TWI751464B - Air compression system for railway vehicles - Google Patents

Abstract

An object of the present invention is to miniaturize an air compression system for railway vehicles that can supply compressed air for raising and lowering a pantograph even in a state where overhead power cannot be used.

The air compression system 100 of the present invention includes: a compressor 10; a first tank 20 for accumulating compressed air for raising and lowering the pantograph; a second tank 30 for accumulating compressed air for actuating a brake; Power can be supplied separately from the overhead wire 84; and a control unit that controls the compressor 10 so that when the overhead wire power cannot be used, the compressed air generated by the compressor 10 using the power of the vehicle power supply 40 is stored in the first tank 20. When overhead power is available, the compressed air generated by the compressor 10 using overhead power is stored in the second tank 30.

Description

Air Compression System for Railway Vehicles

The present invention relates to an air compression system for railway vehicles and a control method thereof.

Electric vehicles for railways with air compressors and air tanks are known in the industry. For example, Patent Document 1 describes an electric vehicle for railways, which includes an air compressor that generates compressed air, an air tank that temporarily stores the compressed air introduced from the air compressor, and uses Compressed air from the air tank operates various parts of the vehicle, such as brakes.

[Prior Art Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Laid-Open No. 2004-112921

The inventors of the present invention have obtained the following knowledge with respect to an air compression system of a railway vehicle driven by electric power supplied from an overhead line via a pantograph.

When a railway vehicle equipped with a pantograph is normally running, the pantograph is raised to receive overhead electricity. Power is used to drive a motor for driving a vehicle and to drive an air compression system to supply compressed air. In this railway vehicle, there is a pantograph that uses the compressed air of the air compression system to raise and lower the pantograph.

This railway vehicle may be in a state where the pantograph is lowered and the overhead power cannot be used while waiting to enter the garage. In this state, when the pantograph is raised again, the compressor operated by the overhead line power cannot be used. Therefore, it is considered to install another compressor operated by the power of the battery, and the compressed air from the compressor is used to collect electricity. Bow lift.

However, if another compressor operated by a battery is provided, the air compressing system becomes large, and it is difficult to store it in the lower space of the vehicle.

In view of these circumstances, the inventors of the present invention have realized that, among the air compression systems, there is a reduction in the size of the air compression system for railway vehicles that can supply compressed air for raising and lowering the pantograph even in a state where overhead power cannot be used. room for improvement.

The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to miniaturize an air compression system for railway vehicles that can supply compressed air for raising and lowering the pantograph even in a state where overhead power cannot be used.

In order to solve the above-mentioned problems, an air compression system for a railway vehicle according to one aspect of the present invention includes a compressor; a first tank that stores compressed air for use in raising and lowering the pantograph; and a second tank that stores compressed air for use in raising and lowering the pantograph. brake actuation; on-board power supply, which can be supplied with power separately from the overhead line; and a control unit that controls the compressor so as to store the compressed air generated by the compressor using the electric power of the vehicle power supply in the first tank when the overhead wire power cannot be used, and to use the overhead wire power when the overhead wire power is available. The compressed air generated by the compressor is stored in the second tank.

According to this aspect, the compressed air generated by one compressor can be stored in the first tank and the second tank.

In addition, any combination of the above, the constituent elements of the present invention, or those expressed in methods, devices, programs, temporary or non-transitory storage media, systems, etc. that record programs, etc., are also interchangeable as aspects of the present invention. efficient.

ADVANTAGE OF THE INVENTION According to this invention, the air compression system for railway vehicles which can supply the compressed air for raising and lowering a pantograph even in a state where the overhead power cannot be used can be reduced in size.

1: Vehicle

10: Compressor

12: Compressor side check valve

14: Dehumidification device

16: Compression device control section

20: Slot 1

22: The first pressure regulating part

24: 1st slot passage

30: Slot 2

32: The second pressure regulator

34: 2nd slot passage

40: Vehicle power supply

42: Charge Control Department

50: Access Control Department

52: Pressure control valve

54: Check valve

56: Solenoid valve

60: Two-way solenoid valve

80: body

82: Pantograph

84: Wiring

86: Lifting device

88: Conversion device

90: Ride Controls

92: Travel motor

94: Wheels

96: Brake drive

98: Door opening and closing device

100: Air Compression System

Ap1: 1st compressed air/compressed air

Ap2: 2nd compressed air

Apo: compressed air

P1: port

P2: port

P3: entry port

P4: Exit port

P5: Exit port

Pj: 1st lower limit pressure

Pk: 1st upper limit pressure

Pm: 2nd lower limit pressure

Pn: 2nd upper limit pressure

Ps1: The first output channel

Ps2: The second output channel

Q1: output port

Q2: output port

S1: port

FIG. 1 is a side view schematically showing a vehicle equipped with the air compression system of the first embodiment.

FIG. 2 is a block diagram schematically showing the constitution of the air compression system of FIG. 1 .

FIG. 3 is a configuration diagram showing the periphery of the first tank of the air compression system of FIG. 1 .

Fig. 4 is a configuration diagram showing the periphery of the first tank of the air compression system of the second embodiment.

Fig. 5 is a configuration diagram showing the periphery of the first tank of the air compression system of the third embodiment.

Fig. 6 is a configuration diagram showing the periphery of the first tank of the air compressing system according to the fourth embodiment.

Fig. 7 is a configuration diagram showing the periphery of the first tank of the air compression system according to the fifth embodiment.

Fig. 8 is a configuration diagram showing the periphery of the first tank of the air compression system of the sixth embodiment.

Hereinafter, the present invention will be described based on preferred embodiments with reference to the drawings. In the embodiment and modified examples, the same or equivalent components and members are given the same reference numerals, and overlapping descriptions are appropriately omitted. In addition, the dimensions of the members in each drawing are appropriately enlarged and reduced for easy understanding. In addition, in each drawing, a part of the member which is not important in explaining embodiment is abbreviate|omitted and shown.

In addition, the terms including the ordinal numbers such as the first and the second are used to describe various components, but the terms are used only for the purpose of distinguishing one component from other components, and the terms are not used to limit the structure. element.

[1st Embodiment]

1-3, the structure of the air compression system 100 for railway vehicles which concerns on the 1st Embodiment of this invention is demonstrated. FIG. 1 is a side view schematically showing a vehicle 1 on which the air compression system 100 of the first embodiment is mounted.

The vehicle 1 of the present embodiment is a railway vehicle, and mainly includes a vehicle body 80, a pantograph 82, a lifting device 86, a switching device 8, a travel control device 90, a travel motor 92, wheels 94, a brake driving device 96, and a door opening and closing device 98, and the air compression system 100. The pantograph 82 is in contact with the overhead wire 84 in a raised state, receives electric power from the overhead wire (hereinafter referred to as "strut electric power"), and supplies it to the conversion device 88 . The pantograph 82 does not come into contact with the wire 84 in the lowered state, and does not receive wire power.

The elevating device 86 elevates the pantograph 82 based on the first compressed air Ap1 supplied from the air compression system 100 . The conversion device 88 converts the overhead power received via the pantograph 82 into a predetermined voltage, and supplies it to various parts of the vehicle such as the travel motor 92 and the air compression system 100 . The travel control device 90 drives and controls the travel motor 92 based on the electric power from the conversion device 88 . The wheel 94 rotates based on the rotation of the travel motor 92 , so that the vehicle 1 travels. The brake driving device 96 and the door opening and closing device 98 actuate a brake (not shown) based on the second compressed air Ap2 supplied from the air compression system 100 to open and close a door (not shown) of the vehicle. The air compression system 100 and other related equipment are mounted in the lower space of the vehicle body 80 .

An air compression system 100 is described. FIG. 2 is a block diagram schematically showing the configuration of the air compression system 100 . The air compression system 100 of the present embodiment includes a compressor 10 , an in-vehicle power supply 40 , a charging control unit 42 , a compression device control unit 16 , a first tank 20 , a second tank 30 , and a path control unit 50 .

The compressor 10 compresses and supplies compressed air. The compressor 10 of the present embodiment includes a motor (not shown) that rotates based on electric power supplied from the compressor control unit 16, and an electric air compressor that supplies compressed air using the driving force of the motor.

The in-vehicle power supply 40 is a power source element capable of supplying electric power (hereinafter referred to as "in-vehicle power supply power") separately from the overhead wire 84 . The vehicle power supply 40 of this embodiment is a rechargeable battery. The charging control unit 42 controls the charging of the in-vehicle power supply 40 based on the overhead power.

The compressor control unit 16 is a control element for supplying drive power to the compressor 10 based on overhead power and vehicle power supply power. The compressor control unit 16 enters the first mode when overhead power is unavailable, and enters the second mode when overhead power is available. The compressor control unit 16 supplies the in-vehicle power supply power to the compressor 10 in the first mode, and supplies overhead power to the compressor 10 in the second mode. The compression device control unit 16 may be configured as an electronic device including, for example, a CPU (Central Processing Unit, central processing unit).

In the present embodiment, the compressor 10 is driven at a lower voltage when using the power of the vehicle-mounted power supply 40 than when using the overhead power. As an example, in the first mode using the power of the vehicle power supply 40, the compressor 10 is driven at 100v, and in the second mode using the overhead power, the compressor 10 is driven at 400v.

The first tank 20 is an air tank for storing the compressed air supplied from the compressor 10 for raising and lowering the pantograph. The compressed air accumulated in the first tank 20 is supplied to the lifter 86 as the first compressed air Ap1 via the first output passage Ps1. The elevating device 86 elevates the pantograph 82 based on the supplied first compressed air Ap1. The capacity of the first slot 20 may be smaller than the capacity of the second slot 30 .

The second tank 30 is an air tank for accumulating the compressed air supplied from the compressor 10 to actuate the brake. The compressed air accumulated in the second tank 30 is supplied to the brake driving device 96 as the second compressed air Ap2 via the second output passage Ps2. The brake drive device 96 operates and releases the brake based on the supplied second compressed air Ap2. In the present embodiment, the second compressed air Ap2 is also supplied to the door opening and closing device 98 . The door opening and closing device 98 performs a door opening and closing operation based on the supplied second compressed air Ap2.

The passage control unit 50 controls the flow passage of the compressed air between the compressor 10 , the first tank 20 , and the second tank 30 . The path control unit 50 determines whether the compressor 10 is operated with the power of the vehicle-mounted power source or the overhead power, and controls the flow path of the compressed air in accordance with the determination result. This determination can be performed by the channel control unit 50 alone, but in this example, the result of the mode determination by the compression device control unit 16 is used. Specifically, the passage control unit 50 switches the flow passage of the compressed air between the first mode and the second mode. The passage control unit 50 controls the flow passage so as to supply the compressed air Apo generated by the compressor 10 to the first tank 20 in the first mode. In this case, the compressed air Apo is accumulated in the first tank 20 . In addition, the passage control unit 50 controls the flow passage so as to supply the compressed air Apo to the second tank 30 in the second mode. In this case, the compressed air Apo is accumulated in the second tank 30 .

3 , the compressor 10 , the first and second tanks 20 and 30 , and the passage control unit 50 of the air compression system 100 of the present embodiment will be described. FIG. 3 is a configuration diagram showing the compressor 10 of the air compression system 100 of the present embodiment, and the periphery of the first and second tanks 20 and 30 . The figure mainly shows the flow path of the compressed air, and a part of the member which is not important in the description is omitted. As shown in FIG. 3 , the present embodiment includes a compressor-side check valve 12, a dehumidifier 14, a first tank passage 24, a second tank passage 34, a first pressure regulating portion 22, a second pressure regulating portion 32, and Pressure control valve 52 . In addition, in the following description, the side which supplies compressed air is called "upstream" and "upstream side", and the side which receives the supply of compressed air is called "downstream" and "downstream side".

The first slot 20 has two channel connection ports P1 and S1, and one output port Q1. The output port Q1 is connected to the first output passage Ps1 , and supplies the first compressed air Ap1 to the lifter 86 .

The second slot 30 has one port P2 for channel connection and one port Q2 for output. The output port Q2 is connected to the second output passage Ps2 and supplies the second compressed air Ap2 to the brake driving device 96 and the door opening and closing device 98 .

The compressor-side check valve 12 allows the flow of air to the downstream side and blocks the flow of air to the upstream side. In this example, the compressor-side check valve 12 blocks the flow of air from the first and second grooves 20 and 30 to the compressor 10 . The dehumidifier 14 dehumidifies the compressed air supplied from the compressor 10 . In this example, the compressor-side check valve 12 is provided in the dehumidifier 14 .

The first and second pressure regulating units 22 and 32 are included in the compression device control unit 16, and control the operation of the compressor 10 in order to adjust the pressure in the tank. The first pressure regulating unit 22 operates in the first mode and does not operate in the second mode, and the second pressure regulating unit 32 operates in the second mode and does not operate in the first mode.

In the first mode, the first pressure regulating unit 22 detects the first pressure in the first tank 20, and controls the activation/deactivation of the compressor 10 in accordance with the first detected pressure. The first pressure regulating part 22 operates the compressor 10 to increase the pressure in the first tank 20 when the first detected pressure is lower than the preset first lower limit pressure Pj. In addition, the first pressure regulating unit 22 stops the compressor 10 when the first detected pressure is equal to or higher than the preset first upper limit pressure Pk. As a result, in the first mode, the pressure in the first tank 20 is maintained between the first lower limit pressure Pj and the first upper limit pressure Pk. In addition, the first lower limit pressure Pj is set lower than the first upper limit pressure Pk.

In the second mode, the second pressure regulating unit 32 detects the second pressure in the second tank 30, and controls the activation/deactivation of the compressor 10 according to the second detected pressure. The second pressure regulating unit 32 is low at the second detection pressure At the preset second lower limit pressure Pm, the compressor 10 is actuated to increase the pressure in the second tank 30 . Furthermore, the second pressure regulating unit 32 stops the compressor 10 when the second detected pressure is equal to or higher than the preset second upper limit pressure Pn. As a result, in the second mode, the pressure in the second tank 30 is maintained between the second lower limit pressure Pm and the second upper limit pressure Pn. In addition, the second lower limit pressure Pm is set lower than the second upper limit pressure Pn.

The first tank passage 24 is a passage for supplying the compressed air Apo sent from the compressor 10 to the first tank 20 via the compressor-side check valve 12 and the dehumidifier 14 . The first tank passage 24 of the present embodiment connects the outlet of the dehumidifier 14 to the port P1 of the first tank 20 , and guides the compressed air Apo into the first tank 20 .

The second tank passage 34 is a passage for supplying the compressed air Apo sent from the compressor 10 to the second tank 30 via the compressor-side check valve 12 and the dehumidifier 14 . The second groove passage 34 of the present embodiment connects the port S1 of the first groove 20 and the port P2 of the second groove 30 , and guides the compressed air Apo passing through the first groove 20 into the second groove 30 . The pressure control valve 52 is provided in the second groove passage 34 as a first valve. The pressure control valve 52 of the present embodiment is provided so as not to block the passage for supplying the compressed air generated by the compressor 10 to the first tank 20 .

The pressure control valve 52 opens when the upstream pressure is equal to or higher than a specific first control pressure Pv1 to allow compressed air to flow downstream, and closes when the upstream pressure is lower than the first control pressure Pv1 to block the flow of air. The pressure control valve 52 of the present embodiment is provided in the passage for receiving the supply of compressed air in the second tank 30 , and controls the supply of the compressed air Apo to the second tank 30 . The pressure control valve 52 is closed when the pressure of the compressed air Apo is lower than the first control pressure Pv1, and the compressed air is shut off The inflow of Apo into the second tank 30 is opened when the pressure of the compressed air Apo is equal to or higher than the first control pressure Pv1, and the inflow of the compressed air Apo into the second tank 30 is permitted.

In the present embodiment, the first control pressure Pv1 is set higher than the first upper limit pressure Pk. That is, since the pressure of the compressed air Apo does not exceed the first control pressure Pv1 during the operation of the first pressure regulating unit 22 in the first mode, the pressure control valve 52 is kept closed and the compressed air Apo does not flow into the second control pressure Pv1. Slot 30.

In the present embodiment, the first control pressure Pv1 is set higher than the second lower limit pressure Pm and lower than the second upper limit pressure Pn. That is, when the pressure of the compressed air Apo exceeds the first control pressure Pv1 while the second pressure regulating unit 32 is operating in the second mode, the pressure control valve 52 is opened, and the compressed air Apo flows into the second tank 30 . When the pressure of the compressed air Apo is lower than the first control pressure Pv1, the pressure control valve 52 is closed, the inflow of the compressed air Apo is stopped, and when the pressure of the compressed air Apo exceeds the first control pressure Pv1 again, the compressed air Apo flows into the second tank 30.

The operation of this embodiment will be described.

(1) Operation in the first mode (when the overhead power cannot be used)

Since overhead line power cannot be used when the pantograph 82 is lowered, the compressor control unit 16 enters the first mode, operates the first pressure regulating unit 22 , and supplies the compressor 10 with on-board power from the on-board power source 40 . At this time, the compressor 10 supplies the compressed air Apo to the first tank 20 via the first tank passage 24 . The supplied compressed air Apo is accumulated in the first tank 20 .

In the first mode, the pressure in the first groove 20 is maintained at the first lower pressure by the first pressure regulating part 22 Between the limit pressure Pj and the first upper limit pressure Pk. Since the first control pressure Pv1 is higher than the first upper limit pressure Pk, the pressure control valve 52 maintains the closed state. Therefore, when the pressure in the first tank 20 is lower than the first control pressure Pv1 of the pressure control valve 52 by the pressure control valve 52 , the compressed air Apo does not flow from the first tank 20 to the second tank 30 . In the first mode, the lifting device 86 is actuated by the first compressed air Ap1 sent from the first tank 20, and the pantograph 82 can be lifted and lowered.

(2) Operation in the second mode (when overhead power can be used)

Since overhead power can be used when the pantograph 82 is raised and in contact with the overhead wire 84 , the compressor control unit 16 enters the second mode, operates the second pressure regulating section 32 , and supplies overhead power to the compressor 10 . At this time, the compressed air Apo exceeds the first upper limit pressure Pk and is accumulated in the first tank 20 .

When the pressure of the compressed air Apo becomes equal to or higher than the first control pressure Pv1 , the pressure control valve 52 is opened, the compressed air Apo is sent from the first tank 20 to the second tank 30 , and the compressed air Apo is accumulated in the second tank 30 . In the second mode, the elevating device 86 is actuated by the first compressed air Ap1 sent from the first tank 20, so that the pantograph 82 can be moved up and down. In addition, the brake driving device 96 and the door opening/closing device 98 can be actuated by the second compressed air Ap2 sent from the second tank 30

(3) Operation in interrupt mode (when a protective circuit such as a circuit breaker functions)

When a protective circuit (eg, a vacuum interrupter) functions due to an abnormal current from the overhead wire 84, the pantograph is lowered and the overhead wire power cannot be used. In this state, since overhead line power cannot be used, the compressor control unit 16 switches to the first mode to operate the compressor 10 with the on-board power supply, and to raise and lower the pantograph with the compressed air Ap1 from the first tank 20 . In this case, the air compression system 100 operates in the same manner as in the first mode.

The operation and effect of the air compression system 100 of the present embodiment configured as described above will be described.

The air compression system 100 of the present embodiment includes: a compressor 10; a first tank 20 that stores compressed air for raising and lowering the pantograph; a second tank 30 that stores compressed air for actuating a brake; an in-vehicle power supply 40, It can supply power separately from the overhead line 84; and a control section controls the compressor 10 in such a manner that when the overhead line power cannot be used, the compressed air generated by the compressor 10 using the power of the vehicle power supply 40 is stored in the first The tank 20 stores the compressed air generated by the compressor 10 using the overhead power in the second tank 30 when the overhead power is available.

According to this configuration, the compressed air can be stored in the first tank 20 and the second tank 30 by one compressor 10 . As a result, compared with the case where another compressor is provided, the air compression system can be miniaturized.

In the above-mentioned apparatus, the compressed air generated by the compressor 10 using the power of the vehicle power supply 40 may not be supplied to the second tank 30 . At this time, since the compressed air does not flow to the second tank 30 , the compressed air is efficiently stored in the first tank 20 . As a result, the capacity of the in-vehicle power supply 40 can be reduced.

The above-mentioned apparatus may have a pressure control valve 52 capable of blocking the passage for supplying compressed air to the second tank 30 . In this case, by blocking the pressure control valve 52 in the first mode, it is possible to prevent the compressed air generated by the electric power of the vehicle power supply 40 from being supplied to the second tank 30 .

The above-mentioned pressure control valve 52 may be provided so as not to block the passage for supplying the compressed air generated by the compressor 10 to the first tank 20 . In this case, since even in the pressure control valve 52 due to what The reason is that the compressed air is supplied to the first slot 20 even when the opening is not opened, so that the pantograph 82 can be raised to receive electricity from the overhead wire 84 .

The above-mentioned pressure control valve 52 is a pressure control valve that opens when the pressure is above a specific first pressure. It is feasible to control the pressure of the compressed air generated by the compressor 10 using the power of the vehicle power supply 40 to be lower than the first pressure. The overhead power is controlled by the pressure of the compressed air generated by the compressor 10 to be higher than the first pressure. In this case, since the pressure control valve 52 is used for the pressure control valve 52 to automatically switch the opening and closing state according to the pressure level, separate control is not required.

In the above-mentioned device, the compressor 10 can be driven at a lower voltage when using the power of the vehicle power supply 40 than when using the power from the overhead line. In this case, since the compressor 10 can be driven at a lower voltage, the vehicle power supply 40 can be miniaturized.

Hereinafter, the configuration of the air compression system 100 according to the second to eighth embodiments of the present invention will be described with reference to FIGS. 4 to 8 . In the drawings and descriptions of the second to sixth embodiments, the same reference numerals are given to the same or equivalent components and members as those of the first embodiment. Explanation overlapping with the first embodiment will be omitted as appropriate, and the description will focus on the configuration different from the first embodiment.

[Second Embodiment]

FIG. 4 is a diagram showing the configuration of the compressor 10 of the air compression system 100 according to the second embodiment and the periphery of the first and second tanks 20 and 30 , and corresponds to FIG. 3 . As shown in FIG. 3 , the present embodiment is different from the first embodiment in that the check valve 54 is provided as the second valve, and the other configurations are the same. Therefore, the check valve 54 will be highlighted.

Consider a situation where the compressed air in the first slot 20 is insufficient, and the pantograph 82 cannot be raised and lowered for any reason. In this case, it is preferable to supply compressed air to the first tank 20 from the second tank 30 . Therefore, the present embodiment has the check valve 54 for supplying compressed air from the second tank 30 to the first tank 20 . According to this configuration, in this embodiment, when the compressed air in the first slot 20 is insufficient, the compressed air can be supplied from the second slot 30 to the first slot 20, so that the pantograph can be raised to receive overhead power.

The check valve 54 is not limited as long as the compressed air can be supplied from the second tank 30 to the first tank 20 . The check valve 54 of the present embodiment is a valve mechanism that allows air to flow from the second tank 30 to the first tank 20 side, and can prevent backflow from the first tank 20 to the second tank 30 . As shown in FIG. 4 , the check valve 54 is provided in parallel with the pressure control valve 52 in the second groove passage 34 . The check valve 54 may be provided in another passage connecting the port S1 of the first tank 20 and the port P2 of the second tank 30 . According to this configuration, in this embodiment, since the backflow can be prevented by the automatic operation of the check valve, separate control is not required.

The operation of this embodiment will be described.

(1) Operation in the first mode (when the overhead power cannot be used)

The present embodiment operates in the same manner as the first embodiment. Due to the pressure control valve 52 and the check valve 54, when the pressure in the first tank 20 is lower than the first control pressure Pv1 of the pressure control valve 52, the compressed air Apo does not flow into the second tank 30 from the first tank 20. . In addition, when the compressed air in the first tank 20 is insufficient, the compressed air is supplied from the second tank 30 to the first tank 20 via the check valve 54 .

(2) Operation in the second mode (when overhead power can be used)

The present embodiment operates in the same manner as the first embodiment.

(3) Operation in interrupt mode (when a protective circuit such as a circuit breaker functions)

The present embodiment operates in the same manner as the first embodiment.

The present embodiment exhibits the same functions and effects as those of the first embodiment.

[third embodiment]

FIG. 5 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 according to the third embodiment, and corresponds to FIG. 3 . As shown in FIG. 5 , the present embodiment is different from the first embodiment in that a solenoid valve 56 is provided instead of the pressure control valve 52 as the first valve, and other configurations are the same. Therefore, the solenoid valve 56 will be mainly described.

The solenoid valve 56 is an electrically driven valve that controls the opening and closing of the valve by energization, and is provided in the second groove passage 34 . The solenoid valve 56 of the present embodiment is of a normally open type that opens when not energized and closes when energized. The solenoid valve 56 is controlled by the compressor control unit 16 so as to be closed in the first mode and open in the second mode.

The operation of this embodiment will be described.

(1) Operation in the first mode (when the overhead power cannot be used)

In the first mode, the solenoid valve 56 is closed, and the compressed air Apo does not flow from the first tank 20 to the second tank 30 . Therefore, the present embodiment operates in the same manner as the first embodiment.

(2) Operation in the second mode (when overhead power can be used)

In the second mode, the solenoid valve 56 is opened, and the compressed air Apo is sent from the first tank 20 to the second tank 30, and the operation is the same as that of the first embodiment.

(3) Operation in interrupt mode (when a protective circuit such as a circuit breaker functions)

In the shut-off mode, the solenoid valve 56 is closed and operates in the same manner as in the first embodiment.

The present embodiment exhibits the same functions and effects as those of the first embodiment.

[4th Embodiment]

FIG. 6 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 according to the fourth embodiment, and corresponds to FIG. 3 . As shown in FIG. 6 , the present embodiment is different from the third embodiment in that the check valve 54 is provided as the second valve, and the other configurations are the same. Therefore, the check valve 54 will be highlighted. The check valve 54 is provided in parallel with the solenoid valve 56 in the second groove passage 34 . The operation of the solenoid valve 56 is the same as that of the third embodiment, and the operation of the check valve 54 is the same as that of the second embodiment.

The operation of this embodiment will be described.

(1) Operation in the first mode (when the overhead power cannot be used)

In the first mode, the solenoid valve 56 and the check valve 54 are closed, and the compressed air Apo does not flow into the second tank 30 from the first tank 20 . Therefore, the present embodiment operates in the same manner as the first embodiment.

(2) Operation in the second mode (when overhead power can be used)

In the second mode, the solenoid valve 56 is opened, and the compressed air Apo is sent from the first tank 20 to the second tank 30, and the operation is the same as that of the first embodiment.

(3) Operation in interrupt mode (when a protective circuit such as a circuit breaker functions)

In the shut-off mode, the solenoid valve 56 is closed and operates in the same manner as in the first embodiment.

The present embodiment exhibits the same functions and effects as those of the first embodiment and the second embodiment.

[Fifth Embodiment]

FIG. 7 is a configuration diagram showing the compressor 10 of the air compression system 100 according to the fifth embodiment and the periphery of the first and second tanks 20 and 30, and corresponds to FIG. 3 . As shown in FIG. 7 , the present embodiment includes a two-way solenoid valve 60 that switches and supplies the compressed air Apo from the compressor 10 between the first tank 20 and the second tank 30, and the first tank 20 and the second tank 30 are disconnected This point is different from that of the first embodiment, and the other configurations are the same. Therefore, the operation of the two-way solenoid valve 60 will be mainly described.

The two-way solenoid valve 60 is a solenoid valve having an inlet port P3 and two outlet ports P4 and P5 , and is controlled by the compression device control unit 16 . The inlet port P3 is connected to the outlet of the dehumidifying device 14 . The outlet port P4 is connected to the port P1 of the first slot 20 . The outlet port P5 is connected to the port P2 of the second slot 30 .

The operation of this embodiment will be described.

(1) Operation in the first mode (when the overhead power cannot be used)

In the first mode, the two-way solenoid valve 60 communicates the inlet port P3 and the outlet port P4, and the inlet port P3 and the outlet port P5 are controlled so as not to communicate with each other. As a result, the compressed air Apo from the compressor 10 is sent to the first tank 20 . At this time, the compressed air Apo does not flow into the second groove 30 . Therefore, in the first mode, the present embodiment operates in the same manner as the first embodiment. That is, the two-way solenoid valve 60 is an example of a first valve that can block the passage for supplying the compressed air Apo to the second tank 30 .

(2) Operation in the second mode (when overhead power can be used)

In the second mode, the inlet port P3 and the outlet port P5 are communicated, and the inlet port P3 and the outlet port P4 are controlled to be disconnected. As a result, the compressed air Apo from the compressor 10 is sent to the second tank 30 out. Therefore, in the second mode, the present embodiment operates in the same manner as the first embodiment.

(3) Operation in interrupt mode (when a protective circuit such as a circuit breaker functions)

In the blocking mode, the two-way solenoid valve 60 communicates the inlet port P3 and the outlet port P4, and the inlet port P3 and the outlet port P5 are controlled to be non-communicating, and operate in the same manner as in the first embodiment.

The present embodiment exhibits the same functions and effects as those of the first embodiment.

[Sixth Embodiment]

FIG. 8 is a configuration diagram showing the compressor 10 of the air compression system 100 of the sixth embodiment and the periphery of the first and second tanks 20 and 30, and corresponds to FIG. 3 . As shown in FIG. 8, the air compression system 100 of the present embodiment differs from the fifth embodiment in that the check valve 54 is provided, and the other configurations are the same. Therefore, the check valve 54 will be highlighted. The check valve 54 is provided in a passage connecting the port S1 of the first groove 20 and the port S2 of the second groove 30 . The check valve 54 of the present embodiment allows air to flow from the second groove 30 to the first groove 20 side, and prevents backflow from the first groove 20 to the second groove 30 . The check valve 54 supplies compressed air to the first tank 20 from the second tank 30 .

The operation of this embodiment will be described.

(1) Operation in the first mode (when the overhead power cannot be used)

In the first mode, the present embodiment operates in the same manner as the fifth embodiment. In addition, when the compressed air in the first tank 20 is insufficient, the compressed air is supplied from the second tank 30 to the first tank 20 via the check valve 54 .

(2) Operation in the second mode (when overhead power can be used)

In the second mode, the present embodiment operates in the same manner as the fifth embodiment.

(3) Operation in interrupt mode (when a protective circuit such as a circuit breaker functions)

In the blocking mode, the present embodiment operates in the same manner as the fifth embodiment.

The present embodiment exhibits the same functions and effects as those of the first embodiment and the second embodiment.

[Seventh Embodiment]

A seventh embodiment of the present invention will be described. In the description of the seventh embodiment, the same reference numerals are assigned to the same or equivalent components and members as those of the first embodiment. Explanation overlapping with the first embodiment will be omitted as appropriate, and the description will focus on the configuration different from the first embodiment.

A seventh embodiment of the present invention is a control method of an air compression system for a railway vehicle. In this method, the power used by the compressor 10 for supplying compressed air is provided from the overhead wire 84 when the overhead power is available, and the power used by the compressor 10 is provided from the vehicle power supply 40 when the overhead power cannot be used.

According to the seventh embodiment, since one compressor 10 can be driven by the electric power from the overhead wire 84 or the vehicle power supply 40 and compressed air can be supplied, even in the state where the pantograph 82 is lowered, the power from the compressor 10 can be used. The compressed air lifts the pantograph 82 . Since it can be realized by one compressor 10, the air compression system for railway vehicles can be reduced in size.

As mentioned above, the example of embodiment of this invention was demonstrated in detail. The above-mentioned embodiments are only those showing specific examples when implementing the present invention. The content of the embodiments is not intended to limit the technical scope of the present invention, but does not deviate from the scope of the idea of the invention defined by the scope of the patent application. Inside, more design changes such as changing, adding, and deleting components can be made. In the above-described embodiment, descriptions such as "in the embodiment" and "in the embodiment" are given to describe the contents that can be changed in design, but it is not that design changes are not allowed for the contents without such descriptions.

[Variation example]

Hereinafter, a modified example will be described. In the drawings and descriptions of the modified examples, the same reference numerals are given to the same or equivalent components and members as those of the embodiment. Explanation overlapping with the embodiment will be omitted as appropriate, and the description will focus on the configuration different from the first embodiment.

In the description of the first embodiment, the vehicle power supply 40 is shown as an example of a battery, but the present invention is not limited to this. The in-vehicle power supply 40 only needs to be capable of supplying electric power capable of driving the compressor 10 , and for example, it may be a power supply based on various principles, such as various generators, dry batteries, and fuel cells.

In the description of the first embodiment, the compressor 10 is driven with different voltages in the first mode and the second mode, but the voltage for driving the compressor 10 may be the same in the first mode and the second mode.

In the description of the first embodiment, the example in which the second compressed air Ap2 is supplied to the brake driving device 96 and the door opening/closing device 98 is shown, but the second compressed air Ap2 may be used to operate the mechanism of each part of the vehicle other than the brake and the door .

In the description of the fourth embodiment, the solenoid valve 56 is shown as an example of the normally open type, but the solenoid valve 56 may be It is a normally closed type that closes when not energized and opens when energized.

The above-mentioned modified example exhibits the same functions and effects as those of the embodiment.

Arbitrary combinations of the above-described embodiments and modifications are also useful as embodiments of the present invention. The new embodiment created by the combination has the effects of the combined embodiment and the modification.

[Industrial Availability]

The present invention can be applied to an air compression system for railway vehicles.

10: Compressor

16: Compression device control section

20: Slot 1

22: The first pressure regulating part

30: Slot 2

32: The second pressure regulator

40: Vehicle power supply

42: Charge Control Department

50: Access Control Department

100: Air Compression System

Ap1: 1st compressed air/compressed air

Ap2: 2nd compressed air

Ps1: The first output channel

Claims (9)

An air compression system for a railway vehicle, comprising: a compressor; a first tank for storing compressed air for raising and lowering a pantograph; a second tank for storing compressed air for actuating a brake; an on-board power supply, which can be combined with The overhead line separately supplies electric power; and a control unit that controls the compressor in the following manner: when the overhead line power cannot be used, the compressed air generated by the compressor using the electric power of the vehicle power supply is stored in the first tank, and the compressed air generated by the compressor is stored in the first tank. When the overhead power is available, the compressed air generated by the compressor using the overhead power is stored in the second tank. The air compression system for a railway vehicle according to claim 1, wherein the control unit controls the compressor so that the compressed air generated by the compressor using the electric power of the vehicle power supply is not supplied to the second tank. The air compression system for a railway vehicle according to claim 1, comprising a first valve capable of blocking a passage for supplying compressed air to the second tank. The air compression system for a railway vehicle according to claim 2, comprising a first valve capable of blocking a passage for supplying compressed air to the second tank. The air compression system for railway vehicles as claimed in claim 3 or 4, wherein the first valve is not blocked It is provided so as to supply the passage of the compressed air generated by the compressor to the first tank. The air compression system for railway vehicles as claimed in claim 5, wherein the first valve is a pressure control valve that opens when the pressure is above a specific first pressure; When the compressed air is stored in the first tank, the compressor is controlled so that the pressure of the first tank is lower than the first pressure; when the compressed air generated by the compressor using the overhead power is stored in the second tank, The compressor is controlled so that the pressure of the second tank is higher than the first pressure. The air compression system for a railway vehicle according to any one of claims 1 to 4, comprising a second valve for supplying compressed air to the first tank from the second tank. The air compression system for a railway vehicle according to claim 7, wherein the second valve is a check valve for preventing backflow from the first groove to the second groove. The air compression system for a railway vehicle according to any one of claims 1 to 4, wherein the compressor is driven at a lower voltage when using the power from the on-board power supply than when using the overhead power.

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