WO2013129255A1

WO2013129255A1 - Energy regeneration device of railroad vehicle and drive assist device of railroad vehicle

Info

Publication number: WO2013129255A1
Application number: PCT/JP2013/054533
Authority: WO
Inventors: 笹島己喜朗; 藤原達雄; 矢野正隆; 梶原文宏
Original assignee: ナブテスコ株式会社
Priority date: 2012-02-28
Filing date: 2013-02-22
Publication date: 2013-09-06
Also published as: TW201343445A

Abstract

Provided is an energy regeneration device of a railroad vehicle whereby operation energy during a braking action can be regenerated even when energy cannot be regenerated by a drive electric motor. A fluid pressure mechanism (11) capable of varying the discharge flow rate of a working fluid operates as a fluid pressure pump or a fluid pressure motor. A gear mechanism (12) connects the fluid pressure mechanism (11) and an axle (104b). An accumulator (13) stores pressure energy of the incoming working fluid discharged from the fluid pressure mechanism (11), and constitutes a pressure source capable of supplying the fluid pressure mechanism (11) with the working fluid as a pressure fluid. A switching part (14) switches the flow direction of the working fluid between the fluid pressure mechanism (11) and the accumulator (13). A controller (15) controls the discharge flow rate of the working fluid discharged from the fluid pressure mechanism (11) and the action of switching the flow direction of the working fluid by the switching part (14), and sends a brake feedback signal to a brake control device (107).

Description

Railway vehicle energy regeneration device and railroad vehicle drive assist device

The present invention relates to an energy regeneration device for a railway vehicle, which is installed in the railway vehicle and can regenerate energy during braking operation of the railway vehicle or a train including the rail vehicle, and the rail vehicle including the energy regeneration device. The present invention relates to a drive assist device.

In the formation of railway vehicles, not only motor vehicles but also trailer vehicles are often provided as railway vehicles. The motor vehicle is configured as a railway vehicle provided with a driving electric motor that generates a driving torque for rotationally driving an axle of the railway vehicle. The trailer vehicle is not provided with an electric motor for driving, and is configured as a railway vehicle that is driven by being pulled by the motor vehicle. And the system disclosed by patent document 1 and patent document 2 is known as a system which can reproduce | regenerate the energy at the time of the brake operation | movement of a motor vehicle.

The system disclosed in Patent Document 1 is provided as a power feeding system that feeds power from a substation to a DC feeding system. This power supply system is provided with a power storage device provided near a station separated from the substation and using a power capacitor as a power source. The power storage device suppresses the increase in feeder voltage by rapidly charging the feeder from the feeder when the feeder voltage in the vicinity of the station exceeds a set voltage higher than the rated voltage. It has a controller. In addition, this controller is configured to prevent a drop in the wire voltage by allowing rapid discharge from the capacitor to the feeder when the feeder voltage falls below a set voltage lower than the rated voltage. With this configuration, the power supply system disclosed in Patent Document 1 is intended to take measures against regenerative invalidation of a train at a position separated from a substation and countermeasures against feeding voltage drops.

The system disclosed in Patent Document 2 is provided as an electric railway power feeding system that feeds driving power to an electric motor for driving a motor vehicle via a power transmission system from a substation and performs traveling control. This electric railway power feeding system includes a plurality of capacitor banks mounted on a motor vehicle, charging means, and output control means. The plurality of capacitor banks are configured by connecting a plurality of capacitors in series and parallel. The charging means is configured as means for charging the capacitor bank with electric power supplied from the substation and storing electric energy. The output control means is configured as means for discharging and supplying electric power stored in the capacitor bank to the drive electric motor as drive power and charging and storing the regenerative power of the drive electric motor in the capacitor bank. In this electric railway power supply system, the electric energy stored in the capacitor bank is used as the drive power for the drive electric motor, or the electric energy and the power supply power for the substation are combined to be the drive power for the drive electric motor. It is configured as follows.

JP 2000-233669 A Japanese Unexamined Patent Publication No. 2000-4507

In the systems disclosed in Patent Document 1 and Patent Document 2, a capacitor for storing electric energy is provided in the vicinity of a station separated from a substation or in a motor vehicle. And it is comprised so that the regenerative brake by the drive electric motor mounted in the motor vehicle can be operated, and the electrical energy at the time of the brake operation of a motor vehicle can be stored in said capacitor. When the regenerative braking force by the driving electric motor mounted on the motor vehicle is used as a braking force for the braking operation of the entire train vehicle, the above regenerative braking is performed more than the friction brake operated by compressed air. So-called delay control is performed in which the brake is used preferentially. As a result, the entire formation of the railway vehicle is configured such that the energy during the braking operation is regenerated as electric energy.

However, generally, it is considered that the ratio of energy regenerated as electric energy by operating a regenerative brake by a driving electric motor mounted on a motor vehicle is about 40%. In the current situation, much of the energy during the braking operation is consumed as heat by the friction brake.

The reason why much of the energy during braking is not fully regenerated as electric energy is that even if a capacitor is used as in the prior art, due to the performance of the electric motor for driving, the railway vehicle runs at high speed. It is difficult to control motor regeneration in Furthermore, as another reason, a rail car is provided with a trailer vehicle in addition to a motor vehicle, and depending on the speed of the formation, a braking force required for the entire organization is mounted on the motor vehicle. There are cases where it is not possible to cover only with the regenerative brake of the electric motor. On the other hand, it is conceivable to configure all the trained vehicles as motor vehicles, but in this case, the cost of the entire trained increases significantly. Even in this case, it is difficult to regenerate electric energy in a high speed range. Therefore, even when energy cannot be regenerated by the driving electric motor, it is desired to realize a device capable of regenerating kinetic energy during the braking operation of the railway vehicle or the train including the railway vehicle.

In view of the above circumstances, the present invention is a railway vehicle capable of regenerating kinetic energy during braking operation of a railway vehicle or a train including the railway vehicle even when energy cannot be regenerated by the drive electric motor. It is an object of the present invention to provide a railway vehicle drive assist device including the energy regeneration device and the energy regeneration device.

An energy regeneration device for a railway vehicle according to the first invention for achieving the above object is provided for a railway vehicle that is installed in the railway vehicle and can regenerate energy during a braking operation of the railway vehicle or a train including the railway vehicle. The present invention relates to an energy regeneration device. The railcar energy regeneration device according to the first aspect of the present invention operates as a fluid pressure pump or a fluid pressure motor according to the direction in which the working fluid flows, and is a fluid pressure mechanism capable of changing the discharge flow rate of the working fluid. And at least the fluid pressure mechanism when the fluid pressure mechanism operates as the fluid pressure pump, a gear mechanism that connects the fluid pressure mechanism and the axle of the railway vehicle, and gas is enclosed therein, and the fluid pressure The gas is compressed by the working fluid discharged from the mechanism and flows in, and pressure energy is accumulated by the pressure acting on the working fluid by the compressed gas, and the pressure fluid is stored in the fluid pressure mechanism. As an accumulator part that constitutes a pressure source capable of supplying a working fluid, and the flow direction of the working fluid between the fluid pressure mechanism part and the accumulator part is switched. And a switching operation of the working fluid discharged from the fluid pressure mechanism unit and a switching operation of the flow direction of the working fluid by the switching unit, and a braking operation of the entire knitting in which the railway vehicle is incorporated And a control unit that transmits a brake feedback signal related to a brake force or a brake torque generated by the fluid pressure mechanism unit.

According to this configuration, during a braking operation of a railway vehicle or a train including the railway vehicle, the force or torque transmitted from the axle of the railway vehicle that decelerates is input to the rotating shaft of the fluid pressure mechanism unit via the gear mechanism unit. Is done. And this fluid pressure mechanism part operates as a fluid pressure pump. Furthermore, the flow direction of the working fluid discharged from the fluid pressure mechanism unit is adjusted by the switching unit and flows to the accumulator unit. Thereby, in a state where pressure is applied from the gas compressed in the accumulator portion, the working fluid flows into the accumulator portion, and pressure energy is accumulated. In addition, the switching unit operates, the pressure energy accumulated in the accumulator unit is released, and the working fluid as the pressure fluid is supplied to the fluid pressure mechanism unit, so that the fluid pressure mechanism unit operates as a fluid pressure motor. become.

As described above, the kinetic energy of the railway vehicle that cannot be recovered as electric energy by the electric motor for driving mounted on the motor vehicle of the train during the braking operation of the train including the train or the train is different from the electrical energy. It can be recovered and regenerated as pressure energy in the form. Thereby, the utilization efficiency of energy at the time of brake operation can be improved. Further, since the fluid pressure mechanism as the fluid pressure pump is driven by the force or torque transmitted from the axle during the braking operation, the energy regeneration device can generate the braking force or braking torque of the railway vehicle. Thereby, the burden of the friction brake operated by compressed air can also be reduced. Further, according to the above energy regeneration device, the control unit transmits a brake feedback signal related to the braking force or braking torque generated in the fluid pressure mechanism unit to the brake control device that controls the overall braking operation of the knitting. For this reason, the brake by an energy regeneration apparatus can be efficiently utilized in control of the brake operation of the whole knitting.

According to the configuration of the energy regeneration device described above, the energy recovery during the braking operation is not limited by the performance of the drive electric motor mounted on the motor vehicle, and the high speed range in which the railway vehicle travels at high speed. The energy at can also be recovered. Also, in a trailer vehicle that is not equipped with an electric motor for driving and is pulled by a motor vehicle, kinetic energy at the time of braking operation can be recovered as pressure energy and regenerated. That is, even in a trailer vehicle that cannot regenerate energy by the driving electric motor, kinetic energy can be regenerated during the knitting brake operation.

Therefore, according to the above configuration, even when energy cannot be regenerated by the driving electric motor, the energy regeneration of the railway vehicle that can regenerate the kinetic energy during the braking operation of the railway vehicle or the train including the railway vehicle is possible. An apparatus can be provided.

A railcar energy regeneration device according to a second aspect of the present invention is the railcar energy regeneration device according to the first aspect of the present invention, wherein the fluid pressure mechanism portion includes a swash plate that can be installed obliquely with respect to its rotation axis. A swash plate control unit configured as a swash plate type fluid pressure pump and a fluid pressure motor, wherein the swash plate control unit controls an inclination angle of the swash plate with respect to the rotation axis by a working fluid as a pressure fluid accumulated in the accumulator unit; It is characterized by having.

According to this configuration, the fluid pressure mechanism is configured as a swash plate type fluid pressure pump and fluid pressure motor. For this reason, the amount of energy to be regenerated is easily adjusted simply by changing the inclination angle of the swash plate and adjusting the discharge flow rate of the working fluid. Therefore, an energy regeneration device that can be easily controlled can be realized. Further, according to the above configuration, the inclination angle of the swash plate is controlled by the action of the working fluid as the pressure fluid accumulated in the accumulator unit by the swash plate control unit. For this reason, it is not necessary to provide a separate fluid pressure source for controlling the inclination angle of the swash plate, and the configuration can be simplified.

A railcar energy regeneration device according to a third aspect of the present invention is the railcar energy regeneration device according to the first or second aspect of the present invention, wherein the control unit is a brake command relating to a brake force or a brake torque generated by the fluid pressure mechanism. The control unit is configured to be able to receive a signal from the brake control device, and the control unit discharges the working fluid discharged from the fluid pressure mechanism unit based on the brake command signal and the flow direction of the working fluid by the switching unit. The switching operation is controlled.

According to this configuration, the energy regeneration device operates based on a brake command signal from a brake control device that controls the overall braking operation of the train. For this reason, in the brake operation, the friction brake operated by the compressed air, the regenerative brake by the drive electric motor mounted on the motor vehicle, and the share ratio of the regenerative brake by the energy regenerative device is a higher system of the energy regenerative device. It can be determined by the brake control device. Thereby, the energy regeneration at the time of brake operation and control of brake operation can be performed more efficiently as a whole knitting.

A railcar energy regeneration device according to a fourth aspect of the present invention is the railcar energy regeneration device according to any one of the first to third aspects of the present invention, wherein the pressure of the working fluid discharged from the fluid pressure mechanism unit to the accumulator unit is , Further comprising a sensor unit that detects at least one of the pressures of the working fluid accumulated in the accumulator unit, and the control unit, based on the magnitude of the pressure detected by the sensor unit, It controls at least one of the discharge flow rate of the working fluid discharged from the fluid pressure mechanism unit and the switching operation of the flow direction of the working fluid by the switching unit.

According to this configuration, the control unit can control the fluid pressure mechanism unit and the switching unit while grasping the pressure of the working fluid in the accumulator unit or the working fluid discharged to the accumulator unit based on the detection result of the sensor unit. Thereby, the control unit controls at least one of the discharge flow rate from the fluid pressure mechanism unit and the state of the switching unit when the working fluid as the pressure fluid is sufficiently accumulated in the accumulator unit, The flow of the working fluid into the accumulator unit can be reduced or stopped.

A railcar energy regeneration device according to a fifth aspect of the present invention is the railcar energy regeneration device according to any one of the first to fourth aspects, wherein the pressure of the working fluid in the accumulator section is equal to or less than a predetermined pressure value. In this manner, a pressure adjusting valve for adjusting the pressure of the working fluid in the accumulator unit is further provided.

According to this configuration, when the working fluid as the pressure fluid is sufficiently accumulated in the accumulator section and the pressure level of the working fluid reaches the predetermined pressure value, the pressure regulating valve is activated, and the excessive operation is performed. Inflow of the fluid into the accumulator unit is suppressed. Thereby, the state where the working fluid as the pressure fluid is sufficiently accumulated in the accumulator portion is maintained, and in that state, a sufficiently large brake force or brake torque can be continuously output.

A railcar energy regeneration device according to a sixth aspect of the present invention is the railcar energy regeneration device according to any one of the first to fifth aspects of the invention, wherein the switching unit is such that the fluid pressure mechanism unit operates as the fluid pressure pump. Sometimes, the first communication path that connects the accumulator section and the fluid pressure mechanism section is shut off, and the first communication path communicates when the fluid pressure mechanism section operates as the fluid pressure motor. A switching valve, provided in parallel with the first communication path, and provided in a second communication path that communicates the accumulator part and the fluid pressure mechanism part, and the working fluid passes the second communication path from the accumulator part. And a check valve for preventing the fluid pressure mechanism portion from flowing.

According to this configuration, when the fluid pressure mechanism portion operates as a fluid pressure pump, the working fluid efficiently flows from the fluid pressure mechanism portion to the accumulator portion via the check valve. On the other hand, when the fluid pressure mechanism portion operates as a fluid pressure motor, the working fluid efficiently flows from the accumulator portion to the fluid pressure mechanism portion via the first switching valve. Therefore, the regenerative energy can be easily generated while preventing the working fluid from flowing from the accumulator portion to the fluid pressure mechanism portion by the switching portion having a simple configuration provided with the first switching valve and the check valve. It can be taken out from the accumulator part.

According to a seventh aspect of the present invention, there is provided an energy regeneration device for a railway vehicle according to the sixth aspect of the present invention, wherein the switching unit is a circulation communication unit that communicates a discharge side and a suction side of the working fluid in the fluid pressure mechanism unit. It further has the 2nd switching valve provided in the channel | path, and interrupts | blocks or connects the said circulation communication channel.

According to this configuration, the switching unit operates and the second switching valve communicates the circulation communication path, so that the state of the energy regeneration device is such that the working fluid discharged from the fluid pressure mechanism unit communicates with the accumulator unit. The circulation state is set so as to return to the fluid pressure mechanism through the circulation communication path that is easier to flow than the two communication paths. As a result, even when a clutch mechanism for disconnecting the connection between the fluid pressure mechanism and the axle is not provided, the load caused by the rotation of the rotation shaft of the fluid pressure mechanism affects the travel of the railway vehicle. Can be suppressed.

An energy regeneration device for a railway vehicle according to an eighth aspect of the present invention is the energy regeneration device for a railway vehicle according to the seventh aspect, wherein the accumulator portion and the fluid are provided when the second switching valve is in communication with the circulation communication path. It further has the 3rd change-over valve which intercepts the 3rd communication passage which connects the pressure mechanism part.

According to this configuration, in a state where the second switching valve communicates the circulation communication path, the working fluid discharged from the fluid pressure mechanism unit is switched by switching the third switching valve to a state where the third switching path is blocked. It is possible to reliably prevent the fluid from flowing to the accumulator portion and to circulate the working fluid through the circulation communication path. As a result, when a clutch mechanism for disconnecting the connection between the fluid pressure mechanism unit and the axle is not provided, the load caused by the rotation of the rotation shaft of the fluid pressure mechanism unit affects the travel of the railway vehicle. Can be reliably suppressed.

A railcar energy regeneration device according to a ninth aspect of the present invention is the railcar energy regeneration device according to the seventh aspect or the eighth aspect, wherein the reservoir section capable of storing the working fluid sucked into the fluid pressure mechanism section, and the fluid pressure A first manifold part that communicates with the mechanism part, a second manifold part that communicates with the accumulator part and the reservoir part, one end connected to the first manifold part and the other end connected to the second manifold part. A first unit including the fluid pressure mechanism unit, the gear mechanism unit, and the first manifold unit, further comprising a communication unit for communicating the accumulator unit and the reservoir unit with the fluid pressure mechanism unit. Is fixed to a bogie frame that is a bogie frame that rotatably holds the axle of the railway vehicle, and the accumulator portion, the reservoir portion, The second unit including the first switching valve, the second switching valve, and the second manifold part is provided separately from the first unit outside the bogie frame at a lower portion of the railcar. Features.

According to this configuration, the accumulator part, the reservoir part, etc. are installed in a place different from the inside of the bogie frame where the space is limited. This makes it easy to increase the volume of the accumulator unit in order to increase the pressure energy that can be stored in the accumulator unit, or to increase the volume of the reservoir unit in order to increase the capacity of the working fluid that can be stored in the reservoir unit. Become. That is, the design freedom of the hydraulic circuit including the accumulator part and the reservoir part can be improved.

A railcar energy regeneration device according to a tenth aspect of the present invention is the energy regeneration device for railroad vehicle according to the ninth aspect, wherein the accumulator portion is formed so as to extend in one direction, and the longitudinal direction thereof is along the longitudinal direction of the railcar. And an accumulator port portion which is provided at one end portion in the longitudinal direction of the pressure vessel and allows the working fluid to flow in and out.

In order to increase the volume of the accumulator part, it is conceivable to increase its outer diameter. However, the space below the railway vehicle where the accumulator unit is installed has a relatively low height in the vertical direction, so it is difficult to increase the outer diameter.

On the other hand, in order to increase the volume of the accumulator part, it is conceivable to increase the length. In this case, if the accumulator portion having a shape extending in one direction as described above is arranged so that the longitudinal direction thereof is along the longitudinal direction of the railway vehicle, in the lower part of the railway vehicle having a relatively long longitudinal direction. It is easy to increase the length of the accumulator part. That is, according to this configuration, the energy that can be stored in the accumulator unit can be easily increased.

The energy regeneration device for a railway vehicle according to an eleventh aspect of the invention is the energy regeneration device for a railway vehicle according to the tenth aspect of the invention, wherein a plurality of the accumulator parts are arranged in the vehicle width direction of the railway car, and the second manifold part is An accumulator-side manifold is formed to extend in the vehicle width direction of the railway vehicle and to which the accumulator port is connected.

When the accumulator portion formed so as to extend in one direction is arranged so that the longitudinal direction thereof is along the front-rear direction of the railway vehicle, a space is easily vacated in a side portion of the accumulator portion at the lower portion of the railway vehicle.

On the other hand, by arranging a plurality of accumulator sections in the vehicle width direction of the railway vehicle as in the above configuration, energy that can be stored in the accumulator section can be easily used while effectively using the space below the railway vehicle. Can be increased.

Further, according to the above configuration, the plurality of accumulator port portions arranged in the vehicle width direction of the railway vehicle can be easily arranged close to the accumulator side manifold portion formed to extend in the vehicle width direction of the rail vehicle. Thereby, the accumulator port part can be easily connected to the second manifold part.

The energy regeneration device for a railway vehicle according to a twelfth aspect of the present invention is the energy regeneration device for a railway vehicle according to the eleventh aspect of the present invention, wherein the reservoir portion is formed to extend in one direction, and the longitudinal direction is in the vehicle width direction of the railway vehicle. And a reservoir port portion that is provided at one end portion in the longitudinal direction of the tank portion and allows the working fluid to flow in and out, and the second manifold portion is provided on the railcar. The reservoir port portion is connected to the reservoir port portion extending in the front-rear direction, and includes a reservoir side manifold portion formed integrally with the accumulator side manifold portion.

Generally, since the pressure resistance of the reservoir section can be set lower than that of the accumulator section, it is easier to miniaturize than the accumulator section. Therefore, the length in the longitudinal direction may not be as long as the accumulator part. Therefore, the whole 2nd unit can be made compact by arrange | positioning a reservoir | reserver part so that a longitudinal direction may follow a vehicle width direction like the said structure.

Further, according to this configuration, since the accumulator side manifold portion and the reservoir side manifold portion are integrated, the second manifold portion can be made compact as a whole. As a result, the entire second unit can be made compact.

A railcar energy regeneration device according to a thirteenth aspect of the invention is the railcar energy regeneration device of the eleventh aspect or the twelfth aspect of the invention, wherein the second unit is an upper frame portion fixed to a lower portion of the railcar, and A frame part having a lower frame part disposed below the upper frame part, and in the frame part, in order from the carriage side toward the side away from the carriage, the reservoir part, the accumulator side manifold part, The accumulator section is disposed, the reservoir section is fixed to the lower frame section, the communication section is disposed above the reservoir section, one end is connected to the accumulator side manifold section, and the other end Is connected to the first manifold portion disposed above the bogie frame.

According to this configuration, the connecting portion whose one end is connected to the accumulator side manifold portion is in a state where the middle portion is disposed above the reservoir portion and the other end is disposed on the first manifold portion disposed above the carriage frame. It is connected. That is, the connecting portion allows the first manifold and the second manifold to communicate with each other without being greatly bent in the vertical direction at the lower portion of the railway vehicle. Therefore, since the communication part can be formed in a relatively straight line, the load on the connection part can be reduced.

Further, as described above, since the communication portion can be formed in a relatively straight line, a sufficient space for arranging the reservoir portion in the frame portion can be ensured as compared with, for example, a case where the communication portion is largely bent in the vertical direction.

A railcar energy regeneration device according to a fourteenth aspect of the invention is the railcar energy regeneration device of the thirteenth aspect, characterized in that the accumulator portion is fixed to the upper frame portion.

According to this configuration, the accumulator part is fixed to the lower frame of the railway vehicle and is fixed to the upper frame having relatively high stability. Thereby, the accumulator part with comparatively heavy weight can be stably fixed in the frame part.

A railcar energy regeneration device according to a fifteenth aspect of the invention is the railcar energy regeneration device according to any one of the ninth to fourteenth inventions, wherein the fluid pressure mechanism portion is inclined with respect to the rotation axis thereof. The fluid pressure pump of the swash plate type and the fluid pressure motor having a swash plate that can be installed in the first swash plate, the first unit is configured to rotate the swash plate by a working fluid as pressure fluid accumulated in the accumulator unit. It further includes a swash plate control unit for controlling an inclination angle with respect to the shaft.

According to this configuration, since the swash plate control unit for controlling the swash plate of the fluid pressure mechanism unit can be disposed near the fluid pressure mechanism unit, the energy regeneration device having the configuration including the swash plate control unit can be made compact.

The energy regeneration device for a railway vehicle according to a sixteenth aspect of the present invention is the energy regeneration device for a railway vehicle according to any one of the first to eighth aspects, further comprising a reservoir portion capable of storing the working fluid sucked into the fluid pressure mechanism portion. And at least the fluid pressure mechanism unit, the accumulator unit, the switching unit, the reservoir unit, and the gear mechanism unit can be housed in a carriage provided with wheels of the railway vehicle. .

According to this configuration, the fluid pressure mechanism unit, the accumulator unit, the switching unit, the reservoir unit, and the gear mechanism unit are mounted inside the railway vehicle carriage. For this reason, it is not necessary to install a piping system through which the working fluid flows on the vehicle body side of the railway vehicle, and the energy regeneration device can be easily installed on the railway vehicle.

Also, a railroad vehicle drive assist device including any of the railcar energy regeneration devices described above can be configured. A railroad vehicle drive assist device according to a seventeenth aspect of the present invention is a railcar drive assist device that is installed in a railcar and can generate a driving force or a driving torque for driving the railcar. Relates to the device. A drive assist device for a railway vehicle according to a seventeenth aspect of the present invention includes the energy regeneration device for a rail vehicle according to any one of the first to sixteenth aspects, wherein the gear mechanism includes the fluid pressure mechanism. Also when operating as a motor, the fluid pressure mechanism and the axle of the railway vehicle are connected.

According to this configuration, the energy regeneration device regenerates the kinetic energy during the braking operation of the train including the rail vehicle or the train including the rail vehicle as pressure energy, and further uses the regenerated energy as drive energy for driving the axle of the rail vehicle to rotate. Can be used. Therefore, it is possible to realize a drive assist device for a railway vehicle that can efficiently regenerate kinetic energy during braking operation as pressure energy instead of electrical energy and assist the drive force or drive torque of the railway vehicle.

The drive assist device for a railway vehicle according to an eighteenth aspect of the present invention is the drive assist device for a railcar according to the seventeenth aspect of the present invention, wherein no drive electric motor for generating a drive torque for rotationally driving the axle is provided. It is mounted on the railway vehicle as a trailer vehicle driven by being pulled by a motor vehicle provided with a motor.

According to this configuration, the drive assist device including the energy regeneration device is mounted on the trailer vehicle. For this reason, according to the above configuration, the trailer vehicle, which was a rail vehicle as a simple load pulled by a motor vehicle in the prior art, is used as a driving vehicle that regenerates kinetic energy during braking and drives the rail vehicle. can do. Thereby, in the knitting | organization in which the trailer vehicle was integrated, the number in which the motor vehicle which causes the increase in cost can be reduced, maintaining acceleration performance. Therefore, the cost of the entire knitting can be reduced.

According to the present invention, there is provided an energy regeneration device for a railway vehicle capable of regenerating kinetic energy during a braking operation of a railway vehicle or a train including the railway vehicle even when energy cannot be regenerated by an electric motor for driving. can do. Moreover, the drive assist apparatus of a railway vehicle including the energy regeneration apparatus of the railway vehicle can be provided.

It is a schematic diagram which shows a part of organization of a rail vehicle. FIG. 2 is a diagram showing a part of FIG. 1 in an enlarged state, and is a schematic diagram showing a part of a railcar organization in which an energy regeneration device and a drive assist device for a railcar according to a first embodiment of the present invention are installed. It is. It is a block diagram shown with a high-order control system structure about the structure of the energy regeneration apparatus and drive assistance apparatus which are shown in FIG. It is a circuit diagram which shows the hydraulic circuit structure of the energy regeneration apparatus and drive assist device which are shown in FIG. FIG. 4 is a schematic diagram schematically showing a fluid pressure mechanism unit and a swash plate control unit in the energy regeneration device and the drive assist device shown in FIG. 3. It is a flowchart for demonstrating the energy regeneration operation | movement by the energy regeneration apparatus shown in FIG. FIG. 4 is a circuit diagram showing a hydraulic circuit configuration of the energy regeneration device and the drive assist device shown in FIG. 3, and is a circuit diagram in an operation state of a neutral circulation mode. It is a flowchart for demonstrating the drive assist operation | movement by the drive assist apparatus shown in FIG. FIG. 4 is a circuit diagram showing a hydraulic circuit configuration of the energy regeneration device and the drive assist device shown in FIG. 3, and is a circuit diagram in an operation state in which a drive assist operation is performed by the drive assist device. It is a circuit diagram which shows the hydraulic circuit structure of the energy regeneration apparatus and drive assistance apparatus of a railway vehicle which concern on 2nd Embodiment of this invention, Comprising: It is a circuit diagram at the time of the driving | running state of neutral circulation mode. It is a schematic diagram which shows a part of organization of the railway vehicle in which the energy regeneration apparatus and drive assist apparatus of the railway vehicle which concern on 2nd Embodiment of this invention are installed. It is a perspective view of the energy regeneration apparatus and drive assistance apparatus of a rail vehicle which concern on 2nd Embodiment of this invention. FIG. 13 is a front view of the energy regeneration device and the drive assist device shown in FIG. 12. FIG. 13 is a plan view of the energy regeneration device and the drive assist device shown in FIG. 12. FIG. 15 is a rear view of the energy regeneration device and the drive assist device shown in FIG. 12 and is an arrow view seen from the direction D in FIG. 14. It is a circuit diagram which shows the hydraulic circuit structure of the energy regeneration apparatus and drive assist apparatus of a railway vehicle which concern on a modification. FIG. 17 is a schematic diagram schematically showing a fluid pressure mechanism unit and a swash plate control unit in the energy regeneration device and the drive assist device shown in FIG. 16.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The embodiment of the present invention includes an energy regeneration device for a railway vehicle that is installed in the railway vehicle and can regenerate energy during braking operation of the train including the railway vehicle or the railway vehicle, and the energy regeneration device. The present invention can be widely applied as a drive assist device for railway vehicles.

[First Embodiment]
FIG. 1 is a schematic diagram showing a part of a railway vehicle formation 100. FIG. 2 is a diagram showing a part of FIG. 1 as an enlarged state, and a railway vehicle on which an energy regeneration device 1 for a railway vehicle and a drive assist device 2 for a railway vehicle according to the first embodiment of the present invention are installed. It is a schematic diagram which shows a part of the formation 100 containing. The formation 100 is configured by connecting a plurality of motor vehicles (M vehicles) 101 and a plurality of trailer vehicles (T vehicles) 102 in series.

The motor vehicle 101 is configured as a railway vehicle provided with a driving electric motor (not shown) that generates a driving torque for rotationally driving the axle of the railway vehicle. The trailer vehicle 102 is not provided with an electric motor for driving, and is configured as a railway vehicle that is pulled and driven by the motor vehicle 101. As the knitting 100 shown in FIGS. 1 and 2, 1M3T knitting in which three trailer cars 102 correspond to one motor car 101 is exemplified.

The motor vehicle 101 is configured to travel on a rail of a track by a carriage 103 provided with a plurality of wheels (four in the illustration of FIGS. 1 and 2) 103a. The motor vehicle 101 is provided with a plurality of carts 103 (two in the illustration of FIGS. 1 and 2). The axle (not shown) connected to the wheel 103a of the carriage 103 is configured to receive rotational driving torque from the driving electric motor.

The trailer vehicle 102 that is pulled and driven by the motor vehicle 101 is configured to travel on the rail of the track by a carriage 104 provided with a plurality of wheels (four in the illustration of FIGS. 1 and 2). Has been. The trailer vehicle 102 is provided with a plurality of carriages 104 (two in the illustration of FIGS. 1 and 2). Further, as described above, the trailer wheel 102 is not mounted with a driving electric motor that inputs rotational driving torque to the axle connected to the wheel 104a, unlike the motor wheel 101.

A railcar energy regeneration device 1 (hereinafter also simply referred to as “energy regeneration device 1”) and a railcar drive assist device 2 (drive assist device 2) according to the first embodiment of the present invention are shown in FIG. In addition, each trailer vehicle 102 is mounted. The energy regeneration device 1 and the drive assist device 2 are accommodated in each carriage 104 of the trailer vehicle 102.

The energy regeneration device 1 described later constitutes an energy regeneration device for a railway vehicle that is installed in a trailer vehicle 102 as a railway vehicle and can regenerate energy during the braking operation of the formation 100 including the trailer vehicle 102. The drive assist device 2 to be described later is installed in a trailer vehicle 102 as a rail vehicle, and can generate a driving force or a driving torque for substituting driving torque for driving the trailer vehicle 102. The drive assist device is configured. That is, the drive assist device 2 is provided as a device that assists the drive operation for causing the trailer vehicle 102 to travel during the power running operation of the formation 100. The drive assist device 2 includes the energy regeneration device 1. In addition, in this embodiment, the component by which the component of the drive assist apparatus 2 and the component of the energy regeneration apparatus 1 were comprised in common is illustrated.

Further, in the present embodiment, an example in which the energy regeneration device 1 and the drive assist device 2 are installed only in the trailer vehicle 102 is illustrated, but this need not be the case. The energy regeneration device 1 and the drive assist device 2 may be installed in both the trailer vehicle 102 and the motor vehicle 101. It is also possible to install the energy regeneration device 1 and the drive assist device 2 only on the motor vehicle 101.

FIG. 3 is a block diagram showing the configurations of the energy regeneration device 1 and the drive assist device 2 together with the upper control system configuration. The energy regeneration device 1 and the drive assist device 2 are configured to be communicable via the bus 105 to the brake control device 107 and the power running control device 108 constituting the higher-level control system (see FIG. 3). . The energy regeneration device 1 and the drive assist device 2 are configured to operate based on command signals from the brake control device 107 and the power running control device 108.

The brake control device 107 controls the overall braking operation of the formation 100 in which the trailer vehicle 102 is incorporated. That is, the brake control device 107 controls the brake operation of all the motor vehicles 101 and all the trailer vehicles 102 incorporated in the formation 100. In each motor vehicle 101, the brake control device 107 uses a brake operation by a friction brake (not shown) by a disc brake device having a brake cylinder mechanism that is operated by compressed air, and a regenerative brake by a drive electric motor. Controls brake operation. On the other hand, in the trailer vehicle 102, the brake control device 107 controls the brake operation by the friction brake similar to the above and the brake operation by the energy regeneration device 1.

The power running control device 108 controls the power running operation of driving the knitting 100 by the driving energy supplied from the drive source mounted on the knitting 100 and controlling it. That is, the power running control device 108 controls the driving force or driving torque for running each motor vehicle 101 and each trailer vehicle 102 for all motor vehicles 101 and all trailer vehicles 102. And in each motor vehicle 101, the power running control apparatus 108 controls the drive force or drive torque output from the drive electric motor as the drive source mounted on the motor vehicle 101. On the other hand, in each trailer vehicle 102, the power running control device 108 controls the driving force or driving torque output from the driving assist device 2 as the driving source mounted on the trailer vehicle 102.

In addition, the brake control device 107 and the power running control device 108 are configured to be able to communicate with the driving device 106 via the bus 105. The brake control device 107 and the power running control device 108 are configured to generate a command signal for the braking operation of the formation 100 and the power running operation for running the formation 100 based on the instruction signal from the driving device 106. Yes. The driving device 106 is provided as an operation input device provided with an operation lever or the like to which an operation of the formation 100 by a driver who operates the formation 100 is input. The driving device 106 is configured to transmit an operation signal generated based on the operation of the driver to the brake control device 107 and the power running control device 108 via the bus 105.

Hereinafter, the energy regeneration device 1 and the drive assist device 2 will be described in more detail. FIG. 4 is a circuit diagram showing a hydraulic circuit configuration of the energy regeneration device 1 and the drive assist device 2. As shown in FIGS. 3 and 4, the energy regeneration device 1 and the drive assist device 2 include a fluid pressure mechanism unit 11, a gear mechanism unit 12, an accumulator unit 13, a switching unit 14, a control unit 15, a swash plate control unit 16, A sensor unit 17, a reservoir unit 18, a relief valve 19, and the like are provided. FIG. 4 is a circuit diagram schematically showing a hydraulic circuit configuration, and each component (11 to 19 and the like) is not limited to the number shown in FIG. 4, but is different from the number shown in FIG. The number may be provided.

Further, as described above, the energy regeneration device 1 and the drive assist device 2 are accommodated in the carriage 104 of the trailer vehicle 102. For this reason, when the energy regeneration device 1 and the drive assist device 2 are mounted on the trailer vehicle 102, the fluid pressure mechanism unit 11, the gear mechanism unit 12, the accumulator unit 13, the switching unit 14, the control unit 15, and the swash plate control unit. 16, the sensor unit 17, the reservoir unit 18, and the relief valve 19 are housed inside the carriage 104.

FIG. 5 is a schematic diagram schematically showing the configuration of the fluid pressure mechanism unit 11 and the swash plate control unit 16 in the energy regeneration device 1 and the drive assist device 2. The fluid pressure mechanism 11 shown in FIGS. 3 to 5 is configured to operate as a fluid pressure pump or as a fluid pressure motor depending on the direction in which the working fluid flows. The fluid pressure mechanism 11 is configured as a fluid pressure pump and a fluid pressure motor that can change the discharge flow rate of the working fluid. The working fluid may be an incompressible fluid, and examples of the working fluid include oil, water, antifreeze and the like. In the present embodiment, hydraulic fluid (oil) is used as the hydraulic fluid that flows through the fluid pressure mechanism 11. Therefore, the fluid pressure mechanism unit 11 is configured to operate as a hydraulic pump as a fluid pressure pump or a hydraulic motor as a fluid pressure motor.

The fluid pressure mechanism 11 is configured as a swash plate type hydraulic pump and hydraulic motor. The fluid pressure mechanism 11 includes a housing, a rotating shaft 20, a cylinder block 21, a plurality of pistons 22, a swash plate 23, and the like that are not shown. The housing (not shown) is provided as a structure that supports the rotary shaft 20 in a rotatable manner and incorporates a cylinder block 21, a swash plate 23, and the like.

The rotary shaft 20 is provided as a shaft member that is connected to the axle 104b connected to the wheel 104a of the carriage 104 via the gear mechanism section 12. The rotating shaft 20 constitutes an input shaft through which torque from the axle 104b is input via the gear mechanism 12 when the knitting 100 is operated as the energy regeneration device 1 during the braking operation. On the other hand, the rotating shaft 20 constitutes an output shaft that outputs torque to the axle 104b via the gear mechanism 12 when the driving assist device 2 is operated during the power running operation of the knitting 100.

The cylinder block 21 is configured as a member in which a plurality of cylinder chambers 21a are provided, and is installed inside a housing that is not shown. The plurality of cylinder chambers 21 a are arranged at equiangular intervals along the circumferential direction around the central axis of the rotation shaft 20, and are provided so as to extend along a direction parallel to the rotation shaft 20. Yes. Each piston 22 is arranged in each cylinder chamber 21a. The cylinder block 21 is formed with a through hole through which the rotary shaft 20 passes in the center. The cylinder block 21 and the rotary shaft 20 are fixed to each other by spline coupling. Thereby, the cylinder block 21 and the rotating shaft 20 are configured to rotate integrally around the central axis of the rotating shaft 20.

A plurality of pistons 22 are provided and supported so as to be slidable and displaceable along a direction parallel to the rotation shaft 20 with respect to each of the plurality of cylinder chambers 21a in the cylinder block 21. Each piston 22 is slid with respect to the swash plate 23 via the shoe structure 22a, whereby the axial displacement is defined. Each piston 22 is installed so as to rotate around the rotation shaft 20 while sliding with respect to the swash plate 23. Further, the swash plate 23 is supported with respect to a housing (not shown) so that the swash plate 23 can be installed in an inclined state with respect to the rotating shaft 20. The swash plate 23 is provided with a through-hole through which the other end side of the rotary shaft 20 whose one end side is fixed to the cylinder block 21 passes.

In the fluid pressure mechanism 11 having the above-described configuration, when the torque from the axle 104b is input to the rotary shaft 20, the cylinder block 21 rotates about the rotary shaft 20 together with the rotary shaft 20. When the swash plate 23 is inclined with respect to the rotary shaft 20, each piston 22 displaces one stroke in each cylinder chamber 21a while the cylinder block 21 rotates once. With the displacement of the piston 22, the hydraulic oil stored in the reservoir section 18 described later is sucked in half of the plurality of cylinder chambers 21a and sucked in the remaining half of the cylinder chambers 21a. The oil is pressurized and discharged to an accumulator unit 13 described later. As described above, when the torque from the axle 104b is input to the rotary shaft 20 with the swash plate 23 tilted, the fluid pressure mechanism unit 11 operates as a hydraulic pump.

On the other hand, the fluid pressure mechanism unit 11 also operates as a hydraulic motor that outputs torque to the axle 104b. When the fluid pressure mechanism unit 11 operates as a hydraulic motor, the pressure oil supplied from the accumulator unit 13 to be described later is used in half the cylinder chambers 21a of the plurality of cylinder chambers 21a with the swash plate 23 tilted. Of hydraulic fluid flows in. Then, in the remaining half of the cylinder chambers 21a, the oil that has flowed in is discharged to the reservoir section 18 described later. As a result, the cylinder block 21 makes one rotation around the rotation shaft 20 together with the rotation shaft 20 while each piston 22 displaces a stroke for one reciprocation in each cylinder chamber 21a. And the torque by rotation of the rotating shaft 20 is transmitted to the axle 104b, and the axle 104b is rotationally driven.

The reservoir unit 18 is provided as a hydraulic oil storage mechanism having a tank capable of storing hydraulic oil sucked into the fluid pressure mechanism unit 11. The fluid pressure mechanism unit 11 and the reservoir unit 18 communicate with each other via a reservoir communication path 34. When the fluid pressure mechanism unit 11 operates as a hydraulic pump, the hydraulic oil stored in the reservoir unit 18 is sucked into the fluid pressure mechanism unit 11 via the reservoir communication path 34. On the other hand, when the fluid pressure mechanism unit 11 operates as a hydraulic motor, the hydraulic oil discharged from the fluid pressure mechanism unit 11 is discharged to the reservoir unit 18 via the reservoir communication path 34.

The gear mechanism unit 12 has a plurality of gears, and is provided as a gear unit that transmits torque by decelerating or increasing the rotation. The gear mechanism 12 is different from, for example, a spur gear 12a fixed to the axle 104b, a pinion gear 12b that can mesh with the spur gear 12a and connected to the rotary shaft 20, and both gears (12a, 12b). And a clutch mechanism (not shown) having other gears. Thereby, the gear mechanism part 12 is comprised so that the fluid pressure mechanism part 11 and the axle shaft 104b may be connected. Further, when the fluid pressure mechanism unit 11 operates as a hydraulic pump, the gear mechanism unit 12 connects the fluid pressure mechanism unit 11 and the axle 104b through meshing of the spur gear 12a and the pinion gear 12b, for example. On the other hand, the gear mechanism portion 12 is configured to connect the fluid pressure mechanism portion 11 and the axle 104b even when the fluid pressure mechanism portion 11 operates as a hydraulic motor. However, the rotation direction of the rotating shaft 20 is opposite between when the fluid pressure mechanism 11 operates as a hydraulic pump and when it operates as a hydraulic motor. For this reason, when the fluid pressure mechanism unit 11 operates as a hydraulic motor, the gear mechanism unit 12 meshes other gears of the clutch mechanism between the spur gear 12a and the pinion gear 12b, for example, and the fluid pressure mechanism unit 11 And the axle 104b.

The accumulator unit 13 is provided as a mechanism in which the inside of the volume body as a pressure vessel is partitioned into a pressure chamber 13a and a pressure accumulating chamber 13b by a partition wall that is slidable. A gas as an inert gas such as N 2 gas is sealed in the pressure chamber 13a inside the volume body. The pressure accumulating chamber 13b accumulates pressure energy by storing working oil (working fluid) as pressure oil (pressure fluid) from the fluid pressure mechanism unit 11 that operates as a hydraulic pump and storing the flowing working oil. It is provided as an area for accumulating pressure.

With the above configuration, the accumulator unit 13 compresses the gas in the pressure chamber 13a by the hydraulic oil discharged from the fluid pressure mechanism unit 11 and flows in, and the compressed gas causes the hydraulic oil in the pressure accumulation chamber 13b to be compressed. The pressure energy is stored by the pressure acting through the partition wall. And the accumulator part 13 comprises the pressure source which can release the pressure energy stored in the pressure accumulation chamber 13b, and can supply the working oil as pressure oil to the fluid pressure mechanism part 11.

The switching unit 14 is provided as a mechanism capable of switching the flow direction of the working oil (working fluid) between the fluid pressure mechanism unit 11 and the accumulator unit 13. The switching unit 14 includes a first switching valve 24, a check valve 25, a second switching valve 26, a third switching valve 27, and electromagnetic switching valves (28, 29).

The first switching valve 24 is provided in the first communication passage 30 that communicates the accumulator portion 13 and the fluid pressure mechanism portion 11. The first switching valve 24 includes a spring that drives a spool (not shown), a pilot pressure chamber that is supplied with pilot pressure oil that generates an urging force capable of driving the spool against the urging force of the spring. Is configured as a pilot pressure switching valve. The first switching valve 24 is configured to operate when the supply and discharge of pilot pressure oil to and from the pilot pressure chamber is controlled by the electromagnetic switching valve 28. Further, the first switching valve 24 is configured to be switched to the blocking position 24 a and to block the first communication path 30 by the control of the electromagnetic switching valve 28 when the fluid pressure mechanism unit 11 operates as a hydraulic pump. ing. On the other hand, when the fluid pressure mechanism unit 11 operates as a hydraulic motor, the first switching valve 24 is configured to be switched to the communication position 24b by the control of the electromagnetic switching valve 28 and to communicate the first communication path 30. ing.

The check valve 25 is provided in the second communication passage 31 that communicates the accumulator portion 13 and the fluid pressure mechanism portion 11 in parallel with the first communication passage 30. The check valve 25 is configured to allow the hydraulic oil to flow through the second communication path 31 from the fluid pressure mechanism unit 11 toward the accumulator unit 13. On the other hand, the check valve 25 is configured to prevent hydraulic oil from flowing from the accumulator portion 13 toward the fluid pressure mechanism portion 11 through the second communication passage 31.

The second switching valve 26 is provided in the circulation communication path 32 that connects the hydraulic oil discharge side and the suction side in the fluid pressure mechanism 11. The second switching valve 26 is provided as an electromagnetic switching valve and is configured to operate based on a switching command signal from the control unit 15 described later. And the 2nd switching valve 26 is comprised so that the circulation communication path 32 may be connected by exciting based on the said switching command signal and being switched to the communication position 26a. On the other hand, the second switching valve 26 is configured to block the circulation communication path 32 by degaussing based on the switching command signal.

The third switching valve 27 is provided in the third communication passage 33 that allows the accumulator portion 13 and the fluid pressure mechanism portion 11 to communicate with each other. The third switching valve 27 includes a spring that drives a spool (not shown), a pilot pressure chamber that is supplied with pilot pressure oil that generates an urging force capable of driving the spool against the urging force of the spring. Is configured as a pilot pressure switching valve. The third switching valve 27 is configured to operate when the supply and discharge of pilot pressure oil to and from the pilot pressure chamber is controlled by the electromagnetic switching valve 29. Further, the third switching valve 27 is switched to the cutoff position 27a by the control of the electromagnetic switching valve 29 when the second switching valve 26 is in a state where the circulation communication path 32 is communicated, and the third communication path 33 is It is configured to block. On the other hand, when the fluid pressure mechanism 11 operates as a hydraulic motor, the third switching valve 27 is configured to be switched to the communication position 27b by the control of the electromagnetic switching valve 29 and to communicate the third communication path 33. ing.

The third communication path 33 is directly connected to the fluid pressure mechanism unit 11, and the first communication path 30 and the first communication path 33 are connected to the side of the third communication path 33 opposite to the side connected to the fluid pressure mechanism unit 11. Two communication paths 31 are connected. The first communication path 30 and the second communication path 31 provided in parallel are connected to the third communication path 33 at one end side thereof, and the other end side is connected to the pressure accumulating chamber 13b of the accumulator section 13. So that they join and connect. The circulation communication path 32 is provided as an oil path that connects the third communication path 33 and the reservoir communication path 34.

The electromagnetic switching valve 28 is provided as an electromagnetic switching valve for switching the first switching valve 24, and is configured to operate based on a switching command signal from the control unit 15 described later. The electromagnetic switching valve 28 is configured to supply pilot pressure oil to the pilot pressure chamber of the first switching valve 24 by being excited and switched to the supply position 28a based on the switching command signal. Specifically, the electromagnetic switching valve 28 is switched to the supply position 28 a so as to connect the accumulator communication path 35 communicating with the pressure accumulation chamber 13 b of the accumulator unit 13 and the pilot pressure chamber of the first switching valve 24. It is configured.

On the other hand, the electromagnetic switching valve 28 is configured to discharge pilot pressure oil in the pilot pressure chamber of the first switching valve 24 by demagnetizing based on the switching command signal and switching to the discharge position 28b. Specifically, the electromagnetic switching valve 28 is switched to the discharge position 28b, so that the relief passage 36 and the first switching valve 24 communicate with the reservoir 18 through the reservoir communication path 34 and the circulation communication path 32. The pilot pressure chamber is configured to be connected.
The relief passage 36 is provided so as to be connectable to the accumulator communication passage 35 via a relief valve 19 described later.

The electromagnetic switching valve 29 is provided as an electromagnetic switching valve that switches the third switching valve 27, and is configured to operate based on a switching command signal from the control unit 15 described later. The electromagnetic switching valve 29 is configured to supply pilot pressure oil to the pilot pressure chamber of the third switching valve 27 by demagnetizing and switching to the supply position 29a based on the switching command signal. Specifically, the electromagnetic switching valve 29 is configured to connect the accumulator communication path 35 and the pilot pressure chamber of the third switching valve 27 by being switched to the supply position 29a.

On the other hand, the electromagnetic switching valve 29 is configured to discharge the pilot pressure oil in the pilot pressure chamber of the third switching valve 27 by being excited and switched to the discharge position 29b based on the switching command signal. Specifically, the electromagnetic switching valve 29 is configured to connect the relief passage 36 and the pilot pressure chamber of the third switching valve 27 by switching to the discharge position 29b. In the above-described embodiment, the first switching valve 24, the second switching valve 26, and the third switching valve 27 are configured as pilot pressure switching valves. However, the present invention is not limited to this, and switching is directly performed by an electromagnetic valve. It doesn't matter.

The sensor unit 17 detects at least one of the pressure of hydraulic oil discharged from the fluid pressure mechanism unit 11 to the accumulator unit 13 and the pressure of hydraulic oil accumulated in the pressure accumulation chamber 13 b of the accumulator unit 13. A pressure sensor is provided. The pressure sensor may be configured to be able to detect the pressure of the hydraulic oil supplied from the accumulator unit 13 to the fluid pressure mechanism unit 11.

In the present embodiment, the sensor unit 17 includes a flow sensor and a temperature sensor in addition to the pressure sensor. The flow rate sensor is provided as a sensor that detects the flow rate of the hydraulic oil discharged from the fluid pressure mechanism unit 11 to the accumulator unit 13 and the flow rate of the hydraulic oil supplied from the accumulator unit 13 to the fluid pressure mechanism unit 11. Yes. The temperature sensor is provided as a sensor that detects the temperature of the fluid pressure mechanism unit 11. The pressure, flow rate, and temperature detected by the sensor unit 17 are transmitted to the control unit 15 described later.

The swash plate control unit 16 sets the inclination angle of the swash plate 23 with respect to the rotating shaft 20 in the fluid pressure mechanism unit 11 by the working oil (working fluid) as pressure oil (pressure fluid) accumulated in the pressure accumulating chamber 13 b of the accumulator unit 13. It is provided as a control mechanism. The swash plate control unit 16 includes a swash plate drive actuator 37 and a control valve 38.

As shown in the schematic diagram of FIG. 5, the swash plate driving actuator 37 is provided as a fluid cylinder mechanism and includes a cylinder 39 and a rod 40. The rod 40 is provided with a piston 40a, and the inside of the cylinder 39 is partitioned into two oil chambers (39a, 39b) by the piston 40a. The oil chambers (39a, 39b) in the cylinder 39 are configured to be able to communicate with the accumulator communication passage 35 and the relief passage 36 via the control valve 38.

Also, a shoe structure 40b is provided at the end of the piston 40a of the swash plate drive actuator 37 protruding from the cylinder 39. The piston 40 a is configured to be driven to swing the swash plate 23 with respect to the rotary shaft 20 via the shoe structure 40 b by being displaced relative to the cylinder 39. Thereby, it drives so that the inclination-angle with respect to the rotating shaft 20 of the swash plate 23 may be changed.

The control valve 38 is provided as a valve mechanism that controls the operation of the swash plate drive actuator 37, and is provided as an electrohydraulic servo valve (EHSV) in this embodiment. The control valve 38 operates based on a swash plate control signal from the control unit 15 described later, controls the supply and discharge of pressure oil to and from the oil chambers (39a, 39b) of the cylinder 39, and from the cylinder 39 of the piston 40a. It is comprised so that the protrusion amount of may be controlled. By controlling the protrusion amount of the piston 40a from the cylinder 39, the inclination angle of the swash plate 23 with respect to the rotary shaft 20 is controlled to be the inclination angle based on the swash plate control signal.

The control valve 38 is provided with ports that communicate with the oil chambers (39a, 39b) of the cylinder 39 and ports that communicate with the accumulator communication passage 35 and the relief passage 36. And in the state switched to the switching position 38a, the control valve 38 makes the accumulator communication path 35 and the oil chamber 39a communicate, and makes the relief path 36 and the oil chamber 39b communicate. For this reason, the piston 40a is displaced so as to contract toward the cylinder 39, so that the inclination angle of the swash plate 23 with respect to the rotation shaft 20 becomes small (the angle of the subordinate angle with respect to the direction perpendicular to the rotation shaft 20 becomes small). Ii), the swash plate 23 is driven. Thereby, if the fluid pressure mechanism unit 11 operates as a hydraulic pump, the discharge flow rate of the fluid pressure mechanism unit 11 is changed to be small.

On the other hand, in a state where the control valve 38 is switched to the switching position 38b, the accumulator communication path 35 and the oil chamber 39b communicate with each other, and the relief path 36 and the oil chamber 39a communicate with each other. For this reason, the piston 40a is displaced so as to extend from the cylinder 39, and the inclination angle of the swash plate 23 with respect to the rotation shaft 20 is increased (so that the angle of subordinate to the direction perpendicular to the rotation shaft 20 is increased). The swash plate 23 is driven. Thereby, if the fluid pressure mechanism unit 11 operates as a hydraulic pump, the discharge flow rate of the fluid pressure mechanism unit 11 is changed so as to increase.

The control valve 38 is configured such that the position of a spool (not shown) is proportionally controlled based on a swash plate control signal from the control unit 15 at each switching position (38a, 38b). ing. Further, the pressure of the pressure oil introduced from the accumulator communication path 35 to the control valve 38 is adjusted by the orifice 38c.

The relief valve 19 is provided between the accumulator communication passage 35 and the relief passage 36, and is provided as a valve mechanism capable of communicating the accumulator communication passage 35 and the relief passage 36. The relief valve 19 causes the accumulator communication passage 35 and the relief passage 36 to communicate with each other when the pressure of the hydraulic oil acting from the accumulator communication passage 35 communicating with the pressure accumulating chamber 13b of the accumulator portion 13 exceeds a predetermined pressure value. It is configured. For this reason, the pressure of the hydraulic oil in the pressure accumulating chamber 13b is adjusted by the relief valve 19 so that the pressure of the hydraulic oil in the pressure accumulating chamber 13b of the accumulator portion 13 is equal to or less than a predetermined pressure value. Become. That is, the relief valve 19 constitutes a pressure regulating valve in the present embodiment.

The control unit 15 includes a processor such as a CPU (Central Processing Unit), a storage device, an interface, and the like. Further, the storage device stores a program that is read by the processor and causes the energy regeneration device 1 and the drive assist device 2 to execute processing as the control unit 15.

The control unit 15 is configured to be able to receive a brake command signal related to a brake force or a brake torque generated by the fluid pressure mechanism unit 11 operating as a hydraulic pump from the brake control device 107 via the bus 105. Based on the brake command signal received from the brake control device 107, the control unit 15 is sucked from the reservoir unit 18 to be pressurized by the fluid pressure mechanism unit 11 and discharged from the fluid pressure mechanism unit 11. The discharge flow rate and the switching operation of the flow direction of the hydraulic oil by the switching unit 14 are controlled.

The control unit 15 outputs a swash plate control signal to the control valve 38 of the swash plate control unit 16 based on the brake command signal, and controls the inclination angle of the swash plate 23 with respect to the rotation shaft 20. The discharge flow rate of the hydraulic oil discharged from the fluid pressure mechanism unit 11 is controlled. And the control part 15 outputs a switching command signal with respect to the electromagnetic switching valve (28, 29) and the 3rd switching valve 27 of the switching part 14 based on said brake command signal, and the flow direction of hydraulic oil is flowed. Controls the switching operation.

And the control part 15 is comprised so that the drive command signal regarding the drive force or drive torque which the hydraulic pressure mechanism part 11 which operate | moves as a hydraulic motor produces | generates from the power running control apparatus 108 via the bus | bath 105 is comprised. The drive command signal related to the driving force or driving torque by the fluid pressure mechanism unit 11 relates to the assisting force or assisting torque for assisting the driving force or driving torque for running the trailer vehicle 102 on which the drive assist device 2 is mounted. It becomes a drive command signal. Based on the drive command signal received from the power running control device 108, the control unit 15 is supplied from the accumulator unit 13 and flows into the fluid pressure mechanism unit 11, and rotates the cylinder block 21 and the rotating shaft 20 to fluid pressure. The flow rate of the hydraulic oil discharged from the mechanism unit 11 to the reservoir unit 18 and the switching operation of the flow direction of the hydraulic oil by the switching unit 14 are controlled.

The control unit 15 outputs a swash plate control signal to the control valve 38 of the swash plate control unit 16 based on the drive command signal, and controls the inclination angle of the swash plate 23 with respect to the rotation shaft 20. The flow rate of the hydraulic oil supplied to the fluid pressure mechanism unit 11 is controlled. Then, the control unit 15 outputs a switching command signal to the electromagnetic switching valves (28, 29) and the third switching valve 27 of the switching unit 14 on the basis of the above-described driving command signal to thereby change the flow direction of the hydraulic oil. Controls the switching operation.

Further, the control unit 15 receives vehicle speed information and vehicle weight information of the trailer vehicle 102 on which the energy regeneration device 1 and the drive assist device 2 are mounted from the brake control device 107 and the power running control device 108 via the bus 105. Is configured to do. In addition, as said vehicle speed information, the information of the vehicle speed of the formation 100 or the information of the vehicle speed (wheel speed) calculated based on the rotation speed of the wheel 104a of the said trailer vehicle 102 is received, for example. And as said vehicle weight information, the information of the weight of the said trailer vehicle 102 or the information of the weight which the cart 104 of the said trailer vehicle 102 bears is received, for example. Note that the vehicle weight information is not necessarily received.

Then, when the fluid pressure mechanism unit 11 operates as a hydraulic pump, the control unit 15 determines the fluid pressure mechanism unit 11 based on the vehicle speed information and the pressure value detected by the pressure sensor of the sensor unit 17. The brake force or brake torque actually generated by the operation is calculated. Further, the control unit 15 is configured to transmit a brake feedback signal related to the brake force or the brake torque generated by the fluid pressure mechanism unit 11 to the brake control device 107 based on the above calculation result.

In addition, when the fluid pressure mechanism unit 11 operates as a hydraulic pump, the control unit 15 operates the hydraulic oil discharged from the fluid pressure mechanism unit 11 based on the magnitude of the pressure detected by the pressure sensor of the sensor unit 17. The discharge flow rate and the switching operation of the flow direction of the hydraulic oil by the switching unit 14 are also controlled. In this case, when the pressure detected by the pressure sensor is equal to or greater than a predetermined pressure value and the hydraulic oil as pressure oil is sufficiently accumulated in the accumulator unit 13, the control unit 15 The discharge flow rate from the pressure mechanism unit 11 is controlled so as to reduce the inflow of hydraulic oil into the accumulator unit 13. Alternatively, the control unit 15 controls the switching operation of the flow direction of the hydraulic oil by the switching unit 14 so as to stop the flow of the hydraulic oil into the accumulator unit 13 when the above state is reached.

Further, the control unit 15 is based on the pressure value detected by the pressure sensor of the sensor unit 17 and the flow rate value detected by the flow rate sensor of the sensor unit 17 when the fluid pressure mechanism unit 11 operates as a hydraulic motor. Thus, the driving force or driving torque actually generated by the operation of the fluid pressure mechanism unit 11 is calculated. Then, the control unit 15 is configured to transmit a driving feedback signal related to the driving force or driving torque generated by the fluid pressure mechanism unit 11 to the power running control device 108 based on the above calculation result.

Next, the operation of the energy regeneration device 1 and the drive assist device 2 described above will be described. First, the operation of the energy regeneration device 1 will be described. FIG. 6 is a flowchart for explaining the energy regeneration operation by the energy regeneration device 1 performed during the braking operation by the formation 100.

When an energy regeneration operation is performed by the energy regeneration device 1 during the braking operation of the knitting 100, first, the brake control device 107 performs a braking force necessary for the entire knitting 100 based on an operation signal from the driving device 106. Alternatively, the brake torque is calculated.

And the control part 15 calculates the energy amount which can be regenerated based on the pressure detected by the pressure sensor of the sensor part 17 (step S101). That is, the amount of pressure energy that can be further accumulated in the accumulator unit 13 when the fluid pressure mechanism unit 11 operates as a hydraulic pump is calculated based on the pressure of the hydraulic oil stored as pressure oil in the accumulator unit 13. Based on the amount of pressure energy that can be accumulated, the amount of kinetic energy of the trailer vehicle 102 that can be regenerated as pressure energy is calculated. Further, the control unit 15 transmits the regenerative energy amount calculated as described above to the brake control device 107 in response to a transmission request signal from the brake control device 107 (step S101).

The brake control device 107 calculates a braking force or a brake torque to be shared by the energy regeneration device 1 based on the information on the amount of energy that can be regenerated transmitted from the control unit 15 of the energy regeneration device 1 and the vehicle speed information described above. To do. In addition, the brake control device 107 is configured so that each motor vehicle is based on the brake force or brake torque shared by the energy regeneration device 1 mounted on each trailer vehicle 102 and the brake force or brake torque required for the entire formation 100. A brake force or a brake torque to be shared as a regenerative brake by the driving electric motor 101 is calculated.

The brake command signal relating to the braking force or the brake torque calculated by the brake control device 107 and shared by the energy regeneration device 1 is received by the control unit 15 of the energy regeneration device 1 (step S102). Further, the control unit 15 of the energy regeneration device 1 receives the vehicle speed information transmitted from the brake control device 107 and the power running control device 108 (step S103).

Also, a brake command signal related to a brake force or a brake torque calculated by the brake control device 107 and shared as a regenerative brake by the driving electric motor of the motor vehicle 101 is received by the power running control device 108. The power running control device 108 performs motor regeneration control of the electric motor for driving each motor vehicle 101 based on the received brake command signal. Then, the power running control device 108 transmits to the brake control device 107 a brake feedback signal related to the braking force or the brake torque generated by the regenerative braking actually generated.

Further, the control unit 15 of the energy regeneration device 1 operates the swash plate control unit 16 based on the pressure detected by the sensor unit 17, the received brake command signal, and the received vehicle speed information to rotate the rotating shaft of the swash plate 23. A swash plate control signal for controlling the tilt angle with respect to 20 is generated (step S104). Further, the control unit 15 also generates a switching command signal for causing the switching unit 14 to switch the flow direction of the hydraulic oil so that the hydraulic oil flows from the fluid pressure mechanism unit 11 to the accumulator unit 13 (step S104). ). Then, the control valve 38 of the swash plate control unit 16 is operated based on the swash plate control signal, and the swash plate drive actuator 37 is driven by the control of the control valve 38 so that the inclination angle of the swash plate 23 with respect to the rotating shaft 20 is increased. The tilt angle is controlled based on the swash plate control signal (step S105).

Further, based on the switching command signal from the control unit 15, the switching unit 14 is switched so that the hydraulic fluid flows from the fluid pressure mechanism unit 11 to the accumulator unit 13 (step S106). Specifically, the state of the switching unit 14 is switched so as to be in the state shown in FIG. In other words, the electromagnetic switching valve 28 is demagnetized based on the switching command signal and switched to the discharge position 28b, whereby the first switching valve 24 is switched to the cutoff position 24a. Then, based on the switching command signal, the electromagnetic switching valve 29 is demagnetized and switched to the supply position 29a, whereby the third switching valve 27 is switched to the communication position 27b. Moreover, the 2nd switching valve 26 will be in the state which was demagnetized based on the switching command signal, and was switched to the interruption | blocking position 26b.

In the state where the switching unit 14 is switched as described above, the force or torque transmitted from the axle 104b rotates the rotating shaft 20 of the fluid pressure mechanism unit 11 via the gear mechanism unit 12. As a result, the fluid pressure mechanism unit 11 operates as a hydraulic pump, and the hydraulic oil sucked from the reservoir unit 18 is pressurized and discharged to the accumulator unit 13 as indicated by an arrow A in FIG. S107). As a result, the fluid pressure mechanism 11 generates a braking force or a braking torque that acts on the axle 104b. And the control part 15 calculates the braking force or the brake torque which the hydraulic pressure mechanism part 11 actually generate | occur | produced based on the pressure detected by the sensor part 17, and the above-mentioned vehicle speed information. And the control part 15 transmits the brake feedback signal regarding the brake force or brake torque with respect to the brake control apparatus 107 (step S108).

Further, the brake control device 107 is necessary for the entire knitting 100 and the brake feedback signal transmitted from the control unit 15 of the energy regeneration device 1 and the brake feedback signal transmitted from the power running control device 108. Compare brake force or brake torque. When the brake control device 107 determines that the braking force or braking torque by the regenerative braking of the energy regeneration device 1 and the driving electric motor is insufficient with respect to the braking force or braking torque necessary for the entire knitting 100. Activates the friction brakes installed on each railway vehicle (101, 102). As a result, the brake control device 107 performs control so as to compensate for insufficient braking force or braking torque.

When the brake control device 107 or the control unit 15 determines that a sliding state in which the wheel 104a slides with respect to the rail has occurred during the brake operation, based on a command signal from the brake control device 107 or the control unit 15 The control unit 15 may execute the sliding control based on the determination at The sliding state is determined to have occurred when the difference between the speed of the formation 100 and the vehicle speed (wheel speed) calculated based on the rotation speed of the wheels 104a is equal to or greater than a predetermined magnitude.

As the above sliding control, if the clutch mechanism of the gear mechanism unit 12 is provided with a configuration capable of disconnecting the connection between the axle 104b and the fluid pressure mechanism unit 11, the control for operating the clutch mechanism is performed. May be performed. That is, as the sliding control, control for disconnecting the connection between the axle 104b and the fluid pressure mechanism unit 11 may be performed.

Further, as the above-described sliding control, the switching unit 14 is switched so that the operation state of the energy regeneration device 1 becomes the operation state of the neutral circulation mode, and further, the inclination angle of the swash plate 23 with respect to the rotating shaft 20 becomes zero. It may be performed to control. FIG. 7 is a circuit diagram illustrating a hydraulic circuit configuration of the energy regeneration device 1 or the drive assist device 2 in the operation state of the neutral circulation mode in which the hydraulic oil does not flow between the fluid pressure mechanism unit 11 and the accumulator unit 13. .

When the operation state of the energy regeneration device 1 is set to the neutral circulation mode because the above-described control at the time of sliding is performed, based on the switching command signal from the control unit 15, the hydraulic oil in the fluid pressure mechanism unit 11 is changed. The switching unit 14 is switched so that the discharge side and the suction side communicate with each other via the circulation communication path 32. Specifically, the state of the switching unit 14 is switched so as to be in the state shown in FIG. In other words, the electromagnetic switching valve 28 is demagnetized based on the switching command signal and switched to the discharge position 28b, whereby the first switching valve 24 is switched to the cutoff position 24a. Then, the electromagnetic switching valve 29 is excited based on the switching command signal and switched to the discharge position 29b, whereby the third switching valve 27 is switched to the cutoff position 27a. The second switching valve 26 is excited based on the switching command signal and is switched to the communication position 26a.

When the sliding control is performed, the switching unit 14 is switched as described above to set the operation state of the energy regeneration device 1 to the neutral circulation mode, and the inclination angle of the swash plate 23 with respect to the rotating shaft 20 is zero. It is controlled to become. In this state, as shown by the double-ended arrow B in FIG. 7, the state of the energy regeneration device 1 returns to the fluid pressure mechanism unit 11 without the hydraulic oil discharged from the fluid pressure mechanism unit 11 flowing to the accumulator unit 13. It will be set to the state which circulates like this. Further, in the above-described control state during sliding, the brake operation is performed by the friction brake controlled by the brake control device 107.

Further, as the above-described sliding control, the switching unit 14 is switched to the state shown in FIG. 4 and the fluid pressure mechanism unit 11 operates as a hydraulic pump, based on the speed of the knitting 100 and the rotation speed of the wheels 104a. Control in which the inclination angle of the swash plate 23 with respect to the rotating shaft 20 is gradually reduced until the difference from the calculated vehicle speed becomes less than a predetermined magnitude may be performed. Even if the inclination angle of the swash plate 23 becomes zero, if the difference between the speed of the knitting 100 and the vehicle speed calculated based on the rotation speed of the wheels 104a is not less than a predetermined magnitude, energy regeneration is performed. The operating state of the device 1 is set to the neutral circulation mode.

Next, the operation of the drive assist device 2 will be described. FIG. 8 is a flowchart for explaining the drive assist operation in which the drive assist device 2 assists the drive operation for causing the trailer vehicle 102 to travel during the power running operation of the knitting 100.

When the drive assist operation by the drive assist device 2 during the power running operation of the knitting 100 is performed, first, based on the operation signal from the driving device 106, the power running control device 108 requires the driving force necessary for the entire knitting 100. Alternatively, the driving torque is calculated.

And the control part 15 calculates the energy amount which can be output based on the pressure detected by the pressure sensor of the sensor part 17 (step S201). That is, the amount of pressure energy that can be output from the accumulator unit 13 when the fluid pressure mechanism unit 11 operates as a hydraulic motor is calculated based on the pressure of the hydraulic oil stored as pressure oil in the accumulator unit 13. Based on the pressure energy amount that can be output, the amount of energy that can be output as the drive energy of the trailer vehicle 102 is calculated. Furthermore, the control unit 15 transmits the output energy amount calculated as described above to the power running control device 108 in response to the transmission request signal from the power running control device 108 (step S201).

The power running control device 108 calculates the driving force or driving torque to be shared by the drive assist device 2 based on the information on the amount of energy that can be output transmitted from the control unit 15 of the energy regeneration device 1 and the vehicle speed information described above. To do. Further, the power running control device 108 is based on the driving force or driving torque shared by the driving assist device 2 mounted on each trailer vehicle 102 and the driving force or driving torque necessary for the entire knitting 100. The driving force or driving torque shared by the driving electric motor 101 is calculated.

The drive command signal related to the driving force or the driving torque calculated by the power running control device 108 and shared by the drive assist device 2 is received by the control unit 15 of the drive assist device 2 (step S202). Further, the control unit 15 of the drive assist device 2 receives the vehicle speed information transmitted from the brake control device 107 and the power running control device 108 (step S203).

The control unit 15 of the drive assist device 2 supplies the fluid pressure mechanism unit 11 with the pressure detected by the sensor unit 17, the received drive command signal, and the received vehicle speed information, and supplies the fluid pressure mechanism unit 11. Is calculated (step S204). Then, the control unit 15 generates a swash plate control signal for operating the swash plate control unit 16 to control the inclination angle of the swash plate 23 with respect to the rotating shaft 20 based on the calculated pressure and flow rate (see above). Step S205). Furthermore, the control unit 15 also generates a switching command signal for causing the switching unit 14 to switch the flow direction of the hydraulic oil so that the hydraulic oil flows from the accumulator unit 13 to the fluid pressure mechanism unit 11 (step S205). ).

Then, the control valve 38 of the swash plate control unit 16 is operated based on the swash plate control signal, and the swash plate drive actuator 37 is driven by the control of the control valve 38 so that the inclination angle of the swash plate 23 with respect to the rotating shaft 20 is increased. The tilt angle is controlled based on the swash plate control signal (step S206). Further, based on the switching command signal from the control unit 15, the switching unit 14 is switched so that the hydraulic oil flows from the accumulator unit 13 to the fluid pressure mechanism unit 11 (step S206). Specifically, the state of the switching unit 14 is switched so that the state shown in FIG. 9 is obtained. FIG. 9 is a circuit diagram illustrating a hydraulic circuit configuration of the energy regeneration device 1 and the drive assist device 2, and is a circuit diagram in an operation state in which the drive assist operation by the drive assist device 2 is performed.

As shown in FIG. 9, when the state of the switching unit 14 is switched in step S206, the electromagnetic switching valve 28 is excited based on the switching command signal and switched to the supply position 28a, whereby the first switching valve. 24 is switched to the communication position 24b. Then, based on the switching command signal, the electromagnetic switching valve 29 is demagnetized and switched to the supply position 29a, whereby the third switching valve 27 is switched to the communication position 27b. Moreover, the 2nd switching valve 26 will be in the state which was demagnetized based on the switching command signal, and was switched to the interruption | blocking position 26b.

In the state where the switching unit 14 is switched as described above, the fluid pressure mechanism unit 11 is driven by the hydraulic oil as the pressure oil supplied from the accumulator unit 13, and the rotating shaft 20 of the fluid pressure mechanism unit 11 rotates. Then, the driving force or driving torque output from the rotating shaft 20 of the fluid pressure mechanism unit 11 is transmitted to the axle 104b via the gear mechanism unit 12, and the axle 104b is rotationally driven (step S207). In this way, the fluid pressure mechanism unit 11 operates as a hydraulic motor, and the hydraulic oil supplied from the accumulator unit 13 drives the fluid pressure mechanism unit 11 as indicated by an arrow C in FIG. Is discharged. As a result, the driving force or the driving torque for driving the axle 104b is generated by the fluid pressure mechanism unit 11. Then, the control unit 15 drives the driving force actually generated by the fluid pressure mechanism unit 11 based on the pressure value detected by the pressure sensor of the sensor unit 17 and the flow rate value detected by the flow rate sensor of the sensor unit 17. Alternatively, the driving torque is calculated. And the control part 15 transmits the drive feedback signal regarding the drive force or drive torque with respect to the power running control apparatus 108 (step S208).

When the power running control device 108 or the control unit 15 determines that a sliding state in which the wheel 104a slides on the rail has occurred during the drive assist operation, based on a command signal from the power running control device 108 or the control unit Based on the determination at 15, the control unit 15 may execute traction control. The sliding state occurs when the difference between the speed of the formation 100 and the vehicle speed (wheel speed) calculated based on the number of rotations of the wheels 104a is equal to or greater than a predetermined magnitude, as in the determination at the time of braking operation. It is judged that

As the traction control, if the clutch mechanism of the gear mechanism portion 12 is provided with a configuration capable of disconnecting the connection between the axle 104b and the fluid pressure mechanism portion 11, the first switching valve 24 is set to the cutoff position. While switching to 24a, control which operates said clutch mechanism may be performed. That is, as the traction control, control may be performed so that the connection between the axle 104b and the fluid pressure mechanism unit 11 is disconnected and the supply of hydraulic oil from the accumulator unit 13 to the fluid pressure mechanism unit 11 is stopped.

Further, as the traction control described above, the switching unit 14 is switched so that the operation state of the drive assist device 2 becomes the operation state of the neutral circulation mode shown in FIG. 7, and the inclination angle of the swash plate 23 with respect to the rotation shaft 20 is zero. Control may be performed so that In this state, as shown by the double-ended arrow B in FIG. 7, the state of the drive assist device 2 returns to the fluid pressure mechanism unit 11 without the hydraulic oil discharged from the fluid pressure mechanism unit 11 flowing to the accumulator unit 13. It will be set to the state which circulates like this.

Further, as the traction control described above, calculation is performed based on the speed of the knitting 100 and the rotation speed of the wheels 104a in a state where the switching unit 14 is switched to the state shown in FIG. 9 and the fluid pressure mechanism unit 11 is operated as a hydraulic motor. Control may be performed in which the inclination angle of the swash plate 23 with respect to the rotation shaft 20 is gradually reduced until the difference from the vehicle speed is less than a predetermined magnitude. If the difference between the speed of the knitting 100 and the vehicle speed calculated based on the rotation speed of the wheels 104a does not become less than a predetermined magnitude even when the inclination angle of the swash plate 23 becomes zero, the drive assist The operating state of the device 2 is set to the neutral circulation mode.

As described above, according to the energy regeneration device 1 according to the first embodiment, during the braking operation of the formation 100, the force or torque transmitted from the axle 104b of the trailer vehicle 102 that decelerates is transmitted via the gear mechanism unit 12. And input to the rotary shaft 20 of the fluid pressure mechanism 11. This fluid pressure mechanism 11 operates as a hydraulic pump. Furthermore, the hydraulic oil discharged from the fluid pressure mechanism unit 11 is adjusted in the flow direction by the switching unit 14 and flows to the accumulator unit 13. Thereby, in a state where pressure is applied from the gas compressed in the accumulator unit 13, the hydraulic oil flows into the accumulator unit 13 and pressure energy is accumulated. Further, the switching unit 14 is operated, the pressure energy accumulated in the accumulator unit 13 is released, and hydraulic fluid as pressure oil is supplied to the fluid pressure mechanism unit 11, so that the fluid pressure mechanism unit 11 serves as a hydraulic motor. Will work.

As described above, during the braking operation of the formation 100, the kinetic energy of the trailer vehicle 102 that cannot be recovered as electric energy by the drive electric motor mounted on the motor vehicle 101 of the formation 100 is a pressure that is different from the electric energy. It can be recovered as energy and regenerated. Thereby, the utilization efficiency of energy at the time of brake operation can be improved. Furthermore, since the fluid pressure mechanism 11 as a hydraulic pump is driven by the force or torque transmitted from the axle 104b during the braking operation, the energy regeneration device 1 can generate the braking force or braking torque of the trailer vehicle 102. . Thereby, the burden of the friction brake operated by compressed air can also be reduced. Further, according to the energy regeneration device 1, the control unit 15 transmits a brake feedback signal related to the braking force or brake torque generated in the fluid pressure mechanism unit 11 to the brake control device 107 that controls the overall braking operation of the formation 100. Is done. For this reason, the brake by the energy regeneration device 1 can be efficiently used in controlling the brake operation of the entire knitting 100.

According to the energy regeneration device 1, the energy recovery during the braking operation is not limited by the performance of the drive electric motor mounted on the motor vehicle 101, and in a high speed range where the railway vehicle travels at a high speed. Energy can also be recovered. Also, in the trailer vehicle 102 that is not mounted with the driving electric motor and is pulled by the motor vehicle 101, the kinetic energy at the time of the braking operation can be recovered and regenerated as pressure energy. That is, even in the trailer vehicle 102 that cannot regenerate energy by the driving electric motor, kinetic energy can be regenerated during the braking operation of the formation 100.

Therefore, according to the present embodiment, even when energy cannot be regenerated by the driving electric motor, the energy regeneration of the railway vehicle that can regenerate the kinetic energy during the braking operation of the railway vehicle or the train including the railway vehicle is possible. A device 1 can be provided.

Further, according to the energy regeneration device 1, the fluid pressure mechanism 11 is configured as a swash plate type hydraulic pump and hydraulic motor. For this reason, the amount of regenerated energy can be easily adjusted simply by changing the inclination angle of the swash plate 23 and adjusting the discharge flow rate of the hydraulic oil. Therefore, the energy regeneration device 1 that can be easily controlled can be realized. Furthermore, according to the energy regeneration device 1, the inclination angle of the swash plate 23 is controlled by the swash plate control unit 16 by the action of hydraulic oil as pressure oil accumulated in the accumulator unit 13. For this reason, it is not necessary to provide a separate hydraulic power source for controlling the inclination angle of the swash plate 23, and the configuration can be simplified.

Further, the energy regeneration device 1 operates based on a brake command signal from a brake control device 107 that controls the overall braking operation of the formation 100. For this reason, at the time of braking operation, the share of the friction brake operated by compressed air, the regenerative brake by the drive electric motor mounted on the motor vehicle 101, and the regenerative brake by the energy regenerator 1 It can be determined by the brake control device 107 which is a system. As a result, the entire knitting 100 can more efficiently execute energy regeneration during braking operation and control of braking operation.

Further, according to the energy regeneration device 1, the control unit 15 grasps the pressure of the hydraulic oil in the accumulator unit 13 or the hydraulic oil discharged to the accumulator unit 13 based on the detection result of the sensor unit 17, while the fluid pressure mechanism unit 11. In addition, the switching unit 14 can be controlled. As a result, the control unit 15 allows at least one of the discharge flow rate from the fluid pressure mechanism unit 11 and the state of the switching unit 14 when hydraulic oil as pressure oil is sufficiently accumulated in the accumulator unit 13. And the flow of hydraulic oil into the accumulator unit 13 can be reduced or stopped.

Further, according to the energy regeneration device 1, when the hydraulic oil as pressure oil is sufficiently accumulated in the accumulator unit 13 and the pressure of the hydraulic oil reaches a predetermined pressure value, the relief valve 19 is activated. And the inflow of excess hydraulic oil to the accumulator part 13 is suppressed. Thereby, the state in which the hydraulic oil as the pressure oil is sufficiently accumulated in the accumulator unit 13 is maintained, and in that state, a sufficiently large brake force or brake torque can be continuously output.

Further, according to the energy regeneration device 1, when the fluid pressure mechanism unit 11 operates as a hydraulic pump, the hydraulic oil does not flow back from the fluid pressure mechanism unit 11 to the accumulator unit 13 via the check valve 25 efficiently. To flow. On the other hand, when the fluid pressure mechanism unit 11 operates as a hydraulic motor, the hydraulic oil efficiently flows from the accumulator unit 13 to the fluid pressure mechanism unit 11 via the first switching valve 24. Therefore, the switching unit 14 having a simple configuration provided with the first switching valve 24 and the check valve 25 is regenerated while preventing hydraulic fluid from flowing from the accumulator unit 13 to the fluid pressure mechanism unit 11 during energy recovery. The accumulated energy can be easily taken out from the accumulator unit 13.

Further, according to the energy regeneration device 1, the switching unit 14 is operated, the second switching valve 26 is connected to the circulation communication path 32, and the third switching valve 27 is switched to a state where the third communication path 33 is blocked. Thus, the state of the energy regeneration device 1 is set to the neutral circulation mode in which the hydraulic oil discharged from the fluid pressure mechanism unit 11 is circulated so as to return to the fluid pressure mechanism unit 11 without flowing to the accumulator unit 13. Will be. Thereby, even if the clutch mechanism of the gear mechanism unit 12 is not provided with a configuration for disconnecting the connection between the fluid pressure mechanism unit 11 and the axle 104b, the rotating shaft 20 of the fluid pressure mechanism unit 11 rotates. It can suppress that the load which arises in connection with influence on driving | running | working of a railway vehicle.

Further, according to the energy regeneration device 1, the fluid pressure mechanism unit 11, the accumulator unit 13, the switching unit 14, the reservoir unit 18, and the gear mechanism unit 12 are mounted inside the carriage 104 of the trailer vehicle 102. For this reason, it is not necessary to install a piping system through which the hydraulic oil flows on the vehicle body side of the trailer vehicle 102, and the energy regeneration device 1 can be easily installed on the trailer vehicle 102.

Further, according to the drive assist device 2, the kinetic energy during the braking operation of the formation 100 is regenerated as pressure energy by the energy regeneration device 1, and this regenerated energy is further used as drive energy for rotationally driving the axle 104b of the trailer vehicle 102. Can be used. Therefore, according to the present embodiment, a driving assist device 2 for a railway vehicle that can efficiently regenerate kinetic energy at the time of braking operation as pressure energy instead of electric energy and subsidize the driving force or driving torque of the trailer vehicle 102 is realized. can do.

Further, according to the present embodiment, the drive assist device 2 including the energy regeneration device 1 is mounted on the trailer vehicle 102. For this reason, according to this embodiment, in the prior art, the trailer vehicle 102 which was a rail vehicle as a simple load pulled by the motor vehicle 101 is used to drive the rail vehicle by regenerating kinetic energy during braking operation. Can be used as Thereby, in the knitting 100 in which the trailer vehicle 102 is incorporated, it is possible to reduce the number of incorporated motor vehicles 101 that cause an increase in cost while maintaining acceleration performance. Therefore, the cost of the entire knitting 100 can be reduced.

[Second Embodiment]
Compared to the case of the first embodiment, the energy regeneration device 3 and the drive assist device 4 for the railway vehicle according to the second embodiment are part of the configuration of the hydraulic circuit, and the energy regeneration device 3 and the drive assist device for the railway vehicle. The arrangement of 4 is different. Hereinafter, the differences from the first embodiment will be mainly described, and the description of the same configuration as the first embodiment will be made by attaching the same reference numerals in the drawings or by quoting the same reference numerals. Omitted.

FIG. 10 is a circuit diagram showing a hydraulic circuit configuration of the energy regeneration device 3 and the drive assist device 4 of the railway vehicle according to the second embodiment. In the hydraulic circuit diagram shown in FIG. 10, the numbers of the fluid pressure mechanism unit 11, the accumulator unit 13, the swash plate control unit 16, and the reservoir unit 18 are illustrated based on an actual embodiment. Specifically, in the energy regeneration device 3 and the drive assist device 4 according to the second embodiment, there are two fluid pressure mechanism units 11, four accumulator units 13, two swash plate control units 16, and a reservoir unit. Two 18 are provided.

As shown in FIG. 10, the hydraulic circuit of the energy regeneration device 3 and the drive assist device 4 according to the second embodiment has a third switching valve 27 and the third switching valve as compared with the hydraulic circuit according to the first embodiment. The electromagnetic switching valve 29 for supplying and discharging pilot pressure oil to and from the pilot pressure chamber of the valve 27 is omitted.

As shown in FIG. 10, in the hydraulic circuit of the second embodiment, the hydraulic oil pressure accumulated in the accumulator unit 13 acts on the check valve 25. As a result, the hydraulic oil on the high pressure side of the fluid pressure mechanism portion 11 is unlikely to flow to the accumulator portion 13 side via the check valve 25.

Therefore, as shown in FIG. 10, when the hydraulic circuit of the second embodiment is set to the neutral circulation mode, the hydraulic oil discharged from the fluid pressure mechanism unit 11 is communicated with the accumulator unit 13. It does not flow into the passage 31 but flows into the circulation communication passage 32 having a smaller flow load than the second communication passage 31. That is, also in the hydraulic circuit of the second embodiment, the hydraulic oil discharged from the fluid pressure mechanism unit 11 does not flow to the second communication path 31 but circulates in the circulation communication path 32 in the neutral circulation mode.

FIG. 11 is a schematic diagram showing a part of the formation of a railway vehicle in which the energy regeneration device 3 and the drive assist device 4 for the railway vehicle according to the second embodiment of the present invention are installed. FIGS. 12 to 15 are a perspective view, a front view, a plan view, and a rear view, respectively, of the energy regeneration device 3 and the drive assist device 4 according to the second embodiment.

The rail car energy regeneration device 3 and the drive assist device 4 according to the second embodiment are similar to the rail vehicle energy regeneration device 1 and the drive assist device 2 according to the first embodiment. 12, an accumulator unit 13, a switching unit 14, a control unit 15, a reservoir unit 18, and the like. As in the case of the first embodiment, the control unit 15 appropriately controls other components based on commands from the brake control device 107 and the power running control device 108.

In the second embodiment, each component (fluid pressure mechanism 11, gear mechanism 12, accumulator 13, controller 15, reservoir 18, etc.) constituting the energy regeneration device 3 and the drive assist device 4 of the railway vehicle is provided. It is attached not only to the inside of the carriage 104 but also to other parts.

Specifically, as shown in FIG. 11, the lower part of the railway vehicle is adjacent to a carriage 104, a frame portion 60 that is disposed adjacent to the carriage 104 and separately from the carriage 104, and adjacent to the frame portion 60. A box portion 90 to be disposed is attached. 12 to 15, the fluid pressure mechanism 11, the gear mechanism 12, the swash plate controller 16, and the like are housed inside the carriage 104, and the accumulator 13, the reservoir 18, the first The switching valve 24, the second switching valve 26, and the like are housed inside the frame portion 60. Moreover, the control part 15 is accommodated in the inside of the box part 90, as shown in FIG. 11, and is electrically connected with each component via the electrical wiring (illustration omitted).

In the above, the first unit 5 is configured by each component (the fluid pressure mechanism unit 11, the gear mechanism unit 12, the swash plate control unit 16 and the like) housed inside the carriage 104. In addition, the second unit 6 is configured by each component (the accumulator unit 13, the reservoir unit 18, the first switching valve 24, the second switching valve 26, and the like) housed in the frame unit 60 and the frame unit 60. Composed.

Hereinafter, the configurations of the carriage 104, the first unit 5, and the second unit 6 will be described in order. In the following, for convenience of explanation, in FIGS. 12 and 13, the direction indicated by the arrow indicated as “front” is indicated as front or front, and the direction indicated by the arrow indicated as “rear” is indicated as rear or rear, and above. The direction indicated by the indicated arrow is referred to as the upper side or the upper side, and the direction indicated by the arrow indicated as the lower side is referred to as the lower side or the lower side. In FIG. 12, the direction indicated by the arrow indicated to the right is referred to as the right side, and the direction indicated by the arrow indicated as the left is referred to as the left side. Moreover, the vehicle width direction of a railway vehicle may be called the left-right direction.

The cart 104 in which the first unit 5 according to this embodiment is stored is a so-called bolsterless cart. This bolster-less bogie is a bolster (pillow) by disposing a large diaphragm-shaped air spring 121 that can be greatly displaced not only in the vertical direction but also in the front, back, left and right between the railway vehicle and the bogie 104. It is a cart with a configuration in which (beam) is omitted. The energy regeneration device 3 and the drive assist device 4 according to the present embodiment are applied to a railway vehicle including a bolster-less cart, but are not limited to this, and include other types of carts such as a bolster cart. It can also be applied to railway vehicles.

As shown in FIGS. 12 and 14 and the like, the carriage 104 includes a carriage frame 110 as a frame. The carriage frame 110 has two side beam portions 111 and two central beam portions 112. The two side beam portions 111 are formed to extend in the front-rear direction in parallel with each other. The two central beam portions 112 are formed so as to extend in the left-right direction between the two side beam portions 111, and are bridged between the two side beam portions. The central beam portion 112 is bridged between the vicinity of the center portions in the front-rear direction of the two side beam portions 111 and is fixed to the two side beam portions 111 by welding or the like.

An air spring 121 that absorbs vibration in the vertical direction is disposed above the center portion in the front-rear direction of each side beam portion 111. A vehicle portion of the trailer vehicle 102 is placed on the air spring 121. The air spring 121 is for suppressing the vibration of the wheel 104a traveling on the track from being transmitted to the vehicle portion.

The axle box 113 is attached to the front part and the rear part of each side beam part 111 via a spring mechanism (not shown). That is, four axle boxes 113 are provided in this embodiment. A bearing (not shown) is attached to the axle box 113 and rotatably supports the axle 104b. Thereby, the bogie frame 110 can be displaced in the vertical direction by the spring mechanism with respect to the axle 104b that vibrates by traveling on the track.

The axle box 113 attached to the front portion of each side beam portion 111 rotatably supports both ends of the axle 104b on the front side of each carriage 104. On the other hand, the axle box 113 attached to the rear portion of each side beam portion 111 rotatably supports both end portions of the rear axle 104b.

The first unit 5 includes two fluid pressure mechanism parts 11, two gear mechanism parts 12, two swash plate control parts 16, and a first manifold part 50.

Each fluid pressure mechanism section 11 is arranged in a space between two side beam sections 111 as shown in FIGS. Specifically, one fluid pressure mechanism 11 is disposed in a front space between the two side beams 111, and the other fluid pressure mechanism 11 is disposed between the two side beams 111. Arranged in the rear space.

As shown in FIGS. 12 and 14, each fluid pressure mechanism unit 11 is connected to a fluid pressure mechanism side communication portion 85. The fluid pressure mechanism side communication portion 85 includes two swash

plate control lines

86 and 89, a fluid pressure mechanism side high pressure line 88, and a fluid pressure mechanism side low pressure line 87.

As shown in FIG. 10, one end of the fluid pressure mechanism side high pressure line 88 is connected to the high pressure side of the fluid pressure mechanism unit 11. One end of the fluid pressure mechanism side low pressure line 87 is connected to the low pressure side of the fluid pressure mechanism unit 11. One end of one swash plate control line 86 is connected to one of the two

oil chambers

39a and 39b of the cylinder 39, and one end of the other swash plate control line 89 is connected to the

other oil chamber

39b, 39a.

As shown in FIG. 14, the first unit 5 includes two joint portions 41 for attaching each fluid pressure mechanism portion 11 to the carriage frame 110. The joint portion 41 constitutes a vibration absorbing mechanism for absorbing the vibration of the fluid pressure mechanism portion 11 with respect to the carriage frame 110. In each joint portion 41, the fluid pressure mechanism portion 11 is fixed on one side, and the other side is fixed to each central beam portion 112 via a spring mechanism (not shown). Thereby, the fluid pressure mechanism unit 11 can be displaced in the vertical direction with respect to the carriage frame 110.

Each gear mechanism 12 is arranged in a left front space and a right rear space in the carriage frame 110 as shown in FIG. As in the case of the first embodiment shown in FIG. 10, the gear mechanism unit 12 includes a spur gear 12 a fixed to the axle 104 b and a pinion gear 12 b fixed to the rotating shaft 20 of the fluid pressure mechanism unit 11. . Both gears (12a, 12b) mesh with each other.

As described above, the axle 104b to which the spur gear 12a is fixed is rotatably supported by the axle box 113 attached to the carriage frame 110 via a spring mechanism. That is, the bogie frame 110 can be displaced in the vertical direction with respect to the axle 104a that vibrates when traveling on the track. The rotating shaft 20 of the fluid pressure mechanism 11 to which the pinion gear 12 b is fixed is attached to the carriage frame 110 via a joint 41. That is, vibration from the carriage frame 110 transmitted to the pinion gear 12 b is absorbed by the joint portion 41. Accordingly, it is possible to prevent the meshing between the spur gear 12a and the pinion gear 12b from being released.

The swash plate control unit 16 includes a swash plate drive actuator 37 and a control valve 38 as in the case of the first embodiment shown in FIG. The swash plate drive actuator 37 is accommodated in each fluid pressure mechanism 11 (not shown in FIGS. 12 to 15). As shown in FIG. 14, the control valve 38 is attached to the first manifold portion 50.

The first manifold portion 50 is installed on the upper side of the central beam portion 112. That is, the first manifold portion 50 is disposed on the upper side of the carriage frame 110. The first manifold section 50 is connected to the other ends of the two swash

plate control lines

86 and 89 and the other ends of the fluid pressure mechanism side high pressure line 88 and the fluid pressure mechanism side low pressure line 87.

Further, a manifold communication portion 80 that connects the first manifold portion 50 and the second manifold portion 70 is connected to the first manifold portion 50. The manifold communication portion 80 is a communication portion for communicating the accumulator portion 13 and the reservoir portion 18 with the fluid pressure mechanism portion 11.

The manifold communication portion 80 includes a high pressure line 81, a low pressure line 82, and an accumulator line 83. As shown in FIG. 10, the high-pressure line 81 constitutes a part of the third communication path 33 and is provided in a portion on the high-pressure side of the fluid pressure mechanism unit 11 with respect to the check valve 25 in the third communication path 33. Piping. The low pressure line 82 constitutes a part of the circulation communication path 32, and is a pipe provided in a portion on the low pressure side of the fluid pressure mechanism unit 11 with respect to the junction 32 a between the circulation communication path 32 and the reservoir communication path 34. It is. The accumulator line 83 is a pipe provided in the communication path 35 a branched from the accumulator communication path 35 and connected to the control valve 38. One end of each

line

81, 82, 83 is connected to the first manifold portion 50.

A first manifold communication passage 55 is formed in the first manifold portion 50 to communicate the

lines

81, 82, 83 of the manifold communication portion 80 with the lines 86 to 89 of the fluid pressure mechanism side communication portion 85. Yes. The first manifold communication path 55 corresponds to the flow path within the dotted line 50 in the hydraulic circuit shown in FIG.

The second unit 6 includes an accumulator unit 13, a switching unit 14, a reservoir unit 18, a relief valve 19, a second manifold unit 70, and a frame unit 60 for storing them.

The frame part 60 is formed in a rectangular parallelepiped shape as shown in FIG. 12 by connecting twelve

linear metal members

61a, 62a, 63 to each other by welding or the like. The frame part 60 includes an upper frame part 61, a lower frame part 62, and four connecting members 63.

The upper frame portion 61 is formed such that four frame members 61a formed in a straight line shape are joined to each other to form a rectangular shape. The upper frame portion 61 is disposed such that the longitudinal direction thereof is the front-rear direction of the trailer vehicle 102 and is fixed to the lower side of the vehicle portion of the trailer vehicle 102.

As with the upper frame portion 61, the lower frame portion 62 is formed such that four frame members 62a formed in a straight shape are joined to each other to form a rectangular shape. The lower frame portion 62 has the same outer shape as the upper frame portion 61. The lower frame portion 62 is disposed below the upper frame portion 61 so that the outer shape overlaps the outer shape of the upper frame portion 61 when viewed from above.

The connecting members 63 are each formed in a straight line, and connect the corners of the upper frame part 61 and the corners of the lower frame part 62 facing each other.

The upper frame portion 61 has two upper erection members 61b as shown in FIGS. The two upper erection members 61b are formed linearly. Each upper erection member 61b is bridged between a pair of longer frame members 61a in the upper frame part 61, and is fixed by welding or the like. One upper erection member 61 b is provided in a central portion in the front-rear direction of the upper frame part 61, and the other upper erection member 61 b is provided in a rear part of the upper frame part 61.

As shown in FIG. 14, the lower frame portion 62 has one erection member 62b and two erection members 62c shorter than the erection member. The erection member 62b is bridged between a pair of longer frame members 62a in the lower frame portion 62, and is fixed by welding or the like. The erection member 62 b is provided at a front portion of the frame portion 60. The erection member 62c is bridged between the front frame member 62a and the erection member 62b in the lower frame portion 62 so as to be parallel to each other and fixed by welding or the like.

As shown in FIG. 12 to FIG. 15 and the like, the accumulator unit 13 includes an axially closed hermetic pressure vessel 13c formed in a bottomed cylindrical shape, and an accumulator port provided at one end in the longitudinal direction of the pressure vessel 13c. Part 13d. The accumulator unit 13 includes a plurality of accumulator port units 13d in the left-right direction in the rear portion of the space in the frame unit 60 (see FIGS. 14 in the example of 14) are arranged. The accumulator unit 13 has a front part and a rear part fixed to the upper erection member 61 b by a fixing metal fitting 64. Each accumulator port portion 13 d is connected to the accumulator side manifold portion 71 of the second manifold portion 70.

As shown in FIG. 12 to FIG. 15 and the like, the reservoir section 18 includes a closed tank section 18a formed in a cylindrical shape with a bottom and elongated in the axial direction, and a reservoir port provided at one end section in the longitudinal direction of the tank section 18a. Part 18b. The reservoir unit 18 is smaller in size than the accumulator unit 13. Specifically, the tank portion 18 a of the reservoir portion 18 is configured to have a smaller outer diameter and a shorter length than the pressure vessel 13 c of the accumulator portion 13.

A plurality of reservoir portions 18 are arranged in the front-rear direction in the space in the frame portion 60 so that the reservoir port portion 18b is located on the left side and the longitudinal direction is the left-right direction (2 in the illustration of FIGS. 12 and 14). Are lined up. Each of the right side portion and the left side portion of the reservoir portion 18 is fixed to the erection member 62 c of the lower frame portion 62 by a fixing bracket 65. Each reservoir port portion 18 b is connected to the reservoir side manifold portion 72 of the second manifold portion 70.

The second manifold portion 70 includes an accumulator side manifold portion 71 and a reservoir side manifold portion 72, which are integrated.

The accumulator side manifold portion 71 is formed in a rectangular parallelepiped shape extending in the left-right direction of the railway vehicle. The accumulator side manifold portion 71 is disposed in the frame portion 60 so as to partition a space in the frame portion 60 in which the accumulator portion 13 is accommodated and a space in which the reservoir portion 18 is accommodated. Each accumulator port portion 13 d is connected to the rear surface of the accumulator side manifold portion 71.

The reservoir side manifold portion 72 is formed in a rectangular parallelepiped shape extending in the forward direction from the left side portion of the front surface of the accumulator side manifold portion 71. Thereby, as shown in FIG. 14, the 2nd manifold part 70 is formed so that it may become L shape seeing from upper direction. Each reservoir port portion 18 b is connected to the reservoir side manifold portion 72.

Further, the other end of the high pressure line 81, the low pressure line 82, and the accumulator line 83 of the manifold communication portion 80 is connected to the upper right side portion of the front surface of the accumulator side manifold portion 71.

As described above, each

line

81, 82, 83 of the manifold communication portion 80 has one end connected to the first manifold portion 50 disposed on the upper side of the carriage frame 110 and the other end connected to the accumulator-side manifold. It is connected to the upper part of the part 71. A midway portion thereof is disposed above the reservoir portion 18. That is, the manifold communication portion 80 is formed in a straight line without being greatly bent in the vertical direction.

In the second manifold portion 70, a second manifold communication passage 75 is formed for communicating each

line

81, 82, 83 of the manifold communication portion 80 with the accumulator portion 13 and the reservoir portion 18. The second manifold communication path 75 corresponds to the flow path within the dotted line 70 in the hydraulic circuit shown in FIG.

The switching unit 14 includes a first switching valve 24, a check valve 25, a second switching valve 26, and an electromagnetic switching valve 28, and is attached to the second manifold unit 70. Similarly, the relief valve 19 is also attached to the second manifold portion 70. Specifically, the relief valve 19 and the check valve 25 are attached to the left portion of the upper surface of the accumulator side manifold portion 71. The first switching valve 24, the electromagnetic switching valve 28, and the second switching valve 26 are attached to the left portion of the front surface of the accumulator side manifold portion 71.

As described above, according to the energy regeneration device 3 according to the second embodiment, as in the case of the first embodiment, even if the energy cannot be regenerated by the drive electric motor, the railway vehicle or the railway vehicle thereof. Thus, it is possible to provide an energy regeneration device 3 for a railway vehicle capable of regenerating kinetic energy during a braking operation of a knitting including.

Further, according to the energy regeneration device 3, even in the configuration in which the third switching valve 27 and the electromagnetic switching valve 29 are omitted in the hydraulic circuit of the first embodiment, the operation in the neutral circulation mode is possible. Therefore, since the configuration of the hydraulic circuit can be simplified, the energy regeneration device 3 can be reduced in cost.

Further, according to the energy regeneration device 3, the accumulator unit 13, the reservoir unit 18 and the like are installed in a place different from the inside of the cart frame 110 where the space is limited. In this way, the volume of the accumulator unit 13 is increased to increase the pressure energy that can be accumulated in the accumulator unit 13, or the volume of the reservoir unit 18 is increased to increase the capacity of the working fluid that can be accumulated in the reservoir unit 18. It becomes easy to do. That is, the design freedom of the hydraulic circuit including the accumulator unit 13 and the reservoir unit 18 can be improved.

Further, according to the energy regeneration device 3, the accumulator portion 13 having a shape extending in one direction is arranged so that the longitudinal direction thereof is along the front-rear direction of the railway vehicle. If it carries out like this, it is easy to lengthen the length of the accumulator part 13 in the lower part of a railway vehicle with a comparatively long longitudinal direction. That is, according to this configuration, the energy that can be stored in the accumulator unit 13 can be easily increased.

Moreover, according to the energy regeneration device 3, a plurality of accumulator sections 13 are arranged in the vehicle width direction of the railway vehicle. This makes it possible to easily increase the energy that can be stored in the accumulator unit 13 while effectively using the space below the railway vehicle.

Further, according to the energy regeneration device 3, the accumulator side manifold portion 71 is formed so as to extend in the vehicle width direction of the railway vehicle. Thereby, a plurality of accumulator port portions 13 d arranged in the same direction as the direction in which the accumulator side manifold portion 71 extends can be easily connected to the accumulator side manifold portion 71.

In general, the reservoir unit 18 can be set to have a pressure resistance lower than that of the accumulator unit 13, so that the reservoir unit 18 can be easily downsized than the accumulator unit 13. Therefore, the length in the longitudinal direction may not be as long as the accumulator portion 13. Therefore, like the energy regeneration device 3 according to the present embodiment, the entire second unit 6 can be made compact by disposing the reservoir portion 18 so that the longitudinal direction is along the vehicle width direction.

Further, according to the energy regeneration device 3, the manifold communication portion 80 having one end connected to the accumulator-side manifold portion 71 is in a state where the middle portion is disposed above the reservoir portion 18, and the other end is the upper side of the carriage frame 110. Is connected to the first manifold portion 50 disposed in the first position. That is, the manifold communication portion 80 allows the first manifold portion 50 and the second manifold portion 70 to communicate with each other without being greatly bent in the vertical direction at the lower portion of the railway vehicle. Therefore, since the manifold communication portion 80 can be formed in a relatively straight line, the load on the manifold communication portion 80 can be reduced.

Further, according to the energy regeneration device 3, since the manifold communication portion 80 can be formed in a relatively straight line as described above, for example, compared with a case where the manifold communication portion is largely bent in the vertical direction, A sufficient space for the reservoir 18 can be secured.

Moreover, according to the energy regeneration device 3, the accumulator part 13 is fixed to the lower part of the railway vehicle and is fixed to the upper frame part 61 having relatively high stability. Thereby, the accumulator part 13 with comparatively heavy weight can be stably fixed in the frame part 60.

Further, according to the energy regeneration device 3, the swash plate control unit 16 is provided in the first unit 5 accommodated in the carriage 104. In this case, the swash plate control unit 16 that controls the swash plate 23 of the fluid pressure mechanism unit 11 can be disposed near the fluid pressure mechanism unit 11, so that the energy regeneration device 3 having the configuration including the swash plate control unit 16 can be compact. it can.

The embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made as long as they are described in the claims. For example, you may implement the following modifications.

(1) In the above-described embodiment, the energy regeneration device and the drive assist device have been described by way of example in which the energy regeneration device and the drive assist device are installed in the trailer vehicle. A mode in which the energy regeneration device and the drive assist device are installed in the motor vehicle, or a mode in which the energy regeneration device and the drive assist device are installed in the trailer vehicle and the motor vehicle may be implemented.

(2) In the above-described embodiment, a 1M3T knitting in which three trailer vehicles each having an energy regeneration device and a drive assist device are used for one motor vehicle has been described as an example. It does not have to be. For one motor vehicle, knitting corresponding to one, two, or four or more trailer vehicles provided with an energy regeneration device and a drive assist device may be performed.

(3) An energy regeneration device and a drive assist device having a gear mechanism portion provided with a clutch mechanism capable of executing a connection operation and a disconnection operation (connection release operation) between the fluid pressure mechanism unit and the axle may be implemented. In this case, even if an operation failure such as a failure occurs in the energy regeneration device or the drive assist device, the fluid pressure mechanism and the axle can be mechanically separated by operating the clutch mechanism. Thereby, it is possible to prevent the above-described malfunction from affecting the traveling operation of the railway vehicle on which the energy regeneration device or the drive assist device is installed.

(4) A configuration in which the control unit controls the inclination angle of the swash plate based on the detection result of the temperature sensor of the sensor unit that detects the temperature of the fluid pressure mechanism unit may be implemented. In this case, for example, when the temperature detected by the temperature sensor rises above a predetermined temperature, control may be performed to change the inclination angle of the swash plate to be small. Thereby, the discharge flow rate of the working fluid discharged from the fluid pressure mechanism unit as the fluid pressure pump or the flow rate of the working fluid supplied to the fluid pressure mechanism unit as the fluid pressure motor is reduced, thereby suppressing heat generation. Can do.

(5) In the above-described embodiment, the swash plate control unit includes a swash plate drive actuator provided as a fluid cylinder mechanism, and a control valve provided as an electrohydraulic chamber servo valve to control the operation of the swash plate drive actuator. Although the description has been given by taking the configuration configured as an example, this need not be the case. A configuration in which the swash plate control unit includes an electric actuator may be implemented.

FIG. 16 illustrates a railcar energy regeneration device 1a (hereinafter simply referred to as “energy regeneration device 1a”) and a railcar drive assist device 2a (hereinafter simply referred to as “drive assist device 2a”) according to a modification. It is a circuit diagram which shows a hydraulic circuit structure. FIG. 17 is a schematic diagram schematically showing the fluid pressure mechanism 11 and the swash plate controller 16a in the energy regeneration device 1a and the drive assist device 2a. The energy regeneration device 1a and the drive assist device 2a are configured in the same manner as the energy regeneration device 1 and the drive assist device 2 of the above-described embodiment. However, in the configuration of the swash plate control unit 16a, the energy regeneration of the above-described embodiment. It is different from the device 1 and the drive assist device 2. Hereinafter, with respect to the energy regeneration device 1a and the drive assist device 2a, only the configuration different from the above-described embodiment will be described, and elements configured similarly to the above-described embodiment are denoted by the same reference numerals in the drawings. Or the description which overlaps is abbreviate | omitted by quoting and explaining the same name or code | symbol.

FIG. 16 illustrates a circuit state corresponding to FIG. As shown in FIG. 16, the energy regeneration device 1 a and the drive assist device 2 a have the swash plate 23 by hydraulic oil as pressure oil accumulated in the accumulator unit 13, such as the control valve 38 in the above-described embodiment. A mechanism for controlling the tilt angle is not provided. And the swash plate control part 16a in the energy regeneration apparatus 1a and the drive assist apparatus 2a is provided as an electric actuator, as shown in FIG.

A swash plate control unit 16a as an electric actuator illustrated in FIG. 17 includes an electric motor 16b and a ball screw mechanism 16c. The electric motor 16b is configured to operate based on a swash plate control signal from the control unit 15 and drive the ball screw mechanism 16c. The ball screw mechanism 16 c is provided as a mechanism that converts the driving force in the rotational direction of the electric motor 16 b into a linear driving force and drives the swash plate 23 to swing with respect to the rotating shaft 20. The ball screw mechanism 16c is configured to drive the swash plate 23 via the shoe structure 16d. Such a swash plate control unit including an electric actuator may be implemented.

(6) The mode in which the energy regeneration operation by the energy regeneration device is performed not only in the entire speed range of the traveling speed of the railway vehicle, but also in a predetermined speed range may be implemented. For example, a mode in which the energy regeneration operation by the energy regeneration device is performed only in a high speed range where it is difficult to perform motor regeneration control by the driving electric motor mounted on the motor vehicle may be implemented.

(7) The mode in which the drive assist operation by the drive assist device is performed not only in the entire speed range of the traveling speed of the railway vehicle but also in a predetermined speed range may be implemented. For example, a mode in which the drive assist operation by the drive assist device is performed only at the time of departure at a predetermined speed or less, or only at the time of acceleration at a predetermined speed or higher and lower than a predetermined speed may be implemented.

(8) In the above-described embodiment, an example in which the energy regenerated by the energy regeneration device is consumed by the operation as the drive assist device has been described, but this need not be the case. For example, an energy regeneration device provided with a clutch unit capable of executing a connecting operation and a disconnecting operation (connection releasing operation) of a rotating shaft of a fluid pressure mechanism unit with respect to a generator installed in a railway vehicle may be implemented. In this case, by operating the clutch portion, the generator can be connected to the rotating shaft of the fluid pressure mechanism portion, and the generator can be driven by the fluid pressure mechanism portion that operates as a fluid pressure motor. Thereby, it is possible to perform power generation at an arbitrary timing by the energy regeneration device and transmit power to the overhead line. For this reason, even if there is a difference between the timing for regenerating energy and the timing for consuming the regenerated energy, the energy can be efficiently used without being wasted. In addition, by coordinating with substation facilities or trains traveling in the same power transmission range, and adjusting the timing of energy release collected by the energy regeneration device, the power consumption and power supply amount of the same power transmission range Can also be balanced.

(9) Further, the accumulator unit in which the pressure energy recovered by the energy regeneration device is accumulated may be used as a driving pressure source for a device that is mounted on a railway vehicle and operates with a pressure fluid.

(10) In the above-described embodiment, the state where the state of the energy regeneration device or the drive assist device is set to the neutral circulation mode in the case of the sliding control or the traction control has been described as an example. Even at timings other than the control, a mode in which the states of the energy regeneration device and the drive assist device are set to the neutral circulation mode may be implemented. For example, at a timing when it is desired to suppress transmission of force or torque between the energy regeneration device and the drive assist device and the axle, such as when the railway vehicle is traveling at a constant speed, the energy regeneration device and The state of the drive assist device may be set to the neutral circulation mode.

The present invention relates to an energy regeneration device for a railway vehicle that is installed in the railway vehicle and can regenerate energy during braking operation of the train including the railway vehicle or the railway vehicle, and the driving of the railway vehicle including the energy regeneration device. The assist device can be widely applied.

DESCRIPTION OF SYMBOLS 1 Railway vehicle energy regeneration apparatus 11 Fluid pressure mechanism part 12 Gear mechanism part 13 Accumulator part 14 Switching part 15 Control part 20 Rotating shaft 100 Formation 102 Trailer car (railway car)
104b Axle 107 Brake control device

Claims

An energy regeneration device for a railway vehicle that is installed in the railway vehicle and can regenerate energy during braking operation of the railway vehicle or a train including the railway vehicle,
A fluid pressure mechanism that operates as a fluid pressure pump or a fluid pressure motor according to the direction in which the working fluid flows, and can change the discharge flow rate of the working fluid;
When at least the fluid pressure mechanism portion operates as the fluid pressure pump, a gear mechanism portion that connects the fluid pressure mechanism portion and the axle of the railway vehicle;
Gas is sealed inside, the gas is compressed by the working fluid discharged from the fluid pressure mechanism and flows in, and pressure energy is accumulated by pressure acting on the working fluid by the compressed gas, An accumulator unit constituting a pressure source capable of supplying a working fluid as a pressure fluid to the fluid pressure mechanism unit;
A switching unit capable of switching the flow direction of the working fluid between the fluid pressure mechanism unit and the accumulator unit;
Controls the discharge flow rate of the working fluid discharged from the fluid pressure mechanism unit and the switching operation of the flow direction of the working fluid by the switching unit, and comprehensively controls the braking operation of the entire knitting in which the railway vehicle is incorporated. A control unit that transmits a brake feedback signal related to a brake force or a brake torque generated by the fluid pressure mechanism unit to the brake control device;
An energy regeneration device for a railway vehicle, comprising:
An energy regeneration device for a railway vehicle according to claim 1,
The fluid pressure mechanism is configured as the fluid pressure pump and the fluid pressure motor of a swash plate type having a swash plate that can be installed in an inclined state with respect to the rotation axis thereof,
An energy regeneration device for a railway vehicle, further comprising a swash plate control unit that controls an inclination angle of the swash plate with respect to the rotation axis by a working fluid as a pressure fluid accumulated in the accumulator unit.
An energy regeneration device for a railway vehicle according to claim 1 or 2,
The control unit is configured to be able to receive a brake command signal related to a brake force or a brake torque generated by the fluid pressure mechanism unit from the brake control device,
The control unit controls a discharge flow rate of the working fluid discharged from the fluid pressure mechanism unit and a switching operation of the flow direction of the working fluid by the switching unit based on the brake command signal. An energy regeneration device for railway vehicles.
The railcar energy recovery device according to any one of claims 1 to 3,
A sensor unit for detecting at least one of the pressure of the working fluid discharged from the fluid pressure mechanism unit to the accumulator unit and the pressure of the working fluid accumulated in the accumulator unit;
The control unit includes a discharge flow rate of the working fluid discharged from the fluid pressure mechanism unit and a switching operation of the flow direction of the working fluid by the switching unit based on the magnitude of the pressure detected by the sensor unit. An energy regeneration device for a railway vehicle, characterized by controlling at least one of the following.
An energy regeneration device for a railway vehicle according to any one of claims 1 to 4,
A railroad vehicle energy characterized by further comprising a pressure adjusting valve that adjusts the pressure of the working fluid in the accumulator section so that the pressure of the working fluid in the accumulator section is equal to or less than a predetermined pressure value. Regenerative device.
An energy regeneration device for a railway vehicle according to any one of claims 1 to 5,
The switching unit is
When the fluid pressure mechanism portion operates as the fluid pressure pump, the first communication path that connects the accumulator portion and the fluid pressure mechanism portion is blocked, and the fluid pressure mechanism portion operates as the fluid pressure motor. A first switching valve for communicating the first communication path;
Provided in parallel with the first communication path and in a second communication path that communicates the accumulator part and the fluid pressure mechanism part, and the working fluid passes through the second communication path from the accumulator part to the fluid pressure mechanism. A check valve that prevents flow into the part,
An energy regeneration device for a railway vehicle, comprising:
An energy regeneration device for a railway vehicle according to claim 6,
The switching unit is
The fluid pressure mechanism further includes a second switching valve that is provided in a circulation communication path that communicates a discharge side and a suction side of the working fluid in the fluid pressure mechanism, and that blocks or communicates the circulation communication path. , Energy recovery equipment for railway vehicles.
The energy regeneration device for a railway vehicle according to claim 7,
The switching unit further includes a third switching valve that shuts off a third communication path that connects the accumulator unit and the fluid pressure mechanism unit when the second switching valve is in a state where the circulation communication path is in communication. An energy regeneration device for a railway vehicle, comprising:
An energy regeneration device for a railway vehicle according to claim 7 or claim 8,
A reservoir capable of storing the working fluid sucked into the fluid pressure mechanism;
A first manifold part in communication with the fluid pressure mechanism part;
A second manifold part in which the accumulator part and the reservoir part communicate with each other;
One end is connected to the first manifold portion and the other end is connected to the second manifold portion, and further includes a communication portion for communicating the accumulator portion, the reservoir portion, and the fluid pressure mechanism portion. ,
The first unit including the fluid pressure mechanism unit, the gear mechanism unit, and the first manifold unit is fixed to a bogie frame that is a bogie frame that rotatably holds an axle of the railway vehicle.
The second unit including the accumulator part, the reservoir part, the first switching valve, the second switching valve, and the second manifold part is located on the outside of the carriage frame in the lower part of the railway vehicle. An energy regeneration device for a railway vehicle, wherein the energy regeneration device is provided separately.
An energy regeneration device for a railway vehicle according to claim 9,
The accumulator part is
A pressure vessel formed so as to extend in one direction and arranged so that the longitudinal direction thereof is along the front-rear direction of the railway vehicle;
An energy regeneration device for a railway vehicle, comprising an accumulator port portion that is provided at one end portion in the longitudinal direction of the pressure vessel and allows the working fluid to flow in and out.
The energy regeneration device for a railway vehicle according to claim 10,
A plurality of the accumulator portions are arranged in the vehicle width direction of the railcar,
The energy recovery device for a railway vehicle, wherein the second manifold part includes an accumulator side manifold part formed so as to extend in a vehicle width direction of the railway vehicle and to which the accumulator port part is connected.
The energy regeneration device for a railway vehicle according to claim 11,
The reservoir section is
A tank portion that is formed so as to extend in one direction and the longitudinal direction thereof is arranged along the vehicle width direction of the railway vehicle;
A reservoir port part that is provided at one end of the tank part in the longitudinal direction and allows the working fluid to flow in and out;
The railroad vehicle characterized in that the second manifold portion includes a reservoir side manifold portion that extends in the front-rear direction of the railcar, is connected to the reservoir port portion, and is formed integrally with the accumulator side manifold portion. Energy regeneration device.
An energy regeneration device for a railway vehicle according to claim 11 or claim 12,
The second unit includes a frame portion having an upper frame portion fixed to a lower portion of the railway vehicle, and a lower frame portion disposed below the upper frame portion,
In the frame portion, the reservoir portion, the accumulator side manifold portion, and the accumulator portion are arranged in order from the cart side toward the side away from the cart.
The reservoir portion is fixed to the lower frame portion,
The communication portion is disposed above the reservoir portion, and has one end connected to the accumulator side manifold portion and the other end connected to the first manifold portion disposed above the carriage frame. A feature of an energy regeneration device for a railway vehicle.
An energy regeneration device for a railway vehicle according to claim 13,
The energy regeneration device for a railway vehicle, wherein the accumulator portion is fixed to the upper frame portion.
An energy regeneration device for a railway vehicle according to any one of claims 9 to 14,
The fluid pressure mechanism is configured as the fluid pressure pump and the fluid pressure motor of a swash plate type having a swash plate that can be installed in an inclined state with respect to the rotation axis thereof,
The first unit further includes a swash plate control unit that controls an inclination angle of the swash plate with respect to the rotation axis by a working fluid as a pressure fluid accumulated in the accumulator unit. Regenerative device.
An energy regeneration device for a railway vehicle according to any one of claims 1 to 8,
A reservoir section capable of storing the working fluid sucked into the fluid pressure mechanism section;
At least the fluid pressure mechanism unit, the accumulator unit, the switching unit, the reservoir unit, and the gear mechanism unit can be stored in a carriage provided with wheels of the rail vehicle. Vehicle energy regeneration device.
A drive assist device for a railway vehicle, which is installed in the railway vehicle and can generate an assisting force or an assisting torque for assisting the driving force or driving torque for running the railway vehicle,
An energy regeneration device for a railway vehicle according to any one of claims 1 to 16,
The gear mechanism section connects the fluid pressure mechanism section and the axle of the railway vehicle even when the fluid pressure mechanism section operates as the fluid pressure motor. .
The drive assist device for a railway vehicle according to claim 17,
A drive electric motor that generates drive torque for rotationally driving the axle is not provided, and is mounted on the railway vehicle as a trailer vehicle driven by being driven by a motor vehicle provided with the drive electric motor. A drive assist device for a railway vehicle, characterized in that