WO2023053252A1 - 車載機器 - Google Patents

車載機器 Download PDF

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Publication number
WO2023053252A1
WO2023053252A1 PCT/JP2021/035799 JP2021035799W WO2023053252A1 WO 2023053252 A1 WO2023053252 A1 WO 2023053252A1 JP 2021035799 W JP2021035799 W JP 2021035799W WO 2023053252 A1 WO2023053252 A1 WO 2023053252A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
housing
supply valve
air supply
vehicle
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.)
Ceased
Application number
PCT/JP2021/035799
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English (en)
French (fr)
Japanese (ja)
Inventor
朋希 渡邉
勲 西岡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to PCT/JP2021/035799 priority Critical patent/WO2023053252A1/ja
Priority to JP2023550831A priority patent/JP7433547B2/ja
Publication of WO2023053252A1 publication Critical patent/WO2023053252A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems

Definitions

  • This disclosure relates to in-vehicle equipment.
  • In-vehicle equipment mounted on a railroad vehicle which is an example of a vehicle, is designed to allow air outside the housing to flow into the interior of the housing and dissipate the heat generated by the electronic components housed in the housing to the air. And there are those that cool the electronic components.
  • An example of this type of in-vehicle device is disclosed in Patent Document 1.
  • a vehicle power conversion device disclosed in Patent Document 1 as an example of on-vehicle equipment includes a wind tunnel provided inside a housing, a heat exchanger provided in the wind tunnel, and air outside the housing in the wind tunnel. a blower for supplying;
  • the present disclosure has been made in view of the circumstances described above, and aims to provide an in-vehicle device with high cooling performance.
  • the vehicle-mounted device of the present disclosure includes a housing, an air supply valve whose opening can be controlled, and an air supply valve control section.
  • the housing contains electronic components that generate heat and is attached to the vehicle.
  • the housing is formed with an air discharge hole for discharging internal air to the outside.
  • the air supply valve communicates with the air tube and the interior of the housing.
  • the air supply valve control section controls the degree of opening of the air supply valve.
  • FIG. 2 is a diagram showing air flow paths from the air supply system to the vehicle-mounted device and the mechanical brake device according to the first embodiment;
  • Sectional view of in-vehicle equipment according to Embodiment 1 Cross-sectional view taken along line III-III in FIG. 2 of the in-vehicle device according to Embodiment 1
  • Sectional view of in-vehicle equipment according to Embodiment 1 1 is a block diagram showing an electrical configuration of an in-vehicle device according to Embodiment 1;
  • FIG. 2 is a block diagram showing the hardware configuration of the in-vehicle device according to Embodiment 1; 4 is a flowchart showing valve control operations performed by the in-vehicle device according to the first embodiment; Sectional view of in-vehicle equipment according to Embodiment 2 Sectional view of in-vehicle equipment according to Embodiment 3 Cross-sectional view taken along line X-X in FIG.
  • FIG. 4 is a block diagram showing an electrical configuration of an in-vehicle device according to Embodiment 4; Flowchart showing operation of valve control performed by in-vehicle equipment according to Embodiment 4 Cross-sectional view of in-vehicle equipment according to Embodiment 5 FIG.
  • FIG. 5 is a block diagram showing an electrical configuration of an in-vehicle device according to Embodiment 5;
  • Flowchart showing operation of valve control performed by in-vehicle equipment according to Embodiment 5 Sectional view of the first modification of the in-vehicle device according to the embodiment Sectional drawing of the 2nd modification of the vehicle equipment which concerns on embodiment
  • Sectional drawing of the 3rd modification of the vehicle equipment which concerns on embodiment 4 is a flow chart showing a modification of the valve control operation performed by the in-vehicle device according to the embodiment;
  • Block diagram showing an electrical configuration of a fourth modification of the in-vehicle device according to the embodiment Block diagram showing a modification of the hardware configuration of the in-vehicle device according to the embodiment
  • the in-vehicle device 1 will be described by taking as an example an in-vehicle device mounted on a vehicle, specifically, a railroad vehicle.
  • the vehicle-mounted device 1 shown in FIG. receive.
  • Electronic components housed inside the vehicle-mounted device 1 are cooled by compressed air.
  • the air supply system 71 includes a compressor 73 that takes in air, compresses the taken-in air, and generates compressed air.
  • the compressor 73 compresses the taken air until the pressure is in the range of 700 kPa (kilopascal) or more and 800 kPa or less, and outputs the compressed air.
  • the air supply system 71 preferably further includes an aftercooler 74 that cools the air, a filter 75 that removes foreign matter such as moisture and dust contained in the air, and an air dryer 76 that dries the air.
  • the aftercooler 74 cools and outputs the air whose temperature has been increased by being compressed by the compressor 73 .
  • Filter 75 removes foreign matter contained in the air cooled by aftercooler 74 .
  • the filter 75 removes foreign matter with a diameter of 1 mm (millimeter) or more.
  • the air dryer 76 dries the air from which foreign matter has been removed by the filter 75 and supplies the dried air to the air reservoir 72 .
  • the compressed air generated by the air supply system 71 as described above is stored in the air reservoir 72 .
  • the air reservoir 72 includes a primary air reservoir 77 that holds compressed air supplied from the air supply system 71 and a supply air reservoir 78 that is connected to the primary air reservoir 77 and holds the compressed air supplied from the primary air reservoir 77 . , provided.
  • Each part of the air supply system 71 is connected by an air pipe 79.
  • the air supply system 71 and the air reservoir 72 are connected by an air tube 79 .
  • the source air reservoir 77 and the supply air reservoir 78 are connected by an air pipe 79 .
  • the air reservoir 72 and a brake control device 81 for controlling the amount of compressed air supplied to a mechanical brake device 82 that operates by receiving the supply of compressed air are connected by an air pipe 79. It is connected by an air pipe 79 to a mechanical braking device 82 which operates by receiving compressed air supplied from an air reservoir 72 via a device 81 .
  • the air pipe 79 is made of a member having such rigidity and strength as not to be deformed by the compressed air passing through it.
  • the source air reservoir 77 supplies compressed air to the in-vehicle device 1 via the air pipes 79 and 11 and supplies compressed air to the supply air reservoir 78 via the air pipe 79 .
  • the primary air reservoir 77 supplies compressed air to not only the on-vehicle device 1 and the supply air reservoir 78, but also devices mounted on the railroad vehicle (not shown), such as a door opening/closing device, a horn, an air spring device supporting the vehicle body, and the like. supply.
  • the compressed air stored in the supply air reservoir 78 is supplied to the mechanical brake device 82 via the brake control device 81 and used to generate the braking force of the railway vehicle.
  • the brake control device 81 acquires a brake command from a master controller provided in a cab (not shown).
  • the brake control device 81 adjusts the pressure of the compressed air according to the brake command, and supplies the pressure-adjusted air to the brake cylinder of the mechanical brake device 82 .
  • the piston of the brake cylinder slides.
  • the sliding of the piston presses the friction member attached to the piston against the rotating body that rotates when the railway vehicle is running, a braking force of the railway vehicle is generated.
  • the friction member is, for example, a brake shoe, a brake pad, etc., and the rotating body is a wheel, a disk rotor, or the like.
  • the in-vehicle device 1 that receives compressed air from the air reservoir 72 communicates with a housing 10 attached to a railroad vehicle, an air pipe 11 that communicates with the air reservoir 72, and the inside of the housing 10. , and an air supply valve 31 whose degree of opening is controllable.
  • the vehicle-mounted device 1 preferably further includes a first sensor 13 that measures at least one of the temperature, humidity, and pressure of the air inside the housing 10 .
  • the housing 10 is installed under the floor of the vehicle body and houses electronic components 12 that generate heat.
  • the electronic component 12 is, for example, a switching element, capacitor, diode, or other element that generates heat when energized.
  • an air supply hole 10a through which the air pipe 11 is inserted and an air discharge hole 10b for discharging the air inside the housing 10 to the outside are formed on one surface of the housing 10.
  • the air discharge hole 10b is provided on the other side of the housing 10 facing the one surface of the housing 10 in which the air supply hole 10a is formed, in other words, the one surface of the housing 10 through which the air pipe 11 penetrates. Formed on one side.
  • the X-axis and the Z-axis are set as axes included in a plane parallel to the plane on which the air supply holes 10a are formed and perpendicular to each other. Furthermore, a Y-axis is set as an axis that is parallel to the through-hole direction of the air supply hole 10a and orthogonal to each of the X-axis and the Z-axis.
  • the housing 10 is attached to a railroad vehicle in such a direction that the X-axis direction matches the traveling direction of the railroad vehicle and the Y-axis matches the width direction of the railroad vehicle.
  • the Z-axis indicates the vertical direction with the railcar positioned horizontally.
  • One end of the air pipe 11 communicates with the air pipe 79 that connects the source air reservoir 77 and the supply air reservoir 78 .
  • the other end of the air pipe 11 is passed through the housing 10 through the air supply hole 10 a of the housing 10 and communicates with the air supply valve 31 .
  • the air supply valve 31 When the air supply valve 31 is opened, the compressed air supplied from the air reservoir 72 through the air pipe 11 flows into the housing 10, and when closed, the compressed air flows into the housing 10. suppress the influx.
  • the air supply valve 31 will be described by taking as an example the case where the air supply valve 31 is a solenoid valve. As shown in FIG. 3, which is a cross-sectional view taken along line III-III in FIG. , provided.
  • the air supply valve 31 further includes a cover 34 attached to the valve body 32 , a fixed member 35 attached while being housed in the cover 34 , and a movable member 37 attached to the fixed member 35 in a direction separating the fixed member 35 .
  • a biasing member 36 for biasing and a movable member 37 partly housed in the valve body 32 and the other part housed in the cover 34 are provided.
  • the air supply valve 31 further comprises a guide 38 having a tubular shape covering the biasing member 36 and the movable member 37 and a coil 39 wound around the fixed member 35 and the guide 38 .
  • the air supply valve 31 is attached to the air pipe 11 such that the direction in which the biasing member 36 biases the movable member 37 coincides with the Z-axis negative direction.
  • the valve body 32 is formed with an intake hole 32a communicating with the other end of the air pipe 11 and an exhaust hole 32b communicating with the inside of the housing 10.
  • a flow path 32c is formed inside the valve body 32 from the intake hole 32a to the exhaust hole 32b.
  • the partition member 33 covers the exhaust hole 32b to separate the exhaust hole 32b and the intake hole 32a.
  • the partition member 33 is formed with an opening 33 a that can be opened and closed by a movable member 37 .
  • the cover 34 is attached to the outer surface of the valve body 32 perpendicular to the Z-axis.
  • the cover 34 accommodates the fixed member 35 , the biasing member 36 , part of the movable member 37 , part of the guide 38 and the coil 39 among the components of the air supply valve 31 described above.
  • the fixing member 35 is attached to the inner surface of the cover 34 perpendicular to the Z-axis and holds the biasing member 36 .
  • One end of a guide 38 is attached to the fixed member 35 .
  • biasing member 36 is attached to the fixed member 35 and the other end is attached to the movable member 37 .
  • the biasing member 36 is formed of an elastic member and biases the movable member 37 in the Z-axis negative direction.
  • the movable member 37 is attached to the biasing member 36 .
  • a portion of the movable member 37 is housed in the valve body 32 and the other portion of the movable member 37 is housed in the cover 34 .
  • the movable member 37 is made of a magnetic material that is slidable along the guide 38 in the Z-axis direction.
  • the guide 38 is made of a tubular non-magnetic material. One end of the guide 38 is attached to the fixed member 35 and the other end is attached to the valve body 32 .
  • the coil 39 is wound around the fixed member 35 and the guide 38 with an axis parallel to the Z-axis as a central axis.
  • a current is supplied to the coil 39 from a control power source (not shown).
  • FIG. 5 shows an electrical configuration of the vehicle-mounted device 1. As shown in FIG. The electrical configuration of the vehicle-mounted device 1 will be described by taking as an example a case where the vehicle-mounted device 1 is a power conversion device that converts power supplied from a current collector (not shown) into power to be supplied to the load device 90 .
  • a current collector is, for example, a pantograph that acquires power from a substation via an overhead wire, or a collector shoe that acquires power from a substation via a third rail.
  • the in-vehicle device 1 converts the power supplied from the current collector into three-phase AC power to be supplied to the load device 90 and supplies the three-phase AC power to the load device 90 .
  • the load device 90 is, for example, a three-phase induction motor that produces a propulsion force for a railway vehicle.
  • the in-vehicle device 1 includes a power conversion circuit 14 that converts power supplied from a current collector into power to be supplied to a load device 90, and a power conversion circuit 14 that receives power from a control power supply (not shown). Between a switching control unit 15 that controls the switching element, an air supply valve control unit 16 that receives power supply from the control power supply and controls the opening degree of the air supply valve 31, and between the control power supply and the air supply valve 31 and a switch 17 provided in the electrical circuit of the
  • the power conversion circuit 14 supplies the power supplied from the current collector to the load device 90, which is a three-phase induction motor that generates the propulsion force of the railway vehicle. , and supplies the three-phase AC power to the load device 90 .
  • the switching control unit 15 controls the switching elements included in the power conversion circuit 14 according to the operation command obtained from the cab, the output current and the output voltage of the power conversion circuit 14, and the output voltage of the power conversion circuit 14 as a target. close to voltage.
  • the air supply valve control unit 16 opens the air supply valve 31, the compressed air flows into the housing 10, the air inside the housing 10 is cooled, and the air inside the housing 10 is accommodated in the housing 10.
  • the electronic component 12 is cooled.
  • the air supply valve control unit 16 controls physical quantities indicating the state inside the housing 10, such as the temperature, humidity, and pressure of the air inside the housing 10. The degree of opening of the air supply valve 31 is controlled according to at least one of them.
  • the air supply valve control unit 16 acquires a measured value of at least one of the temperature, humidity, and pressure of the air inside the housing 10 from the first sensor 13, and measures the temperature of the air inside the housing 10.
  • the opening degree of the air supply valve 31 is controlled so that at least one of temperature, humidity and pressure is within the target value range.
  • the air supply valve control unit 16 acquires the measured value of the temperature of the air inside the housing 10 from the first sensor 13, and the temperature of the air inside the housing 10 is included in the target temperature range.
  • the opening degree of the air supply valve 31 is controlled so that the The target temperature range is a target value range determined by the temperature that the electronic component 12 can withstand, for example, the temperature that the switching element of the power conversion circuit 14 can withstand.
  • the target temperature range is defined as a range equal to or lower than the threshold temperature, which is lower than the maximum temperature that the electronic component 12 can withstand.
  • switching between opening and closing of the air supply valve 31 is performed as an example of controlling the degree of opening of the air supply valve 31 .
  • the air supply valve control unit 16 switches the opening and closing of the air supply valve 31 by switching the switch 17 on and off.
  • the switch 17 is, for example, an FET (Field Effect Transistor).
  • the air supply valve control unit 16 switches ON/OFF of the switch 17 by sending a control signal to the gate terminal of the switch 17 .
  • the air supply valve control unit 16 shown in FIG. 5 turns off the switch 17, the coil 39 of the air supply valve 31 shown in FIG. 3 is electrically disconnected from the control power supply. That is, no current flows through the coil 39 and no magnetic field is generated. Therefore, the movable member 37 is biased in the Z-axis negative direction by the biasing member 36 and comes into contact with the partition member 33 . As a result, the opening 33a of the partition member 33 is blocked by the movable member 37, and the flow path 32c is blocked. That is, the air supply valve 31 is closed.
  • FIG. 6 shows the hardware configuration of the control circuit that controls each part of the vehicle-mounted device 1 having the above configuration.
  • the in-vehicle device 1 includes a processor 91 , a memory 92 and an interface 93 .
  • Processor 91 , memory 92 and interface 93 are connected to each other by bus 94 .
  • the functions of the in-vehicle device 1 are realized by software, firmware, or a combination of software and firmware.
  • Software and firmware are written as programs and stored in memory 92 .
  • the processor 91 reads out and executes the programs stored in the memory 92 to implement the functions of the above-described units. That is, the memory 92 stores a program for executing the process of the vehicle-mounted device 1 .
  • the memory 92 is, for example, a non-volatile or Volatile semiconductor memory, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc), etc. are included.
  • the in-vehicle device 1 is connected via an interface 93 to other devices mounted on the railway vehicle, such as a master controller provided in the driver's cab, a train information management system (not shown), and the like.
  • the interface 93 has an interface module corresponding to a connection destination.
  • the details of the control method of the air supply valve 31 performed by the vehicle-mounted device 1 having the above configuration will be described below.
  • the in-vehicle device 1 starts the processing shown in FIG. 7 when power supply from the control power source is started.
  • the air supply valve control unit 16 acquires the measured value of the temperature of the air inside the housing 10 from the first sensor 13 (step S11). If the measured temperature value obtained in step S11 is equal to or lower than the upper limit of the target temperature range (step S12; No), the air supply valve control unit 16 turns off the switch 17 to close the air supply valve 31. (Step S13).
  • the control of closing the air supply valve 31 shall include maintaining the closed state of the air supply valve 31 .
  • the vehicle-mounted device 1 repeats the above-described processes from step S11.
  • step S14 the air supply valve control unit 16 turns on the switch 17 to open the air supply valve 31 (step S14). It is assumed that the control of opening the air supply valve 31 includes keeping the air supply valve 31 open.
  • step S14 the in-vehicle device 1 repeats the above process from step S11.
  • the air supply valve 31 is opened in step S ⁇ b>14 , compressed air flows into the housing 10 from the air pipe 11 .
  • the temperature of the compressed air decreases as the pressure of the compressed air decreases according to the Boyle-Charles law.
  • the temperature of the air inside the housing 10 surrounding the discharged compressed air is lowered. Thereby, the electronic components 12 housed in the housing 10 are cooled.
  • the vehicle-mounted device 1 supplies the compressed air stored in the air reservoir 72 to the inside of the housing 10 via the air pipe 11 and the air supply valve 31, thereby The temperature of the air inside the body 10 is lowered to cool the electronic components 12 housed inside the housing 10 . Since the compressed air stored in the air reservoir 72 is used, even if the air outside the housing 10 is at a high temperature, the electronic components 12 housed inside the housing 10 can be cooled, resulting in high cooling. An in-vehicle device 1 having performance is obtained.
  • the air supply valve 31 is opened and compressed air is supplied to the inside of the housing 10. It is possible to maintain the temperature of the internal air below the upper limit of the target temperature range.
  • Embodiment 2 Although the air supply valve 31 is provided inside the housing 10 in Embodiment 1, the air supply valve 31 may be provided outside the housing 10 .
  • An in-vehicle device 2 including an air supply valve 31 provided inside a housing of a brake control device 81 will be described in a second embodiment, focusing on differences from the in-vehicle device 1.
  • FIG. 1 An in-vehicle device 2 including an air supply valve 31 provided inside a housing of a brake control device 81 will be described in a second embodiment, focusing on differences from the in-vehicle device 1.
  • the air supply valve 31 included in the vehicle-mounted device 2 shown in FIG. Each part of the in-vehicle device 2 will be described below.
  • One end of the air pipe 11 communicates with the air pipe 79 that connects the source air reservoir 77 and the supply air reservoir 78, as in the first embodiment.
  • the air pipe 11 is led through the interior of the housing 80 through a through hole formed in the housing 80 of the brake control device 81 .
  • the air supply valve 31 is provided inside the housing 80 of the brake control device 81 and communicates with the air pipes 11 and 18 .
  • the air pipe 18 is pulled out of the housing 80 from the inside of the housing 80 through a through hole formed in the housing 80, and into the housing 10 through an air supply hole 10a formed in the housing 10. Passed.
  • the brake control device 81 includes a housing 80 attached to the vehicle body, an electro-pneumatic conversion valve 83 that adjusts and outputs the pressure of compressed air supplied from the supply air reservoir 78 according to a brake command, and an electro-pneumatic conversion valve 83. and a relay valve 84 that adjusts and outputs the pressure of the compressed air supplied from the supply air reservoir 78 according to the command pressure that is the pressure of the air that is output by .
  • the electro-pneumatic conversion valve 83 and the relay valve 84 are connected to the supply air reservoir 78 via the air pipe 79 .
  • the electro-pneumatic conversion valve 83 and the relay valve 84 are connected to each other via an air pipe 79 .
  • the relay valve 84 is connected to the mechanical braking device 82 via the air pipe 79 .
  • the electrical configuration of the vehicle-mounted device 2 and the hardware configuration for controlling each part are basically the same as those of the vehicle-mounted device 1 .
  • the air supply valve control section 16 and the switch 17 included in the vehicle-mounted device 2 are provided inside the housing 80 of the brake control device 81 .
  • a signal line connected to the first sensor 13 provided inside the housing 10 is pulled out from the housing 10, is drawn through the inside of the housing 80, and is connected to an air supply valve provided inside the housing 80. It is connected to the control unit 16 .
  • the air supply valve control section 16 included in the in-vehicle device 2 can control the air supply valve 31 in the same manner as in the first embodiment.
  • the in-vehicle device 2 supplies the compressed air stored in the air reservoir 72 to the air pipe 11, the air supply valve 31 provided inside the housing 80 of the brake control device 81, and the The air is supplied to the inside of the housing 10 via the air pipe 18 .
  • the compressed air is discharged into the housing 10, which has a lower pressure than the compressed air, the temperature of the compressed air decreases as the pressure of the compressed air decreases according to the Boyle-Charles law.
  • the air inside the housing 10 surrounding the discharged compressed air is cooled, and the electronic components 12 housed inside the housing 10 are cooled.
  • the compressed air stored in the air reservoir 72 is used, even if the air outside the housing 10 is at a high temperature, the electronic components 12 housed inside the housing 10 can be cooled, resulting in high cooling.
  • An in-vehicle device 2 having performance is obtained. Since the air supply valve 31 is provided inside the housing 80 of the brake control device 81, the structure inside the housing 10 of the in-vehicle device 2 is simple.
  • the structure of the in-vehicle device is not limited to the above example.
  • An in-vehicle device 3 having an air discharge valve capable of adjusting the outflow of air from the air discharge hole 10b will be described in a third embodiment, focusing on differences from the in-vehicle device 1.
  • FIG. 1 An in-vehicle device 3 having an air discharge valve capable of adjusting the outflow of air from the air discharge hole 10b will be described in a third embodiment, focusing on differences from the in-vehicle device 1.
  • the vehicle-mounted device 3 includes, in addition to the configuration of the vehicle-mounted device 1, an air discharge valve 19 attached to the outer surface of the housing 10 so as to cover the air discharge hole 10b.
  • the air discharge valve 19 communicates between the inside and the outside of the housing 10 .
  • the air discharge valve 19 allows the air inside the housing 10 to flow out of the housing 10 when it is open, and allows the air inside the housing 10 to flow out of the housing 10 when it is closed. suppress
  • the electrical configuration of the vehicle-mounted device 3 and the hardware configuration for controlling each part are the same as those of the vehicle-mounted device 1 .
  • FIG. 10 which is a cross-sectional view taken along line X-X of FIG. and a holding member 43 attached to the housing 10 and holding the urging member 42 .
  • the valve body 41 has, for example, a spherical shape with a larger diameter than the diameter of the air discharge hole 10b having a circular cross section perpendicular to the through direction, and closes the air discharge hole 10b from the outside of the housing 10.
  • the valve body 41 is preferably made of a member, such as metal, having such rigidity and strength that it does not deform even when it is pressed against the housing 10 by the biasing member 42 .
  • the biasing member 42 is formed of an elastic member and biases the valve body 41 in the Y-axis negative direction.
  • the biasing member 42 is formed of a spiral spring wound around a central axis parallel to the Y-axis.
  • the holding member 43 has a tubular shape with openings 43a and 43b formed at both ends.
  • the holding member 43 is attached to the housing 10 in such a direction that one opening 43a communicates with the air discharge hole 10b.
  • the holding member 43 may be attached to the housing 10 with such a strength that the relative positional relationship between the holding member 43 and the housing 10 does not change even if it receives vibrations during running of the railroad vehicle.
  • the holding member 43 is attached to the outer surface of the housing 10 by an attachment method such as fitting, brazing, welding, adhesion using an adhesive, or fastening using a fastening member.
  • the air discharge valve 19 having the above configuration opens and closes according to the air pressure inside the housing 10 . Specifically, according to the magnitude relationship between the force in the positive direction of the Y-axis that the valve body 41 receives from the air inside the housing 10 and the force in the negative direction of the Y-axis that the valve body 41 receives from the biasing member 42, the air is adjusted.
  • the drain valve 19 opens and closes.
  • the force in the Y-axis negative direction that the valve body 41 receives from the biasing member 42 is greater than the force in the Y-axis positive direction that the valve body 41 receives from the air inside the housing 10, as shown in FIG. 41 is pressed against the housing 10 . Therefore, the air inside the housing 10 does not flow out of the housing 10 through the air discharge holes 10b. In other words, in the state of FIG. 10, the air exhaust valve 19 is closed.
  • the air supply valve control unit 16 opens the air supply valve 31 to supply compressed air from the air reservoir 72 to the inside of the housing 10 through the air pipe 11, the pressure of the air inside the housing 10 increases. get higher As a result, the force in the positive Y-axis direction that the valve body 41 receives from the air inside the housing 10 increases. When the force in the positive Y-axis direction that the valve body 41 receives from the air inside the housing 10 becomes greater than the force in the negative Y-axis direction that the valve body 41 receives from the biasing member 42, as shown in FIG. 41 is separated from the housing 10 .
  • the air inside the housing 10 flows out from the air discharge hole 10 b through one opening 43 a of the holding member 43 , the inside of the holding member 43 , and the other opening 43 b of the holding member 43 .
  • the air exhaust valve 19 is open.
  • the air discharge valve 19 is opened and the air inside the housing 10 flows out of the housing 10 . Therefore, the pressure of the air inside the housing 10 is prevented from becoming excessively high.
  • the air supply valve control unit 16 When the air supply valve control unit 16 provided in the in-vehicle device 3 having the above configuration opens the air supply valve 31, compressed air flows into the housing 10, and the inside of the housing 10, as in the first embodiment. The air is cooled, and the electronic components 12 housed in the housing 10 are cooled.
  • the air supply valve control unit 16 controls the opening of the air supply valve 31 by a control method that does not depend on the temperature of the air inside the housing 10 . Specifically, the air supply valve control unit 16 controls the degree of opening of the air supply valve 31 according to the humidity of the air inside the housing 10 .
  • the air supply valve control unit 16 controls the opening degree of the air supply valve 31 so that the humidity of the air inside the housing 10 is within the target humidity range.
  • switching between opening and closing of the air supply valve 31 is performed as an example of controlling the degree of opening of the air supply valve 31 .
  • the target humidity range is a target value range that can suppress deterioration of the electronic component 12 due to excessively high humidity, such as rust and delamination of a substrate on which a switching element, which is an example of the electronic component 12, is formed. is.
  • the target humidity range is a range below a threshold humidity, which is lower than the maximum value of humidity that can suppress deterioration of the electronic component 12 .
  • the in-vehicle device 3 starts the processing shown in FIG. 12 when the supply of electric power from the control power source is started.
  • the processing of steps S13 and S14 in FIG. 12 is the same as the processing of steps S13 and S14 in FIG.
  • the air supply valve control unit 16 acquires the measured value of the humidity of the air inside the housing 10 from the first sensor 13 (step S21).
  • the air supply valve control unit 16 turns off the switch 17 to close the air supply valve 31. (Step S13).
  • the vehicle-mounted device 3 repeats the above-described processes from step S21.
  • step S21 If the measured humidity value obtained in step S21 is higher than the upper limit of the target humidity range (step S22; Yes), the air supply valve control unit 16 turns on the switch 17 to open the air supply valve 31 (step S14). After the processing of step S14 ends, the in-vehicle device 3 repeats the above-described processing from step S21.
  • step S14 When the air supply valve 31 is opened in step S14, compressed air flows into the housing 10 from the air pipe 11 as in the first embodiment.
  • the temperature of the compressed air decreases as the pressure of the compressed air decreases according to the Boyle-Charles law.
  • the temperature of the air inside the housing 10 surrounding the discharged compressed air is lowered.
  • the electronic components 12 housed in the housing 10 are cooled. Since the compressed air is dried by the air dryer 76 , it is drier than the air inside the housing 10 . Therefore, when the air supply valve 31 is opened in step S14 and the compressed air is discharged into the housing 10, the humidity of the air inside the housing 10 decreases.
  • the vehicle-mounted device 3 includes the air discharge valve 19 that opens and closes according to the pressure of the air inside the housing 10. Therefore, if the pressure of the air inside the housing 10 is excessive, restrained from rising.
  • the air supply valve 31 is opened and compressed air is supplied to the inside of the housing 10. It becomes possible to maintain the humidity of the internal air below the upper limit of the target humidity range.
  • the structure of the air discharge valve is not limited to the above example, and may be arbitrary as long as the outflow of air from the air discharge hole 10b can be adjusted.
  • An in-vehicle device 4 having an air discharge valve having a structure different from the above-described example will be described in a fourth embodiment, focusing on differences from the in-vehicle device 1.
  • in-vehicle device 4 in addition to the configuration of in-vehicle device 1, communicates with the interior of housing 10 and an air pipe 20 drawn out from the interior of housing 10 through air discharge hole 10b. , and an air discharge valve 51 whose degree of opening is controllable.
  • the air discharge valve 51 allows the air inside the housing 10 to flow out of the housing 10 when it is open, and allows the air inside the housing 10 to flow out of the housing 10 when it is closed. suppress
  • a coupler through which the air pipe 11 is inserted is preferably provided in the air supply hole 10a.
  • the air discharge hole 10b is preferably provided with a coupler through which the air pipe 20 is inserted.
  • One end of the air pipe 20 communicates with the air discharge valve 51 .
  • the other end of the air pipe 20 is pulled out of the housing 10 through the air discharge hole 10 b of the housing 10 and communicates with the outside of the housing 10 .
  • the air discharge valve 51 will be described by taking as an example the case where the air discharge valve 51 is an electromagnetic valve having the same configuration as the air supply valve 31 . As shown in FIG. 14, which is a cross-sectional view taken along line XIV-XIV in FIG. , provided.
  • the air discharge valve 51 further includes a cover 54 attached to the valve body 52 , a fixed member 55 housed in the cover 54 and attached to the cover 54 , and attached to the fixed member 55 to separate the movable member 57 from the fixed member 55 .
  • a biasing member 56 for biasing in a direction and a movable member 57 partly housed in the valve body 52 and the other part housed in the cover 54 are provided.
  • the air exhaust valve 51 further comprises a guide 58 having a tubular shape covering the biasing member 56 and the movable member 57 and a coil 59 wound around the fixed member 55 and the guide 58 .
  • the air discharge valve 51 is attached to the air pipe 20 such that the direction in which the biasing member 56 biases the movable member 57 coincides with the Z-axis negative direction.
  • the valve body 52 is formed with an intake hole 52a communicating with the inside of the housing 10 and an exhaust hole 52b communicating with one end of the air pipe 20.
  • a flow path 52c is formed inside the valve body 52 from the intake hole 52a to the exhaust hole 52b.
  • the partition member 53 covers the exhaust hole 52b and separates the exhaust hole 52b from the intake hole 52a.
  • the partition member 53 is formed with an opening 53 a that can be opened and closed by a movable member 57 .
  • the cover 54 is attached to the outer surface of the valve body 52 perpendicular to the Z-axis.
  • the cover 54 accommodates the fixed member 55 , the biasing member 56 , a portion of the movable member 57 , a portion of the guide 58 and the coil 59 among the components of the air discharge valve 51 described above.
  • the fixing member 55 is attached to the inner surface of the cover 54 perpendicular to the Z-axis and holds the biasing member 56 .
  • One end of a guide 58 is attached to the fixed member 55 .
  • biasing member 56 One end of the biasing member 56 is attached to the fixed member 55 and the other end is attached to the movable member 57 .
  • the biasing member 56 is formed of an elastic member and biases the movable member 57 in the Z-axis negative direction.
  • the movable member 57 is attached to the biasing member 56 .
  • a portion of the movable member 57 is housed in the valve body 52 and the other portion of the movable member 57 is housed in the cover 54 .
  • the movable member 57 is made of a magnetic material that is slidable along the guide 58 in the Z-axis direction.
  • the guide 58 is made of a tubular non-magnetic material. One end of the guide 58 is attached to the fixed member 55 and the other end is attached to the valve body 52 .
  • the coil 59 is wound around the fixed member 55 and the guide 58 with an axis parallel to the Z axis as a central axis. A current is supplied to the coil 59 from a control power source.
  • FIG. 15 shows an electrical configuration of the vehicle-mounted device 4.
  • the vehicle-mounted device 4 includes an air discharge valve control unit 21 that controls the opening degree of the air discharge valve 51, and an electrical circuit between the control power supply and the air discharge valve 51. and a switch 22 that is
  • the air supply valve control unit 16 provided in the in-vehicle device 4 having the above configuration opens the air supply valve 31, compressed air flows into the housing 10 as in the first embodiment, and the inside of the housing 10 The air is cooled, and the electronic components 12 housed in the housing 10 are cooled.
  • the compressed air flows into the housing 10 as described above, the pressure of the air inside the housing 10 increases. If the difference between the air pressure inside the housing 10 and the air pressure outside the housing 10 becomes excessively large, the housing 10 may be deformed.
  • the air supply valve control unit 16 controls the degree of opening of the air supply valve 31 according to the air pressure inside the housing 10 in order to suppress deformation of the housing 10 .
  • the air supply valve control unit 16 controls the opening degree of the air supply valve 31 so that the pressure of the air inside the housing 10 is included in the target pressure range.
  • switching between opening and closing of the air supply valve 31 is performed as an example of controlling the degree of opening of the air supply valve 31 .
  • the target pressure range is a target value range determined according to the difference between the pressure of the air outside the housing 10 and the pressure of the air inside the housing 10 when the shape of the housing 10 is maintained.
  • the air discharge valve control section 21 controls the opening degree of the air discharge valve 51 according to the air pressure inside the housing 10 .
  • the air exhaust valve control unit 21 controls the opening degree of the air exhaust valve 51 so that the pressure of the air inside the housing 10 is included in the target pressure range.
  • switching between opening and closing of the air discharge valve 51 is performed as an example of controlling the degree of opening of the air discharge valve 51 .
  • the air discharge valve control unit 21 acquires the measured value of the air pressure inside the housing 10 from the first sensor 13, and sets the air pressure inside the housing 10 so that it is included in the target value range. Secondly, the opening degree of the air discharge valve 51 is controlled.
  • the configuration of the switch 22 is similar to that of the switch 17.
  • the air exhaust valve control unit 21 turns on the switch 22
  • current flows from the control power supply through the switch 22 to the coil 59 of the air exhaust valve 51 shown in FIG.
  • the movable member 57 moves in the Z-axis positive direction and is separated from the partition member 53, and the air exhaust valve 51 is opened.
  • the air inside the housing 10 flows out of the housing 10 through the air pipe 20 through the air intake hole 52a, the flow path 52c, and the exhaust hole 52b of the air discharge valve 51 in this order.
  • the hardware configuration of the control circuit that controls each part of the vehicle-mounted device 4 having the above configuration is the same as that of the vehicle-mounted device 1 .
  • the in-vehicle device 4 starts the processing shown in FIG. 16 when power supply from the control power source is started.
  • the air supply valve control unit 16 and the air discharge valve control unit 21 acquire the measured value of the air pressure inside the housing 10 from the first sensor 13 (step S31). If the measured pressure value obtained in step S31 is lower than the lower limit of the target pressure range (step S32; Yes), the air supply valve control unit 16 turns on the switch 17 to open the air supply valve 31 ( Step S33), the air exhaust valve control unit 21 turns off the switch 22 to close the air exhaust valve 51 (step S34).
  • the control of closing the air exhaust valve 51 shall include maintaining the closed state of the air exhaust valve 51 .
  • the vehicle-mounted device 4 repeats the above-described processes from step S31.
  • step S31 If the measured pressure value obtained in step S31 is higher than the upper limit of the target pressure range (step S32; No, step S35; Yes), the air supply valve control unit 16 turns off the switch 17 to The valve 31 is closed (step S36), and the air exhaust valve control section 21 turns on the switch 22 to open the air exhaust valve 51 (step S37).
  • the control of opening the air exhaust valve 51 shall include maintaining the state in which the air exhaust valve 51 is open.
  • step S38 If the measured pressure value obtained in step S31 is within the target pressure range (step S32; No, step S35; , and the air discharge valve control unit 21 does not turn on/off the switch 22, thereby maintaining the open/closed state of the air discharge valve 51 (step S38). For example, when both the air supply valve 31 and the air exhaust valve 51 are open and the measured pressure value obtained in step S31 is within the target pressure range, both the air supply valve 31 and the air exhaust valve 51 are kept open. After the process of step S38 is completed, the in-vehicle device 4 repeats the above-described processes from step S31.
  • the in-vehicle device 4 controls the opening degrees of the air supply valve 31 and the air discharge valve 51 according to the pressure of the air inside the housing 10. It becomes possible to maintain the internal air pressure within the target pressure range.
  • the method of controlling the air supply valve 31 is not limited to the above example.
  • the air supply valve 31 may be controlled using a physical quantity indicating the state inside the air pipe 11 in addition to the physical quantity indicating the state inside the housing 10 .
  • the air supply valve 31 is controlled according to at least one of the temperature, humidity, and pressure of the air inside the housing 10 and at least one of the temperature, humidity, and pressure of the compressed air inside the air pipe 11. An in-vehicle device 5 that does this will be described in a fifth embodiment.
  • in-vehicle device 5 is attached to air pipe 11 in addition to configuration of in-vehicle device 1, and measures at least one of the temperature, humidity, and pressure of the compressed air inside air pipe 11. It further comprises a second sensor 23 for measuring.
  • Fig. 18 shows the electrical configuration of the in-vehicle device 5.
  • the air supply valve control unit 16 included in the in-vehicle device 5 acquires the measured value of at least one of the temperature, humidity, and pressure of the air inside the housing 10 from the first sensor 13, and the air pipe from the second sensor 23. Obtain measurements of temperature, humidity, and/or pressure of the compressed air inside 11 .
  • the hardware configuration of the control circuit that controls each part of the vehicle-mounted device 5 having the above configuration is the same as that of the vehicle-mounted device 1 .
  • the in-vehicle device 5 controls the opening degree of the air supply valve 31 according to at least one of the temperature, humidity, and pressure of the air inside the housing 10, and when the air supply valve 31 is opened, the air pipe 11 is The air supply valve 31 is opened for a period determined by at least one of the temperature, humidity and pressure of the internal compressed air.
  • the air supply valve control unit 16 controls the degree of opening of the air supply valve 31 and opens the air supply valve 31 so that the temperature of the air inside the housing 10 is included in the target temperature range.
  • the time is varied according to the temperature of the compressed air inside the air tube 11 .
  • the air supply valve control unit 16 shortens the opening time of the air supply valve 31 as the temperature of the compressed air inside the air pipe 11 decreases.
  • the in-vehicle device 5 starts the processing shown in FIG. 19 when power supply from the control power source is started.
  • the processing of steps S11-S13 in FIG. 19 is the same as the processing of steps S11-13 in FIG.
  • the air supply valve control unit 16 determines the time to open the air supply valve 31 according to the measured value of the temperature of the compressed air acquired in step S41 (step S42).
  • the air supply valve control unit 16 opens the air supply valve 31 for the time determined in step S42 (step S43).
  • the vehicle-mounted device 5 repeats the above-described processes from step S11.
  • the vehicle-mounted device 5 opens the air supply valve 31 for a period determined by at least one of the temperature, humidity, and pressure of the compressed air inside the air pipe 11.
  • the amount of compressed air supplied to the inside of the housing 10 can be adjusted according to at least one of the temperature, humidity, and pressure of the compressed air inside.
  • the vehicle-mounted devices 1-3 and 5 may include the air exhaust valve 51 that the vehicle-mounted device 4 has.
  • the air supply valve 31 included in the vehicle-mounted device 3-5 may be provided inside the housing 80 of the brake control device 81, similarly to the vehicle-mounted device 2.
  • FIG. the vehicle-mounted device 3-5 may control the opening degree of the air supply valve 31 according to the temperature of the air inside the housing 10, like the vehicle-mounted device 1 does.
  • the air supply valve 31 is closed for a period of time determined by at least one of the temperature, humidity, and pressure of the compressed air inside the air pipe 11. may be opened.
  • the in-vehicle device 1-5 may include a fan that circulates the air inside the housing 10.
  • in-vehicle device 1 may further include two fans 24 provided inside housing 10 in addition to the configuration of FIG. 2 .
  • the operation of each fan 24 causes an air flow in the positive direction of the Y-axis inside the housing 10 .
  • the number and installation positions of the fans 24 are not limited to the above examples, and are arbitrary as long as an air flow can be created inside the housing 10 .
  • the number of air supply valves 31 and air discharge valves 19, 51 is arbitrary.
  • the vehicle-mounted device may include a plurality of air supply valves 31 communicating with different air pipes 11, and a plurality of air discharge valves 51 provided for each air discharge hole 10b.
  • the vehicle-mounted device 4 includes two air supply valves 31 communicating with different air pipes 11 and two air discharge valves 51 communicating with different air pipes 20. good too.
  • the housing 10 is formed with two air supply holes 10a and two air discharge holes 10b. One end of each air pipe 11 communicates with an air pipe 79 that connects the source air reservoir 77 and the supply air reservoir 78 .
  • the number of air supply valves 31 and the number of air discharge valves 51 may be the same or different.
  • An air exhaust valve 19 may be provided instead of the air exhaust valve 51 shown in FIG. In this case, the number of air supply valves 31 and the number of air discharge valves 19 may be the same or different.
  • the in-vehicle device 4 may include at least one each of the air supply valve 31, the air exhaust valve 19, and the air exhaust valve 51.
  • the in-vehicle device 4 may include two air supply valves 31 , one air exhaust valve 19 and one air exhaust valve 51 .
  • the structures of the air supply valve 31 and the air discharge valve 51 are not limited to the above examples, and any valves that can control the degree of opening may be used.
  • the air supply valve 31 and the air discharge valve 51 may be valves whose degree of opening can be controlled by rotating the valve body with an actuator.
  • the air supply valve 31 and the air discharge valve 51 may be valves whose degree of opening can be controlled in steps or valves whose degree of opening can be controlled steplessly.
  • the mounting positions of the air supply valve 31 and the air discharge valve 51 are not limited to the above examples.
  • the air supply valve 31 and the air exhaust valve 51 may be attached to the outer surface of the housing 10 .
  • the structure of the air discharge valve 19 is not limited to the above example, and by opening and closing according to the pressure of the air inside the housing 10, the pressure of the air inside the housing 10 is suppressed from becoming excessively high. Any valve that can be opened and closing according to the pressure of the air inside the housing 10, the pressure of the air inside the housing 10 is suppressed from becoming excessively high. Any valve that can be opened and closing according to the pressure of the air inside the housing 10, the pressure of the air inside the housing 10 is suppressed from becoming excessively high. Any valve that can be opened and closing according to the pressure of the air inside the housing 10, the pressure of the air inside the housing 10 is suppressed from becoming excessively high. Any valve that can be opened and closing according to the pressure of the air inside the housing 10, the pressure of the air inside the housing 10 is suppressed from becoming excessively high. Any valve that can be opened and closing according to the pressure of the air inside the housing 10, the pressure of the air inside the housing 10 is suppressed from becoming excessively high. Any valve that can be opened and closing according to the pressure of
  • the shape of the air pipe 11 is not limited to the above example, and may be any shape as long as it can supply the compressed air stored in the air reservoir 72 to the inside of the housing 10 .
  • the air pipe 11 may have a branched shape. Specifically, the air pipe 11 may have a shape branching from one end that communicates with the air pipe 79 that connects the source air reservoir 77 and the supply air reservoir 78 to a plurality of other ends. Each other end of the air pipe 11 may communicate with the air supply valve 31 .
  • One end of the air pipe 11 may communicate with the air pipe 79 that connects the supply air reservoir 78 and the brake control device 81 .
  • the exhaust hole 32b of the air supply valve 31 may communicate with the inside of the housing 80.
  • the brake control device 81 which is an example of the equipment mounted on the railway vehicle.
  • the electro-pneumatic conversion valve 83 and the relay valve 84 are supply amount adjusting units for adjusting the amount of compressed air supplied to the mechanical brake device 82, which is an air control machine that operates by receiving the supply of compressed air from the air reservoir 72. function as
  • the air pipe 18 may have one end connected to the air supply valve 31 and have a branched shape.
  • the other end of one of the air pipes 18 communicates with the housing 80, and the other end of the air pipe 18 communicates with the housing 10, thereby cooling the insides of the housings 10 and 80. becomes possible.
  • the position where the air supply valve control unit 16 is provided is not limited to the above example.
  • the air supply valve control section 16 may be provided inside the housing 10 .
  • the air supply valve control section 16 may control the air supply valve 31 by combining the above control methods.
  • the air supply valve control unit 16 determines if the measured value of the temperature of the air inside the housing 10 acquired from the first sensor 13 is higher than the upper limit value of the target temperature range, or The air supply valve 31 may be opened when the measured value of the humidity of the air inside the housing 10 is higher than the upper limit of the target humidity range.
  • the air supply valve control unit 16 obtains from the first sensor 13 When the measured value of the humidity of the air inside the housing 10 is higher than the upper limit of the target humidity range, or the measured value of the pressure of the air inside the housing 10 obtained from the first sensor 13 is the lower limit of the target pressure range If it is lower than the value, the air supply valve 31 may be opened.
  • the method of controlling the air supply valve 31 is not limited to the above example.
  • the air supply valve control unit 16 may control the air supply valve 31 according to at least one of the estimated values of the temperature, humidity, and pressure of the air inside the housing 10 .
  • the vehicle-mounted device 1-5 does not have to include the first sensor 13.
  • the air supply valve control unit 16 estimates the temperature of the switching element of the power conversion circuit 14 from the switching frequency of the power conversion circuit 14 and the value of the current flowing through the switching element of the power conversion circuit 14, and The temperature of the air inside the housing 10 is estimated from the temperature. Then, the air supply valve control unit 16 opens the air supply valve 31 when the estimated value of the temperature of the air inside the housing 10 is higher than the upper limit value of the target temperature range.
  • the air supply valve control unit 16 acquires information about the running position of the railcar from the train information management system, and according to the opening/closing state of the air supply valve 31 determined according to the running position , may control the air supply valve 31 .
  • the vehicle-mounted device 1-5 does not have to include the first sensor 13.
  • FIG. 23 The control of the air supply valve 31 according to the travel position will be described with reference to FIG. 23 .
  • the processing of steps S13 and S14 in FIG. 23 is the same as the processing of steps S13 and S14 in FIG.
  • the in-vehicle device 1 starts the process shown in FIG. 23 when power supply from the control power source is started.
  • the air supply valve control unit 16 acquires information about the running position of the railcar from the train information management system (step S51).
  • the air supply valve control unit 16 determines whether the open/closed state of the air supply valve 31, which is determined according to the travel position, is open (step S52).
  • the air supply valve control unit 16 holds in advance information that associates the travel position with the open/closed state of the air supply valve 31 . If the open/closed state of the air supply valve 31 corresponding to the traveling position acquired in step S51 is closed (step S52; No), the air supply valve control unit 16 turns off the switch 17 so that the air supply valve 31 is closed. is closed (step S13). After the processing of step S13 ends, the vehicle-mounted device 1 repeats the above-described processing from step S51.
  • step S52 If the open/closed state of the air supply valve 31 corresponding to the travel position acquired in step S51 is in the open state (step S52; Yes), the air supply valve control unit 16 turns on the switch 17 so that the air supply valve 31 is opened (step S14). After the process of step S14 is completed, the in-vehicle device 1 repeats the above process from step S51.
  • compressed air is supplied to the inside of the housing 10 to increase the pressure of the air inside the housing 10, thereby increasing the pressure of the air inside the housing 10. It is possible to suppress the deformation of the housing 10 due to the difference between the air pressure inside the housing 10 and the air pressure outside the housing 10 during running. Alternatively, when traveling on the coast or on the sea, compressed air can be supplied to the inside of the housing 10 to prevent the humidity of the air inside the housing 10 from becoming excessively high.
  • the air supply valve control unit 16 may acquire an operation command from the master controller and control the air supply valve 31 according to the operation command.
  • the vehicle-mounted device 1-5 does not have to include the first sensor 13.
  • the air supply valve control unit 16 opens the air supply valve 31 when the operation command indicates the power running command. Accordingly, when the operation command indicates a powering command, that is, when the vehicle-mounted device 1-5 is operating, compressed air is supplied to the inside of the housing 10 to cool the electronic components 12.
  • the air supply valve control section 16 may control the opening of the air supply valve 31 stepwise or steplessly.
  • the air supply valve control unit 16 causes the degree of opening of the air supply valve 31 and the temperature of the air inside the housing 10 to have a positive correlation. may be controlled.
  • the air supply valve control unit 16 provides a positive correlation between the degree of opening of the air supply valve 31 and the humidity of the air inside the housing 10 so that the air supply valve 31 may be controlled.
  • the air supply valve control unit 16 causes the degree of opening of the air supply valve 31 and the pressure of the air inside the housing 10 to have a negative correlation. may be controlled.
  • the air supply valve control unit 16 operates the air supply valve by PID (Proportional-Integral-Differential) control that maintains the difference between the measured value of the physical quantity inside the housing 10 and the target value within the target range. 31 may be controlled.
  • the air supply valve control unit 16 may perform PID control to make the difference between the measured temperature of the air inside the housing 10 and the target temperature equal to or less than a first threshold.
  • the target temperature may be the median value of the target temperature range
  • the first threshold value may be the difference between the upper limit and the median value of the target temperature range.
  • the air supply valve control unit 16 adjusts the air supply valve 31 according to the operation amount when the air supply valve 31 is PID-controlled as described above, specifically, the opening degree of the air supply valve 31. You can switch between opening and closing. For example, when the opening degree of the air supply valve 31 is indicated by a number from 0 to 1, the air supply valve control unit 16 sets the target value of the opening degree of the air supply valve 31 according to the operation amount of PID control to the opening/closing threshold value. 0.5 or more, the air supply valve 31 is opened. close.
  • the opening/closing threshold can be arbitrarily set within a range of greater than 0 and less than 1.
  • the internal structure of the housing 10 is not limited to the above example, and may be arbitrary as long as an air flow path from the air supply hole 10a to the air discharge hole 10b is provided.
  • an opening may be formed in the frame.
  • a wind tunnel may be provided inside the housing 10 from the air supply hole 10a to the air discharge hole 10b.
  • the electronic component 12 to be cooled is preferably housed in the wind tunnel.
  • the switch 17 is not limited to the example described above, and is any electronic component that can adjust the amount of current supplied to the coil 39 of the air supply valve 31 .
  • the position where the switch 17 is provided is arbitrary.
  • the switch 17 may be provided inside the housing 10 .
  • the switch 22 is not limited to the example described above, and is any electronic component that can adjust the amount of current supplied to the coil 59 of the air discharge valve 51 .
  • the position where the switch 22 is provided is arbitrary. As an example, in the in-vehicle device 4 , the switch 22 may be provided outside the housing 10 .
  • the control method of the air discharge valve 51 is not limited to the above example.
  • the in-vehicle device 4 may control the degree of opening of the air discharge valve 51 according to the degree of opening of the air supply valve 31 .
  • FIG. 24 shows an electrical configuration of a modification of the vehicle-mounted device 4.
  • the air discharge valve control section 21 acquires information indicating the open/close state of the air supply valve 31 from the air supply valve control section 16 .
  • the air discharge valve control section 21 opens the air discharge valve 51 when the air supply valve 31 is open, and closes the air discharge valve 51 when the air supply valve 31 is closed.
  • the air discharge valve control section 21 acquires a control signal sent from the air supply valve control section 16 to the switch 17, and sends the same control signal as the control signal sent from the air supply valve control section 16 to the switch 17 to the switch 22.
  • the switch 22 is turned on and off in conjunction with the switch 17 .
  • the air discharge valve 51 opens and closes according to the open/close state of the air supply valve 31 .
  • the air exhaust valve control section 21 may control the air exhaust valve 51 by providing a positive correlation between the opening degree of the air supply valve 31 and the opening degree of the air exhaust valve 51 .
  • the air exhaust valve control unit 21 acquires information about the opening degree of the air supply valve 31 from the air supply valve control unit 16, and controls the opening degree of the air exhaust valve 51 based on the acquired information. For example, when the opening of the air supply valve 31 increases, the opening of the air discharge valve 51 increases.
  • the numbers of the original air reservoir 77 and the supply air reservoir 78 are arbitrary.
  • two source reservoirs 77 may be provided and a supply reservoir 78 may be provided in each car the rail car has.
  • multiple supply reservoirs 78 are connected to each source reservoir 77 .
  • the in-vehicle device 1-5 may be realized by a processing circuit 95 as shown in FIG.
  • the processing circuit 95 is connected via an interface circuit 96 to other equipment mounted on the railway vehicle, such as a master controller provided in the driver's cab, a train information management system, and the like. If the processing circuit 95 is dedicated hardware, the processing circuit 95 may be, for example, a single circuit, a composite circuit, a processor, an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or a combination thereof. have.
  • the control circuit of the in-vehicle device 1-5, specifically, the switching control section 15 and the air supply valve control section 16, may be realized by individual processing circuits 95, respectively. 16 may be implemented in common processing circuitry 95 .
  • a part of each function of the in-vehicle device 1-5 may be realized by dedicated hardware, and another part may be realized by software or firmware.
  • the switching control unit 15 is implemented by a processing circuit 95 shown in FIG. may be implemented with
  • the in-vehicle device 1-5 is not limited to railway vehicles, and may be installed in any vehicle such as a trolleybus or bus.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Cooling Or The Like Of Electrical Apparatus (AREA)
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000350411A (ja) * 1999-06-01 2000-12-15 Railway Technical Res Inst 密閉型機器の冷却・清浄システム
JP2007261533A (ja) * 2006-03-29 2007-10-11 West Japan Railway Co 鉄道車両用装備品箱及びその換気方法
WO2009011162A1 (ja) * 2007-07-19 2009-01-22 Mitsubishi Heavy Industries, Ltd. 軌道系電動車両のバッテリ搭載構造
JP2014065413A (ja) * 2012-09-26 2014-04-17 Toshiba Corp 鉄道車両
US20190054931A1 (en) * 2016-03-08 2019-02-21 Siemens Aktiengesellschaft Rail vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000350411A (ja) * 1999-06-01 2000-12-15 Railway Technical Res Inst 密閉型機器の冷却・清浄システム
JP2007261533A (ja) * 2006-03-29 2007-10-11 West Japan Railway Co 鉄道車両用装備品箱及びその換気方法
WO2009011162A1 (ja) * 2007-07-19 2009-01-22 Mitsubishi Heavy Industries, Ltd. 軌道系電動車両のバッテリ搭載構造
JP2014065413A (ja) * 2012-09-26 2014-04-17 Toshiba Corp 鉄道車両
US20190054931A1 (en) * 2016-03-08 2019-02-21 Siemens Aktiengesellschaft Rail vehicle

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