of the biasing force and the biasing force of the spring member.
1) The air source device for a railway vehicle as described above.