JP2019054689A - Pantagraph for railway vehicle - Google Patents

Abstract

To constitute a pantagraph for a railway vehicle which comprises a movable framework 2 which mounted on a frame 1 on a railway vehicle roof and a collector head 4 which is elevated by the movable framework, and collects electric power from a trolley wire OI via the collector head, and in which a slider body always contacts the trolley wire over an entire length thereof during the railway vehicle is stopped in a conventional line DC section without damaging such a function as to have good overhead line follow-up.SOLUTION: A collector head has a head body 41 and a slider body 42 which is provided on a top face of the head body 41 and with which a trolley wire is brought into slide-contact in such a manner that a track direction is an X axis and a sleeper direction is a Y axis. The slide body is provided at Y-axis direction both ends of the head body respectively, and is supported by the head body via a universal joint 44 having a rotation degree-of-freedom around the X axis and a rotation degree-of-freedom around the Y axis. The head body is provided with first energization means 91 which energizes the slide body upward at a midship part in the Y axis direction, and second energization means 92 which energizes the slide body around the Y axis so that a top face of the slide body becomes a neutral posture parallel to the X axis.SELECTED DRAWING: Figure 3

Description

  The present invention includes a movable frame mounted on a frame arranged on a roof of a railway vehicle, and a current collecting boat that is moved up and down by the movable frame, and collects electric power from a trolley line via the current collecting boat. The present invention relates to a pantograph for railway vehicles.

  This type of pantograph is known from Patent Document 1, for example. In this device, the current collecting boat includes a boat body and a sliding plate body which is provided on the upper surface of the boat body and in which the trolley wire is in sliding contact. The sliding plate body is supported by the boat body through joints having rotational degrees of freedom around the X-axis provided at both ends in the Y-axis direction of the boat body, with the trajectory direction as the X-axis and the sleeper direction as the Y-axis. The boat body is provided with urging means for urging the plate body upward at the central portion in the Y-axis direction. According to this conventional example, the overhead wire followability can be improved when the trolley wire is displaced in the vertical direction with respect to the current collecting boat with a simple structure.

  By the way, the Shinkansen that can directly drive the AC section of the Shinkansen equipment (Shinkansen AC section) and the AC section of the conventional line equipment (conventional line AC section) has already been put into practical use in railway vehicles. Shinkansen that can be directly operated between the AC section (Shinkansen AC section) and the DC section of conventional line equipment (conventional line DC section) has not been put into practical use. A new pantograph is required to put these rail vehicles into practical use. As its function, it is required to be able to cope with high-speed current collection in the Shinkansen AC section and to be able to deal with large-capacity current collection in the conventional line DC section. More specifically, since the new pantograph is based on the pantograph for the Shinkansen, the temperature of the trolley line when the railway vehicle stops in the conventional line DC section where a large current flows compared to the Shinkansen AC section. May raise the trolley wire. Therefore, the conventional measures are to increase the width of the sliding plate body in the X-axis direction and increase the contact area with the trolley wire, thereby reducing the electrical resistance between the sliding plate body and the trolley wire, and the temperature of the trolley wire. I tried to suppress the rise.

  However, the tension applied to the trolley wire of the conventional line is small compared to that of the Shinkansen, so in the DC section of the conventional line, the difference between the contact surface angle of the sliding plate and the trolley line tends to occur, and the movable frame However, there are cases where the upper surface of the sliding plate body tilts around the Y axis from a neutral posture in which the upper surface of the sliding plate body is parallel to the X axis direction. If tilted in this way, the contact area with the trolley wire decreases even if the width of the sliding plate body is increased in the folding angle and the X-axis direction, which may lead to an increase in the temperature of the trolley wire while the railway vehicle is stopped. .

JP-A-9-182202

  The present invention does not impair the function of having good overhead track followability when traveling at high speeds in the Shinkansen AC section, and when the railway vehicle stops in the conventional DC section, the sliding plate body has its entire length in the width direction. It is an object of the present invention to provide a pantograph for a railway vehicle having a structure that is always in contact with a trolley wire.

  In order to solve the above-mentioned problems, a movable frame mounted on a base frame arranged on the roof of a railway vehicle traveling on a track and a current collecting boat that is raised and lowered by the movable frame are collected from a trolley line. The pantograph for a railway vehicle according to the present invention that collects electric power through an electric boat has a current collecting boat provided on the upper surface of the boat body and the boat body, with the track direction as the X axis and the sleeper direction as the Y axis. And a sliding plate body that is in sliding contact with the trolley wire. The sliding plate body is provided at both ends of the boat body in the Y-axis direction, and has a degree of freedom of rotation about the X-axis and a degree of freedom of rotation about the Y-axis. A first urging means that is supported by the hull through a joint and urges the hull toward the hull toward the center in the Y-axis direction; and the upper surface of the hull is parallel to the X axis And a second urging means for urging the sliding plate body about the Y axis so as to be in a neutral posture.

  According to the present invention, when the railway vehicle stops in the conventional line DC section, even if the upper surface of the sliding plate body tilts around the Y axis from the neutral posture due to the movable frame assembly or the like moving up and down the sliding plate body, The upper surface of the plate body is returned to the neutral posture by the urging force of the second urging means. As a result, when the vehicle is stopped, the sliding plate can be always in contact with the trolley wire over the entire length in the width direction.

  Here, when providing the 2nd energizing means, depending on the arrangement position, the case where the function of overhead wire followability may be impaired. Therefore, in the present invention, when the sliding plate body has a pair of auxiliary sliding plate portions provided at both ends in the Y-axis direction and a main sliding plate portion positioned between both auxiliary sliding plate portions, the second attachment It is preferable that the urging means is composed of two coil springs each disposed so as to be in contact with both end portions in the X-axis direction of the auxiliary sliding plate portion in the lower region of both auxiliary sliding plate portions. According to this, the influence on the overhead line followability can be reduced as much as possible, which is advantageous.

  By the way, while the railway vehicle is running, the current collector boat is also subjected to wind pressure (especially when traveling at high speeds in the Shinkansen AC section), but depending on the wind speed, the upper surface of the sliding plate body may move from the neutral position around the Y axis. Once tilted, the urging force of the second urging means may not be able to return to the neutral posture, and this will encourage one-sided contact with the trolley wire. Therefore, a configuration may be adopted in which the boat body is provided with locking means for maintaining the upper surface of the sliding plate body in a neutral posture. According to this, when the railway vehicle travels at a high speed, if the upper surface of the sliding plate body is maintained in a neutral posture by the locking means, the problem that the sliding plate body hits one side against the trolley wire occurs. Can be prevented.

The side view of the single arm type pantograph for railway vehicles of an embodiment of the present invention. The front view which expands and shows a current boat. The partial perspective view which abbreviate | omitted one part seen from diagonally downward of the current collector boat. The partial perspective view which abbreviate | omitted one part seen from diagonally upward of the current collector boat. The fragmentary perspective view which shows the current collecting boat which concerns on the modification of this embodiment corresponding to FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a pantograph for a railway vehicle according to the present invention will be described with reference to the drawings, taking a single arm type as an example. In the following description, the trajectory direction is assumed to be the X axis and the sleeper direction is assumed to be the Y axis.

  Referring to FIG. 1, PG is a pantograph for a railway vehicle according to an embodiment of the present invention. The pantograph PG includes a frame 1 disposed on a roof of a railway vehicle (not shown) via an insulator. Mounted on the underframe 1 is a movable frame assembly 2 composed of a lower frame 21 and an upper frame 22 that bend and stretch in the vertical direction. The lower frame 21 is swingably connected to the bracket 11 on the base frame 1 via a main shaft 21a extending in the Y-axis direction. A hinge frame 23 is provided at the upper end of the lower frame 21, and the upper frame 22 is swingably connected to the hinge frame 23 in the vicinity of the lower end thereof. Further, a balance link 24 that swings the upper frame 22 in conjunction with the swing of the lower frame 21 is installed between the lower end of the upper frame 22 and the base frame 1. When the lower frame 21 is swung upward, the upper frame 22 is also swung upward, and the movable frame assembly 2 is moved upward, and when the lower frame 21 is swung downward, The frame 22 is also swung downward so that the movable frame assembly 2 operates on the lower folding side.

  A spring 5 disposed on the frame 1 is coupled to the main shaft 21a via a lever 61, and a cylinder 7 disposed on the frame 1 is coupled via a lever 62. The movable frame assembly 2 is urged upward by the spring 5, and the movable frame assembly 2 is operated by the cylinder 7 to the lower folding side against the urging force of the spring 5. On the underframe 1 is also provided a saddle means 8 for locking a power collecting boat described later at a predetermined lower end position. The saddle means 8 includes a saddle member 81 that engages with the saddle receiver 22a provided on the upper frame 22 when the current collecting boat moves downward to the lower end position by the operation of the movable frame assembly 2 to the folding side, and the saddle member 81 And an actuator 83 formed of a cylinder, an electromagnetic solenoid, or the like that detaches the collar member 81 from the collar receiver 22a against the biasing force of the spring 82. In addition, since a well-known thing can be utilized as said each component of pantograph PG, the detailed description beyond this is abbreviate | omitted. The current collecting boat 4 is supported on the upper frame 22 via a boat support device 3 having a known structure.

  As shown in FIG. 2, the current collecting boat 4 is provided so as to close a box-shaped boat body 41 in the Y-axis direction and the upper surface opening of the boat body 41, and a sliding plate body in which the trolley wire Ol is in sliding contact. 42 and a horn 43 that protrudes from both sides of the boat body 41 in the Y-axis direction and lifts and retracts the trolley wire Ol when the railway vehicle is traveling (see FIG. 2). The sliding plate 42 is provided at both ends in the Y-axis direction, and a pair of auxiliary sliding plates 42a through which the trolley wire Ol drawn by the horn 43 passes, and a main sliding located between the auxiliary sliding plates 42a and 42a. It is comprised with the board part 42b. The pair of auxiliary sliding plate portions 42a are made of, for example, an aluminum alloy, and the main sliding plate portion 42b is made of a highly conductive material, for example, a copper alloy, and the trolley wire is placed on the main sliding plate portion 42b when the railway vehicle is traveling. Ol comes into sliding contact.

  Here, when the railway vehicle directly operates between the Shinkansen AC section and the conventional line DC section, the temperature of the trolley line Ol is increased by the current collector boat 4 particularly when stopping in the conventional line DC section where the flowing current is large. In order to collect electricity without any problem, it is effective to increase the contact area with the trolley wire Ol by increasing the width of the sliding plate body 42 (particularly the main sliding plate portion 42b) in the X-axis direction. However, when the railway vehicle stops in the conventional line DC section, the sliding plate 42 may tilt around the Y axis from the neutral posture due to the play of the movable frame assembly 2 or the like, so the contact area with the trolley wire Ol is small. It is necessary not to decrease.

  In the present embodiment, a sliding plate body 42 (specifically, indicates the lower surface of the auxiliary sliding plate portion 42a) is provided at both ends of the boat body 41 in the Y-axis direction, as shown in FIGS. The hull 41 is supported by a universal joint 44 having a rotational degree of freedom around the X axis and a rotational degree around the Y axis (in FIG. 2, only one universal joint 44 in the Y axis direction is supported). Show). The universal joint 44 is supported by a first rotating shaft 44b extending in the X-axis direction and supported by a bracket 44a provided on the lower surface of the auxiliary sliding plate portion 42a via a flexible plate 45, and a central portion of the first rotating shaft 44b. And a second rotary shaft 44c extending in the Y-axis direction, and the second rotary shaft 44c is press-fitted into a through-hole (not shown) formed in the block-shaped bearing body 44d so as to extend in the Y-axis direction. Has been. A pair of flange portions 44e extending outward are provided on the side surface of the bearing body 44d in the Y-axis direction, and are attached to a terminal block 46 fixed to the bottom surface of the boat body 41 via both flange portions 44e and 44e. (See FIG. 4).

  Further, the boat body 41 has a first urging means 91 configured by a coil spring that urges the ground plate 42 upward at the center in the Y-axis direction, and the upper surface of the ground plate 42 in a neutral posture. A second urging means 92 that urges the sliding plate 42 about the Y axis is provided. The second urging means 92 is disposed so as to come into contact with both ends in the X-axis direction of the auxiliary sliding plate portions 42a and 42a via the flexible plates 45 in the lower region of the auxiliary sliding plate portions 42a and 42a. Each is composed of two coil springs. Since the first urging means 91 is a known one, a detailed description thereof is omitted here.

  According to the above embodiment, when the railway vehicle stops in the conventional line DC section, the upper surface of the sliding plate 42 tilts around the Y axis from the neutral posture due to the inevitable production of the movable frame assembly 2 and the like. Even so, the urging force of the second urging means 92 returns the upper surface of the plate 42 to the neutral posture. As a result, the trolley wire Ol always comes into contact with the upper surface of the main sliding plate portion 42b over the entire length in the width direction of the sliding plate body 42. At this time, the coil springs of the second urging means 92 are brought into contact with both ends in the X-axis direction of the auxiliary sliding plate portions 42a and 42a through the flexible plates 45 in the lower region of the auxiliary sliding plate portions 42a and 42a, respectively. This arrangement is advantageous because it can reduce the influence on the overhead line followability as much as possible.

  By the way, while the railway vehicle is traveling, the current collecting boat 4 is also subjected to wind pressure (particularly when traveling at high speed in the Shinkansen AC section), but depending on the wind speed, the upper surface of the sliding plate body 42 may change from the neutral position to the Y axis. Once tilted around, it may not be possible to return to the neutral posture with the urging force of the second urging means 92, and this will facilitate one-sided contact with the trolley line Ol. Therefore, in the current collecting boat 40 according to the modification of the present embodiment, as shown in FIG. 5, a lock unit 100 that maintains the upper surface of the sliding plate body 42 in a neutral posture is provided in the boat body 41. In FIG. 5, the same reference numerals are used for the same members and elements as those in the above embodiment.

  The locking means 100 includes two air cylinders 101 and 101 that are spaced apart from each other in the X-axis direction, and both the air cylinders 101 and 101 are configured such that their piston rods 102 and 102 extend and contract in the Y-axis direction. And attached to the bottom of the hull 41 respectively. In this case, although not shown and described in particular, for example, a compressor is mounted on the underframe 1, pipes from the compressor are moved in the lower frame 21 and the upper frame 22, and both air cylinders 101, 101 in the boat body 41 are provided. The compressed air may be supplied by connecting it to the. Further, the pair of flange portions 441 and 441 provided on the bearing body 44d are further extended in the X-axis direction so as to straddle the terminal block 46, and the flange portions 441 and 441 extending from the terminal block 46 are thick. It is formed as parts 442 and 442. The thick portions 442 and 442 are formed with locking holes 443 and 443 for receiving the piston rods 102 and 102 when the piston rods 102 and 102 of the air cylinders 101 and 101 are extended. When the railway vehicle travels at a high speed, when the piston rods 102 and 102 are extended and inserted into the locking holes 443 and 443, the piston rods 102 and 102 are locked into the locking holes 443 and 443, Even if the wind pressure is received while the railway vehicle is traveling, the upper surface of the sliding plate 42 is always maintained in a neutral posture. As a result, even when the railway vehicle travels at a high speed, it is possible to prevent the occurrence of a problem such that the sliding plate body 42 comes into contact with the trolley wire Ol.

  The embodiment of the present invention has been described above, but the present invention is not limited to this, and various modifications can be made without departing from the scope of the technical idea of the present invention. For example, the universal joint 44 is not limited to the above embodiment as long as it has a degree of freedom of rotation about the X axis and a degree of freedom of rotation about the Y axis. Further, the second urging means using two coil springs has been described as an example. However, the second urging means is not limited to this, and when the sliding plate 42 tilts around the Y axis, the second urging means is neutral. As long as it can return to the posture, it is not limited to this, and an elastic body such as a leaf spring or rubber can also be used. As long as it can be reduced in number, it is not limited to the above.

  In the modified example of the above embodiment, the air cylinders 101 and 101 and the locking holes 443 and 443 in which the piston rods 102 and 102 are locked are described as an example. The means 100 is not limited to this, and the upper surface of the sliding plate member 42 may be maintained in a neutral posture at all times even when receiving wind pressure while the railway vehicle is traveling by another known mechanism.

  PG ... Pantograph for railway vehicle, 1 ... frame, 2 ... movable frame assembly, 4 ... current collector boat, 41 ... boat body, 42 ... grip plate body, 42a ... auxiliary slide plate portion, 42b ... main slide plate portion, 44 ... Universal joint, 91 ... First urging means (coil spring), 92 ... Second urging means (coil spring), 100 ... Locking means, Ol ... Trolley wire.

Claims (3)

It has a movable frame mounted on a frame that is placed on the roof of a railway vehicle traveling on the track, and a current collecting boat that is raised and lowered by this movable frame, and collects power from the trolley line via the current collecting boat. In pantographs for electric railway vehicles,
The current collector boat has a boat body and a sliding plate body that is provided on the upper surface of the boat body and the trolley wire is in sliding contact with the orbital direction as the X axis and the sleeper direction as the Y axis. Are respectively provided at both ends of the Y-axis direction and supported by the hull through universal joints having a degree of freedom of rotation about the X-axis and a degree of freedom of rotation about the Y-axis,
First urging means for urging the boat body in the center in the Y-axis direction, and the ground plate body so that the upper surface of the sliding plate body is in a neutral posture parallel to the X-axis. A pantograph for a railway vehicle, characterized in that second biasing means for biasing around the Y axis is provided. 2. The pantograph according to claim 1, wherein the sliding plate body includes a pair of auxiliary sliding plate portions provided at both ends in the Y-axis direction and a main sliding plate portion positioned between the two auxiliary sliding plate portions. ,
The second urging means is composed of two coil springs each disposed so as to be in contact with both ends in the X-axis direction of the auxiliary sliding plate portion in the lower region of both auxiliary sliding plate portions. A pantograph for railway vehicles. The pantograph for a railway vehicle according to claim 1 or 2, wherein the boat body is provided with locking means for maintaining the upper surface of the sliding plate body in a neutral posture.

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