JP2006174667A - Pantograph and preventive method of bounce contact thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pantograph and the like for improving tracking performance of a boat body to a trolley wire, without causing enlargement or complication of the pantograph. <P>SOLUTION: In the pantograph 1, front and rear boat bodies 3, 4 have different weights, or the spring constants of return springs 10FL, 10FR, 10RL, 10RR are different, namely, that right and left, the front and rear and the right and left, or all are set different, so that one of boat bodies 3, 4 is kept in contact with the trolley wire. As a result, the tracking performance of the pantograph can be improved. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a pantograph that is mounted on a body roof of an electric railway and sends power to a vehicle from a trolley line (feed line), and a method for preventing the separation. In particular, the present invention relates to a pantograph or the like that can improve the following performance of the pantograph to the trolley line of the hull.

  In current electric railways for business use, a method of sending electric power from a trolley line to a vehicle via a pantograph is common. The contact force between the trolley line and the boat body of the pantograph varies depending on the height variation of the trolley line and the vibration of the vehicle / pantograph. If the variation of the contact force is too large, there is a risk that the pantograph boat will be separated from the trolley line. When the line separation occurs, arc discharge occurs between the hull and the trolley line, and if this occurs frequently, the sliding plate wears out, which becomes a problem.

  In view of this, several means have been devised in the past to suppress pantograph separation. For example, the current collector disclosed in Patent Document 1 (Japanese Patent Publication No. 56-27042) uses a common current collector so that a plurality of current collectors (boats) can vibrate independently of each other. It is elastically supported by a support, and the resonance points of the elastic support system of each current collector are shifted so as not to overlap each other. This publication also discloses that a mass of the current collector is divided into two or more and each is coupled in series via a spring to form a three-dimensional or more spring vibration system. In this current collector, by shifting the resonance point of the vibration system of each current collector, it is possible to complement each other's non-followable region of the current collector, and to keep good tracking performance over a wide speed range. .

  Alternatively, Patent Document 2 (Japanese Patent Application Laid-Open No. 54-20506) discloses a pantograph provided with a drive mechanism that individually moves a plurality of current collecting boats (boat bodies) up and down. This pantograph can be moved up and down by shifting each hull by a predetermined period with a predetermined period by a driving mechanism. For this reason, any one of the hulls is always in contact with the overhead wire (trolley wire), and the possibility of disconnection can be reduced.

Japanese Patent Publication No.56-27042 JP 54-20506 A

  It has been found that the following performance can be kept good by shifting the resonance point of each vibration system of a plurality of current collectors with the current collector of Patent Document 1. On the other hand, since the pantograph of Patent Document 2 uses a drive mechanism and its control device, the entire pantograph becomes larger and complicated. Furthermore, if each pantograph is provided with a drive mechanism and its control device, the cost per vehicle increases significantly, and maintenance work and time are also required.

  The present invention has been made in view of the above-described problems, and can further improve the tracking performance of the trolley line of the hull without causing an increase in size or complexity of the pantograph, and An object of the present invention is to provide a pantograph line separation prevention method.

The first pantograph of the present invention includes a boat body pressed against a trolley line (feeding line), a restoring spring that elastically supports the left and right sides of the boat body, and a lifting mechanism that moves the boat body up and down via the restoring spring And a spring constant of the restoring spring is different between right and left.
The left and right refer to the left and right in the width direction of the vehicle on which the pantograph is mounted. The hull means a power feeding member that extends to the left and right and slides on a trolley wire. The restoring spring is usually arranged between the boat body and the boat support of the lifting mechanism.
In the present invention, the spring constant of the restoring spring is different between right and left, so that rolling vibration of the hull (vertical movement of the left and right end portions of the hull) is easily excited to a certain degree. Thereby, the follow-up performance of the pantograph is improved.

The second pantograph of the present invention includes at least two front and rear hulls pressed against a trolley line (feeding line), a restoring spring that elastically supports each of the hulls on the left and right sides, and It is a pantograph provided with the raising / lowering mechanism which raises / lowers a ship body, The spring constants of the said restoring spring differ in front and rear, and right and left.
Note that front and rear refer to the front and rear of the traveling direction of the vehicle on which the pantograph is mounted (longitudinal direction of the rail on which the vehicle travels), and left and right refer to the left and right in the width direction of the vehicle on which the pantograph is mounted.
In this invention, for example, when the spring constants of the right and left rear restoring springs are relatively large and the spring constants of the left front and right rear restoring springs are relatively small, a symmetrical rolling mode is excited in the front and rear hulls. Therefore, the probability that at least one of the hulls before and after touches the trolley line is improved. Therefore, the following performance of the pantograph is improved.

The third pantograph of the present invention comprises at least two front and rear hulls pressed against a trolley line (feeding line), a restoring spring that elastically supports each of the hulls on the left and right sides, and A pantograph comprising an elevating mechanism for elevating and lowering a hull, wherein the mass of the hull is different in front and rear, and the spring constant of the restoring spring is different in front and rear and left and right.
In the present invention, the natural frequencies of the front and rear hulls can be shifted, and the rolling vibration of each hull is easily excited to a certain extent. For example, the mass of the hull is made different between the front and rear, and the spring constants of the restoring springs on the right front and left rear of the pantograph are made relatively large as in the second pantograph described above, and the spring constants of the restoring springs on the left front and right rear Since the natural frequency of the vertical translation mode and the rolling mode of the boat body are different between the front and rear boat bodies, the frequency range in which these modes are likely to be excited is expanded. Therefore, the following performance of the pantograph is further improved.

In the fourth pantograph of the present invention, all the spring constants of the restoring springs may be different.
Also in this case, since the natural frequencies of the vertical translation mode and the rolling mode of the hull are different between the front and rear hulls, the frequency range in which these modes are easily excited is expanded. Therefore, the following performance of the pantograph is improved.

  According to the first pantograph separation preventing method of the present invention, a boat body pressed against a trolley wire (feed line), a restoring spring that elastically supports the left and right of the boat body, and the boat body through the restoring spring A pantograph separation prevention method comprising an elevating mechanism for elevating and lowering, wherein a spring constant of the restoring spring is varied between right and left to excite rolling vibration of the hull to a certain extent.

  The second pantograph line separation prevention method of the present invention includes at least two front and rear hulls pressed against a trolley line (feed line), a restoring spring that elastically supports each of the hulls on the left and right, and the restoring spring A pantograph separation prevention method comprising: a lifting mechanism that lifts and lowers the hull through a lift, wherein a rolling constant and a vertical translational vibration of the hull are made different by changing the spring constant of the restoring spring forward and backward and left and right. It is characterized by being excited to a certain extent.

  The third pantograph separation preventing method of the present invention includes at least two front and rear hulls pressed against a trolley line (feed line), a restoring spring that elastically supports each of the hulls on the left and right, and the restoring spring A pantograph derailment prevention method comprising an elevating mechanism for elevating and lowering the hull through the above, wherein the mass of the hull is made different between front and rear, and the natural frequencies of these hulls are made different, The spring constant of the restoring spring is made different between front and rear and left and right to excite rolling vibration and vertical translational vibration of the boat body to a certain extent.

  In the fourth pantograph derailment prevention method of the present invention, it is possible to excite the rolling vibration and vertical translational vibration of the boat to a certain extent by making all the spring constants of the restoring springs different.

  ADVANTAGE OF THE INVENTION According to this invention, the pantograph which can improve the tracking performance etc. to the trolley line of a ship body, and the separation method of a pantograph can be provided.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the present embodiment, a single-arm pantograph will be described as an example.
FIG. 1 is a mechanism diagram showing a pantograph according to the present embodiment.
FIG. 2 is a diagram modeling the pantograph.
In the following description, “up / down”, “left / right”, and “front / back” indicate the directions of the arrows shown in FIGS. Up and down refers to the height direction of the railway vehicle, left and right refers to the width direction of the railway vehicle, and front and rear refers to the longitudinal direction of the rail on which the railway vehicle travels.

  A single-arm pantograph 1 shown in these drawings is mounted on a vehicle body roof 2 of a train. At the upper end of the pantograph 1, boat bodies 3 and 4 extending in the left-right direction are provided one by one in the front-rear direction. Each hull 3, 4 is made of an aluminum alloy, for example. On the upper surface of each hull 3, 4, sliding plates 3 a, 4 a are affixed, respectively. The sliding plates 3a and 4a are made of an iron-based or copper-based sintered alloy or a carbon-based material. These sliding plates 3a and 4a are in direct contact with the trolley line (feeding line) T.

  Each ship body 3 and 4 is elastically supported by a restoring spring 10 (10FL, 10FR, 10RL, 10RR), respectively (see FIG. 2). Each restoring spring 10 is formed of a bellow spring or the like, and has an upper end connected to the left and right lower surfaces of the boat bodies 3 and 4 and a lower end connected to the boat support 15. In actuality, there are cases where a total of eight restoring springs 10 are provided, two on each of the left and right sides of each hull 3, 4, but in that case as well, there are a total of four as shown in FIG. 2. Even if it thinks, it is equivalent on the model. In the present invention, the following performance of the pantograph 1 can be improved by setting the spring constants of the restoring springs 10FL, 10FR, 10RL, and 10RR to predetermined values, respectively (details will be described later).

Next, the overall configuration of the pantograph 1 will be described.
The boat support 15 is connected to an elevating mechanism 20 including a link (four-node link) that performs an elevating motion. The boat bodies 3 and 4 are pressed against the trolley wire T by the elastic force of the restoring spring 10 after the lifting mechanism 20 is lifted. The link of the elevating mechanism 20 includes an upper frame 21 that extends in the front-rear direction. The upper end of the upper frame 21 is connected to the boat support 15 via the connecting portion 23. The lower end side of the upper frame 21 has a shape bent in a dogleg shape. The upper end of the lower frame 27 is connected to the bent portion at the lower end of the upper frame 21 via the first node 25.

  The lower end side of the boat support 15 and the upper end side of the lower frame 27 are connected by a boat support link 29 disposed below the upper frame 21. The boat support link 29 is a link member that plays a role of maintaining the boat support 15 and the boat bodies 3 and 4 thereon in a normal posture. The upper end of the counter bar 33 is connected to the lower end of the upper frame 21 via the 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 27 is connected to the main shaft (second node) 41. The main shaft 41 is rotatably supported by a mounting flange 45 on the vehicle roof 2 and is connected to a main spring 43 disposed on the vehicle roof 2. The main spring 43 is a member that applies a rising force to the pantograph 1.

  The pantograph 1 moves up and down as follows. First, in order to raise the hull 3, the release mechanism (not shown) is released and the main spring 43 is contracted. Then, under the urging force of the main spring 43, the lower frame 27 rises in the U direction in FIG. 1 with the main shaft 41 as a fulcrum, and the movement of the lower frame 27 is transmitted to the upper frame 21 via the first node 25. At this time, the upper frame 21 rises in the U ′ direction in FIG. 1 with the first node 25 as a fulcrum, and the upper end side lifts the boat support 15 via the connecting portion 23. In this way, the boat bodies 3 and 4 are raised, and the sliding plates 3a and 4a are pressed against the trolley wire T. On the contrary, in order to lower the hulls 3 and 4, the lower frame 27 is lowered in the direction D in FIG. 1 with a folding cylinder (not shown). Then, the upper frame 21 rotates in the direction D ′ in FIG. 1 and the pantograph 1 is lowered. In such a folded state of the pantograph 1, the main spring 43 is in an extended state. The pantograph 1 can be locked in a folded state by locking the boat support 15 with a key device (not shown).

Next, the test results of the following performance of the pantograph according to the present embodiment will be described in detail.
FIG. 3 is a graph showing the theoretical calculation result of the follow-up performance of the pantograph when the hull displacement is in the center.
FIG. 4 is a graph showing experimental results of the following performance of the pantograph when the hull displacement is in the center.
FIG. 5 is a graph showing experimental results of the following performance of the pantograph at a position where the hull displacement is 75 mm from the center.
FIG. 6 is a graph showing the experimental results of the following performance of the pantograph at a position where the hull displacement is 150 mm from the center.
In these graphs, the vertical axis represents the following amplitude (unit: mm), and the horizontal axis represents the frequency (unit: Hz).

The graph of FIG. 3 shows the theoretical calculation result of the follow-up performance of the pantograph when the hull displacement is in the center (the center position in the left-right direction). The pantograph model assumed for calculation is the same as that shown in FIG. 2, and the front and rear hulls 3 and 4 and the four front and rear right and left restoring springs 10FL, 10FR, 10RL elastically supporting the hulls 3, 4 are used. 10RR. In this test, a spring having a spring constant k = 1.34 × 10 ⁻³ N / mm was adopted as a reference restoring spring. Hereinafter, the spring constants of the four restoring springs 10FL, 10FR, 10RL, and 10RR at the front, rear, left, and right are respectively represented by kFL (front left), kFR (front right), kRL (rear left), and kRR (rear right).

Each graph α, β, γ in FIG. 3 indicates the following performance of each pantograph.
The solid line graph α is a pantograph that assumes that the spring constants of the four restoring springs at the front, rear, left, and right are all the same (kFL = kFR = kRL = kRR = k).
The dotted line graph β is a pantograph assuming that the spring constants of the front left and right restoring springs are half the spring constants of the rear left and right restoring springs (kFL = kFR = 0.5 × k, kRL = kRR = k). It is.
The dashed-dotted line graph γ indicates that the spring constants of the front right and rear left restoring springs are half the spring constants of the front left and rear right restoring springs (kFR = kRL = 0.5 × k, kFL = It is a pantograph assuming kRR = k).
The graph α is a typical pantograph at present, the graph β is a pantograph similar to the aforementioned Patent Document 1 (Japanese Patent Publication No. 56-27042), and the graph γ is a pantograph according to the present invention.

  In this test, a pantograph mounted on a JR conventional train is assumed. The evaluation of the follow-up amplitude performance of the pantograph in this test is intended for the low frequency range, and the performance increases as the value of the follow-up amplitude mm (vertical axis) is large at a location where the frequency f (horizontal axis) is 10 Hz or less in FIG. The smaller the value, the lower the performance.

  According to FIG. 3, the graph β has a good tracking amplitude peak at around 6 Hz, and the graph γ has a good tracking amplitude peak at two locations near 3.5 Hz and 6 Hz. I understand. However, the graph α has a large downward projection near 5 Hz, and the following amplitude is about 2 mm near the minimum point. From this, the pantograph of the graph γ according to the present invention has a good tracking amplitude peak at two locations, and it is determined that the tracking amplitude performance is improved over the current graph α pantograph. it can.

Next, with reference to FIG. 4 to FIG. 6, the experimental results of each pantograph represented by the above-mentioned graphs α, β, γ will be described. 4 to 6, ◯ indicates pantograph measurement data corresponding to the graph α, Δ indicates pantograph measurement data corresponding to the graph β, and □ indicates pantograph measurement data corresponding to the graph γ.
In the case where the hull displacement shown in FIG. 4 is in the center (the center position in the left-right direction), a minimum point having a small following amplitude is observed in the vicinity of 4 Hz in the graph α in the same manner as that obtained in FIG. On the other hand, the graph γ according to the present invention has a minimum point higher than that of the graph α in the range from about 4 Hz to about 5 Hz, and it can be said that the following performance is improved in this frequency region.

When the hull deviation shown in FIG. 5 is a position 75 mm from the center, the following amplitude is larger in the graphs β and γ than in the graph α in the range of about 3.5 to 5 Hz, and about 4 .5 Hz, the following amplitude of the graph γ is larger than that of the graph β. Therefore, in this case, it can be said that the following performance is improved in the pantograph of the graph γ according to the present invention.
In the case where the hull displacement shown in FIG. 6 is a position 150 mm from the center, the graph α records the minimum points protruding downward at two locations of about 3.5 Hz and slightly over 5 Hz. On the other hand, in the graph γ according to the present invention, the tracking amplitude increases in the range of about 3 Hz to 5.5 Hz, and it can be seen that the tracking performance is improved.

  In addition, the normal trolley wire is suspended within the range of about 200 mm in the left-right direction. Therefore, as shown in FIGS. 4 to 6, the following amplitude performance on the actual route can be sufficiently confirmed by performing an experiment in which the displacement of the boat body takes a maximum of 150 mm from the center to the left and right.

  In the above embodiment, as a pantograph according to the present invention, the spring constants of the front right and rear left restoring springs are half the spring constants of the front left and rear right restoring springs (kFR = kRL = 0.5 Xk, kFL = kRR = k), but not limited to this, the spring constants of the front right and rear left restoring springs are larger than the spring constants of the front left and rear right restoring springs. Decreasing, setting the spring constant to a value other than half, making the spring constants of the restoring springs all different, making it easier to excite the rolling vibration and vertical translation vibration of the hull, or combining them The following performance improvement effect similar to the above-mentioned graph γ can also be obtained.

It is a mechanism figure which shows the pantograph which concerns on this Embodiment. It is the figure which modeled the pantograph. It is a graph which shows the theoretical calculation result of the following performance of a pantograph in case a hull deviation is the center. It is a graph which shows the experimental result of the tracking performance of a pantograph in case a hull deviation is the center. It is a graph which shows the experimental result of the follow-up performance of a pantograph in the position whose hull deviation is 75 mm from the center. It is a graph which shows the experimental result of the follow-up performance of a pantograph in the position whose ship body displacement is 150 mm from the center.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Pantograph 2 Body roof 3, 4 Boat body 3a, 4a Sliding board 10 (10FL, 10FR, 10RL, 10RR) Restoration spring 15 Boat support 20 Lifting mechanism

Claims (8)

The hull pressed against the trolley line (feed line),
A restoring spring that elastically supports the left and right sides of the hull,
An elevating mechanism for elevating and lowering the boat body via the restoring spring;
A pantograph comprising
The pantograph, wherein the spring constant of the restoring spring is different on the left and right. At least two front and rear hulls pressed against the trolley line (feed line),
A restoring spring that elastically supports each of the hulls on the left and right;
An elevating mechanism for elevating and lowering the boat body via the restoring spring;
A pantograph comprising
The pantograph characterized in that the spring constant of the restoring spring is different between front and rear and left and right. At least two front and rear hulls pressed against the trolley line (feed line),
A restoring spring that elastically supports each of the hulls on the left and right;
An elevating mechanism for elevating and lowering the boat body via the restoring spring;
A pantograph comprising
The mass of the hull is different before and after,
The pantograph characterized in that the spring constant of the restoring spring is different between front and rear and left and right.   The pantograph according to claim 3, wherein all of the spring constants of the restoring springs are different. The hull pressed against the trolley line (feed line),
A restoring spring that elastically supports the left and right sides of the hull,
An elevating mechanism for elevating and lowering the boat body via the restoring spring;
A pantograph derailment prevention method comprising:
A method for preventing a pantograph derailment, wherein the spring constant of the restoring spring is varied between right and left to excite rolling vibration of the boat body to a certain extent. At least two front and rear hulls pressed against the trolley line (feed line),
A restoring spring that elastically supports each of the hulls on the left and right;
An elevating mechanism for elevating and lowering the boat body via the restoring spring;
A pantograph derailment prevention method comprising:
A pantograph line-separation prevention method characterized by exciting the rolling vibration and vertical translational vibration of the boat body to a certain extent by making the spring constant of the restoring spring different from front to back and from side to side. At least two front and rear hulls pressed against the trolley line (feed line),
A restoring spring that elastically supports each of the hulls on the left and right;
An elevating mechanism for elevating and lowering the boat body via the restoring spring;
A pantograph derailment prevention method comprising:
While making the mass of the hull different between the front and rear, making the natural frequency of each of these hulls different,
A pantograph line-separation prevention method characterized by exciting the rolling vibration and vertical translational vibration of the boat body to a certain extent by making the spring constant of the restoring spring different from front to back and from side to side. 8. The pantograph line separation prevention method according to claim 7, wherein all the spring constants of the restoring springs are made different to excite rolling vibration and vertical translation vibration of the boat body to a certain extent.

Images