CN111376723A - Air compression system for railway vehicle and control method thereof - Google Patents
Air compression system for railway vehicle and control method thereof Download PDFInfo
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- CN111376723A CN111376723A CN201911367900.9A CN201911367900A CN111376723A CN 111376723 A CN111376723 A CN 111376723A CN 201911367900 A CN201911367900 A CN 201911367900A CN 111376723 A CN111376723 A CN 111376723A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L1/00—Supplying electric power to auxiliary equipment of vehicles
- B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/22—Supporting means for the contact bow
- B60L5/28—Devices for lifting and resetting the collector
- B60L5/32—Devices for lifting and resetting the collector using fluid pressure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/02—Arrangements of pumps or compressors, or control devices therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides an air compression system for a railway vehicle and a control method thereof. An air compression system for a railway vehicle, which can supply compressed air for lifting a pantograph even in a state where overhead power is not available, is reduced in size. An air compression system (100) is provided with: a compressor (10); a 1 st tank (20) for storing compressed air for pantograph lifting; a 2 nd tank (30) for storing compressed air for brake execution; an in-vehicle power supply (40) that can supply power independently of the overhead line (84); and a control unit that controls the compressor (10) such that: when the overhead power cannot be used, compressed air generated by the compressor (10) using the power of the vehicle-mounted power supply (40) is stored in the 1 st tank (20), and when the overhead power can be used, compressed air generated by the compressor (10) using the overhead power is stored in the 2 nd tank (30).
Description
Technical Field
The present invention relates to an air compression system for a railway vehicle and a method of controlling the air compression system for a railway vehicle.
Background
There is known an electric vehicle for a railway, which is provided with an air compressor and an air tank. For example, patent document 1 describes an electric vehicle for a railroad, which includes: an air compressor for generating compressed air; and an air tank for temporarily storing compressed air introduced from the air compressor and operating each mechanism of the vehicle such as a brake device by the compressed air from the air tank.
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2004-112921
Disclosure of Invention
Problems to be solved by the invention
The present inventors have obtained the following recognition for an air compression system of a railway vehicle driven by electric power supplied from an overhead wire via a pantograph.
In a railway vehicle equipped with a pantograph, during normal running, the pantograph is raised to receive overhead power, and the motor for driving the vehicle is driven by using the overhead power, and the air compression system is driven to supply compressed air. Some of such railway vehicles use compressed air of an air compression system to raise and lower a pantograph.
When such a railway vehicle is parked in a garage and stands by, the pantograph may be lowered to disable the overhead wire power. In this state, when raising the pantograph again, the compressor that operates using overhead power cannot be used, and therefore it is conceivable that: another compressor operated by the electric power of the battery is provided, and the pantograph is raised and lowered by the compressed air from the compressor.
However, if another compressor operated by a battery is provided, there is a problem that the air compression system becomes large and it becomes difficult to accommodate the compressor in the lower space of the vehicle.
In view of these problems, the present inventors have recognized that there is room for improvement in air compression systems from the following viewpoints: an air compression system for a railway vehicle capable of supplying compressed air for lifting a pantograph even in a state where overhead power is not available is downsized.
The present invention has been made in view of the above problems, and an object of the present invention is to reduce the size of an air compression system for a railway vehicle capable of supplying compressed air for lifting a pantograph even in a state where overhead power cannot be used.
Means for solving the problems
In order to solve the above problem, an air compression system for a railway vehicle according to an aspect of the present invention includes: a compressor; a 1 st tank for storing compressed air for pantograph lifting; a 2 nd tank storing compressed air for brake execution; an in-vehicle power supply capable of supplying power independently of the overhead line; and a control section that controls the compressor so that: when the overhead power cannot be used, compressed air generated by the compressor using the power of the in-vehicle power supply is stored in the 1 st tank, and when the overhead power can be used, compressed air generated by the compressor using the overhead power is stored in the 2 nd tank.
According to this aspect, the compressed air generated by 1 compressor can be stored in the 1 st tank and the 2 nd tank.
In addition, any combination of the above and the technical means in which the constituent elements and expressions of the present invention are mutually replaced between a method, an apparatus, a program, a temporary or non-temporary storage medium, a system, or the like in which the program is recorded are also effective as technical means of the present invention.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, it is possible to reduce the size of the air compression system for a railway vehicle that can supply compressed air for pantograph lifting even in a state where overhead power is not available.
Drawings
Fig. 1 is a side view schematically showing a vehicle mounted with an air compression system according to embodiment 1.
Fig. 2 is a block diagram schematically showing the configuration of the air compression system of fig. 1.
Fig. 3 is a view showing the configuration of the periphery of the 1 st tank of the air compression system of fig. 1.
Fig. 4 is a diagram showing the configuration of the periphery of the 1 st tank of the air compression system according to embodiment 2.
Fig. 5 is a diagram showing the configuration of the periphery of the 1 st tank of the air compression system according to embodiment 3.
Fig. 6 is a diagram showing the configuration of the periphery of the 1 st tank of the air compression system according to embodiment 4.
Fig. 7 is a diagram showing the configuration of the periphery of the 1 st tank of the air compression system according to embodiment 5.
Fig. 8 is a diagram showing the configuration of the periphery of the 1 st tank of the air compression system according to embodiment 6.
Description of the reference numerals
1. A vehicle; 10. a compressor; 16. a compressor control unit; 20. 1, a first tank; 22. 1 st pressure regulating part; 24. 1 st tank passage; 30. a 2 nd tank; 32. the 2 nd pressure regulating part; 34. a 2 nd tank passage; 40. a vehicle-mounted power supply; 42. a charging control unit; 50. a path control unit; 52. a pressure regulating valve; 54. a check valve; 56. an electromagnetic valve; 60. two-way solenoid valves; 80. a vehicle body; 82. a pantograph; 84. stringing; 86. a lifting device; 100. an air compression system.
Detailed Description
The present invention will be described below together with preferred embodiments with reference to the drawings. In the embodiment and the modifications, the same or equivalent constituent elements and members are denoted by the same reference numerals, and overlapping descriptions are appropriately omitted. In addition, the dimensions of the components in the drawings are shown by appropriate enlargement and reduction for easy understanding. In the drawings, parts of members that are not essential to the description of the embodiments are omitted.
Further, the terms including the numbers 1, 2, and the like are used for the purpose of describing various components, and the terms are used only for the purpose of distinguishing one component from other components, and the components are not limited by the terms.
[ embodiment 1 ]
The configuration of a railway vehicle air compression system 100 according to embodiment 1 of the present invention will be described with reference to fig. 1 to 3. Fig. 1 is a side view schematically showing a vehicle 1 on which an air compression system 100 according to embodiment 1 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 88, a travel control device 90, a travel motor 92, wheels 94, a brake drive device 96, a door opening and closing device 98, and an 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 "overhead wire electric power"), and supplies the electric power to the converter 88. The pantograph 82 does not contact the overhead wire 84 in the lowered state, and does not receive the overhead wire power.
The lifting device 86 lifts and lowers the pantograph 82 based on the 1 st compressed air Ap1 supplied from the air compression system 100. The converter 88 converts the overhead power received via the pantograph 82 into a predetermined voltage, and supplies the voltage to various parts of the vehicle, such as the traveling 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 converter 88. The wheels 94 rotate based on the rotation of the travel motor 92, and the vehicle 1 travels. The brake driving device 96 and the door opening/closing device 98 operate a brake (not shown) based on the 2 nd compressed air Ap2 supplied from the air compression system 100 to open and close a door (not shown) of the vehicle. The vehicle body 80 mounts the air compression system 100 and other associated equipment in its lower space.
An air compression system 100 is illustrated. 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: the compressor 10, the in-vehicle power supply 40, the charge control unit 42, the compression device control unit 16, the 1 st tank 20, the 2 nd tank 30, and the passage control unit 50.
The compressor 10 compresses air to supply the compressed air. The compressor 10 of the present embodiment is an electric air compressor including a motor (not shown) that rotates based on electric power supplied from the compression device control unit 16, and compressed air is supplied by a driving force of the motor.
The in-vehicle power supply 40 is a power supply element capable of supplying electric power (hereinafter referred to as "in-vehicle power supply electric power") independently of the overhead wire 84. The in-vehicle power supply 40 of the present embodiment is a rechargeable battery. The charging control unit 42 controls charging of the in-vehicle power supply 40 based on the overhead wire power.
The compression device control unit 16 is a control element that supplies drive power to the compressor 10 based on the overhead power and the vehicle-mounted power supply power. The compression device control unit 16 enters the 1 st mode when the overhead power cannot be used, and enters the 2 nd mode when the overhead power can be used. The compression device control unit 16 supplies the vehicle-mounted power supply power to the compressor 10 in the 1 st mode, and supplies the overhead power to the compressor 10 in the 2 nd mode. The compression device control Unit 16 may be configured to include an electronic device such as a CPU (Central Processing Unit).
In the present embodiment, the compressor 10 is driven at a voltage lower than that when the overhead power is used when the power of the in-vehicle power supply 40 is used. As an example, in the 1 st mode using the power of the in-vehicle power supply 40, the compressor 10 is driven at 100V, and in the 2 nd mode using the overhead power, the compressor 10 is driven at 400V.
The 1 st tank 20 is a tank for storing compressed air supplied from the compressor 10 for raising and lowering the pantograph. The compressed air stored in the 1 st tank 20 is supplied as 1 st compressed air Ap1 to the lifter 86 through the 1 st output passage Ps 1. The lifting device 86 lifts and lowers the pantograph 82 based on the supplied 1 st compressed air Ap 1. The capacity of the 1 st tank 20 may be smaller than the capacity of the 2 nd tank 30.
The 2 nd tank 30 is a gas tank that stores compressed air supplied from the compressor 10 for brake execution. The compressed air stored in the 2 nd tank 30 is supplied as the 2 nd compressed air Ap2 to the brake drive device 96 through the 2 nd output passage Ps 2. The brake driving device 96 performs braking execution and release based on the supplied 2 nd compressed air Ap 2. In the present embodiment, the 2 nd compressed air Ap2 is also supplied to the door opening/closing device 98. The door opening/closing device 98 performs the door opening/closing operation based on the supplied 2 nd compressed air Ap 2.
The passage control unit 50 controls the flow path of the compressed air among the compressor 10, the 1 st tank 20, and the 2 nd tank 30. The passage control unit 50 determines which of the vehicle-mounted power supply power and the overhead line power the compressor 10 operates, and controls the flow passage of the compressed air based on the determination result. The determination may be made by the passage 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 path of the compressed air between the 1 st mode and the 2 nd mode. The passage control unit 50 controls the flow path so that the compressed air Apo generated by the compressor 10 is supplied to the 1 st tank 20 in the 1 st mode. In this case, compressed air Apo is stored in the 1 st tank 20. In addition, the passage control unit 50 controls the flow path so that the compressed air Apo is supplied to the 2 nd tank 30 in the 2 nd mode. In this case, the compressed air Apo is stored in the 2 nd tank 30.
The compressor 10, the 1 st tank 20, the 2 nd tank 30, and the passage control unit 50 of the air compression system 100 according to the present embodiment will be described with reference to fig. 3. Fig. 3 is a diagram showing the configuration of the periphery of the compressor 10, the 1 st tank 20, and the 2 nd tank 30 of the air compression system 100 according to the present embodiment. This figure mainly shows a flow path of compressed air, and a part of components which are not important in terms of description is omitted. As shown in fig. 3, the present embodiment includes: the compressor-side check valve 12, the dehumidifier 14, the 1 st tank passage 24, the 2 nd tank passage 34, the 1 st pressure regulating unit 22, the 2 nd pressure regulating unit 32, and the pressure regulating valve 52. In the following description, the side to which compressed air is supplied may be referred to as "upstream" or "upstream", and the side to which compressed air is supplied may be referred to as "downstream" or "downstream".
The 1 st tank 20 has two path connection ports P1 and S1 and 1 output port Q1. The output port Q1 is connected to the 1 st output passage Ps1, and supplies the 1 st compressed air Ap1 to the lift device 86.
The 2 nd tank 30 has 1 port P2 for path connection and 1 port Q2 for output. The output port Q2 is connected to the 2 nd output passage Ps2, and supplies the 2 nd compressed air Ap2 to the brake driving device 96 and the door opening/closing device 98.
The compressor-side check valve 12 allows air to flow downstream and blocks air from flowing upstream. In this example, the compressor-side check valve 12 blocks the flow of air from the 1 st tank 20 and the 2 nd tank 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 dehumidification device 14.
The 1 st pressure regulating unit 22 and the 2 nd pressure regulating unit 32 are included in the compression device control unit 16, and control the operation of the compressor 10 in order to regulate the in-tank pressure. The 1 st voltage regulator 22 operates in the 1 st mode and does not operate in the 2 nd mode, and the 2 nd voltage regulator 32 operates in the 2 nd mode and does not operate in the 1 st mode.
In the 1 st mode, the 1 st pressure regulating unit 22 detects the 1 st pressure in the 1 st tank 20, and controls the operation/non-operation of the compressor 10 based on the 1 st detected pressure. The 1 st pressure regulating unit 22 operates the compressor 10 to increase the pressure in the 1 st tank 20 when the 1 st detected pressure is lower than the 1 st lower limit pressure Pj set in advance. The 1 st pressure regulating unit 22 stops the compressor 10 when the 1 st detected pressure is equal to or higher than the 1 st upper limit pressure Pk set in advance. As a result, in the 1 st mode, the pressure in the 1 st tank 20 is maintained between the 1 st lower limit pressure Pj and the 1 st upper limit pressure Pk. The 1 st lower limit pressure Pj is set lower than the 1 st upper limit pressure Pk.
In the 2 nd mode, the 2 nd pressure regulating unit 32 detects the 2 nd pressure in the 2 nd tank 30, and controls the operation/non-operation of the compressor 10 based on the 2 nd detected pressure. The 2 nd pressure adjusting unit 32 operates the compressor 10 to increase the pressure in the 2 nd tank 30 when the 2 nd detected pressure is lower than the 2 nd lower limit pressure Pm set in advance. The 2 nd pressure adjusting unit 32 stops the compressor 10 when the 2 nd detected pressure is equal to or higher than the 2 nd upper limit pressure Pn set in advance. As a result, in the 2 nd mode, the pressure in the 2 nd tank 30 is maintained between the 2 nd lower limit pressure Pm and the 2 nd upper limit pressure Pn. Further, the 2 nd lower limit pressure Pm is set lower than the 2 nd upper limit pressure Pn.
The 1 st tank passage 24 is a passage for supplying compressed air Apo sent from the compressor 10 via the compressor-side check valve 12 and the dehumidifier 14 to the 1 st tank 20. The 1 st tank passage 24 of the present embodiment connects the outlet of the dehumidifier 14 to the port P1 of the 1 st tank 20, and guides the compressed air Apo into the 1 st tank 20.
The 2 nd tank passage 34 is a passage for supplying the compressed air Apo sent from the compressor 10 via the compressor-side check valve 12 and the dehumidifier 14 to the 2 nd tank 30. The 2 nd tank passage 34 of the present embodiment connects the port S1 of the 1 st tank 20 and the port P2 of the 2 nd tank 30, and guides the compressed air Apo that has passed through the 1 st tank 20 into the 2 nd tank 30. The 2 nd tank passage 34 is provided with a pressure regulating valve 52 as the 1 st valve. The pressure regulating valve 52 of the present embodiment is provided so as not to block a passage for supplying the compressed air generated by the compressor 10 to the 1 st tank 20.
The pressure regulating valve 52 opens to allow the compressed air to flow to the downstream side when the pressure on the upstream side is equal to or higher than a predetermined 1 st control pressure Pv1, and closes to block the flow of air when the pressure on the upstream side is lower than the 1 st control pressure Pv 1. The pressure regulating valve 52 of the present embodiment is provided in a passage through which the 2 nd tank 30 receives the supply of compressed air, and controls the supply of compressed air Apo to the 2 nd tank 30. The pressure regulating valve 52 is closed to block the inflow of the compressed air Apo to the 2 nd tank 30 when the pressure of the compressed air Apo is lower than the 1 st control pressure Pv1, and is opened to allow the inflow of the compressed air Apo to the 2 nd tank 30 when the pressure of the compressed air Apo is equal to or higher than the 1 st control pressure Pv 1.
In the present embodiment, the 1 st control pressure Pv1 is set higher than the 1 st upper limit pressure Pk. That is, in the 1 st mode, while the 1 st pressure regulating unit 22 is operating, the pressure of the compressed air Apo does not exceed the 1 st control pressure Pv1, and therefore the pressure regulating valve 52 is kept closed, and the compressed air Apo does not flow into the 2 nd tank 30.
In the present embodiment, the 1 st control pressure Pv1 is set higher than the 2 nd lower limit pressure Pm and lower than the 2 nd upper limit pressure Pn. That is, in the 2 nd mode, when the pressure of the compressed air Apo exceeds the 1 st control pressure Pv1 while the 2 nd pressure regulator unit 32 is operating, the pressure regulator valve 52 opens and the compressed air Apo flows into the 2 nd tank 30. If the pressure of the compressed air Apo is lower than the 1 st control pressure Pv1, the pressure regulating valve 52 closes and the inflow of the compressed air Apo stops, and if the pressure of the compressed air Apo exceeds the 1 st control pressure Pv1 again, the compressed air Apo flows into the 2 nd tank 30.
The operation of the present embodiment will be described.
(1) Mode 1 operation (in the case where power cannot be supplied from overhead wire)
In the state where the pantograph 82 is lowered, since overhead power cannot be used, the compression device control unit 16 enters the 1 st mode, operates the 1 st voltage adjustment unit 22, and supplies the in-vehicle power supply power from the in-vehicle power supply 40 to the compressor 10. At this time, the compressor 10 supplies the compressed air Apo to the 1 st tank 20 via the 1 st tank passage 24. The supplied compressed air Apo is stored in the 1 st tank 20.
In the 1 st mode, the pressure in the 1 st tank 20 is maintained between the 1 st lower limit pressure Pj and the 1 st upper limit pressure Pk by the 1 st pressure regulating unit 22. Since the 1 st control pressure Pv1 is higher than the 1 st upper limit pressure Pk, the pressure regulating valve 52 maintains the closed state. Therefore, when the pressure in the 1 st tank 20 is lower than the 1 st control pressure Pv1 of the regulator valve 52, the compressed air Apo does not flow from the 1 st tank 20 to the 2 nd tank 30 due to the regulator valve 52. In the 1 st mode, the lifting device 86 can be operated by the 1 st compressed air Ap1 sent from the 1 st tank 20 to lift the pantograph 82.
(2) Mode 2 operation (in the case where power can be supplied from overhead wire)
Since overhead power can be used in a state where the pantograph 82 is raised and in contact with the overhead wire 84, the compression device control unit 16 enters the 2 nd mode, operates the 2 nd pressure regulating unit 32, and supplies the overhead power to the compressor 10. At this time, the compressed air Apo exceeds the 1 st upper limit pressure Pk and is stored in the 1 st tank 20.
When the pressure of the compressed air Apo becomes equal to or higher than the 1 st control pressure Pv1, the pressure regulating valve 52 is opened, the compressed air Apo is sent from the 1 st tank 20 to the 2 nd tank 30, and the compressed air Apo is stored in the 2 nd tank 30. In the 2 nd mode, the lifting device 86 can be operated by the 1 st compressed air Ap1 sent from the 1 st tank 20 to lift the pantograph 82. Further, the brake driving device 96 and the door opening/closing device 98 can be operated by the 2 nd compressed air Ap2 sent from the 2 nd tank 30.
(3) Blocking mode operation (case where protection circuit such as blocker works)
When a protection circuit (for example, a vacuum interrupter) is activated by an abnormal current from the overhead wire 84, the pantograph is lowered to be in a state where the overhead wire power cannot be used. In this state, since the overhead power cannot be used, the compression device control unit 16 switches to the 1 st mode, operates the compressor 10 with the vehicle-mounted power supply power, and raises and lowers the pantograph with the compressed air Ap1 from the 1 st tank 20. In this case, the air compression system 100 operates in the same manner as in mode 1.
The operation and effect of the air compression system 100 of the present embodiment configured as above will be described.
The air compression system 100 of the present embodiment includes: a compressor 10; a 1 st tank 20 for storing compressed air for pantograph lifting; a 2 nd tank 30 storing compressed air for brake execution; an in-vehicle power supply 40 capable of supplying electric power independently of the overhead wire 84; and a control section that controls the compressor 10 such that: when the overhead power cannot be used, the compressed air generated by the compressor 10 using the power of the in-vehicle power supply 40 is stored in the 1 st tank 20, and when the overhead power can be used, the compressed air generated by the compressor 10 using the overhead power is stored in the 2 nd tank 30.
According to this configuration, compressed air can be stored in the 1 st tank 20 and the 2 nd tank 30 by the 1 compressor 10. As a result, the air compression system can be made smaller than in the case where another compressor is provided.
In the above-described apparatus, the compressed air generated by the compressor 10 using the electric power of the in-vehicle power supply 40 may not be supplied to the 2 nd tank 30. In this case, since the compressed air does not flow to the 2 nd tank 30, the compressed air is efficiently stored in the 1 st tank 20. As a result, the capacity of the in-vehicle power supply 40 can be reduced.
The above-described device may include a pressure regulating valve 52 capable of blocking a passage for supplying compressed air to the 2 nd tank 30. In this case, by blocking the pressure regulating valve 52 in the 1 st mode, the compressed air generated using the electric power of the in-vehicle power supply 40 can be prevented from being supplied to the 2 nd tank 30.
The pressure regulating valve 52 may be provided so as not to block a passage for supplying the compressed air generated by the compressor 10 to the 1 st tank 20. In this case, even when the pressure regulating valve 52 is not opened for some reason, the compressed air is supplied to the 1 st tank 20, and therefore the pantograph 82 can be raised to receive power from the overhead wire 84.
The pressure regulating valve 52 may be a pressure regulating valve that opens at or above a predetermined 1 st pressure, and the pressure of the compressed air generated by the compressor 10 using the electric power of the in-vehicle power supply 40 may be controlled to be lower than the 1 st pressure, and the pressure of the compressed air generated by the compressor 10 using the overhead line electric power may be controlled to be higher than the 1 st pressure. In this case, since the pressure regulator valve 52 that autonomously switches the open/close state according to the pressure level is used, separate control can be omitted.
In the above-described device, the compressor 10 may be driven at a voltage lower than that when the overhead power is used when the power of the in-vehicle power supply 40 is used. In this case, since the compressor 10 can be driven at a relatively low voltage, the in-vehicle power supply 40 can be downsized.
The following describes the structure of the air compression system 100 according to embodiments 2 to 6 of the present invention with reference to fig. 4 to 8. In the drawings and the description of embodiments 2 to 6, the same or equivalent constituent elements and members as those of embodiment 1 are denoted by the same reference numerals. Descriptions overlapping with embodiment 1 will be omitted as appropriate, and the description will focus on the configuration different from embodiment 1.
[ 2 nd embodiment ]
Fig. 4 is a view showing the configuration of the compressor 10 and the peripheries of the 1 st tank 20 and the 2 nd tank 30 of the air compression system 100 according to embodiment 2, and corresponds to fig. 3. As shown in fig. 3, the present embodiment is different from embodiment 1 in that a check valve 54 is provided as a 2 nd valve, and the other configurations are the same. Thus, the check valve 54 is described with emphasis.
It is conceivable that the pantograph 82 cannot be raised or lowered due to insufficient compressed air in the 1 st tank 20 for some reason. In this case, it is desirable that compressed air can be supplied from the 2 nd tank 30 to the 1 st tank 20. Therefore, the present embodiment has a check valve 54 for supplying compressed air from the 2 nd tank 30 to the 1 st tank 20. With this configuration, in the present embodiment, compressed air can be supplied from the 2 nd tank 30 to the 1 st tank 20 when the compressed air in the 1 st tank 20 is insufficient, and thus the pantograph can be raised to receive overhead power.
The check valve 54 is not limited as long as it can supply compressed air from the 2 nd tank 30 to the 1 st tank 20. The check valve 54 of the present embodiment is a valve mechanism that can allow the flow of air from the 2 nd tank 30 to the 1 st tank 20 side and can prevent the reverse flow from the 1 st tank 20 to the 2 nd tank 30. As shown in fig. 4, the check valve 54 is provided in the 2 nd tank passage 34 in parallel with the pressure regulating valve 52. The check valve 54 may be provided in another passage that connects the port S1 of the 1 st tank 20 and the port P2 of the 2 nd tank 30. According to this configuration, the present embodiment can prevent the reverse flow by the autonomous operation of the check valve, and thus, no separate control is required.
The operation of the present embodiment will be described.
(1) Mode 1 operation (in the case where power cannot be supplied from overhead wire)
The present embodiment operates in the same manner as embodiment 1. When the pressure in the 1 st tank 20 is lower than the 1 st control pressure Pv1 of the pressure regulating valve 52, the pressure regulating valve 52 and the check valve 54 prevent the compressed air Apo from flowing from the 1 st tank 20 into the 2 nd tank 30. When the compressed air in the 1 st tank 20 is insufficient, the compressed air is supplied from the 2 nd tank 30 to the 1 st tank 20 via the check valve 54.
(2) Mode 2 operation (in the case where power can be supplied from overhead wire)
The present embodiment operates in the same manner as embodiment 1.
(3) Blocking mode operation (case where protection circuit such as blocker works)
The present embodiment operates in the same manner as embodiment 1.
The present embodiment has the same operation and effect as those of embodiment 1.
[ embodiment 3 ]
Fig. 5 is a view showing the configuration of the compressor 10 and the peripheries of the 1 st tank 20 and the 2 nd tank 30 of the air compression system 100 according to embodiment 3, and corresponds to fig. 3. As shown in fig. 5, the present embodiment is different from the embodiment 1 in that a solenoid valve 56 is provided as a 1 st valve instead of the pressure regulating valve 52, and the other configurations are the same. Thus, the solenoid valve 56 will be described with emphasis.
The solenoid valve 56 is an electrically driven valve that controls opening and closing of the valve by energization, and is provided in the 2 nd tank passage 34. The solenoid valve 56 of the present embodiment is a normally open type that is opened when not energized and closed when energized. The electromagnetic valve 56 is controlled by the compression device control unit 16 to be closed in the 1 st mode and opened in the 2 nd mode.
The operation of the present embodiment will be described.
(1) Mode 1 operation (in the case where power cannot be supplied from overhead wire)
In mode 1, the solenoid valve 56 is closed and compressed air Apo does not flow from the 1 st tank 20 to the 2 nd tank 30. Therefore, the present embodiment operates in the same manner as embodiment 1.
(2) Mode 2 operation (in the case where power can be supplied from overhead wire)
In the 2 nd mode, the solenoid valve 56 is opened, and the compressed air Apo is sent from the 1 st tank 20 to the 2 nd tank 30, and the operation is similar to that of the 1 st embodiment.
(3) Blocking mode operation (case where protection circuit such as blocker works)
In the blocking mode, the solenoid valve 56 is closed, and operates in the same manner as in embodiment 1.
The present embodiment has the same operation and effect as those of embodiment 1.
[ 4 th embodiment ]
Fig. 6 is a view showing the configuration of the compressor 10 and the peripheries of the 1 st tank 20 and the 2 nd tank 30 of the air compression system 100 according to embodiment 4, and corresponds to fig. 3. As shown in fig. 6, the present embodiment is different from embodiment 3 in that a check valve 54 is provided as a 2 nd valve, and the other configurations are the same. Thus, the check valve 54 is described with emphasis. The check valve 54 is provided in parallel with the solenoid valve 56 in the 2 nd tank passage 34. The operation of the solenoid valve 56 is the same as that of embodiment 3, and the operation of the check valve 54 is the same as that of embodiment 2.
The operation of the present embodiment will be described.
(1) Mode 1 operation (in the case where power cannot be supplied from overhead wire)
In mode 1, the solenoid valve 56 and the check valve 54 are closed and compressed air Apo does not flow from the 1 st tank 20 to the 2 nd tank 30. Therefore, the present embodiment operates in the same manner as embodiment 1.
(2) Mode 2 operation (in the case where power can be supplied from overhead wire)
In the 2 nd mode, the solenoid valve 56 is opened, and the compressed air Apo is sent from the 1 st tank 20 to the 2 nd tank 30, and the operation is similar to that of the 1 st embodiment.
(3) Blocking mode operation (case where protection circuit such as blocker works)
In the blocking mode, the solenoid valve 56 is closed, and operates in the same manner as in embodiment 1.
This embodiment has the same operation and effect as those of embodiment 1 and embodiment 2.
[ 5 th embodiment ]
Fig. 7 is a view showing the configuration of the compressor 10 and the peripheries of the 1 st tank 20 and the 2 nd tank 30 of the air compression system 100 according to embodiment 5, and corresponds to fig. 3. As shown in fig. 7, the present embodiment is different from embodiment 1 in the following points and has the same other configurations: the system is provided with a two-way solenoid valve 60 for supplying compressed air Apo from a compressor 10 to the 1 st tank 20 and the 2 nd tank 30 in a switching manner, and the 1 st tank 20 and the 2 nd tank 30 are not connected. Therefore, the operation of the two-way solenoid valve 60 will be described with emphasis.
The two-way solenoid valve 60 is a solenoid valve having an inlet port P3 and two outlet ports P4, 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 1 st tank 20. The outlet port P5 is connected to the port P2 of the 2 nd tank 30.
The operation of the present embodiment will be described.
(1) Mode 1 operation (in the case where power cannot be supplied from overhead wire)
In the 1 st mode, the two-way solenoid valve 60 is controlled such that the inlet port P3 and the outlet port P4 are communicated, and the inlet port P3 and the outlet port P5 are not communicated. As a result, the compressed air Apo from the compressor 10 is sent to the 1 st tank 20. At this time, the compressed air Apo does not flow into the 2 nd tank 30. Therefore, in mode 1, the present embodiment operates in the same manner as in embodiment 1. That is, the two-way solenoid valve 60 is exemplified by the 1 st valve that can block the passage for supplying the compressed air Apo to the 2 nd tank 30.
(2) Mode 2 operation (in the case where power can be supplied from overhead wire)
In the 2 nd mode, the control is performed so that the inlet port P3 and the outlet port P5 are communicated, and the inlet port P3 and the outlet port P4 are not communicated. As a result, the compressed air Apo from the compressor 10 is sent to the 2 nd tank 30. Therefore, in mode 2, the present embodiment operates in the same manner as in embodiment 1.
(3) Blocking mode operation (case where protection circuit such as blocker works)
In the blocking mode, the two-way solenoid valve 60 is controlled so that the inlet port P3 and the outlet port P4 are communicated with each other, and the inlet port P3 and the outlet port P5 are not communicated with each other, and operates in the same manner as in embodiment 1.
The present embodiment has the same operation and effect as those of embodiment 1.
[ 6 th embodiment ]
Fig. 8 is a view showing the configuration of the compressor 10 and the peripheries of the 1 st tank 20 and the 2 nd tank 30 of the air compression system 100 according to embodiment 6, and corresponds to fig. 3. As shown in fig. 8, the air compression system 100 of the present embodiment is different from that of embodiment 5 in that it includes a check valve 54, and the other configurations are the same. Thus, the check valve 54 is described with emphasis. The check valve 54 is provided in a passage connecting between the port of the 1 st tank 20 and the port S2 of the 2 nd tank 30. The check valve 54 of the present embodiment allows the air to flow from the 2 nd tank 30 to the 1 st tank 20 side, and prevents the reverse flow from the 1 st tank 20 to the 2 nd tank 30. The check valve 54 supplies compressed air from the 2 nd tank 30 to the 1 st tank 20.
The operation of the present embodiment will be described.
(1) Mode 1 operation (in the case where power cannot be supplied from overhead wire)
In mode 1, the present embodiment operates in the same manner as in embodiment 5. When the compressed air in the 1 st tank 20 is insufficient, the compressed air is supplied from the 2 nd tank 30 to the 1 st tank 20 via the check valve 54.
(2) Mode 2 operation (in the case where power can be supplied from overhead wire)
In mode 2, the present embodiment operates in the same manner as in embodiment 5.
(3) Blocking mode operation (case where protection circuit such as blocker works)
In the blocking mode, the present embodiment operates in the same manner as in embodiment 5.
This embodiment has the same operation and effect as those of embodiment 1 and embodiment 2.
[ 7 th embodiment ]
Embodiment 7 of the present invention will be described. In the description of embodiment 7, the same or equivalent constituent elements and members as those of embodiment 1 are denoted by the same reference numerals. Descriptions overlapping with embodiment 1 will be omitted as appropriate, and the description will focus on the configuration different from embodiment 1.
Embodiment 7 of the present invention is a method for controlling an air compression system for a railway vehicle. This method supplies power used by the compressor 10 for supplying compressed air from the overhead wire 84 when the overhead wire power can be used, and supplies power used by the compressor 10 from the in-vehicle power supply 40 when the overhead wire power cannot be used.
According to embodiment 7, since 1 compressor 10 can be driven by electric power from the overhead wire 84 or the in-vehicle power supply 40 to supply compressed air, the pantograph 82 can be raised by the compressed air from the compressor 10 even in a state where the pantograph 82 is lowered. Since 1 compressor 10 can be used, the air compression system for a railway vehicle can be downsized.
The embodiments of the present invention have been described in detail. The above embodiments are merely specific examples for carrying out the present invention. The contents of the embodiments do not limit the scope of the present invention, and many design changes such as modification, addition, deletion, and the like of the constituent elements can be made without departing from the scope of the invention defined by the claims. In the above-described embodiments, the description has been given with the expressions such as "in the embodiments" and "in the embodiments" for the contents that can be subjected to such a design change, but the design change is not allowed for the contents that are not subjected to such an expression.
[ modified examples ]
Hereinafter, modifications will be described. In the drawings and the description of the modified examples, the same or equivalent constituent elements and members as those of the embodiment are denoted by the same reference numerals. Descriptions overlapping with the embodiment will be omitted as appropriate, and the description will focus on the configuration different from that of embodiment 1.
In the description of embodiment 1, the in-vehicle power supply 40 is a battery, but the present invention is not limited to this. The in-vehicle power source 40 may be any power source based on various principles, such as various generators, dry cells, and fuel cells, and may supply electric power for driving the compressor 10.
In the description of embodiment 1, the example in which the compressor 10 is driven at different voltages in the 1 st mode and the 2 nd mode is shown, but the voltage at which the compressor 10 is driven may be the same in the 1 st mode and the 2 nd mode.
In the description of embodiment 1, the example in which the 2 nd compressed air Ap2 is supplied to the brake driving device 96 and the door opening/closing device 98 is shown, but the 2 nd compressed air Ap2 may be used to operate mechanisms of various portions of the vehicle other than the brake and the door.
In the description of embodiment 4, the solenoid valve 56 is described as being normally open, but the solenoid valve 56 may be normally closed, which is closed when not energized, and opened when energized.
The above-described modification example achieves the same operations and effects as those of the embodiment.
In addition, any combination of the above-described embodiment and the modification is also useful as an embodiment of the present invention. The new embodiment that is created by the combination has the respective effects of the combined embodiment and the modification.
Industrial applicability
The present invention can be used for an air compression system for a railway vehicle.
Claims (9)
1. An air compression system for a railway vehicle, wherein,
the air compression system for a railway vehicle is provided with:
a compressor;
a 1 st tank for storing compressed air for pantograph lifting;
a 2 nd tank storing compressed air for brake execution;
an in-vehicle power supply capable of supplying power independently of the overhead line; and
a control portion that controls the compressor such that: when the overhead power cannot be used, the compressed air generated by the compressor using the power of the in-vehicle power supply is stored in the 1 st tank, and when the overhead power can be used, the compressed air generated by the compressor using the overhead power is stored in the 2 nd tank.
2. The air compression system for railway vehicle according to claim 1,
the control unit controls the compressor so that compressed air generated by the compressor using electric power of the in-vehicle power supply is not supplied to the 2 nd tank.
3. The air compression system for railway vehicle according to claim 1 or 2,
the air compression system for a railway vehicle has a 1 st valve capable of blocking a passage for supplying compressed air to the 2 nd tank.
4. The air compression system for railway vehicle according to claim 3,
the 1 st valve is provided so as not to block a passage for supplying the compressed air generated by the compressor to the 1 st tank.
5. The air compression system for railway vehicle according to claim 4,
the 1 st valve is a pressure regulating valve that opens at or above a predetermined 1 st pressure,
the control portion controls the compressor so that: when the compressed air generated by the compressor using the electric power of the vehicle-mounted power supply is stored in the 1 st tank, the pressure of the 1 st tank is lower than the 1 st pressure,
and controlling the compressor such that: when the compressed air generated by the compressor using the overhead power is stored in the 2 nd tank, the pressure of the 2 nd tank is higher than the 1 st pressure.
6. The air compression system for a railway vehicle according to any one of claims 1 to 5,
the air compression system for a railway vehicle has a 2 nd valve for supplying compressed air from the 2 nd tank to the 1 st tank.
7. The air compression system for railway vehicle according to claim 6,
the 2 nd valve is a check valve capable of preventing a reverse flow from the 1 st tank to the 2 nd tank.
8. The air compression system for a railway vehicle according to any one of claims 1 to 7,
the compressor is driven at a voltage lower than a voltage when the overhead wire power is used when the power of the vehicle-mounted power supply is used.
9. A method for controlling an air compression system for a railway vehicle,
in the method for controlling the air compression system for a railway vehicle,
when the power of the overhead wire can be used, the power used by the compressor for supplying the compressed air is supplied from the overhead wire,
when the overhead power cannot be used, the power used by the compressor is supplied from the on-vehicle power supply.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018243451A JP7220561B2 (en) | 2018-12-26 | 2018-12-26 | Air compression system for railway vehicles |
| JP2018-243451 | 2018-12-26 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111376723A true CN111376723A (en) | 2020-07-07 |
| CN111376723B CN111376723B (en) | 2023-07-21 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201911367900.9A Active CN111376723B (en) | 2018-12-26 | 2019-12-26 | Air compression system for railway vehicle and control method thereof |
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| Country | Link |
|---|---|
| JP (1) | JP7220561B2 (en) |
| CN (1) | CN111376723B (en) |
| TW (1) | TWI751464B (en) |
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| JP7327033B2 (en) | 2019-09-19 | 2023-08-16 | オムロン株式会社 | switch and operating device |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP7220561B2 (en) | 2023-02-10 |
| TW202031526A (en) | 2020-09-01 |
| TWI751464B (en) | 2022-01-01 |
| JP2020108222A (en) | 2020-07-09 |
| CN111376723B (en) | 2023-07-21 |
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