JPH0684151B2 - Vehicular pressure air source device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a pressure air source device for a vehicle, particularly a pressure for supplying pressure air to a pneumatic device (air spring device, automatic door opening / closing device, etc.) other than a brake device. The present invention relates to an air source device.

[Conventional technology]

FIG. 6 is a block diagram of a conventional pressurized air source device for an air spring (no literature). In the figure, reference numeral 1 is an air supply pipe drawn through a train for supplying compressed air compressed by an air compressor of an locomotive to each vehicle connected thereto. An air spring device 2 is composed of an air spring diaphragm 3, an auxiliary air chamber 4, an air spring differential pressure valve 5, an air spring height adjusting valve 6, and an air spring height detecting link 7. The air spring diaphragm 3 is supplied with and discharged from the air spring pipe 1 through a branch pipe and an air spring height adjusting valve 6 so as to supply pressurized air. The auxiliary air chamber 4 acts as a buffer when the pressure in the air spring diaphragm 3 suddenly changes. The air spring differential pressure valve 5 opens to release the pressure from the high pressure side to the low pressure side when the pressure difference between the air spring diaphragm 3 on one side and the pressure on the other air spring becomes large due to damage or the like, and the vehicle body leans greatly. Prevent. The air spring height adjusting valve 6 detects the height of the entrance / exit from the platform when the train stops at the station, passengers get off and the load inside the car decreases, and the height of the entrance / exit is detected by the detection link 7. Exhaust from the diaphragm 3 adjusts the height of the entrance / exit to the same height as the platform, and when the passenger gets in and the height of the entrance / exit becomes lower than the platform, the diaphragm 3 is supplied and the height of the entrance / exit is increased. Adjust. As described above, as the conventional pressure air source device for the air spring device, the pressure air from the pressure air source device provided in the locomotive is supplied through the air spring pipe 1 drawn through all the vehicles. Also, although not shown, in the case of an automatic door opening / closing device, the air pressure of the pressure air source device provided in the locomotive is exactly the same as the air spring pipe or the original air reservoir pipe (air spring device). It is called like this when not used, but the function is exactly the same as the air spring tube)
Is supplied through.

[Problems to be solved by the invention]

As described above, in the case of a new passenger car with an air spring device equipped with an automatic door opening / closing device, etc., the air spring pipe or the original air reservoir pipe is drawn through, so even if these passenger cars are connected, the compressed air of the locomotive It can be supplied from the source device. However, an old vehicle that is not equipped with an air spring device or an automatic door opening / closing device does not have an air spring pipe or an original air reservoir pipe. Therefore, when a new vehicle and an old vehicle are connected and driven, there is a problem that the air spring device and the automatic door opening / closing device cannot be used because the air spring pipe and the original air reservoir pipe cannot be pulled through. However, even in an old vehicle, only the brake pipe for brake control is pulled through, so it is possible to supply air through this brake pipe. However, the brake pipe is depressurized during braking, and the supply of compressed air from the locomotive is also stopped. If the brake pipe pressure is forcibly used in an air spring, an automatic door, or the like in such a state, the brake pipe pressure further decreases, the braking force increases, and the brake control becomes impossible.

[Means for solving problems]

According to the present invention, even when a vehicle provided with a pneumatic device such as an automatic door opening / closing device (hereinafter simply referred to as a pneumatic device) having an air spring device is connected to a vehicle not provided with the pneumatic device and driven, The purpose is to enable the use of pressure equipment. And as a means for that, air is supplied from the brake pipe only when the brake is not applied, and the shortage is supplemented by providing a small-capacity pressure air source device for each vehicle equipped with the pneumatic equipment. is there. Specifically, (1) For each vehicle having pneumatic equipment such as an air spring device and an automatic opening / closing device,
Provide a pressure air source device having a small air compressor, pressure regulator, safety valve, check valve, supply air reservoir, etc. (2) Further, the supply air reservoir outlet of the pressure air source device and the brake pipe are provided in parallel with the suppression check valve and the initial charging device so that the direction toward the supply air reservoir is the forward direction. To connect.
(3) The upper limit setting pressure and the lower limit setting pressure of the pressure regulator of the pressure air source device are P around the brake pipe pressure P when the brake is not applied (when the vehicle is driving and the brake is not applied). A slightly higher value and a lower limit set value are set to values slightly lower than P. (4) The suppression check valve shall be opened only when the pressure on the primary side becomes slightly lower than the brake pipe pressure P during non-brake. The valve shall be opened only when it becomes lower than the minimum pipe pressure.

[Action]

With the above configuration, when the brake is not applied, air is supplied from the locomotive through the brake pipe, and the brake pipe pressure rises to P. Therefore, the suppression check valve opens and supplies air to the supply air reservoir and pneumatic equipment. Be worried. When the brake is applied, the air supply from the locomotive is cut off, and the brake pipe pressure is reduced, which reduces the brake pipe pressure. Therefore, the check valve is closed, and the air supply from the brake pipe to the pneumatic equipment is cut off. As a result, the air supply to the pneumatic equipment is supplied from the accumulated pressure in the supply air reservoir, and when the pressure in the supply air reservoir drops below the lower limit set value of the pressure regulator, the air compressor starts operating and the air compression Air is supplied from the machine to the pneumatic equipment via the supply air reservoir. Therefore, even when connected to a vehicle that does not have pneumatic equipment other than the brake, pneumatic equipment such as the air spring device and automatic door opening / closing device can be used, and air is not supplied from the brake pipe when the brake is activated. Therefore, no trouble will occur in the brake control. The initial loading device is a device that sends a large amount of compressed air from the brake pipe to the supply air reservoir when the train is organized, and initially fills the supply air reservoir, but this is also the brake pipe pressure when it is in normal use. Then, the valve is closed, and the valve is opened only at a pressure lower than that to allow initial filling. Therefore, this also does not hinder the brake control.

〔Example〕

FIG. 1 is a block diagram of an embodiment according to the present invention, FIGS. 2 and 3 are explanatory views of the operation of the suppression check valve in FIG. 1, and FIGS. 4 and 5 are also initial loading devices in FIG. FIG. 7 is an operation explanatory diagram of FIG. Since 2 to 7 in FIG. 1 are the same as the conventional example shown in FIG. 6, the description thereof will be omitted. 11 is an air compressor, 12 is a safety valve,
13 is a check valve, 14 is a pressure regulator, and the upper limit setting pressure is 5.5 kg / cm ² and the lower limit setting value is 4.5 kg / cm ² . Reference numeral 15 is a supply air reservoir.
And these 11 to 15 constitute a pressure air source device,
Air is supplied to the air spring device 2, which is a load, from the supply air reservoir 15. Reference numeral 16 is a brake pipe, which is a through pipe that is drawn through all vehicles, and is supplied to and exhausted from this brake pipe via a brake valve (brake controller) from a pressure air source device installed in the locomotive, and brake pipe pressure The brake is controlled based on the increase and decrease of. 17 is a suppression check valve with a brake pipe pressure of 4.5k
Only when g / cm ² or more, open the valve from the brake pipe 16 toward the supply air reservoir 15 direction. FIG. 2 is a valve closed state, and FIG. 3 is a valve opened state. When the brake pipe pressure becomes 4.5 kg / cm ² or more, the membrane plate 21 is pushed up against the spring 27 in the figure, and the ball valve 22 also rises and separates from the valve seat 23, so that the pressure air causes the valve 25 to move. It is pushed down against the spring 26 to open the valve. Reference numeral 18 denotes an initial charging device, which opens only in the direction of the supply air reservoir 15 from the brake pipe 16 only when the brake pipe pressure is 0 to 3 kg / cm ² . FIG. 4 is a valve closed state, and FIG. 5 is a valve opened state. When the brake pipe pressure exceeds 3 kg / cm ² , the compressed air pushes the membrane plate 31 against the spring 33 as shown in FIG. 4, so that the piston 32 descends, the piston rod 34 descends, and the valve 36 opens. Spring
It is closed by the force of 40. When the brake pipe pressure becomes 3 kg / cm ² or less, the spring 32 pushes up the piston 32, and the piston rod 34 pushes up the valve 36, so that the valve 36 separates from the valve seat 35, and as a result, pressure air pushes up the valve 38. To open the valve.

With the above configuration, when the brake is in the non-braking state (the vehicle is running and the brake is not applied), the locomotive supplies air to the brake pipe and the brake pipe pressure becomes 5k.
It is g / cm ² . Therefore, the suppression check valve 17 opens (because the brake pipe pressure is 5 kg / cm ² > the suppression check valve set pressure is 4.5 kg / cm ² ), and the brake pipe pressure flows into the air spring device 2 side. The inflowing pressure air is accumulated in the supply air reservoir 15 and further reaches the pressure regulator 14, but since the pressure is equal to or higher than the lower limit setting value of the pressure regulator (supply air reservoir pressure 5 kg / cm ² > lower limit setting value of the pressure regulator).
Because of 4.5kg / cm ^2), the compressor 11 is not running. In this state, when a brake valve (brake controller) (not shown) is next controlled to apply the brake, the air supply to the brake pipe is stopped and the pressure is exhausted until the brake pipe pressure corresponds to the brake amount.
Therefore, the brake pipe pressure drops to 4.5 kg / cm ² or less. Therefore, the suppression check valve 17 closes (brake pipe pressure
4.5kg / cm ² or less, <Because the check valve set pressure is 4.5kg / cm ² ), air supply from the brake pipe 16 to the air spring 2 side stops. When the pressure air in the air reservoir 15 is consumed by the air spring 2 and drops to 4.5 kg / cm ² during this braking action, the lower limit set value of the pressure regulator 14 reaches 4.5 kg / cm ² , so the compressor 11 starts operation. The pressurized air is supplied to the air spring 2 through the check valve 13 and the air reservoir 15. And the pressure of the air reservoir 15 is the upper limit set pressure of the pressure regulator 14.
When the pressure rises to 5.5 kg / cm ² , the compressor 11 stops. Therefore, the air is supplied from the brake pipe 16 when the brake is not applied, and the air is supplied from the compressor 11 when the brake is operated, so that the air spring 2 can be supplied without affecting the brake control.

Next, when the train is organized, since the air reservoir 15 is at atmospheric pressure, it is necessary to supply a large amount of compressed air for the first time. At this time the brake valves, not shown for the control (the brake controller) to the operating position the brake pipe pressure to put the first until 3 kg / cm ² beginning increase device 18 is opened (hereinafter brake pipe pressure 3 kg / cm ² < (Because the setting pressure of the initial charging device is 3 kg / cm ² ), air is supplied to the air reservoir 15 from the brake pipe 16. When the brake pipe pressure exceeds 3 kg / cm ² , the initial charging device 18 closes and the air supply from the brake pipe is cut off.

〔The invention's effect〕

As described above, the present invention provides a vehicle having a pneumatic device other than the brake device with a pressure air source device having a small capacity, and when the brake is used, the pneumatic device is supplied with air from the pressure air source device. When the brake is not used, air is supplied from the brake pipe, and when the initial charging is performed, air is supplied at a brake pipe pressure in a range not used for brake control. When mixed with a vehicle that does not have pneumatic equipment, pneumatic equipment can be used for air spring devices, automatic door opening and closing devices that could not be used,
(2) Since the air is partially supplied from the brake pipe, it is possible to reduce the size of the air compressor to 1/2 or less as compared with the case of supplying air only from the air compressor. (3) The present invention brings about an excellent effect that the brake device can be controlled without any trouble as in the past.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIGS. 2 and 3 are operation explanatory views of the suppression check valve in FIG. 1, FIG. 2 is a closed state, and FIG. 3 is an open valve. FIG. 4 and FIG. 5 are operation explanatory views of the initial charging device in FIG. 1, and FIG. 4 is a closed state.
FIG. 5 shows a valve open state, and FIG. 6 is a block diagram of a conventional pressurized air source device for an air spring. 11 …… Air compressor, 13 …… Check valve 14 …… Pressure regulator, 15 …… Supply air reservoir, 2 …… Load 16 …… Brake pipe, 17 …… Suppression check valve 18 …… Initial loading device

Claims (1)

[Claims] 1. When compressed air compressed by an air compressor is stored in a supply air reservoir via a check valve and the pressure of the supply air reservoir is detected by a pressure regulator to raise the pressure to an upper limit set value. In the vehicle pressure air source device that stops the air compressor and starts operation when the air pressure drops to the lower limit set value and supplies the pressure air of a certain range pressure from the air reservoir to the load, the upper limit set value of the pressure regulator To a value slightly higher than the brake pipe pressure when not braking, and the lower limit setting value to a value slightly lower,
Along with the setting, between the brake pipe and the outlet of the supply air reservoir, a suppression check valve that opens only at a set pressure slightly lower than the brake pipe pressure during non-brake, and the minimum brake pipe during regular braking. Connected in parallel with the initial charging device that opens only at a pressure lower than the pressure, and supplies pressure air from the brake pipe to the supply air reservoir when the vehicle brake is not braked or when the supply air reservoir is initially charged. A compressed air source device for a vehicle.