JP2004301591A

JP2004301591A - Method and apparatus for measuring contact force of pantagraph

Info

Publication number: JP2004301591A
Application number: JP2003093281A
Authority: JP
Inventors: Mitsuru Ikeda; 充池田
Original assignee: Railway Technical Research Institute
Current assignee: Railway Technical Research Institute
Priority date: 2003-03-31
Filing date: 2003-03-31
Publication date: 2004-10-28
Anticipated expiration: 2023-03-31
Also published as: JP4012108B2

Abstract

<P>PROBLEM TO BE SOLVED: To provide a measuring method and a measuring apparatus of contact force in a pantagraph for accurately measuring contact force. <P>SOLUTION: A head 11 in the pantagraph 10 is supported at left and right locations via restoration springs 15R, 15L (distance D between both the restoration springs) on a head support 17. For measuring contact force Fc operating between a trolley line 1 and the head 11, sectional force F1, Fr operating on the head 11 at the left and right locations, inertia Fi operating on the head 11, and left and right deflection (d) in the trolley line 1 on the head 11 are measured, and a lift component Fz is obtained, based on Fz=(-D/2d-1)×F1+(D/2d-1)×Fr. Force Fs(Fs=Fr+F1), where the head support 17 pushes up the head 11, and the inertia Fi in the head 11 are added to the lift Fz to obtain the contact force Fc. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、電気鉄道におけるトロリ線とパンタグラフの舟体との間に作用する接触力を測定する方法及び装置に関する。特には、接触力をより正確に測定することのできるパンタグラフの接触力測定方法及び接触力測定装置に関する。
【０００２】
【従来の技術及び発明が解決しようとする課題】
現状の営業用の電気鉄道においては、トロリ線からパンタグラフを介して車両に電力を送る方式が一般的である。トロリ線とパンタグラフの舟体との接触力は、トロリ線の高さ変動や車両・パンタグラフの振動等によって変動する。この接触力の変動が大きすぎると、パンタグラフの舟体がトロリ線から離れる離線が生じるおそれがある。離線が頻発すると、舟体とトロリ線との間にスパークが生じて、摺り板の損耗が進み、問題となる。また、離線に至らない場合でも、パンタグラフの接触力は極力変動の小さい方がよい。
【０００３】
そこで、電車の走行中のトロリ線とパンタグラフの舟体との接触力を測定し、得られた測定結果を離線の抑制対策の参考としたいとの要請がある。あるいは、このような接触力の測定技術は、離線の抑制対策だけではなく、トロリ線―パンタグラフ系の集電性能の評価や、電車線の設備診断方法の１つとして活用することも考えられている。
【０００４】
ところで、走行中の電車のパンタグラフの舟体には、上下方向下向きの力として接触力が作用する。一方、接触力とは別に、舟体を支持する支持部材（舟支えや復元バネ等）が舟体を押し上げる力、舟体に生じる慣性力、及び、舟体にかかる揚力も作用する。支持部材が舟体を押し上げる力は、支持部材の性状（復元バネの歪等）から予め把握することができる。また、舟体に生じる慣性力は、舟体に取り付けた加速度計等により測定することができる。そこで、接触力の絶対値を正確に測定するため、舟体にかかる揚力を正確に推定し、接触力に含まれる揚力の寄与を正確に知る必要が生じる。
【０００５】
従来より、現車におけるパンタグラフの舟体の揚力測定は、パンタグラフを中腰状態、すなわち、ワイヤ等を用いて舟体をトロリ線から１５０〜２５０ｍｍ程度低い位置に固定した状態として、ワイヤ等に作用する張力を測定し、この張力から揚力を推定することが行われている。
このような揚力測定方法では、パンタグラフを中腰状態とするため、測定時の舟体の位置は、実際に電車が走行する際の位置よりも低いこととなる。ところが、舟体の揚力特性はパンタグラフの高さに依存して変化するうえ、走行中の電車の屋根上では空気の境界層が発達するため、舟体の受ける空気の相対流速も高さに応じて変化する。したがって、測定時に得られる揚力と、実際の電車の走行時に作用する揚力とが同一であるという保証があまりないという問題がある。
【０００６】
一方、舟体にかかる揚力測定を、風洞試験によって実施することもしばしば行われている。
風洞試験による揚力測定は、高い測定精度が得られ易いという利点はあるが、走行中の電車の屋根上における空気の流速分布を再現することが困難であり、この流速分布を正しく再現できない場合は、高い測定精度を確保できなくなるという難点がある。
【０００７】
本発明は、前記の課題に鑑みてなされたものであって、接触力をより正確に測定することのできるパンタグラフの接触力測定方法及び接触力測定装置を提供することを目的とする。
【０００８】
【課題を解決するための手段】
前記の課題を解決するため、本発明のパンタグラフの接触力測定方法は、トロリ線（給電線）とパンタグラフ（集電装置）の舟体との間に作用する接触力Ｆｃを測定する方法であって、前記舟体を支持する支持部材が該舟体を押し上げる押上力Ｆｓを測定し、前記舟体の慣性力Ｆｉを測定し、前記舟体にかかる揚力Ｆｚを推定し、該揚力Ｆｚに前記押上力Ｆｓと前記慣性力Ｆｉを加えて前記接触力Ｆｃを求めることを特徴とする。
【０００９】
本発明によれば、走行中の現車におけるパンタグラフの舟体にかかる揚力Ｆｚの寄与を考慮した、より正確な接触力Ｆｃの測定を行うことができる。
【００１０】
本発明のパンタグラフの接触力測定方法においては、前記舟体が前記支持部材上に左右２箇所で支持されており、該舟体の左右２箇所の支持部（両支持部間の距離Ｄ）における断面力Ｆｒ、Ｆｌを測定し、前記舟体上における前記トロリ線の左右偏位ｄを測定し、これら断面力Ｆｒ、Ｆｌ及び左右偏位ｄから、
Ｆｚ＝（−Ｄ／２ｄ−１）・Ｆｌ＋（Ｄ／２ｄ−１）・Ｆｒ
に基づき、前記接触力Ｆｃのうち前記舟体に作用する揚力成分Ｆｚを求めることができる。
この場合、断面力Ｆｒ、Ｆｌ及び左右偏位ｄに基づき揚力成分Ｆｚを求めることができる。
【００１１】
本発明のパンタグラフの接触力測定方法においては、前記舟体の左右方向中心位置と、前記舟体に作用する揚力Ｆｚの合力が作用する位置との間の距離ｕを測定し、

に基づき、前記揚力成分Ｆｚを求めることが好ましい。
この場合、揚力Ｆｚをより一層正確に推定することができる。
【００１２】
本発明のパンタグラフの接触力測定装置は、トロリ線（給電線）とパンタグラフ（集電装置）の舟体との間に作用する接触力Ｆｃを測定する装置であって、前記舟体を支持する支持部材を有するとともに、該舟体が該支持部材上に左右２箇所の支持部（両支持部間の距離Ｄ）で支持されており、前記支持部材が前記舟体を押し上げる押上力Ｆｓとして前記舟体の左右２箇所の支持部における断面力Ｆｒ、Ｆｌを測定する押上力測定手段と、前記舟体の慣性力Ｆｉを測定する慣性力測定手段と、前記舟体上における前記トロリ線の左右偏位ｄを測定する偏位測定手段と、前記断面力Ｆｒ、Ｆｌ及び左右偏位ｄから、
Ｆｚ＝（−Ｄ／２ｄ−１）・Ｆｌ＋（Ｄ／２ｄ−１）・Ｆｒ
に基づき、前記接触力Ｆｃのうち前記舟体に作用する揚力成分Ｆｚを求める揚力成分算出手段と、前記揚力Ｆｚに前記押上力Ｆｓと前記慣性力Ｆｉを加えて前記接触力Ｆｃを求める接触力算出手段と、を具備することを特徴とする。
【００１３】
本発明のパンタグラフの接触力測定装置においては、前記舟体の左右方向中心位置と、前記舟体に作用する揚力Ｆｚの合力が作用する位置との間の距離ｕを、前記トロリ線の左右偏位ｄの関数として予め求めておき、前記揚力成分算出手段が、

に基づき、前記揚力成分Ｆｚを求めることができる。
【００１４】
【発明の実施の形態】
以下、図面を参照しつつ説明する。
図１は、本発明の一実施の形態に係る電気鉄道のパンタグラフ周辺を示す模式的正面図である。
図１に示すように、パンタグラフ１０は、図示せぬ電車の車体屋根上に設けられている。このパンタグラフ１０は、舟体１１を備えている。この舟体１１は、左右方向（車体幅方向）に沿って延びている。舟体１１は、この例では１本の舟体のみで構成されているが、前後方向（車両の進行方向）に離れて１組ずつ計２本設けられているものもある。舟体１１は、一例でアルミニウム合金製である。舟体１１の上表面には、摺り板１３が貼られている。摺り板１３は、鉄系や銅系の焼結合金製、あるいは、カーボン系材料等からなる。この摺り板１３がトロリ線１に直接接触する。
【００１５】
舟体１１は、左右２個の復元バネ（コイルバネ）１５Ｒ、１５Ｌを介して、舟体支え１７に支えられている。舟体１１は、復元バネ１５の弾性力でトロリ線１に押し付けられる。舟体支え１７の中央部下には、パンタグラフ１０全体を支持する枠組１９が設けられている。この枠組１９は、図示せぬコイルバネあるいはエアシリンダ等によって上下に昇降する。例えば、パンタグラフ１０の非使用時は、枠組１９が下がって舟体１１はトロリ線１から離れる。枠組１９の下端は、ガイシ等を介して車体屋根上に固定されている。
【００１６】
舟体１１の左右寄り側面には、歪ゲージ２０が取り付けられている。この歪ゲージ２０により、舟体１１の左右２個の復元バネ１５Ｒ、１５Ｌの位置における断面力（せん断力）Ｆｒ、Ｆｌが測定される。なお、本実施例においては、舟体支え１７の荷重の測定手段として歪ゲージを用いているが、その他に復元バネ１５Ｒ、１５Ｌに歪ゲージを貼り付けることによってＦｒ、Ｆｌを測定する方法や、レーザ変位計により復元バネ１５Ｒ、１５Ｌの伸びを測定してバネ定数を乗じることによりＦｒ、Ｆｌを測定する方法等、様々な手段を用いることができる。
【００１７】
以下、本発明に係る接触力測定原理について説明する。
図１に示すように、舟体１１下の左右の復元バネ（コイルバネ）１５Ｒ、１５Ｌ間の距離をＤとし、これら左右２箇所において舟体１１に作用する断面力をそれぞれＦｌ、Ｆｒとする。これらの断面力Ｆｌ、Ｆｒは、歪ゲージ２０で測定可能な舟体１１のせん断力か、あるいは、復元バネ１５Ｒ、１５Ｌ及びその下の舟体支え１７に作用する荷重とする。さらに、舟体１１上におけるトロリ線１の左右偏位をｄとする。
【００１８】
トロリ線１と舟体１１との間に作用する接触力をＦｃで表し、左右２箇所の支持部が舟体１１を押し上げる力をＦｓで表す。また、接触力Ｆｃのうち舟体１１に作用する揚力成分をＦｚで表す。すると、慣性力は無視するものとして、これらの間に以下の４つの関係式が成り立つ：
Ｆｌ＝（（Ｄ−２ｄ）／２Ｄ）・Ｆｃ−（１／２）・Ｆｚ、
Ｆｒ＝（（Ｄ＋２ｄ）／２Ｄ）・Ｆｃ−（１／２）・Ｆｚ、
Ｆｃ＝Ｆｓ＋Ｆｚ、
Ｆｒ＋Ｆｌ＝Ｆｓ。
【００１９】
以上の４式からＦｃを消去すると、
Ｆｚ＝（−Ｄ／２ｄ−１）・Ｆｌ＋（Ｄ／２ｄ−１）・Ｆｒ（１）
が得られる。
この式（１）により、断面力Ｆｌ、Ｆｒと左右偏位ｄがわかれば舟体１１に作用する正確な揚力Ｆｚを推定することができる。断面力Ｆｌ、Ｆｒは、前述の通り歪ゲージ２０等によって測定することができる。左右偏位ｄは、例えば車体の屋根上に設けた異方倍率レンズを用いてトロリ線１と舟体１１の画像を収録して処理することで求めることができる。検側車の場合は、通常、レーザ式の偏位測定装置を備えているので、これを用いてもよい。
【００２０】
ところで、以上に述べた測定原理は、舟体１１に作用する揚力を、舟体１１の長手方向（左右方向）全体にわたる等分布荷重と見なしているが、実際には揚力成分Ｆｚの合力の作用点は常に舟体１１の中心にあるとは限らない。そこで、揚力成分Ｆｚの合力の作用点と舟体１１の左右方向中心位置との距離ｕを予め測定し、前述の（１）式を次式

のように変形し、この（２）式に基づいて揚力成分Ｆｚを求めることが好ましい。一般に、前述の距離ｕは、トロリ線１の位置の関数として与えられる（距離ｕの推定結果は、図３を用いて後述する）。
【００２１】
次に、本発明の測定原理を検証した風洞試験の結果について述べる。
図２は、本発明に係る式（１）に基づき舟体揚力Ｆｚを推定した結果を示すグラフである。横軸は舟体揚力の実測値（単位Ｎ）を示し、縦軸は本発明に係る式（１）に基づき推定した舟体揚力の値（単位Ｎ）を示す。
図２に示すグラフ中の右上がりの直線は、前述の式（１）に基づく推定値の実測値への回帰直線である。このグラフから、回帰直線の近辺に点が分布しているのがわかり、実測値の任意の点に対する推定値の値が有効に定まっているということができる。
【００２２】
さらに、前述した揚力成分Ｆｚの合力の作用点と舟体の左右方向中心位置との距離ｕを考慮した結果について述べる。
図３は、本実施例における揚力成分Ｆｚの合力の作用点と舟体の左右方向中心位置との距離ｕの推定結果を示すグラフである。縦軸は舟体揚力の合力の作用中心位置の推定値（単位ｍｍ）を示し、横軸はトロリ線の偏位（単位ｍｍ）を示す。
図４は、本発明に係る式（２）に基づき舟体揚力Ｆｚを推定した結果を示すグラフである。横軸は舟体揚力の実測値（単位Ｎ）を示し、縦軸は本発明に係る式（２）に基づき推定した舟体揚力の値（単位Ｎ）を示す。
【００２３】
前述した通り、距離ｕはトロリ線の位置の関数として与えられる。図３に示すように、本実施例では、トロリ線の偏位の値ｘに対し、距離ｕの推定値ｙを次の一次式
ｙ＝０．２２１１ｘ−１６．４０１
に基づき求めた。
【００２４】
そこで、この距離ｕを考慮した式（２）に基づき舟体揚力を推定すると、図４に示すような結果が得られた。図２のグラフと図４のグラフを比較すると、図４のグラフの方がより一層強い相関が得られていることがわかる。したがって、式（２）を用いて揚力を推定する方が、式（１）を用いて揚力を推定するよりも、一層精度よく推定することができるといえる。なお、式（１）を用いた場合でも、概略値の推定には充分ということもいえる。
【００２５】
【発明の効果】
以上の説明から明らかなように、本発明によれば、接触力をより正確に測定することのできるパンタグラフの接触力測定方法及び接触力測定装置を提供することができる。
【図面の簡単な説明】
【図１】本発明の一実施の形態に係る電気鉄道のパンタグラフ周辺を示す模式的正面図である。
【図２】本発明に係る式（１）に基づき舟体揚力Ｆｚを推定した結果を示すグラフである。
【図３】本実施例における揚力成分Ｆｚの合力の作用点と舟体の左右方向中心位置との距離ｕの推定結果を示すグラフである。
【図４】本発明に係る式（２）に基づき舟体揚力Ｆｚを推定した結果を示すグラフである。
【符号の説明】
１トロリ線１０パンタグラフ
１１舟体１３摺り板
１５Ｒ、１５Ｌ復元バネ１７舟体支え
１９枠組２０歪ゲージ[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a method and an apparatus for measuring a contact force acting between a trolley wire and a pantograph hull in an electric railway. In particular, the present invention relates to a pantograph contact force measuring method and a contact force measuring device capable of measuring contact force more accurately.
[0002]
Problems to be solved by the prior art and the invention
In a current electric railway for business use, a method of transmitting electric power from a trolley wire to a vehicle via a pantograph is generally used. The contact force between the trolley wire and the boat body of the pantograph fluctuates due to fluctuations in the height of the trolley wire, vibration of the vehicle / pantograph, and the like. If the fluctuation of the contact force is too large, the pantograph boat may be separated from the trolley wire. If the disconnection frequently occurs, a spark is generated between the boat body and the trolley wire, and the abrasion of the sliding plate proceeds, which is a problem. Further, even in the case where no derailment occurs, it is better that the contact force of the pantograph has as little fluctuation as possible.
[0003]
Therefore, there is a demand that the contact force between the trolley wire and the pantograph hull while the train is running be measured, and the obtained measurement result be used as a reference for measures to suppress the disconnection. Alternatively, such a contact force measurement technique is considered to be used not only as a measure for suppressing derailment, but also as one of methods for evaluating the current collection performance of a trolley wire-pantograph system and as a method for diagnosing equipment on a train line. I have.
[0004]
By the way, a contact force acts on a boat body of a pantograph of a running train as a vertically downward force. On the other hand, in addition to the contact force, a force for supporting the boat body (boat support, restoring spring, etc.) to push up the boat body, an inertial force generated in the boat body, and a lift force applied to the boat body also act. The force by which the support member pushes up the boat body can be grasped in advance from the properties of the support member (such as the distortion of the restoring spring). The inertial force generated in the hull can be measured by an accelerometer or the like attached to the hull. Therefore, in order to accurately measure the absolute value of the contact force, it is necessary to accurately estimate the lift applied to the hull and accurately know the contribution of the lift included in the contact force.
[0005]
2. Description of the Related Art Conventionally, a lift measurement of a pantograph hull in a current vehicle is performed on a wire or the like while the pantograph is in a middle waist state, that is, a state where the hull is fixed at a position about 150 to 250 mm lower than a trolley wire using a wire or the like. It has been practiced to measure the tension and estimate the lift from the tension.
In such a lift measuring method, the position of the hull at the time of measurement is lower than the position at the time when the train actually travels because the pantograph is in the middle waist state. However, the lift characteristics of the hull vary depending on the height of the pantograph, and the boundary layer of air develops on the roof of the running train, so the relative velocity of air received by the hull also depends on the height. Change. Therefore, there is a problem that there is not much guarantee that the lift obtained at the time of measurement and the lift acting when the train actually travels are the same.
[0006]
On the other hand, the measurement of the lift applied to the hull is often performed by a wind tunnel test.
Lift measurement by a wind tunnel test has the advantage that high measurement accuracy is easily obtained, but it is difficult to reproduce the flow velocity distribution of air on the roof of a running train, and if this flow velocity distribution cannot be reproduced correctly, However, there is a disadvantage that high measurement accuracy cannot be ensured.
[0007]
The present invention has been made in view of the above problems, and has as its object to provide a contact force measuring method and a contact force measuring device for a pantograph that can more accurately measure a contact force.
[0008]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, a contact force measuring method for a pantograph according to the present invention is a method for measuring a contact force Fc acting between a trolley wire (feeding line) and a boat body of a pantograph (current collector). The support member that supports the boat body measures a lifting force Fs that pushes up the boat body, measures the inertial force Fi of the boat body, estimates the lift Fz applied to the boat body, and calculates the lift Fz applied to the boat. The present invention is characterized in that the contact force Fc is obtained by adding a pushing force Fs and the inertial force Fi.
[0009]
According to the present invention, a more accurate measurement of the contact force Fc can be performed in consideration of the contribution of the lift Fz applied to the hull of the pantograph in the running vehicle.
[0010]
In the method for measuring a contact force of a pantograph according to the present invention, the boat is supported on the support member at two places on the left and right sides, and at two support parts on the left and right sides (a distance D between both support parts) of the boat body. Measure the sectional forces Fr and Fl, measure the lateral displacement d of the trolley wire on the boat body, and from these sectional forces Fr, Fl and the lateral displacement d,
Fz = (− D / 2d−1) · Fl + (D / 2d−1) · Fr
From the contact force Fc, a lift component Fz acting on the boat body can be obtained based on the contact force Fc.
In this case, the lift component Fz can be obtained based on the sectional forces Fr and Fl and the lateral deviation d.
[0011]
In the contact force measuring method for a pantograph according to the present invention, a distance u between a center position of the boat body in the left-right direction and a position where a resultant force of a lift Fz acting on the boat body acts is measured.

It is preferable to obtain the lift component Fz based on
In this case, the lift Fz can be more accurately estimated.
[0012]
A contact force measuring device for a pantograph according to the present invention is a device for measuring a contact force Fc acting between a trolley wire (feed line) and a boat body of a pantograph (current collector), and supports the boat body. A support member, and the boat body is supported on the support member by two right and left support portions (a distance D between the two support portions), and the support member pushes up the boat body as a pushing force Fs. Push-up force measuring means for measuring sectional forces Fr and Fl at two right and left support portions of the hull; inertial force measuring means for measuring inertial force Fi of the hull; and left and right of the trolley wire on the hull A displacement measuring means for measuring the displacement d, and from the sectional forces Fr, Fl and the lateral displacement d,
Fz = (− D / 2d−1) · Fl + (D / 2d−1) · Fr
A lift component calculating means for calculating a lift component Fz acting on the boat body out of the contact force Fc, and a contact force for obtaining the contact force Fc by adding the lifting force Fs and the inertial force Fi to the lift Fz. And a calculating means.
[0013]
In the contact force measuring device for a pantograph according to the present invention, a distance u between a center position of the boat body in the left-right direction and a position at which a resultant force of the lift Fz acting on the boat body acts is defined by a lateral deviation of the trolley wire. Determined in advance as a function of the position d,

, The lift component Fz can be obtained.
[0014]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, description will be made with reference to the drawings.
FIG. 1 is a schematic front view showing the periphery of a pantograph of an electric railway according to one embodiment of the present invention.
As shown in FIG. 1, the pantograph 10 is provided on the body roof of a train (not shown). This pantograph 10 includes a boat body 11. The hull 11 extends in the left-right direction (the width direction of the vehicle body). In this example, the hull 11 is constituted by only one hull, but there are also two hulls 11 provided in a pair at a distance in the front-rear direction (the traveling direction of the vehicle). The boat body 11 is made of an aluminum alloy, for example. A sliding plate 13 is attached to the upper surface of the boat body 11. The sliding plate 13 is made of an iron-based or copper-based sintered alloy, or made of a carbon-based material. The sliding plate 13 comes into direct contact with the trolley wire 1.
[0015]
The boat body 11 is supported by a boat support 17 via two left and right restoration springs (coil springs) 15R and 15L. The boat body 11 is pressed against the trolley wire 1 by the elastic force of the restoration spring 15. A frame 19 that supports the entire pantograph 10 is provided below the center of the hull support 17. The frame 19 is moved up and down by a coil spring or an air cylinder (not shown). For example, when the pantograph 10 is not used, the hull 11 moves away from the trolley wire 1 by lowering the framework 19. The lower end of the framework 19 is fixed on the roof of the vehicle body via a insulator or the like.
[0016]
A strain gauge 20 is attached to the left and right side surfaces of the boat body 11. The strain gauges 20 measure the sectional forces (shear forces) Fr and Fl at the positions of the two left and right restoration springs 15R and 15L of the boat body 11. In the present embodiment, a strain gauge is used as a means for measuring the load of the boat support 17, but in addition, a method of measuring Fr and Fl by attaching a strain gauge to the restoring

springs

15R and 15L, Various means such as a method of measuring Fr and Fl by measuring the elongation of the restoration springs 15R and 15L with a laser displacement meter and multiplying the spring constants by a spring constant can be used.
[0017]
Hereinafter, the principle of measuring the contact force according to the present invention will be described.
As shown in FIG. 1, the distance between the left and right restoration springs (coil springs) 15R and 15L below the boat body 11 is D, and the cross-sectional forces acting on the boat body 11 at these two left and right locations are Fl and Fr, respectively. These sectional forces Fl and Fr are the shearing force of the hull 11 that can be measured by the strain gauge 20, or the loads acting on the restoring

springs

15R and 15L and the hull support 17 thereunder. Further, the lateral displacement of the trolley wire 1 on the boat body 11 is represented by d.
[0018]
The contact force acting between the trolley wire 1 and the hull 11 is represented by Fc, and the force by which the right and left support portions push up the hull 11 is represented by Fs. The lift component acting on the boat body 11 of the contact force Fc is represented by Fz. Then, ignoring the inertial force, the following four equations hold between them:
Fl = ((D−2d) / 2D) · Fc− (1/2) · Fz,
Fr = ((D + 2d) / 2D) .Fc- (1/2) .Fz,
Fc = Fs + Fz,
Fr + Fl = Fs.
[0019]
When Fc is eliminated from the above four equations,
Fz = (− D / 2d−1) · Fl + (D / 2d−1) · Fr (1)
Is obtained.
From this equation (1), if the sectional forces Fl and Fr and the lateral deviation d are known, an accurate lift Fz acting on the boat body 11 can be estimated. The sectional forces Fl and Fr can be measured by the strain gauge 20 or the like as described above. The lateral deviation d can be obtained, for example, by recording and processing images of the trolley wire 1 and the hull 11 using an anisotropic magnification lens provided on the roof of the vehicle body. In the case of the inspection side vehicle, a laser type displacement measuring device is usually provided, so this may be used.
[0020]
By the way, the measurement principle described above regards the lift acting on the hull 11 as an evenly distributed load over the entire longitudinal direction (left-right direction) of the hull 11, but actually the action of the resultant force of the lift component Fz. The point is not always at the center of the hull 11. Therefore, the distance u between the point of application of the resultant force of the lift component Fz and the center position of the boat body 11 in the left-right direction is measured in advance, and the above equation (1) is calculated by

It is preferable to obtain the lift component Fz based on the equation (2). Generally, the distance u is given as a function of the position of the trolley wire 1 (the estimation result of the distance u will be described later with reference to FIG. 3).
[0021]
Next, the results of a wind tunnel test verifying the measurement principle of the present invention will be described.
FIG. 2 is a graph showing the result of estimating the hull lift Fz based on Equation (1) according to the present invention. The horizontal axis shows the measured value (unit N) of the hull lift, and the vertical axis shows the value (unit N) of the hull lift estimated based on the formula (1) according to the present invention.
The straight line rising to the right in the graph shown in FIG. 2 is a regression line of the estimated value based on the above-described equation (1) to the actually measured value. From this graph, it can be seen that the points are distributed near the regression line, and it can be said that the value of the estimated value for any point of the actually measured value is effectively determined.
[0022]
Further, a result in consideration of the distance u between the point of application of the resultant force of the lift component Fz and the center position of the boat body in the left-right direction will be described.
FIG. 3 is a graph illustrating the estimation result of the distance u between the point of application of the resultant force of the lift component Fz and the center position of the hull in the left-right direction in the present embodiment. The vertical axis indicates the estimated value (unit: mm) of the acting center position of the resultant force of the hull lift, and the horizontal axis indicates the displacement (unit: mm) of the trolley wire.
FIG. 4 is a graph showing the result of estimating the hull lift Fz based on Equation (2) according to the present invention. The horizontal axis shows the measured value (unit N) of the hull lift, and the vertical axis shows the value (unit N) of the hull lift estimated based on Expression (2) according to the present invention.
[0023]
As described above, the distance u is given as a function of the position of the trolley wire. As shown in FIG. 3, in the present embodiment, the estimated value y of the distance u is expressed by the following linear expression y = 0.211x-16.401 with respect to the trolley wire deviation value x.
Was determined based on
[0024]
Then, when the hull lift was estimated based on the equation (2) considering the distance u, the result as shown in FIG. 4 was obtained. Comparing the graph of FIG. 2 with the graph of FIG. 4, it can be seen that a stronger correlation is obtained in the graph of FIG. Therefore, it can be said that estimating the lift using Expression (2) can estimate the lift more accurately than estimating the lift using Expression (1). It can be said that even when the equation (1) is used, it is sufficient for estimating the approximate value.
[0025]
【The invention's effect】
As is clear from the above description, according to the present invention, it is possible to provide a contact force measuring method and a contact force measuring device for a pantograph that can more accurately measure a contact force.
[Brief description of the drawings]
FIG. 1 is a schematic front view showing the periphery of a pantograph of an electric railway according to an embodiment of the present invention.
FIG. 2 is a graph showing a result of estimating a hull lift Fz based on Expression (1) according to the present invention.
FIG. 3 is a graph showing a result of estimating a distance u between an action point of a resultant force of a lift component Fz and a center position of a boat body in the left-right direction in the embodiment.
FIG. 4 is a graph showing a result of estimating a hull lift Fz based on Expression (2) according to the present invention.
[Explanation of symbols]
Reference Signs List 1 trolley wire 10 pantograph 11 hull 13 sliding

plates

15R, 15L restoring spring 17 hull support 19 frame 20 strain gauge

Claims

A method for measuring a contact force Fc acting between a trolley wire (feeding wire) and a boat body of a pantograph (current collector),
The support member that supports the boat body measures a push-up force Fs that pushes up the boat body,
Measuring the inertial force Fi of the hull,
Estimating the lift Fz applied to the hull,
A contact force measuring method for a pantograph, wherein the contact force Fc is obtained by adding the lifting force Fs and the inertial force Fi to the lift force Fz.

The boat body is supported at two places on the left and right on the support member,
The cross-sectional forces Fr and Fl at the two supporting portions (the distance D between the two supporting portions) of the hull are measured,
Measuring the lateral displacement d of the trolley wire on the hull,
From these sectional forces Fr, Fl and the lateral deviation d,
Fz = (− D / 2d−1) · Fl + (D / 2d−1) · Fr
The contact force measuring method for a pantograph according to claim 1, wherein a lift component Fz acting on the boat body is obtained from the contact force Fc based on the following formula.

The distance u between the center position in the left-right direction of the hull and the position where the resultant force of the lift Fz acting on the hull is measured,

3. The method for measuring a contact force of a pantograph according to claim 2, wherein the lift component Fz is obtained based on:

An apparatus for measuring a contact force Fc acting between a trolley wire (feeding wire) and a boat body of a pantograph (current collector),
A support member for supporting the boat body, and the boat body is supported on the support member by two right and left support portions (a distance D between both support portions);
Push-up force measuring means for measuring sectional forces Fr and Fl at two right and left support portions of the boat as a push-up force Fs by which the support member pushes up the boat,
Inertial force measuring means for measuring the inertial force Fi of the hull,
A displacement measuring means for measuring a lateral displacement d of the trolley wire on the boat body,
From the sectional forces Fr and Fl and the lateral deviation d,
Fz = (− D / 2d−1) · Fl + (D / 2d−1) · Fr
Lift component calculating means for obtaining a lift component Fz acting on the boat body out of the contact force Fc based on
Contact force calculating means for obtaining the contact force Fc by adding the lifting force Fs and the inertial force Fi to the lift force Fz;
A contact force measuring device for a pantograph, comprising:

A distance u between a center position in the horizontal direction of the boat body and a position where a resultant force of the lift Fz acting on the boat body acts is obtained in advance as a function of the lateral displacement d of the trolley wire,
The lift component calculating means,

The contact force measuring device for a pantograph according to claim 4, wherein the lift component Fz is obtained based on the following formula.