JP2003156397A - Method and instrument for measuring contact force of pantograph - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method and instrument for measuring contact force of pantograph, with which the contact force of a pantograph can be measured with high accuracy by means of a fewer number of sensors. SOLUTION: In the method, predicted contact forces f1 ,..., fm , at m spots on a pantograph head 12 are found, based on the outputs a1 ,..., an of n pieces of sensors (accelerometers) 11, corresponding to the n-nary mode of vibration of the head 12. The number (m) of predicted contact force acting spots on the head 12 can be made larger than the number (n) of sensors 11 attached to the head 12 (m>=n). Consequently, the contact force of the pantograph can be measured with sufficiently high accuracy, because the predicted contact forces can be obtained at many positions on the pantograph head 12, even if the number of the used sensors 11 is small.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and a device for measuring a contact force acting between a trolley wire and a hull of a pantograph in an electric railway. In particular, the present invention relates to a contact force measuring method and a contact force measuring device of a pantograph capable of performing accurate contact force measurement with a smaller number of sensors.

[0002]

2. Description of the Related Art In current commercial electric railways, a system is generally used in which electric power is sent from a trolley wire to a vehicle via a pantograph. The contact force between the trolley wire and the hull of the pantograph fluctuates due to variations in the height of the trolley wire, vibrations of the vehicle / pantograph, and the like. If this contact force fluctuates too much, the hull of the pantograph may be separated from the trolley wire.
Frequent disconnection causes sparks between the hull and the trolley wire, which causes wear of the sliding plate and poses a problem. Further, it is preferable that the contact force of the pantograph be as small as possible even when the contact line is not separated.

Therefore, there is a demand to measure the contact force between the trolley wire and the pantograph while the train is running, and to use the obtained measurement result as a reference for the measure for suppressing the disconnection. Alternatively, such contact force measurement technology is not only a measure for suppressing disconnection, but also an evaluation of current collection performance of a trolley wire-pantograph system,
It is also considered to be used as one of the method of diagnosing the facilities of the electric railway.

The following are known techniques for measuring the contact force of such a pantograph. (1) Japanese Patent Application Laid-Open No. 7-291001 discloses a method of measuring the amount of expansion and contraction of a boat support spring, calculating the pressing force of the spring from this amount, and obtaining the contact force. The amount of expansion and contraction of the hull support spring is measured by measuring the dimension between the hull and the hull support pipe using an eddy current type or optical type distance sensor. However, in this method, the inertial force of the boat body (including the sliding plate) is ignored, and a measurement error of the contact force is likely to occur.

(2) In Japanese Laid-Open Patent Publication No. 11-136804, the strain (bending moment) of the boat is measured from two types of strain gauges (for deformation measurement and lift measurement) attached to the boat. A method is disclosed in which the acceleration (inertial force) of a boat is measured from an acceleration sensor attached to the body, and the contact force is obtained based on these measured values. It is said that this method has an advantage that the contact force can be continuously measured without the need to specially process the existing pantograph. However, since the boat body is regarded as a rigid body in this method, the error of the inertial force measured by the accelerometer becomes large in the high frequency region. Therefore, the error of the contact force also becomes large.

(3) In Japanese Unexamined Patent Publication No. 2001-18692, the inertial force of the boat body of the pantograph is determined in consideration of elastic deformation between two longitudinal sections including the sliding plate of the boat body, and this inertial force is obtained. There is disclosed a method of obtaining the vertical contact force of the boat by subtracting the force from the force applied to the boat, which is separately obtained. This is based on the above (1) and (2).
This is a method capable of eliminating the drawback of No. 1, and it is possible to measure the inertial force with sufficient accuracy even in a high frequency region, and it is possible to reduce the error in measuring the contact force. However, in this method, the arrangement of the sensor (strain gauge or accelerometer) for obtaining the inertial force is slightly complicated.

(4) In Japanese Patent Laid-Open No. 11-194059, an impulse response function of a frequency response function is obtained based on the vibration of the pantograph and the contact force, and the impulse response function and the vibration of the pantograph are convolutively integrated to make contact. A method of seeking power is disclosed. The above (1) to (3)
The method (4) uses the balance of forces as the measurement principle, while the method (4) differs greatly in that the measurement principle is inverse estimation of the dynamic characteristics of the pantograph. This method
Although the placement of strain gauges and accelerometers is simple, the position where the contact force is acting must be set in advance. Therefore, when the set position deviates from the position where the contact force is actually applied, an error is likely to occur.

Therefore, there is a demand for a method or apparatus which can eliminate the drawbacks of the conventional contact force measuring techniques. The present invention is
The present invention has been made in view of the above problems, and an object of the present invention is to provide a contact force measuring method and a contact force measuring device of a pantograph capable of performing accurate contact force measurement with a smaller number of sensors.

[0009]

In order to solve the above-mentioned problems, the method for measuring the contact force of a pantograph according to the present invention provides a contact force acting between a trolley wire (power supply line) and a pantograph (current collector). A method for measuring; providing n (n ≧ 1) sensors for detecting the vibration of the hull of the pantograph, and determining the nth or lower vibration mode of the hull by the output of the n sensors. , The contact force acting on m points (m ≧ n) on the ship based on the vibration mode of the ship below the nth order is estimated according to the following procedures (1) to (3),
(1) The transfer function H of the output of each sensor with respect to each contact force measured in advance is obtained in advance, and (2) each contact of the boat with respect to the output of each sensor is calculated from the transfer function H. obtains an inverse transfer function H ^-1 of the force, (3) an impulse response function h ^-1 for the reverse transfer function H ^-1, from the actual time series data a of the output of each sensor,

[Equation 3] Is calculated, and the estimated contact forces at the m points obtained by the convolution integral are added together to obtain the total contact force acting on the pantograph.

According to the present invention, m on the hull is calculated based on the outputs of the n sensors corresponding to the vibration modes of the hull below the nth order.
Obtain the estimated contact force at the location. Here, the location (m location) of the acting position of the estimated contact force is the number of sensors (n locations).
More (m ≧ n). Therefore, even if the number of sensors is small, it is possible to obtain the estimated contact force at many positions on the boat, so that the contact force can be measured with sufficient accuracy. As the sensor, accelerometer, speedometer, laser displacement meter (position sensor),
Various things such as a strain gauge and a video camera can be used.

In the pantograph contact force measuring method of the present invention, the convolution integral is calculated to temporarily estimate the contact force acting on the m portion, and then the contact force is calculated from the intensity distribution of the estimated contact force. The action position is identified, the contact force is secondarily estimated using only the sensor in the vicinity of the identified action position, and the second estimated contact force is added to obtain the contact force. be able to. in this case,
It is possible to further improve the measurement accuracy of the contact force.

Further, in the contact force measuring method for a pantograph according to the present invention, even if a plurality of trolley wires are present, each action position of the contact force between each trolley wire and the pantograph is individually identified. You can In the section where a plurality of trolley wires are stretched, the contact force acts on a plurality of places on the boat at the same time. In such a case, the contact force measurement accuracy can be further improved by individually identifying the operating positions at a plurality of locations on the boat and each trolley wire.

Furthermore, in the pantograph contact force measuring method of the present invention, the inverse transfer function H ^-1 can be obtained from the pseudo inverse matrix of the transfer function H. In this case, there is an advantage that the inverse transfer function matrix can be easily obtained from the transfer function matrix.

A contact force measuring device for a pantograph according to the present invention is a device for measuring a contact force acting between a trolley wire (a power supply line) and a pantograph (a current collecting device); N sensors for detecting
Based on the output of the n sensors, a ship vibration mode judging means for judging a vibration mode of the ship below the n-th order, and m points on the ship based on the judgment result of the ship vibration mode judging means ( m> = n), an estimated contact force calculating means for obtaining a contact force, and a contact force calculating means for obtaining the contact force from the estimated contact force obtained by the estimated contact force calculating means. .

In the pantograph contact force measuring apparatus of the present invention, the estimated contact force calculating means includes a transfer function calculating means for calculating a transfer function H of the output of each sensor with respect to a contact force measured in advance, An inverse transfer function calculating means for calculating an inverse transfer function H ⁻¹ of the contact force of the boat with respect to the output of each sensor from the transfer function H obtained by the transfer function calculating means, and the inverse transfer function calculating means. an impulse response function calculating means for calculating an impulse response function h ^-1 obtained inverse transfer function H ^-1, and the impulse response function h ^-1 obtained by the impulse response function calculation means, the actual output of each sensor From the time series data of

[Equation 4] And a convolution integral calculating means for calculating an estimated contact force at m points on the boat, the contact force calculating means for calculating the convolution integral on the boat obtained on the convolution integral calculating means. The total contact force acting on the pantograph can be obtained by adding together the estimated contact forces at m points.

The contact force measuring device for a pantograph according to the present invention further comprises action position identifying means for identifying the action position of the contact force from the intensity distribution of the estimated contact force obtained by the convolution integral calculating means. it can.

[0017]

DETAILED DESCRIPTION OF THE INVENTION A description will be given below with reference to the drawings. In the following description, as in the case of ordinary railway vehicle technology, the longitudinal direction of the rail (the traveling direction of the vehicle)
Is called the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction, and the direction perpendicular to the track surface is the vertical direction.

FIG. 1 is a schematic side view showing the periphery of a pantograph of an electric railway according to an embodiment of the present invention. 2A and 2B are schematic front views showing the boat body of the pantograph. As shown in FIG. 1, pantograph 1
0 is provided on the car body roof 1 of the train. The pantograph 10 includes a boat 12. The boat body 12 extends in the left-right direction (see FIG. 2). In this example, two hulls 12 are provided, one set apart from each other in the front-rear direction, but some hulls 12 may be composed of only one hull. Boat 1
2 is made of an aluminum alloy as an example.

A sliding plate 14 is attached to the upper surface of the boat 12. The sliding plate 14 is made of an iron-based or copper-based sintered alloy, or is made of a carbon-based material or the like. The sliding plate 14 directly contacts the trolley wire 9. The sliding plate 14 is a trolley wire 9
It will wear over time due to contact with it, so replace it regularly.

The front and rear hulls 12 are supported by a hull support 18 via hull support springs (restoring springs) 15.
The boat body 12 is pressed against the trolley wire 9 by the elastic force of the boat body support spring 15. Below the boat support 18, a link-shaped frame 19 for raising and lowering the entire pantograph 10 is provided. The frame 19 moves up and down by a coil spring or an air cylinder (not shown). For example, when the pantograph 10 is not used, the framework 19 is folded and lowered, and the boat 12 separates from the trolley wire 9. The lower end of the frame 19 is fixed on the vehicle body roof 1 via the insulator 20.

An accelerometer (sensor) 11 is attached to the boat body 12. As shown clearly in FIG. 2, a plurality of (n) accelerometers 11 are attached to the lower surface of the boat 12. In the present embodiment, the number of accelerometers 11 is equal to or greater than the number of vibration modes of the boat 12 (see FIG. 3) described later. A bake plate (not shown) is interposed between the housing of the accelerometer 11 and the boat 12. The baking plate insulates the housing of the accelerometer 11 and the boat body 12 from each other. As a result, no current flows in the shielded wire of the signal cable, and the noise of the output signal is reduced. Although an accelerometer is used as the sensor in this example, various sensors such as a speedometer, a laser displacement gauge (position sensor), a strain gauge, and a video camera can be used as the sensor for measuring the vibration of the boat 12. Can be used.

Each accelerometer 11 is connected to a control device (not shown). This control device uses an accelerometer 11
The contact force between the boat 12 and the trolley wire 9 is calculated based on the output of the above.

The principle of contact force measurement will be described below.
First, the vibration mode of the boat 12 will be described with reference to FIG. FIG. 3 is a schematic diagram for explaining the vibration mode of the boat. Although the vibration modes 1 to 4 are shown in FIG. 3, various vibration modes actually exist depending on the boat shape. FIG. 3A shows a first-order vibration mode (translation mode). In this mode, the left and right of the boat 12 move up and down almost simultaneously. This mode occurs when the vibration frequency of the boat 12 is about 7 Hz. In this case (the number of vibration modes is 1
In the case of), the number of accelerometers 11 required for measuring the contact force is
One or more. FIG. 3B shows the vibration mode 2 (rolling mode). In this mode, the left and right ends of the hull 12 move up and down in opposite directions and swing around the longitudinal axis. This mode occurs when the vibration frequency of the boat 12 is about 12 Hz. In this case (when the number of vibration modes is 2), the number of accelerometers 11 required to measure the contact force is 2 or more.

FIG. 3C shows a vibration mode 3 (first bending mode). In this mode, the left and right ends and the center of the boat 12 move up and down in opposite directions. This mode occurs when the vibration frequency of the boat 12 is about 80 Hz. In this case (when the number of vibration modes is 3), the number of accelerometers 11 required for the contact force is 3 or more. FIG. 3D shows the vibration mode 4 (second bending mode). In this mode, the hull 12 deforms in a wavy manner. This mode occurs when the vibration frequency of the boat 12 is about 200 Hz. Accelerometer 11 required for contact force measurement in this case (when the number of vibration modes is 4)
Is 4 or more.

Next, the basic principle of contact force measurement will be described. First, it is assumed that the pantograph is a linear system in which proportional damping or hysteresis damping holds. At this time, the system can be expressed as follows: {x} = [φ] {ξ} In this equation, {x}: response of each node when the system is discretized [φ]: mode Matrix {ξ}: Represents modal displacement.

Next, the frequency response function between each node of the system is defined by the following equation;

[Equation 5] In this equation, F _i (1 ≦ i ≦ n): acting force at each of n nodes, X _i (1 ≦ i ≦ n): response of each of n nodes D _ij (1 ≦ i, j ≦ n) : Represents the ratio of the acting force to the response of each of the n nodes (that is, dynamic characteristics).

Therefore, it is considered to find the acting force F _imp on the entire pantograph based on the frequency response function of "Equation 5". This acting force F _imp is the sum of acting forces F _i (i ≦ i ≦ n) at each of the n nodes of the boat of the pantograph, that is,

[Equation 6] Is.

This acting force F _imp is

[Equation 7] If you put it

[Equation 8] You can ask for it. By this "Equation 8", the acting force F _{imp on the} entire pantograph is calculated based on the displacement ΣX _{i at} each node (Σ is the sum of i) and the dynamic characteristic Σ.
It can be seen that D _ij (Σ is the sum of j) is calculated in advance. Pantograph boat displacement ΣX
_i can be obtained from the output of the sensor (accelerometer 11).

By the way, according to "Equation 8", in order to obtain the acting force F _i which is discretized into n pieces, it is necessary to measure the response of n pieces of nodes. That is, in order to obtain the estimated contact force at n points on the boat, n sensors for detecting the vibration of the boat are required. However, depending on the type of pantograph, it may be difficult to install a large number of sensors, which is not realistic. Therefore, considering reducing the number of nodes (the number of sensors) for measuring the response, generally, the number of ship vibration modes to be considered is p (however, n> p).
In the case of, it is mathematically proved that the acting force can be accurately estimated by obtaining p responses corresponding to this. For example, when the measurement frequency range is about 100 Hz, the number of ship vibration modes shown in FIGS.
Therefore, if there are three accelerometers, the acting force (estimated contact force) is accurately obtained. In fact, in the test described later, the acting force (estimated contact force) at eight locations is accurately estimated by three accelerometers.

Next, a specific measuring method will be described. First, a vibration test of a pantograph was performed in advance, and i
The transfer function H _ij for the response at point j when the points are excited is obtained. This is the response when one point of the ship is excited.
The test to be carried out at the points is carried out at the q excitation points of the boat. However, the response measurement point p is set to be larger than the number of vibration modes of the boat, and the vibration point q of the boat is assumed to be equal to or greater than the response measurement point p (q ≧ p). After obtaining the transfer function H _ij based on the vibration test such conditions, expressed as the following equation using the transfer function H _ij;

[Equation 9]

On the other hand, according to the above-mentioned "Equation 5", the excitation force with respect to the response can be expressed by the following equation;

[Equation 10]

Therefore, from the coefficient matrix of “Equation 9” (matrix having H _ij as a component), the coefficient matrix of “Equation 10” (matrix having D _ij as a component) is obtained. Therefore, in this embodiment, Mo
The ore-Penrose pseudo-inverse matrix is used. This is equivalent to finding a matrix B that satisfies the following equation for the rectangular matrix A: B = pinv (A) E = A * B In this equation, pinv (A): rectangular matrix A Pseudo-inverse matrix E: identity matrix *: product of normal matrix. In general, A and B are non-commutative (A * B ≠ B *
A) and B * A ≠ E, but B * A is a symmetric matrix.
Furthermore, the relational expressions B = B * A * B and A = A * B * A are established for the two matrices A and B. When each D _ij is obtained using this pseudo-inverse matrix, the force vector F = [F ₁ , ..., F _q ] can be obtained from “Equation 10”.

In the actual contact force measurement, m on the boat
The transfer function H _ij of the output A = {A ₁ , ..., A _n } (acceleration vector) of the _n accelerometers with respect to the excitation force F = {F ₁ , ..., F _m } (force vector) at the location After obtaining as described above, it is expressed as in the following equation in the same manner as in "Equation 9";

[Equation 11] However, in the above equation, m ≧ n. Therefore, the coefficient matrix of “Equation 11” is a square matrix only when m = n, and is generally a rectangular matrix.

Further, using the above pseudo inverse matrix, the force vector F for the acceleration vector A = {A ₁ , ..., A _n }.
_{= {F 1, ..., F} m} sought inverse transfer function H ^-1 of the impulse response function h ^-1 for the inverse transfer function H ^-1, actually travel to that of the n accelerometer of the vehicle Output (time series data a =
From {a ₁ , ..., a _n }),

[Equation 12] The convolution integral of is calculated to obtain an estimated contact force F = {f ₁ , ..., F _m } at m points on the boat (see FIG. 2 (A)). Then, the contact force can be obtained by adding up the respective estimated contact forces f ₁ , ..., F _m obtained by the convolutional integration of the "Equation 12".

Next, the test results to which the present invention is applied will be described. FIG. 4 is a schematic diagram for explaining the sensor configuration (front-back direction contact force) of the test pantograph used in this test. FIG. 5 is a schematic diagram for explaining the vibration method of the test pantograph used in this test.

First, the structure of the test pantograph will be described. As shown in FIG. 5, the pantograph 50 used in this test is installed on an underframe 51. The frame 59 of the pantograph 50 has upper and lower end portions connected by a string 53, and is set to have a middle waist posture. A jig 56 having an L-shaped cross section is bonded to the upper surface of the boat 52. On the other hand, the vibration exciter 60 for vibrating the pantograph 50 has a ceiling 6
1 is swingably suspended. The vibrator 61 includes a load cell 63. The load cell 63 is the jig 5 described above.
It is connected to 6 with a bolt.

In the test pantograph shown in FIG. 5, the acceleration sensor S is arranged on the lower surface of the boat. As shown in FIG. 4, the acceleration sensor S1 for the front-back direction contact force measurement.
~ S3 are attached to the center of the boat and three places on the left and right. In the case of this example, the distance between the left and right acceleration sensors S2 and S3 is 840 mm. Furthermore, as shown in FIG. 4, the acceleration sensors S1 to S for the vertical contact force measurement.
3 is the center of the hull and the left and right 3 on the sliding plate of the hull
It is attached to the place. Furthermore, on the side of the hull,
Bending plate strain sensors S4 and S5 are also attached.

Next, the test conditions will be described. In this test, three longitudinal accelerometers S1 to S1 attached to the hull were used.
By S3 (see FIG. 4), the front-back contact force acting on the eight set positions set on the boat was estimated. The eight setting positions on the hull are from the center of the hull toward the left and right edges.
50mm, 150mm, 200mm, 240m respectively
There are a total of 8 locations of m. The hull was vibrated at one set position at a time, and the vibration waveform of the vibration exciter 60 (see FIG. 5) was a pseudo random wave up to 100 Hz. The exciting force was measured by the load cell 63 (see FIG. 5).

The natural frequencies and natural modes relating to the longitudinal vibration of the boat are two rigid body modes below 100 Hz.
There are a total of three eigenmodes, one elastic mode.
Therefore, below 100 Hz, as described above,
The number of accelerometers required is three.

Next, the test results will be described. Figure 6
It is a graph showing the estimation accuracy of the total front-back excitation force when a preset position of 200 mm on the left side of the boat is excited. (A) is a graph of estimation accuracy gain (vertical axis) with respect to frequency (horizontal axis), and (B) is a graph of estimation accuracy phase (vertical axis) with respect to frequency (horizontal axis). FIG. 7 is a graph showing the estimation accuracy of the total longitudinal excitation force when the set position of 150 mm on the left side of the boat is excited. (A) is a graph of estimation accuracy gain (vertical axis) with respect to frequency (horizontal axis), and (B) is a graph of estimation accuracy phase (vertical axis) with respect to frequency (horizontal axis).

As can be seen from these graphs, the estimation accuracy gain is approximately 1 and the estimation accuracy phase is approximately 0 degrees. Therefore, it can be seen that the estimation of the total value of the front-back direction excitation force is performed almost satisfactorily. However, in each of the graphs, it can be seen that the waveform is slightly disturbed, particularly in the frequency range of 0 to 30 Hz.

Therefore, in order to further improve the measurement accuracy,
Estimated contact force at each set point (1 to m) according to the above procedure
Then, the contact force is calculated from the strength distribution of these estimated contact forces.
The action position of the
The estimated contact force is calculated only in the vicinity. That is, FIG.
As shown in (A), first, each estimated contact force on the boat
f ₁,, f_m2 and after roughly estimating it temporarily,
As shown in (B), each estimated contact force f₁,, f_m’Strength
Identifies the force application position (position near the left end of the ship) from the degree distribution
Then, the estimated contact force f near the action position on the boat₁,, f_m′
Only secondarily estimate.

The following is a description of the results obtained by narrowing the data obtained at the above-mentioned eight setting points to four setting points by identifying the operating position. FIG. 8 is a graph showing the estimation accuracy of the total front-rear excitation force at four points near this point, with the position of 200 mm on the left side of the boat hull excited. (A) is a graph of the estimation accuracy gain (vertical axis) against frequency (horizontal axis), (B)
Is a graph of estimated accuracy phase (vertical axis) against frequency (horizontal axis).

FIG. 9 is a graph showing the estimation accuracy of the total front-rear excitation force at four points near this point when the position 150 mm on the left side of the boat is excited. (A) is a graph of estimation accuracy gain (vertical axis) with respect to frequency (horizontal axis), and (B) is a graph of estimation accuracy phase (vertical axis) with respect to frequency (horizontal axis). FIG. 10 is a graph showing the estimation accuracy of the longitudinal excitation force at each of the four setting positions on the left side of the hull when the position of 200 mm on the left side of the hull is excited, where the horizontal axis represents the frequency and the vertical axis represents the vertical axis. The axis represents the estimated accuracy gain. (A) is the left side of the hull 240 mm, (B) is the left side of the hull 200 mm, (C) is the left side of the hull 150 mm, and (D) is the estimation accuracy of the excitation force at the set position of the left side of the hull is 50 mm.

Comparing FIG. 8 with FIG. 6 and comparing FIG. 9 with FIG. 7, it can be seen that the waveform distortion is smaller in FIGS. 8 and 9 and the measurement accuracy is improved. However, FIG.
And the estimation method shown in FIG. 7 (method without identifying the action position)
However, since the estimation accuracy of the total value of the excitation force is sufficiently good, it can be said that the action position need not be identified if the total value of the excitation force needs to be obtained with a certain degree of accuracy. On the other hand, as shown in FIG. 10, in the graph of (B) showing the result of the contact force estimation at the vibration position 200 mm where the vibration is actually applied, the estimation accuracy gain is approximately 1, In the graphs (A), (C) and (D) showing other set positions where no force is applied, the estimated contact force has a remarkably small value. This indicates that the actual excitation position matches the identified excitation position, and the excitation position is identified almost accurately.

As described above, according to the test results of this embodiment, the estimated contact force at the eight set positions on the boat can be accurately obtained by the three accelerometers. further,
The action position of the contact force is identified, and the 4
If the estimated contact force at the location is obtained, the accuracy can be further improved.

[0047]

As is apparent from the above description, according to the present invention, there are provided a pantograph contact force measuring method and a contact force measuring device capable of performing accurate contact force measurement with a smaller number of sensors. can do.

[Brief description of drawings]

FIG. 1 is a schematic side view showing the periphery of a pantograph of an electric railway according to an embodiment of the present invention.

FIG. 2 is a schematic front view showing a hull of the pantograph.

FIG. 3 is a schematic diagram for explaining a vibration mode of a boat.

FIG. 4 is a schematic diagram for explaining a sensor configuration of a test pantograph used in this test.

FIG. 5 is a schematic diagram for explaining a vibration method of a test pantograph used in this test.

FIG. 6 is a graph showing the estimation accuracy of total front-rear excitation force when a setting position of 200 mm on the left side of the boat is excited.

FIG. 7 is a graph showing the estimation accuracy of total front-rear excitation force when a set position of 150 mm on the left side of the boat is excited.

FIG. 8 is a graph showing the estimation accuracy of the total front-back excitation force when the position of 200 mm on the left side of the boat is excited (the contact force acting on eight locations is estimated first, and then the vicinity of the identified excitation point) In the case of secondarily obtaining the contact force acting on the four points).

FIG. 9 is a graph showing the estimation accuracy of the total front-back excitation force when the 150 mm position on the left side of the boat is excited (the contact force acting on eight locations is estimated first, and then the vicinity of the identified excitation point) In the case of secondarily obtaining the contact force acting on the four points).

FIG. 10 is a graph showing the estimation accuracy of the front-rear excitation force at each set position when the position of 200 mm on the left side of the boat is excited (the contact force acting on eight locations is first estimated and then identified). In the case of secondarily obtaining the contact force acting on four points near the excitation point).

[Explanation of symbols]

1 Body Roof 9 Trolley Wire 10 Pantograph 11 Accelerometer (Sensor) 12 Boat Body 14 Sliding Plate 15 Boat Body Support Spring 18 Boat Body Support 19 Frame 20 Guy 50 Test Pantograph 51 Underframe 52 Boat Body 53 String 56 Jig 59 Framework 60 Shaker 61 Ceiling 63 Load cells S1 to S3 Accelerometer

Claims (7)

[Claims] 1. A method for measuring a contact force acting between a trolley wire (feed line) and a pantograph (current collector); n (n) detecting vibrations of boat bodies of the pantograph.
≧ 1) sensors are provided, the n-th or lower vibration mode of the hull is determined by the outputs of the n sensors, and m points on the hull are determined based on the n-th or lower vibration mode of the hull. The contact force acting on (m ≧ n) can be calculated by the following procedure (1).
To (3), (1) the transfer function H of the output of each sensor for each contact force measured in advance is obtained in advance, and (2) the transfer function H of each sensor is calculated from the transfer function H. Inverse transfer function H of each contact force of the boat with respect to output
Seeking ^-1, (3) an impulse response function h ^-1 for the reverse transfer function H ^-1, from the actual time series data a of the output of each sensor, Equation 1] The method for measuring contact force of a pantograph, characterized in that the total contact force acting on the pantograph is obtained by calculating the convolution integral of the above and adding the estimated contact forces at the m points obtained by the convolution integral. 2. The convolution integral is calculated to temporarily estimate the contact force acting on the m portion, and then the acting position of the contact force is identified from the intensity distribution of the estimated contact force. The contact force is secondarily estimated by using only a sensor in the vicinity of the action position, and the secondary estimated contact force is added to obtain the contact force. Method of measuring contact force of pantograph. 3. The plurality of trolley wires are present, and each operating position of the contact force between each trolley wire and the pantograph is individually identified.
The contact force measuring method for the pantograph described. 4. The pantograph contact force measuring method according to claim 1, wherein the inverse transfer function H ⁻¹ is obtained from a pseudo inverse matrix of the transfer function H. 5. A device for measuring a contact force acting between a trolley wire (feed line) and a pantograph (current collector); n sensors for detecting vibration of a boat body of the pantograph, Based on the output of the n sensors, a ship vibration mode judging means for judging a vibration mode of the ship below the n-th order, and m points on the ship based on the judgment result of the ship vibration mode judging means ( m> = n), an estimated contact force calculating means for obtaining a contact force, and a contact force calculating means for obtaining the contact force from the estimated contact force obtained by the estimated contact force calculating means. Pantograph contact force measuring device. 6. The transfer function calculation means for calculating the transfer function H of the output of each sensor with respect to the contact force measured in advance, and the transfer function obtained by the transfer function calculation means. from H, the relative output of each sensor, the inverse transfer function calculating means for calculating an inverse transfer function H ^-1 of the contact force of the collector head, the inverse transfer function H ^-1 of the obtained in the reverse transfer function calculating means an impulse response function calculating means for calculating an impulse response function h ^-1, the impulse response function h ^-1 obtained by the impulse response function calculation means, the actual time series data a of the output of each sensor
From, And a convolution integral calculating means for calculating an estimated contact force at m points on the boat, the contact force calculating means for calculating the convolution integral on the boat obtained on the convolution integral calculating means. The contact force measuring device for a pantograph according to claim 5, wherein the total contact force acting on the pantograph is obtained by adding together the estimated contact forces at m positions. 7. The action position identification means for identifying the action position of the contact force from the intensity distribution of the estimated contact force obtained by the convolution integral calculation means is further included. Pantograph contact force measuring device.