JP2020025424A - Lift stabilization structure and slide plate of hull - Google Patents

Abstract

To provide a lift stabilization structure of a hull which can stabilize lift acting on the hull with a simple, and a slide plate.SOLUTION: A lift stabilization structure 9 stabilizes lift acting on a hull 7 which supports slide plates 8A to 8C. When the hull 7 receives an obliquely upward flow F, the slide plates 8A to 8C comprises a lift increase part 10A which increases lift acting on the hull 7, and a lift reduction part 10B which reduces lift acting on the hull 7. The lift increase part 10A comprises an inclines plane 10a having a small inclination angle with a horizontal line, and the lift reduction part 10B comprises an inclined plane 10b having a large inclination angle with a horizontal line. The lift increase part 10A and the lift reduction part 10B are located along a lengthwise direction of the hull 7 at a prescribed compounding ratio. The lift increase part 10A increases lift acting on a midship part in the lengthwise direction of the hull 7, and the lift reduction part 10B reduces lift acting on both end parts in the lengthwise direction of the hull 7.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a lift stabilizing structure for a boat body that stabilizes a lift acting on a boat body supporting a sliding plate, and a sliding plate that slides on a trolley wire.

  For speeding up the Shinkansen (registered trademark), proposal of aerodynamic noise radiated from each part of the vehicle is an important issue. The pantograph is a major aerodynamic sound source, and the hull is the most aerodynamic sound source among the members of the pantograph. To reduce the aerodynamic noise of the hull, smoothing of the cross-sectional shape is effective, but the stability of the lift characteristics is impaired. Here, the stabilization of the lift characteristics requires two points: a small change in the lift due to a change in the direction of the opposing wind, and a small change in the lift with respect to the change in the cross-sectional shape due to the wear of the sliding plate. It is important to set the lift itself to a value appropriate for the current collection system (approximately the same as the static push-up force of 54 N). There are various countermeasures such as techniques for adjusting the value itself.

  The lift stabilization structure of the current collector (hereinafter referred to as Conventional Technique 1) proposes a smooth boat body shape that achieves both aerodynamic noise reduction and stabilization of the lift characteristics by combining CFD analysis and optimization techniques. (For example, see Patent Document 1). In the prior art 1, the cross section of a portion other than the lower side when cut along a plane perpendicular to the length direction of the current collecting boat is formed in a boat shape such that a predetermined objective function is minimized.

  A conventional pantograph hull (hereinafter referred to as “prior art 2”) is provided with a protrusion projecting from the bottom of the hull, and is elongated in the longitudinal direction of the hull toward at least one of a forward position and a rearward position in the traveling direction of the vehicle. This projection is formed (for example, see Patent Document 2). In the prior art 2, the lift in the traveling direction is adjusted by setting the length of the protruding portion formed in the rearward direction of the vehicle in the longitudinal direction of the boat body.

JP 2006-141169 A

JP 2018-046614A

  The prior art 1 has a problem in that the cross-sectional shape of the boat body including the slide plate is formed of a curved surface, and the manufacturing cost is increased. In particular, machining a ground plate with a curved surface is extremely expensive. Further, the prior art 1 has a problem that when designing the cross-sectional shape integrally with the boat body and the slide plate, the difficulty of development is increased. The prior art 2 aims at adjusting the value of the lift itself, and has a problem in that it is not possible to stabilize the lift such as a change in the lift due to a change in the wind direction or abrasion of the sliding plate. Similarly, there are techniques for making the cross section of the boat body non-uniform in the longitudinal direction of this boat body, or techniques for partially changing the cross section shape, but these techniques mainly adjust the value of the lift itself. Therefore, the effect of stabilizing the lift, such as reducing the amount of change in the lift with respect to the change in the wind direction and the wear of the sliding plate, is not always obtained. In particular, it is difficult to suppress the change in lift due to the wear of the sliding plate by the boat body shape.

  An object of the present invention is to provide a lift stabilizing structure and a slide plate of a boat which can stabilize the lift acting on the boat with a simple structure.

The present invention solves the above-mentioned problems by the following means.
Note that description will be given with reference numerals corresponding to the embodiment of the present invention, but the present invention is not limited to this embodiment.
According to the first aspect of the present invention, as shown in FIGS. 3 to 13, a lift stabilizing structure of a hull for stabilizing a lift (+ L) acting on a hull (7) supporting a sliding plate (8 A to 8 C). A lift increasing portion (10A) for increasing a lift acting on the boat body when the boat body receives an obliquely upward flow (F); A lift stabilizing structure (9) for a hull, comprising: a lift reducing portion (10B) for reducing a lift to be generated.

According to a second aspect of the present invention, in the hull lift stabilizing structure according to the first aspect, as shown in FIGS. 6, 9, and 11 to 13, the lift increasing portion has an inclination angle formed with a horizontal line. The lift stabilization of the hull is characterized in that it has an inclined surface (10a) with a small (θ _A ) and the inclined surface (10b) with a large inclination angle (θ _B ) with the horizontal line. Structure.

  According to a third aspect of the present invention, in the lift stabilizing structure for a boat body according to the second aspect, the lift increasing portion is configured such that an inclination angle of the inclined surface is an angle along which the flow flows along the inclined surface, and the lift reducing portion. Is a lift stabilizing structure for a hull, wherein the inclination angle of the inclined surface is an angle at which the flow is separated on the inclined surface.

  According to a fourth aspect of the present invention, in the lift stabilizing structure for a hull according to any one of the first to third aspects, as shown in FIG. 3, FIG. 7, FIG. 8, and FIG. The increasing portion and the lift reducing portion are arranged in a predetermined blending ratio along a length direction of the boat body, which is a lift stabilizing structure of the boat body.

  According to a fifth aspect of the present invention, in the lift stabilizing structure for a hull according to any one of the first to fourth aspects, as shown in FIG. 3 and FIG. The lift of the hull, wherein the lift acting on the central portion in the longitudinal direction of the body is increased, and the lift reducing portion reduces the lift acting on the outer side of the longitudinal direction of the hull. It is a lift stabilization structure.

  According to a sixth aspect of the present invention, in the lift stabilizing structure for a hull according to any one of the first to fourth aspects, as shown in FIGS. The lift acting on the outside of the center of the hull in the longitudinal direction is increased, and the lift reducing unit reduces the lift acting on the center of the hull in the longitudinal direction. It is a lift stabilization structure of the hull.

  As shown in FIGS. 2 to 4, 7, 8 and 10, the invention according to claim 7 is a slide plate that slides on the trolley wire (1a). A contact strip (8A to 8C) comprising the boat body lift stabilizing structure (9) according to any one of the preceding claims.

  According to the present invention, the lift acting on the boat body can be stabilized with a simple structure.

It is a perspective view showing roughly the current collection device provided with the lift stabilization structure of the hull concerning a 1st embodiment of this invention. It is a side view which shows typically the current collector provided with the lift stabilization structure of the boat body which concerns on 1st Embodiment of this invention. It is a top view showing roughly the boat body provided with the lift stabilization structure of the boat body concerning a 1st embodiment of this invention. It is a front view showing roughly the boat body provided with the lift stabilization structure of the boat body concerning a 1st embodiment of this invention. It is sectional drawing of the hull provided with the lift stabilization structure of the hull concerning 1st Embodiment of this invention, (A) is sectional drawing which shows the state cut | disconnected by the V-VA line of FIG. 4) is a cross-sectional view showing a state cut along the line V-VB in FIG. 4, and FIG. 4 (C) is a table comparing the effects of the lift increasing section and the lift reducing section. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of the slide board provided with the lift stabilization structure of the boat body which concerns on 1st Embodiment of this invention, (A) is a top view, (B) cut | disconnected by the VI-VIB line of (A). It is sectional drawing which shows a state, (C) is sectional drawing which shows the state cut | disconnected by the VI-VIC line of (A), (D) is sectional drawing which shows the state cut | disconnected by the VI-VID line of (A). FIG. It is a top view showing roughly the boat body provided with the lift stabilization structure of the boat body concerning a 2nd embodiment of this invention. It is a top view showing roughly the boat body provided with the lift stabilization structure of the boat body concerning a 3rd embodiment of this invention. It is an external view of the slide board provided with the lift stabilization structure of the boat body which concerns on 3rd Embodiment of this invention, (A) is a top view, (B) cut | disconnected by the IX-IXB line of (A). It is sectional drawing which shows a state, (C) is sectional drawing which shows the state cut | disconnected by IX-IXC line of (A), (D) is sectional drawing which shows the state cut | disconnected by IX-IXD line of (A). FIG. It is a top view showing roughly the boat body provided with the lift stabilization structure of the boat body concerning a 4th embodiment of this invention. It is sectional drawing in case the cross-sectional shape of the boat body provided with the boat body lift stabilization structure which concerns on 5th Embodiment of this invention is a polygon, (A) When the inclination angle of the inclined surface of a slide plate is small. (B) is a cross-sectional view when the inclination angle of the inclined surface of the slide plate is large. It is a sectional view when the sectional shape of the hull provided with the lift stabilization structure of the hull according to the fifth embodiment of the present invention is asymmetric in the front-rear direction, and FIG. It is sectional drawing, (B) is sectional drawing when the inclination angle of the inclined surface of a sliding plate is large. It is sectional drawing in case the cross-sectional shape of the hull provided with the lift stability structure of the hull concerning 5th Embodiment of this invention is blunt, (A) When the inclination angle of the inclination surface of a slide plate is small. (B) is a cross-sectional view when the inclination angle of the inclined surface of the slide plate is large.

(1st Embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
The overhead line 1 shown in FIGS. 1 to 4 is an overhead train line that is installed over the track. The overhead wire 1 is supported at support points at predetermined intervals. The trolley wire 1a is an electric wire to which the current collector 3 moves. The trolley wire 1a supplies a load current to the vehicle 2 when the current collector 3 slides. The vehicle 2 shown in FIG. 2 is an electric vehicle such as a train or an electric locomotive. The vehicle 2 is, for example, a railway vehicle such as a Shinkansen (registered trademark) that runs at high speed. The vehicle body 2a is a structure for loading and transporting passengers or cargo.

  The current collector 3 shown in FIGS. 1 to 4 is a device for guiding electric power to the vehicle 2 from the trolley wire 1a. The current collecting device 3 includes an underframe 4, an insulator 5, a frame 6 shown in FIGS. 1 and 2, a boat body (current collecting boat) 7 shown in FIGS. It is provided with the slide plates 8A to 8C shown in FIG. The underframe 4 shown in FIG. 2 is a member that supports the framework 6. The underframe 4 is installed on the roof of the vehicle body 2 a via the insulator 5. The insulator 5 is a member that electrically insulates between the vehicle body 2a and the underframe 4. The framework 6 shown in FIGS. 1 and 2 is a member that supports the boat 7. The frame 6 includes a link mechanism that can move in the vertical direction while supporting the boat body 7, and is pushed upward by a main spring (push-up spring) that is attached to the underframe 4 and applies an upward force. Have been. The frame 6 includes a boat support 6a, an upper frame 6b, a lower frame 6c, a joint (bend) 6d, and the like. The boat support 6a is a part that supports the boat 7. The boat support 6a pushes up the boat 7 horizontally with respect to the overhead wire 1. The upper frame 6b is a member rotatably connected to the boat support 6a. The lower frame 6c is a member that is rotatably connected to the underframe 4. The lower frame 6c is connected to a main shaft and a main spring (not shown) that move the frame 6 up and down. The joint 6d is a portion that functions as an intermediate hinge to which the upper frame 6b and the lower frame 6c are rotatably connected. The current collector 3 shown in FIGS. 1 and 2 is a single-arm pantograph that is asymmetric with respect to the traveling direction of the vehicle 2 (A direction in the drawings) and can be used in one direction or both directions. The current collector 3 shown in FIGS. 1 and 2 is moving in a fluttering direction in which the joint 6d is located on the front side in the traveling direction of the vehicle 2.

  The boat body 7 shown in FIGS. 1 to 5 is a member that supports the slide plates 8A to 8C. The boat body 7 is an elongated metal columnar member generally extending in a direction (sleeper direction) orthogonal to the trolley wire 1a. As shown in FIGS. 2 and 5, the boat body 7 is symmetrical in the front-rear direction with respect to the center axis of the boat body 7, and both sides are formed in the same shape. The hull 7 has a cross-sectional shape of a streamline type or a curved surface similar to a streamline type in order to prevent the flow (airflow) F from being separated as much as possible, and has a smooth curve. The hull 7 has, for example, a hull cross-sectional shape smoothed by a method combining computational fluid dynamics (CFD) analysis and an optimization method so that aerodynamic noise reduction and lift characteristic stabilization can be compatible. Have been. The hull 7 is, for example, a shinkansen (high-speed) pantograph hull having improved follow-up performance with respect to the trolley wire 1a. The hull 7 includes a horn 7a shown in FIGS. 1 to 4, an upper part 7b shown in FIGS. 2, 4 and 5, a lower part 7c shown in FIGS. 4 and 5, and a front edge shown in FIGS. A portion 7d and the like are provided. The horn 7a shown in FIGS. 1 to 4 has a trolley wire in a direction different from the traveling direction of the vehicle 2 among the two trolley wires 1a crossing over the switch when the vehicle 2 passes through the switch. This is a member for preventing interruption to 1a. The horn 7a is a metal member protruding from both ends in the longitudinal direction of the boat body 7, and having a distal end portion curved downward as shown in FIG. The upper portion 7b shown in FIGS. 2, 4, and 5 is a portion to which the slide plates 8A to 8C are attached. The lower portion 7c shown in FIGS. 4 and 5 is a portion supported by the boat support 6a. The front edge 7d shown in FIGS. 2 to 5 is a portion constituting the edge of the boat 7.

  As shown in FIG. 2, when the vehicle 2 moves in the direction A and receives the flow F, a lift + L acts on the boat body 7. For simplicity, assuming that the lift of the hull 7 changes linearly with the change in the angle of attack α of the flow F, for example, when the angle of attack α of the flow F changes, the lift in addition to the lift + L ± L 'acts on this boat 7. Here, the lift + L is the lift acting on the boat 7 during normal running of the vehicle 2. Lift ± L ′ is the amount of change of lift + L when the angle of attack α changes. The angle of attack α is an angle between the front-rear direction of the hull 7 and the flow F. When the angle of attack α of the flow F is a positive value (the flow F is obliquely upward from the front to the rear of the boat 7), the direction in which the boat 7 is raised is positive. Lift + L 'acts on this boat 7. On the other hand, when the angle of attack α of the flow F is a negative value (the flow F is obliquely downward from the front to the rear of the boat 7), the direction in which the boat 7 descends is negative. The lift -L ′ acts on the boat 7.

  The sliding plates 8A to 8C shown in FIGS. 1 to 6 are members that slide on the trolley wire 1a. As shown in FIGS. 3 and 4, the contact plates 8 </ b> A to 8 </ b> C are metal or carbon plate-like members that extend in a direction (sleeper direction) perpendicular to the traveling direction of the vehicle 2. Since the slide plates 8A to 8C slide on the trolley wire 1a at the same speed as the traveling speed of the vehicle 2 and a large current flows, certain performance such as mechanical strength, electric conductivity, and wear resistance is required. The ground plates 8A to 8C are mainly made of a sintered alloy ground plate obtained by mixing a metal powder such as iron or copper with a low melting point metal such as graphite or tin and a hard metal such as chromium or molybdenum and then sintering the mixture. A carbon-based slide plate or the like as a component. The slide plates 8A to 8C are separate parts manufactured separately from the boat body 7, and are attached to the boat body 7. The slide plates 8A to 8C are supported by an elastic body such as a spring so as to be relatively displaceable with respect to the boat body 7.

  The sliding plates 8A and 8B shown in FIGS. 1 and 3 to 6 function as main sliding plates that mainly slide on the trolley wire 1a when the vehicle 2 travels on a main line. As shown in FIG. 1, FIG. 3, and FIG. 4, a plurality of the contact plates 8A and 8B are arranged in the length direction (the sleeper direction) of the boat body 7 and the center portion and the center portion of the boat body 7 It is arranged outside (near both ends). As shown in FIG. 3, the slide plates 8A and 8B have a predetermined inclination angle with respect to the traveling direction of the boat body 7 (the direction orthogonal to the length direction of the slide plates 8A and 8B (the A direction shown in FIG. 3)). Both ends are cut obliquely in a straight line. As shown in FIGS. 3 and 6, the contact plates 8A and 8B are thin plate-like members having a substantially parallelogram planar shape.

  The sliding plate 8C shown in FIGS. 1, 3 and 4 functions as an auxiliary sliding plate constituting an auxiliary part of the sliding plates 8A and 8B. The sliding plate 8C has a lower sliding frequency than the sliding plates 8A and 8B, and is arranged at both ends of the boat 7 in a state of being arranged with the sliding plate 8A in the longitudinal direction of the boat 7. As shown in FIG. 3, the contact surface of the contact plate 8 </ b> C is formed such that the end surface on the side adjacent to the contact plate 8 </ b> B is formed obliquely to the longitudinal direction of the boat body 7, and the end surface on the opposite side to the contact surface on the contact plate 8 </ b> B. Is a thin plate-shaped member formed substantially perpendicular to the longitudinal direction of the boat body 7. The sliding plates 8A to 8C include an upper part 8a, a lower part 8b, a front edge part 8c shown in FIG. 6, an upper corner part 8d shown in FIGS. 5 and 6, and an end part shown in FIG. A portion 8e and a lift stabilizing structure 9 shown in FIGS. 2, 3, 5, and 6 are provided.

  The upper portion 8a shown in FIGS. 5 and 6 is a portion that comes into contact with the trolley wire 1a. The lower portion 8b is a portion attached to the upper portion 7b of the boat 7. The front edge portion 8c shown in FIG. 6 is a portion constituting the edge portions of the slide plates 8A to 8C. The front edge 8c is formed on the front side in the traveling direction and the rear side in the traveling direction of the slide plates 8A to 8C, and is formed on a flat surface (wall surface) perpendicular to the upper portion 8a. The front edge 8c is joined to the recess of the upper part 7b of the boat body 7 when the slide plates 8A to 8C are attached to the boat body 7. The upper corner 8d shown in FIGS. 5 and 6 is a portion where the upper portion 8a and the front edge 8c intersect. The end 8e is formed on the side where the slide plate 8A and the slide plate 8B are adjacent to each other. The end 8e is inclined at a predetermined inclination angle with respect to the traveling direction of the sliders 8A, 8B, and is formed as a flat surface perpendicular to the upper portion 8a and the lower portion 8b of the sliders 8A, 8B.

  The lift stabilizing structure 9 shown in FIGS. 2, 3, 5, and 6 is a structure that stabilizes the lift + L acting on the boat body 7. The lift stabilization structure 9 mixes a portion having a positive lift gradient and a portion having a negative lift gradient along the length of the boat 7 so that the lift of the boat 7 is increased. Stabilizes characteristics. Here, the lift inclination is a value representing a change in the lift ± L ′ with respect to the angle of attack α shown in FIG. A positive lift gradient indicates that the lift gradient has a characteristic of rising straight to the right. The negative lift gradient indicates that the lift gradient indicating the change of the lift ± L ′ with respect to the angle of attack α has such a characteristic that the lift gradient becomes a straight line falling to the right. As shown in FIGS. 3 to 6, the lift stabilizing structure 9 includes a lift increasing section 10A, a lift reducing section 10B, and a connecting section 10C shown in FIGS. 3 and 6. As shown in FIG. 3, the lift stabilizing structure 9 has a lift increasing portion 10A and a lift reducing portion 10B arranged at a predetermined mixing ratio along the length direction of the boat body 7.

The lift increasing portion 10A shown in FIGS. 3, 4, 5A, and 6A has a lift + L acting on the hull 7 when the hull 7 receives the flow F in an obliquely upward direction. Is the part that increases. As shown in FIG. 6 (A), the lift increasing portion 10A is formed on the front edge 8c on the front side in the traveling direction and on the rear side in the traveling direction of the slider 8A. The lift increasing portion 10A increases the lift + L acting on the central portion in the longitudinal direction of the boat body 7 shown in FIG. Lift increasing portion 10A, as shown in FIG. 5 (A) and 6 (B), and a small tilt angle theta _A between the horizontal line (shallow) inclined surface 10a. As shown in FIG. 5 (A), the lift F increases the flow F along the upper corner 8d of the inclined surface 10a, so that the flow F does not peel off and functions as an aerodynamic noise reducing unit that reduces aerodynamic noise. . On the other hand, as shown in FIG. 5 (A), the lift increasing portion 10A increases the speed of the flow F along the inclined surface 10a in the plane of the lift + L. And the change in lift is large with respect to wind direction change and file wear. The lift increasing section 10A has a characteristic in which the lift gradient is positive particularly with respect to a change in the wind direction (a characteristic in which the lift + L increases in the blowing direction).

3, 4, 5 (B), and 6 (B), the lift reduction unit 10 </ b> B applies a lift + L acting on the hull 7 when the hull 7 receives the flow F in an obliquely upward direction. Is the part that reduces the As shown in FIG. 6B, the lift reduction portions 10B are formed on the front edges 8c on the front side in the traveling direction and on the rear side in the traveling direction of the slide plates 8B and 8C, respectively. As shown in FIG. 3, the lift reducing unit 10 </ b> B reduces the lift + L acting on the outer side of the center of the boat body 7 in the longitudinal direction. As shown in FIGS. 5 (B) and 6 (C), the lift reducing unit 10B has an inclined surface having a large (standing) inclination angle θ _B (inclination angle θ _B > inclination angle θ _A ) with the horizontal line. 10b. As shown in FIG. 5 (B), the lift F reduces the flow F at the upper corner 8d of the inclined surface 10b, so that the aerodynamic noise increases. On the other hand, in the lift reduction unit 10B, in the plane of the lift + L, the amount of change in the lift with respect to the change in the wind direction and the abrasion of the flap is reduced by the separation of the flow F on the inclined surface 10b. The lift reducing unit 10B has a characteristic that the lift gradient is negative (a characteristic that the lift + L decreases in the blowing direction), particularly with respect to a change in the wind direction.

The inclined surfaces 10a and 10b shown in FIGS. 5A and 5B and FIGS. 6B and 6C are provided at a predetermined inclination angle (chamfer angle) by machining the front edges 8c of the slide plates 8A and 8B. ) This is a chamfer formed on a flat surface at θ _A and θ _B. As shown in FIGS. 5A and 5B, the inclined surfaces 10a and 10b are formed such that no step is formed between them and the front edge 8c, so that the inclined surfaces 10a and 10b are smoothly connected to the front edge 8c. It is formed continuously with the front edge 8c. Figure 5 (A) and 5 tilt angle theta _A shown in FIG. 6 (B) is an angle along the F flows an inclined surface 10a, FIG. 5 (B) and the inclination angle theta _B shown in FIG. 6 (C) is inclined This is the angle at which the flow F separates on the surface 10b. Inclination angle theta _A, theta _B, for example, in the case of setting the tilt angle θ _A = 30 ° is set to the inclination angle θ _B = 60 °, the inclination angle when setting the inclination angle θ _A = 30 ° θ _B is set to 45 °, and when the tilt angle θ _A is set to 45 °, the tilt angle θ _B is set to 60 °.

The connecting portion 10C shown in FIGS. 3 and 6A and 6D is a portion connecting the lift increasing portion 10A and the lift reducing portion 10B. As shown in FIGS. 6A and 6D, the connecting portion 10C is provided between the inclined surface 10a on the lift increasing portion 10A side and the inclined surface 10b on the lift reducing portion 10B side from the inclination angle θ _A to the inclination angle θ. An inclined surface 10c having an inclination angle θ _{C1 that} shifts to _B is provided. The connection portion 10C is a transition section in which the inclination angle θ _C1 of the connection portion 10C gradually transitions from the inclination angle θ _A to the inclination angle θ _B. The connection portion 10C is formed at the front edge 8c on the front side in the traveling direction and on the rear side in the traveling direction of the portion where the slider 8A and the slider 8B are adjacent to each other. As shown in FIG. 6A, when the upper portions 8a of the contact plates 8A and 8B are viewed from above, the connecting portion 10C has an upper corner 8d on the lift increasing portion 10A side and an upper corner on the lift reducing portion 10B side. The upper corner 8d of the connecting portion 10C is linearly connected to the portion 8d at a predetermined inclination angle (opening angle) θ _C2 of, for example, about 15 ° or less. The connecting portion 10C is a chamfer formed by machining or the like on the front edges 8c of the slide plates 8A and 8B, similarly to the lift increasing portion 10A and the lift reducing portion 10B.

Next, the operation of the lift stabilizing structure for a boat body according to the first embodiment of the present invention will be described.
When the vehicle 2 shown in FIG. 2 travels in the direction A, the flow F is released on the surface of the boat 7 and aerodynamic noise is generated. For example, when it is desired to reduce the aerodynamic noise generated from the collector head 7 shown in Figures 1-5, the contact strip 8A~8C with inclination angle theta _A small aerodynamic noise reducing effect shown in FIG. 5 (A), FIG. 3 It is conceivable that it is uniformly mounted on the boat body 7 shown in FIG. However, if uniformly mounting the sliding plate 8A~8C inclination angle theta _A is small collector head 7, lift variation becomes large because the flow F is accelerated along the inclined surface 10a, stabilization of lift + L is Will be spoiled. On the other hand, if uniformly mounted on the boat body 7 shown in FIG. 3 the sliding plate 8A~8C large inclination angle theta _B shown in FIG. 5 (B), since the flow F is peeled from the inclined surface 10b, lift + L is stable Aerodynamic noise increases.

As shown in FIG. 5 (A), since the inclination angle θ _A of the inclined surface 10a of the lift increasing portion 10A is small, the flow F does not occur along the upper corner 8d of the inclined surface 10a, and the flow F does not peel off, and the aerodynamics The sound becomes smaller. On the other hand, as shown in FIG. 5 (B), due to the large inclination angle theta _B of lift reduction portion 10B, aerodynamic noise increases flow F is then peeled in the upper corner portions 8d of the inclined surface 10b. Therefore, as compared with the case of uniformly mounting the sliding plate 8A having a tilt angle theta _A small lift increasing portion 10A in the collector head 7, a large inclination angle theta _B and the inclination angle theta _A small lift increasing portion 10A When the sliding plates 8A and 8B in which the lift reducing portion 10B is mixed are mounted on the boat body 7, the aerodynamic noise increases. However, the increase in the aerodynamic noise is minimized by setting the blending ratio of the lift reduction unit 10B having the large inclination angle θ _B to the optimum ratio and minimizing the installation range of the lift reduction unit 10B on the hull 7. Can be kept to a minimum.

Further, as shown in FIG. 5 (A), since the inclination angle theta _A of the inclined surface 10a of the lift increasing portion 10A is smaller, lift slope positive characteristics with respect to the wind direction changes. On the other hand, as shown in FIG. 5 (B), since the inclination angle theta _B of the inclined surface 10b of the lift reduction portion 10B is large, indicating lift slope negative characteristics with respect to the wind direction changes. Since the lift increasing portion 10A having a positive lift inclination characteristic and the lift reducing portion 10B having a negative lift inclination characteristic coexist, both characteristics cancel each other out and the amount of change in the lift is reduced.

Furthermore, as shown in FIG. 5 (A), since the inclination angle theta _A of the inclined surface 10a of the lift increasing portion 10A is small, Hayashi increased flow F is along the inclined surface 10a, with respect to the wind direction changes rasp plate wear The change in lift increases. For example, when a uniformly mounting the sliding plate 8A having a tilt angle theta _A small lift increasing portion 10A in the collector head 7, lift variation becomes sensitive to wind direction change rasp plate wear becomes large. On the other hand, as shown in FIG. 5 (B), due to the large inclination angle theta _B of the inclined surface 10b of the lift reduction portion 10B, by separation of the stream F of the inclined surface 10b, the lift force changes with respect to the wind direction changes rasp plate wear The amount is smaller. The contribution of the inclination angle theta _B is greater lift reduction unit 10B, as compared with the case of uniformly mounting the sliding plate 8A having a tilt angle theta _A small lift increasing portion 10A in the collector head 7, lift variation is small .

The boat body lift stabilizing structure and the sliding plate according to the first embodiment of the present invention have the following effects.
(1) In the first embodiment, when the boat body 7 receives the flow F in an obliquely upward direction, the lift increasing portion 10A that increases the lift + L acting on the boat body 7 and the lift body 10A acting on the boat body 7 The lift plates 8A to 8C are provided with a lift reduction unit 10B that reduces the lift + L to be applied. For this reason, by mixing the lift increasing section 10A and the lift reducing section 10B, the lift characteristics can be stabilized. In particular, when the hull cross-sectional shape is smoothed for the purpose of reducing aerodynamic noise, the lift characteristics can be stabilized for a smoothed hull in which it is difficult to stabilize the lift.

(2) In the first embodiment, provided with the lift increasing portion 10A of the tilt angle theta _A small inclined surfaces 10a of the horizontal lines, lift reducer inclination angle theta _B is larger inclined surface 10b formed between the horizontal line 10B is provided. For this reason, the slider 8B provided with the lift reducing portion 10B having the larger inclination angle θ _B is not arranged uniformly in the longitudinal direction of the boat body 7 with the lift increasing portion 10A having the smaller inclination angle θ _A. Is mixed with the contact plate 8A, the change in lift can be reduced, and the increase in aerodynamic noise can be minimized. By adjusting the inclination angles θ _A and θ _B , not only the stabilization of the lift + L can be adjusted, but also the value itself of the lift + L can be adjusted and the lift characteristics can be finely adjusted.

(3) In the first embodiment, the inclination angle θ _A of the inclined surface 10a of the lift increasing portion 10A is the angle along which the flow F flows along the inclined surface 10a, and the inclination angle θ _B of the inclined surface 10b of the lift reducing portion 10B. Is the angle at which the flow F separates on the inclined surface 10b. Therefore, an increase in aerodynamic noise generated from the lift reducing unit 10B can be minimized by the lift increasing unit 10A having an aerodynamic noise reducing effect. Further, since the positive characteristic of the lift gradient of the lift increasing unit 10A and the negative characteristic of the lift gradient of the lift reducing unit 10B coexist, both characteristics cancel each other, and the amount of change in lift can be reduced. Further, by the contribution of the lift reducing portion 10B, the amount of change in lift at the time of wear of the slide plate can be reduced.

(4) In the first embodiment, the lift increasing portion 10A and the lift reducing portion 10B are arranged at a predetermined mixing ratio along the length direction of the boat body 7. For this reason, by arranging the lift increasing section 10A and the lift reducing section 10B in an appropriate distribution, the lift + L acting on the boat body 7 can be stabilized. Further, by adjusting the mixing ratio of the lift increasing section 10A and the lift reducing section 10B, not only the stabilization of the lift + L can be adjusted, but also the value itself of the lift + L can be adjusted and the lift characteristics can be finely adjusted. .

(5) In the first embodiment, the lift increasing section 10A increases the lift + L acting on the center of the boat body 7 in the length direction, and the lift reduction section 10B increases the lift + L from the center of the boat body 7 in the length direction. Also reduces the lift + L acting on the outside. For this reason, for example, the slide plate 8A provided with the lift increasing portion 10A is disposed near the center in the longitudinal direction of the boat body 7, and the slide plate 8B provided with the lift reduction portion 10B is disposed near both ends of the boat body 7. By itself, the lift + L acting on the boat body 7 can be stabilized. Further, by adjusting the positions of the lift increasing unit 10A and the lift reducing unit 10B, not only the stabilization of the lift + L can be adjusted, but also the value itself of the lift + L can be adjusted and the lift characteristics can be finely adjusted.

(6) In the first embodiment, the lift plates 8A and 8B have the lift stabilizing structure 9. Therefore, the lift + L acting on the boat body 7 can be stabilized only by providing the lift plates 8A and 8B with the lift stabilizing structure 9 which is simple and easy to manufacture.

(2nd Embodiment)
In the following, the same parts as those shown in FIGS. 1 to 6 are denoted by the same reference numerals, and detailed description is omitted.
The lift increasing section 10A shown in FIG. 7 increases the lift + L acting on the outer side of the longitudinal center portion of the boat 7 in contrast to the lift increasing section 10A shown in FIG. The lift reduction unit 10B shown in FIG. 7 reduces the lift + L acting on the central portion of the boat body 7 in the longitudinal direction, contrary to the lift reduction unit 10B shown in FIG. The second embodiment has the same effects as the first embodiment.

(Third embodiment)
The lift increasing portions 10A shown in FIGS. 8 and 9 are formed on the front edge 8c on the front side in the traveling direction and on the rear side in the traveling direction of the slider 8A, respectively. The lift increasing portion 10A increases the lift + L acting on the central portion in the longitudinal direction of the boat body 7 shown in FIG. The lift reducing portion 10B shown in FIGS. 8 and 9 is formed at the front edge 8c on the front side in the traveling direction and on the rear side in the traveling direction of the slide plates 8B and 8C, respectively. The lift reducing portion 10B reduces the lift + L acting on the outer side of the center of the boat body 7 in the longitudinal direction shown in FIG. The connecting portion 10C shown in FIGS. 8 and 9 is different from the connecting portion 10C shown in FIGS. 3 and 6 in that the front edge portion in the traveling direction at the substantially middle portion in the longitudinal direction of the slide plate 8B and the front edge portion in the traveling direction are rearward. 8c. The third embodiment has the same effects as the first embodiment and the second embodiment.

(Fourth embodiment)
The lift increasing portion 10A shown in FIG. 10 increases the lift + L acting on the outer side of the longitudinal center portion of the boat body 7, in contrast to the lift increasing portion 10A shown in FIG. The lift reduction unit 10B shown in FIG. 10 reduces the lift + L acting on the central portion of the boat body 7 in the longitudinal direction, contrary to the lift reduction unit 10B shown in FIG. The fourth embodiment has the same effects as the first to third embodiments.

(Fifth embodiment)
The boat body 7 shown in FIGS. 11 to 13 realizes both the flow F when the flow F follows and the flow F separates by the inclination angles θ _A and θ _B , similarly to the boat body 7 shown in FIGS. Possible cross-sectional shapes. The boat body 7 shown in FIG. 11 has a polygonal cross section. Sliding plate 8A, as shown in FIG. 11 (A), a lift increasing portion 10A tilt angle theta _A small inclined surfaces 10a, is larger inclination angle theta _B of the inclined surface 10a as shown in FIG. 11 (B) And a lift reduction unit 10B. The boat body 7 shown in FIG. Sliding plate 8A, as shown in FIG. 12 (A), a lift increasing portion 10A tilt angle theta _A small inclined surfaces 10a, is larger inclination angle theta _B of the inclined surface 10a as shown in FIG. 12 (B) And a lift reduction unit 10B. The boat body 7 shown in FIG. 13 has a blunt cross section. Sliding plate 8A, as shown in FIG. 13 (A), a lift increasing portion 10A tilt angle theta _A small inclined surfaces 10a, is larger inclination angle theta _B of the inclined surface 10a as shown in FIG. 13 (B) And a lift reduction unit 10B. The fifth embodiment has the same effects as the first to fourth embodiments.

(Other embodiments)
The present invention is not limited to the embodiments described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, a single-arm pantograph has been described as an example of the current collector 3, but the present invention can be applied to other types of pantographs such as a rhombic pantograph. Further, in this embodiment, the case where the front edge 8c is formed before and after in the traveling direction of the slide plates 8A to 8C has been described as an example, but the front edge 8c is omitted and the inclined surfaces 10a to 10c and the lower portion are formed. The present invention can also be applied to a case where it is formed so as to intersect with 8b. Further, in this embodiment, the case where the number of the slide plates 8A and 8B corresponding to the main slide plate is four has been described as an example, but the case where the number of the slide plates 8A and 8B is three or less or five or more is described. The present invention can also be applied to the present invention.

(2) In this embodiment, the case has been described as an example where the current collector 3 moves in the fluttering direction in which the joint 6d is located in front of the vehicle 2 in the traveling direction. The present invention can also be applied to a case where the current collector 3 moves in the anti-fluttering direction where the portion 6d is located. Further, in this embodiment, sliding plate inclination angle theta _A of the front and rear of the inclined surface 10a in the traveling direction of 8A-8C are the same, the inclination angle of the inclined surface 10b of the front and rear in the traveling direction of the sliding plate 8A-8C theta _B Are described as an example, but the present invention is not limited to such a structure. For example, change to different angles inclination angle theta _A of the front and rear of the inclined surface 10a in the traveling direction of the sliding plate 8A-8C, the inclination angle theta _B of the inclined surface 10b of the front and rear in the traveling direction of the sliding plate 8A-8C By changing the angles to different angles, it is presumed that the lift characteristics in the flutter direction and the anti-flutter direction can be controlled to some extent independently.

1 overhead wire 1a trolley line (train line)
DESCRIPTION OF SYMBOLS 2 Vehicle 2a Body 3 Current collector 6 Frame 6a Boat support 6b Upper frame 6c Lower frame 6d Joint 7 Boat body 8A-8C Slipping plate 9 Lift stabilization structure 10A Lift increase section 10B Lift decrease section 10C Connection section 10a-10c Slope F Flow α Attack angle L Lift ± L 'Lift change θ _A , θ _B , θ _C1 , θ _C2 Tilt angle

Claims (7)

A lift stabilizing structure of the hull for stabilizing the lift acting on the hull supporting the sliding plate,
When the boat body receives a diagonally upward flow, the boat body includes a lift increasing section that increases the lift acting on the boat, and a lift reducing section that reduces the lift acting on the boat. Preparing,
Lift stabilization structure of the hull characterized by the following. The lift stabilizing structure for a boat body according to claim 1,
The lift increasing portion includes an inclined surface having a small inclination angle with the horizontal line,
The lift reduction unit includes an inclined surface having a large inclination angle with a horizontal line,
Lift stabilization structure of the hull characterized by the following. A lift stabilizing structure for a hull according to claim 2,
In the lift increasing section, the inclination angle of the inclined surface is an angle along which the flow follows the inclined surface,
The lift reduction unit, the inclination angle of the inclined surface is an angle at which the flow is separated on the inclined surface,
Lift stabilization structure of the hull characterized by the following. A lift stabilizing structure for a hull according to any one of claims 1 to 3,
The lift increasing section and the lift reducing section are arranged at a predetermined mixing ratio along the length direction of the boat body,
Lift stabilization structure of the hull characterized by the following. In the lift stabilizing structure of the hull according to any one of claims 1 to 4,
The lift increasing portion increases a lift acting on a central portion in a longitudinal direction of the boat body,
The lift reduction unit reduces the lift acting on the outer side of the center of the boat body in the longitudinal direction,
Lift stabilization structure of the hull characterized by the following. In the lift stabilizing structure of the hull according to any one of claims 1 to 4,
The lift increasing portion increases the lift acting on the outer side of the center of the boat body in the longitudinal direction,
The lift reducing unit reduces lift acting on a central portion in a longitudinal direction of the boat body,
Lift stabilization structure of the hull characterized by the following. A sliding plate that slides with a trolley wire,
A lift stabilizing structure for a hull according to any one of claims 1 to 6,
A slide plate characterized by the following.

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