GB1562673A - Auxiliary pneumatic system for raising the pantograph of an electric locomotive - Google Patents
Auxiliary pneumatic system for raising the pantograph of an electric locomotive Download PDFInfo
- Publication number
- GB1562673A GB1562673A GB151/78A GB15178A GB1562673A GB 1562673 A GB1562673 A GB 1562673A GB 151/78 A GB151/78 A GB 151/78A GB 15178 A GB15178 A GB 15178A GB 1562673 A GB1562673 A GB 1562673A
- Authority
- GB
- United Kingdom
- Prior art keywords
- pneumatic system
- auxiliary
- pressure
- pantograph
- back flow
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000003137 locomotive effect Effects 0.000 title claims description 12
- PNEYBMLMFCGWSK-UHFFFAOYSA-N aluminium oxide Inorganic materials [O-2].[O-2].[O-2].[Al+3].[Al+3] PNEYBMLMFCGWSK-UHFFFAOYSA-N 0.000 claims description 6
- 239000002184 metal Substances 0.000 claims description 5
- 208000036366 Sensation of pressure Diseases 0.000 claims description 2
- 238000012986 modification Methods 0.000 claims description 2
- 230000004048 modification Effects 0.000 claims description 2
- 238000004140 cleaning Methods 0.000 description 4
- 230000005611 electricity Effects 0.000 description 4
- 238000004891 communication Methods 0.000 description 3
- 230000008929 regeneration Effects 0.000 description 3
- 238000011069 regeneration method Methods 0.000 description 3
- 239000000428 dust Substances 0.000 description 2
- 239000003921 oil Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 239000012535 impurity Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- 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
- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Description
(54) AN AUXILIARY PNEUMATIC SYSTEM FOR RAISING THE PANTOGRAPH
OF AN ELECTRIC LOCOMOTIVE
(71) We, Société Anonyme dite
ALSTHOM-ATLANTIQUE, a French
Body Corporate of 38 Avenue Kléber 75784 Paris Cedex 16, France do hereby declare the invention for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:
The present invention relates to an auxiliary pneumatic system for raising the pantograph of an electric locomotive which includes a main pneumatic system that operates on electric power drawn from the pantograph once it is raised into contact with an overhead power line. The main pneumatic system has the principal function of applying the brakes and includes a main air drier to avoid condensation in the pneumatic piping.
To bring a locomotive into operation, it is known to use an auxiliary air compressor which runs off batteries and raises the pantograph, thereby connecting the locomotive to its electricity power supply. The air produced by the auxiliary compressor contains impurities such as oil, dust and water, and therefore requires cleaning.
Prior filters used for this auxiliary operation have tended not to clean the air sufficiently, even when maintenance has been regularly performed.
In the present invention the filter means can be cleaned and regenerated by dry compressed air from the main pneumatic system once it is in operation. In preferred embodiments the cleaning operation is performed automatically each time the main pneumatic system starts up, thereby avoiding the need to rely on a regular manuallyoperated cleaning of the auxiliary filter means.
The present invention provides an auxiliary pneumatic system for raising the pantograph of an electric locomotive which includes a main pneumatic system that operates on electric power drawn from the pantograph when raised into contact with an overhead power line, the auxiliary pneumatic system comprising an auxiliary air compressor connected pneumatically in series with an auxiliary air drier and with pneumatic means for raising the pantograph to enable the pantograph to be raised with dry compressed air from the auxiliary compressor, wherein the auxiliary air drier comprises filter means which are also connected to receive a back flow of dry compressed air from the main pneumatic system to regenerate the filter means once the main pneumatic system is in operation.
A preferred filter means comprises a mass of droplet-trapping metal fibres followed by a mass of alumina which is downstream of the fibres in the working direction of air flow. The back flow of dry compressed air reactivates the alumina and sweeps the fibres clean.
It is preferable for the auxiliary pneumatic system to include a pressure-actuated control valve which is arranged to sense the pressure of the main pneumatic system and to allow the back flow when the pressure of the main pneumatic system is rising from its rest pressure to its normal operating pressure. For example, if the main pneumatic system starts at a pressure of 1 bar and rises to a pressure of about 10 bars when its power supply is turned on, then the back flow can be arranged to take place while the main pneumatic system rises from about 3 bars to about 4 bars.
An embodiment of the present invention is described by way of example with reference to the sole figure of the accompanying drawing which shows schematically an auxiliary pneumatic system associated with a main pneumatic system.
An auxiliary air drier 1 contains a grid filter element followed, downstream in the working direction of air flow, by a mass of alumina. The grid is made up of metal fibres and is provided to trap droplets of oil or water, and particles of dust. An inlet end 2 of the drier 1 is connected to a conduit 3 which is in communication both with an electrically-operated valve 4 leading to a vent 5 to the outside air and with a non-return valve 6 leading to an auxiliary air compressor 7. The non-return valve 6 allows air to pass from the compressor 7 to the drier 1 but not vice-versa. The auxiliary compressor runs off electricity supplied by a storage battery and is capable of supplying a pressure of up to 7 bars.An outlet end 8 of the drier 1 is connected to a conduit 9 which is in communication firstly with a non-return valve 10 leading via a conduit 11 to a cylinder 12 for raising the pantograph 13.
The non-return valve 10 allows air to pass from the drier 1 to the cylinder 12 but not vice-versa. When compressed air is introduced into the cylinder 12 the pantograph 13 rises into contact with a catenary 14. The conduit 9 is also in communication with a conduit 18 of the main pneumatic system via a back flow feed conduit 17, a non-return valve 16 and a portion of conduit 15 having a calibrated bore. The non-return valve 16 allows air to flow from the main pneumatic system to the conduit 9 but not vice-versa.
The conduit 18 of the main pneumatic system is supplied with compressed air from a main compressor (not shown) of the locomotive which is driven from electricity drawn from the catinary via the pantograph, when raised. The compressed air of the main pneumatic system is dried by a main air drier (not shown). The maximum pressure of pure air in the main pneumatic system is 9 bars. A pressure sensor 19 is connected to sense the pressure of the main pneumatic system (in this particular example it is connected to sense the pressure in the back flow feed circuit 17) and delivers an electrical signal via a circuit 20 to operate the electrically-operated valve 4. The main pneumatic system 18 is connected to the piston-operating conduit 11 via a non-return valve 21 which allows air to pass from the main pneumatic system to the conduit 11 but not vice-versa.
The auxiliary pneumatic system operates as follows: initially, the auxiliary compressor 7 is turned on and delivers compressed air via the non-return valve 6 to the inlet end 2 of the drier 1. The electrically-operated valve 4 is closed so that no air escapes through the vent 5 at this stage. The compressed air is purified by the filters in the drier 1 and leaves the drier 1 via its outlet end 8 and the conduit 9. The nonreturn valve 16 prevents the air from leaking into the main pneumatic system via the back flow feed conduit 17 while the non-return valve 10 allows the air to pass into the cylinder-operating conduit 11. The nonreturn valve 21 prevents the air from leaking from the conduit 11 into the main pneumatic system so the compressed air operates the cylinder 12 which raises the pantograph 13.
Once the pantograph 13 is in contact with the catenary 14 the locomotive may draw its electricity supply from the catenary. The compressor of the main pneumatic system can then be turned on and the auxiliary compressor is turned off. The main air drier then allows purified air to pass into the main conduit 18 at a pressure which rises from 1 to 9 bars. At some point during this rise in pressure the pressures on either side of the non-return valve 21 will equalise and thereafter the cylinder 12 will be kept under pressure from the main pneumatic system via the non-return valve 21. The pressure sensor 19 is arranged to cause the electrically-operated valve 4 to open when a first threshold pressure is reached in the main pneumatic system (for example 3 bars).This causes the inlet end 2 of the drier 1 to be connected to the vent 5 and thereby allows air drawn from the main conduit 18 to flow through the back flow feed conduit 17, the non-return valve 16 and the calibrated bore 15 to sweep the air drier 1 from its outlet end 8 to its inlet end 2. The alumina contained in the drier is thus regenerated and the condensate accumulated on the metal fibres is thus cleaned by the back flow. The rate of back flow is determined by the calibrated bore 15, and is small enough for the pressure in the main pneumatic system to continue to rise. Thus after a period of back flow the pressure sensor again operates at a second pressure threshold (for example 4 bars) to supply an electrical signal to cause the electricallyoperated valve 4 to close. Thus the regeneration of the auxiliary air drier is performed once immediately after its use for cleaning the compressed air from the auxiliary compressor 7.
The auxiliary compressor 7 is isolated during regeneration by the non-return valve 6.
The auxiliary pneumatic system described ensures regular and automatic regeneration of its filter means after each occasion on which it is used. The auxiliary air drier is thus maintained in good condition so long as the main pneumatic system is properly maintained.
Modifications are naturally possible without going beyond the scope of the invention, for example the back flow controlling valve could be pneunlntically-operated directly without passing through an electrical stage.
Alternatively the back flow could be controlled by timing means rather than by pressure sensitive means.
WHAT WE CLAIM IS:
1. An auxiliary pneumatic system for raising the pantograph of an electric locomotive which includes a main pneumatic system that operates on electric power drawn from the pantograph when raised into contact with an overhead power line, the auxiliary pneumatic system comprising an auxiliary air compressor connected pneumatically in series with an auxiliary air drier and with pneumatic means for raising the pantograph to enable the pantograph to be raised with dry compressed air from the auxiliary compressor, wherein the auxiliary air drier comprises filter means which are also connected to receive a back flow of dry compressed air from the main pneumatic system to regenerate the filter means once the main pneumatic system is in operation.
2. An auxiliary pneumatic system according to claim 1, wherein the said filter means comprises a grid of droplet-trapping fibres.
3. An auxiliary pneumatic system according to claim 2, wherein the said filter means further comprises a mass of alumina which is downstream of the droplet-trapping fibres in the working direction of air flow.
4. An auxiliary pneumatic system according to claim 2 or 3, wherein the said fibres are metal fibres.
5. An auxiliary pneumatic system according to any previous claim, wherein the connection to receive the back flow of dry compressed air includes a back flow feed conduit connected between the outlet side of the filter means and the main pneumatic system, said back flow feed conduit including at least a portion of sufficiently small bore to limit the rate of back flow.
6. An auxiliary pneumatic system according to any previous claim, including a pressure-actuated control valve which is arranged to sense the pressure of the main pneumatic system and to allow the back flow while the pressure of the main pneumatic system is in a range of pressures which
are greater than its pressure when not operating and which are less than its press
ure when in full operation.
7. An auxiliary pneumatic system
according to claim 6, wherein the pressure of the main pneumatic system rises from 1
bar to about 10 bars and the said range of pressure range extends between two intermediate pressures which are separated by about 1 bar.
8. An auxiliary pneumatic system according to claim 7, wherein said range extends from about 3 bars to about 4 bars.
9. An auxiliary pneumatic system according to claim 6, 7 or 8 wherein the pressure-actuated control valve comprises a pressure sensor having an electrical output signal and a valve which is electrically operated in response thereto.
10. An auxiliary pneumatic system according to claim 6, 7, 8 or 9 wherein the auxiliary air drier is connected in series between the auxiliary compressor and the pneumatic means for raising the pantograph, and the filter means is provided with a vent connected to its inlet side; the control valve being fitted to control the flow of air through the vent.
11. An auxiliary pneumatic system for raising the pantograph of an electric locomotive substantially as herein described with reference to the accompanying drawing.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (11)
1. An auxiliary pneumatic system for raising the pantograph of an electric locomotive which includes a main pneumatic system that operates on electric power drawn from the pantograph when raised into contact with an overhead power line, the auxiliary pneumatic system comprising an auxiliary air compressor connected pneumatically in series with an auxiliary air drier and with pneumatic means for raising the pantograph to enable the pantograph to be raised with dry compressed air from the auxiliary compressor, wherein the auxiliary air drier comprises filter means which are also connected to receive a back flow of dry compressed air from the main pneumatic system to regenerate the filter means once the main pneumatic system is in operation.
2. An auxiliary pneumatic system according to claim 1, wherein the said filter means comprises a grid of droplet-trapping fibres.
3. An auxiliary pneumatic system according to claim 2, wherein the said filter means further comprises a mass of alumina which is downstream of the droplet-trapping fibres in the working direction of air flow.
4. An auxiliary pneumatic system according to claim 2 or 3, wherein the said fibres are metal fibres.
5. An auxiliary pneumatic system according to any previous claim, wherein the connection to receive the back flow of dry compressed air includes a back flow feed conduit connected between the outlet side of the filter means and the main pneumatic system, said back flow feed conduit including at least a portion of sufficiently small bore to limit the rate of back flow.
6. An auxiliary pneumatic system according to any previous claim, including a pressure-actuated control valve which is arranged to sense the pressure of the main pneumatic system and to allow the back flow while the pressure of the main pneumatic system is in a range of pressures which
are greater than its pressure when not operating and which are less than its press
ure when in full operation.
7. An auxiliary pneumatic system
according to claim 6, wherein the pressure of the main pneumatic system rises from 1
bar to about 10 bars and the said range of pressure range extends between two intermediate pressures which are separated by about 1 bar.
8. An auxiliary pneumatic system according to claim 7, wherein said range extends from about 3 bars to about 4 bars.
9. An auxiliary pneumatic system according to claim 6, 7 or 8 wherein the pressure-actuated control valve comprises a pressure sensor having an electrical output signal and a valve which is electrically operated in response thereto.
10. An auxiliary pneumatic system according to claim 6, 7, 8 or 9 wherein the auxiliary air drier is connected in series between the auxiliary compressor and the pneumatic means for raising the pantograph, and the filter means is provided with a vent connected to its inlet side; the control valve being fitted to control the flow of air through the vent.
11. An auxiliary pneumatic system for raising the pantograph of an electric locomotive substantially as herein described with reference to the accompanying drawing.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR7701188A FR2377294A1 (en) | 1977-01-17 | 1977-01-17 | AUXILIARY AIR DRYER FOR A PANTOGRAPH CIRCUIT OF AN ELECTRIC LOCOMOTIVE |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1562673A true GB1562673A (en) | 1980-03-12 |
Family
ID=9185556
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB151/78A Expired GB1562673A (en) | 1977-01-17 | 1978-01-04 | Auxiliary pneumatic system for raising the pantograph of an electric locomotive |
Country Status (11)
| Country | Link |
|---|---|
| BE (1) | BE862442A (en) |
| DE (1) | DE2800877A1 (en) |
| DK (1) | DK19778A (en) |
| ES (1) | ES465888A1 (en) |
| FR (1) | FR2377294A1 (en) |
| GB (1) | GB1562673A (en) |
| IT (1) | IT1089082B (en) |
| LU (1) | LU78788A1 (en) |
| NL (1) | NL7800507A (en) |
| PT (1) | PT67536B (en) |
| ZA (1) | ZA78132B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20160221447A1 (en) * | 2013-08-30 | 2016-08-04 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for supplying auxiliary air to a rail vehicle |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010008636A1 (en) * | 2010-02-18 | 2011-08-18 | Siemens Aktiengesellschaft, 80333 | Device for providing a supply pressure |
| CN103287272B (en) * | 2013-06-18 | 2016-03-30 | 南车株洲电力机车有限公司 | Current collecting bow lifting control setup and job operation thereof, and locomotive brake cabinet |
| DE102014113560A1 (en) * | 2014-09-19 | 2016-03-24 | Stemmann-Technik Gmbh | Current collector system with pneumatic sensor monitoring |
| CN110893772B (en) * | 2018-09-13 | 2021-03-02 | 中车大同电力机车有限公司 | Air supply system for electric locomotive and electric locomotive |
-
1977
- 1977-01-17 FR FR7701188A patent/FR2377294A1/en active Granted
- 1977-12-23 IT IT31260/77A patent/IT1089082B/en active
- 1977-12-29 LU LU78788A patent/LU78788A1/xx unknown
- 1977-12-29 BE BE1008615A patent/BE862442A/en unknown
-
1978
- 1978-01-04 GB GB151/78A patent/GB1562673A/en not_active Expired
- 1978-01-09 ZA ZA00780132A patent/ZA78132B/en unknown
- 1978-01-10 DE DE19782800877 patent/DE2800877A1/en active Pending
- 1978-01-11 ES ES465888A patent/ES465888A1/en not_active Expired
- 1978-01-16 PT PT67536A patent/PT67536B/en unknown
- 1978-01-16 NL NL7800507A patent/NL7800507A/en not_active Application Discontinuation
- 1978-01-16 DK DK19778A patent/DK19778A/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20160221447A1 (en) * | 2013-08-30 | 2016-08-04 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for supplying auxiliary air to a rail vehicle |
| US9956879B2 (en) * | 2013-08-30 | 2018-05-01 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Method and device for supplying auxiliary air to a rail vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2377294A1 (en) | 1978-08-11 |
| FR2377294B1 (en) | 1980-02-15 |
| BE862442A (en) | 1978-06-29 |
| ES465888A1 (en) | 1978-09-16 |
| PT67536B (en) | 1979-06-15 |
| ZA78132B (en) | 1978-11-29 |
| DK19778A (en) | 1978-07-18 |
| PT67536A (en) | 1978-02-01 |
| IT1089082B (en) | 1985-06-10 |
| DE2800877A1 (en) | 1978-07-20 |
| NL7800507A (en) | 1978-07-19 |
| LU78788A1 (en) | 1978-07-11 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed | ||
| PCNP | Patent ceased through non-payment of renewal fee |