JP2006264375A - Trolley line for railway and cross-section shape setting method of trolley line for railway - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a trolley line for a railway made of the same material and capable of extending fatigue life under the same load longer than that of a conventional one. <P>SOLUTION: A cross-section shape of the trolley line 10 has a lower part 11 positioned below and constituted of a part of a first circle, a grooved part 12 having roughly doglegged or roughly reversely doglegged grooves on both left and right sides and an upper part 13 connected to a part above the grooved part 12, and a value of breadth which is a width in the horizontal direction at each of positions in the vertical direction of the upper part 13 is set so as to be larger than a value of breadth at each of positions in the vertical direction of a small arc part of a conventional type trolley line of a grooved circular cross-section shape and so that an upper edge 13al of the upper part 13 becomes a flat straight line in the horizontal direction (left and right direction). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an improvement in a railway trolley wire and a method for setting a cross-sectional shape of the railway trolley wire.

  Conventionally, a train line is used as a configuration for supplying electric power to electric vehicles (including trains and electric locomotives) of electric railways including conventional lines and bullet trains. As shown in the side view of FIG. 5 (A), this train line 100 is of a “compound catenary type” overhead line system, and has a trolley line 110, a suspension line 102, a dropper 103, and an auxiliary suspension line 104. And a hanger 105. In addition, the overhead wire system includes a simple catenary type composed only of a suspended overhead line and a hanger, and a modified Y simple catenary type having “Y line” in addition to the suspended overhead line and the hanger.

  The trolley wire 110 is a power collecting device of a railway electric vehicle 202 that runs on the rail 201, for example, a sliding plate (not shown) made of carbon or copper alloy in the current collecting boat 203a of the pantograph 203, An overhead electric wire that moves while in contact. Since the trolley wire 110 is required to have low electrical resistance (high conductivity) and high mechanical strength, it is generally hard copper (pure copper: Cu), or a trace amount of silver (Au ) And tin (Sn) added to a copper alloy.

  The trolley wire 110 is suspended by a substantially vertical hanger 105, the hanger 105 is supported by an auxiliary suspension wire 104, the auxiliary suspension wire 104 is suspended by a substantially vertical dropper 103, and the dropper 103 is suspended by a suspension wire 102. It is supported. Although not shown, the support point 101 of the suspension line 102 is supported by a beam (beam material), a power pole, or the like. With such a configuration, the trolley wire 110 is installed above the rail (track) of the railway so as to have a substantially constant height.

  FIG. 5B shows a cross section of a conventional trolley wire 110 (a cross section perpendicular to the longitudinal direction of the trolley wire 110). As shown in FIG. 5B, the cross section of the conventional trolley wire 110 includes a large arc portion 111, a grooved portion 112, and a small arc portion 113. The lower edge 111a of the large arc part 111 is an arc, and the upper edge 113a of the small arc part 113 is also an arc having the same center and the same radius as the arc 111a of the lower edge of the large arc part 111. For this reason, in the grooved portion 112, if the lower edge 111a of the large arc portion 111 is extended, it matches the upper edge 113a of the small arc portion 113, and if the upper edge 113a of the small arc portion 113 is extended, the large arc portion 111 is reached. It matches the lower edge 1131. A broken line 112e in FIG. 5B is a virtual line. The circle to which the arc that is the lower edge 111a of the large arc portion 111 and the arc that is the upper edge 113a of the small arc portion 113 belong is hereinafter referred to as a “first circle”.

On both the left and right sides of the grooved portion 112, a substantially "<"-shaped or substantially "reverse" -shaped groove 114 is formed. These grooves 114 are portions to be gripped directly by the ear (not shown) is hanger is disposed at the lower end of the hanger 105 as described above, the opening angle theta _x is for example 88 degrees (above the horizontal position 51 degrees and 27 degrees below the horizontal position).

The cross-sectional area of the trolley wire is 110 mm ² (square millimeter) for the main line of the conventional line, 85 mm ² for the side line of the conventional line, and 170 mm ² for the Shinkansen. The shape is similar to the shape of the trolley wire 110 shown in FIG. The lower part of the trolley wire gradually wears due to sliding of the pantograph sliding plate, but if it wears to some extent, the cross-sectional strength after wear is lower than the specified tensile strength of the trolley wire, so it is dangerous. Use limits for wear are set. For example, in the case of a trolley wire (cross-sectional area: 110 mm ² ) for a main line of a conventional line, when the remaining lateral width after wear reaches 7.5 mm with respect to a diameter of 12.34 mm (millimeter) before use. Stipulated to replace the trolley wire.

Further, in the above-described conventional trolley wire for main line (accurate cross-sectional area: 110.93 mm ² ), the radius of the first circle is 6.17 mm. Further, the distance from the neutral axis to the upper end of the cross section (the highest point of 113a) is 6.32 mm. Further, the lateral width (width in the left-right direction in FIG. 5B) at the most intruded portion of the left and right grooves 114 is 6.85 mm. Moreover, the cross-sectional secondary moment is 1100.23 mm ⁴ . The linear density (weight per unit length) is 0.988 kg / m. Further, the value of the strain coefficient α described later is 0.191 mm ⁻¹ .

  Recently, the speed of trains has been pursued on both conventional and Shinkansen lines. As the train speed increases, the sliding speed of the pantograph sliding plate increases. Where the pantograph sliding plate is in contact with the trolley wire, a force that pushes the trolley wire upward (hereinafter referred to as “pantograph push-up force”) is applied, and the section of the trolley wire has bending strain. Occurs and bending stress is generated. In addition, due to the densification of train diamonds, bending stress repeatedly acts at each location in the longitudinal direction of the trolley wire, so “fatigue life” is an issue, and a trolley wire with a longer fatigue life is required (for example, , See Patent Document 1). For this reason, recently, a CS trolley wire in which a steel wire is put in the center of a hard copper wire, a TA trolley wire in which the inside is formed of a steel core and aluminum is used on the surface, etc. are also used.

However, since the CS trolley wire and the TA trolley wire are expensive, there is a strong demand for extending the fatigue life under the same load while keeping the trolley wire made of the same material such as general hard copper.
Japanese Patent Laid-Open No. 10-096036

  The present invention has been made to solve the above problems, and the problem to be solved by the present invention is to provide a railway trolley wire that is made of the same material and can extend the fatigue life at the same load as compared with the conventional one. It is to provide.

In order to solve the above problem, a railway trolley wire according to claim 1 of the present invention is provided.
An electric wire made of a conductive metal material containing copper (Cu) and having a predetermined cross-sectional area. It is mounted on a pantograph slide plate of an electric car, which is a train and an electric locomotive, installed at a substantially constant height above the railroad track. A railway trolley wire that supplies electric power to the electric vehicle by sliding a lower surface,
The cross-sectional shape is constituted by a part of a lower circle that is an arbitrary circle, and is located below, and is substantially "<" shape or substantially "reverse" on the left and right sides above the lower part. A grooved portion having a letter-shaped groove, and an upper portion connected to the grooved portion,
The width value, which is the horizontal width at each vertical position of the upper portion, is larger than the width value at each vertical position of the small arc portion of the conventional trolley wire having a grooved circular cross-sectional shape. It is set so that it becomes.

Moreover, the railway trolley wire according to claim 2 of the present invention is:
In the railway trolley wire according to claim 1,
The lower part is constituted by a lower half circle of two semicircles obtained by dividing the lower part circle in half by a horizontal line passing through the center point thereof.

Moreover, the railway trolley wire according to claim 3 of the present invention is:
In the railway trolley wire according to claim 1,
The upper edge of the upper part is constituted by a horizontal straight line.

Moreover, the railway trolley wire according to claim 4 of the present invention is:
The railway trolley wire according to claim 3,
A first connecting curve between the left or right end of the horizontal straight line and the upper end of the grooved portion such that the value of the lateral width increases as it descends toward the upper end of the grooved portion. Alternatively, the first connecting oblique line is used.

Moreover, the railway trolley wire according to claim 5 of the present invention is
The railway trolley wire according to claim 3,
A space between the left or right end of the horizontal straight line and the upper end of the grooved portion is configured by a straight line in the vertical direction in which the width value is constant.

Moreover, the railway trolley wire according to claim 6 of the present invention is:
In the railway trolley wire according to claim 1,
The upper edge of the upper part is constituted by an upper edge curve that is convex upward.

Moreover, the railway trolley wire according to claim 7 of the present invention is
The railway trolley wire according to claim 6,
A second connecting curve between the left or right end of the upper edge curve and the upper end of the grooved portion such that the value of the lateral width increases as it descends toward the upper end of the grooved portion. Alternatively, the second connecting oblique line is used.

A railway trolley wire according to claim 8 of the present invention is
The railway trolley wire according to claim 6,
A space between the left or right end of the upper edge curve and the upper end of the grooved portion is constituted by a straight line in the vertical direction in which the value of the lateral width is constant.

Moreover, the railway trolley wire according to claim 9 of the present invention is
In the railway trolley wire according to claim 1,
A space between the lower end of the grooved portion and the upper end of the lower portion is constituted by a third connecting curve.

Moreover, the railway trolley wire according to claim 10 of the present invention is
In the railway trolley wire according to claim 1,
The lower end of the grooved portion is connected to an outer edge portion of the lower portion when the width value of the lower portion becomes a use limit value after wear.

Moreover, the cross-sectional shape setting method of the railway trolley wire according to claim 11 of the present invention is as follows.
An electric wire made of a conductive metal material containing copper (Cu) and having a predetermined cross-sectional area. It is mounted on a pantograph slide plate of an electric car, which is a train and an electric locomotive, installed at a substantially constant height above the railroad track. A method of setting a cross-sectional shape of a railway trolley wire that supplies electric power to the electric vehicle by sliding a lower surface,
The cross-sectional shape is composed of a part of a lower circle, which is an arbitrary circle, and a lower part positioned below, and a substantially "<" shape or substantially "reverse" on both the left and right sides above the lower part. A grooved portion having a letter-shaped groove, and an upper portion connected to the grooved portion above,
The width value, which is the horizontal width at each vertical position of the upper portion, is larger than the width value at each vertical position of the small arc portion of the conventional trolley wire having a grooved circular cross-sectional shape. It is set so that it becomes.

  According to the railroad trolley wire and the railroad trolley wire cross-sectional shape setting method according to the present invention, an electric wire made of a conductive metal material containing copper (Cu) and having a predetermined cross-sectional area, above the railroad track. A railway trolley wire that supplies electric power to the electric vehicle by sliding the lower surface of a pantograph sliding plate of an electric vehicle that is a train and an electric locomotive installed at a substantially constant height, the cross section of the trolley wire A groove having a lower portion formed by a part of the first circle and having a substantially "<" shape or a substantially "reverse" shape groove on both the left and right sides of the lower portion. The width of the horizontal width, which is the horizontal width at each vertical position of the upper portion, is equal to that of the conventional trolley wire with a grooved circular cross-sectional shape. Above the upper part so that it is larger than the width value at each vertical position of the small arc part. Is set to be a flat straight line in the horizontal direction (left-right direction), so that bending strain at the upper edge position of the trolley wire cross section can be reduced. The fatigue life can be extended.

  The embodiments described below are electric wires made of a metal material containing copper (Cu) and having a predetermined cross-sectional area, and are trains and electric locomotives that are installed at a substantially constant height above the railroad tracks. A railroad trolley wire that supplies electric power to the electric vehicle by sliding a lower surface of a pantograph sliding plate of the electric vehicle, the cross-sectional shape of the trolley wire being located below and configured by a part of a first circle A lower portion that is positioned above the lower portion, and a grooved portion having a substantially "<"-shaped or substantially "reverse" -shaped groove on both left and right sides, and an upper portion that is connected above the grooved portion. The horizontal width value that is the horizontal width at each vertical position in the upper part is greater than the horizontal width value at each vertical position of the small arc portion of the conventional trolley wire having a grooved circular cross-sectional shape. The upper edge of the upper part should be a flat line in the horizontal direction (left-right direction) The bending strain at the position of the upper edge of the trolley wire cross section can be reduced, which can extend the fatigue life of the trolley wire under the same load, and realize the present invention. It is the best form as a structure for doing.

  Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a cross-sectional view showing a configuration of a trolley wire according to a first embodiment of the present invention.

  As shown in FIG. 1, the cross section of the trolley wire 10 according to the first embodiment includes a lower part 11, a grooved part 12, and an upper part 13. The lower part 11 is located below the cross section of the trolley wire 10. The lower edge 11a of the lower portion 11 is an arc that forms a part of the first circle, that is, the lower half of two semicircles formed by dividing the first circle in half by a horizontal line passing through the center point. It is a semicircle on the side. Further, the lower portion 11 is above the upper ends of the left and right sides of the lower edge 11a, and is a portion of a curve 16 (hereinafter referred to as “third connection curve”) 16 whose contour is not a circular arc of a first circle (hereinafter referred to as “third connection curve”). Height position P14, height position P13, and the contour line portion between them). Therefore, in the cross section of the trolley wire 10 of the first embodiment shown in FIG. 1, the upper end of the contour line of the lower portion 11 is the left upper end where the height position is P13 and the right side where the height position is P13. It becomes the upper end of. Moreover, the upper end of the outline of the lower part 11 is a lower end of the outline of the grooved part 12 described below.

The grooved portion 12 is located above the lower portion 11. On the left and right sides of the grooved portion 12, a substantially “<”-shaped or substantially “reverse” -shaped groove 14 is formed. These grooves 14 are portions to be gripped directly by the ear (not shown) is hanger is disposed at the lower end of the hanger 105 as described above, opening angle theta _a, for example 88 degrees (above the horizontal position 51 degrees and 27 degrees below the horizontal position). The upper end of the contour line of the grooved portion 12 is a left upper end where the height position is P15 and a right upper end where the height position is P15. Moreover, the upper end of the outline of the grooved part 12 becomes the lower end of the outline of the upper part 13 to be described next. Of the contour line of the grooved portion 12, the contour between the upper end of the upper diagonal straight line (the point at which the height position is P12) and the contour point of the upper part 13 described later between the point at which the height position is P11. The line portion is a curve (hereinafter referred to as “second adjustment curve”) 15 that is not an arc, and the point at the height position P15 is the horizontal direction (in FIG. 1) of the portion of the second adjustment curve 15. The width in the left and right direction is the maximum. The substantially lower half of the second adjustment curve 15 on the left side is a curve that smoothly connects the position where the height position of the left contour line of the grooved portion 12 is P12 and the position where the height position is P15. ing. The substantially lower half of the second adjustment curve 15 on the right side is a curve that smoothly connects the position where the height position of the right contour line of the grooved portion 12 is P12 and the position where the height position is P15. ing.

  The upper part 13 is located above the grooved part 12. The outline of the upper portion 13 has an upper edge 13 a 1, a first adjustment curve 13 a 3, a first connection curve 13 a 2, and a substantially upper half of the second adjustment curve 15. The upper edge 13a1 is a flat straight line in the horizontal direction (left-right direction in FIG. 1). The first connection curve 13a2 is provided between the left end or the right end of the first adjustment curve 13a3 and the upper end of the grooved portion (the point at which the height position P15 is reached), and is near the end of the upper edge 13a1. The curve is such that the value of the lateral width (the width in the left-right direction in FIG. 1) increases as it descends toward the upper end of the grooved portion 12 (the point at which the height position P15 is reached). The first connecting curve 13a2 may use an arc that forms a part of the first circle. Alternatively, the first connection curve 13a2 may use an arc that forms a part of a circle different from the first circle. The first connection curve 13a2 may be a curve that is not an arc.

  The left first adjustment curve 13a3 is a curve that smoothly connects the left end of the upper edge 13a1, which is a horizontal straight line, and the left upper end of the left first connection curve 13a2. Further, the first adjustment curve 13a3 on the right side is a curve that smoothly connects the right end of the upper edge 13a1 that is a straight line in the horizontal direction and the upper end on the right side of the first connection curve 13a2 on the right side. Further, the substantially upper half of the second adjustment curve 15 on the left side smoothly smoothes the lower end on the left side of the first connection curve 13a2 on the left side and the upper end on the left side of the outline of the grooved portion 12 (the point at the height position P15). It is a curve to connect. Further, the substantially upper half of the second adjustment curve 15 on the right side smoothly smoothes the lower end on the right side of the first connection curve 13a2 on the right side and the upper end on the right side of the outline of the grooved portion 12 (the point at the height position P15). It is a curve to connect.

Is a first embodiment of the present invention shown in FIG. 1 the trolley wire 10, the cross-sectional area has a 109.72Mm ^2, the trolley wire (cross sectional area: 110 mm ²⁾ for the main line of the conventional lines can be used as It has become. Other main dimensions are as follows. That is, the length between the left and right ends of the upper edge 13a1 that is a horizontal straight line is 7.27 mm, the horizontal width at the height position P15 (the length between the left and right ends of the line segment L15) is 9.71 mm, horizontal The height difference from the height position of the upper edge 13a1 which is a straight line in the direction to the height position of the point P17 where the groove 14 enters most is 3.80 mm, and the point P14 from the height position of the upper edge 13a1 which is a straight line in the horizontal direction. The height difference to the height position (distance from the neutral axis to the upper end of the cross section (upper edge 13a1)) is 5.72 mm. In addition, the moment of inertia of the cross section is 1046.88 mm ⁴ . Further, the value of the strain coefficient α described later is 0.177 mm ⁻¹ .

  With the configuration as described above, in the trolley wire 10 according to the first embodiment of the present invention shown in FIG. 1, the value of the lateral width (7.27 mm to 7) which is the horizontal width at each vertical position of the upper portion 13. 9.71 mm) is larger than the lateral width value at each vertical position of the small arc portion 113 (see FIG. 5B) of the conventional trolley wire 110 having a grooved circular cross-sectional shape.

  As a result of adopting the cross-sectional shape as shown in FIG. 1, in the trolley wire 10 which is the first embodiment of the present invention shown in FIG. 1, the value of the bending strain near the center of the upper edge 13a1 which is a horizontal straight line is It becomes smaller than the value of the bending strain at the upper end of the small arc portion 113 (see FIG. 5B) of the conventional trolley wire 110 having a grooved circular cross section. Hereinafter, this operation will be described.

Considering a virtual trolley wire cross section, P is a pantograph push-up force acting on the trolley line from below, P is the distance from the neutral axis to the top of the cross section, and Young's modulus (elastic modulus) is E. The secondary moment of section is I (English capital letter A), the tension acting on the trolley wire is T, the traveling speed of the electric vehicle is v, and the linear density (weight per unit length in the trolley wire longitudinal direction) is Assuming that ρ is the velocity at which the impact pushed up by the pantograph propagates as a wave, c {= (T / ρ) ^1/2 }, the bending strain at the upper end position of the trolley wire is expressed by the following equation (1). Is done.

  In the above equation (1), the parameters related to the cross-sectional shape of the trolley wire are the distance l from the neutral axis to the top of the cross-section (English letter L), the secondary moment I (English capital letter A), and the wave propagation velocity c It is. Therefore, when the above formula (1) is viewed with respect to l (lowercase letter L), I (uppercase letter A), and c, the shorter the distance l (lowercase letter L) from the neutral axis to the top of the section, or the section 2 It can be seen that the bending strain at the upper end position of the trolley wire becomes smaller as the next moment I (English capital letter A) is larger (hard to bend) or the linear density is small (cross-sectional area is small). However, reducing the cross-sectional area is not preferable in terms of allowable stress of the trolley wire, wear limit, and the like. Therefore, in the following, the investigation will be focused on the distance l (lowercase letter L) from the neutral axis to the upper end of the section and the second moment of section I (uppercase letter A). From the above equation (1), the bending strain at the upper end position of the trolley wire depends on the following equation (2) when the same tension T, the same material, the same traveling speed v, and the same pantograph pushing force P are applied. Become. Hereinafter, the parameter represented by the following formula (2) is referred to as “strain coefficient” α.

  In the above equation (2), in order to obtain the distance l (lowercase letter L) from the neutral axis to the upper end of the cross section, it is necessary to obtain the centroid of the trolley line. The x coordinate of the centroid of an arbitrary figure (not shown) is generally expressed by the following expression (3), and the y coordinate of the centroid of this arbitrary figure is generally expressed by the following expression (4). Here, A is the sectional area of the trolley wire.

  Since the trolley line is bilaterally symmetric, the vertical straight line (straight line parallel to the y axis) passing through the x coordinate of the centroid represented by the above formula (3) coincides with the bilateral symmetry axis of this figure. Here, it is assumed that the left-right symmetry axis of this figure is the y-axis (vertical straight line with x = 0). In this way, only y needs to be considered. A horizontal straight line (straight line parallel to the axis) passing through the y-coordinate position represented by the above formula (4) is a “neutral axis” where the bending strain becomes zero. Now, in order to shorten the distance l (lowercase letter L) from the neutral axis to the upper end of the cross section, it is necessary to increase the value of y. From the above equation (4), ydA should be increased. become. If the width of this figure is b (y) which is a function of y and the minute value of y is dy, then the minute area dA = b (y) × dy, so the above equation (4) can be expressed by the following equation (4) 5).

  Next, the cross-sectional secondary moment I (English capital letter eye) around the x-axis passing through the inside of the arbitrary figure is generally expressed by the following formula (6).

  Here, as described above, since the minute area dA = b (y) × dy, the above expression (6) can be expressed as the following expression (7).

  Substituting the above equation (6) and the above equation (7) into the above equation (2) yields the following equation (8).

From the above formula (8), when the value of b (y), which is the width of the figure near the upper end of the figure (the y coordinate is close to y _max ), is increased, the neutral axis moves to the upper end side. Since the denominator of 8) becomes large, it can be seen that the value of α (strain coefficient) in the above equation (8) becomes small as a result.

FIG. 4 is a graph showing changes in the strain coefficient α associated with wear in the trolley wire and the conventional trolley wire of each example of the present invention. In the graph of FIG. 4, the horizontal axis represents the wear amount (unit: millimeter), and the vertical axis represents the strain coefficient α (unit: mm ⁻¹ ). In the graph of FIG. 4, a broken line GT110 connecting black rhombus points is a result of performing a simulation calculation on the above-described conventional trolley line 110 (for a conventional main line having a cross-sectional area of 110 mm ² ). Further, in the graph of FIG. 4, a broken line GT110-A connecting black square points is simulated for the trolley line 10 of the first embodiment described above (for a conventional main line having a cross-sectional area of about 110 mm ² ). It is the result of having performed.

From the graph of FIG. 4, the broken line GT110-A showing the change in the strain coefficient of the trolley wire 10 of the first embodiment (for a conventional main line having a cross-sectional area of about 110 mm ² ) is the conventional trolley wire 110 (having a cross-sectional area of It can be seen that it is consistently lower (lower value) than the broken line GT110 showing the change in the strain coefficient of the 110 mm ² conventional line main line). Thus, if the trolley wire 10 having the cross-sectional shape shown in FIG. 1 is used, the strain coefficient α can be reduced, thereby reducing the bending strain at the position of the upper edge 13a1 of the trolley wire cross section. As a result, the fatigue life of the trolley wire 10 under the same load can be extended.

  The present invention can be realized by a configuration different from that of the first embodiment. Hereinafter, a second embodiment of the present invention will be described with reference to FIG. FIG. 2 is a cross-sectional view showing the configuration of the trolley wire according to the second embodiment of the present invention.

  As shown in FIG. 2, the cross section of the trolley wire 20 of the second embodiment includes a lower part 21, a grooved part 22, and an upper part 23. The lower portion 21 is located below the cross section of the trolley wire 20. The lower edge 21a of the lower portion 21 is an arc that forms a part of the first circle, that is, the lower half of two semicircles formed by dividing the first circle in half by a horizontal line passing through the center point. It is a semicircle on the side. Further, the lower portion 21 is above the upper ends on both the left and right sides of the lower edge 21a, and is a portion of a curve 26 (hereinafter referred to as a “third connection curve”) 26 whose contour is not a circular arc of the first circle (refer to FIG. 2). Height position P24, height position P23, and the contour line portion between them). Therefore, in the cross section of the trolley wire 20 of the second embodiment shown in FIG. 2, the upper end of the contour line of the lower portion 21 is the left upper end where the height position is P23 and the right side where the height position is P23. It becomes the upper end of. Moreover, the upper end of the outline of the lower part 21 is a lower end of the outline of the grooved part 22 to be described next.

The grooved portion 22 is located above the lower portion 21. On the left and right sides of the grooved portion 22, a substantially “<”-shaped or substantially “reverse” -shaped groove 24 is formed. These grooves 24 are portions to be gripped directly by the ear (not shown) is hanger is disposed at the lower end of the hanger 105 as described above, the opening angle theta _b, for example 88 degrees (above the horizontal position 51 degrees and 27 degrees below the horizontal position). The upper end of the contour line of the grooved portion 22 is the left upper end where the height position is P21 and the right upper end where the height position is P21. Moreover, the upper end of the outline of the grooved part 22 becomes the lower end of the outline of the upper part 23 to be described next. Of the contour lines of the grooved portion 22, the contour line portion between the upper end of the upper diagonal straight line (the point at which the height position is P22) and the point at which the height position is P21 is a curve that is not an arc (hereinafter referred to as a circular arc). , Which is referred to as “second adjustment curve”) 25, and the point of the height position P 21 has the maximum width in the horizontal direction (left and right direction in FIG. 2) in the portion of the second adjustment curve 25. Yes.

  The upper part 23 is located above the grooved part 22. The outline of the upper part 23 has an upper edge 23a1, a first adjustment curve 23a3, and an upper part side edge 23a2. The upper edge 23a1 is a straight line in the horizontal direction (left and right direction in FIG. 2). Further, the upper portion side edge 23a2 is a flat line in the vertical direction in which the width value is constant.

  The left first adjustment curve 23a3 is a curve that smoothly connects the left end of the upper edge 23a1, which is a horizontal straight line, and the left upper end of the left upper side edge 23a2, which is a vertical straight line. The right first adjustment curve 23a3 is a curve that smoothly connects the right end of the upper edge 23a1 that is a horizontal straight line and the right upper end of the right upper side edge 23a2 that is a vertical straight line. Yes.

It is a second embodiment of the present invention shown in FIG. 2 trolley wire 20, the cross-sectional area has a 110.41Mm ^2, the trolley wire (cross sectional area: 110 mm ²⁾ for the main line of the conventional lines can be used as It has become. Other main dimensions are as follows. That is, the horizontal width at the height position P21 (the length between the left and right ends of the line segment L21) is 9.75 mm, and the point P27 where the groove 24 enters most from the height position of the upper edge 23a1, which is a horizontal straight line. The height difference to the height position is 3.70 mm, and the height difference from the height position of the upper edge 23a1 which is a horizontal straight line to the height position of the point P24 (distance from the neutral axis to the upper end of the cross section (upper edge 23a1). ) Is 5.60 mm. The cross-sectional secondary moment is 1058.97 mm ⁴ . The value of the strain coefficient α described above is 0.172 mm ⁻¹ .

  With the configuration as described above, in the trolley wire 20 according to the second embodiment of the present invention shown in FIG. 2, the horizontal width value (the horizontal width at the position of the upper portion side edge 23 a 2 in the upper portion 23 ( 9.75 mm) is larger than the width value at each vertical position of the small arc portion 113 (see FIG. 5B) of the conventional trolley wire 110 having a grooved circular cross-sectional shape.

Here, FIG. 4, that is, a graph showing a change in the strain coefficient α accompanying wear on the trolley wire of each embodiment of the present invention and the conventional trolley wire, is seen. In the graph of FIG. 4, a broken line GT110 connecting black rhombus points is a result of performing a simulation calculation on the above-described conventional trolley line 110 (for a conventional main line having a cross-sectional area of 110 mm ² ). Further, in the graph of FIG. 4, a broken line GT110-B connecting black triangular points is simulated for the trolley line 20 of the second embodiment described above (for a conventional main line having a cross-sectional area of about 110 mm ² ). It is the result of having performed.

From the graph of FIG. 4, the broken line GT110-B showing the change in the strain coefficient of the trolley wire 20 of the second embodiment (for a conventional main line having a cross-sectional area of about 110 mm ² ) is the conventional trolley wire 110 (having a cross-sectional area of It can be seen that the values are consistently lower (values are lower) than the broken line GT110 that shows the change in the strain coefficient of the 110 mm ² conventional line main line). Thus, if the trolley wire 20 having the cross-sectional shape shown in FIG. 2 is used, the strain coefficient α can be reduced, thereby reducing the bending strain at the position of the upper edge 23a1 of the trolley wire cross section. As a result, the fatigue life of the trolley wire 20 under the same load can be extended.

  The present invention can be realized by a configuration different from the first and second embodiments. The third embodiment of the present invention will be described below with reference to FIG. FIG. 3A is a cross-sectional view showing a configuration of a trolley wire according to a third embodiment of the present invention.

  As shown in FIG. 3 (A), the cross section of the trolley wire 10A of the third embodiment has a lower portion (not shown; the same as the lower portion 11 in the first embodiment), a grooved portion 12A, An upper portion 13A is provided. About a lower part (not shown), since it is the same shape as the lower part 11 in 1st Example, the description is abbreviate | omitted.

The grooved portion 12A is located above the lower portion (not shown). On both the left and right sides of the grooved portion 12A, a substantially "<"-shaped or substantially "reverse" -shaped groove 14A is formed. These grooves 14A are locations that are directly gripped by ears (not shown) that are suspension fittings disposed at the lower end of the hanger 105 described above, and the opening angle θ _a1 is, for example, 88 degrees (above the horizontal position) 51 degrees and 27 degrees below the horizontal position). The upper end of the contour line of the grooved portion 12A is the left upper end where the height position is P15A and the right upper end where the height position is P15A. Further, the upper end of the contour line of the grooved portion 12A is the lower end of the contour line of the upper portion 13A described below. Of the contour of the grooved portion 12A, the contour between the upper end of the upper diagonal line (the point at which the height position is P12A) and the point between the contour of the upper portion 13A to be described later whose height is P11A The line portion is a non-circular curve (hereinafter referred to as “second adjustment curve”) 15A, and the point at the height position P15A is the horizontal direction (FIG. The width in the left-right direction in A) is the maximum. The substantially lower half of the second adjustment curve 15A on the left side is a curve that smoothly connects the position where the height position of the left contour line of the grooved portion 12A is P12A and the position where the height position is P15A. ing. The substantially lower half of the second adjustment curve 15A on the right side is a curve that smoothly connects the position where the height position of the right contour line of the grooved portion 12A is P12A and the position where the height position is P15A. ing.

  The upper portion 13A is located above the grooved portion 12A. The outline of the upper portion 13A has an upper edge 13a1A, a first connection curve 13a2A, and an upper half of the second adjustment curve 15A. The upper edge 13a1A is an upwardly convex curve (hereinafter referred to as “upper edge curve”). The first connecting curve 13a2A is provided between the left end or the right end of the upper edge curve 13a1A and the upper end of the grooved portion (the point at which the height position P15 is reached), and from the vicinity of the end of the upper edge 13a1A. The curve is such that the value of the lateral width (the width in the left-right direction in FIG. 3A) increases as it descends toward the upper end of the grooved portion 12A (the point at which the height position P15A is reached). The first connecting curve 13a2A may use an arc that forms a part of the first circle. Alternatively, the first connection curve 13a2A may use an arc that forms a part of a circle different from the first circle. Alternatively, the first connection curve 13a2A may be a curve that is not an arc.

  Further, the substantially upper half of the second adjustment curve 15A on the left side smoothly smoothes the lower end on the left side of the first connection curve 13a2A on the left side and the upper end on the left side of the outline of the grooved portion 12A (the point of the height position P15A). It is a curve to connect. Further, the substantially upper half of the second adjustment curve 15A on the right side smoothly smoothes the lower end on the right side of the first connection curve 13a2A on the right side and the upper end on the right side (the point of the height position P15A) of the outline of the grooved portion 12A. It is a curve to connect.

  With the configuration as described above, the trolley wire 10A according to the third embodiment of the present invention shown in FIG. 3 (A) has the upper edge of the upper portion of the trolley wire 10 according to the first embodiment instead of a flat line. It can be said that it has been changed to a convex upper edge curve, and the value of the horizontal width, which is the horizontal width at each vertical position of the upper portion 13A, is a conventional trolley wire 110 having a grooved circular cross-sectional shape. The small arc portion 113 (see FIG. 5B) is larger than the width value at each vertical position.

  The present invention can also be realized by a configuration different from the first to third embodiments. The fourth embodiment of the present invention will be described below with reference to FIG. FIG. 3B is a cross-sectional view showing the configuration of the trolley wire according to the fourth embodiment of the present invention.

  As shown in FIG. 3B, the cross section of the trolley wire 20A of the fourth embodiment has a lower portion (not shown; the same as the lower portion 21 in the second embodiment), a grooved portion 22A, An upper portion 23A is provided. About a lower part (not shown), since it is the same shape as the lower part 21 in 2nd Example, the description is abbreviate | omitted.

The grooved portion 22A is located above the lower portion (not shown). On both left and right sides of the grooved portion 22A, a substantially “<”-shaped or substantially “reverse” -shaped groove 24 </ b> A is formed. These grooves 24A are locations that are directly gripped by ears (not shown) that are suspension fittings arranged at the lower end of the hanger 105, and the opening angle _θb1 is, for example, 88 degrees (above the horizontal position) 51 degrees and 27 degrees below the horizontal position). Moreover, the upper end of the outline of the grooved portion 22A is
This is the lower end of the outline of the upper portion 23A described next. Of the contour line of the grooved portion 22A, the contour line portion between the upper end of the upper diagonal straight line (the point at which the height position is P22A) and the point at which the height position is P21A is a curve that is not an arc (hereinafter referred to as a circular arc). , Referred to as “second adjustment curve”) 25A, and the point of the height position P21A has the maximum width in the horizontal direction (left and right direction in FIG. 3B) of the portion of the second adjustment curve 25A. It has become.

  The upper part 23A is located above the grooved part 22A. The outline of the upper part 23A has a first adjustment curve 23a3A and an upper part side edge 23a2A. The upper edge 23a1A is an upwardly convex curve (hereinafter referred to as “upper edge curve”). Moreover, the upper part side edge 23a2A is a straight line in the vertical direction in which the value of the lateral width is constant.

  The left first adjustment curve 23a3A is a curve that smoothly connects the left end of the upper edge 23a1A, which is an upwardly convex curve, and the upper left end of the left upper portion side edge 23a2A, which is a straight line in the vertical direction. . Further, the first adjustment curve 23a3A on the right side is a curve that smoothly connects the right end of the upper edge 23a1A, which is an upwardly convex curve, and the right upper end of the upper side edge 23a2A, which is a straight line in the vertical direction. ing.

  With the configuration as described above, the trolley wire 20A according to the fourth embodiment of the present invention shown in FIG. 3 (B) has the upper edge of the upper portion of the trolley wire 20 of the second embodiment not on the flat line but on the upper side. It can be said that it has been changed to a convex upper edge curve, and the value of the horizontal width, which is the horizontal width at each vertical position of the upper portion 23A, is a conventional trolley wire 110 having a grooved circular cross-sectional shape. The small arc portion 113 (see FIG. 5B) is larger than the width value at each vertical position.

  In the above-described embodiment, the first circle corresponds to the lower circle in the claims. The lower circle may be a circle having a radius different from the first circle.

  In addition, this invention is not limited to an above-described Example. The above-described embodiment is an exemplification, and any device having substantially the same configuration as the technical idea described in the claims of the present invention and having the same function and effect can be used. It is included in the technical scope of the present invention.

  For example, as a railroad trolley wire, other than the trolley wire described in each of the above embodiments, one having another configuration may be used.

  For example, instead of the first connecting curve in the above embodiment (for example, reference numeral 13a2 in the first embodiment), a first connecting oblique line that is a straight line in an oblique direction may be used.

  Further, instead of the second connecting curve in the above embodiment (for example, reference numeral 13a2A in the third embodiment), a second connecting oblique line which is a straight line in an oblique direction may be used.

The lower end of the grooved portion has a diameter 12 before use when the width value of the lower portion is a use limit value after wear (for example, a trolley wire for a conventional main line (cross-sectional area: 110 mm ² )). .34 mm (millimeters), when the remaining width after wear reaches 7.5 mm), it is configured to connect to the outer edge portion of the lower part (location where the width becomes 7.5 mm). Also good.

  INDUSTRIAL APPLICABILITY The present invention can be implemented in the manufacturing industry of electric wires or the like that manufactures railway trolley wires, or the railway business that operates electric railways, and can be used in these industries.

It is a cross-sectional view which shows the structure of the trolley wire which is 1st Example of this invention. It is a cross-sectional view which shows the structure of the trolley wire which is 2nd Example of this invention. It is a cross-sectional view which shows the structure of the trolley wire which is the other Example of this invention. It is a graph which shows the change of the distortion coefficient accompanying the abrasion in the trolley wire of each Example of this invention, and the conventional trolley wire. It is a figure explaining the structure of the conventional train track and trolley wire.

Explanation of symbols

10, 10A Trolley wire 11 Lower part 11a Lower edge 12, 12A Grooved part 13, 13A Upper part 13a1, 13a1A Upper edge 13a2 First connection curve 13a2A Second connection curve 13a3 First adjustment curve 14, 14A Groove 15, 15A First 2 Adjustment curve 16 3rd connection curve 20 Trolley line 21 Lower part 21a Lower edge 22 Grooved part 23 Upper part 23a1 Upper edge 23a2, 23a2A Upper part side edge 23a3, 23a3A First adjustment curve 24 Groove 25 Second adjustment curve 26 Second 3 connecting curve 100 train track 101 support point 102 suspension line 103 dropper 104 auxiliary suspension line 105 hanger 110 trolley wire 111 large arc part 111a lower edge 112 grooved part 112e virtual edge 113 small arc part 113a upper edge 114 groove 201 rail 202 rail Electric car 203 Pantograph 203a Current collection P13 lower portion upper end (the grooved portion lower end)
P15, P15A Grooved part upper end (upper part lower end)
P21 Groove top (upper bottom)
P23 Lower part upper end (grooved part lower end)
θ Groove opening angle

Claims (11)

An electric wire made of a conductive metal material containing copper (Cu) and having a predetermined cross-sectional area. It is mounted on a pantograph slide plate of an electric car, which is a train and an electric locomotive, installed at a substantially constant height above the railroad track. A railway trolley wire that supplies electric power to the electric vehicle by sliding a lower surface,
The cross-sectional shape is constituted by a part of a lower circle that is an arbitrary circle, and is located below, and is substantially "<" shape or substantially "reverse" on the left and right sides above the lower part. A grooved portion having a letter-shaped groove, and an upper portion connected to the grooved portion,
The width value, which is the horizontal width at each vertical position of the upper portion, is larger than the width value at each vertical position of the small arc portion of the conventional trolley wire having a grooved circular cross-sectional shape. A trolley wire for railways, characterized by being set to be In the railway trolley wire according to claim 1,
The trolley wire for railways, wherein the lower portion is constituted by a lower half circle of two semicircles obtained by dividing the lower portion circle in half by a horizontal line passing through the center point thereof. In the railway trolley wire according to claim 1,
The upper rim of the upper part is constituted by a horizontal straight line. The railway trolley wire according to claim 3,
A first connecting curve between the left or right end of the horizontal straight line and the upper end of the grooved portion such that the value of the lateral width increases as it descends toward the upper end of the grooved portion. Or a trolley wire for railways, characterized by being composed of a first connecting oblique line. The railway trolley wire according to claim 3,
A railway trolley wire characterized in that a space between the left or right end of the horizontal straight line and the upper end of the grooved portion is constituted by a vertical straight line in which the value of the lateral width is constant. . In the railway trolley wire according to claim 1,
The upper edge of the upper part is constituted by an upper edge curve that is convex upward. The railway trolley wire according to claim 6,
A second connecting curve between the left or right end of the upper edge curve and the upper end of the grooved portion such that the value of the lateral width increases as it descends toward the upper end of the grooved portion. Or a trolley wire for railways, characterized by being composed of a second connecting diagonal line. The railway trolley wire according to claim 6,
A railway trolley wire characterized in that a space between the left or right end of the upper edge curve and the upper end of the grooved portion is constituted by a straight line in the vertical direction in which the width value is constant. . In the railway trolley wire according to claim 1,
A railroad trolley wire characterized by comprising a third connecting curve between the lower end of the grooved portion and the upper end of the lower portion. In the railway trolley wire according to claim 1,
The trolley wire for railways, wherein a lower end of the grooved portion is connected to an outer edge portion of the lower portion when a width value of the lower portion becomes a use limit value after wear. An electric wire made of a conductive metal material containing copper (Cu) and having a predetermined cross-sectional area. It is mounted on a pantograph slide plate of an electric car, which is a train and an electric locomotive, installed at a substantially constant height above the railroad track. A method of setting a cross-sectional shape of a railway trolley wire that supplies electric power to the electric vehicle by sliding a lower surface,
The cross-sectional shape is composed of a part of a lower circle, which is an arbitrary circle, and a lower part positioned below, and a substantially "<" shape or substantially "reverse" on both the left and right sides above the lower part. A grooved portion having a letter-shaped groove, and an upper portion connected to the grooved portion above,
The width value, which is the horizontal width at each vertical position of the upper portion, is larger than the width value at each vertical position of the small arc portion of the conventional trolley wire having a grooved circular cross-sectional shape. A method for setting the cross-sectional shape of a railway trolley wire, characterized by:

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