JP7220561B2 - Air compression system for railway vehicles - Google Patents

Description

The present invention relates to an air compression system for rail vehicles.

2. Description of the Related Art Electric railcars are known which are equipped with an air compressor and an air tank. For example, Patent Literature 1 discloses an air compressor that generates compressed air and an air tank that temporarily stores the compressed air introduced from the air compressor. An electric vehicle for railroads is described that operates various mechanisms.

Japanese Patent Application Laid-Open No. 2004-112921

The present inventors have recognized the following about an air compression system for a railway vehicle driven by electric power supplied from an overhead wire via a pantograph.
During normal running, a railway vehicle equipped with a pantograph raises the pantograph to receive overhead wire power, which is used to drive a motor for driving the vehicle and an air compression system to supply compressed air. . Some of such rail vehicles use compressed air from an air compression system to raise and lower pantographs.

When such a railway vehicle enters a garage and waits, the pantograph may be lowered so that the overhead power cannot be used. In this state, when the pantograph is to be raised again, the compressor operated by overhead line power cannot be used, so another compressor operated by battery power can be provided to raise and lower the pantograph with compressed air from this compressor. Conceivable.

However, providing a separate battery-operated compressor increases the size of the air compression system, making it difficult to accommodate in the lower space of the vehicle.
Based on these findings, the present inventor believes that the air compression system has room for improvement from the viewpoint of miniaturizing the air compression system for railway vehicles that can supply compressed air for pantograph elevation even when overhead power cannot be used. recognized.

SUMMARY OF THE INVENTION It is an object of the present invention to reduce the size of an air compression system for railway vehicles that can supply compressed air for raising and lowering pantographs even when overhead power cannot be used.

In order to solve the above-described problems, an air compression system for railway vehicles according to one aspect of the present invention includes a compressor, a first tank that stores compressed air for pantograph elevation, and a second tank that stores compressed air for brake operation. , an on-board power supply that can supply power separately from the overhead line, and when the power from the on-board power supply is not available, the compressed air generated by the compressor using the power of the on-board power supply is stored in the first tank, and the overhead power can be used. comprises a control unit for controlling the compressor so that the compressed air generated by the compressor using overhead power is stored in the second tank.

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

In addition, any combination of the above, and the mutual replacement of the components and expressions of the present invention between methods, devices, programs, temporary or non-temporary storage media recording programs, systems, etc. It is effective as an aspect of the present invention.

ADVANTAGE OF THE INVENTION According to this invention, the air compression system for rail vehicles which can supply the compressed air for pantograph raising/lowering in the state which cannot use overhead wire electric power can be reduced in size.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view which shows roughly the vehicle which mounts the air compression system which concerns on 1st Embodiment. 2 is a block diagram schematically showing the configuration of the air compression system of FIG. 1; FIG. 2 is a configuration diagram showing the periphery of a first tank of the air compression system of FIG. 1; FIG. FIG. 7 is a configuration diagram showing the periphery of a first tank of an air compression system according to a second embodiment; FIG. 11 is a configuration diagram showing the periphery of a first tank of an air compression system according to a third embodiment; FIG. 11 is a configuration diagram showing the periphery of a first tank of an air compression system according to a fourth embodiment; FIG. 11 is a configuration diagram showing the periphery of a first tank of an air compression system according to a fifth embodiment; FIG. 11 is a configuration diagram showing the periphery of a first tank of an air compression system according to a sixth embodiment;

BEST MODE FOR CARRYING OUT THE INVENTION The present invention will be described below based on preferred embodiments with reference to the drawings. In the embodiment and modified examples, the same or equivalent constituent elements and members are denoted by the same reference numerals, and overlapping descriptions are omitted as appropriate. In addition, the dimensions of the members in each drawing are appropriately enlarged or reduced for easy understanding. Also, in each drawing, some of the members that are not important for explaining the embodiments are omitted.
Also, terms including ordinal numbers such as first, second, etc. are used to describe various components, but these terms are used only for the purpose of distinguishing one component from other components, and the terms The constituent elements are not limited by

[First embodiment]
The configuration of a railway vehicle air compression system 100 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. FIG. FIG. 1 is a side view schematically showing a vehicle 1 equipped with an air compression system 100 according to the first embodiment.

The vehicle 1 of the present embodiment is a railroad vehicle, and mainly includes a vehicle body 80, a pantograph 82, a lifting device 86, a conversion device 88, a travel control device 90, a travel motor 92, wheels 94, and brakes. It comprises a drive 96 , a door opener 98 and an air compression system 100 . The pantograph 82 contacts the overhead wire 84 in the raised state, receives power from the overhead wire (hereinafter referred to as “overhead wire power”), and supplies it to the conversion device 88 . In the lowered state, the pantograph 82 does not contact the overhead wire 84 and does not receive power from the overhead wire.

The elevating device 86 elevates the pantograph 82 based on the first compressed air Ap1 supplied from the air compression system 100 . The conversion device 88 converts the overhead wire power received via the pantograph 82 into a predetermined voltage, and supplies it to each part of the vehicle such as the travel motor 92 and the air compression system 100 . The travel control device 90 drives and controls the travel motor 92 based on the electric power from the conversion device 88 . The wheels 94 rotate based on the rotation of the travel motor 92 to cause the vehicle 1 to travel. The brake driving device 96 and the door opening/closing device 98 operate a brake (not shown) based on the second compressed air Ap2 supplied from the air compression system 100 to open and close the door (not shown) of the vehicle. The vehicle body 80 mounts the air compression system 100 and other related equipment in its lower space.

Air compression system 100 will be described. FIG. 2 is a block diagram schematically showing the configuration of the air compression system 100. As shown in FIG. The air compression system 100 of the present embodiment includes a compressor 10, an on-board power source 40, a charging controller 42, a compressor controller 16, a first tank 20, a second tank 30, and a passage controller 50. including.

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

The vehicle-mounted power source 40 is a power source element capable of supplying power (hereinafter referred to as “vehicle power source power”) separately from the overhead wire 84 . The vehicle-mounted power supply 40 of this embodiment is a rechargeable storage battery. The charging control unit 42 controls charging of the vehicle-mounted power source 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 overhead wire power and onboard power supply power. The compressor control unit 16 enters the first mode when the overhead line power cannot be used, and enters the second mode when the overhead line power is available. The compressor control unit 16 supplies the onboard power supply power to the compressor 10 in the first mode, and supplies the overhead line power to the compressor 10 in the second mode. The compression device control unit 16 can be configured including an electronic device such as a CPU (Central Processing Unit).

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

The 1st tank 20 is an air tank which stores the compressed air supplied from the compressor 10 for pantograph raising/lowering. The compressed air stored in the first tank 20 is supplied to the lifting device 86 as the first compressed air Ap1 through the first output passage Ps1. The lifting device 86 lifts and lowers the pantograph 82 based on the supplied first compressed air Ap1. The capacity of the first tank 20 may be smaller than the capacity of the second tank 30 .

The second tank 30 is an air tank that stores compressed air supplied from the compressor 10 for braking. The compressed air stored in the second tank 30 is supplied to the brake drive device 96 as the second compressed air Ap2 via the second output passage Ps2. The brake drive device 96 operates and releases the brake based on the supplied second compressed air Ap2. In this embodiment, the second compressed air Ap2 is also supplied to the door opening/closing device 98 . The door opening/closing device 98 performs a door opening/closing operation based on the supplied second compressed air Ap2.

The passage control unit 50 controls the passage of compressed air between the compressor 10 , the first tank 20 and the second tank 30 . The passage control unit 50 determines whether the compressor 10 is operated by the on-vehicle power supply or the overhead line power, and controls the flow path of the compressed air according to the determination result. This determination may be made independently by the passage control unit 50, but in this example, the mode determination result of the compression device control unit 16 is used. Specifically, the passage control unit 50 switches the flow path of the compressed air between the first mode and the second mode. The passage control unit 50 controls the passage so as to supply the compressed air Apo generated by the compressor 10 to the first tank 20 in the first mode. In this case, the compressed air Apo is stored in the first tank 20 . In addition, the passage control unit 50 controls the passage so as to supply the compressed air Apo to the second tank 30 in the second mode. In this case, the compressed air Apo is stored in the second tank 30 .

Compressor 10, first and second tanks 20 and 30, and passage control section 50 of air compression system 100 of the present embodiment will be described with reference to FIG. FIG. 3 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 of this embodiment. This drawing mainly shows the flow path of the compressed air, and omits some members that are not important for explanation. As shown in FIG. 3, this embodiment includes a compressor side check valve 12, a dehumidifier 14, a first tank passage 24, a second tank passage 34, a first pressure regulating section 22, a second It has a pressure regulator 32 and a pressure control valve 52 . In the following description, the side to which compressed air is supplied may be called "upstream" or "upstream", and the side to which compressed air is supplied may be called "downstream" or "downstream".

The first tank 20 has two passage connection ports P1 and S1 and one output port Q1. The output port Q<b>1 is connected to the first output passage Ps<b>1 and supplies the first compressed air Ap<b>1 to the lifting device 86 .

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

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

The first and second pressure regulating sections 22 and 32 are included in the compressor control section 16 and control the operation of the compressor 10 to adjust the tank internal pressure. The first pressure regulating section 22 operates in the first mode and does not operate in the second mode, and the second pressure regulating section 32 operates in the second mode and does not operate in the first mode.

In the first mode, the first pressure regulating section 22 detects the first pressure inside the first tank 20 and controls the operation/non-operation of the compressor 10 according to the first detected pressure. The first pressure regulating section 22 operates the compressor 10 to increase the pressure in the first tank 20 when the first detected pressure is lower than a preset first lower limit pressure Pj. Further, the first pressure regulating section 22 stops the compressor 10 when the first detected pressure is equal to or higher than the preset first upper limit pressure Pk. As a result, in the first mode, the pressure in the first tank 20 is maintained between the first lower limit pressure Pj and the first upper limit pressure Pk. The first lower limit pressure Pj is set lower than the first upper limit pressure Pk.

In the second mode, the second pressure regulating section 32 detects the second pressure inside the second tank 30 and controls the operation/non-operation of the compressor 10 according to the second detected pressure. The second pressure regulating section 32 operates the compressor 10 to increase the pressure in the second tank 30 when the second detected pressure is lower than a preset second lower limit pressure Pm. Further, the second pressure regulating section 32 stops the compressor 10 when the second detected pressure is equal to or higher than the preset second upper pressure Pn. As a result, in the second mode, the pressure inside the second tank 30 is maintained between the second lower limit pressure Pm and the second upper limit pressure Pn. The second lower limit pressure Pm is set lower than the second upper limit pressure Pn.

The first tank passage 24 is a passage that supplies compressed air Apo sent from the compressor 10 via the compressor-side check valve 12 and the dehumidifier 14 to the first tank 20 . The first tank passage 24 of this embodiment connects the outlet of the dehumidifier 14 and the port P<b>1 of the first tank 20 and guides the compressed air Apo into the first tank 20 .

The second tank passage 34 is a passage for supplying the compressed air Apo delivered from the compressor 10 via the compressor-side check valve 12 and the dehumidifier 14 to the second tank 30 . The second tank passage 34 of this embodiment connects the port S<b>1 of the first tank 20 and the port P<b>2 of the second tank 30 and guides the compressed air Apo that has passed through the first tank 20 into the second tank 30 . A pressure control valve 52 is provided in the second tank passage 34 as a first valve. The pressure control valve 52 of this embodiment is provided so as not to block the passage for supplying the compressed air generated by the compressor 10 to the first tank 20 .

The pressure control valve 52 opens to allow compressed air to flow downstream when the upstream pressure is equal to or higher than a predetermined first control pressure Pv1, and closes to allow compressed air to flow downstream when the upstream pressure is lower than the first control pressure Pv1. block the flow of The pressure control valve 52 of this embodiment is provided in a passage through which the second tank 30 receives the supply of compressed air, and controls the supply of the compressed air Apo to the second tank 30 . The pressure control valve 52 closes when the pressure of the compressed air Apo is lower than the first control pressure Pv1 to block the flow of the compressed air Apo into the second tank 30, and the pressure of the compressed air Apo reaches the first control pressure Pv1. In the above cases, it is opened to allow the compressed air Apo to flow into the second tank 30 .

In this embodiment, the first control pressure Pv1 is set higher than the first upper limit pressure Pk. That is, while the first pressure regulating section 22 is operating in the first mode, the pressure of the compressed air Apo does not exceed the first control pressure Pv1. does not flow into the second tank 30.

In this embodiment, the first control pressure Pv1 is set higher than the second lower limit pressure Pm and lower than the second upper limit pressure Pn. That is, while the second pressure regulating section 32 is operating in the second mode, when the pressure of the compressed air Apo exceeds the first control pressure Pv1, the pressure control valve 52 is opened and the compressed air Apo is released into the second tank 30 flow into When the pressure of the compressed air Apo becomes lower than the first control pressure Pv1, the pressure control valve 52 is closed to stop the inflow of the compressed air Apo. It flows into tank 30 .

The operation of this embodiment will be described.
(1) First mode operation (when overhead line power cannot be used)
Since overhead power cannot be used when the pantograph 82 is lowered, the compressor control unit 16 enters the first mode, operates the first pressure regulating unit 22, and supplies power to the compressor 10 from the on-board power supply 40 to the on-board power supply. Supply power. At this time, the compressor 10 supplies the compressed air Apo to the first tank 20 through the first tank passage 24 . The supplied compressed air Apo is stored in the first tank 20 .

In the first mode, the pressure in the first tank 20 is maintained between the first lower limit pressure Pj and the first upper limit pressure Pk by the first pressure regulating section 22 . Since the first control pressure Pv1 is higher than the first upper limit pressure Pk, the pressure control valve 52 remains closed. Therefore, the pressure control valve 52 prevents the compressed air Apo from flowing from the first tank 20 into the second tank 30 when the pressure in the first tank 20 is lower than the first control pressure Pv1 of the pressure control valve 52 . In the first mode, the first compressed air Ap1 sent from the first tank 20 operates the lifting device 86 to move the pantograph 82 up and down.

(2) Second mode operation (when catenary power can be used)
When the pantograph 82 is raised and is in contact with the overhead wire 84, the overhead wire power can be used. Supply overhead line power. At this time, the compressed air Apo exceeds the first upper limit pressure Pk and is stored in the first tank 20 .

When the pressure of the compressed air Apo reaches or exceeds the first control pressure Pv1, the pressure control valve 52 opens, the compressed air Apo is sent from the first tank 20 to the second tank 30, and the compressed air Apo is accumulated in the second tank 30. In the second mode, the first compressed air Ap1 sent from the first tank 20 operates the lifting device 86 to move the pantograph 82 up and down. Further, the second compressed air Ap2 sent from the second tank 30 can operate the brake drive device 96 and the door opening/closing device 98.

(3) Breaking mode operation (when a protection circuit such as a circuit breaker is activated)
When an abnormal current from the overhead line 84 trips a protective circuit (eg, a vacuum circuit breaker), the pantograph drops and the overhead line power becomes unavailable. In this state, overhead line power cannot be used, so the compressor control unit 16 switches to the first mode, operates the compressor 10 with the on-board power supply power, and raises and lowers the pantograph with the compressed air Ap1 from the first tank 20. In this case, the air compression system 100 operates in the same manner as in the first mode.

Actions and effects of the air compression system 100 of the present embodiment configured in this way will be described.

The air compression system 100 of the present embodiment includes a compressor 10, a first tank 20 storing compressed air for raising and lowering the pantograph, a second tank 30 storing compressed air for brake operation, and electric power separately from the overhead line 84. Compressed air generated by the compressor 10 using the power of the vehicle-mounted power supply 40 is stored in the first tank 20 when the power of the vehicle-mounted power supply 40 that can be supplied and the overhead line power cannot be used, and when the overhead power can be used, the overhead power is supplied. and a control unit that controls the compressor 10 so that the compressed air generated by the compressor 10 using is stored in the second tank 30 .

According to this configuration, compressed air can be accumulated in the first tank 20 and the second tank 30 with one compressor 10 . As a result, the air compression system can be made smaller than when a separate compressor is provided.

In the above-described device, the compressed air generated by the compressor 10 using the electric power of the vehicle-mounted power source 40 does not have to be supplied to the second tank 30 . In this case, since the compressed air does not flow into the second tank 30, the compressed air can be stored in the first tank 20 efficiently. As a result, the capacity of the vehicle-mounted power supply 40 can be reduced.

The device described above may have a pressure control valve 52 capable of blocking the passage of compressed air to the second tank 30 . In this case, by shutting off the pressure control valve 52 in the first mode, it is possible to prevent the supply of the compressed air generated using the electric power of the onboard power supply 40 to the second tank 30 .

The pressure control valve 52 described above may be provided so as not to block the passage for supplying the compressed air generated by the compressor 10 to the first tank 20 . In this case, even if the pressure control valve 52 does not open for some reason, the compressed air is supplied to the first tank 20 , so that the pantograph 82 is raised and power can be received from the overhead wire 84 .

The pressure control valve 52 described above is a pressure control valve that opens at a predetermined first pressure or more, and the pressure of the compressed air generated by the compressor 10 using the power of the on-board power supply 40 is controlled to be lower than the first pressure, and the overhead power may be used to control the pressure of the compressed air produced by the compressor 10 to be higher than the first pressure. In this case, since it is used for the pressure control valve 52 that autonomously switches between open and closed states according to the level of the pressure, separate control can be eliminated.

In the apparatus described above, the compressor 10 may be driven at a lower voltage when using power from the on-board power supply 40 than when using overhead line power. In this case, since the compressor 10 can be driven with a low voltage, the vehicle-mounted power supply 40 can be miniaturized.

Hereinafter, configurations of air compression systems 100 according to second to eighth embodiments of the present invention will be described with reference to FIGS. 4 to 8. FIG. In the drawings and descriptions of the second to sixth embodiments, the same reference numerals are given to the same or equivalent components and members as in the first embodiment. Explanations overlapping with those of the first embodiment will be appropriately omitted, and the explanation will focus on the configuration different from that of the first embodiment.

[Second embodiment]
FIG. 4 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 of the second embodiment, and corresponds to FIG. As shown in FIG. 3, this embodiment differs from the first embodiment in that a check valve 54 is provided as a second valve, and the rest of the configuration is the same. Therefore, the check valve 54 will be mainly described.

For some reason, it is conceivable that the pantograph 82 cannot be moved up and down due to insufficient compressed air in the first tank 20 . In this case, it is desirable to be able to supply compressed air from the second tank 30 to the first tank 20 . Therefore, this embodiment has a check valve 54 that supplies compressed air from the second tank 30 to the first tank 20 . With this configuration, in this embodiment, when the compressed air in the first tank 20 is insufficient, the compressed air can be supplied from the second tank 30 to the first tank 20, so that the pantograph can be lifted to receive overhead power.

The check valve 54 is not limited as long as it can supply compressed air from the second tank 30 to the first tank 20 . The check valve 54 of the present embodiment is a valve mechanism that allows air to flow from the second tank 30 to the first tank 20 side and prevents backflow from the first tank 20 to the second tank 30 . As shown in FIG. 4 , the check valve 54 is provided in parallel with the pressure control valve 52 in the second tank passage 34 . The check valve 54 may be provided in another passage that connects the port S<b>1 of the first tank 20 and the port P<b>2 of the second tank 30 . With this configuration, the present embodiment can prevent backflow by the autonomous operation of the check valve, thereby eliminating the need for separate control.

The operation of this embodiment will be described.
(1) First mode operation (when overhead line power cannot be used)
This embodiment operates similarly to the first embodiment. Due to the control valve 52 and the check valve 54, when the pressure in the first tank 20 is lower than the first control pressure Pv1 of the control valve 52, the compressed air Apo flows from the first tank 20 to the second tank 30. do not. Also, when the compressed air in the first tank 20 runs short, compressed air is supplied from the second tank 30 to the first tank 20 via the check valve 54 .
(2) Second mode operation (when catenary power can be used)
This embodiment operates similarly to the first embodiment.
(3) Breaking mode operation (when a protection circuit such as a circuit breaker is activated)
This embodiment operates similarly to the first embodiment.

This embodiment has the same functions and effects as those of the first embodiment.

[Third Embodiment]
FIG. 5 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 of the third embodiment, and corresponds to FIG. As shown in FIG. 5, the present embodiment differs from the first embodiment in that an electromagnetic valve 56 is provided as the first valve in place of the pressure control valve 52, and other configurations are the same. Therefore, the electromagnetic valve 56 will be mainly described.

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

The operation of this embodiment will be described.
(1) First mode operation (when overhead line power cannot be used)
In the first mode, solenoid valve 56 is closed and compressed air Apo does not flow from first tank 20 to second tank 30 . Therefore, this embodiment operates similarly to the first embodiment.
(2) Second mode operation (when catenary power can be used)
In the second mode, the electromagnetic valve 56 is opened, the compressed air Apo is sent from the first tank 20 to the second tank 30, and the operation is similar to that of the first embodiment.
(3) Breaking mode operation (when a protection circuit such as a circuit breaker is activated)
In shut-off mode, the solenoid valve 56 is closed and operates in the same manner as in the first embodiment.

This embodiment has the same functions and effects as those of the first embodiment.

[Fourth Embodiment]
FIG. 6 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 of the fourth embodiment, and corresponds to FIG. As shown in FIG. 6, this embodiment differs from the third embodiment in that a check valve 54 is provided as a second valve, and other configurations are the same. Therefore, the check valve 54 will be mainly described. The check valve 54 is provided in parallel with the solenoid valve 56 in the second tank passage 34 . The operation of the solenoid valve 56 is the same as in the third embodiment, and the operation of the check valve 54 is the same as in the second embodiment.

The operation of this embodiment will be described.
(1) First mode operation (when overhead line power cannot be used)
In the first mode, the solenoid valve 56 and the check valve 54 are closed and the compressed air Apo does not flow from the first tank 20 to the second tank 30 . Therefore, this embodiment operates similarly to the first embodiment.
(2) Second mode operation (when catenary power can be used)
In the second mode, the electromagnetic valve 56 is opened, the compressed air Apo is sent from the first tank 20 to the second tank 30, and the operation is similar to that of the first embodiment.
(3) Breaking mode operation (when a protection circuit such as a circuit breaker is activated)
In shut-off mode, the solenoid valve 56 is closed and operates in the same manner as in the first embodiment.

This embodiment has the same functions and effects as those of the first and second embodiments.

[Fifth embodiment]
FIG. 7 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20, 30 of the air compression system 100 of the fifth embodiment, and corresponds to FIG. As shown in FIG. 7, this embodiment includes a two-way solenoid valve 60 that switches and supplies the compressed air Apo from the compressor 10 to the first tank 20 and the second tank 30. The second embodiment is different from the first embodiment in that it is disconnected from the second tank 30, and the rest of the configuration is the same. Therefore, the operation of the two-way solenoid valve 60 will be mainly described.

The two-way solenoid valve 60 is a solenoid valve having an inlet port P3 and two outlet ports P4 and P5, and is controlled by the compressor controller 16. Inlet port P3 is connected to the outlet of dehumidifier 14 . Outlet port P4 is connected to port P1 of first tank 20 . Outlet port P5 is connected to port P2 of second tank 30 .

The operation of this embodiment will be described.
(1) First mode operation (when overhead line power cannot be used)
In the first mode, the two-way solenoid valve 60 is controlled so 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, compressed air Apo from compressor 10 is delivered to first tank 20 . At this time, the compressed air Apo does not flow into the second tank 30 . Therefore, in the first mode, this embodiment operates similarly to the first embodiment. That is, the two-way solenoid valve 60 is an example of a first valve capable of blocking the passage for supplying the compressed air Apo to the second tank 30 .

(2) Second mode operation (when catenary power can be used)
In the second mode, the inlet port P3 and the outlet port P5 are controlled to communicate, and the inlet port P3 and the outlet port P4 are controlled to be non-communicated. As a result, compressed air Apo from compressor 10 is delivered to second tank 30 . Therefore, in the second mode, this embodiment operates similarly to the first embodiment.
(3) Breaking mode operation (when a protection circuit such as a circuit breaker is activated)
In the shut-off mode, the two-way solenoid valve 60 is controlled so 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, thus operating in the same manner as in the first embodiment.

This embodiment has the same functions and effects as those of the first embodiment.

[Sixth Embodiment]
FIG. 8 is a configuration diagram showing the periphery of the compressor 10 and the first and second tanks 20 and 30 of the air compression system 100 of the sixth embodiment, and corresponds to FIG. As shown in FIG. 8, the air compression system 100 of this embodiment differs from that of the fifth embodiment in that it includes a check valve 54, and the rest of the configuration is the same. Therefore, the check valve 54 will be mainly described. The check valve 54 is provided in a passage that connects the port S<b>1 of the first tank 20 and the port S<b>2 of the second tank 30 . The check valve 54 of the present embodiment allows air to flow from the second tank 30 to the first tank 20 side and prevents backflow from the first tank 20 to the second tank 30 . The check valve 54 supplies compressed air from the second tank 30 to the first tank 20 .

The operation of this embodiment will be described.
(1) First mode operation (when overhead line power cannot be used)
In the first mode, this embodiment operates similarly to the fifth embodiment. Also, when the compressed air in the first tank 20 runs short, compressed air is supplied from the second tank 30 to the first tank 20 via the check valve 54 .
(2) Second mode operation (when catenary power can be used)
In the second mode, this embodiment operates similarly to the fifth embodiment.
(3) Breaking mode operation (when a protection circuit such as a circuit breaker is activated)
In blocking mode, this embodiment operates similarly to the fifth embodiment.

This embodiment has the same functions and effects as those of the first and second embodiments.

[Seventh Embodiment]
A seventh embodiment of the present invention will be described. In the description of the seventh embodiment, the same reference numerals are given to the same or equivalent components and members as in the first embodiment. Explanations overlapping with those of the first embodiment will be appropriately omitted, and the explanation will focus on the configuration different from that of the first embodiment.

A seventh embodiment of the present invention is a control method for an air compression system for railway vehicles. In this method, the power used for the compressor 10 supplying the compressed air is supplied from the overhead wire 84 when the overhead wire power can be used, and the power used for the compressor 10 is supplied from the vehicle-mounted power source 40 when the overhead wire power cannot be used.

According to the seventh embodiment, one compressor 10 can be driven by electric power from the overhead wire 84 or the vehicle-mounted power supply 40, and compressed air can be supplied. Pantograph 82 can be raised. Since it can be realized with one compressor 10, the size of the air compression system for railway vehicles can be reduced.

Exemplary embodiments of the present invention have been described above in detail. All of the above-described embodiments merely show specific examples for carrying out the present invention. The contents of the embodiments do not limit the technical scope of the present invention, and many design changes such as changes, additions, and deletions of constituent elements can be made without departing from the spirit of the invention defined in the claims. It is possible. In the above-described embodiment, descriptions such as "of the embodiment", "in the embodiment", etc. are added to the contents that allow such design changes. Changes are not unacceptable.

[Modification]
Modifications will be described below. In the drawings and description of the modified example, the same reference numerals are given to the same or equivalent components and members as the embodiment. Descriptions that overlap with the embodiment will be omitted as appropriate, and the configuration that is different from the first embodiment will be mainly described.

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

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

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

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

The modified example described above has the same actions and effects as the embodiment.

Any combination of the above-described embodiments and modifications is also useful as embodiments of the present invention. A new embodiment resulting from the combination has the effects of each of the combined embodiments and modifications.

Reference Signs List 1 Vehicle 10 Compressor 16 Compressor control unit 20 First tank 22 First pressure regulating unit 24 First tank passage 30 Second tank 32 Second pressure regulating section 34 Second tank passage 40 In-vehicle power supply 42 Charging control section 50 Passage control section 52 Pressure control valve 54 Check valve 56... Solenoid valve 60... Two-way solenoid valve 80... Vehicle body 82... Pantograph 84... Overhead wire 86... Lifting device 100... Air compression system.

Claims (6)

a compressor;
a first tank that stores compressed air for pantograph elevation;
a second tank for storing compressed air for braking;
An in-vehicle power supply that can supply power separately from overhead lines,
When overhead line power cannot be used, the compressed air generated by the compressor using the power of the vehicle-mounted power supply is stored in the first tank, and when the overhead line power is available, the overhead line power is used to operate the compressor. A control unit that controls the compressor so that the compressed air generated in the second tank is stored in the second tank ;
a first valve capable of blocking a tank passage connecting the first tank and the second tank;
with
The first valve blocks the tank passage when the compressed air generated by the compressor using the electric power of the on-vehicle power supply is stored in the first tank, and the compressed air is generated by the compressor using the overhead power. When the compressed air is stored in the second tank, the tank passage is not blocked, and the compressed air generated by the compressor passes through the first tank and the tank passage and is supplied to the second tank.
Air compression system for railway vehicles. 2. The railway vehicle air compression system according to claim 1, wherein the controller controls the compressor so that the compressed air generated by the compressor using the electric power of the on-vehicle power supply is not supplied to the second tank. The first valve is a pressure control valve that opens at a predetermined first pressure or higher,
The controller controls the compressor so that the pressure of the first tank is lower than the first pressure when the compressed air generated by the compressor using the electric power of the vehicle-mounted power supply is stored in the first tank. to control the
When the compressed air generated by the compressor using the overhead power is stored in the second tank, the compressor is controlled so that the pressure of the first tank is higher than the first pressure. An air compression system for rail vehicles as described. 4. The railway vehicle air compression system according to any one of claims 1 to 3 , further comprising a second valve for supplying compressed air from the second tank to the first tank. 5. The railway vehicle air compression system according to claim 4 , wherein the second valve is a check valve capable of preventing reverse flow from the first tank to the second tank. 6. The railway vehicle air compression system according to any one of claims 1 to 5 , wherein the compressor is driven at a lower voltage when using the electric power of the on-vehicle power supply than when using the overhead line electric power.

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