Auxiliary air supply device applied to metro vehicle

Abstract

An auxiliary air supply device applied to a subway vehicle, comprising a frame, the frame is arranged in the vehicle and is adjacent to a pantograph base, an oil-free compressor, a radiator, a single-tower dryer, an air path integrated unit, an air cylinder and a back blowing air cylinder are arranged in the frame, the oil-free compressor is in air path communication with the radiator, the air path integrated unit has a charging mode and a back blowing mode, and the two working modes can be switched to each other, in the charging mode, the air path integrated unit is in communication with the output end of the radiator and the input end of the single-tower dryer, and the output end of the single-tower dryer is communicated to the air cylinder and the back blowing air cylinder, in the back blowing mode, the air path integrated unit is cut off from the output end of the radiator, and only the back blowing air cylinder is communicated to the output end of the single-tower dryer, the independent box is cancelled, the frame is adopted for installation, the frame can be flexibly and compactly arranged near the roof interlayer of the pantograph base, the physical distance between the frame and the pantograph base is greatly reduced, and the pantograph response rate is greatly improved.

Description

Technical Field

[0001] This utility model relates to an auxiliary air supply device for use in subway vehicles. Background Technology

[0002] During subway operation, at the start of each day's service, it is essential to ensure that the train reliably and quickly raises the pantograph to enter operational status. However, when the train's battery is not powered, the main ventilation system pressure is below the standard value (undervoltage), and the pantograph cannot raise normally, the undervoltage main ventilation system needs to be pressurized. Existing auxiliary ventilation devices are typically integrated into a separate metal enclosure and installed on the floor of the equipment compartment under the train. While this allows for modular production, pre-assembly, testing, overall hoisting, and maintenance, the compressed air must traverse a pipeline of tens of meters or even longer from the auxiliary ventilation device under the train to the pantograph actuator on the roof, resulting in a slow pantograph raising response time. Therefore, existing technology requires further improvement and development. Summary of the Invention

[0003] To address the shortcomings mentioned above, this utility model provides an auxiliary air supply device for use in subway vehicles.

[0004] To achieve the above objectives, this utility model provides an auxiliary air supply device for subway vehicles, comprising a frame mounted inside the vehicle and adjacent to the pantograph base. The frame contains an oil-free compressor, a radiator, a single-tower dryer, an integrated air circuit unit, an air cylinder, and a back-blowing air cylinder. The oil-free compressor is connected to the radiator via an air circuit. The integrated air circuit unit has an inflation mode and a back-blowing mode, and these two operating modes can be switched. In the inflation mode, the integrated air circuit unit connects the output end of the radiator and the input end of the single-tower dryer, and connects the output end of the single-tower dryer to the air cylinder and the back-blowing air cylinder. In the back-blowing mode, the integrated air circuit unit disconnects from the output end of the radiator and only connects the back-blowing air cylinder to the output end of the single-tower dryer, causing the airflow to flow in the reverse direction through the single-tower dryer and then be discharged into the atmosphere.

[0005] Furthermore, it also includes a pressure switch, which is connected to the oil-free compressor. When the pressure in the pipeline reaches 800±30 kPa, the normally closed contact of the pressure switch opens, and the oil-free compressor loses power and stops working. When the pressure in the pipeline drops to 650±30 kPa, the normally closed contact of the pressure switch closes, and the oil-free compressor is powered on and restarts.

[0006] Furthermore, the frame includes multiple columns for supporting the auxiliary air supply device, and the bottom of each column is provided with multiple external interfaces for fixed docking with the vehicle body.

[0007] Furthermore, the frame is provided with an electrical connection interface for connection to the train power control interface.

[0008] Furthermore, the frame is made of 06Cr19Ni10 stainless steel sheet.

[0009] Furthermore, the gas circuit board in the gas circuit integration unit is made of 6061-T6 hard aluminum alloy, and its surface is anodized.

[0010] Furthermore, the air cylinder is provided with a lifting air supply port interface.

[0011] The advantages of this utility model over the prior art are as follows: This utility model eliminates the independent housing and adopts frame installation, which allows it to be flexibly and compactly close to the roof interlayer of the pantograph base, greatly reducing the physical distance between the two and greatly improving the pantograph raising response rate. Attached Figure Description

[0012] Figure 1 This is a perspective view of an auxiliary air supply device for subway vehicles according to the present invention; Figure 2 This is a schematic diagram of the air supply system for the auxiliary air supply device involved in this solution. Detailed Implementation

[0013] like Figure 1 As shown in the figure, an auxiliary air supply device for subway vehicles according to an embodiment of the present invention includes a frame 1. The frame 1 is mounted inside the vehicle and adjacent to the pantograph base, which greatly reduces the physical distance between the two and significantly improves the pantograph raising response rate. The frame 1 is made of 06Cr19Ni10 stainless steel plate and is manufactured by bending and welding processes. In addition, angle steel is used to strengthen some key parts of the frame 1 to enhance the overall structural strength. The frame 1 includes multiple columns 1-1 for supporting the auxiliary air supply device. The bottom of the columns 1-1 is provided with multiple external interfaces 1-12 that are fixedly connected to the vehicle body, which facilitates the overall installation of the auxiliary air supply device on the vehicle, effectively reduces the difficulty of assembly operations for workers, and significantly improves production efficiency.

[0014] Furthermore, such as Figure 1As shown, the frame 1 in this embodiment includes an oil-free compressor 2, a radiator 3, a single-tower dryer 4, an air path integration unit 5, an air cylinder 6, and a back-flushing air cylinder 7. The oil-free compressor 2 generates compressed air and is connected to the radiator 3 via an air path. The radiator 3 cools the compressed air to near ambient temperature. The air path integration unit 5 has an inflation mode and a back-flushing mode, and the two operating modes can be switched between each other. In the inflation mode, the air path integration unit 5 connects the output end of the radiator 3 and the input end of the single-tower dryer 4, and connects the output end of the single-tower dryer 4 to the air cylinder 6 and the back-flushing air cylinder 7. The air cylinder 6 is used to store the dried clean compressed air for use in subway vehicles. The pantograph and other air-using equipment provide a stable air source, while the backflush cylinder 7 is specifically used to store the compressed air required for regeneration. In backflush mode, the air circuit integration unit 5 disconnects from the output end of the radiator 3 and connects only the backflush cylinder 7 to the output end of the single-tower dryer 4, so that the airflow in the backflush cylinder 7 flows in reverse through the single-tower dryer 4 and is discharged to the atmosphere. This achieves the regeneration treatment of the adsorbent in the single-tower dryer 4, ensuring its continuous and efficient drying performance, filtering impurities in the pipeline, and effectively preventing condensation, corrosion, and debris accumulation. This prevents brake failure caused by the above problems and ensures the stable operation of the braking system.

[0015] Furthermore, such as Figure 1 As shown, this embodiment also includes a pressure switch, which is connected to the oil-free compressor 2. When the pressure in the pipeline reaches 800±30 kPa, the normally closed contact of the pressure switch opens, and the oil-free compressor 2 loses power and stops working. When the pressure in the pipeline drops to 650±30 kPa, the normally closed contact of the pressure switch closes, and the oil-free compressor 2 is powered on and restarts. Through the automatic control mechanism of the pressure switch, the operating status of the oil-free compressor 2 can be effectively controlled.

[0016] Furthermore, such as Figure 1 As shown, in this embodiment, the frame 1 is equipped with an electrical connection interface 8, which is connected to the train power control interface, and the air cylinder 6 is equipped with a pantograph air supply port interface 9. The setting of the electrical connection interface 8 and the pantograph air supply port interface 9 facilitates quick docking with the original electrical control system and pantograph air supply system of the subway vehicle, ensuring that the auxiliary air supply device can be easily integrated into the overall system of the subway vehicle, reducing the complexity of system integration. At the same time, the air circuit board in the air circuit integration unit 5 is made of 6061-T6 hard aluminum alloy, and its surface is anodized, with an oxide film thickness not lower than the AA10 grade requirement of the oxide film thickness in GB / T8013.1.

[0017] Figure 2This is a schematic diagram of the pneumatic circuit of this utility model. The physical meanings of the symbols marked in the diagram are as follows: F1: oil-free compressor; F2: hose; F3: radiator; F4: safety valve; F5: single-tower dryer; F6: 3L backflush cylinder; F7: check valve; F8: solenoid valve; F9: pressure switch; F10: test connector; F11: 20L air cylinder; F12: drain plug. By connecting the pneumatic circuit as shown in the diagram, the various functions of this utility model can be realized, which will not be elaborated further.

[0018] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An auxiliary air supply device for use in subway vehicles, characterized in that: The system includes a frame (1), which is mounted inside the vehicle and adjacent to the pantograph base. The frame (1) contains an oil-free compressor (2), a radiator (3), a single-tower dryer (4), an air circuit integration unit (5), a blower cylinder (6), and a back-blowing blower cylinder (7). The oil-free compressor (2) is connected to the radiator (3) via an air circuit. The air circuit integration unit (5) has an inflation mode and a back-blowing mode, and the two working modes can be switched between each other. In the inflation mode, the air circuit integration unit (5) connects the output end of the radiator (3) and the input end of the single-tower dryer (4), and connects the output end of the single-tower dryer (4) to the blower cylinder (6) and the back-blowing blower cylinder (7). In the back-blowing mode, the air circuit integration unit (5) disconnects from the output end of the radiator (3) and only connects the back-blowing blower cylinder (7) to the output end of the single-tower dryer (4), so that the airflow flows in reverse through the single-tower dryer (4) and is discharged to the atmosphere.

2. The auxiliary air supply device for subway vehicles according to claim 1, characterized in that: It also includes a pressure switch, which is connected to the oil-free compressor (2). When the pressure value in the pipeline reaches 800±30kpa, the normally closed contact of the pressure switch opens, and the oil-free compressor (2) loses power and stops working. When the pressure value in the pipeline drops to 650±30kpa, the normally closed contact of the pressure switch closes, and the oil-free compressor (2) is powered on and starts working again.

3. The auxiliary air supply device for subway vehicles according to claim 1, characterized in that: The frame (1) includes multiple columns (1-1) for supporting the auxiliary air supply device, and the bottom of the columns (1-1) is provided with multiple external interfaces (1-2) that are fixedly connected to the vehicle body.

4. The auxiliary air supply device for subway vehicles according to claim 1, characterized in that: The frame (1) is provided with an electrical connection interface (8) for connection to the train power control interface.

5. An auxiliary air supply device for subway vehicles according to claim 1, 3, or 4, characterized in that: The frame (1) is made of 06Cr19Ni10 stainless steel plate.

6. The auxiliary air supply device for subway vehicles according to claim 1, characterized in that: The gas circuit board in the gas circuit integration unit (5) is made of 6061-T6 hard aluminum alloy and its surface is anodized.

7. The auxiliary air supply device for subway vehicles according to claim 1, characterized in that: The air cylinder (6) is provided with an air supply port (9).

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