JP2008245415A - Pantograph and method of improving following characteristics of pantograph - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a pantograph etc. having the following characteristics of a current collecting sliding portion to a trolley wire in a wide running speed range of a railway car without causing complication of the pantograph. <P>SOLUTION: The pantograph includes a current collecting sliding portion 10 contacting the trolley wire T, a supporting mechanism 30 for supporting the current collecting sliding portion 10 displaceably to a vehicle body, a variable magnetic spring element 100 provided on the supporting mechanism 30 and capable of changing a spring constant, and a control means for changing the spring constant of the variable magnetic spring element 100 depending on a dominant frequency at which the trolley wire T vibrates the current collecting sliding portion 10 when the railway car is running. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a pantograph that collects current from a trolley line in an electric railway, and a method for improving the following characteristics of such a pantograph. In particular, the present invention relates to a pantograph and a method for improving the tracking characteristic of a pantograph that can provide good tracking characteristics in a wide frequency band even when the excitation frequency from the trolley line changes due to a change in the speed of the vehicle or the like.

  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 height of the trolley wire with respect to the vehicle body is not constant. For example, there is a height change (unevenness) according to the arrangement interval of the hangers that support the trolley wire, so the pantograph hulls cycle from the trolley wire when the vehicle is running. Will be subject to fluctuations. Here, if the sliding plate provided in the boat body does not follow the trolley line height change and leaves the trolley line, a spark occurs between the sliding plate body and the trolley line. The wear and tear becomes a problem. Therefore, it is required for the pantograph that separation is not generated as much as possible by improving the following characteristic of the sliding plate body with respect to the trolley line.

Conventionally, the following techniques are known as techniques for improving the following characteristics of a pantograph with respect to a trolley line.
(1) Each boat body is elastically supported by a common support so that a plurality of boat bodies can vibrate independently of each other, and the resonance points of the elastic support systems of the boat bodies do not overlap each other. Shift (see, for example, Patent Document 1).
(2) A pair of front and rear hulls is provided to vary the mass of each hull, and the spring constants of the restoring springs provided at both ends in the vehicle width direction of each hull are different from front to back and left and right (for example, , See Patent Document 2).
(3) Provided with a drive mechanism that individually moves a plurality of hulls up and down individually, and by moving each hull up and down with a certain period of time from each other for a predetermined time, one of the hulls is always on a trolley line. It controls so that it may contact | connect (for example, refer patent document 3).
Japanese Patent Publication No.56-27042 JP 2006-174667 A Japanese Patent Laid-Open No. 54-20506

However, since the prior arts of the above-mentioned patent documents require a plurality of boat bodies, the structure of the pantograph becomes complicated and the weight increases. Furthermore, it is difficult to modify and apply existing pantographs.
Moreover, with the speeding up of electric railways, pantographs are required to exhibit good tracking characteristics in a wide speed range.

  The present invention has been made in view of the above problems, and a pantograph with improved tracking characteristics of the current collector sliding portion in the trolley line in a wide vehicle travel speed range without causing complication of the pantograph, and An object of the present invention is to provide a method for improving the following characteristics of a pantograph.

In order to solve the above-described problems, a pantograph of the present invention is a pantograph including a current collector sliding portion that contacts a trolley wire and a support mechanism that supports the current collector sliding portion so as to be displaceable with respect to a vehicle body. In addition, a sliding part side magnet provided on the current collecting sliding part side, and a support mechanism side magnet provided on the support mechanism side and generating a repulsive force with the sliding part side magnet are provided. A variable magnetic spring element having a variable spring constant, and control for changing the spring constant of the variable magnetic spring element according to a dominant frequency at which the trolley wire vibrates the current-collecting sliding portion when the vehicle is running And means.
In the present specification, claims, etc., the term “magnetic spring element” means a spring element that obtains a spring reaction force by a repulsive force acting between a plurality of magnets. In addition to a permanent magnet magnetized on a magnetic material, an electromagnet that generates a magnetic force only when a coil provided around the magnetic material is energized is also included.

As for the following amplitude characteristic with respect to the trolley line of the current collector sliding part of the pantograph, several peaks and valleys generally appear according to the frequency. The frequency at which such a peak appears (dominant frequency) and the frequency at which the valley appears are changed according to the spring constant of the spring element that supports the current collector sliding portion.
According to the present invention, the frequency at which a good tracking amplitude can be obtained by changing the spring constant of the variable magnetic spring element according to the dominant frequency at which the trolley wire vibrates the current collecting sliding portion when the vehicle is running. The tracking characteristics of the pantograph can be improved by shifting the band. Accordingly, the following characteristics of the pantograph can be improved over a wide range of vehicle traveling speeds without complicating the structure of the pantograph, for example, by providing a plurality of boat bodies.

In the pantograph of the present invention, the control means may change a spring constant of the variable magnetic spring element in accordance with a change in the traveling speed of the vehicle.
That is, the dominant frequency at which the trolley wire vibrates the current collector sliding portion is substantially proportional to the traveling speed of the vehicle when the arrangement interval of hangers that support the trolley wire is substantially constant. On the other hand, by increasing (increasing) the spring constant of the spring element, the peak of the tracking amplitude characteristic can be shifted to the higher frequency side. Therefore, by increasing the spring constant according to the traveling speed of the vehicle, good tracking can be achieved. Amplitude characteristics can be obtained.
In this case, the spring constant of the spring element may be changed continuously or may be changed stepwise.

The pantograph of the present invention can include magnet interval changing means for changing an interval between the sliding portion side magnet and the support mechanism side magnet of the variable magnetic spring element.
According to this, the spring constant of the variable magnetic spring element can be lowered by widening the gap between the magnets, and the spring constant of the variable magnetic spring element can be raised by narrowing the gap between the magnets.

Moreover, this invention can be set as the structure which has a magnetic permeability adjustment member formed with the material from which magnetic permeability differs from air, and is provided with the means to change the magnetic permeability between magnets.
According to this, the spring constant of the variable magnetic spring element can be changed by changing the magnetic flux density between the sliding part side magnet and the support mechanism side magnet.
Here, the magnetic permeability adjusting member is provided with a plurality of mutually different magnetic permeability, and the magnetic permeability adjusting member inserted between the magnets is selected to adjust the spring constant of the variable magnetic spring element. Also good. In addition, a plurality of magnetic permeability adjusting members having different magnetic permeability can be inserted between magnets individually and in a stacked state, and the spring constant is controlled by changing the combination of the magnetic permeability adjusting members to be inserted. May be.

  In the pantograph of the present invention, the support mechanism-side magnet of the variable magnetic spring element includes a first magnet that biases the current-collecting sliding portion in the trolley line direction, and the current-collecting sliding portion as the trolley wire. And a second magnet that urges in a direction away from the second magnet.

The method for improving the following characteristic of a pantograph according to the present invention is a method for improving the following characteristic of a pantograph having a current collecting sliding part that contacts a trolley wire and a support mechanism that supports the current collecting sliding part so as to be displaceable with respect to a vehicle body. A spring constant having a support mechanism side magnet that generates a repulsive force with the slide mechanism side magnet on the support mechanism side while providing a slide section side magnet on the current collecting slide section side A variable magnetic spring element that can be changed, and a spring constant of the variable magnetic spring element is changed according to a dominant frequency at which the trolley wire vibrates the current-collecting sliding portion when the vehicle is running. To do.
In this case, the spring constant of the variable magnetic spring element can be changed according to a change in the traveling speed of the vehicle.

  As described above, according to the present invention, the spring constant of the variable magnetic spring element that urges the current collector sliding portion in the direction of the trolley wire in accordance with the frequency at which the current collector sliding portion is excited by the trolley wire. By changing, it is possible to improve the tracking characteristics of the pantograph by shifting the frequency band where a favorable tracking amplitude is obtained.

<First Embodiment>
Hereinafter, a first embodiment of a pantograph to which the present invention is applied will be described with reference to the drawings. In the following description, the rail longitudinal direction (vehicle traveling direction) is the front-rear direction and the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction (vehicle width), as in the ordinary railcar technology. Direction), the direction perpendicular to the track surface is called the up-down direction.

FIG. 1 is a schematic front view of the pantograph of the first embodiment viewed from the traveling direction of the vehicle.
FIG. 2 is a schematic perspective view of part II in FIG.
The pantograph 1 includes a boat body 10, a frame 20, a frame body 30, and the like, and a magnetic spring unit 100 is provided between the boat body 10 and the frame body 30.

The boat body 10 is a beam-like member extending substantially along the vehicle width direction, and includes a sliding plate body 11. The boat body 10 is a current collecting sliding portion referred to in the present invention.
The ground plate 11 is a plate-like member that comes into contact with the trolley wire (feeding line / overhead wire) T and slides with the trolley wire T to ensure electrical conduction when the vehicle is traveling. The ground plate body 11 is made of, for example, an iron-based or copper-based sintered alloy, or made of a carbon-based material. The trolley line T extends substantially along the traveling direction of the vehicle, but is arranged in a meandering manner within the effective width of the sliding plate body 11 in order to prevent local wear of the sliding plate body 11.
Further, the boat body 10 is provided with a connection stay 12 that protrudes downward from the boat body 10 and is connected to the magnetic spring unit 100. The connection stays 12 are provided in a pair spaced apart in the vehicle width direction.

  The underframe 20 is a part that is fixed to the roof of the vehicle body and functions as the base of the pantograph 1. Further, an insulator 21 for insulation is provided between the underframe 20 and the vehicle body roof.

The frame body (support mechanism) 30 includes a link mechanism that supports the boat body 10 so as to be displaceable in the vertical direction with respect to the vehicle body. The frame body 30 can be in an elevated state in which the sliding plate body 11 is in contact with the trolley line T and a lowered state in which the sliding plate body 11 is separated from the trolley line T when the pantograph 1 is not used.
The frame 30 includes an upper frame 31, a lower frame 32, a hinge 33, a ceiling tube 34, and the like.

The upper frame 31 and the lower frame 32 are lever-like members that respectively constitute the upper part and the lower part of the frame body 30.
The hinge 33 connects the lower end portion of the upper frame 31 and the upper end portion of the lower frame 32 so as to be able to swing with each other.
The ceiling tube 34 is a member connected to the upper end portion of the upper frame 31 and extending in a beam shape substantially along the vehicle width direction, and supports the boat body 10 via the magnetic spring unit 100.
In addition, the frame body 30 includes a frame body biasing spring element (not shown) that biases the ceiling tube 34 in a direction in which the ceiling tube 34 is pushed up in the direction of the trolley line T.

The magnetic spring unit 100 is a variable magnetic spring element (variable stiffness mechanism) that is provided between the connection stay 12 of the boat body 10 and the ceiling tube 34 of the frame body 30 and that can change the spring constant.
The magnetic spring unit 100 includes an urging force transmission lever 110, a boat body side magnet 120, frame body side magnets 130 and 140, a guide mechanism 150, and a magnet feed mechanism 160.

  The urging force transmission lever 110 is a member that transmits the urging force of the magnetic spring unit 100 to the boat body 10 side. The urging force transmission lever 110 is formed in a rectangular plate shape whose longitudinal direction is arranged along the vehicle width direction. The inner end of the urging force transmission lever 110 in the vehicle width direction is fixed to the connection stay 12 of the boat body 10. In addition, an opening 111 into which the hull side magnet 120 is inserted is formed at the end of the urging force transmission lever 110 on the outer side in the vehicle width direction so as to penetrate in the vertical direction.

The ship body side magnet 120 and the frame body side magnets 130 and 140 are permanent magnets formed in an annular shape, and are respectively provided with an N pole and an S pole on both end sides along the central axis direction.
The hull-side magnet 120 is inserted and fixed in the opening 111 of the urging force transmission lever 110 so that the central axis thereof is substantially vertical.
The frame-side magnets 130 and 140 are disposed above and below the hull-side magnet 120, respectively, so that the same poles as the hull-side magnet 120 are opposed to each other. These frame body side magnets 130 and 140 are supported on the upper side at both ends in the vehicle width direction of the ceiling tube 34 of the frame body via the guide mechanism 150. The frame body side magnets 130 and 140 are moved in a direction in which the boat body 10 is separated from the trolley line T and a direction in which the boat body 10 is pressed toward the trolley line T by the repulsive force generated between the frame body side magnets 130 and 140. Each is energized.

The guide mechanism 150 supports the frame-side magnets 130 and 140 such that they can be displaced in the vertical direction with respect to the boat-side magnet 120. The guide mechanism 150 includes a rail portion 151, magnet holding portions 152 and 153, and the like.
The rail portion 151 is formed so as to protrude upward from the upper surface portion of the ceiling tube 34 and guides the magnet holding portions 152 and 153 in a straight line along the longitudinal direction thereof.
The magnet holding portions 152 and 153 are provided on the upper side of the frame body side magnet 130 and the lower side of the frame body side magnet 140, respectively, and these magnets are fixed and supported by the rail portion 151.
In addition, a screw shaft 161 of a magnet feed mechanism 160, which will be described later, is inserted into these magnet holding portions 152 and 153 to form a ball screw mechanism in cooperation with the screw shaft 161. It has a circulation path to circulate.

The magnet feed mechanism 160 changes the interval between the boat-side magnet 120 and the frame-side magnets 130 and 140, and is a magnet interval changing means referred to in the present invention. The magnet feed mechanism 160 includes a screw shaft 161 and a motor 162.
The center axis of the screw shaft 161 is arranged substantially along the vertical direction, and a screw groove that forms a ball screw mechanism is formed between the magnet holding portions 152 and 153 described above on the outer peripheral surface portion. Here, one of the screw grooves forming the ball screw mechanism between the magnet holding portions 152 and 153 is a reverse screw. For example, the upper region corresponding to the magnet holding portion 152 has a right-hand thread, and the lower region corresponding to the magnet holding portion 153 has a left-hand screw. Accordingly, the screw shaft 161 can be rotated clockwise as viewed from above to raise the magnet holding portion 152 and lower the magnet holding portion 153. By rotating the screw shaft 161 counterclockwise, the magnet The holding unit 152 is lowered and the magnet holding unit 153 is raised.
The screw shaft 161 is disposed so as to penetrate the hull side magnet 120 fixed to the urging force transmission lever 110, the support mechanism side magnets 130 and 140, and the magnet holding portions 152 and 153 of the guide mechanism 150. The hull magnet 120 is guided by a screw shaft 161 so as to be relatively movable along the longitudinal direction thereof.
The motor 162 is provided at the lower part of the ceiling tube 34 and is connected to the lower end of the screw shaft 161. The motor 162 rotationally drives the screw shaft 161 around its central axis in accordance with control by a control device (not shown).

Next, a pantograph control method (following characteristic improving method) in the first embodiment will be described.
This control method is intended to improve the following amplitude characteristic of the pantograph in a wide speed band of the vehicle. Here, the following amplitude refers to the maximum amplitude that can follow the trolley line without being separated when the current collector sliding portion of the pantograph is vibrated by the vertical displacement of the trolley line or the like when the vehicle is traveling. This following amplitude characteristic is a typical guideline for evaluating the current collection performance of the pantograph. As a method for numerically evaluating this, a simple spring-mass model can be used.

FIG. 3 is a diagram showing a spring-mass model used for evaluation of the tracking amplitude characteristic.
The following amplitude is a frequency response, and for example, when a pantograph slides on a rigid trolley wire having a height change in a sine wave shape of a predetermined period due to the arrangement interval of hangers, etc., it causes separation. This means the maximum amplitude of the trolley wire unevenness that can be run without any problems.

FIG. 4 is a graph showing an example of the following amplitude characteristic of the pantograph. The horizontal axis of the graph indicates the vibration frequency, and the vertical axis indicates the tracking amplitude. The tracking amplitude is large at a low frequency and tends to decrease as the frequency increases. However, the following amplitude does not simply decrease with respect to the frequency, but generally several peaks and valleys appear.
The frequency at which these peaks and valleys appear is determined by the masses m ₁ and m ₂ and the stiffness k ₁ shown in FIG. Moreover, it can be considered that the frequency of the trolley line unevenness is determined by the appearance cycle of hangers and the traveling speed of the train. When the appearance period of the hanger is L and the traveling speed of the train is V, the frequency f of the trolley line unevenness is given by f = V / L.

  Therefore, if the frequency at which the peak with good tracking performance appears (the second dominant frequency) can be made to substantially coincide with the frequency determined by the uneven wavelength of the trolley wire caused by the hanger, etc. and the traveling speed of the train, the tracking amplitude characteristic is good. It is possible to travel in a state. However, since the train speed changes, it is difficult to maintain good characteristics over a wide speed range when using a pantograph with a narrow frequency band with good following amplitude characteristics as shown in FIG. Therefore, in the present invention, the following amplitude characteristic is changed in accordance with the traveling speed of the vehicle, which is a parameter correlated with the vibration frequency of the boat body by the trolley line, so that the following amplitude characteristic is good at the speed at that time. The spring constant of the magnetic spring unit 100 is changed under the idea of

In FIG. 3, m _p is the sum of the masses of the boat body 10, the sliding plate body 11, the urging force transmission lever 110 of the magnetic spring unit 100, and the boat body side magnet 120, and m ₂ is the remaining part of the magnetic spring unit 100 (unsprung). Part) and the mass of the frame 30 and the like. Also represent the spring constant of the magnetic spring unit 100 is a variable stiffness mechanism (stiffness) at k _1. Further, the frame body 30 is pushed up the magnetic spring unit 100 in static pushing force _{F s.} c ₁ and c ₂ are attenuation constants. If the displacement of the mass point m _p , m ₂ is expressed as x ₁ , x ₂ (upward is positive) and the contact force of the trolley line T acting on the mass point m _p is Fc, the equation of motion of the vibration system in FIG. The following equation 1 is given.

The above Equation 1 can be expressed as a matrix as Equation 2 below.

また、各質点の変位は、式４のように表わすことができる。

式２に式３と式４を代入すると、以下の式５が得られる。

Assume that the pantograph vibrates periodically at an angular frequency ω due to the trolley line irregularities. Since this vibration is caused by contact force fluctuations, the external force vector need only consider fluctuations from Fs, which is a DC component. Therefore, it can be expressed as the following Expression 3 using the fluctuation F ₁ of the external force.

Also, the displacement of each mass point can be expressed as in Equation 4.

Substituting Equation 3 and Equation 4 into Equation 2, the following Equation 5 is obtained.

Equation 5 represents the relationship between the contact force fluctuation and the mass point displacement of the pantograph. The condition that the pantograph does not derail is that the magnitude of the contact force fluctuation does not exceed the static lifting force Fs. Therefore, the maximum amplitude that does not cause separation, that is, the following amplitude, can be obtained by substituting F ₁ = Fs into Equation 3 and obtaining the absolute value of X ₁ represented by Equation 6.

Here, the angular frequency ω of the contact force fluctuation is expressed as in Expression 7 by the uneven wavelength L of the hanger or the like and the train traveling speed V.

FIG. 5 is a graph showing an example of changes in the tracking amplitude characteristic when the spring constant (rigidity) of the magnetic spring unit 100 is changed.
In the calculation, each parameter was set as follows.
m ₁ = 10.3 (kg)
m ₂ = 11.2 (kg)
c ₁ = 50 (Ns / m)
c ₂ = 80 (Ns / m)
k ₀ = 14700 (N / m)
Fs = 50 (N)
L = 5 (m)

  The broken line in FIG. 5 plots the locus of the peak point when the spring constant of the magnetic spring unit 100 is continuously changed. It can be seen from FIG. 5 that by changing the spring constant, the train traveling speed at which the peak of the following amplitude characteristic appears is increased. Therefore, in the pantograph of the present embodiment, control is performed to increase the spring constant of the magnetic spring unit 100 in accordance with an increase in train traveling speed.

ここで、ｋ_ｍは磁石の磁束密度等によって定まる定数である。これより初期位置、すなわちｘ＝０近傍で線形近似することによって得られるこの磁気バネのバネ定数は、以下の式９によって表される。

Next, the repulsive force and the spring constant in the magnetic spring will be described.
FIG. 6 is a model diagram of a magnetic spring element composed of a pair of magnets.
Here, when the distance between the magnets is changed by the displacement x between the upper magnet Mu and the lower magnet Ml arranged as the distance L at the initial position (displacement x = 0) so that the same poles face each other. The repulsive force F to be expressed is expressed by the following formula 8.

Here, k _m is a constant determined by the magnetic flux density of the magnet or the like. From this, the spring constant of this magnetic spring obtained by linear approximation in the initial position, that is, in the vicinity of x = 0, is expressed by the following Equation 9.

この場合における初期位置、すなわちｘ＝０近傍で線形近似することによって得られるこの磁気バネのバネ定数は、以下の式１１によって表される。

Next, the repulsive force and the spring constant when the magnetic spring element is constituted by three magnets as in this embodiment will be described.
FIG. 7 is a model diagram of a magnetic spring element composed of three magnets.
As shown in FIG. 7, in the initial position, the upper and lower magnets Mu and Ml are balanced with a distance L from the intermediate magnet Mm, the upper and lower magnets Mu and Ml are fixed, and the intermediate magnet Mm is When the upper and lower magnets Mu and Ml can move relative to each other in the vertical direction, the repulsive force F when the intermediate magnet Mm moves by the displacement x is expressed by the following equation (10).

The spring constant of this magnetic spring obtained by linear approximation in the initial position in this case, that is, in the vicinity of x = 0, is expressed by the following Expression 11.

From the above, in the case of the present embodiment, the spring constant of the magnetic spring unit 100 changes the distance from the ship body side magnet 120 to the frame body side magnets 130 and 140 in the neutral position, or is unique to the magnet. it can be changed by changing the constant k _m.
Therefore, in the present embodiment, a control device (not shown) drives the motor 162 of the magnet feed mechanism 160 in accordance with an increase in the traveling speed of the train, and narrows this interval to increase the spring constant of the magnetic spring unit 100. Take control. On the other hand, at the time of deceleration of the vehicle, the control device performs control to increase the interval according to a decrease in the traveling speed of the vehicle and reduce the spring constant of the magnetic spring unit 100.
Such control for changing the interval may be performed continuously according to a change in the vehicle speed, or may be performed stepwise.

According to the first embodiment described above, the following effects can be obtained.
(1) To the trolley line T of the boat body 10 by narrowing the distance between the frame-side magnets 130 and 140 of the magnetic spring unit 100 and the boat-side magnet 120 and increasing the spring constant according to the increase in the train traveling speed. The peak of the following amplitude characteristic can be shifted in the direction of higher frequency. As a result, even when the traveling speed of the train changes in a wide range, it is possible to obtain a good tracking amplitude characteristic corresponding to each speed and reduce the occurrence of separation lines.
(2) Since there is no need to greatly change the structure of the pantograph, for example, by providing a plurality of hulls, the structure of the pantograph is simplified, and it is easily applied to existing pantographs with relatively small modifications. be able to.
(3) By using the magnetic spring unit 100 described above for urging the boat body 10, the spring constant can be easily changed by adjusting the interval between the magnets by the magnet feed mechanism 160.

<Second Embodiment>
Next, a second embodiment of the pantograph to which the present invention is applied will be described with reference to FIGS. In the following, portions that are substantially the same as those of the first embodiment described above are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
FIG. 8 is a schematic front view of the pantograph of the second embodiment as viewed from the traveling direction of the vehicle.
FIG. 9 is a schematic perspective view of a part IX in FIG.
The pantograph 2 of the second embodiment includes a magnetic spring unit 200 described below instead of the magnetic spring unit 100 of the first embodiment.

  The magnetic spring unit 200 includes a frame 250 and an adjustment plate insertion device 260 described below, instead of the guide mechanism 150 and the magnet feed mechanism 160 in the magnetic spring unit 100 of the first embodiment.

  The frame 250 includes a columnar portion 251 protruding upward from the upper surface portion of the ceiling pipe 34 and a beam portion 252 protruding substantially horizontally from the upper end portion of the columnar portion 251 to the inside in the vehicle width direction. In addition, a columnar guide shaft 253 that linearly guides the hull-side magnet 120 in the vertical direction is provided on the lower surface portion of the beam portion 252 and the upper surface portion of the ceiling tube 34.

In the second embodiment, the frame body side magnet 130 is fixed to the lower surface portion of the beam portion 252 of the frame 250, and the frame body side magnet 140 is fixed to the upper surface portion of the ceiling tube 34.
The guide shaft 253 is inserted into the boat body side magnet 120 and the frame body side magnets 130 and 140, and the boat body side magnet 120 and the urging force transmission lever 110 are movable in the vertical direction along the guide shaft 253.

The adjusting plate insertion device 260 inserts a magnetic permeability adjusting plate made of a material having a magnetic permeability different from that of the air between the hull-side magnet 120 and the frame-side magnets 130 and 140, and the magnetic flux density between the magnets. Is adjusted to change the spring constant of the magnetic spring unit 200. The adjusting plate insertion device 260 is the magnetic flux density changing means referred to in the present invention. The adjustment plate insertion device 260 is provided for inserting plates on the upper and lower sides of the hull magnet 120, the former is provided on the lower surface of the beam portion 252 of the frame 250, and the latter is provided on the ceiling tube 34. It is provided on the upper surface.
The adjustment plate insertion device 260 includes, for example, two adjustment plates 261 and 262 and a rotation shaft 263.

  The adjustment plates 261 and 262 are made of materials having different magnetic permeability, and are inserted between the magnets to change the magnetic permeability between the magnets, thereby changing the magnetic flux density between the magnets. is there. The adjustment plates 261 and 262 are formed in a substantially C shape by notching one place in the circumferential direction of the annular flat plate. This notch is for passing the guide shaft 253 when the adjustment plates 261 and 262 are inserted or retracted between the hull magnet 120 and the frame magnets 130 and 140. When the adjustment plates 261 and 262 are inserted between the magnets, the guide shaft 253 is accommodated in the opening at the center of the adjustment plates 261 and 262.

  The rotation shaft 263 is formed so as to protrude vertically from the lower surface portion of the beam portion 252 of the frame 250 and the upper surface portion of the ceiling tube 34, and is rotated around its central axis by an actuator such as a motor (not shown). This motor is controlled by a control device (not shown). The rotating shaft 263 supports the adjusting plates 261 and 262 via stays protruding from the outer peripheral surface to the outer diameter side, and rotates as described above. (1) The adjusting plate 261 is inserted between the magnets, and the adjusting plate 262 is retracted, (2) the adjustment plate 262 is inserted between the magnets and the adjustment plate 261 is retracted, and (3) the adjustment plates 261 and 262 are both retracted from between the magnets. Yes.

In the second embodiment, a control device (not shown) controls the motor according to an increase in the traveling speed of the train to rotate the rotating shaft 263, and the magnetic permeability between the boat body side magnet 120 and the frame body side magnets 130 and 140. Are sequentially increased to increase the spring constant of the magnetic spring unit 200. Specifically, in the region where the traveling speed of the vehicle is low, the adjustment plates 261 and 262 having a low magnetic permeability are inserted between the magnets. Then, according to the increase in the traveling speed of the vehicle, the adjustment plate that is currently inserted is first retracted, and the adjustment plate on the side having a higher magnetic permeability is inserted. When the traveling speed of the vehicle further increases, both the adjustment plates 261 and 262 are retracted from between the magnets to maximize the spring constant of the magnetic spring unit 200.
On the other hand, when the traveling speed of the vehicle decreases, the arrangement of the adjustment plates is sequentially switched so that the order is the reverse of the above-described order, and the spring constant of the magnetic spring unit 200 is decreased stepwise.
Also in the second embodiment described above, the same effect as that of the first embodiment described above can be obtained.

(Other embodiments)
In addition, this invention is not limited only to above-described embodiment, Various application and deformation | transformation can be considered. For example, the following embodiments applying the above embodiment can be implemented.
(1) The shape and configuration of the pantograph and magnetic spring unit are not limited to the above-described embodiments, and can be changed as appropriate. For example, the pantograph may include a movable sliding plate that can move relative to the hull. In this case, a variable magnetic spring element may be provided between the boat body and the sliding plate. Further, the variable magnetic spring element is not limited to a permanent magnet but may be an electromagnet. In this case, the spring constant of the variable magnetic spring element can be changed by controlling the amount of power supplied to the coil of the electromagnet.
(2) In each of the above-described embodiments, the spring constant of the variable magnetic spring element is changed in accordance with the traveling speed of the vehicle. When the frequency at which the electric sliding portion is vibrated changes, the spring constant may be changed according to the vibration frequency.
(3) In the second embodiment, the drive unit of the magnetic permeability adjusting member (plate) may be appropriately changed, and a plurality of magnetic permeability adjusting members may be inserted between the magnets at the same time. Further, the number of magnetic permeability adjusting members is not particularly limited.

It is the typical front view which looked at the 1st embodiment of the pantograph to which the present invention is applied from the direction of vehicles travel. It is a typical perspective view of the magnetic spring unit with which the pantograph of FIG. 1 is equipped. It is a figure which shows the spring-mass point model used for evaluation of the following amplitude characteristic of a pantograph. It is a graph which shows an example of the following amplitude characteristic of a pantograph. It is a graph which shows an example of the change of the following amplitude characteristic at the time of changing the spring constant of the magnetic spring unit of a pantograph. It is a model figure of the magnetic spring element which consists of a pair of magnet. It is a model figure of the magnetic spring element which consists of three magnets. It is the typical front view which looked at 2nd Embodiment of the pantograph to which this invention was applied from the vehicle advancing direction. It is a typical perspective view of the magnetic spring unit with which the pantograph of FIG. 8 is equipped.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Pantograph 10 Ship body 11 Ground plate body 12 Connection stay 20 Base frame 21 Insulator 30 Frame body 31 Upper frame 32 Lower frame 33 Hinge 34 Ceiling tube 100 Magnetic spring unit 110 Energizing force transmission lever 120 Ship body side magnet 130,140 Frame body side magnet 150 Guide mechanism 160 Magnet feed mechanism

Claims (8)

A current collector sliding part in contact with the trolley wire;
A pantograph comprising a support mechanism that supports the current collector sliding portion so as to be displaceable with respect to the vehicle body,
Furthermore, the spring which has the sliding part side magnet provided in the said current collection sliding part side, and the support mechanism side magnet provided in the said supporting mechanism side and generating a repulsive force between the said sliding part side magnets A variable magnetic spring element whose constant can be changed;
A pantograph comprising: control means for changing the spring constant of the variable magnetic spring element in accordance with a dominant frequency at which the trolley wire vibrates the current collecting sliding portion when the vehicle is running.   2. The pantograph according to claim 1, wherein the control unit changes a spring constant of the variable magnetic spring element in accordance with a change in traveling speed of the vehicle.   3. The pantograph according to claim 1, further comprising magnet interval changing means for changing an interval between the sliding portion side magnet and the support mechanism side magnet of the variable magnetic spring element.   A magnetic permeability adjusting member made of a material different in permeability from air, and the magnetic permeability adjusting member is inserted between the sliding portion side magnet and the support mechanism side magnet of the variable magnetic spring element; 4. The pantograph according to claim 1, further comprising magnetic flux density changing means for switching between a state and a retracted state.   The magnetic flux density changing means is provided between the sliding part side magnet and the support mechanism side magnet of the variable magnetic spring element in a state where a plurality of magnetic permeability adjusting members having different magnetic permeability are singly and stacked. The pantograph according to claim 4, wherein the pantograph can be inserted.   The support mechanism side magnet of the variable magnetic spring element is attached to a first magnet that urges the current collecting sliding portion in the direction of the trolley wire and a direction in which the current collecting sliding portion is separated from the trolley wire. The pantograph according to claim 1, further comprising a second magnet for energizing. A method for improving the following characteristics of a pantograph, comprising: a current collector sliding portion that contacts a trolley wire; and a support mechanism that supports the current collector sliding portion so as to be displaceable with respect to a vehicle body. A sliding part side magnet is provided on the side, and a variable magnetic spring element having a support mechanism side magnet that generates a repulsive force between the sliding part side magnet and the support mechanism side is provided, and a variable magnetic spring element capable of changing a spring constant is provided.
A method for improving the follow-up characteristic of a pantograph, wherein a spring constant of the variable magnetic spring element is changed according to a dominant frequency at which the trolley wire vibrates the current-collecting sliding portion when the vehicle is running.   8. The method for improving the following characteristic of a pantograph according to claim 7, wherein a spring constant of the variable magnetic spring element is changed in accordance with a change in traveling speed of the vehicle.

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