JP4501011B2 - Railway vehicle current collector - Google Patents

Description

  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.

  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.

  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.

Japanese Patent Laid-Open No. 10-248111

  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.

  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.

  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.

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.

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 .

  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.

  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.

  First, a railway vehicle current collector according to a first embodiment of the present invention will be described with reference to FIGS.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  The mechanism of generation of such stable downward fluid force and noise reduction will be described.

  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.

  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.

  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.

  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.

  Next, the noise reduction mechanism of the current collector 60 will be described.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

  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.

1 is a side view of a railway vehicle current collector according to a first embodiment of the present invention. It is a bottom view of the electrical power collector used for the electrical power collector of FIG. It is a center longitudinal cross-sectional view of the electrical power collector of a present Example. It is a figure which expands and shows the protruding item | line part of FIG. It is a figure which expands and shows the protruding item | line part of FIG. It is a figure which shows the modification 1 of the protruding item | line part of FIG. It is a figure which shows the modification 2 of the protruding item | line part of FIG. It is explanatory drawing of the conventional common electrical power collector. It is explanatory drawing of the electrical power collector when there is no protruding item | line part in 1st Example. It is a figure which shows the noise characteristic of the electrical power collector of FIG.3 and FIG.9. FIG. 10 is a lift (downward fluid force) noise characteristic diagram of the current collector of FIGS. 3 and 9. It is a side view of the current collector of the railway vehicle of 2nd Example of this invention. FIG. 13 is a plan view of FIG. 12. It is a front view of FIG. It is a side view which shows the modification of the current collector of 2nd Example. It is a side view of the insulator used for the current collector of the railway vehicle of 3rd Example of this invention. FIG. 17 is a plan view of FIG. 16.

Explanation of symbols

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)

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.   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.   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.   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.   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.

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