JP2005287209A - Method for reducing variation of pantograph contact force and pantograph - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method or the like for reducing a variation in pantograph contact force that can easily constitute a measuring system and reduce the variation in the contact force more easily. <P>SOLUTION: The displacement of a support spring 11 is measured by a sensor, and an actuator is controlled so that a low-frequency component (1 to 3Hz or lower, for example) of the variation of the displacement of the support spring 11 detected by the sensor approximates zero. That is, the low-frequency component of the displacement of the support spring 11 is set as a control target amount F<SB>T</SB>, and the low-frequency component is controlled so as to approximate zero. Since the sensor is for measuring the displacement of the support spring 11 that is the control target amount F<SB>T</SB>, the measurement can be performed by less number of sensors, and the measurement itself is easy. Furthermore, there are considered advantages such that the phase difference of the displacement between a shoe 3 and a support mechanism 10 is small, and that the inertia force of the shoe 3 can be neglected by paying attention to the variation of the low-frequency component, and also a control algorithm can be simplified. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a method for reducing fluctuations in contact force acting between a trolley line (overhead line) and a pantograph in an electric railway, and a pantograph capable of reducing the fluctuations in contact force.

  In the current electric railway, a method of sending electric power from a trolley line (overhead line) to a vehicle via a pantograph mounted on a vehicle body roof is common. Such a pantograph is a hull (including a sliding plate) that is pressed against the trolley line, a support mechanism that supports the hull so that it can be raised and lowered, and a push-up force that presses against the trolley line, a support mechanism and a hull. A support spring (restoration spring), a dashpot, etc. interposed between the two are provided.

  The contact force between the trolley wire and the pantograph boat varies depending on the height of the trolley wire and the vibration of the vehicle / pantograph. If the variation of the contact force is too large, there is a possibility that a separation phenomenon occurs in which the pantograph boat body is separated from the trolley line. If derailment occurs frequently, a spark is generated between the hull and the trolley line, and wear of the sliding plate advances, which becomes a problem. Even when the line does not reach the line, the contact force of the pantograph should be as small as possible.

  Among the techniques for reducing the fluctuation of the contact force acting between the trolley wire and the pantograph hull, several so-called active methods have been proposed. Examples thereof include Japanese Patent Application Laid-Open No. 8-84401 (Patent Document 1) and Japanese Translation of PCT International Publication No. 2000-513919 (Patent Document 2).

Patent Document 1 discloses an apparatus that adjusts the contact force between a trolley wire and a sliding plate (boat) by extending and contracting a frame assembly (support mechanism) with a piezoelectric actuator. In this apparatus, a load cell is used for measuring the contact force.
According to this apparatus, when the contact force between the trolley wire measured by the load cell and the hull is smaller than a predetermined value, the support mechanism is extended by the piezoelectric actuator to increase the contact force, and conversely larger than the predetermined value. Sometimes the contact force is reduced by contracting the support mechanism with a piezoelectric actuator. And since the piezoelectric actuator with which this apparatus is equipped has a quick response speed, it is said that the followability with respect to the increase / decrease in the contact force accompanying a vibration etc. is favorable.

Patent Document 2 has an actuator disposed near a pantograph head at the top of a current collector (pantograph), and has a predetermined static pressing force and an actuator force acting in the opposite direction to the contact force fluctuation. An apparatus is disclosed that is configured such that an applied pressing force is transmitted directly or indirectly to a strip (hull). In this device, the value of the contact force between the overhead wire used to control the pressing force and the hull is measured using a displacement measuring device (for example, a fiber optical sensor) or a load cell, or estimated from the acceleration of the hull. It measures by doing.
According to this apparatus, it is said that the contact force fluctuation can be minimized regardless of the vehicle speed by transmitting the force obtained by adding the static pressing force and the actuator force to the hull.

Japanese Patent Laid-Open No. 8-84401 Special Table 2000-513919

  In each of the above-mentioned devices of Patent Document 1 or 2, the value serving as the control target amount is the contact force itself between the trolley line and the pantograph boat. And since the value of this contact force is measured with a load cell etc. or estimated from the acceleration etc. of a boat body, the measuring method of contact force is comparatively complicated. Further, in order to accurately measure the contact force, many measurement sensors are required. Since the pantograph is pressurized to a high voltage, securing a sensor power supply, signal transmission, noise countermeasures, etc. associated with the incorporation of many sensors are very difficult and costly.

  The present invention has been made in view of the above problems, and provides a pantograph contact force fluctuation reducing method and pantograph capable of simplifying the configuration of the measurement system and more easily reducing the contact force fluctuation. The purpose is to do.

  In order to solve the above-described problems, a method for reducing contact force fluctuation of a pantograph according to the present invention includes a boat body that is pressed against a trolley line (overhead wire), and supports the boat body so that it can be moved up and down, and is pressed against the trolley line. A method for reducing fluctuations in contact force with respect to the trolley wire of a pantograph, comprising: a support mechanism including an actuator that controls a push-up force; and a support spring interposed between the support mechanism and the boat body The displacement or force of the support spring is measured by a sensor, and the actuator is controlled corresponding to only the low frequency component of the displacement or force variation of the support spring detected by the sensor. .

  According to this method, the displacement or force of the support spring is measured by a sensor, and the actuator is adjusted so that the low frequency component (for example, 2 to 3 Hz or less) of the displacement or force variation of the support spring detected by the sensor approaches zero. Control. That is, the low frequency component of the displacement of the support spring is set as a control target amount, and the low frequency component is controlled to approach zero. Since the sensor measures the displacement or force of the support spring as the control target amount, the number of sensors is small, and the measurement itself is easy. Furthermore, this method pays attention to the fluctuation of the low frequency component, and considers the advantages such as small displacement phase difference between the hull and the support mechanism and negligible inertial force of the hull. Can also be realized.

  The low frequency component of the displacement of the support spring or the fluctuation of the force is mainly caused by the contact force fluctuation of the span interval (for example, 40 to 60 m) of the column supporting the trolley wire. Compared with such a low frequency component, the high frequency component has a low vibration intensity. Therefore, the high-frequency component can be more easily reduced by reducing the contact force fluctuation by excluding the active control target. And by performing such control to reduce fluctuations in contact force, it is possible to suppress the occurrence of separation line, suppress excessive trolley wire push-up force, and trolley wire distortion, and improve the current collection performance of pantographs. Can be improved.

  The pantograph of the present invention includes a hull pressed against a trolley line (overhead wire), a support mechanism including an actuator for supporting the hull so as to be movable up and down and controlling a lifting force pressed against the trolley line, A support spring interposed between the support mechanism and the hull, a sensor for measuring the displacement or force of the support spring, and only a low frequency component of the displacement or force fluctuation of the support spring detected by the sensor And a control means for controlling the actuator corresponding to the above.

  As is apparent from the above description, according to the present invention, it is possible to provide a pantograph contact force fluctuation reducing method and the like that can simplify the configuration of the measurement system and can more easily reduce the contact force fluctuation.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, it demonstrates, referring drawings.
FIG. 1 is a control system block diagram of a pantograph contact force fluctuation reducing method according to this embodiment.
FIG. 2 is a mechanism diagram of the entire pantograph according to the present embodiment.
FIG. 3 is a diagram conceptually illustrating the configuration of the pantograph measurement system according to the present embodiment.
FIG. 4A is a diagram schematically showing an installation state of the trolley wire. FIG. 4B is a graph showing an example of the contact force fluctuation of the pantograph. The vertical axis represents the pantograph height (unit mm), and the horizontal axis represents the travel distance (unit m) of the vehicle.

First, the pantograph mechanism according to the present embodiment will be described with reference to FIG.
A pantograph 1 shown in FIG. 2 is mounted on a vehicle body roof 2 of a train. The pantograph 1 includes a boat body 3 and a support mechanism 10 that supports the boat body 3 so as to be movable up and down on the vehicle body roof 2.

The boat body 3 is a box-like body extending along the vehicle body width direction (left-right direction: the front and back direction in FIG. 2). The boat body 3 is made of an aluminum alloy or the like, for example. The boat body 3 is provided with a sliding plate 5 via a fine movement spring 6 and a dash pot 7. The sliding plate 5 is made of, for example, an iron-based or copper-based sintered alloy, or a carbon-based material. The sliding plate 5 is in direct contact with the trolley wire (overhead wire) T.
The hull 3 and the sliding board 5 may be collectively referred to as a hull.

  The boat body 3 is supported by the support mechanism 10 so as to be movable up and down. A support spring (restoration spring) 11 and a dashpot 12 connected to the lower surface of the boat body 3 are provided on the upper portion of the support mechanism 10. The support spring 11 and the dashpot 12 are supported by a frame-shaped boat support 13. After the support mechanism 10 is lifted, the boat body 3 is pressed against the trolley wire T by the elastic force of the support spring 11 while being given a damping force by the dashpot 12.

  The boat support 13 is connected to a frame (a four-joint link in the example of FIG. 2) that moves up and down. The framework of the support mechanism 10 includes an upper frame 17 extending in the front-rear direction (rail longitudinal direction). The upper end of the upper frame 17 is connected to the boat support 13 via the connecting portion 16. The lower end side of the upper frame 17 has a shape bent in a dogleg shape. The upper end of the lower frame 19 is connected to the bent portion at the lower end of the upper frame 17 through a first node 18. The lower end side of the boat support 13 and the upper end side of the lower frame 19 are connected by a boat support link 21 arranged below the upper frame 17. The boat support link 21 is a link member that plays a role of keeping the boat support 13 and the boat body 3 thereon in a normal posture. The upper end of the counter bar 33 is connected to the lower end of the upper frame 17 via a third node 31. The lower end of the counter bar 33 is connected to a mounting flange 37 on the vehicle body roof 2 via a fourth node 35.

  The lower end of the lower frame 19 is connected to the main shaft (second node) 23. The main shaft 23 is rotatably attached to a mounting flange 38 on the vehicle body roof 2 and is connected to a main spring 27 and a dashpot 28 disposed on the vehicle body roof 2. The main spring 27 is a spring that applies a rising force to the framework of the support mechanism 10 of the pantograph 1. Further, a control actuator 41 is disposed below the main spring 27. The output end of the control actuator 41 is connected to the main shaft 23 via a connecting member 42. The control actuator 41 is an actuator for controlling the lifting force that presses the boat body 3 and the sliding plate 5 against the trolley line T. On the other hand, an elevating actuator 45 for the pantograph 1 is provided on the vehicle roof 2. The lifting actuator 45 can come into contact with a lever member 46 extending from the main shaft 23.

Here, the raising / lowering operation | movement of the pantograph 1 is demonstrated.
In the boat 3, the lower frame 19 rises in the U direction in FIG. 2 with the main shaft 23 as a fulcrum by the urging force of the main spring 27, and the movement of the lower frame 19 is transmitted to the upper frame 17 via the first node 18. The upper frame 17 rises in the direction U ′ in FIG. 2, and ascends when the boat support 13 is lifted through the connecting portion 16. When the boat body 3 is lifted in this way, the sliding plate 5 is pressed against the trolley line T. On the contrary, in order to lower the boat body 3, the lever member 46 is rotated in the D direction by the lifting / lowering actuator 45. Then, the main shaft 23 rotates opposite to the above through the lever member 46, the main spring 27 extends against the urging force, and the lower frame 19 is lowered in the direction D in FIG. Then, the upper frame 17 rotates in the direction D ′ in FIG. 2, and the pantograph 1 is lowered.

Next, a specific example of the control actuator 41 and a measurement system of the support spring 11 will be described with reference to FIG. In FIG. 3, some of the constituent members of the pantograph 1 shown in FIG. 2 are not shown.
In the present embodiment, an air cylinder is used as the aforementioned control actuator 41. The air cylinder 41 in this embodiment is connected to an air source 53 and a reservoir tank 54 via an air pipe 51. The air pipe 51 passes through the air insulator 55 in the middle. Further, a high-speed electromagnetic valve 57 is incorporated in the middle of the air pipe 51.

  An optical fiber type strain gauge is used for the force measuring system (boat displacement measuring system) of the support spring 11 in this embodiment. That is, the support spring 11 is provided with an optical fiber strain gauge 60. The strain gauge 60 is connected to a controller 65 via an optical fiber 61 and an insulator 63 through which the optical fiber 61 passes. The controller 65 is connected to the high-speed solenoid valve 57 described above. The strain gauge 60 serves as a sensor that measures the displacement of the support spring 11 from the strain of the support spring 11. The measurement result of the displacement of the support spring 11 is sent to the controller 65 via the optical fiber 61.

  Here, as shown to FIG. 4 (A), the utility pole which supports a trolley wire is normally started every 40-60m (the space | interval of this utility pole is called span). The trolley wire is hung on a suspension line spanned between utility poles via a plurality of hangers. The interval between the hangers is 5 m as an example. FIG. 4B shows an example of data obtained by numerical simulation of a pantograph height change of a railway vehicle traveling at a speed of 300 km / h on a track having a distance (diameter span) between utility poles of 50 m. The solid line graph in the figure represents the height fluctuation of the pantograph on the front side in the vehicle traveling direction, and the dotted line graph in the figure represents the height fluctuation of the pantograph on the rear side in the vehicle traveling direction. From the graph of this figure, it can be seen that the height of the pantograph periodically fluctuates in the range of about 20 to 35 mm according to the suspended state of the trolley wire, and thus the contact force also varies.

  The low-frequency component of the fluctuation of the displacement of the support spring 11 (2 to 3 Hz or less in the case of 50 m span shown in FIG. 4) is mainly caused by the contact force fluctuation of the span period. Compared with the frequency component, the high-frequency component has a low vibration intensity. Therefore, the controller 65 of this embodiment excludes the high-frequency component from being controlled, and follows the algorithm shown in FIG. 1 so that the fluctuation low-frequency component of the force of the support spring 11 measured by the strain gauge 60 approaches zero. The air cylinder (control actuator 41) is actively controlled. The air cylinder is controlled by adjusting the degree of opening and closing of the high-speed solenoid valve 57 shown in FIG.

  FIG. 1 shows a model of the pantograph 1 described above. In the pantograph 1 of FIG. 1, the mass of the hull (here, the hull 3, the sliding plate 5 and the fine movement spring 6 and the dashpot 7 between them are collectively shown) is m 1, and the support mechanism Let m2 be the mass of the frame. Further, the spring constant of the support spring 11 between the hull and the support mechanism is k1, the damp pot 12 has a damping coefficient c1, the hull 3 displacement is y1, the dash pot 28 has a damp coefficient c2, and the support mechanism 10 Let y2 be the displacement of. The displacement y1-y2 of the support spring 11 is obtained in the measurement system described above with reference to FIG.

The controller 65 in this embodiment has a proportional-integral-differential (PID) controller 66. The PID controller 66 performs control by adding the integral operation and the differential operation to the proportional operation, and controls the output P ₀ of the above-described air cylinder (control actuator 41) so as to eliminate the residual deviation. The PI controller 66, the contact force exerted from the trolley wire T to the collector head _{3 F C = (y1-y2} ) k1 + (dy1 / dt-dy2 / dt) c1
When the difference therebetween is inputted to the control target amount F _T is calculated, the operation amount F _cont against air cylinder is output. Such algorithm, the air cylinder output P ₀ as close to zero given the fluctuation low frequency component of the target control amount F _T. These compensators can be inserted immediately after the PID controller in order to compensate for the dynamic characteristics of the air cylinder and the high-speed solenoid valve and for the pantograph dynamic characteristics.

In the present embodiment, by paying attention to the fluctuation of the low-frequency component (about 1 to 3 Hz), the advantage that the phase difference of the displacement between the hull 3 and the support mechanism 10 is small and the inertial force of the hull 3 can be ignored. The simple control algorithm as shown in FIG. 1 is realized. Then, by controlling the output P ₀ of the air cylinder (control actuator 41) according to such an algorithm, it is possible to suppress the contact force fluctuation in the span interval, and thus improve the current collecting performance of the pantograph. Can do.

It is a control system block diagram of the contact-force fluctuation | variation reduction method of the pantograph which concerns on a present Example. It is a mechanism figure of the whole pantograph which concerns on a present Example. It is a figure which shows notionally the structure of the measurement system of the pantograph which concerns on a present Example. FIG. 4A is a diagram schematically showing an installation state of the trolley wire. FIG. 4B is a graph showing an example of contact force fluctuation of the pantograph.

Explanation of symbols

T trolley wire 1 pantograph 3 boat body 5 sliding plate 10 support mechanism 11 support spring 13 boat support 41 control actuator (air cylinder) 53 air source reservoir 54 reservoir tank 57 high-speed solenoid valve 60 strain gauge 61 optical fiber 65 controller

Claims (3)

The hull pressed against the trolley line (overhead line),
A support mechanism including an actuator for supporting the boat body so as to be movable up and down, and controlling an upward force pressed against the trolley wire;
A support spring interposed between the support mechanism and the hull;
A pantograph comprising: a method for reducing fluctuations in contact force with the trolley wire,
Measuring the displacement or force of the support spring with a sensor;
A pantograph contact force fluctuation reducing method, wherein the actuator is controlled only in response to a low frequency component of a displacement or force fluctuation of the support spring detected by the sensor.   2. The pantograph according to claim 1, wherein the low frequency component of the displacement or force variation of the support spring is mainly caused by contact force variation of a span interval of a column supporting the trolley wire. Contact force fluctuation reduction method. The hull pressed against the trolley line (overhead line),
A support mechanism including an actuator for supporting the boat body so as to be movable up and down, and controlling an upward force pressed against the trolley wire;
A support spring interposed between the support mechanism and the hull;
A sensor for measuring the displacement or force of the support spring;
Control means for controlling the actuator in response to only a low frequency component of displacement or force fluctuation of the support spring detected by the sensor;
A pantograph characterized by comprising:

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