CA2034831A1 - Pantograph with a damped head suspension - Google Patents
Pantograph with a damped head suspensionInfo
- Publication number
- CA2034831A1 CA2034831A1 CA002034831A CA2034831A CA2034831A1 CA 2034831 A1 CA2034831 A1 CA 2034831A1 CA 002034831 A CA002034831 A CA 002034831A CA 2034831 A CA2034831 A CA 2034831A CA 2034831 A1 CA2034831 A1 CA 2034831A1
- Authority
- CA
- Canada
- Prior art keywords
- pantograph
- head
- suspension
- line
- droppers
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/22—Supporting means for the contact bow
- B60L5/24—Pantographs
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Supports For Pipes And Cables (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
- Braking Arrangements (AREA)
- Paper (AREA)
- Joining Of Building Structures In Genera (AREA)
Abstract
ABSTRACT
Company called:
FAIVELEY TRANSPORT
"Pantograph with a damped head suspension"
(An invention of: Jacques CATHALA
and Pascal FORTE) The pantograph (1) for railroad railcars com-prises an upper arm (15), the end of which supports a head (20) for collecting the current from a catenary line (2) suspended via droppers (3) spaced apart over the entire length of said line.
This head (20) is connected to the end of the arm (15) via a damped elastic suspension (25) which acts on the high force frequencies to which the pantograph (1) is subjected, in particular on the frequencies when it passes the droppers (3) of the catenary suspension of the line (2).
Use in particular, in high-speed railroad traffic.
(See Figure 3).
Company called:
FAIVELEY TRANSPORT
"Pantograph with a damped head suspension"
(An invention of: Jacques CATHALA
and Pascal FORTE) The pantograph (1) for railroad railcars com-prises an upper arm (15), the end of which supports a head (20) for collecting the current from a catenary line (2) suspended via droppers (3) spaced apart over the entire length of said line.
This head (20) is connected to the end of the arm (15) via a damped elastic suspension (25) which acts on the high force frequencies to which the pantograph (1) is subjected, in particular on the frequencies when it passes the droppers (3) of the catenary suspension of the line (2).
Use in particular, in high-speed railroad traffic.
(See Figure 3).
Description
- l 2~3~31 Pantograph with a damped head suspension"
The present invention relates to a pantograph intended for the collection of the current for railroad railcars from catenary-suspension overhead lines.
S The subject of the invention is more particularly a pantograph in which the regularity of the contact of its head with the catenary line is improved, in parti-cular when the train i8 running at high speeds.
It is known to construct pantographs, in which the upper arm supports a head which ensures the contact with the line, this head being connected to the upper arm by an elastic suspension, for example having helical springs.
These pantographs are usually also provided with a suspension which acts on the whole structure of the pantograph. In some cases, this latter suspension com-prises a damper which is situated at the lower part of the pantograph.
The Applicant has analyzed in detail the behavior of such a pantograph when collecting current at high speed. This analysis concerns, in particular, the contact force F between the catenary line and the friction strips of the pantograph, as illustrated in Figures 1 and 2.
Thus, Figure 1 shows diagrammatically a pantograph 1 moving at the speed v beneath a catenary-suspension current line 2. This suspension is effected by way of droppers 3 which ensure that the line 2 extends in a direction parallel to the track, beneath the spans 4.
Figure 2 is a graph of the variations in the contact force F as a function of the distance d traveled under the operating conditions of Figure 1.
By analyzing these curves, the Applicant has been able to establish:
- that the contact force F has two characteristic periodicities: Ll corresponding to the interval between two successive spans 4, and L2 corresponding to the interval between two successive droppers 3;
- that the most abrupt variations in this contact .: :
'. : . ' .
. .
The present invention relates to a pantograph intended for the collection of the current for railroad railcars from catenary-suspension overhead lines.
S The subject of the invention is more particularly a pantograph in which the regularity of the contact of its head with the catenary line is improved, in parti-cular when the train i8 running at high speeds.
It is known to construct pantographs, in which the upper arm supports a head which ensures the contact with the line, this head being connected to the upper arm by an elastic suspension, for example having helical springs.
These pantographs are usually also provided with a suspension which acts on the whole structure of the pantograph. In some cases, this latter suspension com-prises a damper which is situated at the lower part of the pantograph.
The Applicant has analyzed in detail the behavior of such a pantograph when collecting current at high speed. This analysis concerns, in particular, the contact force F between the catenary line and the friction strips of the pantograph, as illustrated in Figures 1 and 2.
Thus, Figure 1 shows diagrammatically a pantograph 1 moving at the speed v beneath a catenary-suspension current line 2. This suspension is effected by way of droppers 3 which ensure that the line 2 extends in a direction parallel to the track, beneath the spans 4.
Figure 2 is a graph of the variations in the contact force F as a function of the distance d traveled under the operating conditions of Figure 1.
By analyzing these curves, the Applicant has been able to establish:
- that the contact force F has two characteristic periodicities: Ll corresponding to the interval between two successive spans 4, and L2 corresponding to the interval between two successive droppers 3;
- that the most abrupt variations in this contact .: :
'. : . ' .
. .
- 2 - ~Q~32,1 force F are generated on the scale of the intervals L2 between the droppers 3;
- that the known pantographs respond to the llhighll frequency f2 = v/L2 with their head suspens~on;
- that these pantographs respond to the "low"
frequency f1 = v/L, with their suspension which acts on the whole of their structure.
Typically, if the spans 4 ~re spaced apart by 60 m, and if this interval corresponds each time to ten droppers 3 spaced apart by 6 m, the pantograph will be sub~ected, for a speed v = 250 km/h, to a force having the two preferred frequencies f, = l.16 Hz and f2 = ll.6 Hz Given that railroad traffic i5 traveling at increasingly high speeds, it is important to construct pantographs which have a ~atisfactory behavior in response to high-frequency stre~ses of the order of this value of ll.6 Hz, or even greater than this.
Now, the known pantographs do not meet this requirement since the oscillations of the head in response to this high frequency are not damped, with the result that the contact force F has substantial varia-tions between a minimum value Fmln and a maximum value Fm~.The difference between these minimum and maximum values must be reduced. Indeed, a low value for Fmin means that there is a likelihood of the friction strips being separated from the catenary line. These separations are detrimental to the quality of the current collection by introducing dis~unctions, and cause electric arcs which damage the friction strips and the catenary line. More-over, a high value for Fm~ gives rise to points of excessive stress between the friction strips and the catenary line, which are also a cause of premature wear of these members.
The ob~ect of the present invention is to : - ' ,. - , ~, .............. .
- :
: ' ' '. : .
~ ~ 3 ~ ? 1 overcome the above problems caused by the droppers of the catenary suspension by creating a pantograph which makes it possible, in particular, to improve the collection of the current at high speed and to reduce the wear of its friction strips and that of the catenary line.
The invention thus propose~ a pantograph for a railroad vehicle, in particular a high-speed railroad vehicle, comprising an upper arm, the end of which sup-ports a head for collecting the current from a catenary line suspended via droppers spaced apart along the whole length of said line.
According to the invention, this pantograph is defined in that the head is connected to the end of the upper arm via elastic suspension means comprising a damper adapted in order to act on the high force fre-quencies to which the pantcgraph is subjected, in par-ticular on the frequencies when it passes the droppers of the catenary su~pension of the line.
This damper makes it possible to diminish sub-stantially the most abrupt variations in the contact force which are generated on the scale of the interval between the droppers of the catenary suspension. The practical result of this i~ an elimination of the separa-tions and of the excessive stresses between the head and the line.
According to a preferred version of the inven-tion, the damper has damping properties which are suf-ficient to diminish the variations in the contact forces due to the droppers, and to maintain these variations between a minimum value which iB sufficiently far from zero to prevent the head from being separated with respect to the line, and a maximum value situated below that generating an excessive friction between the head and the line.
Other features of the invention will emerge from the following description which is to be read in con~unc-tion with the attached non-limiting drawings, in which:
- Figure 1 is a diagrammatic view in elevation of a pantograph moving beneath a catenary-suspension current - 4 - 2~ 2 line, - Figure 2 is a graph of the variation~ in the contact force between the current line and the friction strips as a function of the distance traveled by the pantograph, - Figure 3 is a perspective view of a pantograph according to the invention in the extended po6ition, - Figure 4 shows a ~uspension element intended for the pantograph. according to the invention.
A pantograph can be seen in Figure 3, the base 10 of which is fixed onto the railroad vehicle (not shown) by brackets 11. A control and balancing device 12 makes it possible to extend or collapse the pantograph, as well as to provide a static force on the catenary wire. This device 12 acts on a ~oint 13 in order to pivot a lower arm 14 connected to an upper arm 15 via another ~oint 16.
The stability of the structure is obtained by two addi-tional rods 17, 18.
The head 20 of the pantograph comprises a bow 21 which supports two friction strips 22 substantially perpendicular to the catenary line (not shown). This head 20 i8 connected to the end of the upper arm 15 via two damped-suspension casings 25 situated symmetrically with respect to the catenary line. These damped-suspension casings 25 can, for example, bring into play the elas-ticity of a spring, and a hydraulic damper.
A particular example is shown in Figure 4 where a damped-suspension casing 25 can be seen which comprise~
a pin 30 traversing a cylindrical housing 31 integrally connected to the end of the upper arm 15. The pin 30 is prov~ded at its upper end with fixing means 32 intended to receive the bow 21. The pin 30 comprises, perpen-dicular to $ts direction, a piston 33 in the form of a disk centered on the pin 30 and the diameter of which is slightly less than that of the housing 31. This piston 33 can slide, together with the pin 30, along the housing 31. Annulnr ~eals 34, 35 ensure the passage of the pin 30 in a sealing manner, and an annular seal 36 permits a sealing contact between the periphery of the piston 33 . .
- 5 - ~3~2~
and the side walls of the housing 31. A helical spring 37 is in.serted between the bottom 31a of the housing 31 and the lower face of the piston 33. Furthermore, the housing 31 contains a viscous fluid 39 which can pass through the piston 33 via orifices of small ~ection 38 calibrated in order to provide the desired damping.
According to an advantageous version of the invention, the pantograph furthexmore comprises a lower damped suspension 40 which responds to the movements of the whole pantograph. This lower damped suspension can act on the joint pin 13 of the lower arm 14, or on the lower arm 14 itself.
When the pantograph 1 is moving at the speed v beneath a catenary line, as depicted in Figure l, it is subjected to contact stresses which come, on the one hand, from the control device 12 which applies the head 20 of the pantograph against the line 2 and, on the other hand, from the catenary line 2 itself. This catenary line has a modulation at regular intervals which is caused by the method of suspension. The interval L1 between the spans 4 introduces fluctuations in the contact force of "lowl~ frequency f1 = v/L1, typically of the order of magnitude of 1 Hz for a speed v greater than 200 km~h.
The interval L2 between the suspension droppers 3 in-troduces fluctuations in the contact force of ~high~ fre-quency fz = v/L2, typically of the order of magnitude of 10 Hz for a speed v greater than 200 km/h.
The fluctuations in frequency fl are absorbed and damped by the lower damped suspension 40, but the inertia of the whole pantograph on which this lower damped suspension 40 acts is too great for this lower suspension to be able to respond sufficiently quickly to the stresses of higher frequency f2.
This response to the frequency f2 resulting from the droppers 3 will be made by the head suspension 25 which involves a smaller dynamic mass. As this head sus-pension 25 is damped, the variations in the contact force on the scale of the interval L2 will be diminished. Now, as was seen in the preamble to the present description, ' ' .
, ' - ~
- 6 - ~1~3~
it i8 on this scale L2 that the most abrupt ~ariations in thi~ contact force are a priori generated. The invention therefore make~ it possible to reduce these variations substantially such that the extreme values F~n and Fm~ of the contact force come nearer to each other. The increase in F~n all but eliminates the risks of separation, and the reduction in Fm~ per~its a collection which does not wear down the friction strips on the catenary line excessively. Thus, FmlD is suf~iciently far from zero in order to prevent the head 20 from being separated with respect to the line 2, and F~ doeR not exceed the value which generates an excessive friction between the head 20 and the line 2.
Maximum velocities of the order of 0.5 m/s are typically found in the relative movements in the head suspensions. It i8 generally de~ired to provide viscous damping forces of the order 100 N. A typical value for the viscous damping constant f of the damped suspension i8 therefore 200 N s/m. If the overall stiffness of the springs of this head suspension has a value k = 9000 NJm, and if the head of the pantograph weighs m = 10 kg, then, under these conditions, a typical value will be obtained for the reduced damping coefficient z of: z = f/2 ~ =
0.33.
In a more general manner, a value for this coefficient z lies between the values 0.2 and 0.4 will provide, in the case of high-speed trains, an advanta-geous compromise between the damping of the head suspen-sion 25 and its response time.
It will also be possible, in practice, for the optimum characteristics of the damper to be determined experimentally during tests. Indeed, during these tests it will be possible to compare the re~ults obtained from a series of dampers having different characteristics, and thus to retain that damper or dampers enabling the difference between the forces generated by the frequen-cies due to the droppers 3 to be reduced efficiently.
The invention is not limited to the example described above. Many modifications may be made to it -.
-.-. .
.
- - ~ -without going beyond the scope of the invention. Thus, a pantograph head has been described consisting of a bow which comprises two blades supporting the friction strips. In fact, the invention applies to any type of pantograph head which can be provided with a suspension such as, for example, pantographs with independent suspension strips.
The damper or dampers of the head suspension of the pantograph can, of course, be separated from the suspension springs, the essential condition being that this damper or these dampers are as near as possible to the head of the pantograph.
': ~
::
- that the known pantographs respond to the llhighll frequency f2 = v/L2 with their head suspens~on;
- that these pantographs respond to the "low"
frequency f1 = v/L, with their suspension which acts on the whole of their structure.
Typically, if the spans 4 ~re spaced apart by 60 m, and if this interval corresponds each time to ten droppers 3 spaced apart by 6 m, the pantograph will be sub~ected, for a speed v = 250 km/h, to a force having the two preferred frequencies f, = l.16 Hz and f2 = ll.6 Hz Given that railroad traffic i5 traveling at increasingly high speeds, it is important to construct pantographs which have a ~atisfactory behavior in response to high-frequency stre~ses of the order of this value of ll.6 Hz, or even greater than this.
Now, the known pantographs do not meet this requirement since the oscillations of the head in response to this high frequency are not damped, with the result that the contact force F has substantial varia-tions between a minimum value Fmln and a maximum value Fm~.The difference between these minimum and maximum values must be reduced. Indeed, a low value for Fmin means that there is a likelihood of the friction strips being separated from the catenary line. These separations are detrimental to the quality of the current collection by introducing dis~unctions, and cause electric arcs which damage the friction strips and the catenary line. More-over, a high value for Fm~ gives rise to points of excessive stress between the friction strips and the catenary line, which are also a cause of premature wear of these members.
The ob~ect of the present invention is to : - ' ,. - , ~, .............. .
- :
: ' ' '. : .
~ ~ 3 ~ ? 1 overcome the above problems caused by the droppers of the catenary suspension by creating a pantograph which makes it possible, in particular, to improve the collection of the current at high speed and to reduce the wear of its friction strips and that of the catenary line.
The invention thus propose~ a pantograph for a railroad vehicle, in particular a high-speed railroad vehicle, comprising an upper arm, the end of which sup-ports a head for collecting the current from a catenary line suspended via droppers spaced apart along the whole length of said line.
According to the invention, this pantograph is defined in that the head is connected to the end of the upper arm via elastic suspension means comprising a damper adapted in order to act on the high force fre-quencies to which the pantcgraph is subjected, in par-ticular on the frequencies when it passes the droppers of the catenary su~pension of the line.
This damper makes it possible to diminish sub-stantially the most abrupt variations in the contact force which are generated on the scale of the interval between the droppers of the catenary suspension. The practical result of this i~ an elimination of the separa-tions and of the excessive stresses between the head and the line.
According to a preferred version of the inven-tion, the damper has damping properties which are suf-ficient to diminish the variations in the contact forces due to the droppers, and to maintain these variations between a minimum value which iB sufficiently far from zero to prevent the head from being separated with respect to the line, and a maximum value situated below that generating an excessive friction between the head and the line.
Other features of the invention will emerge from the following description which is to be read in con~unc-tion with the attached non-limiting drawings, in which:
- Figure 1 is a diagrammatic view in elevation of a pantograph moving beneath a catenary-suspension current - 4 - 2~ 2 line, - Figure 2 is a graph of the variation~ in the contact force between the current line and the friction strips as a function of the distance traveled by the pantograph, - Figure 3 is a perspective view of a pantograph according to the invention in the extended po6ition, - Figure 4 shows a ~uspension element intended for the pantograph. according to the invention.
A pantograph can be seen in Figure 3, the base 10 of which is fixed onto the railroad vehicle (not shown) by brackets 11. A control and balancing device 12 makes it possible to extend or collapse the pantograph, as well as to provide a static force on the catenary wire. This device 12 acts on a ~oint 13 in order to pivot a lower arm 14 connected to an upper arm 15 via another ~oint 16.
The stability of the structure is obtained by two addi-tional rods 17, 18.
The head 20 of the pantograph comprises a bow 21 which supports two friction strips 22 substantially perpendicular to the catenary line (not shown). This head 20 i8 connected to the end of the upper arm 15 via two damped-suspension casings 25 situated symmetrically with respect to the catenary line. These damped-suspension casings 25 can, for example, bring into play the elas-ticity of a spring, and a hydraulic damper.
A particular example is shown in Figure 4 where a damped-suspension casing 25 can be seen which comprise~
a pin 30 traversing a cylindrical housing 31 integrally connected to the end of the upper arm 15. The pin 30 is prov~ded at its upper end with fixing means 32 intended to receive the bow 21. The pin 30 comprises, perpen-dicular to $ts direction, a piston 33 in the form of a disk centered on the pin 30 and the diameter of which is slightly less than that of the housing 31. This piston 33 can slide, together with the pin 30, along the housing 31. Annulnr ~eals 34, 35 ensure the passage of the pin 30 in a sealing manner, and an annular seal 36 permits a sealing contact between the periphery of the piston 33 . .
- 5 - ~3~2~
and the side walls of the housing 31. A helical spring 37 is in.serted between the bottom 31a of the housing 31 and the lower face of the piston 33. Furthermore, the housing 31 contains a viscous fluid 39 which can pass through the piston 33 via orifices of small ~ection 38 calibrated in order to provide the desired damping.
According to an advantageous version of the invention, the pantograph furthexmore comprises a lower damped suspension 40 which responds to the movements of the whole pantograph. This lower damped suspension can act on the joint pin 13 of the lower arm 14, or on the lower arm 14 itself.
When the pantograph 1 is moving at the speed v beneath a catenary line, as depicted in Figure l, it is subjected to contact stresses which come, on the one hand, from the control device 12 which applies the head 20 of the pantograph against the line 2 and, on the other hand, from the catenary line 2 itself. This catenary line has a modulation at regular intervals which is caused by the method of suspension. The interval L1 between the spans 4 introduces fluctuations in the contact force of "lowl~ frequency f1 = v/L1, typically of the order of magnitude of 1 Hz for a speed v greater than 200 km~h.
The interval L2 between the suspension droppers 3 in-troduces fluctuations in the contact force of ~high~ fre-quency fz = v/L2, typically of the order of magnitude of 10 Hz for a speed v greater than 200 km/h.
The fluctuations in frequency fl are absorbed and damped by the lower damped suspension 40, but the inertia of the whole pantograph on which this lower damped suspension 40 acts is too great for this lower suspension to be able to respond sufficiently quickly to the stresses of higher frequency f2.
This response to the frequency f2 resulting from the droppers 3 will be made by the head suspension 25 which involves a smaller dynamic mass. As this head sus-pension 25 is damped, the variations in the contact force on the scale of the interval L2 will be diminished. Now, as was seen in the preamble to the present description, ' ' .
, ' - ~
- 6 - ~1~3~
it i8 on this scale L2 that the most abrupt ~ariations in thi~ contact force are a priori generated. The invention therefore make~ it possible to reduce these variations substantially such that the extreme values F~n and Fm~ of the contact force come nearer to each other. The increase in F~n all but eliminates the risks of separation, and the reduction in Fm~ per~its a collection which does not wear down the friction strips on the catenary line excessively. Thus, FmlD is suf~iciently far from zero in order to prevent the head 20 from being separated with respect to the line 2, and F~ doeR not exceed the value which generates an excessive friction between the head 20 and the line 2.
Maximum velocities of the order of 0.5 m/s are typically found in the relative movements in the head suspensions. It i8 generally de~ired to provide viscous damping forces of the order 100 N. A typical value for the viscous damping constant f of the damped suspension i8 therefore 200 N s/m. If the overall stiffness of the springs of this head suspension has a value k = 9000 NJm, and if the head of the pantograph weighs m = 10 kg, then, under these conditions, a typical value will be obtained for the reduced damping coefficient z of: z = f/2 ~ =
0.33.
In a more general manner, a value for this coefficient z lies between the values 0.2 and 0.4 will provide, in the case of high-speed trains, an advanta-geous compromise between the damping of the head suspen-sion 25 and its response time.
It will also be possible, in practice, for the optimum characteristics of the damper to be determined experimentally during tests. Indeed, during these tests it will be possible to compare the re~ults obtained from a series of dampers having different characteristics, and thus to retain that damper or dampers enabling the difference between the forces generated by the frequen-cies due to the droppers 3 to be reduced efficiently.
The invention is not limited to the example described above. Many modifications may be made to it -.
-.-. .
.
- - ~ -without going beyond the scope of the invention. Thus, a pantograph head has been described consisting of a bow which comprises two blades supporting the friction strips. In fact, the invention applies to any type of pantograph head which can be provided with a suspension such as, for example, pantographs with independent suspension strips.
The damper or dampers of the head suspension of the pantograph can, of course, be separated from the suspension springs, the essential condition being that this damper or these dampers are as near as possible to the head of the pantograph.
': ~
::
Claims (6)
1. A pantograph for a railroad vehicle, in particular a high-speed railroad vehicle, comprising an upper arm (15), the end of which supports a head (20) for collecting the current from a catenary line (2) suspended via droppers (3) spaced apart over the entire length of said line, wherein the head (20) is connected to the end of the upper arm (15) via elastic suspension means (25) comprising a damper (33, 38, 39) adapted in order to act on the high force frequencies to which the pantograph is subjected, in particular on the frequencies when it passes the droppers (3) of the catenary suspension of the line (2).
2. The pantograph as claimed in claim 1, wherein the damper (33, 38, 39) has damping properties which are sufficient to diminish the variations in the contact forces due to the droppers (3), and to maintain the latter between a minimum value which is sufficiently far from zero to prevent the head (20) from being separa-ted with respect to the line (2), and a maximum value situated below a predetermined value for which an exces-sive friction appears between the head (20) and the line (2).
3. The pantograph as claimed in claim 2, wherein the damper has a reduced damping coefficient, calculated by the equation: lying between 0.2 and 0.4, in which f is the damping constant of the damper k is the stiffness of the elastic head suspension means (25) m is the mass of the head (20).
4. The pantograph as claimed in claim 1, wherein the elastic suspension means (25) comprise a suspension casing (31) fixed to the end of the upper arm (15) and enclosing a hydraulic fluid (39), a piston (33) mounted so as to slide in said casing (31), this piston being integrally connected to a rod (30) connected to the head (20) of the pantograph, wherein this piston (33) comprises one or more passage openings (38) for the fluid (39), and wherein a helical spring (37) is mounted around the rod (30) between the piston (33) and the bottom (31a) of the casing (31).
5. The pantograph as claimed in claim 1, wherein the lower part of the pantograph furthermore comprises a suspension (40) adapted in order to respond to the movements of the whole pantograph.
6. The pantograph as claimed in claim 5, wherein said suspension (40) is damped.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9000799A FR2657310B1 (en) | 1990-01-24 | 1990-01-24 | PANTOGRAPH WITH SUSPENDED HEAD SUSPENSION. |
| FR9000799 | 1990-01-24 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2034831A1 true CA2034831A1 (en) | 1991-07-25 |
Family
ID=9393058
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002034831A Abandoned CA2034831A1 (en) | 1990-01-24 | 1991-01-23 | Pantograph with a damped head suspension |
Country Status (10)
| Country | Link |
|---|---|
| EP (1) | EP0439401B1 (en) |
| JP (1) | JPH04222401A (en) |
| KR (1) | KR910014261A (en) |
| AT (1) | ATE115070T1 (en) |
| AU (1) | AU6980491A (en) |
| CA (1) | CA2034831A1 (en) |
| DE (2) | DE69105534T2 (en) |
| ES (1) | ES2025036A4 (en) |
| FR (1) | FR2657310B1 (en) |
| ZA (1) | ZA91462B (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19643284C2 (en) * | 1996-10-21 | 2000-08-31 | Daimler Chrysler Ag | Device for reducing the fluctuations in contact force between a pantograph and a contact line |
| CN102275511B (en) * | 2011-06-07 | 2013-04-10 | 王新国 | Automatic telescopic current collection bow head |
| CN104210366A (en) * | 2013-06-05 | 2014-12-17 | 朱先利 | Improved high-speed electric cars with overtaking function and with electricity mainly supplied by mains supply and ancillary facilities |
| DE102015121879A1 (en) * | 2015-12-15 | 2017-06-22 | Bombardier Transportation Gmbh | Method for controlling a contact force between a contact wire and at least one current collector of a rail vehicle |
| PL231280B1 (en) | 2016-10-25 | 2019-02-28 | Ec Eng Spolka Z Ograniczona Odpowiedzialnoscia | Pantograph contact strip |
| CN110549856A (en) * | 2019-09-12 | 2019-12-10 | 西南交通大学 | Pantograph structure |
| RU2767568C1 (en) * | 2021-06-09 | 2022-03-17 | Акционерное Общество "Контрольприбор" | Compressed air pressure control device driven by linear actuator |
| CN116858524B (en) * | 2023-09-01 | 2023-11-28 | 中铁建电气化局集团轨道交通器材有限公司 | Device and method for testing energy consumption performance of elastic damping positioning wire clamp |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1155640A (en) * | 1955-07-13 | 1958-05-06 | Karl Wanisch | Broom fitted with a damping device for electric motors |
| AU537011B2 (en) * | 1980-12-03 | 1984-05-31 | W. Buchberger | Damper for pantograph current collector |
-
1990
- 1990-01-24 FR FR9000799A patent/FR2657310B1/en not_active Expired - Lifetime
-
1991
- 1991-01-22 ZA ZA91462A patent/ZA91462B/en unknown
- 1991-01-22 AU AU69804/91A patent/AU6980491A/en not_active Abandoned
- 1991-01-22 KR KR1019910001051A patent/KR910014261A/en not_active Application Discontinuation
- 1991-01-23 ES ES91400144T patent/ES2025036A4/en active Pending
- 1991-01-23 DE DE69105534T patent/DE69105534T2/en not_active Expired - Fee Related
- 1991-01-23 AT AT91400144T patent/ATE115070T1/en not_active IP Right Cessation
- 1991-01-23 EP EP91400144A patent/EP0439401B1/en not_active Expired - Lifetime
- 1991-01-23 CA CA002034831A patent/CA2034831A1/en not_active Abandoned
- 1991-01-23 DE DE199191400144T patent/DE439401T1/en active Pending
- 1991-01-24 JP JP3084840A patent/JPH04222401A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| AU6980491A (en) | 1991-07-25 |
| FR2657310A1 (en) | 1991-07-26 |
| EP0439401A1 (en) | 1991-07-31 |
| DE439401T1 (en) | 1992-01-16 |
| ZA91462B (en) | 1991-11-27 |
| EP0439401B1 (en) | 1994-12-07 |
| FR2657310B1 (en) | 1992-09-18 |
| DE69105534T2 (en) | 1995-07-13 |
| KR910014261A (en) | 1991-08-31 |
| ATE115070T1 (en) | 1994-12-15 |
| ES2025036A4 (en) | 1992-03-16 |
| DE69105534D1 (en) | 1995-01-19 |
| JPH04222401A (en) | 1992-08-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |