JP4777812B2 - Pantograph current collecting method and apparatus - Google Patents

Description

The present invention relates to a particular current collector method and apparatus pantograph was adapted to prevent contact break and Chodai trolley wire strain during high speed running of a high speed electric railway.

  In recent years, speeding up of electric railways has been promoted, and in particular, when high-speed electric railways traveling at 300 km / h or higher, for example, around 350 km / h, are implemented, the displacement disturbance from the trolley line increases, It is expected that the fluctuation of the contact force between the sliding plate and the trolley wire will increase. For this reason, in the passive control pantograph with the pressing buffer device constituted by the conventional spring mechanism and the pressing device, the follow-up amplitude (maximum amplitude for not separating) cannot be made sufficiently large. There is a concern that the frequency of In addition, in order to prevent disconnection, when the pressing force with which the pantograph sliding plate is pressed against the trolley wire is set high, the load on the trolley wire increases when the displacement disturbance of the trolley wire is large, and the trolley wire There is a concern of causing a large distortion.

  Therefore, in the pantograph of a high-speed electric railway, it has become a big subject to reduce the fluctuation | variation of the contact force of a trolley wire and a sliding board as much as possible.

  As a current collector that reduces the contact force acting between a trolley wire and a sliding plate in such a high-speed electric railway, there are those shown in Patent Document 1 and Patent Document 2.

Patent Document 1 attempts to realize all functions such as change in trolley line height, fluctuating contact force control for irregularities, and contact force control for lift fluctuation by active control. Specifically, disturbances such as AC component trolley wire irregular displacement acting on the sliding plate and DC component steady lift and friction force are separated and controlled in the frequency domain. To achieve this, the mixed sensitivity problem of _H∞ control theory is applied.

  Further, Patent Document 2 applies a two-degree-of-freedom control system that combines feedback control and feedforward control in order to improve transient characteristics.

As an actuator that embodies the above Patent Documents 1 and 2, a hydraulic cylinder is used, and a force cylinder type driving mechanism that performs contact force control and a position cylinder type that produces a large stroke with respect to a change in the height of the trolley wire. Two types of drive mechanisms are prepared, and both are arranged in series.
Japanese Patent Laid-Open No. 10-248111 Japanese Patent Laid-Open No. 09-252502

  However, since Patent Documents 1 and 2 are configured to realize all functions of the pantograph by active control, a control algorithm that separates disturbances in the frequency domain is adopted, and the control system becomes complicated. There is a problem.

  In addition, as described above, the force cylinder drive mechanism and the displacement cylinder drive mechanism are arranged in series in order to realize all the functions of the pantograph by active control, which increases the risk in terms of reliability. There's a problem. That is, as an actuator mounted on the pantograph, an electric actuator cannot be adopted because the pantograph body is a high potential body of tens of thousands of volts. For this reason, Patent Documents 1 and 2 adopt a drive system using a hydraulic cylinder. However, in the case of using a hydraulic cylinder, there is a problem that the configuration becomes complicated because it is necessary to guide oil from a hydraulic source insulated from the pantograph to the hydraulic cylinder through a pipe. When hydraulic pressure is used, there is always a problem of oil leakage, and the hydraulic cylinder is inferior to an electric actuator in terms of efficiency (driving speed) and maintenance.

The present invention has been made in view of the above circumstances, and enables the mounting of an electric pantograph, suppresses fluctuations in the contact force between the sliding plate and the trolley wire with high speed, and simplifies the configuration to reduce maintenance. An object of the present invention is to provide a pantograph current collecting method and apparatus capable of maintaining the function of the pantograph and improving the reliability of the pantograph even if the electric actuator fails.

According to the first aspect of the present invention, an elastic support device in which a sliding plate is supported by a supporting member by a tip spring, an intermediate member, and an intermediate spring is disposed on a train roof portion, and the current is collected by pressing the sliding plate against a trolley wire. A pantograph current collecting method, wherein the elastic support device is supported on a train roof portion using a pressing buffer device and an electric actuator, and a load detection signal of a load cell installed between the tip spring and the intermediate member The electric actuator is driven by the control signal of the H∞ controller that performs H∞ control based on the control, and the pressing force of the sliding plate is controlled so that the fluctuation of the contact force between the sliding plate and the trolley wire is suppressed. The present invention relates to a current collecting method for pantographs.

According to a second aspect of the present invention, an elastic support device in which a sliding plate is supported by a supporting member by a tip spring, an intermediate member, and an intermediate spring is disposed on a train roof portion, and the current is collected by pressing the sliding plate against a trolley wire. A method for collecting power of a pantograph, wherein the elastic support device is supported on a train roof portion using a pressing buffer device and an electric actuator, and an accelerometer provided on each of the sliding plate, the intermediate member, and the support member. The slippage is controlled so that fluctuations in the contact force between the sliding plate and the trolley wire are suppressed by driving the electric actuator by a control signal of a disturbance inclusion LQ controller that performs disturbance inclusion LQ control based on each acceleration signal. The present invention relates to a current collecting method for a pantograph, wherein the pressing force of the plate is controlled.

According to a third aspect of the present invention, the fluctuation of the long-period contact force due to the change in the relative height between the trolley wire and the pantograph is suppressed by the pressing buffer device, and the short-period contact caused by the fluctuation of the spring characteristic of the trolley wire. 3. The method for collecting power of a pantograph according to claim 1, wherein fluctuations in force are suppressed by driving an electric actuator.

According to a fourth aspect of the present invention, when the moving speed on the side of the train roof is lower than a set speed, or when a threshold value is set for the contact force and the contact force is lower than the threshold value, the pressing shock absorber is used for contact. When the movement speed exceeds the set speed or when the contact force exceeds the threshold, the electric actuator is driven so that the fluctuation of the contact force is suppressed by driving the electric actuator. 3. The pantograph current collecting method according to claim 1, wherein the non-driving is switched.

According to a fifth aspect of the present invention, an elastic support device in which a sliding plate is supported by a support member by a tip spring, an intermediate member, and an intermediate spring is provided on a train roof, and the current collecting plate is pressed by pressing the sliding plate against a trolley wire. A pantograph current collector, wherein the elastic support device is arranged in parallel to support the elastic roof device on the train roof, an electric actuator, and a load cell provided between the tip spring and the intermediate member, An H∞ controller that inputs a load detection signal from the load cell, calculates a control signal that suppresses variation in contact force between the sliding plate and the trolley wire using the H∞ control method, and outputs the control signal to the electric actuator; , A pantograph current collector.

According to a sixth aspect of the present invention, an elastic support device in which a sliding plate is supported on a supporting member by a tip spring, an intermediate member, and an intermediate spring is provided on a train roof portion, and the current collecting plate is pressed by pressing the sliding plate against a trolley wire. A pantograph current collector, wherein the elastic support device is arranged side by side so as to support the train roof portion, an electric actuator, an acceleration provided on each of the sliding plate, the intermediate member, and the support member Disturbance that inputs acceleration signals from the accelerometer and each accelerometer, calculates a control signal that suppresses fluctuations in the contact force between the sliding plate and the trolley wire using the disturbance-including LQ control method, and outputs the control signal to the electric actuator And a pantograph current collector, comprising: an inclusion type LQ controller.

The invention according to claim 7 is characterized in that the electric actuator is any one of a linear motor, a vector inverter motor, and an AC servo motor, and a current collector for a pantograph according to claim 5 or 6 , It is related to.

  According to the pantograph current collecting method and apparatus of the present invention, since it has a pressing buffer device that performs passive control and an electric actuator that performs active control, fluctuations in the contact force of the sliding plate during high-speed traveling can be detected. As a result, the control can be suppressed at a high speed, and the configuration can be simplified and the maintenance can be reduced as compared with the case where a conventional hydraulic cylinder is used.

Also, so as to control the drive of the electric actuator by the control signal from the H _∞ controller for performing H _∞ control based on distortion signal distortion meter installed in the acceleration signal and the tip spring of the accelerometer installed in sliding plate Therefore, the sensor device and the _H∞ controller can be simplified, and there is an effect that fluctuations in contact force can be reliably suppressed.

Also, since to control the drive of the electric actuator by the control signal from the H _∞ controller for performing H _∞ control based on the load detection signal of the load cell installed between the front end spring and the intermediate member, the sensor device and the H _{The ∞} controller can be further simplified and the fluctuation of the contact force can be reliably suppressed.

  Further, the driving of the electric actuator is controlled by a control signal from a disturbance inclusion type LQ controller that performs disturbance inclusion type LQ control based on each acceleration signal of an accelerometer provided on each of the sliding plate, the intermediate member, and the support member. As a result, the sensor device and the controller can be simplified, and there is an effect that fluctuations in contact force can be reliably suppressed.

  On the other hand, even if the electric actuator breaks down, the function of the pantograph can be maintained by the passive control by the pressing shock absorber, and thus the reliability of the pantograph can be greatly improved.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 4 shows an example of an overhead line facility of a high-speed electric railway. This overhead line facility has a suspension line 2 supported by a strut 1 with a span L1 of 40 to 50 m, and a dropper 3 on the suspension line 2. An auxiliary overhead line 4 supported by a dropper interval L2 of 10 m, and a trolley wire 6 supported by the hanger 5 on a hanger interval L3 of 4.5 to 5 m. A high voltage is supplied to the train by a pantograph 8 provided on the train roof portion 7 of the traveling train.

  FIG. 5 is a schematic cut side view showing an example of a passively controlled pantograph conventionally developed for high-speed electric railways. This pantograph has a configuration including an elastic support device 9 and an air cylinder 10. That is, the elastic support device 9 includes an intermediate member 13 such as a boat body and a horn that supports the sliding plate 11 with a tip spring 12 (fine movement spring), and a support member 15 that supports the intermediate member 13 with an intermediate spring 14. The intermediate member 13 is supported by a guide member 16 such as a bearing so as to be movable up and down with respect to the support member 15, and the support member 15 is attached to a fixing member 17 fixed to the train roof portion 7. On the other hand, it is supported by a guide member 18 such as a bearing so as to be movable up and down.

  On the other hand, the air cylinder 10 is fixed vertically to a fixing member 17 fixed to the train roof portion 7, and a cylinder rod 10 a is fixed to a support member 15 of the elastic support device 9. The elastic support device 9 is pushed up by extension, and the elastic support device 9 is moved up and down by pushing and pulling.

  In the pantograph 8 of the passive control shown in FIG. 5, the sliding plate 11 is pressed against the trolley wire 6 by extending the air cylinder 10 and raising the elastic supporting device 9, and the contact force of the sliding plate 11 at this time is approximately 30. The push-up force of the air cylinder 10 is set so as to be maintained at ˜170N. At this time, the sliding plate 11 is elastically supported by the intermediate member 13 by the tip spring 12, the intermediate member 13 is elastically supported by the support member 15 by the intermediate spring 14, and the support member 15 is elastically supported by the air pressure of the air cylinder 10. ing.

  In FIG. 4, when the train travels at a high speed of 300 km / h to 350 km / h, a span vibration having a frequency of about 2 Hz occurs in the span L1, and a frequency of about 10 Hz in the dropper interval L2. It is known that the vibration between the droppers is generated and the vibration between the hangers is generated at a frequency of about 17 Hz at the hanger interval L3. At this time, in the passive control pantograph of FIG. 5, the vibration between the diameters of around 2 Hz is mainly absorbed and suppressed by the air cylinder 10, and the vibration between the droppers around 10 Hz is mainly absorbed and suppressed by the intermediate spring, and the hanger around 17 Hz. The inter-frequency vibration is mainly suppressed by the tip spring (fine spring).

  However, as described above, when the train travels at a high speed of 300 km / h to 350 km / h, the contact force of the sliding plate 11 greatly fluctuates as shown in FIG. There is a problem that the force becomes negative, that is, a separation occurs.

  FIG. 1 is a schematic cut side view showing an example of a current collector of the present invention for solving the above problem. The current collector of FIG. 1 includes an air cylinder 10 similar to FIG. 5 between a support member 15 of an elastic support device 9 similar to FIG. 5 and a fixing member 17 fixed to the train roof 7. The electric actuator 19 is provided in parallel to form a hybrid pantograph 20. That is, the hybrid pantograph 20 can be an electric pantograph capable of active control when the electric actuator 19 is operated, and is a pantograph passively controlled by the air cylinder 10 when the electric actuator 19 is stopped. be able to. The air cylinder 10 has a function of giving a constant static pushing force and a function of a buffer (damper) for suppressing long-period vibration caused by a change in the height of the trolley wire 6 or the like. Therefore, a mechanical device such as a spiral spring other than the air cylinder 10 can also be used as the pressing shock absorber 21.

  1 shows a case where a linear motor 22 is used. The linear motor 22 is fixed to a fixing member 17 and has a vertically long stator 22a and a support member 15 of the elastic support device 9. The movable element 22b is fixed, and the movable element 22b moves up and down along the fixed element 22a. In the above description, the linear motor 22 is provided. However, if the support member 15 can be moved up and down in addition to the linear motor 22, the electric actuator 19 can be a vector inverter motor or an AC servo motor. A rotational drive type can also be employed.

  According to the hybrid type pantograph 20 shown in FIG. 1, not only can the active control to move the elastic support device 9 up and down by the electric actuator 19, but also the long-term fluctuation of the height of the trolley wire 6 remains unchanged. The passive control function can be utilized. Therefore, in this case, only the contact force fluctuation caused by the fluctuation of the spring characteristic of the trolley wire 6 may be imposed on the active control by the electric actuator 19.

As a control theory for realizing active control, feedback control theory such as H _∞ control theory or LQ control theory, or a combination of these with feedforward control can be considered. By realizing such a control system, it is possible to improve the frequency response of contact force (or frequency characteristics of follow-up amplitude), and to reduce fluctuations in the contact force of the sliding plate 11 with respect to the trolley wire 6. .

  First, a vibration system for performing active control using the hybrid pantograph 20 of FIG. 1 will be described.

2 is an operation explanatory diagram modeling the hybrid pantograph 20 of FIG. 1 as a spring-mass system, and FIG. 3 is an operation explanatory diagram modeling the passive control pantograph 8 of FIG. 5 as a spring-mass system. is there. 2 and 3, m ₁ is the mass of the sliding plate 11, m ₂ is the mass of the intermediate member 13 (boat body), and m ₃ is the mass of the support member 15.

In order to explain the mechanism by which the control effect is achieved, the situation when the trolley wire 6 was forcibly excited with a specific sine wave was compared between passive control and active control. 7 (a), (b), and (c) are absolute displacements of the mass points m ₁ , m ₂ , and m ₃ in passive control, and FIGS. 8 (a), (b), and (c) are in active control. The absolute displacement of each mass point m ₁ , m ₂ , m ₃ , FIGS. 9A and 9B are between the mass point m ₁ and the mass point m ₂ and between the mass point m ₂ and the mass point m _{3 in} passive control. 10 (a) and 10 (b) show the relative displacement between the mass point m ₁ and the mass point m ₂ and between the mass point m ₂ and the mass point m ₃ in the active control.

  As shown in FIGS. 7 and 8, the difference in absolute displacement between the passive control and the active control is slight. On the other hand, as shown in FIGS. 9 and 10, the relative displacement between the mass points by the active control is larger than that of the passive control. Is different. Therefore, it can be seen that the relative displacement between the mass points is positively controlled by driving the electric actuator 19, whereby the variation of the contact force can be reduced.

Next, in order to obtain the contact force of the sliding plate 11 with respect to the trolley wire 6, consider the case of forced displacement input from the trolley wire 6. Incidentally, FIG. 2, a mass point m ₁ Hasuriita 11 models at the top of FIG. 3, is in contact with the trolley wire 6 having the dynamic characteristics of the spring constant k _w and damping coefficient c _w. In the figure, k ₁ is the spring constant of the tip spring 12, k ₂ is the spring constant of the intermediate spring 14, c ₁ is the damping coefficient of the tip spring 12, c ₂ is the damping coefficient of the intermediate spring 14, and c ₃ is the air cylinder 10. A damping coefficient u ₃ is a damping coefficient of the electric actuator 19. The equation of motion at this time is given by the following equation.

ここで、ｙ₁＝ｙ_w＋ｚである。図３のパッシブ制御の場合は、ｕ₃＝０とすればよい。

Here, y ₁ = y _w + z. In the case of the passive control in FIG. 3, u ₃ = 0 may be set.

で与えられる。ただし、ｙ_wはトロリー線６のたわみである。ここではトロリー線６を剛体とみなし、ばね定数ｋ_wと減衰係数ｃ_wには、パンタグラフの特性と十分離れた大きな値を与えることにする。 2 and 3, the contact force of the sliding plate 11 with respect to the trolley wire 6 is defined as follows. If the dynamic characteristics of the trolley wire 6 are a spring constant k _w and a damping coefficient c _w, and the mass of the trolley wire 6 is ignored, the contact force f is

Given in. Where y _w is the deflection of the trolley wire 6. Here, the trolley wire 6 is regarded as a rigid body, and a large value sufficiently separated from the characteristics of the pantograph is given to the spring constant k _w and the damping coefficient c _w .

  FIG. 11 shows the follow-up amplitude characteristic of the passive control obtained by the above equation of motion together with the actual measurement value. The horizontal axis represents the frequency, and the vertical axis represents the follow-up amplitude. Here, the actual measurement value and the calculated value are the same.

Next, a method for controlling the contact force using the _H∞ control theory will be described with reference to the control block diagram of FIG.

In FIG. 12, w is a disturbance, u is a control signal, y is an observation output, and z _i (i = 1, 2) is a control amount. Here, w is a forced displacement input (z in FIGS. 2 and 3) due to unevenness in the height direction of the trolley wire 6, u is a control force of the electric actuator 19, and y is a contact force of the sliding plate 11. . Further, w _T and w _S are weight functions relating to the control signal and the observation output (contact force), respectively, and have frequency characteristics. According to the _H∞ control theory, the control by the _H∞ controller 23 is obtained in the form of the following equation.

[Equation 3]
u = _H∞ (s) y (5)
Here, H _∞ (s) is a dynamic controller and is displayed in the state space format of the following equation. In the equation, η is a state variable, and A, B, C, and D are state space matrices representing the _H∞ controller.

と定義し、式（１）から式（４）を状態空間の形式で記述すると次式となる。 The design starts with

When the expressions (1) to (4) are described in the state space format, the following expression is obtained.

ここで、

here,

重み関数ｗ_T及びｗ_Sを以下のような状態空間で設定する。

The weight functions w _T and w _S are set in the following state space.

ここで、添え字のT及びSは、夫々重み関数ｗ_T，ｗ_Sに関する量を意味する。

Here, the subscripts T and S mean quantities related to the weight functions w _T and w _S , respectively.

In order to design the _H∞ control system, the equations (8) to (11) are constituted by a generalized plant of the following equation.

ここで、

である。

here,

It is.

According to the _H∞ control theory, the controller 23 is obtained by making the system internally stable and satisfying the following equation.

ここで、Ｎ（ｓ）とＭ（ｓ）は、夫々外乱から制御信号までの伝達関数及び外乱から出力までの伝達関数である。

Here, N (s) and M (s) are a transfer function from the disturbance to the control signal and a transfer function from the disturbance to the output, respectively.

As a calculation example, the following is a result of a case where the fluctuation force generated in the vicinity of the main component of 2 Hz is positively reduced and the fluctuation component in the vicinity of 17 Hz is designed to be comparable to the passive control. FIG. 13 shows an example of the weight functions w _T and w _S , FIG. 14 shows the frequency response of the contact force obtained by the active control in comparison with the case of the passive control, and FIG. 15 shows the active function The tracking amplitude characteristic obtained by the control is shown in comparison with the case of the passive control.

  According to FIG. 14, the frequency response of the contact force is stabilized by active control. Further, according to FIG. 15, it can be seen that the follow-up amplitude characteristic is significantly increased by the active control as compared with the passive control, and this can prevent the problem of separation particularly in the vicinity of 2 Hz.

  The effect of the contact force control system obtained above was confirmed by time history response calculation. The broken line in FIG. 16 represents the magnitude of the fluctuation of the contact force in passive control when a 2 Hz sine wave is input. On the other hand, when the control force by the electric actuator 19 in FIG. 17 was added, the fluctuation of the contact force was remarkably reduced as shown by the solid line in FIG.

  Moreover, FIG. 18 represents the magnitude | size of the fluctuation | variation of the contact force in passive control when a 2 Hz and 17 Hz composite wave is input. On the other hand, by reducing the influence of the high frequency control by the electric actuator 19, the fluctuating force component at 2 Hz is reduced to about 1/3, thereby reducing the composite force component to 1/2 or less as shown in FIG. It was possible to reduce it. The input amplitude is 10 mm for 2 Hz and 0.9 mm for 17 Hz, and is an amplitude value required for the follow-up amplitude characteristics of a normal pantograph.

Next, an example of an actual control device using the _H∞ control theory will be described. FIG. 20 shows an example of a control device when the _H∞ control system is embodied in the dynamic model of FIG.

The contact force of the sliding plate 11 cannot be detected directly. Therefore, as shown in FIG. 20, an accelerometer 24 is attached to the sliding plate 11, and a strain gauge 25 is attached to the tip spring 12. The accelerometer 24 may be a speedometer having an integration function. Then, the acceleration signal of the accelerometer 24 and the strain signal of the strain gauge 25 are input to the arithmetic unit 27 for calculating the contact force via the amplifier 26, and the strain signal of the strain gauge 25 is input via the differentiator 28. To the arithmetic unit 27. Based on the result calculated by the calculation device 27, the _H∞ controller 23 outputs a control signal u that suppresses fluctuations in the contact force between the sliding plate 11 and the trolley wire 6 to the electric actuator 19. Reference numeral 30 denotes a control device (digital controller).

  According to the above, the contact force that cannot be directly detected can be indirectly detected from the detection signals of the accelerometer 24 attached to the sliding plate 11 and the strain gauge 25 attached to the tip spring 12 by the following equation. it can.

尚、すり板１１の弾性変形が無視できない場合は、すり板１１の歪みも考慮する。

In addition, when the elastic deformation of the sliding plate 11 cannot be ignored, the distortion of the sliding plate 11 is also considered.

As described above, the control signal u is calculated by the _H∞ controller 23 using the detection signals from the accelerometer 24 attached to the sliding plate 11 and the strain gauge 25 attached to the tip spring 12 as feedback signals. The operation of the electric actuator 19 is controlled by u, and the fluctuation of the contact force is effectively reduced.

FIG. 21 is a block diagram showing another example of a control device that embodies the _H∞ control system, and FIG. 22 is an operation explanatory diagram in which the hybrid pantograph 20 of FIG. 21 is modeled as a spring-mass system. The same components as those in FIG. 1, FIG. 2 and FIG. 22 shows the case of a binary system in which the support member 15 and the intermediate member 13 in FIG. 1 are rigidly coupled to have two mass points (m ₁ , m ₂ ), but the mass point is three. The case of three ternary systems can be handled similarly.

As shown in FIGS. 21 and 22, a load cell 60 (piezoelectric element and strain gauge type detector) is provided on the upper surface of the intermediate member 13 (boat body) to directly apply a load applied to the tip spring 12 supporting the sliding plate 11. The load detection signal f ₁ detected by the load cell 60 is directly input to the H _∞ controller 23 via the amplifier 26, and the H _∞ controller 23 includes the sliding plate 11, the trolley wire 6, and the like. suppressing control signal u the variation of the contact force digital operations, so as to control the electric actuator 19 in the control force f _c by the control signal u.

The equation of motion of the intermediate member 13 which is the mass point m ₂ in FIG. 22 is expressed as in Expression (16).

Here, the contact force between the sliding plate 11 and the trolley wire 6 is expressed by the following equation (17).

At this time, the load detection signal of the load cell 60 is expressed by the following equation (18).

The control method uses the _H∞ control theory, and according to the theory, the control signal u to the electric actuator 19 is given by the above equation (5).

The _H∞ controller 23 was designed for the above system, and the control effect was confirmed by the following amplitude characteristic and the time history response analysis during traveling. The tracking amplitude characteristic of the designed active control system is shown by a solid line in FIG. For comparison, the characteristics of the passive system are indicated by broken lines. From FIG. 23, a characteristic equivalent to the result of the above-described method for directly feeding back the contact force was obtained.

  Further, the time history response analysis result of the contact force during traveling is shown in FIG. 24 for the front pantograph of the pantograph 20 provided before and after, and in FIG. 25 for the rear pantograph. For the forced displacement input of the trolley wire 6 corresponding to the disturbance, the displacement of the sliding plate 11 obtained analytically based on the actually measured contact force was used. From FIG. 24 and FIG. 25, it can be confirmed that the 2 Hz component which is the main component of the fluctuating contact force is greatly reduced, and the fluctuating component is further smaller than that of the passive system.

  Next, a method for controlling the contact force using the disturbance inclusion type LQ control theory will be described.

  In order to control the contact force using the disturbance inclusion type LQ control theory, a method of limiting the frequency region to be controlled is used in order to effectively use the passive mechanism.

  The fluctuation of the contact force is caused by the span L1 of the support 1 shown in FIG. 4 supporting the trolley wire 6 and the hanger interval L3 by the hanger 5, so that it generally deviates from the resonance point of the pantograph system and acts as a forced vibration. Therefore, a high effect cannot be expected only by reducing the resonance peak by applying attenuation. Therefore, the strength of control is changed in the frequency domain so that high performance against forced vibration can be ensured. For example, if the operation of active control is limited to a speed of 300 km / s or higher, the frequency region of contact force fluctuations to be suppressed can be almost determined. As a control method that can be applied based on this idea, there is a disturbance inclusion type LQ control. Disturbance inclusion type LQ control is a method in which feedforward control is combined with feedback control.

  The calculation example is shown below.

  The frequency of the span fluctuation is 2 Hz, and the disturbance characteristic is given by the following second-order lag system.

ここで、ω_dと

は夫々、二次遅れ系で定義された固有角振動数と減衰比であり、固有角振動数は、抑制したい振動数に設定する。設計では、

Where ω _d and

Are the natural angular frequency and damping ratio defined in the second-order lag system, and the natural angular frequency is set to the frequency to be suppressed. In design,

と定義し、式（７）の代わりに状態方程式（２１）を用いる。

And equation of state (21) is used instead of equation (7).

式（２１）にＬＱ制御理論を適用すれば、制御信号は二次形式の評価関数

If LQ control theory is applied to equation (21), the control signal is a quadratic evaluation function.

を最小にする入力として決定できる（図２７）。

Can be determined as an input that minimizes (FIG. 27).

In this way, the disturbance is given a weight in the frequency domain, and a control system that enhances the control effect at a specific frequency, that is, a disturbance inclusion type LQ control can be designed. FIG. 26 shows the frequency response of the contact force by the disturbance inclusion type LQ control in comparison with the case of the passive control. Disturbance frequency is 2 Hz (ω _d = 2 × pi × 2), damping ratio is

とした場合であり、２Ｈｚ近傍で接触力の周波数応答が安定した大きな効果を確認できる。

In this case, a large effect that the frequency response of the contact force is stable in the vicinity of 2 Hz can be confirmed.

  Next, an example of an actual control apparatus using the disturbance inclusion type LQ control theory will be described. FIG. 27 shows an example of a control apparatus in the case where the disturbance inclusion type LQ control theory is embodied in the dynamic model of FIG.

はオブザーバ理論により推定する。前記算出された速度、変位、観測器２９の出力の各信号にフィードバックゲインｋ₁〜ｋ₈を乗じ、加算する加算器３７を備えた外乱包含型ＬＱ制御器３８により制御信号ｕを得、この制御信号ｕを電動アクチュエータ１９に入力するようにしている。又、前記制御信号ｕは観測器２９に入力されている。 Since the contact force of the sliding plate 11 cannot be directly detected, in FIG. 27, accelerometers 31, 32, and 33 are attached to the sliding plate 11, the intermediate member 13, and the support member 15, respectively. The speed is obtained by guiding the acceleration signals from 32 and 33 to the integrator 35 via the amplifier 34, while the signal integrated by the integrator 35 is further guided to the integrator 36 to obtain and output the displacement. The velocity and displacement are input to the observer 29. At this time, forced displacement input z and

Is estimated by observer theory. A control signal u is obtained by a disturbance inclusion type LQ controller 38 having an adder 37 for multiplying and adding each of the calculated velocity, displacement and output of the observer 29 by feedback gains k _{1 to} k _8. The control signal u is input to the electric actuator 19. The control signal u is input to the observer 29.

  As described above, it is possible to design a control system in which the disturbance is weighted in the frequency domain and the control effect is enhanced at a specific frequency, and the operation of the electric actuator 19 is controlled by the control signal u from the disturbance inclusion type LQ controller 38. Thus, as shown in FIG. 26, the frequency response in the vicinity of 2 Hz is stabilized, and the fluctuation of the contact force is effectively suppressed.

As shown in FIG. 1, it is activated by the electric shock absorber 21 that performs passive control and the electric actuator 19 including the _H∞ controller 23 (FIGS. 20 and 21) or the disturbance-including LQ controller 38 (FIG. 27). By configuring the hybrid pantograph 20 having the electric actuator 19 that performs the control, fluctuations in the contact force of the sliding plate 11 during high-speed traveling can be suppressed and controlled at a high speed by the electric actuator 19, and Compared with the case of using a conventional hydraulic cylinder, the configuration can be greatly simplified, and the maintenance can be reduced.

Further, the driving of the electric actuator 19 is controlled by the control signal u output from the _H∞ controller 23 based on the signals from the accelerometer 24 and the strain gauge 25 installed on the sliding plate 11 shown in FIG. As a result, the sensors and the controller can be simplified, and fluctuations in the contact force can be reliably suppressed.

Further, the electric actuator is controlled by the control signal u output from the _H∞ controller 23 based on the load detection signal f ₁ from the load cell 60 installed between the tip spring 12 and the intermediate member 13 (boat body) shown in FIG. Since the drive of 19 is controlled, the sensors and the controller can be further simplified and the fluctuation of the contact force can be surely suppressed.

  Further, the control signal u output from the disturbance inclusion type LQ controller 38 based on the signals from the accelerometers 31, 32, 33 provided on the sliding plate 11, the intermediate member 13, and the support member 15 shown in FIG. Thus, the driving of the electric actuator 19 is controlled, so that the sensors and the controller can be simplified and the fluctuation of the contact force can be surely suppressed.

  According to the hybrid pantograph 20 shown in FIG. 1, the relative height between the trolley wire 6 and the hybrid pantograph 20 is obtained by simultaneously operating the pressing shock absorber 21 that performs passive control and the electric actuator 19 that performs active control. The fluctuation of the long-period contact force due to the change of the pressure can be suppressed by the pressing buffer device 21, and the fluctuation of the short-cycle contact force caused by the fluctuation of the spring characteristic of the trolley wire 6 can be suppressed by driving the electric actuator 19.

  In addition, when the moving speed of the train is lower than the set speed, or when a threshold is set for the contact force and the contact force is lower than the threshold, fluctuation of the contact force is suppressed by the pressing buffer device 21 that performs passive control. When the moving speed exceeds the set speed or the contact force exceeds the threshold value, the variation of the contact force is suppressed by driving the electric actuator 19 that performs active control. Thus, the electric actuator 19 can be switched between driving and non-driving.

  Further, since the hybrid pantograph 20 includes the electric actuator 19 so that it can be expanded and contracted, when the hybrid pantograph 20 is stored, it can be quickly stored by reducing the electric actuator 19.

  In addition, even if the electric actuator 19 fails, the function of the passive control by the pressing shock absorber 21 can be maintained, so that the reliability of the pantograph can be greatly improved.

  Next, an embodiment of the present invention for mounting the electric pantograph 39 driven by the electric actuator 19 on the train roof 7 will be described.

  As shown in FIG. 28, the electric actuator 19 for driving the electric pantograph 39 for adjusting the contact force of the sliding plate 11 to the trolley wire 6, the AC / DC power supply 40 for the electric actuator, the driver 41, and the interface unit 42 and the sensor device 43 such as the accelerometer 24 and the strain gauge 25 or the accelerometers 31, 32, 33 for detecting the contact force of the sliding plate 11 with the trolley wire 6 are installed on the mounting base 44. The mounting base 44 is mounted on the train roof 7 and connected to a high voltage (for example, 25 kV) of the trolley wire 6 so that the mounting base 44 has the same potential as the trolley wire 6. Further, one side 40 a of the AC power source of the AC / DC power source 40 for the electric actuator is grounded to the mounting base 44, and the negative side 40 b of the DC power source is grounded to the mounting base 44.

  Further, the AC / DC power supply 40 for the electric actuator, the driver 41, and the interface unit 42 are accommodated in a storage box 45 for protecting from radiation noise, and the storage box 45 is connected to the mounting base 44 by a connecting portion 45a. Ground.

The interface unit 42 is connected to a controller 46 such as the _H∞ controller 23 or a disturbance-including LQ controller 38 provided outside the mounting base 44 by an optical fiber 47. The external control signal 48 is input, the detection signal from the sensor device 43 is input, and the control signal from the controller 46 is input to the driver 41 to control the drive of the electric actuator 19. It has become. In the figure, 49 is an electric actuator power supply (AC) for supplying electricity so as to be added to the high voltage of the trolley wire 6, 50 is a high withstand voltage cable, 51 is a lightning arrester, and 52 is an insulator.

  According to the mounting device for the electric pantograph 39 shown in FIG. 28, the electric pantograph 39 can be mounted on the pantograph connected to the trolley wire 6 and having a high voltage. 39 can be controlled at high speed with high accuracy, and the maintenance can be reduced with a simple configuration as compared with the case where a conventional hydraulic cylinder is used.

  Further, the AC / DC power supply 40 for the electric actuator, the driver 41, and the interface unit 42 are accommodated in the storage box 45 to protect them from radiation noise, and grounded to the mounting base 44 so as to avoid high voltage charging. Therefore, the effect of radiation noise can be prevented and the electric actuator can be operated reliably.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

It is a general | schematic cutting side view which shows an example of the current collection apparatus of this invention. FIG. 2 is an operation explanatory diagram in which the hybrid pantograph of FIG. 1 is modeled as a spring-mass system. FIG. 6 is an operation explanatory diagram modeling the passive control pantograph of FIG. 5 as a spring-mass system. It is the side view which showed an example of the overhead line installation of the high-speed electric railway. It is a general | schematic cutting side view which shows an example of the pantograph of the passive control conventionally developed for high-speed electric railways. It is a diagram which shows the state which the pantograph forcedly vibrated with the trolley line. (A), (b), (c) is a diagram which shows the absolute displacement of each mass point in passive control. (A), (b), (c) is a diagram which shows the absolute displacement of each mass point in active control. (A), (b) is a diagram which shows the relative displacement between the mass points in passive control. (A), (b) is a diagram which shows the relative displacement between the mass points in active control. It is the diagram which showed the follow-up amplitude characteristic of the passive control obtained by the equation of motion with the actual measurement value. It is a control block diagram for demonstrating the method of controlling contact force using H _infinity control theory. Weighting function w _T, is a diagram showing an example of a w _S. It is the diagram which showed the frequency response of the contact force obtained by active control compared with the case of passive control. It is the diagram which showed the follow-up amplitude characteristic obtained by active control compared with the case of passive control. It is a diagram showing the magnitude | size of the fluctuation | variation of the contact force in passive control and active control. It is a diagram which shows an example of the control signal which adds control force to an electric actuator and performs active control. It is a diagram showing the magnitude | size of the fluctuation | variation of the contact force in passive control at the time of inputting the 2Hz and 17Hz composite wave. It is a diagram which shows the state which compound force component reduced by adding control force to an electric actuator and performing active control. It is a block diagram which shows an example of the control apparatus in the case of embodying a _Hinfinity control system in the dynamic model of FIG. It is a block diagram of the other control apparatus at the time of embodying a _Hinfinity control system. FIG. 22 is an operation explanatory diagram in which the hybrid pantograph of FIG. 21 is modeled as a spring-mass system. FIG. 22 is a diagram showing a follow-up amplitude characteristic of the active control system designed in FIG. 21. It is a diagram which shows the time history response analysis result of the contact force in the case of the front pantograph at the time of driving | running | working. It is a diagram which shows the time history response analysis result of the contact force in the case of the rear pantograph at the time of driving | running | working. It is the diagram which showed the frequency response of the contact force by disturbance inclusion type | mold LQ control compared with the case of passive control. It is a block diagram which shows an example of the control apparatus in the case of embodying a disturbance inclusion type | mold LQ control theory in the dynamic model of FIG. It is a block diagram which shows the example for mounting the electric pantograph driven by an electric actuator on the train roof part.

Explanation of symbols

6 Trolley Line 7 Train Roof 9 Elastic Support Device 11 Sliding Plate 12 Tip Spring 13 Intermediate Member 14 Intermediate Spring 15 Support Member 19 Electric Actuator 20 Hybrid Pantograph 21 Pushing Buffer 22 Linear Motor 23 H <SUB> ∞ </ SUB> Controller 24 Accelerometer 25 Strain meter 31, 32, 33 Accelerometer 38 Disturbance inclusion type LQ controller 39 Electric pantograph 40 AC / DC power supply for electric actuator 40a One side 40b Minus side 41 Driver 42 Interface unit 43 Sensor device 44 Mounting base 45 Storage box 45a Connection (ground)
46 Controller 47 Optical fiber 49 AC power supply for electric actuator
60 Load cell u control signal

Claims (7)

  A pantograph current collecting method in which an elastic support device in which a sliding plate is supported by a supporting member by a tip spring, an intermediate member, and an intermediate spring is arranged on a train roof, and the sliding plate is pressed against a trolley wire to collect current. The elastic support device is supported on a train roof using a pressing buffer device and an electric actuator, and H∞ control is performed based on a load detection signal of a load cell installed between the tip spring and the intermediate member. ∞ The pantograph current collector is characterized in that the pressing force of the sliding plate is controlled so that the fluctuation of the contact force between the sliding plate and the trolley wire is suppressed by driving the electric actuator by a control signal of the controller. Method.   A pantograph current collecting method in which an elastic support device in which a sliding plate is supported by a supporting member by a tip spring, an intermediate member, and an intermediate spring is arranged on a train roof, and the sliding plate is pressed against a trolley wire to collect current. The elastic support device is supported on a train roof portion by using a pressing buffer device and an electric actuator, and includes a disturbance inclusion type based on each acceleration signal of an accelerometer provided on each of the sliding plate, the intermediate member, and the support member. Driving the electric actuator with a control signal of a disturbance-including LQ controller that performs LQ control, and controlling the pressing force of the sliding plate so that fluctuations in the contact force between the sliding plate and the trolley wire are suppressed. A pantograph current collection method. Long-period fluctuations in contact force due to changes in the relative height between the trolley wire and the pantograph are suppressed by the pressing shock absorber, and short-cycle fluctuations in contact force caused by fluctuations in the spring characteristics of the trolley wire are driven by the electric actuator. The pantograph current collecting method according to claim 1 , wherein the pantograph current collecting method is suppressed. When the movement speed on the side of the train roof is lower than the set speed, or when a threshold value is set for the contact force and the contact force is less than the threshold value, the fluctuation of the contact force is suppressed by the pressing buffer device, and the movement When the speed exceeds the set speed or when the contact force exceeds the threshold value, the drive of the electric actuator is switched between driving and non-drive so as to suppress the fluctuation of the contact force by driving the electric actuator. The pantograph current collecting method according to claim 1 or 2 .   The pantograph current collector is a pantograph current collector that is provided with an elastic support device supported on a support member by a tip spring, an intermediate member, and an intermediate spring on a train roof, and that collects current by pressing the slide plate against a trolley wire. A pressing shock absorber and an electric actuator arranged side by side so as to support the elastic support device on the train roof, a load cell provided between the tip spring and the intermediate member, and a load detection signal from the load cell. An H∞ controller that inputs and calculates a control signal that suppresses fluctuations in the contact force between the sliding plate and the trolley wire using the H∞ control method and outputs the control signal to the electric actuator. Pantograph current collector.   The pantograph current collector is a pantograph current collector that is provided with an elastic support device supported on a support member by a tip spring, an intermediate member, and an intermediate spring on a train roof, and that collects current by pressing the slide plate against a trolley wire. A pressing shock absorber and an electric actuator arranged side by side so as to support the elastic support device on a train roof, an accelerometer provided on each of the sliding plate, the intermediate member, and the support member, and an acceleration from each accelerometer A disturbance inclusion type LQ controller that inputs a signal, calculates a control signal that suppresses fluctuations in contact force between the sliding plate and the trolley wire using a disturbance inclusion type LQ control method, and outputs the control signal to the electric actuator; A pantograph current collector characterized by that. The pantograph current collector according to claim 5 , wherein the electric actuator is one of a linear motor, a vector inverter motor, and an AC servo motor.

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