JP4501011B2 - Railway vehicle current collector - Google Patents

Railway vehicle current collector Download PDF

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JP4501011B2
JP4501011B2 JP2004367078A JP2004367078A JP4501011B2 JP 4501011 B2 JP4501011 B2 JP 4501011B2 JP 2004367078 A JP2004367078 A JP 2004367078A JP 2004367078 A JP2004367078 A JP 2004367078A JP 4501011 B2 JP4501011 B2 JP 4501011B2
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current collector
hull
railway vehicle
current collecting
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JP2006174662A (en
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潔 森田
和之 杉村
守成 服部
貴裕 眺野
健 栗田
正明 原
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Hitachi Ltd
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Description

本発明は、鉄道車両の集電装置に係わり、特に高速走行する鉄道車両の集電装置に好適なものである。   The present invention relates to a current collector for a railway vehicle, and is particularly suitable for a current collector for a railway vehicle traveling at high speed.

従来の鉄道車両の集電装置としては、例えば特開平10−248111号公報(特許文献1)に示されたものがある。この特許文献1の集電装置は、架線に接触する集電用摺り板と、集電用摺り板をばね機構で支持する双方向翼形集電体と、双方向翼形集電体を絶縁支持する碍子部材と、碍子部材を支持する駆動機構と、駆動機構を覆う駆動カバーと、駆動機構を動作させる制御装置とを備えて構成されている。その制御装置は、駆動機構上に設けた力検出器から出力する力信号と、力検出器の上部と下部に設置した2つの加速度計から出力する2つ加速度信号と、駆動機構に設けた変位計から出力する変位信号との少なくとも4つの検出量を入力して、架線と集電用摺り板との間に作用する推定接触力を求めて駆動機構に伝達するように構成されている。   An example of a conventional railway vehicle current collector is disclosed in Japanese Patent Laid-Open No. 10-248111 (Patent Document 1). The current collector of Patent Document 1 insulates a current collecting slide plate that contacts an overhead wire, a bidirectional airfoil current collector that supports the current collecting slide plate with a spring mechanism, and the bidirectional airfoil current collector. A lever member to be supported, a drive mechanism for supporting the lever member, a drive cover that covers the drive mechanism, and a control device that operates the drive mechanism are provided. The control device includes a force signal output from a force detector provided on the drive mechanism, two acceleration signals output from two accelerometers installed on the upper and lower portions of the force detector, and a displacement provided on the drive mechanism. At least four detected amounts of displacement signals output from the meter are input, and an estimated contact force acting between the overhead wire and the current collecting slide plate is obtained and transmitted to the drive mechanism.

この特許文献1の集電装置では、鉄道車両が高速走行すると、集電用摺り板、双方向翼形集電体、駆動カバー及び碍子部材などに空気流れが当ってこれらに揚力が働くが、駆動機構を制御装置で制御しているので、これらの揚力を調節して、架線と集電用摺り板との離線率の低減及びその両者の摩耗量の低減を図ることが可能である。   In the current collector of Patent Document 1, when a railway vehicle travels at a high speed, an air flow hits a current collecting sliding plate, a bidirectional airfoil current collector, a drive cover, a lever member, and the like, and lift acts on them. Since the drive mechanism is controlled by the control device, it is possible to reduce the separation rate between the overhead wire and the current collecting slide plate and to reduce the wear amount of both by adjusting these lift forces.

特開平10−248111号公報Japanese Patent Laid-Open No. 10-248111

しかし、特許文献1の集電装置では、駆動機構が能動的に制御されている場合は、集電体に下向きの力を与えることで、架線と集電用摺り板とが一定の力で接触するように制御できるが、集電体に能動的な制御が働かない場合は、上述の揚力によって、集電体が上方に移動し、架線と集電用摺り板との接触力が増加し、架線及び集電用摺り板の摩耗量の増加及びそれらのメンテナンス周期の短縮を招くという課題があった。   However, in the current collector of Patent Document 1, when the drive mechanism is actively controlled, a downward force is applied to the current collector so that the overhead wire and the current collecting sliding plate are in contact with each other with a constant force. However, when active control does not work on the current collector, the current collector moves upward due to the lift described above, and the contact force between the overhead wire and the current collector sliding plate increases. There has been a problem in that the amount of wear of the overhead wires and the collecting plate is increased and the maintenance cycle thereof is shortened.

一方で、鉄道車両の空力騒音は、走行速度の6〜8乗程度に比例して増加するため、鉄道車両の高速化に伴い高くなるが、環境の保全に対する騒音低減の要求は高いものがあり、高速で走行する鉄道車両では、主たる空力音源である集電装置の低騒音化がますます重要となっている。   On the other hand, the aerodynamic noise of a railway vehicle increases in proportion to the sixth to eighth power of the traveling speed, and thus increases as the speed of the railway vehicle increases. However, there is a high demand for noise reduction for environmental conservation. In railway vehicles that run at high speeds, it is increasingly important to reduce the noise of the current collector, which is the main aerodynamic sound source.

本発明の目的は、駆動機構の機能が阻害されても集電用摺り板及び架線の摩耗量の増加及びそのメンテナンス周期の短縮を防ぐことができると共に、車両走行時の空力騒音を低減することができる鉄道車両の集電装置を提供することにある。   An object of the present invention is to prevent an increase in the amount of wear of a current collecting sliding plate and overhead wire and a shortening of its maintenance cycle even if the function of the drive mechanism is obstructed, and to reduce aerodynamic noise during vehicle travel. An object of the present invention is to provide a current collector for a railway vehicle.

前述の目的を達成するために、本発明は、架線に接触する集電用摺り板を配した集電用舟体を有する集電体と、前記集電用舟体を支持する絶縁碍子と、前記絶縁碍子を上下に駆動して前記集電用摺り板と前記架線との接触を保持する駆動機構と、前記駆動機構を覆う駆動カバーとを備えた鉄道車両の集電装置において、前記集電用舟体の車両進行方向における前縁部および後縁部を略鉛直面に形成し、前記前縁部と前記後縁部との間が下方に突出する円弧面で前記集電用舟体の下面を形成し、前記集電用舟体の下面の前後に位置して車両進行方向に交差する方向に延びる凸条部を形成し、前記駆動カバーは前記駆動機構の駆動に伴って上下に移動する上カバーを有し、車両走行時の空気流より下向きの流体力を発生させる翼を前記上カバーの両側面に設けたものである。 To achieve the foregoing objects, the present onset Ming, a current collector having a current collecting collector head which arranged the current collecting contact strip in contact with the overhead wire, the insulator supporting the current collector for collector head A current collector for a railway vehicle comprising: a drive mechanism that drives the insulator up and down to maintain contact between the collecting plate and the overhead wire; and a drive cover that covers the drive mechanism. The current collecting hull is formed by a circular arc surface in which a front edge portion and a rear edge portion in the vehicle traveling direction of the electric boat hull are formed in a substantially vertical plane and project between the front edge portion and the rear edge portion. Formed on the lower surface of the current collecting hull and extending in a direction crossing the vehicle traveling direction, and the drive cover moves up and down as the drive mechanism is driven. A wing that has a moving upper cover and that generates a downward fluid force from the airflow when the vehicle is running is provided on the upper cover. But on the side.

係る本発明におけるより好ましい具体的構成例は次の通りである。
(1)前記集電用舟体の下面の中央部に対して前後対称に2つの前記凸条部を設けたこと。
(2)前記各凸条部は車両進行方向に交差する方向に対して交互に逆向きに傾斜する傾斜部を有していること。
(3)前記各凸条部は前記集電用舟体の前記前縁部及び前記後縁部の近傍に沿って連続して延びていること。
(4)前記各凸条部は、前記集電用舟体の前記前縁部及び前記後縁部の近傍に沿って延びると共に、中間部に分離部を有していること
Examples more preferred specific configuration definitive to the onset bright according it is as follows.
(1) The two protrusions are provided symmetrically in the longitudinal direction with respect to the central portion of the lower surface of the current collecting hull.
(2) Each said protruding item | line part has an inclined part which inclines in the reverse direction alternately with respect to the direction which cross | intersects a vehicle advancing direction.
(3) Each said protruding item | line part is continuously extended along the vicinity of the said front edge part and the said rear edge part of the said boat body for current collection.
(4) Each said protruding item | line part has a isolation | separation part in an intermediate part while extending along the vicinity of the said front edge part and the said rear edge part of the said boat body for current collection .

本発明の鉄道車両の集電装置によれば、駆動機構の機能が阻害されても集電用摺り板及び架線の摩耗量の増加及びそのメンテナンス周期の短縮を防ぐことができると共に、車両走行時の空力騒音を低減することができる。   According to the railway vehicle current collector of the present invention, even if the function of the drive mechanism is hindered, it is possible to prevent an increase in the wear amount of the current collecting sliding plate and the overhead wire and shorten the maintenance cycle thereof, and also when the vehicle is running The aerodynamic noise can be reduced.

以下、本発明の複数の実施例について図を用いて説明する。各実施例の図における同一符号は同一物または相当物を示す。なお、それぞれの実施例を適宜に組み合わせることにより、より効果的なものとすることができる。   Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. The same reference numerals in the drawings of the respective embodiments indicate the same or equivalent. In addition, it can be made more effective by combining each Example suitably.

まず、本発明の第1実施例の鉄道車両の集電装置を図1から図11を用いて説明する。   First, a railway vehicle current collector according to a first embodiment of the present invention will be described with reference to FIGS.

まず、本実施例の集電装置の全体構成に関して図1及び図2を参照しながら説明する。図1は本発明の第1実施例の鉄道車両の集電装置の側面図、図2は図1の集電装置に用いられる集電体60の底面図である。   First, the overall configuration of the current collector of the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a side view of a railcar current collector according to a first embodiment of the present invention, and FIG. 2 is a bottom view of a current collector 60 used in the current collector of FIG.

本実施例の集電装置50は、架線に接触する集電用摺り板2を配した集電用舟体1を有する集電体60と、この集電用舟体1を支持する絶縁碍子4と、この絶縁碍子4を上下に駆動して集電用摺り板2と架線との接触を保持する駆動機構(図示せず)と、駆動機構を覆う駆動カバー70と、を備えて構成されている。この集電装置50は、車両本体(図示せず)の屋根より上方に突出するように配置され、車両本体の走行と共に移動されるものである。   The current collector 50 according to the present embodiment includes a current collector 60 having a current collecting hull 1 provided with a current collecting sliding plate 2 in contact with an overhead wire, and an insulator 4 that supports the current collecting hull 1. And a drive mechanism (not shown) for driving the insulator 4 up and down to maintain contact between the current collecting sliding plate 2 and the overhead wire, and a drive cover 70 covering the drive mechanism. Yes. The current collector 50 is disposed so as to protrude upward from the roof of the vehicle main body (not shown), and is moved along with the traveling of the vehicle main body.

集電体60は、上下に設けられた集電用摺り板2及び集電用舟体1と、その両側に設けられたホーン3とを備えて構成されている。集電体60は導電性材料で形成され、絶縁碍子4で支持されている。集電用舟体1及び集電用摺り板2は、車両進行方向に交差する方向に長く延びる帯状に形成されている。   The current collector 60 includes a current collecting sliding plate 2 and a current collecting hull 1 provided above and below, and horns 3 provided on both sides thereof. The current collector 60 is made of a conductive material and is supported by the insulator 4. The current collecting hull 1 and the current collecting sliding plate 2 are formed in a strip shape extending long in a direction intersecting the vehicle traveling direction.

絶縁碍子4は、集電用舟体1と駆動機構との間の電気的絶縁を確保するとともに、中央中空部に高圧可撓性絶縁被覆導電体を通して集電用舟体1への通電が行なえるようになっている。絶縁碍子4は、駆動機構で支持され、駆動機構によって集電用舟体1と共に上下動されると共に、車両走行時に生ずる空気流によって揚力が発生する上面4aを有している。この揚力は集電体60を上方に持ち上げる力として作用する。   The insulator 4 ensures electrical insulation between the current collecting hull 1 and the drive mechanism, and allows the current collecting hull 1 to be energized through a high-voltage flexible insulating covering conductor in the central hollow portion. It has become so. The insulator 4 is supported by a drive mechanism, and has an upper surface 4a that is moved up and down together with the current collecting hull 1 by the drive mechanism and that generates lift by an air flow generated when the vehicle travels. This lift acts as a force that lifts the current collector 60 upward.

駆動機構は、制御装置(図示せず)により能動的に制御され、車両走行時に架線と集電用摺り板2との接触状態に応じて集電用舟体1を上昇下降運動させ、架線と集電用摺り板2との確実な接触と適切な接触力の確保を図るためのものである。即ち、この駆動機構は、架線の上下の変動や集電装置50に作用する揚力の変動などがあっても、架線と集電用摺り板2との確実な接触と適切な接触力の確保を図るようになっている。なお、駆動機構としては、特許文献1の駆動機構、その他の公知の駆動機構、その他の考えられる駆動機構が適用可能である。   The drive mechanism is actively controlled by a control device (not shown), and moves the current collecting hull 1 up and down according to the contact state between the overhead wire and the current collecting sliding plate 2 when the vehicle travels. This is intended to ensure reliable contact with the current collecting sliding plate 2 and secure an appropriate contact force. That is, this drive mechanism ensures reliable contact between the overhead wire and the current collector sliding plate 2 and an appropriate contact force even when the overhead wire fluctuates up and down or the lift acting on the current collector 50 fluctuates. It is designed to be illustrated. In addition, as a drive mechanism, the drive mechanism of patent document 1, the other well-known drive mechanism, and other possible drive mechanisms are applicable.

駆動カバー70は、上下動可能な上カバー11及び中間カバー12と、車両本体の屋根に固定された下カバー13とから構成されている。上カバー11及び中間カバー12は駆動機構により上下動される。下カバー13は鉄道車両の屋根に固定されている。上カバー11は車両走行時に揚力が発生する上面11aを有している。この揚力は駆動機構及び絶縁碍子4を介して集電体60を上方に持ち上げる力として作用する。   The drive cover 70 includes an upper cover 11 and an intermediate cover 12 that can move up and down, and a lower cover 13 that is fixed to the roof of the vehicle body. The upper cover 11 and the intermediate cover 12 are moved up and down by a drive mechanism. The lower cover 13 is fixed to the roof of the railway vehicle. The upper cover 11 has an upper surface 11a that generates lift when the vehicle travels. This lift acts as a force that lifts the current collector 60 upward via the drive mechanism and the insulator 4.

次に、集電体60の詳細について図2から図7を参照しながら説明する。図3は本実施例の集電体60の中央縦断面図、図4は図3の凸条部21を拡大して示す図、図5は図2の凸条部21を拡大して示す図、図6は図5の凸条部21の変形例1を示す図、図7は図5の凸条部21の変形例2を示す図である。なお、図4は便宜上凸条部21を上向きに図示してあり、図4(a)が図3の拡大図であり、図4(b)がその変形例である。   Next, details of the current collector 60 will be described with reference to FIGS. FIG. 3 is a central longitudinal cross-sectional view of the current collector 60 of the present embodiment, FIG. 4 is an enlarged view of the ridge portion 21 of FIG. 3, and FIG. 5 is an enlarged view of the ridge portion 21 of FIG. 6 is a diagram showing a first modification of the ridge 21 in FIG. 5, and FIG. 7 is a diagram showing a second modification of the ridge 21 in FIG. Note that FIG. 4 shows the convex strip portion 21 upward for convenience, FIG. 4A is an enlarged view of FIG. 3, and FIG. 4B is a modification thereof.

集電用舟体1は、車両進行方向における舟体前縁部1aおよび舟体後縁部1bを略鉛直面に形成し、舟体前縁部1aと舟体後縁部1bとの間の中央部が下方に最も突出する円弧面で下面1cを形成し、下面1cの前後に位置して車両進行方向に交差する方向に延びる凸条部21を形成している。   The current collecting hull 1 forms a hull front edge 1a and a hull rear edge 1b in the vehicle traveling direction in a substantially vertical plane, and is located between the hull front edge 1a and the hull rear edge 1b. A lower surface 1c is formed by a circular arc surface whose central portion protrudes most downward, and a protruding strip portion 21 is formed that extends in a direction intersecting the vehicle traveling direction and is positioned in front of and behind the lower surface 1c.

舟体前縁部1aおよび舟体後縁部1bは前後対称に形成され、集電用舟体1の下面1cは前後対称に形成されている。凸条部21は、集電用舟体1の下面1cの中央部に対して、前後対称で且つ左右対称に、合計4つ設けられている。鉄道車両が一般に往復走行されることに伴って集電用舟体1の前後が逆になって移動されるため、集電用舟体1は前後対称に構成される。   The hull front edge 1a and the hull rear edge 1b are formed symmetrically in the front-rear direction, and the lower surface 1c of the current collecting hull 1 is formed symmetrically in the front-rear direction. A total of four ridges 21 are provided symmetrically with respect to the center of the lower surface 1c of the current collecting hull 1 in a longitudinally symmetrical manner and in a laterally symmetrical manner. As the railway vehicle is generally reciprocated, the current collecting hull 1 is moved in the reverse direction, so that the current collecting hull 1 is configured symmetrically.

各凸条部21は、車両進行方向に交差する方向に対して交互に逆向きに傾斜する傾斜部21a、21bを有し(換言すれば、波形形状に形成され)、集電用舟体1の前縁部1a及び後縁部1bの近傍に沿って連続して延びている。各傾斜部21a、21bは、図5に示すように、車両進行方向(流れ方向)の寸法をLとし、車両進行方向に交差する方向(幅方向)の寸法をWとしている。幅方向の寸法Wは集電体60の鉛直上下方向の厚さとほぼ等しいW=60mmとし、流れ方向の距離Lは下向き揚力の発生量を考えてL=30mmとしてある。   Each ridge portion 21 has inclined portions 21a and 21b that are alternately inclined in opposite directions with respect to the direction intersecting the vehicle traveling direction (in other words, formed in a corrugated shape). It extends continuously along the vicinity of the front edge 1a and the rear edge 1b. As shown in FIG. 5, each of the inclined portions 21 a and 21 b has a dimension in the vehicle traveling direction (flow direction) as L, and a dimension in the direction intersecting the vehicle traveling direction (width direction) as W. The dimension W in the width direction is set to W = 60 mm which is substantially equal to the thickness of the current collector 60 in the vertical vertical direction, and the distance L in the flow direction is set to L = 30 mm in consideration of the amount of downward lift.

なお、凸条部21の形状としては、図6に示すような円弧状の傾斜部21a、21bを有する変形例1、図7に示すような各傾斜部21a、21bの間に分離部を有する変形例2の形態も考えられる。これらの変形例1、2においても、後述する凸条部21による流れの乱流遷移促進効果、渦の規則性の破壊効果は、同等に発揮されるので、集電舟体1による下向きの流体力の発生および騒音低減効果を得ることができる。   In addition, as a shape of the protruding item | line part 21, it has a isolation | separation part between each inclination part 21a, 21b as shown in the modification 1 which has circular-arc-shaped inclination part 21a, 21b as shown in FIG. The form of the modification 2 is also considered. Also in these modified examples 1 and 2, the effect of promoting the turbulent flow transition and the effect of breaking the vortex regularity caused by the ridges 21 to be described later are equally exhibited. Generation of physical strength and noise reduction effect can be obtained.

次に、係る集電装置50の動作、機能に関して図1から図11を参照しながら説明する。図8は従来の一般的な集電体60の説明図、図9は本実施例における凸条部21がない場合の集電体60の説明図、図10は図3及び図9の集電体60の騒音特性を示す図、図11は図3及び図9の集電体60における騒音特性図である。   Next, the operation and function of the current collector 50 will be described with reference to FIGS. FIG. 8 is an explanatory diagram of a conventional general current collector 60, FIG. 9 is an explanatory diagram of the current collector 60 in the present embodiment when there is no ridge portion 21, and FIG. 10 is a current collector of FIGS. FIG. 11 is a noise characteristic diagram of the current collector 60 of FIGS. 3 and 9.

鉄道車両が走行されて集電装置50が移動されると、上カバー11の上面11aを流れる空気流により上カバー11に揚力を発生させると共に、絶縁碍子4の上面4aを流れる空気流により絶縁碍子4に揚力を発生させる。これらの揚力によって集電体60が上方に持ち上げられ、架線と集電用摺り板2との接触力が増加するように作用する。   When the railway vehicle travels and the current collector 50 is moved, lift is generated in the upper cover 11 by the airflow flowing through the upper surface 11a of the upper cover 11, and the insulator is generated by the airflow flowing through the upper surface 4a of the insulator 4. 4 lift is generated. The current collector 60 is lifted upward by these lifting forces, and acts so that the contact force between the overhead wire and the current collecting sliding plate 2 increases.

一方、集電用舟体1の下面を流れる空気流により集電体60を下方に押し下げる下向きの流体力が発生する。即ち、中央部が下方に突出する円弧面で集電用舟体1の下面が形成されているため、集電体60の下面と上面とを流れる空気流は上下で非対称となり、集電用舟体1の下面の流れに着目すると、その流れは集電用舟体1の下面の円弧面上で加速されるため、流体力学の一般的法則であるベルヌーイの法則により集電用舟体1の下面側の流れの圧力が下がる。その結果、集電体60の上面と下面とに圧力差が生じ、集電体60に下向きの流体力が働くことになる。なお、従来の一般的な集電体60は、図8に示すような四角断面となっているため、集電体60周りの流れを時間平均で見ると、上下対称となって集電体60の鉛直上面と下面との流れの圧力値はほぼ同じであり、集電体60に上下方向の流体力は働かない。   On the other hand, a downward fluid force that pushes the current collector 60 downward is generated by the airflow flowing on the lower surface of the current collector boat 1. That is, since the lower surface of the current collector hull 1 is formed by a circular arc surface whose central portion protrudes downward, the airflow flowing between the lower surface and the upper surface of the current collector 60 is asymmetrical in the vertical direction, and the current collector boat Paying attention to the flow of the lower surface of the body 1, the flow is accelerated on the circular arc surface of the lower surface of the current collecting hull 1, so that the current collecting hull 1 is in accordance with Bernoulli's law, which is a general law of hydrodynamics. The flow pressure on the bottom side decreases. As a result, a pressure difference is generated between the upper surface and the lower surface of the current collector 60, and downward fluid force acts on the current collector 60. Since the conventional general current collector 60 has a square cross section as shown in FIG. 8, when the flow around the current collector 60 is viewed on a time average basis, the current collector 60 becomes vertically symmetrical. The pressure values of the flow between the vertical upper surface and the lower surface are substantially the same, and the vertical fluid force does not act on the current collector 60.

また、集電用舟体1の車両進行方向における舟体前縁部1aおよび舟体後縁部1bを略鉛直面に形成し、集電用舟体1の下面の前後に位置して車両進行方向に交差する方向に延びる凸条部21を形成しているので、集電用舟体1の下面1cの円弧面によって発生する下向きの流体力を安定させることができると共に、集電用舟体1の後流に発生する渦の規則性を壊すことにより騒音を低減できる。   Further, the hull front edge 1a and the hull rear edge 1b in the vehicle traveling direction of the current collecting hull 1 are formed in a substantially vertical plane, and the vehicle proceeds by being positioned in front of and behind the lower surface of the current collecting hull 1. Since the ridges 21 extending in the direction intersecting the direction are formed, the downward fluid force generated by the arc surface of the lower surface 1c of the current collecting hull 1 can be stabilized, and the current collecting hull Noise can be reduced by breaking the regularity of vortices generated in one wake.

かかる安定した下向きの流体力の発生及び騒音低減のメカニズムについて説明する。   The mechanism of generation of such stable downward fluid force and noise reduction will be described.

鉄道車両が例えば150km/h以上の高速で走行されて集電用舟体1への流れが乱流の場合、言い換えれば、集電用舟体1に例えば150km/h以上の高速の流れがあたる状態では、上述の通りに流れが集電用舟体1の下面1cの円弧面上で加速し、圧力が下がることで下向きの流体力が発生する。一方、鉄道車両が例えば150km/h以下の低速で走行されて集電用舟体1への流れが層流の場合、言い換えれば、集電用舟体1に例えば150km/h以下の低速の流れがあたる状態では、図9に模式的に示すように、その流れ101が舟体下面1cの円弧面上の途中で舟体下面1cから離れて剥離領域102を形成してしまう。そのため、舟体下面1cにおいて圧力の低下量が小さくなり、その結果として下向きの流体力が小さくなると共に、騒音が発生する。   When the railway vehicle is traveling at a high speed of, for example, 150 km / h or more and the flow to the collecting hull 1 is turbulent, in other words, the collecting hull 1 has a high-speed flow of, for example, 150 km / h or more. In the state, as described above, the flow accelerates on the circular arc surface of the lower surface 1c of the current collecting hull 1, and a downward fluid force is generated as the pressure decreases. On the other hand, when the railway vehicle is traveling at a low speed of, for example, 150 km / h or less and the flow to the current collecting hull 1 is a laminar flow, in other words, a low-speed flow of, for example, 150 km / h or less to the collecting hull 1. In the hit state, as schematically shown in FIG. 9, the flow 101 is separated from the boat lower surface 1 c in the middle of the arc surface of the boat lower surface 1 c to form a separation region 102. For this reason, the amount of pressure decrease on the lower surface 1c of the boat body is reduced, and as a result, the downward fluid force is reduced and noise is generated.

このように、下向きの流体力は流れが層流か乱流かで大きく異なるため、集電用舟体1に下向きの流体力を安定して発生させるためには、流れを強制的に乱流にする必要がある。そこで、本実施例では、舟体下面1cの円弧面上に凸条部21を設けることにより、舟体下面1cの流れを層流から乱流に強制的に遷移させることとしている。また、本実施例では、車両進行方向の後ろ側においても同様の凸条部21を設けることにより、この部分で流れを強制的に剥離させることにしている。これらのようにすることで、車両進行方向の前側の凸条部21と後ろ側の凸条部21との間の領域では、走行速度に関わらず安定した乱流となっており、舟体下面1cに貼り付いた流れとなるために、安定した下向きの流体力が集電用舟体1に発生する。従って、低速走行時においても集電用舟体1に下向きの流体力を安定して発生させることができる。なお、上流側と下流側とに設置した凸条部21の間隔を変えることで、集電舟体1に発生する下向きの流体力を調節することが可能である。   As described above, the downward fluid force differs greatly depending on whether the flow is laminar or turbulent. Therefore, in order to stably generate the downward fluid force in the current collecting hull 1, the flow is forcibly turbulent. It is necessary to. Therefore, in the present embodiment, by providing the ridge portion 21 on the arc surface of the boat lower surface 1c, the flow of the boat lower surface 1c is forcibly changed from laminar flow to turbulent flow. In the present embodiment, the same protruding strip portion 21 is provided on the rear side in the vehicle traveling direction, so that the flow is forcibly separated at this portion. By doing so, a stable turbulent flow is generated in the region between the front ridge 21 and the rear ridge 21 in the vehicle traveling direction regardless of the traveling speed, and the bottom of the hull Since the flow sticks to 1c, a stable downward fluid force is generated in the current collecting hull 1. Therefore, the downward fluid force can be stably generated in the current collecting hull 1 even during low-speed traveling. In addition, it is possible to adjust the downward fluid force which generate | occur | produces in the current collector boat 1 by changing the space | interval of the protruding item | line part 21 installed in the upstream and downstream.

なお、凸条部21の側方から見た場合の断面図を図4に示す。凸条部21の高さHは、流れの層流境界層の排除厚さから決定される値であり、乱流とする必要の走行速度においての、流れの排除厚さと同等以上の寸法とする。凸条部21の先端側は、騒音の面から図4(a)に示すような円弧状が好ましいが、図4(b)に示すような角部を曲面取りした形状でもよい。   In addition, sectional drawing at the time of seeing from the side of the protruding item | line part 21 is shown in FIG. The height H of the ridge portion 21 is a value determined from the excluded thickness of the laminar boundary layer of the flow, and has a dimension equal to or larger than the excluded thickness of the flow at a traveling speed necessary for turbulent flow. . The tip side of the ridge portion 21 is preferably arc-shaped as shown in FIG. 4A from the viewpoint of noise, but may have a shape with a curved corner as shown in FIG. 4B.

さらには、舟体下面1cの流れをより確実に乱流に遷移させることを目的として、車両進行方向の前後面を略鉛直面とし、舟体下面1cの円弧面との接合部をエッジ形状とすることにより、この部分でも流れを微小に剥離させて流れを乱し、乱流に遷移しやすい状態としている。   Furthermore, for the purpose of more reliably transitioning the flow of the hull lower surface 1c to turbulent flow, the front and rear surfaces in the vehicle traveling direction are substantially vertical surfaces, and the joint portion with the arc surface of the hull lower surface 1c is an edge shape. As a result, the flow is slightly separated even in this portion to disturb the flow, and the state is easily changed to the turbulent flow.

続いて、集電体60の騒音低減メカニズムについて説明する。   Next, the noise reduction mechanism of the current collector 60 will be described.

従来の一般的な集電体60のような細長い四角断面の構造物が流れの中に置かれた場合、図8に示すように集電体60の形状、代表寸法、および流れの速度に依存した、一定周期の渦103が構造物の下流側に規則的に発生する。この渦103はカルマン渦としてよく知られており、この渦103が発生すると、規則的な圧力変動が集電体60に生じて大きな空力騒音を発生することが知られている。   When an elongated rectangular cross-section structure such as a conventional current collector 60 is placed in a flow, it depends on the shape, representative dimensions, and flow speed of the current collector 60 as shown in FIG. Thus, the vortex 103 having a constant period is regularly generated on the downstream side of the structure. This vortex 103 is well known as a Karman vortex, and when this vortex 103 is generated, it is known that regular pressure fluctuations are generated in the current collector 60 and a large aerodynamic noise is generated.

この空力騒音を低減するには、流れの規則性を壊すことが有効であることから、本実施例では、図2に示すように、前述の舟体下面1cの円弧面上に設置する凸条部21が車両の進行方向に交差する方向に対して交互に逆向きに傾斜する傾斜部21a、21bを有するように形成している。即ち、上流側1列目の凸条部21は交互に逆向きに傾斜する傾斜部21a、21bにより舟体下面1cの流れを層流から乱流に遷移させ、下流側2列目の凸状突起21は、流れが舟体下面1cから剥がれる位置が傾斜部21a、21bにより車両進行方向と交差する方向で異ならせることで、発生する渦の規則性を壊している。その結果、カルマン渦の強度が低減でき、エオルス音が低減できる。   In order to reduce this aerodynamic noise, it is effective to break the regularity of the flow. Therefore, in this embodiment, as shown in FIG. 2, the ridges installed on the circular arc surface of the aforementioned boat lower surface 1c. The portion 21 is formed so as to have inclined portions 21a and 21b that are alternately inclined in the opposite direction with respect to the direction intersecting the traveling direction of the vehicle. That is, the ridges 21 in the first row on the upstream side transition the flow of the boat lower surface 1c from laminar flow to turbulent flow by the inclined portions 21a and 21b that alternately incline in opposite directions, and the convex shape in the second row on the downstream side. The protrusion 21 breaks the regularity of the generated vortex by changing the position where the flow is peeled off from the lower surface 1c of the boat body in the direction intersecting the vehicle traveling direction by the inclined portions 21a and 21b. As a result, the strength of the Karman vortex can be reduced and the Aeolian sound can be reduced.

舟体下面1cを凸形状とし、車両進行方向の前後の略鉛直面1a、1bと舟体下面1cとでエッジを構成した場合において、(1)舟体下面1cに凸条部21を設置していない場合(図中では凸条部なし(図9)と記載)、(2)車両進行方向に略垂直な方向に対して交互に逆向きに傾斜する傾斜部21a、21bを有する凸条部21を舟体下面1cに設置した場合(図中では凸条部あり(図3)と記載)の騒音測定結果を図10に示す。図10の横軸は音の周波数、縦軸は騒音レベル(dBA)を示す。図10から明らかなように、本実施例の集電体60では約500Hz付近の騒音ピーク値を大幅に低減されている。   In the case where the boat lower surface 1c has a convex shape and the edges are formed by the substantially vertical surfaces 1a, 1b before and after the vehicle traveling direction and the boat lower surface 1c, (1) the ridges 21 are installed on the boat lower surface 1c. (2) Projected ridges having inclined portions 21a and 21b that alternately incline in opposite directions with respect to a direction substantially perpendicular to the vehicle traveling direction. FIG. 10 shows a noise measurement result when 21 is installed on the lower surface 1c of the boat body (in the drawing, there is a ridge (FIG. 3)). In FIG. 10, the horizontal axis represents the sound frequency, and the vertical axis represents the noise level (dBA). As is clear from FIG. 10, the noise peak value in the vicinity of about 500 Hz is greatly reduced in the current collector 60 of this example.

また、図11に、図10と同様の集電体60の場合の、下向きの流体力値を示す。図11の下向き流体力値を見ると、凸条部なしの場合、集電体60にほとんど下向き流体力が発生していないことがわかる。一方、本実施例の凸条部21を設置することで、集電体60に大きな下向きの流体力が発生していることがわかる。これは、上述のように、舟体下面1cの円弧面上で、凸条部21により流れが乱流に遷移して、舟体下面1cに貼り付いて流れているからである。   Further, FIG. 11 shows downward fluid force values in the case of the current collector 60 similar to FIG. Looking at the downward fluid force value in FIG. 11, it can be seen that almost no downward fluid force is generated in the current collector 60 when there is no ridge. On the other hand, it can be seen that a large downward fluid force is generated in the current collector 60 by installing the ridge portion 21 of the present embodiment. This is because, as described above, on the circular arc surface of the hull lower surface 1c, the flow transitions to the turbulent flow by the convex portion 21 and is attached to the hull lower surface 1c and flows.

図10の騒音レベルを見ると、波型の凸条部21の場合には、車両進行方向に略垂直な方向で、渦の規則性が壊れ、位相がずれるため、エオルス音を低減できており、凸条部21なしと比べて騒音が大幅に低減していることがわかる。   Looking at the noise level in FIG. 10, in the case of the corrugated ridge 21, the vortex regularity is broken and the phase is shifted in a direction substantially perpendicular to the traveling direction of the vehicle, so that the Aeolian noise can be reduced. It can be seen that the noise is greatly reduced as compared with the case without the ridges 21.

本実施例によれば、架線に接触する集電用摺り板2を配した集電用舟体1を有する集電体60と、集電体60を支持する絶縁碍子4と、絶縁碍子4を上下に駆動して集電用摺り板2と架線との接触を保持する駆動機構とを備え、集電用舟体1の車両進行方向における前縁部1aおよび後縁部1bを略鉛直面に形成し、前縁部1aと後縁部1bとの間の中央部が下方に最も突出する円弧面で集電用舟体2の下面1cを形成し、集電用舟体1の下面1cの前後に位置して車両進行方向に交差する方向に延びる凸条部21を形成したので、駆動機構の機能が阻害されても集電用摺り板2及び架線の摩耗量の低減及びそのメンテナンス周期を長くできると共に、車両走行時の空力騒音を低減することができる。   According to the present embodiment, the current collector 60 having the current collector hull 1 provided with the current collector sliding plate 2 in contact with the overhead wire, the insulator 4 supporting the current collector 60, and the insulator 4 A drive mechanism for driving up and down to keep the current collecting sliding plate 2 and the overhead wire in contact with each other, and the front edge portion 1a and the rear edge portion 1b of the current collecting boat body 1 in the vehicle traveling direction are substantially vertical surfaces. The lower surface 1c of the current collecting hull 2 is formed by an arc surface in which the central portion between the front edge portion 1a and the rear edge portion 1b protrudes most downward, and the lower surface 1c of the current collecting boat body 1 is formed. Since the ridge portion 21 is formed extending in the direction intersecting the vehicle traveling direction at the front and rear, even if the function of the drive mechanism is hindered, the wear amount of the current collecting sliding plate 2 and the overhead wire is reduced and the maintenance cycle is reduced. It can be lengthened and aerodynamic noise during vehicle travel can be reduced.

次に、本発明の第2実施例の鉄道車両の集電装置50について図12から図15を用いて説明する。図12は本発明の第2実施例の鉄道車両の集電装置50の側面図、図13は図12の平面図、図14は図12の正面図、図15は第2実施例の集電装置50の変形例を示す側面図である。この第2実施例は、次に述べる点で第1実施例と相違するものであり、その他の点については第1実施例と基本的には同一である。   Next, a railcar current collector 50 according to a second embodiment of the present invention will be described with reference to FIGS. 12 is a side view of a railcar current collector 50 according to a second embodiment of the present invention, FIG. 13 is a plan view of FIG. 12, FIG. 14 is a front view of FIG. 12, and FIG. 15 is a current collector of the second embodiment. 10 is a side view showing a modification of the device 50. FIG. The second embodiment is different from the first embodiment in the following points, and is basically the same as the first embodiment in other points.

この第2実施例では、集電装置50の駆動機構を覆う駆動カバー70の上カバー11の、車両進行方向に対して左右側面のそれぞれに下向きに凸形状の翼22を設置し、下向きの流体力を発生させている。鉄道車両は、上述したように進行方向が前後進の両方向の運転を行なうので、翼22の形状は略前後対称とする必要がある。   In the second embodiment, the upper cover 11 of the drive cover 70 that covers the drive mechanism of the current collector 50 is provided with convex wings 22 on the left and right side surfaces with respect to the traveling direction of the vehicle. It generates physical strength. As described above, since the railroad vehicle operates in both directions in which the traveling direction is forward and backward, the shape of the wing 22 needs to be approximately symmetrical in the longitudinal direction.

第2実施例の集電装置50の形状では、第1実施例と同様に、上カバー11の上面において、流れが加速することにより、圧力が下がり、その結果として上カバー11に揚力が発生する。このカバー11に働く揚力を打ち消すためには、この揚力と同程度の大きさの、下向きの流体力を発生させる必要がある。そのため、第2実施例においては、上カバー11の、車両進行方向に対して左右側面に、鉛直下向きに凸形状の翼22を設置している。鉛直下向きに凸形状の翼22においては、翼22の鉛直下面側では、流れが加速して圧力が下がり、鉛直上面側では、流れが減速して圧力が上がる。その結果として、翼22には下向きの流体力が発生する。また、図13に示すように、この翼22自体が空力騒音を発生しないように、翼形状を鉛直上方から見た場合に、円弧状としている。このようにすることにより、翼22の車両進行方向の前縁部および後縁部は、車両進行方向に対して絶えず位置がずれることになるため、空力騒音の発生要因である、翼22で発生する渦の規則性が壊れ、騒音を低減することができる。   In the shape of the current collector 50 of the second embodiment, as in the first embodiment, the flow is accelerated on the upper surface of the upper cover 11 to reduce the pressure, and as a result, lift is generated in the upper cover 11. . In order to cancel the lift acting on the cover 11, it is necessary to generate a downward fluid force having the same magnitude as the lift. Therefore, in the second embodiment, the upper cover 11 is provided with the wings 22 that protrude vertically downward on the left and right side surfaces with respect to the vehicle traveling direction. In the vertically downwardly convex wing 22, the flow is accelerated and the pressure is reduced on the vertical lower surface side of the wing 22, and the flow is decelerated and the pressure is increased on the vertical upper surface side. As a result, a downward fluid force is generated on the blade 22. Further, as shown in FIG. 13, when the blade shape is viewed from vertically above so that the blade 22 itself does not generate aerodynamic noise, it has an arc shape. By doing so, the front edge and the rear edge of the wing 22 in the vehicle traveling direction are constantly shifted in position relative to the vehicle traveling direction. The regularity of the vortex is broken and noise can be reduced.

図15に、上カバー11の、車両進行方向に対して左右側面に設置する翼22の異なる形状を示す。設置する翼22の鉛直上面側は略水平とし、流れを乱さない形状とする。翼22の鉛直下面側では、図12に示す翼22と同様に、流れの加速により圧力が低下するため、図8に示す翼22よりは発生する下向きの流体力が小さくなるが、騒音の小さな形状となる。   FIG. 15 shows different shapes of the wings 22 installed on the left and right side surfaces of the upper cover 11 with respect to the vehicle traveling direction. The vertical upper surface side of the blade 22 to be installed is substantially horizontal and has a shape that does not disturb the flow. On the vertical lower surface side of the wing 22, the pressure decreases due to the acceleration of the flow as in the wing 22 shown in FIG. 12, so that the downward fluid force generated is smaller than that of the wing 22 shown in FIG. 8, but the noise is small. It becomes a shape.

次に、本発明の第3実施例の鉄道車両の集電装置50について図16及び図17を用いて説明する。図16は本発明の第3実施例の鉄道車両の集電装置50に用いる絶縁碍子4の側面図、図17は図16の平面図である。この第3実施例は、次に述べる点で第1実施例と相違するものであり、その他の点については第1実施例と基本的には同一である。   Next, a railcar current collector 50 according to a third embodiment of the present invention will be described with reference to FIGS. 16 and 17. 16 is a side view of the insulator 4 used in the railway vehicle current collector 50 according to the third embodiment of the present invention, and FIG. 17 is a plan view of FIG. The third embodiment is different from the first embodiment in the following points, and is basically the same as the first embodiment in other points.

この第3実施例では、集電装置50の構成部品の一つである絶縁碍子4の上部金具5の、車両進行方向に対して左右側面それぞれに、下向きに凸形状の翼23を設置し、下向きの流体力を発生させている。鉄道車両は、進行方向が、前後進両方向の運転を行なうので、翼23の形状は略前後対称とする必要がある。   In this third embodiment, a downwardly protruding wing 23 is installed on each of the left and right side surfaces of the upper metal fitting 5 of the insulator 4 that is one of the components of the current collector 50 with respect to the vehicle traveling direction, A downward fluid force is generated. Since the railway vehicle operates in both the forward and backward directions, the shape of the wing 23 needs to be substantially symmetrical in the longitudinal direction.

絶縁碍子4では、絶縁碍子上面4aにおいて流れが加速することにより圧力が下がり、その結果として絶縁碍子4に揚力が発生する。絶縁碍子4に働く揚力を打ち消すためには、この揚力と同程度の大きさの下向きの流体力を発生させる必要がある。そのため、絶縁碍子4の、車両進行方向に対して左右側面に、鉛直下向きに凸形状の翼23を設置している。鉛直下向きに凸形状の翼23において、翼23の鉛直下面側では流れが加速して圧力が下がり、鉛直上面側では流れが減速して圧力が上がるため、その結果として、翼23には下向きの流体力が発生する。また、図17に示すように、この翼23自体が空力騒音を発生しないように、翼形状を鉛直上方から見た場合に、円弧状としている。このようにすることにより、翼23の車両進行方向の前縁部および後縁部は、車両進行方向に対して絶えず位置がずれることになるため、空力騒音の発生要因である、翼23で発生する渦の規則性が壊れ、騒音が小さくなる。   In the insulator 4, the pressure is reduced by accelerating the flow on the insulator upper surface 4 a, and as a result, lift is generated in the insulator 4. In order to cancel the lift acting on the insulator 4, it is necessary to generate a downward fluid force having the same magnitude as this lift. For this reason, the wings 23 that are convex downward are installed on the left and right side surfaces of the insulator 4 with respect to the vehicle traveling direction. In the vertically downwardly projecting wing 23, the flow is accelerated and the pressure is lowered on the vertical lower surface side of the wing 23, and the flow is decelerated and the pressure is increased on the vertical upper surface side. Fluid force is generated. Further, as shown in FIG. 17, the blade shape is an arc shape when viewed from vertically above so that the blade 23 itself does not generate aerodynamic noise. As a result, the front edge and the rear edge of the wing 23 in the vehicle traveling direction are constantly shifted in position relative to the vehicle traveling direction. The regularity of the vortex is broken and the noise is reduced.

また、車両進行方向に対して左右側面に設置する翼23の異なる形状として、図15に示す駆動カバー11の場合と同様に、設置する翼23の鉛直上面側は略水平とし、流れを乱さない形状としてもよい。この場合において、翼23の鉛直下面側では、図12に示す翼23と同様に、流れの加速により圧力が低下するため、図12に示す翼23よりは発生する下向きの流体力は小さくなるが、騒音の小さな形状となる。   Further, as different shapes of the wings 23 installed on the left and right side surfaces with respect to the traveling direction of the vehicle, as in the case of the drive cover 11 shown in FIG. It is good also as a shape. In this case, on the vertical lower surface side of the blade 23, the pressure decreases due to the acceleration of the flow as in the blade 23 shown in FIG. 12, and thus the downward fluid force generated from the blade 23 shown in FIG. , The shape of the noise is small.

本発明の第1実施例の鉄道車両の集電装置の側面図である。1 is a side view of a railway vehicle current collector according to a first embodiment of the present invention. 図1の集電装置に用いられる集電体の底面図である。It is a bottom view of the electrical power collector used for the electrical power collector of FIG. 本実施例の集電体の中央縦断面図である。It is a center longitudinal cross-sectional view of the electrical power collector of a present Example. 図3の凸条部を拡大して示す図である。It is a figure which expands and shows the protruding item | line part of FIG. 図2の凸条部を拡大して示す図である。It is a figure which expands and shows the protruding item | line part of FIG. 図5の凸条部の変形例1を示す図である。It is a figure which shows the modification 1 of the protruding item | line part of FIG. 図5の凸条部の変形例2を示す図である。It is a figure which shows the modification 2 of the protruding item | line part of FIG. 従来の一般的な集電体の説明図である。It is explanatory drawing of the conventional common electrical power collector. 第1実施例における凸条部がない場合の集電体の説明図である。It is explanatory drawing of the electrical power collector when there is no protruding item | line part in 1st Example. 図3及び図9の集電体の騒音特性を示す図である。It is a figure which shows the noise characteristic of the electrical power collector of FIG.3 and FIG.9. 図3及び図9の集電体における揚力(下向き流体力)騒音特性図である。FIG. 10 is a lift (downward fluid force) noise characteristic diagram of the current collector of FIGS. 3 and 9. 本発明の第2実施例の鉄道車両の集電装置の側面図である。It is a side view of the current collector of the railway vehicle of 2nd Example of this invention. 図12の平面図である。FIG. 13 is a plan view of FIG. 12. 図12の正面図である。It is a front view of FIG. 第2実施例の集電装置の変形例を示す側面図である。It is a side view which shows the modification of the current collector of 2nd Example. 本発明の第3実施例の鉄道車両の集電装置に用いる絶縁碍子の側面図である。It is a side view of the insulator used for the current collector of the railway vehicle of 3rd Example of this invention. 図16の平面図である。FIG. 17 is a plan view of FIG. 16.

符号の説明Explanation of symbols

1…集電用舟体、1a…前縁部、1b…後縁部、1c…下面、2…集電用摺り板、3…ホーン、4…絶縁碍子、4a…上面、5…上部金具、6…架線、11…上カバー、11a…上面、12…中間カバー、13…下カバー、21…凸条部、21a、21b…傾斜部、22…カバーの翼、23…絶縁碍子の翼、31…角柱、50…集電装置、60…集電体、70…駆動カバー、101…流れ、102…剥離領域、103…カルマン渦。
DESCRIPTION OF SYMBOLS 1 ... Current collector hull, 1a ... Front edge part, 1b ... Rear edge part, 1c ... Lower surface, 2 ... Current collecting slide board, 3 ... Horn, 4 ... Insulator, 4a ... Upper surface, 5 ... Upper metal fitting, 6 ... overhead wire, 11 ... upper cover, 11a ... upper surface, 12 ... intermediate cover, 13 ... lower cover, 21 ... ridge, 21a, 21b ... inclined part, 22 ... cover wing, 23 ... insulator wing, 31 DESCRIPTION OF SYMBOLS ... Pole column, 50 ... Current collector, 60 ... Current collector, 70 ... Drive cover, 101 ... Flow, 102 ... Peeling area, 103 ... Karman vortex

Claims (5)

架線に接触する集電用摺り板を配した集電用舟体を有する集電体と、
前記集電用舟体を支持する絶縁碍子と、
前記絶縁碍子を上下に駆動して前記集電用摺り板と前記架線との接触を保持する駆動機構と、
前記駆動機構を覆う駆動カバーとを備えた鉄道車両の集電装置において、
前記集電用舟体の車両進行方向における前縁部および後縁部を略鉛直面に形成し、
前記前縁部と前記後縁部との間が下方に突出する円弧面で前記集電用舟体の下面を形成し、
前記集電用舟体の下面の前後に位置して車両進行方向に交差する方向に延びる凸条部を形成し
前記駆動カバーは前記駆動機構の駆動に伴って上下に移動する上カバーを有し、車両走行時の空気流より下向きの流体力を発生させる翼を前記上カバーの両側面に設けた
ことを特徴とする鉄道車両の集電装置。
A current collector having a current collector hull with a current collector sliding plate in contact with the overhead line;
An insulator for supporting the current collector hull;
A drive mechanism for driving the insulator up and down to maintain contact between the current collecting slider and the overhead wire;
In a current collector for a railway vehicle comprising a drive cover that covers the drive mechanism ,
Forming a front edge and a rear edge in the vehicle traveling direction of the current collecting hull in a substantially vertical plane;
Forming a lower surface of the current collecting hull with a circular arc surface protruding downward between the front edge portion and the rear edge portion;
Forming a ridge that is located in front of and behind the lower surface of the current collector hull and extends in a direction intersecting the vehicle traveling direction ;
The drive cover has an upper cover that moves up and down as the drive mechanism is driven, and wings are provided on both side surfaces of the upper cover to generate a downward fluid force from the air flow during vehicle travel. A railway vehicle current collector.
請求項1に記載された鉄道車両の集電装置において、前記集電用舟体の下面の中央部に対して前後対称に2つの前記凸条部を設けたことを特徴とする鉄道車両の集電装置。   The railway vehicle current collector according to claim 1, wherein the two protruding ridges are provided symmetrically with respect to the center of the lower surface of the current collecting hull. Electrical equipment. 請求項2に記載された鉄道車両の集電装置において、前記各凸条部は車両進行方向に交差する方向に対して交互に逆向きに傾斜する傾斜部を有していることを特徴とする鉄道車両の集電装置。   The current collector for a railway vehicle according to claim 2, wherein each of the ridges has inclined portions that are alternately inclined in opposite directions with respect to a direction intersecting the vehicle traveling direction. Railway vehicle current collector. 請求項3に記載された鉄道車両の集電装置において、前記各凸条部は前記集電用舟体の前記前縁部及び前記後縁部の近傍に沿って連続して延びていることを特徴とする鉄道車両の集電装置。   The current collector for a railway vehicle according to claim 3, wherein each of the ridges continuously extends along the vicinity of the front edge and the rear edge of the current collecting hull. A railway vehicle current collector. 請求項3に記載された鉄道車両の集電装置において、前記各凸条部は、前記集電用舟体の前記前縁部及び前記後縁部の近傍に沿って延びると共に、中間部に分離部を有していることを特徴とする鉄道車両の集電装置。   The current collector for a railway vehicle according to claim 3, wherein each of the ridges extends along the vicinity of the front edge and the rear edge of the current collecting hull and is separated into an intermediate part. A railway vehicle current collector.
JP2004367078A 2004-12-20 2004-12-20 Railway vehicle current collector Expired - Fee Related JP4501011B2 (en)

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JP2007282344A (en) * 2006-04-05 2007-10-25 Hitachi Ltd Current collector for railway vehicles
JP4719177B2 (en) * 2007-03-29 2011-07-06 公益財団法人鉄道総合技術研究所 Pantograph contact force adjusting method and pantograph
JP6853002B2 (en) * 2016-09-13 2021-03-31 西日本旅客鉄道株式会社 Pantograph hull and lift adjustment method
CN112793426B (en) * 2021-02-24 2022-09-02 华东交通大学 Antifriction and wear-resistant pantograph suitable for bidirectional running

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JPH08223702A (en) * 1995-02-09 1996-08-30 Kinki Sharyo Co Ltd Covering method for pantograph and pantograph device
JPH09252502A (en) * 1996-03-18 1997-09-22 Hitachi Ltd Current collector
JP2000069602A (en) * 1998-08-26 2000-03-03 East Japan Railway Co Collector shoe for pantograph
JP2002325303A (en) * 2001-04-25 2002-11-08 Central Japan Railway Co Sound-muffling cover of current collector
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