TW202031526A - Air compression system for railway vehicle, and control method of air compression system for railway vehicle capable of miniaturizing an air compression system for a railway vehicle that can supply compressed air for lifting and lowering a pantograph even in a state in which overhead power is not available - Google Patents

Air compression system for railway vehicle, and control method of air compression system for railway vehicle capable of miniaturizing an air compression system for a railway vehicle that can supply compressed air for lifting and lowering a pantograph even in a state in which overhead power is not available Download PDF

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TW202031526A
TW202031526A TW108146908A TW108146908A TW202031526A TW 202031526 A TW202031526 A TW 202031526A TW 108146908 A TW108146908 A TW 108146908A TW 108146908 A TW108146908 A TW 108146908A TW 202031526 A TW202031526 A TW 202031526A
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tank
compressed air
compressor
compression system
pressure
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TW108146908A
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TWI751464B (en
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黒光将
久我崇
川畑慶太
田中源平
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日商納博特斯克股份有限公司
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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
    • 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
    • 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
    • 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
    • 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 object of the present invention is to miniaturize an air compression system for a railway vehicle that can supply compressed air for lifting and lowering a pantograph even in a state in which overhead power is not available. The air compression system 100 of the present invention includes: a compressor 10; a first tank 20, which stores compressed air for lifting and lowering a pantograph; a second tank 30, which stores compressed air for actuating a brake; an on-vehicle power supply 40, which can supply power in a way different from that of an overhead line 84; and a control unit, which controls the compressor 10 in such a manner that when overhead power is not available, the compressed air generated in the compressor 10 by using electric power of the on-vehicle power supply 40 is stored in the first tank 20, and when the overhead power is available, the compressed air generated in the compressor 10 by using the overhead power is stored in the second tank 30.

Description

鐵道車輛用空氣壓縮系統、鐵道車輛用空氣壓縮系統之控制方法Air compression system for railway vehicles, control method of air compression system for railway vehicles

本發明係關於一種鐵道車輛用空氣壓縮系統及其控制方法。The invention relates to an air compression system for railway vehicles and a control method thereof.

業已知悉具備空氣壓縮機及空氣槽之鐵道用之電動車輛。例如，在專利文獻1中曾記載鐵道用之電動車輛，該鐵道用之電動車輛具備：空氣壓縮機，其產生壓縮空氣；及空氣槽，其暫時儲存自空氣壓縮機導入之壓縮空氣；且利用來自空氣槽之壓縮空氣使制動裝置等車輛之各部機構動作。 [先前技術文獻] [專利文獻]It is known in the industry that electric vehicles for railways are equipped with air compressors and air tanks. For example, Patent Document 1 describes an electric vehicle for railway use. The electric vehicle for railway use is equipped with an air compressor that generates compressed air; and an air tank that temporarily stores compressed air introduced from the air compressor; Compressed air from the air tank activates various parts of the vehicle such as the brake device. [Prior Technical Literature] [Patent Literature]

[專利文獻1]日本特開2004-112921號公報[Patent Document 1] JP 2004-112921 A

[發明所欲解決之問題][The problem to be solved by the invention]

本發明者針對藉由自架線經由集電弓供給之電力驅動之鐵道車輛之空氣壓縮系統獲得以下之認知。 具備集電弓之鐵道車輛在通常行駛時，使集電弓上升而接收架線電力，使用該架線電力驅動車輛驅動用之馬達且驅動空氣壓縮系統而供給壓縮空氣。在此鐵道車輛中存在利用空氣壓縮系統之壓縮空氣使集電弓升降者。The inventor of the present invention has obtained the following knowledge about the air compression system of a railway vehicle driven by electric power supplied from a wire through a pantograph. When a railway vehicle equipped with a pantograph is normally running, the pantograph is raised to receive overhead power, and the overhead power is used to drive a motor for driving the vehicle and drive an air compression system to supply compressed air. In this railway vehicle, there are those who use the compressed air of the air compression system to lift the pantograph.

此鐵道車輛有在等待進入車庫時成為使集電弓下降而無法使用架線電力之狀態之情形。在此狀態下，由於在使集電弓再次上升時，利用架線電力動作之壓縮機無法使用，故考量設置利用電池之電力動作之另一壓縮機，利用來自該壓縮機之壓縮空氣使集電弓升降。This railway vehicle may fall into a state where the pantograph is lowered while waiting to enter the garage and cannot use overhead power. In this state, when the pantograph is raised again, the compressor operated by overhead power cannot be used. Therefore, it is considered to install another compressor operated by the electric power of the battery, and use the compressed air from the compressor to collect the electricity. The bow rises and falls.

然而，有若設置利用電池動作之另一壓縮機，則空氣壓縮系統大型化而不易朝車輛之下部空間收納之問題。 根據該等情況，本發明者認識到在空氣壓縮系統中，基於將即便在無法使用架線電力之狀態亦可供給集電弓升降用之壓縮空氣之鐵道車輛用空氣壓縮系統小型化之觀點，存在改善之餘地。However, there is a problem that if another compressor operated by a battery is installed, the air compression system is enlarged and it is not easy to store it in the lower space of the vehicle. Based on these circumstances, the inventors of the present invention have realized that the air compression system is based on the viewpoint of miniaturizing the air compression system for railway vehicles that can supply compressed air for the pantograph lifting and lowering even in a state where overhead power cannot be used. There is room for improvement.

本發明係鑒於如上述之問題而完成者，其目的在於將即便在無法使用架線電力之狀態下亦可供給集電弓升降用之壓縮空氣之鐵道車輛用空氣壓縮系統小型化。 [解決問題之技術手段]The present invention was made in view of the above-mentioned problems, and its object is to downsize an air compression system for railway vehicles that can supply compressed air for pantograph lifting and lowering even in a state where overhead power cannot be used. [Technical means to solve the problem]

為了解決上述問題，本發明之某一態樣之鐵道車輛用空氣壓縮系統具備壓縮機；第1槽，其積存壓縮空氣以用於集電弓升降；第2槽，其積存壓縮空氣以用於制動器作動；車載電源，其可與架線不同地另行供給電力；及控制部，其以下述方式控制壓縮機，即：在無法利用架線電力時，將利用車載電源之電力由壓縮機產生之壓縮空氣積存於第1槽，在可利用架線電力時，將利用架線電力由壓縮機產生之壓縮空氣積存於第2槽。In order to solve the above problems, an air compression system for railway vehicles of one aspect of the present invention includes a compressor; the first tank stores compressed air for pantograph lifting; the second tank stores compressed air for use The brake is activated; the on-board power supply, which can supply power separately from the overhead line; and the control unit, which controls the compressor in the following manner, that is: when the overhead line power cannot be used, the compressed air generated by the compressor will be used from the on-board power supply It is stored in the first tank, and when overhead power is available, compressed air generated by the compressor using the overhead power is stored in the second tank.

根據該態樣，可將以1個壓縮機產生之壓縮空氣積存於第1槽及第2槽。According to this aspect, the compressed air generated by one compressor can be accumulated in the first tank and the second tank.

此外，將以上之任意之組合、本發明之構成要素或表現在方法、裝置、程式、記錄程式之暫時性或非暫時性記憶媒體、系統等之間相互置換者亦作為本發明之態樣而有效。 [發明之效果]In addition, any combination of the above, constituent elements of the present invention, or temporary or non-transitory memory media, systems, etc., which are expressed in methods, devices, programs, and recording programs, are also considered as aspects of the present invention. effective. [Effects of Invention]

根據本發明，可將即便在無法使用架線電力之狀態下亦可供給集電弓升降用之壓縮空氣之鐵道車輛用空氣壓縮系統小型化。According to the present invention, it is possible to miniaturize an air compression system for railway vehicles that can supply compressed air for lifting and lowering the pantograph even in a state where overhead power cannot be used.

以下，基於較佳之實施形態一面參照各圖式一面說明本發明。在實施形態及變化例中，對於同一或同等之構成要素、構件賦予同一符號，且適宜地省略重複之說明。又，各圖式之構件之尺寸為便於理解，適宜地放大、縮小而顯示。又，在各圖式中，在說明實施形態方面並不重要之構件之一部分省略顯示。 又，包含第1、第2等之序數之用語係為了說明多種構成要素而使用，但該用語僅出於將一個構成要素與其他之構成要素進行區別之目的而使用，並非利用該用語限定構成要素者。Hereinafter, the present invention will be described with reference to the drawings based on preferred embodiments. In the embodiment and the modified examples, the same or equivalent constituent elements and members are given the same reference numerals, and repeated descriptions are appropriately omitted. In addition, the size of the components of each drawing is appropriately enlarged and reduced for easy understanding. In addition, in each of the drawings, parts of components that are not important in explaining the embodiment are omitted. In addition, the terms including the first, second, etc. ordinal numbers are used to describe multiple constituent elements, but the terms are used only for the purpose of distinguishing one constituent element from other constituent elements, and are not used to limit the composition. Factor.

[第1實施形態] 參照圖1～圖3，針對本發明之第1實施形態之鐵道車輛用空氣壓縮系統100之構成進行說明。圖1係概略地顯示搭載有第1實施形態之空氣壓縮系統100之車輛1之側視圖。[First Embodiment] 1 to 3, the structure of the rail vehicle air compression system 100 according to the first embodiment of the present invention will be described. Fig. 1 is a side view schematically showing a vehicle 1 equipped with an air compression system 100 of the first embodiment.

本實施形態之車輛1係鐵道車輛，主要具備：車體80、集電弓82、升降裝置86、轉換裝置8、行駛控制裝置90、行駛馬達92、車輪94、制動器驅動裝置96、門開閉裝置98、及空氣壓縮系統100。集電弓82在上升之狀態下與架線84接觸，自架線接收電力(以下稱為“架線電力”)，且朝轉換裝置88供給。集電弓82在下降之狀態下與架線84不接觸，不接收架線電力。The vehicle 1 of this embodiment is a railway vehicle, which mainly includes a car body 80, a pantograph 82, a lifting device 86, a conversion device 8, a travel control device 90, a travel motor 92, wheels 94, a brake drive device 96, and a door opening and closing device 98, and the air compression system 100. The pantograph 82 is in contact with the overhead line 84 in the ascending state, receives power from the overhead line (hereinafter referred to as “overline power”), and supplies it to the conversion device 88. The pantograph 82 is not in contact with the overhead line 84 in the descending state, and does not receive overhead line power.

升降裝置86基於自空氣壓縮系統100供給之第1壓縮空氣Ap1將集電弓82升降。轉換裝置88將經由集電弓82接收之架線電力轉換為特定之電壓，且朝行駛馬達92及空氣壓縮系統100等車輛之各部供給。行駛控制裝置90基於來自轉換裝置88之電力進行行駛馬達92之驅動及其控制。車輪94基於行駛馬達92之旋轉而旋轉，從而使車輛1行駛。制動器驅動裝置96與門開閉裝置98基於自空氣壓縮系統100供給之第2壓縮空氣Ap2，使制動器(未圖示)作動，而進行車輛之門(未圖示)之開閉動作。車體80在其下部空間搭載空氣壓縮系統100及其他之相關機器。The lifting device 86 lifts and lowers the pantograph 82 based on the first compressed air Ap1 supplied from the air compression system 100. The conversion device 88 converts the overhead power received via the pantograph 82 into a specific voltage and supplies it to various parts of the vehicle such as the travel motor 92 and the air compression system 100. The travel control device 90 drives and controls the travel motor 92 based on the electric power from the conversion device 88. The wheels 94 rotate based on the rotation of the travel motor 92, thereby causing the vehicle 1 to travel. The brake driving device 96 and the door opening and closing device 98 actuate a brake (not shown) based on the second compressed air Ap2 supplied from the air compression system 100 to perform opening and closing operations of a vehicle door (not shown). The vehicle body 80 is equipped with an air compression system 100 and other related equipment in its lower space.

說明空氣壓縮系統100。圖2係概略地顯示空氣壓縮系統100之構成之方塊圖。本實施形態之空氣壓縮系統100包含：壓縮機10、車載電源40、充電控制部42、壓縮裝置控制部16、第1槽20、第2槽30、及通路控制部50。The air compression system 100 is described. FIG. 2 is a block diagram schematically showing the structure of the air compression system 100. The air compression system 100 of this embodiment includes a compressor 10, an on-vehicle power supply 40, a charging control unit 42, a compression device control unit 16, a first tank 20, a second tank 30, and a passage control unit 50.

壓縮機10壓縮空氣且供給壓縮空氣。本實施形態之壓縮機10係包含基於自壓縮裝置控制部16供給之電力旋轉之馬達(未圖示)，且利用該馬達之驅動力供給壓縮空氣之電動空氣壓縮機。The compressor 10 compresses air and supplies compressed air. The compressor 10 of this embodiment includes a motor (not shown) that rotates based on electric power supplied from the compressor control unit 16, and uses the driving force of the motor to supply compressed air.

車載電源40係可與架線84不同地另行供給電力(以下稱為“車載電源電力”)之電源要素。本實施形態之車載電源40係可重複充電之蓄電池。充電控制部42基於架線電力控制車載電源40之充電。The vehicle power supply 40 is a power supply element that can supply electric power separately from the overhead line 84 (hereinafter referred to as "vehicle power supply power"). The vehicle power supply 40 of this embodiment is a rechargeable battery. The charging control unit 42 controls the charging of the on-board power supply 40 based on the overhead power.

壓縮裝置控制部16係基於架線電力、及車載電源電力對壓縮機10供給驅動電力之控制要素。壓縮裝置控制部16在架線電力無法使用時進入第1模式，在架線電力可使用時進入第2模式。壓縮裝置控制部16在第1模式下將車載電源電力供給至壓縮機10，在第2模式下將架線電力供給至壓縮機10。壓縮裝置控制部16可構成為包含例如CPU(Central Processing Unit，中央處理單元)等之電子裝置。The compressor control unit 16 is a control element that supplies driving power to the compressor 10 based on the overhead power and the on-board power supply power. The compressor control unit 16 enters the first mode when the overhead power is unavailable, and enters the second mode when the overhead power is available. The compressor control unit 16 supplies the on-board power supply power to the compressor 10 in the first mode, and supplies the overhead power to the compressor 10 in the second mode. The compression device control unit 16 may be configured as an electronic device including, for example, a CPU (Central Processing Unit, central processing unit).

在本實施形態中，壓縮機10在使用車載電源40之電力時，以較使用架線電力時低之電壓驅動。作為一例，在使用車載電源40之電力之第1模式下，壓縮機10以100 v驅動，在使用架線電力之第2模式下，壓縮機10以400 v驅動。In this embodiment, when the compressor 10 uses the electric power of the on-board power supply 40, it is driven at a lower voltage than when the overhead power is used. As an example, in the first mode using the electric power of the vehicle-mounted power supply 40, the compressor 10 is driven at 100 v, and in the second mode using the overhead power, the compressor 10 is driven at 400 v.

第1槽20係積存自壓縮機10供給之壓縮空氣以用於集電弓升降之空氣槽。積存於第1槽20之壓縮空氣經由第1輸出通路Ps1，作為第1壓縮空氣Ap1對升降裝置86供給。升降裝置86基於所供給之第1壓縮空氣Ap1，將集電弓82升降。第1槽20之容量可小於第2槽30之容量。The first tank 20 is an air tank for storing compressed air supplied from the compressor 10 for the pantograph to lift. The compressed air stored in the first tank 20 is supplied to the lifting device 86 as the first compressed air Ap1 via the first output passage Ps1. The lifting device 86 lifts 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.

第2槽30係積存自壓縮機10供給之壓縮空氣以用於制動器作動之空氣槽。積存於第2槽30之壓縮空氣經由第2輸出通路Ps2，對制動器驅動裝置96作為第2壓縮空氣Ap2供給。制動器驅動裝置96基於所供給之第2壓縮空氣Ap2，進行制動器之作動及解除。在本實施形態中，第2壓縮空氣Ap2也對門開閉裝置98供給。門開閉裝置98基於所供給之第2壓縮空氣Ap2進行門之開閉動作。The second tank 30 is an air tank for storing compressed air supplied from the compressor 10 for brake operation. The compressed air stored in the second tank 30 is supplied to the brake driving device 96 as the second compressed air Ap2 via the second output passage Ps2. The brake driving 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 and closing device 98. The door opening and closing device 98 performs door opening and closing operations based on the supplied second compressed air Ap2.

通路控制部50控制壓縮機10、第1槽20、第2槽30之間之壓縮空氣之流路。通路控制部50判定壓縮機10利用車載電源電力與架線電力之哪一者而動作，且與該判定結果相應地控制壓縮空氣之流路。該判定可藉由通路控制部50獨自進行，但在本例中係利用壓縮裝置控制部16之模式判定之結果。具體而言，通路控制部50在第1模式與第2模式下切換壓縮空氣之流路。通路控制部50在第1模式下以將於壓縮機10產生之壓縮空氣Apo供給至第1槽20之方式控制流路。在此情形下，壓縮空氣Apo積存於第1槽20。又，通路控制部50在第2模式下以將壓縮空氣Apo供給至第2槽30之方式控制流路。在此情形下，壓縮空氣Apo積存於第2槽30。The passage control unit 50 controls the flow passage of compressed air between the compressor 10, the first tank 20, and the second tank 30. The passage control unit 50 determines which of the on-vehicle power supply power and the overhead power of the compressor 10 is operated, and controls the flow path of the compressed air in accordance with the determination result. This determination can be made by the path control unit 50 alone, but in this example, the result of the mode determination by the compression device control unit 16 is used. Specifically, the passage control unit 50 switches the flow passage of compressed air between the first mode and the second mode. The passage control unit 50 controls the flow passage so as to supply the compressed air Apo generated by the compressor 10 to the first tank 20 in the first mode. In this case, the compressed air Apo is accumulated in the first tank 20. In addition, the passage control unit 50 controls the passage so as to supply the compressed air Apo to the second tank 30 in the second mode. In this case, the compressed air Apo is accumulated in the second tank 30.

參照圖3，說明本實施形態之空氣壓縮系統100之壓縮機10、第1、第2槽20、30、及通路控制部50。圖3係顯示本實施形態之空氣壓縮系統100之壓縮機10、及第1、第2槽20、30之周邊之構成圖。該圖主要顯示壓縮空氣之流路，省略在說明方面並不重要之構件之一部分。如圖3所示，本實施形態具有：壓縮機側止回閥12、除濕裝置14、第1槽通路24、第2槽通路34、第1調壓部22、第2調壓部32、及壓力控制閥52。此外，在以下之說明中存在將供給壓縮空氣之側稱為“上游”、“上游側”，將接收壓縮空氣之供給之側稱為“下游”、“下游側”之情形。3, the compressor 10, the first and second tanks 20, 30, and the passage control unit 50 of the air compression system 100 of this embodiment will be described. Fig. 3 is a configuration diagram showing the compressor 10 and the periphery of the first and second tanks 20 and 30 of the air compression system 100 of this embodiment. This figure mainly shows the flow path of compressed air, omitting part of the components that are not important in the description. As shown in FIG. 3, this embodiment has: a compressor-side check valve 12, a dehumidifier 14, a first tank passage 24, a second tank passage 34, a first pressure regulator 22, a second pressure regulator 32, and Pressure control valve 52. In addition, in the following description, the side supplying compressed air may be referred to as "upstream" and "upstream side", and the side receiving the supply of compressed air may be referred to as "downstream" or "downstream".

第1槽20具有2個通路連接用埠P1、S1、及1個輸出用埠Q1。輸出用埠Q1連接於第1輸出通路Ps1，對升降裝置86供給第1壓縮空氣Ap1。The first tank 20 has two ports P1, S1 for path connection, and one port Q1 for output. The output port Q1 is connected to the first output path Ps1, and supplies the first compressed air Ap1 to the lifting device 86.

第2槽30具有1個通路連接用埠P2、及1個輸出用埠Q2。輸出用埠Q2連接於第2輸出通路Ps2，將第2壓縮空氣Ap2供給至制動器驅動裝置96及門開閉裝置98。The second tank 30 has one port P2 for channel connection and one port Q2 for output. The output port Q2 is connected to the second output path Ps2, and supplies the second compressed air Ap2 to the brake driving device 96 and the door opening and closing device 98.

壓縮機側止回閥12容許空氣朝下游側之流動，且遮斷空氣朝上游側之流動。在該例中，壓縮機側止回閥12遮斷空氣自第1、第2槽20、30朝壓縮機10之流動。除濕裝置14對自壓縮機10供給之壓縮空氣予以除濕。在該例中，壓縮機側止回閥12設置於除濕裝置14內。The compressor-side check valve 12 allows air to flow toward the downstream side, and blocks the air flow toward the upstream side. In this example, the compressor-side check valve 12 blocks the flow of air from the first and second tanks 20 and 30 to the compressor 10. The dehumidification device 14 dehumidifies the compressed air supplied from the compressor 10. In this example, the compressor-side check valve 12 is provided in the dehumidifier 14.

第1、第2調壓部22、32包含於壓縮裝置控制部16，為了調整槽內壓力而控制壓縮機10之動作。第1調壓部22在第1模式下動作，在第2模式下不動作，第2調壓部32在第2模式下動作，在第1模式下不動作。The first and second pressure regulating units 22 and 32 are included in the compressor control unit 16 and control the operation of the compressor 10 in order to adjust the pressure in the tank. The first pressure regulating unit 22 operates in the first mode and does not operate in the second mode, and the second pressure regulating unit 32 operates in the second mode and does not operate in the first mode.

在第1模式中，第1調壓部22檢測第1槽20內之第1壓力，與該第1檢測壓力相應地控制壓縮機10之作動/非作動。第1調壓部22在第1檢測壓力低於預設之第1下限壓力Pj時使壓縮機10作動，而提高第1槽20內之壓力。又，第1調壓部22在第1檢測壓力為預設之第1上限壓力Pk以上時使壓縮機10停止。其結果為，在第1模式下，第1槽20內之壓力維持在第1下限壓力Pj至第1上限壓力Pk之間。此外，第1下限壓力Pj設定為低於第1上限壓力Pk。In the first mode, the first pressure regulator 22 detects the first pressure in the first tank 20, and controls the operation/non-operation of the compressor 10 in accordance with the first detected pressure. The first pressure regulator 22 activates the compressor 10 when the first detected pressure is lower than the preset first lower limit pressure Pj to increase the pressure in the first tank 20. In addition, the first pressure regulator 22 stops the compressor 10 when the first detection pressure is equal to or higher than the preset first upper limit pressure Pk. As a result, in the first mode, the pressure in the first tank 20 is maintained between the first lower limit pressure Pj and the first upper limit pressure Pk. In addition, the first lower limit pressure Pj is set to be lower than the first upper limit pressure Pk.

在第2模式中，第2調壓部32檢測第2槽30內之第2壓力，與該第2檢測壓力相應地控制壓縮機10之作動/非作動。第2調壓部32在第2檢測壓力低於預設之第2下限壓力Pm時使壓縮機10作動，而提高第2槽30內之壓力。又，第2調壓部32在第2檢測壓力為預設之第2上限壓力Pn以上時使壓縮機10停止。其結果為，在第2模式下，第2槽30內之壓力維持在第2下限壓力Pm至第2上限壓力Pn之間。此外，第2下限壓力Pm設定為低於第2上限壓力Pn。In the second mode, the second pressure regulator 32 detects the second pressure in the second tank 30, and controls the operation/non-operation of the compressor 10 in accordance with the second detected pressure. The second pressure regulator 32 activates the compressor 10 when the second detected pressure is lower than the preset second lower limit pressure Pm to increase the pressure in the second tank 30. In addition, the second pressure regulator 32 stops the compressor 10 when the second detection pressure is equal to or higher than the preset second upper limit pressure Pn. As a result, in the second mode, the pressure in the second tank 30 is maintained between the second lower limit pressure Pm and the second upper limit pressure Pn. In addition, the second lower limit pressure Pm is set to be lower than the second upper limit pressure Pn.

第1槽通路24係經由壓縮機側止回閥12、除濕裝置14將自壓縮機10送出之壓縮空氣Apo供給至第1槽20之通路。本實施形態之第1槽通路24將除濕裝置14之出口與第1槽20之埠P1相連，而朝第1槽20內導引壓縮空氣Apo。The first tank passage 24 is a passage for supplying compressed air Apo sent from the compressor 10 to the first tank 20 via the compressor-side check valve 12 and the dehumidification device 14. The first tank passage 24 of this embodiment connects the outlet of the dehumidifier 14 to the port P1 of the first tank 20 and guides the compressed air Apo into the first tank 20.

第2槽通路34係經由壓縮機側止回閥12、除濕裝置14將自壓縮機10送出之壓縮空氣Apo供給至第2槽30之通路。本實施形態之第2槽通路34將第1槽20之埠S1與第2槽30之埠P2相連，而朝第2槽30內導引通過第1槽20之壓縮空氣Apo。在第2槽通路34設置壓力控制閥52作為第1閥。本實施形態之壓力控制閥52以不遮斷對第1槽20供給由壓縮機10產生之壓縮空氣之通路之方式設置。The second tank passage 34 is a passage for supplying the compressed air Apo sent from the compressor 10 to the second tank 30 via the compressor-side check valve 12 and the dehumidification device 14. The second groove passage 34 of this embodiment connects the port S1 of the first groove 20 and the port P2 of the second groove 30 and guides the compressed air Apo passing through the first groove 20 into the second groove 30. A pressure control valve 52 is provided as a first valve in the second tank passage 34. The pressure control valve 52 of the present embodiment is installed so as not to block the passage for supplying the compressed air generated by the compressor 10 to the first tank 20.

壓力控制閥52在上游側之壓力為特定之第1控制壓力Pv1以上時打開而使壓縮空氣朝下游側流動，在上游側之壓力低於第1控制壓力Pv1時關閉而遮斷空氣之流動。本實施形態之壓力控制閥52設置於第2槽30接收壓縮空氣之供給之通路，控制壓縮空氣Apo朝第2槽30之供給。壓力控制閥52在壓縮空氣Apo之壓力低於第1控制壓力Pv1時關閉，而遮斷壓縮空氣Apo朝第2槽30之流入，在壓縮空氣Apo之壓力為第1控制壓力Pv1以上時打開，而容許壓縮空氣Apo朝第2槽30之流入。The pressure control valve 52 opens when the pressure on the upstream side is equal to or higher than the specific first control pressure Pv1 to allow compressed air to flow toward the downstream side, and closes when the pressure on the upstream side is lower than the first control pressure Pv1 to block the flow of air. The pressure control valve 52 of this embodiment is provided in the passage through which the second tank 30 receives the supply of compressed air, and controls the supply of compressed air Apo to the second tank 30. The pressure control valve 52 is closed when the pressure of the compressed air Apo is lower than the first control pressure Pv1, and blocks the inflow of the compressed air Apo into the second tank 30, and opens when the pressure of the compressed air Apo is higher than the first control pressure Pv1, The compressed air Apo is allowed to flow into the second tank 30.

在本實施形態中，第1控制壓力Pv1設定為高於第1上限壓力Pk。即，由於在第1模式中於第1調壓部22動作之期間，壓縮空氣Apo之壓力不超過第1控制壓力Pv1，故壓力控制閥52維持關閉之狀態，壓縮空氣Apo不會流入第2槽30。In this embodiment, the first control pressure Pv1 is set higher than the first upper limit pressure Pk. That is, since the pressure of the compressed air Apo does not exceed the first control pressure Pv1 during the operation of the first pressure regulator 22 in the first mode, the pressure control valve 52 is maintained in a closed state, and the compressed air Apo does not flow into the second Slot 30.

在本實施形態中，第1控制壓力Pv1設定為高於第2下限壓力Pm且低於第2上限壓力Pn。即，在第2模式中於第2調壓部32動作之期間，當壓縮空氣Apo之壓力超過第1控制壓力Pv1時，壓力控制閥52打開，壓縮空氣Apo流入第2槽30。當壓縮空氣Apo之壓力低於第1控制壓力Pv1時，壓力控制閥52關閉，壓縮空氣Apo之流入停止，當壓縮空氣Apo之壓力再次超過第1控制壓力Pv1時，壓縮空氣Apo流入第2槽30。In this embodiment, the first control pressure Pv1 is set to be higher than the second lower limit pressure Pm and lower than the second upper limit pressure Pn. That is, when the pressure of the compressed air Apo exceeds the first control pressure Pv1 during the operation of the second pressure regulator 32 in the second mode, the pressure control valve 52 opens and the compressed air Apo flows into the second tank 30. When the pressure of the compressed air Apo is lower than the first control pressure Pv1, the pressure control valve 52 is closed, and the inflow of the compressed air Apo stops. When the pressure of the compressed air Apo exceeds the first control pressure Pv1 again, the compressed air Apo flows into the second tank 30.

說明本實施形態之動作。 (1)第1模式動作(無法使用架線電力之情形) 由於在集電弓82降下之狀態下，無法使用架線電力，故壓縮裝置控制部16進入第1模式，使第1調壓部22作動，對壓縮機10供給來自車載電源40之車載電源電力。此時，壓縮機10經由第1槽通路24將壓縮空氣Apo供給至第1槽20。所供給之壓縮空氣Apo積存於第1槽20。The operation of this embodiment is explained. (1) Operation in the first mode (when overhead power cannot be used) Since the overhead power cannot be used when the pantograph 82 is lowered, the compressor control unit 16 enters the first mode to activate the first voltage regulating unit 22 to supply the compressor 10 with the on-board power supply power from the on-board power supply 40. At this time, the compressor 10 supplies the compressed air Apo to the first tank 20 via the first tank passage 24. The supplied compressed air Apo is accumulated in the first tank 20.

在第1模式下，藉由第1調壓部22，將第1槽20內之壓力維持在第1下限壓力Pj與第1上限壓力Pk之間。由於第1控制壓力Pv1高於第1上限壓力Pk，故壓力控制閥52維持關閉狀態。因此，藉由壓力控制閥52，使得在第1槽20內之壓力低於壓力控制閥52之第1控制壓力Pv1時，壓縮空氣Apo不會自第1槽20朝第2槽30流入。在第1模式下，藉由自第1槽20送出之第1壓縮空氣Ap1而升降裝置86作動，而可將集電弓82升降。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 regulator 22. Since the first control pressure Pv1 is higher than the first upper limit pressure Pk, the pressure control valve 52 is maintained in the closed state. Therefore, with the pressure control valve 52, when the pressure in the first tank 20 is lower than the first control pressure Pv1 of the pressure control valve 52, the compressed air Apo does not flow from the first tank 20 to the second tank 30. In the first mode, the lifting device 86 is activated by the first compressed air Ap1 sent from the first tank 20, and the pantograph 82 can be raised and lowered.

(2)第2模式動作(可使用架線電力之情形) 由於在集電弓82上升且與架線84接觸之狀態下，可使用架線電力，故壓縮裝置控制部16進入第2模式，使第2調壓部32作動，對壓縮機10供給架線電力。此時，壓縮空氣Apo超過第1上限壓力Pk而積存於第1槽20。(2) Operation in the second mode (when overhead power can be used) Since the overhead line power can be used when the pantograph 82 is raised and is in contact with the overhead line 84, the compressor control unit 16 enters the second mode and activates the second pressure regulator 32 to supply overhead line power to the compressor 10. At this time, the compressed air Apo exceeds the first upper limit pressure Pk and is accumulated in the first tank 20.

一旦壓縮空氣Apo之壓力成為第1控制壓力Pv1以上，壓力控制閥52便打開，自第1槽20朝第2槽30送出壓縮空氣Apo，且壓縮空氣Apo積存於第2槽30。在第2模式下，藉由自第1槽20送出之第1壓縮空氣Ap1而升降裝置86作動，而可使集電弓82升降。又，藉由自第2槽30送出之第2壓縮空氣Ap2，可使制動器驅動裝置96及門開閉裝置98作動When the pressure of the compressed air Apo becomes equal to or higher than the first control pressure Pv1, the pressure control valve 52 opens, and 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 lifting device 86 is activated by the first compressed air Ap1 sent from the first tank 20, so that the pantograph 82 can be raised and lowered. In addition, the brake driving device 96 and the door opening and closing device 98 can be operated by the second compressed air Ap2 sent from the second tank 30

(3)遮斷模式動作(遮斷器等之保護電路發揮作用之情形) 在因來自架線84之異常電流而保護電路(例如真空遮斷器)發揮作用時，成為集電弓降下而架線電力無法使用之狀態。在此狀態下，由於無法使用架線電力，故壓縮裝置控制部16切換至第1模式利用車載電源電力使壓縮機10作動，利用來自第1槽20之壓縮空氣Ap1使集電弓升降。在此情形下，空氣壓縮系統100與第1模式同樣地動作。(3) Break mode operation (when the protective circuit such as breaker is working) When a protective circuit (for example, a vacuum interrupter) functions due to an abnormal current from the overhead line 84, the pantograph is lowered and the overhead line power cannot be used. In this state, since the overhead power cannot be used, the compressor control unit 16 switches to the first mode to use the on-board power supply power to activate the compressor 10, and use compressed air Ap1 from the first tank 20 to lift the pantograph. In this case, the air compression system 100 operates in the same manner as in the first mode.

說明如上述般構成之本實施形態之空氣壓縮系統100之作用、效果。The function and effect of the air compression system 100 of this embodiment constructed as described above will be described.

本實施形態之空氣壓縮系統100具備：壓縮機10；第1槽20，其積存壓縮空氣以用於集電弓升降；第2槽30，其積存壓縮空氣以用於制動器作動；車載電源40，其可與架線84不同地另行供給電力；及控制部，其以下述方式控制壓縮機10：在無法利用架線電力時，將利用車載電源40之電力於壓縮機10產生之壓縮空氣積存於第1槽20，在可利用架線電力時，將利用架線電力於壓縮機10產生之壓縮空氣積存於第2槽30。The air compression system 100 of this embodiment includes: a compressor 10; a first tank 20 that stores compressed air for pantograph lifting; a second tank 30 that stores compressed air for brake actuation; an on-board power supply 40, It can supply power separately from the overhead line 84; and a control unit that controls the compressor 10 in the following manner: when the overhead line power cannot be used, the compressed air generated by the compressor 10 using the electric power of the on-board power supply 40 is stored in the first The tank 20 accumulates the compressed air generated in the compressor 10 by the overhead power in the second tank 30 when the overhead power is available.

根據此構成，可利用1個壓縮機10將壓縮空氣積存於第1槽20及第2槽30。其結果，與具備另一壓縮機之情形相比，可將空氣壓縮系統小型化。According to this structure, the compressed air can be accumulated in the first tank 20 and the second tank 30 by one compressor 10. As a result, the air compression system can be downsized compared with the case where another compressor is provided.

在上述之裝置中，利用車載電源40之電力由壓縮機10產生之壓縮空氣可不供給至第2槽30。此時，由於壓縮空氣不會流動至第2槽30，故有效率地在第1槽20積存壓縮空氣。其結果為，可減小車載電源40之容量。In the above-mentioned device, the compressed air generated by the compressor 10 using the electric power of the on-board power supply 40 may not be supplied to the second tank 30. At this time, since the compressed air does not flow to the second tank 30, the compressed air is efficiently stored in the first tank 20. As a result, the capacity of the vehicle power supply 40 can be reduced.

上述之裝置可具有可遮斷對第2槽30供給壓縮空氣之通路之壓力控制閥52。在此情形下，藉由在第1模式下遮斷壓力控制閥52，而可防止利用車載電源40之電力產生之壓縮空氣供給至第2槽30。The above-mentioned device may have a pressure control valve 52 that can block the passage of compressed air to the second tank 30. In this case, by blocking the pressure control valve 52 in the first mode, it is possible to prevent the compressed air generated by the electric power of the on-vehicle power supply 40 from being supplied to the second tank 30.

上述之壓力控制閥52可以不遮斷對第1槽20供給由壓縮機10產生之壓縮空氣之通路之方式設置。在此情形下，由於即便在壓力控制閥52因何種理由未打開之情形下，亦對第1槽20供給壓縮空氣，故可使集電弓82上升而自架線84受電。The above-mentioned pressure control valve 52 may be installed so as not to block the passage for supplying the compressed air generated by the compressor 10 to the first tank 20. In this case, since compressed air is supplied to the first tank 20 even when the pressure control valve 52 is not opened for any reason, the pantograph 82 can be raised to receive electricity from the overhead line 84.

上述之壓力控制閥52係在特定之第1壓力以上時打開之壓力控制閥，可行的是，利用車載電源40之電力由壓縮機10產生之壓縮空氣之壓力控制為低於第1壓力，利用架線電力由壓縮機10產生之壓縮空氣之壓力控制為高於第1壓力。在此情形下，由於用於開閉狀態與壓力之高低相應地自動地切換之壓力控制閥52，故可無須另行控制。The above-mentioned pressure control valve 52 is a pressure control valve that opens when the pressure is higher than a specific first pressure. It is possible to control the pressure of the compressed air generated by the compressor 10 using the electric power of the vehicle power supply 40 to be lower than the first pressure. The overhead power is controlled by the pressure of the compressed air generated by the compressor 10 to be higher than the first pressure. In this case, since the pressure control valve 52 is used to automatically switch the open/close state in accordance with the pressure level, there is no need for separate control.

在上述之裝置中，壓縮機10在利用車載電源40之電力時，可以較利用架線電力時為低之電壓驅動。在此情形下，由於可以較低之電壓驅動壓縮機10，故可將車載電源40小型化。In the above-mentioned device, the compressor 10 can be driven at a lower voltage when using the power of the on-board power supply 40 than when using the overhead power. In this case, since the compressor 10 can be driven at a lower voltage, the vehicle power supply 40 can be miniaturized.

以下，參照圖4～圖8，說明本發明之第2～第8實施形態之空氣壓縮系統100之構成。在第2～第6實施形態之圖式及說明中，對於與第1實施形態相同或同等之構成要素、構件賦予同一符號。適宜地省略與第1實施形態重複之說明，重點針對與第1實施形態不同之構成進行說明。Hereinafter, the configuration of the air compression system 100 according to the second to eighth embodiments of the present invention will be described with reference to FIGS. 4 to 8. In the drawings and descriptions of the second to sixth embodiments, constituent elements and members that are the same or equivalent to those of the first embodiment are given the same reference numerals. The description overlapping with the first embodiment is appropriately omitted, and the description is focused on the configuration different from the first embodiment.

[第2實施形態] 圖4係顯示第2實施形態之空氣壓縮系統100之壓縮機10與第1、第2槽20、30之周邊之構成圖，且與圖3對應。如圖3所示，本實施形態在具備止回閥54作為第2閥之方面與第1實施形態不同，其他之構成同樣。因而，重點說明止回閥54。[Second Embodiment] 4 is a diagram showing the configuration of the compressor 10 and the periphery of the first and second tanks 20 and 30 of the air compression system 100 of the second embodiment, and corresponds to FIG. 3. As shown in FIG. 3, this embodiment is different from the first embodiment in that a check valve 54 is provided as the second valve, and the other configurations are the same. Therefore, the check valve 54 will be focused on.

考量因何種理由，第1槽20之壓縮空氣不足，而無法使集電弓82升降之情形。在此情形下，較理想為，可自第2槽30對第1槽20供給壓縮空氣。因而，本實施形態具有自第2槽30對第1槽20供給壓縮空氣之止回閥54。根據此構成，本實施形態由於在第1槽20之壓縮空氣不足時，可自第2槽30對第1槽20供給壓縮空氣，故可使集電弓上升而接收架線電力。Consider the situation where the compressed air in the first tank 20 is insufficient, and the pantograph 82 cannot be raised and lowered. In this case, it is preferable to supply compressed air from the second tank 30 to the first tank 20. Therefore, this embodiment has a check valve 54 for supplying compressed air from the second tank 30 to the first tank 20. According to this configuration, in the present 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 raised to receive overhead power.

止回閥54若為可自第2槽30對第1槽20供給壓縮空氣者則無限制。本實施形態之止回閥54係容許空氣自第2槽30朝第1槽20側之流動，且可防止自第1槽20朝第2槽30之逆流之閥機構。如圖4所示，止回閥54在第2槽通路34中與壓力控制閥52並聯設置。止回閥54可設置於將第1槽20之埠S1與第2槽30之埠P2相連之另一通路。根據此構成，本實施形態由於可利用止回閥之自動之動作防止逆流，故可無須另行控制。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 connecting the port S1 of the first tank 20 and the port P2 of the second tank 30. According to this structure, in this embodiment, since the automatic operation of the check valve can be used to prevent backflow, no separate control is required.

說明本實施形態之動作。 (1)第1模式動作(無法使用架線電力之情形) 本實施形態與第1實施形態同樣地動作。藉由壓力控制閥52與止回閥54，在第1槽20內之壓力低於壓力控制閥52之第1控制壓力Pv1時，壓縮空氣Apo不會自第1槽20朝第2槽30流入。又，在第1槽20之壓縮空氣不足時，經由止回閥54自第2槽30對第1槽20供給壓縮空氣。 (2)第2模式動作(可使用架線電力之情形) 本實施形態與第1實施形態同樣地動作。 (3)遮斷模式動作(遮斷器等之保護電路發揮作用之情形) 本實施形態與第1實施形態同樣地動作。The operation of this embodiment is explained. (1) Operation in the first mode (when overhead power cannot be used) This embodiment operates in the same manner as the first embodiment. With the pressure control valve 52 and the check valve 54, when the pressure in the first tank 20 is lower than the first control pressure Pv1 of the pressure control valve 52, the compressed air Apo will not flow from the first tank 20 to the second tank 30 . Moreover, when the compressed air in the first tank 20 is insufficient, compressed air is supplied to the first tank 20 from the second tank 30 via the check valve 54. (2) Operation in the second mode (when overhead power can be used) This embodiment operates in the same manner as the first embodiment. (3) Break mode operation (when the protective circuit such as breaker is working) This embodiment operates in the same manner as the first embodiment.

本實施形態發揮與第1實施形態同樣之作用、效果。This embodiment exerts the same functions and effects as the first embodiment.

[第3實施形態] 圖5係顯示第3實施形態之空氣壓縮系統100之壓縮機10與第1、第2槽20、30之周邊之構成圖，且與圖3對應。如圖5所示，本實施形態在具備電磁閥56而取代壓力控制閥52來作為第1閥之方面與第1實施形態不同，其他之構成同樣。因而，重點說明電磁閥56。[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. 3. As shown in FIG. 5, this embodiment is different from the first embodiment in that a solenoid valve 56 is provided instead of the pressure control valve 52 as the first valve, and the other configurations are the same. Therefore, the solenoid valve 56 will be focused on.

電磁閥56係藉由通電而控制閥之開閉之電性驅動閥，設置於第2槽通路34。本實施形態之電磁閥56係在非通電時打開、在通電時關閉之常開式。電磁閥56以在第1模式下關閉、在第2模式下打開之方式由壓縮裝置控制部16控制。The solenoid valve 56 is an electrically driven valve that controls the opening and closing of the valve by energization, and is provided in the second 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 compression device control unit 16 so that it is closed in the first mode and opened in the second mode.

說明本實施形態之動作。 (1)第1模式動作(無法使用架線電力之情形) 在第1模式下，電磁閥56關閉，壓縮空氣Apo不會自第1槽20朝第2槽30流入。因而，本實施形態與第1實施形態同樣地動作。 (2)第2模式動作(可使用架線電力之情形) 在第2模式下，電磁閥56打開，自第1槽20朝第2槽30送出壓縮空氣Apo，與第1實施形態同樣地動作。 (3)遮斷模式動作(遮斷器等之保護電路發揮作用之情形) 在遮斷模式下，電磁閥56關閉，與第1實施形態同樣地動作。The operation of this embodiment is explained. (1) Operation in the first mode (when overhead power cannot be used) In the first mode, the solenoid valve 56 is closed, and the compressed air Apo does not flow from the first tank 20 to the second tank 30. Therefore, the present embodiment operates similarly to the first embodiment. (2) Operation in the second mode (when overhead power can be used) In the second mode, the solenoid valve 56 is opened, the compressed air Apo is sent from the first tank 20 to the second tank 30, and the operation is the same as in the first embodiment. (3) Break mode operation (when the protective circuit such as breaker is working) In the blocking mode, the solenoid valve 56 is closed and operates in the same manner as in the first embodiment.

本實施形態發揮與第1實施形態同樣之作用、效果。This embodiment exerts the same functions and effects as the first embodiment.

[第4實施形態] 圖6係顯示第4實施形態之空氣壓縮系統100之壓縮機10與第1、第2槽20、30之周邊之構成圖，且與圖3對應。如圖6所示，本實施形態在具備止回閥54作為第2閥之方面與第3實施形態不同，其他之構成同樣。因而，重點說明止回閥54。止回閥54在第2槽通路34中與電磁閥56並聯設置。電磁閥56之動作與第3實施形態同樣，止回閥54之動作與第2實施形態同樣。[Fourth Embodiment] 6 is a diagram showing the configuration of the compressor 10 and the periphery of the first and second tanks 20 and 30 of the air compression system 100 of the fourth embodiment, and corresponds to FIG. 3. As shown in FIG. 6, the present embodiment is different from the third embodiment in that a check valve 54 is provided as the second valve, and the other configurations are the same. Therefore, the check valve 54 will be focused on. The check valve 54 is provided in parallel with the solenoid valve 56 in the second groove passage 34. The operation of the solenoid valve 56 is the same as that of the third embodiment, and the operation of the check valve 54 is the same as that of the second embodiment.

說明本實施形態之動作。 (1)第1模式動作(無法使用架線電力之情形) 在第1模式下，電磁閥56及止回閥54關閉，壓縮空氣Apo不會自第1槽20朝第2槽30流入。因而，本實施形態與第1實施形態同樣地動作。 (2)第2模式動作(可使用架線電力之情形) 在第2模式下，電磁閥56打開，自第1槽20朝第2槽30送出壓縮空氣Apo，與第1實施形態同樣地動作。 (3)遮斷模式動作(遮斷器等之保護電路發揮作用之情形) 在遮斷模式下，電磁閥56關閉，與第1實施形態同樣地動作。The operation of this embodiment is explained. (1) Operation in the first mode (when overhead power cannot be used) In the first mode, the solenoid valve 56 and the check valve 54 are closed, and the compressed air Apo does not flow from the first tank 20 to the second tank 30. Therefore, the present embodiment operates similarly to the first embodiment. (2) Operation in the second mode (when overhead power can be used) In the second mode, the solenoid valve 56 is opened, the compressed air Apo is sent from the first tank 20 to the second tank 30, and the operation is the same as in the first embodiment. (3) Break mode operation (when the protective circuit such as breaker is working) In the blocking mode, the solenoid valve 56 is closed and operates in the same manner as in the first embodiment.

本實施形態發揮與第1實施形態及第2實施形態同樣之作用、效果。This embodiment exerts the same functions and effects as those of the first embodiment and the second embodiment.

[第5實施形態] 圖7係顯示第5實施形態之空氣壓縮系統100之壓縮機10與第1、第2槽20、30之周邊之構成圖，且與圖3對應。如圖7所示，本實施形態具備將來自壓縮機10之壓縮空氣Apo切換於第1槽20與第2槽30而供給之雙向電磁閥60，在第1槽20與第2槽30非連接之方面與第1實施形態不同，其他之構成同樣。因而，重點說明雙向電磁閥60之動作。[Fifth Embodiment] FIG. 7 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 fifth embodiment, and corresponds to FIG. 3. As shown in FIG. 7, this embodiment includes a two-way solenoid valve 60 that switches the compressed air Apo from the compressor 10 to the first tank 20 and the second tank 30 and supplies it. The first tank 20 and the second tank 30 are not connected. This is different from the first embodiment, and the other configurations are the same. Therefore, the operation of the two-way solenoid valve 60 will be focused on.

雙向電磁閥60係具有入口埠P3、及2個出口埠P4、P5之電磁閥，由壓縮裝置控制部16控制。入口埠P3連接於除濕裝置14之出口。出口埠P4連接於第1槽20之埠P1。出口埠P5連接於第2槽30之埠P2。The two-way solenoid valve 60 is a solenoid valve having an inlet port P3 and two outlet ports P4 and P5, and is controlled by the compression device control unit 16. The inlet port P3 is connected to the outlet of the dehumidifier 14. The outlet port P4 is connected to the port P1 of the first slot 20. The outlet port P5 is connected to the port P2 of the second slot 30.

說明本實施形態之動作。 (1)第1模式動作(無法使用架線電力之情形) 在第1模式下，雙向電磁閥60將入口埠P3與出口埠P4連通，入口埠P3與出口埠P5被控制為非連通。其結果為，來自壓縮機10之壓縮空氣Apo朝第1槽20送出。此時，壓縮空氣Apo不會朝第2槽30流入。因而，在第1模式下，本實施形態與第1實施形態同樣地動作。即，雙向電磁閥60例示可遮斷對第2槽30供給壓縮空氣Apo之通路之第1閥。The operation of this embodiment is explained. (1) Operation in the first mode (when overhead power cannot be used) In the first mode, the two-way solenoid valve 60 connects the inlet port P3 and the outlet port P4, and the inlet port P3 and the outlet port P5 are controlled to be non-communication. As a result, the compressed air Apo from the compressor 10 is sent to the first tank 20. At this time, the compressed air Apo does not flow into the second tank 30. Therefore, in the first mode, the present embodiment operates in the same manner as the first embodiment. That is, the two-way solenoid valve 60 is an example of a first valve that can block a passage for supplying compressed air Apo to the second tank 30.

(2)第2模式動作(可使用架線電力之情形) 在第2模式下，將入口埠P3與出口埠P5連通，入口埠P3與出口埠P4被控制為非連通。其結果為，來自壓縮機10之壓縮空氣Apo朝第2槽30送出。因而，在第2模式下，本實施形態與第1實施形態同樣地動作。 (3)遮斷模式動作(遮斷器等之保護電路發揮作用之情形) 在遮斷模式下，雙向電磁閥60將入口埠P3與出口埠P4連通，入口埠P3與出口埠P5被控制為非連通，與第1實施形態同樣地動作。(2) Operation in the second mode (when overhead power can be used) In the second mode, the inlet port P3 and the outlet port P5 are connected, and the inlet port P3 and the outlet port P4 are controlled to be disconnected. As a result, the compressed air Apo from the compressor 10 is sent to the second tank 30. Therefore, in the second mode, the present embodiment operates in the same manner as the first embodiment. (3) Break mode operation (when the protective circuit such as breaker is working) In the blocking mode, the two-way solenoid valve 60 communicates the inlet port P3 and the outlet port P4, and the inlet port P3 and the outlet port P5 are controlled to be non-communicating, and operate in the same manner as the first embodiment.

本實施形態發揮與第1實施形態同樣之作用、效果。This embodiment exerts the same functions and effects as the first embodiment.

[第6實施形態] 圖8係顯示第6實施形態之空氣壓縮系統100之壓縮機10與第1、第2槽20、30之周邊之構成圖，且與圖3對應。如圖8所示，本實施形態之空氣壓縮系統100在具備止回閥54之方面與第5實施形態不同，其他之構成同樣。因而，重點說明止回閥54。止回閥54設置於將第1槽20之埠S1與第2槽30之埠S2之間相連之通路。本實施形態之止回閥54容許空氣自第2槽30朝第1槽20側之流動，且防止自第1槽20朝第2槽30之逆流。止回閥54自第2槽30對第1槽20供給壓縮空氣。[Sixth Embodiment] FIG. 8 is a configuration diagram showing the compressor 10 and the periphery of the first and second tanks 20 and 30 of the air compression system 100 of the sixth embodiment, and corresponds to FIG. 3. As shown in FIG. 8, the air compression system 100 of this embodiment is different from the fifth embodiment in that it includes a check valve 54, and the other configurations are the same. Therefore, the check valve 54 will be focused on. The check valve 54 is provided in the passage connecting the port S1 of the first tank 20 and the port S2 of the second tank 30. The check valve 54 of this 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.

說明本實施形態之動作。 (1)第1模式動作(無法使用架線電力之情形) 在第1模式下，本實施形態與第5實施形態同樣地動作。又，在第1槽20之壓縮空氣不足時，經由止回閥54自第2槽30對第1槽20供給壓縮空氣。 (2)第2模式動作(可使用架線電力之情形) 在第2模式下，本實施形態與第5實施形態同樣地動作。 (3)遮斷模式動作(遮斷器等之保護電路發揮作用之情形) 在遮斷模式下，本實施形態與第5實施形態同樣地動作。The operation of this embodiment is explained. (1) Operation in the first mode (when overhead power cannot be used) In the first mode, the present embodiment operates in the same manner as the fifth embodiment. Moreover, when the compressed air in the first tank 20 is insufficient, compressed air is supplied to the first tank 20 from the second tank 30 via the check valve 54. (2) Operation in the second mode (when overhead power can be used) In the second mode, the present embodiment operates in the same manner as the fifth embodiment. (3) Break mode operation (when the protective circuit such as breaker is working) In the blocking mode, the present embodiment operates in the same manner as the fifth embodiment.

本實施形態發揮與第1實施形態及第2實施形態同樣之作用、效果。This embodiment exerts the same functions and effects as those of the first embodiment and the second embodiment.

[第7實施形態] 說明本發明之第7實施形態。在第7實施形態之說明中，對與第1實施形態相同或同等之構成要素、構件賦予同一符號。適宜地省略與第1實施形態重複之說明，重點針對與第1實施形態不同之構成進行說明。[The seventh embodiment] The 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 those of the first embodiment. The description overlapping with the first embodiment is appropriately omitted, and the description is focused on the configuration different from the first embodiment.

本發明之第7實施形態係鐵道車輛用空氣壓縮系統之控制方法。該方法在可使用架線電力時，自架線84提供供給壓縮空氣之壓縮機10所使用之電力，且在無法使用架線電力時，自車載電源40提供壓縮機10所使用之電力。The seventh embodiment of the present invention is a control method of an air compression system for railway vehicles. In this method, when the overhead power is available, the overhead line 84 provides the power used by the compressor 10 for supplying compressed air, and when the overhead power cannot be used, the on-board power supply 40 provides the power used by the compressor 10.

根據第7實施形態，因可利用來自架線84或車載電源40之電力驅動1個壓縮機10，且供給壓縮空氣，而即便在集電弓82降下之狀態下，亦可利用來自壓縮機10之壓縮空氣使集電弓82上升。由於可利用1個壓縮機10實現，故可將鐵道車輛用空氣壓縮系統小型化。According to the seventh embodiment, since the electric power from the overhead line 84 or the vehicle power supply 40 can be used to drive one compressor 10 and supply compressed air, even when the pantograph 82 is lowered, the compressor 10 can be used The compressed air raises the pantograph 82. Since it can be realized by one compressor 10, the air compression system for railway vehicles can be miniaturized.

以上，針對本發明之實施形態之例詳細地進行了說明。上述之實施形態均僅為顯示實施本發明時之具體例者。實施形態之內容並非係限定本發明之技術性範圍者，在不脫離由申請專利範圍規定之發明之思想之範圍內，可進行構成要素之變更、追加、削除等更多之設計變更。在上述之實施形態中，關於可進行此設計變更之內容，賦予“實施形態之”“在實施形態中”等之記述而進行說明，但並非針對無此記述之內容不容許設計變更。Above, the example of the embodiment of the present invention has been described in detail. The above-mentioned embodiments are only those showing specific examples when implementing the present invention. The contents of the embodiments are not intended to limit the technical scope of the present invention, and more design changes such as changes, additions, deletions of constituent elements can be made without departing from the scope of the invention defined by the scope of the patent application. In the above-mentioned embodiment, the content that can be changed by this design is described with descriptions such as "of the embodiment", "in the embodiment", etc., but it is not that design changes are not allowed for the content without this description.

[變化例] 以下，針對變化例進行說明。在變化例之圖式及說明中，對於與實施形態相同或同等之構成要素、構件賦予同一符號。適宜地省略與實施形態重複之說明，重點針對與第1實施形態不同之構成進行說明。[Change example] Hereinafter, a modification example will be described. In the drawings and descriptions of the modified examples, the same reference numerals are given to the same or equivalent components and members as in the embodiment. The description overlapping with the embodiment is appropriately omitted, and the description is focused on the configuration different from the first embodiment.

在第1實施形態之說明中，顯示車載電源40為蓄電池之例，但本發明並不限定於此。車載電源40只要係可供給可驅動壓縮機10之電力者即可，例如可為各種發電機機、乾電池、燃料電池等基於各種原理之電源。In the description of the first embodiment, the in-vehicle power supply 40 is shown as an example of a battery, but the present invention is not limited to this. The on-vehicle power supply 40 only needs to be capable of supplying power that can drive the compressor 10, and may be, for example, various generators, dry batteries, fuel cells, and other power sources based on various principles.

在第1實施形態之說明中顯示壓縮機10在第1模式與第2模式下以不同之電壓驅動之例，但驅動壓縮機10之電壓可在第1模式與第2模式下相同。The description of the first embodiment shows an example in which the compressor 10 is driven at different voltages in the first mode and the second mode, but the voltage for driving the compressor 10 may be the same in the first mode and the second mode.

在第1實施形態之說明中顯示第2壓縮空氣Ap2對制動器驅動裝置96與門開閉裝置98供給之例，但第2壓縮空氣Ap2可為了使制動器及門以外之車輛之各部之機構動作而使用。In the description of the first embodiment, an example in which the second compressed air Ap2 is supplied to the brake driving device 96 and the door opening and closing device 98 is shown, but the second compressed air Ap2 can be used to operate the mechanisms of the various parts of the vehicle other than the brakes and doors. .

在第4實施形態之說明中顯示電磁閥56為常開式之例，但電磁閥56可為在非通電時關閉、在通電時打開之常閉式。In the description of the fourth embodiment, the solenoid valve 56 is shown as an example of a normally open type, but the solenoid valve 56 may be a normally closed type that is closed when it is not energized and opens when it is energized.

上述之變化例發揮與實施形態同樣之作用、效果。The above-mentioned modified examples exert the same functions and effects as the embodiment.

上述之實施形態與變化例之任意組合亦作為本發明之實施形態而有用。藉由組合而產生之新的實施形態兼具經組合之實施形態及變化例各者之效果。 [產業上之可利用性]Any combination of the above-mentioned embodiment and modification examples is also useful as an embodiment of the present invention. The new embodiment produced by the combination has the effects of the combined embodiment and the modified example. [Industrial availability]

本發明可利用於鐵道車輛用空氣壓縮系統。The invention can be used in air compression systems for railway vehicles.

1:車輛 10:壓縮機 12:壓縮機側止回閥 14:除濕裝置 16:壓縮裝置控制部 20:第1槽 22:第1調壓部 24:第1槽通路 30:第2槽 32:第2調壓部 34:第2槽通路 40:車載電源 42:充電控制部 50:通路控制部 52:壓力控制閥 54:止回閥 56:電磁閥 60:雙向電磁閥 80:車體 82:集電弓 84:架線 86:升降裝置 88:轉換裝置 90:行駛控制裝置 92:行駛馬達 94:車輪 96:制動器驅動裝置 98:門開閉裝置 100:空氣壓縮系統 Ap1:第1壓縮空氣/壓縮空氣 Ap2:第2壓縮空氣 Apo:壓縮空氣 P1:埠 P2:埠 P3:入口埠 P4:出口埠 P5:出口埠 Pj:第1下限壓力 Pk:第1上限壓力 Pm:第2下限壓力 Pn:第2上限壓力 Ps1:第1輸出通路 Ps2:第2輸出通路 Q1:輸出用埠 Q2:輸出用埠 S1:埠1: Vehicle 10: Compressor 12: Check valve on the compressor side 14: Dehumidifier 16: Compressor control unit 20: Slot 1 22: The first regulator 24: 1st slot passage 30: slot 2 32: Second regulator 34: 2nd slot passage 40: Car power supply 42: Charging control unit 50: Access Control Department 52: Pressure control valve 54: check valve 56: Solenoid valve 60: Two-way solenoid valve 80: car body 82: Pantograph 84: Wire 86: Lifting device 88: Conversion device 90: Driving control device 92: driving motor 94: Wheel 96: Brake drive 98: Door opening and closing device 100: Air compression system Ap1: 1st compressed air/compressed air Ap2: 2nd compressed air Apo: compressed air P1: Port P2: Port P3: entrance port P4: Exit port P5: Exit port Pj: 1st lower limit pressure Pk: The first upper limit pressure Pm: 2nd lower limit pressure Pn: 2nd upper limit pressure Ps1: The first output path Ps2: second output path Q1: Port for output Q2: Output port S1: Port

圖1係概略地顯示搭載第1實施形態之空氣壓縮系統之車輛之側視圖。 圖2係概略地顯示圖1之空氣壓縮系統之構成之方塊圖。 圖3係顯示圖1之空氣壓縮系統之第1槽之周邊的構成圖。 圖4係顯示第2實施形態之空氣壓縮系統之第1槽之周邊的構成圖。 圖5係顯示第3實施形態之空氣壓縮系統之第1槽之周邊的構成圖。 圖6係顯示第4實施形態之空氣壓縮系統之第1槽之周邊的構成圖。 圖7係顯示第5實施形態之空氣壓縮系統之第1槽之周邊的構成圖。 圖8係顯示第6實施形態之空氣壓縮系統之第1槽之周邊的構成圖。Fig. 1 is a schematic side view of a vehicle equipped with the air compression system of the first embodiment. Figure 2 is a block diagram schematically showing the structure of the air compression system of Figure 1. Fig. 3 is a structural diagram showing the periphery of the first tank of the air compression system of Fig. 1; Fig. 4 is a configuration diagram showing the periphery of the first tank of the air compression system of the second embodiment. Fig. 5 is a configuration diagram showing the periphery of the first tank of the air compression system of the third embodiment. Fig. 6 is a configuration diagram showing the periphery of the first tank of the air compression system of the fourth embodiment. Fig. 7 is a configuration diagram showing the periphery of the first tank of the air compression system of the fifth embodiment. Fig. 8 is a configuration diagram showing the periphery of the first tank of the air compression system of the sixth embodiment.

10:壓縮機 10: Compressor

16:壓縮裝置控制部 16: Compressor control unit

20:第1槽 20: Slot 1

22:第1調壓部 22: The first regulator

30:第2槽 30: slot 2

32:第2調壓部 32: Second regulator

40:車載電源 40: Car power supply

42:充電控制部 42: Charging control unit

50:通路控制部 50: Access Control Department

100:空氣壓縮系統 100: Air compression system

Ap1:第1壓縮空氣/壓縮空氣 Ap1: 1st compressed air/compressed air

Ap2:第2壓縮空氣 Ap2: 2nd compressed air

Ps1:第1輸出通路 Ps1: The first output path

Claims (10)

一種鐵道車輛用空氣壓縮系統，其包含： 壓縮機； 第1槽，其積存壓縮空氣以用於集電弓升降； 第2槽，其積存壓縮空氣以用於制動器作動； 車載電源，其可與架線不同地另行供給電力；及 控制部，其以下述方式控制前述壓縮機：在無法利用架線電力時，將利用前述車載電源之電力於前述壓縮機產生之壓縮空氣積存於前述第1槽，在可利用前述架線電力時，將利用前述架線電力於前述壓縮機產生之壓縮空氣積存於前述第2槽。An air compression system for railway vehicles, which includes: compressor; The first slot, which stores compressed air for pantograph lifting; The second slot, which stores compressed air for brake actuation; On-board power supply, which can supply electricity separately from the overhead line; and The control unit controls the compressor in the following manner: when the overhead power cannot be used, the compressed air generated by the compressor using the power of the vehicle power supply is stored in the first tank, and when the overhead power is available, the The compressed air generated in the compressor using the overhead power is stored in the second tank. 如請求項1之鐵道車輛用空氣壓縮系統，其中前述控制部以利用前述車載電源之電力於前述壓縮機產生之壓縮空氣不供給至前述第2槽之方式，控制前述壓縮機。According to the air compression system for railway vehicles of claim 1, wherein the control unit controls the compressor so that compressed air generated by the compressor using the electric power of the on-board power supply is not supplied to the second tank. 如請求項1之鐵道車輛用空氣壓縮系統，其包含可遮斷對前述第2槽供給壓縮空氣之通路之第1閥。Such as the air compression system for railway vehicles of claim 1, which includes a first valve that can block the passage of compressed air to the second tank. 如請求項2之鐵道車輛用空氣壓縮系統，其包含可遮斷對前述第2槽供給壓縮空氣之通路之第1閥。For example, the air compression system for railway vehicles of claim 2, which includes a first valve that can block the path for supplying compressed air to the second tank. 如請求項3或4之鐵道車輛用空氣壓縮系統，其中前述第1閥以不遮斷對前述第1槽供給前述壓縮機產生之壓縮空氣之通路之方式設置。An air compression system for railway vehicles according to claim 3 or 4, wherein the first valve is provided so as not to block a path for supplying compressed air generated by the compressor to the first tank. 如請求項5之鐵道車輛用空氣壓縮系統，其中前述第1閥係在特定之第1壓力以上時打開之壓力控制閥；且 前述控制部在將利用前述車載電源之電力於前述壓縮機產生之壓縮空氣積存於第1槽時，以第1槽之壓力低於前述第1壓力之方式，控制前述壓縮機； 在將利用前述架線電力於前述壓縮機產生之壓縮空氣積存於第2槽時，以第2槽之壓力高於前述第1壓力之方式，控制前述壓縮機。Such as the air compression system for railway vehicles of claim 5, wherein the aforementioned first valve is a pressure control valve that opens when the specified first pressure is higher; and The control unit controls the compressor so that the pressure in the first tank is lower than the first pressure when the compressed air generated by the compressor using the electric power of the vehicle power supply is stored in the first tank; 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 in the second tank is higher than the first pressure. 如請求項1至4中任一項之鐵道車輛用空氣壓縮系統，其包含自前述第2槽對前述第1槽供給壓縮空氣之第2閥。An air compression system for railway vehicles according to any one of claims 1 to 4, which includes a second valve that supplies compressed air from the second tank to the first tank. 如請求項7之鐵道車輛用空氣壓縮系統，其中前述第2閥係可防止自前述第1槽朝前述第2槽之逆流之止回閥。Such as the air compression system for railway vehicles of claim 7, wherein the second valve is a check valve that prevents backflow from the first tank to the second tank. 如請求項1至4、6、8中任一項之鐵道車輛用空氣壓縮系統，其中前述壓縮機在利用前述車載電源之電力時，以較利用前述架線電力時低之電壓驅動。An air compression system for railway vehicles according to any one of claims 1 to 4, 6, and 8, wherein the compressor is driven at a lower voltage when using the electric power from the on-board power supply than when using the overhead power. 一種鐵道車輛用空氣壓縮系統之控制方法，其在可使用架線電力時，自架線提供供給壓縮空氣之壓縮機所使用之電力；且 在無法使用架線電力時，自車載電源提供前述壓縮機所使用之電力。A control method of an air compression system for railway vehicles, which provides the power used by the compressor for supplying compressed air from the overhead line when the overhead line power is available; and When overhead power cannot be used, the on-board power supply provides the power used by the aforementioned compressor.
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