JPH0329931Y2 - - Google Patents
Info
- Publication number
- JPH0329931Y2 JPH0329931Y2 JP1984113517U JP11351784U JPH0329931Y2 JP H0329931 Y2 JPH0329931 Y2 JP H0329931Y2 JP 1984113517 U JP1984113517 U JP 1984113517U JP 11351784 U JP11351784 U JP 11351784U JP H0329931 Y2 JPH0329931 Y2 JP H0329931Y2
- Authority
- JP
- Japan
- Prior art keywords
- air
- auxiliary
- main
- pipe
- compressed air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000007423 decrease Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000003028 elevating effect Effects 0.000 description 1
Landscapes
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
Description
【考案の詳細な説明】
本考案は、車両用パンタグラフ昇降制御装置に
係り、特に空気圧を用いて昇降動作を行わせるも
のにおいて好適な空気圧式車両用パンタグラフ昇
降制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a pantograph elevation control device for a vehicle, and more particularly to a pneumatic vehicle pantograph elevation control device that is suitable for use in a device that performs elevation operations using air pressure.
車両に用いられるパンタグラフ昇降装置は、通
常、空気圧によつてその動作を行なつている。
（実公昭50−2979号公報）すなわち、車両に設け
られている蓄電池によつて駆動される補助空気圧
縮機によつて得られた圧縮空気をパンタグラフを
上昇させるための伸縮手段（エアーシリンダ）に
供給し、その動作ストロークを利用してパンタグ
ラフの昇降を行内なわせていた。ところで、現在
の車両、特に鉄道車両等においては、居住性の向
上あるいは車両自体の性能向上を図るため、多く
の機器を設置している。したがつて、車両に搭載
する機器の小形軽量化が図られつつある。しか
し、前述のパンタグラフ昇降装置の駆動蓄電池あ
るいは補助圧縮機等についてはこれらの配慮がな
されていなかつた。
Pantograph elevating devices used in vehicles usually operate using air pressure.
(Utility Model Publication No. 50-2979) In other words, compressed air obtained by an auxiliary air compressor driven by a storage battery installed in the vehicle is used as a telescopic means (air cylinder) for raising the pantograph. The pantograph was then raised and lowered using its stroke. By the way, in current vehicles, especially railway vehicles, many devices are installed in order to improve comfort or improve the performance of the vehicle itself. Therefore, efforts are being made to make equipment mounted on vehicles smaller and lighter. However, no consideration has been given to the drive battery or auxiliary compressor of the pantograph lifting device mentioned above.
本考案の目的とするところは、パンタグラフの
昇降を行なわせる圧縮空気を供給するためだけに
設置された補助圧縮空気系統を、小形にすること
ができる空気圧式車両用パンタグラフ昇降制御装
置を提供することにある。
An object of the present invention is to provide a pneumatic vehicle pantograph elevation control device that can reduce the size of an auxiliary compressed air system installed solely for supplying compressed air for raising and lowering a pantograph. It is in.
本考案は、主圧縮空気系統Ｘと、補助圧縮空気
系統Ｙと、電磁弁１４とを有する空気圧式車両用
パンタグラフ昇降制御装置であつて、補助圧縮空
気系統Ｙは、蓄電池を有する電源により駆動され
る補助空気圧縮機１０を有し、圧縮空気を補助空
気管１３を介して電磁弁１４に供給するものであ
り、主圧縮空気系統Ｘは、主空気管７を有し、主
空気管７は、直列に接続された逆止弁８，１６と
その間に接続された空気溜９とを有し、一端が補
助空気管１３に、他端が元空気溜管５に接続され
て電磁弁１４に圧縮空気を供給するものとしたこ
とを特徴とする。
The present invention is a pneumatic vehicle pantograph elevation control device having a main compressed air system The main compressed air system , has check valves 8 and 16 connected in series and an air reservoir 9 connected therebetween, one end being connected to the auxiliary air pipe 13 and the other end being connected to the original air reservoir pipe 5 to form the solenoid valve 14. It is characterized by supplying compressed air.
以下、本考案の一実施例を図により説明する。
同図において、主空気圧縮機１により得られる圧
縮空気は空気管２を通じ元空気溜３に込められ
る。該元空気溜３には、空気管４が接続されてお
り、その一端が元空気溜管５に接続され本車両の
空気負荷（図示省略）に前記圧縮空気を供給する
ようになつている。また、空気管４の途中には主
ガバナー６が接続されており、該ガバナー６によ
り元空気溜３内の圧力が上昇し所定圧に達した時
に主空気圧縮機１の駆動用電動機（図示省略）を
停止し、圧縮空気の消費による圧力が低下すると
起動させるようになつている。さらに、元空気溜
管５から主空気管７が分岐されており、該主空気
管７には逆止弁８，１６が直列に、かつ、該逆止
弁８，１６の間に空気溜９が接続されている。一
方、パンタグラフ１７昇降用の補助空気圧縮機１
０は空気管１１を介して補助空気溜１２に圧縮空
気を供給するように接続されている。該補助空気
溜１２内の圧縮空気は、補助空気管１３により電
磁弁１４の給気口１４ａに供給されるように配管
されている。また、前記補助空気管１３の途中に
は補助空気圧縮機１０の制御を行うガバナー１５
および前記主空気管７が接続され、空気溜９の圧
縮空気も前記逆止弁１６を通して電磁弁１４の給
気口１４ａと補助空気溜１２に給気されるように
配管されている。前記主空気圧縮機１から元空気
溜管５および主空気管７が主圧縮空気系統Ｘをな
している。また、補助空気圧縮機１０から補助空
気溜１２および該補助空気溜１２の圧縮空気を電
磁弁１４に供給する補助空気管１３が補助圧縮空
気系統Ｙをなしている。
Hereinafter, one embodiment of the present invention will be described with reference to the drawings.
In the figure, compressed air obtained by a main air compressor 1 is fed into a source air reservoir 3 through an air pipe 2. An air pipe 4 is connected to the source air reservoir 3, and one end thereof is connected to a source air reservoir tube 5 to supply the compressed air to the air load (not shown) of the vehicle. In addition, a main governor 6 is connected in the middle of the air pipe 4, and when the pressure in the source air reservoir 3 increases and reaches a predetermined pressure, the main air compressor 1 is driven by a motor (not shown). ) is stopped and started when the pressure decreases due to compressed air consumption. Further, a main air pipe 7 is branched from the original air reservoir pipe 5, and check valves 8 and 16 are connected in series to the main air pipe 7, and an air reservoir 9 is connected between the check valves 8 and 16. is connected. On the other hand, auxiliary air compressor 1 for lifting pantograph 17
0 is connected to supply compressed air to the auxiliary air reservoir 12 via an air pipe 11. The compressed air in the auxiliary air reservoir 12 is piped so as to be supplied to the air supply port 14a of the solenoid valve 14 through an auxiliary air pipe 13. Further, a governor 15 for controlling the auxiliary air compressor 10 is provided in the middle of the auxiliary air pipe 13.
The main air pipe 7 is connected to the main air pipe 7, and the compressed air in the air reservoir 9 is also supplied to the air supply port 14a of the solenoid valve 14 and the auxiliary air reservoir 12 through the check valve 16. A main compressed air system X is comprised of the main air compressor 1, the source air reservoir pipe 5, and the main air pipe 7. Further, an auxiliary compressed air system Y includes an auxiliary air reservoir 12 from the auxiliary air compressor 10 and an auxiliary air pipe 13 that supplies compressed air from the auxiliary air reservoir 12 to the solenoid valve 14.
前記電磁弁１４の配気口１４ｂは空気管１８に
よりパンタグラフ１７に接続されており、該パン
タグラフ１７は圧縮空気を給気されると上昇して
集電可能となり、排気されると降下するようにな
つている。また、前記電磁弁１４は励磁される
と、給気口１４ａおよび配気口１４ｂを連通し、
排気口１４ｃへの連通を遮断する。逆に消磁され
ると配気口１４ｂと排気口１４ｃとを連通し、給
気口１４ａと配気口１４ｂとの間を遮断する。 The air distribution port 14b of the electromagnetic valve 14 is connected to a pantograph 17 by an air pipe 18, and when the pantograph 17 is supplied with compressed air, it rises to be able to collect current, and when it is exhausted, it descends. It's summery. Further, when the solenoid valve 14 is excited, it connects the air supply port 14a and the air distribution port 14b,
Communication to the exhaust port 14c is cut off. Conversely, when demagnetized, the air distribution port 14b and the exhaust port 14c are communicated with each other, and the air supply port 14a and the air distribution port 14b are cut off.
このような構成において、車両を長時間留置し
ておけば、前記元空気溜３、空気溜９および補助
空気溜１２の圧縮空気は漏洩して大気圧となる。
この状態でパンタグラフ１７を上昇させる時は、
まず、補助空気圧縮機１０を蓄電池（図示省略）
により起動すると、容量の小さい補助空気溜１２
のみに圧縮空気は供給されるので、空気圧は速や
かに上昇し電磁弁１４を励磁する。これによつ
て、補助空気溜１２の圧縮空気はパンタグラフ１
７に供給されて、該パンタグラフ１７は上昇す
る。そして、パンタグラフ１７より得られる架線
電力により主空気圧縮機１が起動されるので、以
後パンタグラフ１７は主空気圧縮機１の圧縮空気
によつて上昇状態に維持される。これと同時に、
空気溜９も主空気圧縮機１により加圧されるの
で、この容量を十分に大きくしておけば、例えば
列車がその日の運転を終り、翌朝再度パンタグラ
フ１７を上昇する場合、前記空気溜９内の圧縮空
気により補助空気圧縮機１０を駆動することなく
パンタグラフ１７を上昇させることができる。ま
た、仮に空気溜９内の圧力が不十分であつたにし
ても、その圧力によつて補助空気溜１２も加圧さ
れているため、補助空気圧縮機１０の駆動時間を
短縮することが可能である。ところで、一般に元
空気溜管５は車両中の多数の空気負荷に接続され
ており、それ故に漏洩空気量も多く主空気圧縮機
１が停止した後も長時間空気圧を維持することは
不可能であるが、前記空気溜９は逆止弁８により
元空気溜管５より分離されているため、空気圧の
維持が容易である。 In such a configuration, if the vehicle is left for a long time, the compressed air in the source air reservoir 3, air reservoir 9, and auxiliary air reservoir 12 will leak and become atmospheric pressure.
When raising the pantograph 17 in this state,
First, the auxiliary air compressor 10 is connected to a storage battery (not shown).
When activated, the small capacity auxiliary air reservoir 12
Since compressed air is supplied only to the pump, the air pressure quickly rises and excites the solenoid valve 14. As a result, the compressed air in the auxiliary air reservoir 12 is transferred to the pantograph 1.
7, the pantograph 17 rises. Then, the main air compressor 1 is activated by the overhead wire power obtained from the pantograph 17, so that the pantograph 17 is thereafter maintained in an elevated state by the compressed air from the main air compressor 1. At the same time,
Since the air reservoir 9 is also pressurized by the main air compressor 1, if this capacity is made sufficiently large, for example, when the train finishes its operation for the day and ascends the pantograph 17 again the next morning, the air reservoir 9 will be pressurized. The pantograph 17 can be raised using the compressed air without driving the auxiliary air compressor 10. Furthermore, even if the pressure in the air reservoir 9 is insufficient, the auxiliary air reservoir 12 is also pressurized by that pressure, making it possible to shorten the driving time of the auxiliary air compressor 10. It is. By the way, the main air reservoir pipe 5 is generally connected to many air loads in the vehicle, and therefore the amount of leakage air is large, making it impossible to maintain the air pressure for a long time even after the main air compressor 1 has stopped. However, since the air reservoir 9 is separated from the original air reservoir pipe 5 by the check valve 8, it is easy to maintain the air pressure.
このような構成によれば、車両の最初の起動時
において補助空気圧縮機１０は、小容量の補助空
気溜１２に圧縮空気を込めるだけでよいため、所
要時間を短縮して補助空気圧縮機１０の駆動用蓄
電池を小容量にすることが可能である。さらに、
日中運転し深夜に運転を休止するような間欠運転
においては、空気溜９の残留圧縮空気を利用でき
るため、補助空気圧縮機の運転を全く必要としな
いか、または、必要な場合でも極めて短時間でパ
ンタグラフ１７を上昇させることが可能であり、
車両の始発起動準備時間が短縮できるとともに補
助空気圧縮機１０の稼働率を低下させ、起動用蓄
電池の容量を小さくできる。なお、一般にパンタ
グラフ１７を上昇させるに必要な空気圧力は、
600kpaから900kpaの範囲にあるので、ガバナー
１５の設定圧力を600kpa位に、主ガバナー６を
900kpa位にそれぞれ選定しておけば補助空気圧
縮機１０の運転時間を一層短縮することができ
る。 According to such a configuration, the auxiliary air compressor 10 only needs to fill the small capacity auxiliary air reservoir 12 with compressed air when the vehicle is first started up. It is possible to reduce the capacity of the drive storage battery. moreover,
In intermittent operation, such as during the day and stopping at midnight, the residual compressed air in the air reservoir 9 can be used, so the operation of the auxiliary air compressor is not required at all, or even if it is necessary, it is only for a short period of time. It is possible to raise the pantograph 17 in time,
The preparation time for starting the vehicle for the first time can be shortened, the operating rate of the auxiliary air compressor 10 can be reduced, and the capacity of the starting storage battery can be reduced. Generally, the air pressure required to raise the pantograph 17 is:
Since it is in the range of 600kpa to 900kpa, set the pressure of governor 15 to around 600kpa and set the pressure of main governor 6 to around 600kpa.
If each is selected to be around 900 kpa, the operating time of the auxiliary air compressor 10 can be further shortened.
以上説明したように本考案によれば、パンタグ
ラフの昇降を行う圧縮空気を供給するためだけに
設置された補助圧縮空気系統を、主空気溜管側の
圧縮空気を空気溜に溜めておきこれを利用するこ
とによつて、小形にすることができる。
As explained above, according to the present invention, the auxiliary compressed air system installed only to supply compressed air for raising and lowering the pantograph can be used by storing compressed air from the main air reservoir pipe in the air reservoir. By using it, it can be made smaller.
図は本考案による空気圧式車両用パンタグラフ
昇降制御装置の一実施例を示す空気回路図であ
る。
１……主空気圧縮機、２，４，１１，１８……
空気管、３……元空気溜、５……元空気溜管、６
……主ガバナー、７……主空気管、８，１６……
逆止弁、９……空気溜、１０……補助空気圧縮
機、１２……補助空気溜、１３……補助空気管、
１４……電磁弁、１５……ガバナー。
The figure is a pneumatic circuit diagram showing an embodiment of the pneumatic vehicle pantograph elevation control device according to the present invention. 1... Main air compressor, 2, 4, 11, 18...
Air pipe, 3... Original air reservoir, 5... Original air reservoir pipe, 6
...Main governor, 7...Main air pipe, 8,16...
Check valve, 9... Air reservoir, 10... Auxiliary air compressor, 12... Auxiliary air reservoir, 13... Auxiliary air pipe,
14...Solenoid valve, 15...Governor.
Claims (1)
電磁弁１４とを有する空気圧式車両用パンタグラ
フ昇降制御装置であつて、 補助圧縮空気系統Ｙは、蓄電池を有する電源に
より駆動される補助空気圧縮機１０を有し、圧縮
空気を補助空気管１３を介して電磁弁１４に供給
するものであり、 主圧縮空気系統Ｘは、主空気管７を有し、 主空気管７は、直列に接続された逆止弁８，１
６とその間に接続された空気溜９とを有し、一端
が補助空気管１３に、他端が元空気溜管５に接続
されて電磁弁１４に圧縮空気を供給するものであ
る 空気圧式車両用パンタグラフ昇降制御装置。[Scope of utility model registration claims] Main compressed air system X, auxiliary compressed air system Y,
The auxiliary compressed air system Y has an auxiliary air compressor 10 driven by a power source having a storage battery, and supplies compressed air through an auxiliary air pipe 13. The main compressed air system X has a main air pipe 7, and the main air pipe 7 has check valves 8 and 1 connected in series.
6 and an air reservoir 9 connected therebetween, one end is connected to the auxiliary air pipe 13 and the other end is connected to the main air reservoir pipe 5 to supply compressed air to the solenoid valve 14. Pantograph lift control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11351784U JPS6132701U (en) | 1984-07-27 | 1984-07-27 | Pneumatic vehicle pantograph elevation control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11351784U JPS6132701U (en) | 1984-07-27 | 1984-07-27 | Pneumatic vehicle pantograph elevation control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6132701U JPS6132701U (en) | 1986-02-27 |
| JPH0329931Y2 true JPH0329931Y2 (en) | 1991-06-25 |
Family
ID=30672546
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11351784U Granted JPS6132701U (en) | 1984-07-27 | 1984-07-27 | Pneumatic vehicle pantograph elevation control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6132701U (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102015113940A1 (en) * | 2015-08-21 | 2017-02-23 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for main and auxiliary air supply, in particular a rail vehicle |
| DE102015115369A1 (en) * | 2015-09-11 | 2017-03-16 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for controlling energy sources for the main and auxiliary air supply, in particular a rail vehicle |
| CN105329107A (en) * | 2015-12-01 | 2016-02-17 | 瑞立集团瑞安汽车零部件有限公司 | Bow raising air source system of railway vehicle |
| DE102017107276A1 (en) * | 2017-04-05 | 2018-10-11 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for a demand-based compressed air supply of a vehicle, in particular a rail vehicle |
| DE102017214111A1 (en) * | 2017-08-11 | 2019-02-14 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Electropneumatically controlled control of a pantograph |
| IT202100011222A1 (en) * | 2021-05-03 | 2022-11-03 | Faiveley Transport Italia Spa | Process and system for the generation of compressed air of at least one railway vehicle |
| KR20240024052A (en) * | 2021-04-26 | 2024-02-23 | 파이벨리 트랜스포트 이탈리아 에스.피.에이. | Method and system for generating compressed air for at least one vehicle, especially at least one railway vehicle |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS49132492A (en) * | 1973-04-25 | 1974-12-19 |
-
1984
- 1984-07-27 JP JP11351784U patent/JPS6132701U/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS49132492A (en) * | 1973-04-25 | 1974-12-19 |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6132701U (en) | 1986-02-27 |
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