JP4782597B2 - Pantograph contact force fluctuation reducing method and pantograph - Google Patents

Pantograph contact force fluctuation reducing method and pantograph Download PDF

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JP4782597B2
JP4782597B2 JP2006085400A JP2006085400A JP4782597B2 JP 4782597 B2 JP4782597 B2 JP 4782597B2 JP 2006085400 A JP2006085400 A JP 2006085400A JP 2006085400 A JP2006085400 A JP 2006085400A JP 4782597 B2 JP4782597 B2 JP 4782597B2
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sliding plate
force
pantograph
spring
trolley wire
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JP2007267442A (en
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充 池田
達弥 小山
真 竹田
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Railway Technical Research Institute
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Description

本発明は、電気鉄道におけるトロリ線（架線）とパンタグラフとの間に作用する接触力の変動を低減する方法及び接触力変動の低減が可能なパンタグラフに関する。   The present invention relates to a method for reducing fluctuations in contact force acting between a trolley line (overhead line) and a pantograph in an electric railway, and a pantograph capable of reducing fluctuations in contact force.

現状の電気鉄道においては、トロリ線（架線）から車体屋根に搭載されたパンタグラフを介して車両に電力を送る方式が一般的である。このようなパンタグラフは、トロリ線に押し当てられるすり板体と、このすり板体をバネにより支持する舟体と、舟体を昇降可能に支持すると共にトロリ線に押し当てる押上力を付与する支持機構とを備えている。また、他のパンタグラフの例として，トロリ線に押し当てられるすり板体と，このすり板体を直接支持する舟体と，この舟体をバネにより支持すると共に舟体を昇降可能に支持する支持機構とを備えたものがある。以下では主として前者の形態のパンタグラフを例に説明を行なう。
トロリ線とパンタグラフのすり板体との接触力は、トロリ線の高さ変動や車両・パンタグラフの振動によって変動する。この接触力の変動が大きすぎると、パンタグラフのすり板体がトロリ線から離線するおそれがある。離線が頻発すると、すり板体とトロリ線との間にスパークが生じて、すり板体やトロリ線の摩耗が進む。また、常に接触力が大きくなる箇所では、トロリ線の局所的な摩耗が進行する可能性もある。以上のように、離線に至らない場合でも、パンタグラフの接触力は極力変動が小さいことが好ましい。 In the current electric railway, a method of sending electric power from a trolley line (overhead line) to a vehicle via a pantograph mounted on a vehicle body roof is common. Such a pantograph has a sliding plate body pressed against the trolley wire, a boat body that supports the sliding plate body with a spring, and a support that supports the boat body so that the boat body can be moved up and down and also applies a lifting force against the trolley wire. Mechanism. As another example of the pantograph, a sliding plate body pressed against a trolley wire, a boat body that directly supports the sliding plate body, a support that supports the boat body with a spring, and supports the boat body that can be moved up and down. Some have a mechanism. In the following, description will be given mainly by taking the former form of pantograph as an example.
The contact force between the trolley wire and the pantograph sliding plate varies depending on the height of the trolley wire and the vibration of the vehicle / pantograph. If the variation of the contact force is too large, the pantograph's sliding plate may be separated from the trolley line. When frequent separation occurs, a spark is generated between the sliding plate and the trolley wire, and wear of the sliding plate and the trolley wire proceeds. Further, local wear of the trolley wire may progress at a location where the contact force always increases. As described above, it is preferable that the contact force of the pantograph has as little fluctuation as possible even when it does not lead to separation.

このため、トロリ線とパンタグラフのすり板体との間に作用する接触力の変動を低減する技術がいくつか提案されており、そのうち、アクティブ方式のパンタグラフとして、特許文献１に記載のものがある。このパンタグラフは、すり板体を支持するバネの変位又は力をセンサで測定し、その変位又は力の変動の低周波数成分をゼロに近づけるようにアクチュエータを制御することによって、トロリ線（架線）に押し当てるすり板体の押上力を調整するものである。
このパンタグラフによれば、すり板体を支持するバネの変位の低周波成分を制御目標量とし、このバネの変位又は力をセンサが測定するものであるため、センサの数が少なくて済み、測定自体も容易となり、簡便に接触力の変動を低減するとされている。
特開平２００５−２８７２０９号公報 For this reason, several techniques for reducing fluctuations in the contact force acting between the trolley wire and the pantograph sliding plate body have been proposed. Among them, there is an active type pantograph described in Patent Document 1. . In this pantograph, the displacement or force of the spring supporting the sliding plate is measured by a sensor, and the actuator is controlled so that the low frequency component of the displacement or force fluctuation approaches zero. The lifting force of the sliding plate to be pressed is adjusted.
According to this pantograph, the low frequency component of the displacement of the spring supporting the sliding plate body is used as a control target amount, and the sensor measures the displacement or force of this spring. It is also easy to reduce the fluctuation of contact force easily.
Japanese Patent Laid-Open No. 2005-287209

上記従来のパンタグラフにおいては、すり板体支持部に設置したセンサにより接触力を測定し、その測定値が一定になるようにアクチュエータで制御している。このようにセンサにより測定した接触力は、すり板体を支持するバネのバネ力によるものであって、電車走行時の風圧によりすり板体に働く揚力による接触力の増加分を測定することができず、正確な接触力とは異なる値となってしまい、高い精度で接触力の変動を低減することが難しい。特に、高速用のパンタグラフでは空気力の影響を強く受けるため、この傾向が顕著になる。
本発明は、上記問題点に鑑みてなされたものであって、すり板体に作用する揚力によるトロリ線への接触力変動も考慮し、高い精度で接触力を常に一定に保つアクティブ制御を行うパンタグラフの接触力変動低減方法及びパンタグラフを提供することを課題としている。 In the conventional pantograph, the contact force is measured by a sensor installed on the sliding plate body support, and the actuator is controlled so that the measured value becomes constant. Thus, the contact force measured by the sensor is due to the spring force of the spring that supports the sliding plate body, and it is possible to measure the increase in contact force due to the lift force that acts on the sliding plate body due to the wind pressure during train traveling. This is not possible and results in a value different from the accurate contact force, and it is difficult to reduce the variation of the contact force with high accuracy. In particular, this tendency becomes remarkable because the pantograph for high speed is strongly influenced by aerodynamic force.
The present invention has been made in view of the above-described problems, and considers fluctuations in the contact force to the trolley wire due to the lift acting on the sliding plate body, and performs active control that keeps the contact force constantly constant with high accuracy. It is an object of the present invention to provide a pantograph contact force fluctuation reducing method and a pantograph.

上記課題を解決するため、本発明のパンタグラフの接触力変動低減方法は、センサ９によりバネの変位又は力を測定し、また電車走行時のすり板体５近傍の空気の相対流速を測定し、この流速に対応して予め試験により測定され又は算出された揚力ＦＬをセンサ９により測定されたバネ力ＦＫに加算することにより、トロリ線への舟体の接触力ＦＣを求め、この接触力ＦＣを一定にするようにアクチュエータ８を制御する。 In order to solve the above problems, the pantograph contact force fluctuation reducing method of the present invention measures the displacement or force of the spring by the sensor 9, and also measures the relative flow velocity of the air in the vicinity of the sliding plate body 5 when traveling on the train, by adding the lift F L which is measured or calculated in advance through tests in response to this flow velocity the spring force F K which is measured by the sensor 9, obtains a contact force F C of the collector head into contact wire, this the contact force F C controls the actuator 8 so as to be constant.

本発明のパンタグラフは、トロリ線Tに押し当てられるすり板体５と、このすり板体５をトロリ線Ｔに押し当てるバネ６と、このバネ６の変位又は力を測定するセンサ９と、このセンサ９の測定値に基づいてすり板体５をトロリ線Ｔに押し当てる押上力ＦＣを制御するアクチュエータ８とでパンタグラフ１を構成する。すり板体５の近傍の流速を測定するようにピトー管１０などの流速センサを設け、これにより測定した流速に対応して、予め試験により測定され又は算出された揚力ＦＬをセンサ９により測定されたバネ力ＦＫに加算することにより、トロリ線Ｔへのすり板体５の接触力ＦＣを求め、これに応じてアクチュエータ８を制御する制御手段１２を設けた。 The pantograph of the present invention includes a sliding plate 5 that is pressed against the trolley wire T, a spring 6 that presses the sliding plate 5 against the trolley wire T, a sensor 9 that measures the displacement or force of the spring 6, and this constituting the pantograph 1 by an actuator 8 for controlling the push-up force F C is pressed against the sliding plate member 5 to the trolley wire T based on the measured value of the sensor 9. The flow rate sensor such as a Pitot tube 10 to measure the flow rate in the vicinity of the sliding plate member 5 is provided, thereby in response to the flow rate measured, measuring lift F L which is measured or calculated in advance through testing by sensor 9 by adding to the a spring force F K, determine the contact force F C of the sliding plate member 5 to the contact wire T, provided with control means 12 for controlling the actuators 8 accordingly.

すり板体５の揚力ＦＬは、パンタグラフ１に設けたピトー管１０などのセンサにより測定されたすり板体５近傍の空気の流速の２乗に特定の係数ＣＬを乗算して求めることとした。 Lift F L of the sliding plate member 5, and be determined by multiplying the specific coefficient C L to the square of the flow velocity of the air has been sliding plate body 5 near measured by the sensor, such as a pitot tube 10 provided on the pantograph 1 did.

ピトー管などのセンサの設置が難しい場合等には，すり板体５近傍の空気の流速を近似的に列車速度から推定することとした。 When it is difficult to install a sensor such as a pitot tube, the air flow velocity in the vicinity of the sliding plate 5 is estimated approximately from the train speed.

さらに，列車走行路の周辺環境に応じて予め求められた所定の倍率を乗算することにより列車速度を補正して、すり板体５近傍の空気の流速を精度良く推定することとした。 Furthermore, the train speed is corrected by multiplying by a predetermined magnification determined in advance according to the surrounding environment of the train travel path, and the air flow velocity in the vicinity of the sliding plate body 5 is accurately estimated.

本発明においては、センサにより測定したバネ力に、ピトー管などにより測定したすり板体近傍の空気の相対流速に対応する揚力を加えることにより、トロリ線へのパンタグラフの接触力を正確に求めることができ、この接触力に応じてアクチュエータを制御するので、接触力の変動を高い精度で低減することができる。   In the present invention, the contact force of the pantograph to the trolley wire is accurately obtained by adding the lift force corresponding to the relative flow velocity of the air in the vicinity of the sliding plate measured by a pitot tube or the like to the spring force measured by the sensor. Since the actuator is controlled according to the contact force, fluctuations in the contact force can be reduced with high accuracy.

以下、図面を参照しつつ本発明の実施の一形態を説明する。図１は本実施例に係るパンタグラフの制御系統ブロック図、図２は原理確認のためのパンタグラフの風洞試験装置の概略図、図３は揚力を考慮した接触力制御を行わない場合の接触力の変化を示すグラフ、図４は揚力を考慮した接触力制御を行った場合の接触力の変化を示すグラフである。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a control system for a pantograph according to the present embodiment, FIG. 2 is a schematic diagram of a pantograph wind tunnel test apparatus for confirming the principle, and FIG. 3 is a diagram of contact force when contact force control considering lift is not performed. FIG. 4 is a graph showing a change in contact force when contact force control considering lift is performed.

図１は、本発明に係るパンタグラフの一実施形態である。パンタグラフ１は、電車の車体屋根２上に搭載される。このパンタグラフ１は、すり板体５を支持する舟体３と、この舟体３を車体屋根２上で昇降可能に支持する支持機構４とを備えている。   FIG. 1 is an embodiment of a pantograph according to the present invention. The pantograph 1 is mounted on a vehicle body roof 2 of a train. The pantograph 1 includes a boat body 3 that supports a sliding plate body 5 and a support mechanism 4 that supports the boat body 3 so as to be movable up and down on a vehicle body roof 2.

舟体３は、車体幅方向（左右方向：図２の紙面表裏方向）に沿って延びる箱状体である。この舟体３は、一例でアルミニウム合金等からなる。図1に示す実施形態では，舟体３はバネ６を介してすり板体５を支持する。このすり板体５は、一例で鉄系や銅系の焼結合金製、あるいは、カーボン系材料等からなる。このすり板体５がトロリ線Ｔに直接接触する。
なお，すり板体５は舟体３にボルト結合し，バネを介して舟体３を支持機構４に支持するように構成してもよい。 The boat body 3 is a box-like body extending along the vehicle body width direction (left-right direction: the front and back direction in FIG. 2). The boat body 3 is made of an aluminum alloy or the like, for example. In the embodiment shown in FIG. 1, the boat body 3 supports a sliding plate body 5 via a spring 6. The sliding plate 5 is made of, for example, an iron-based or copper-based sintered alloy, or a carbon-based material. The sliding plate 5 is in direct contact with the trolley wire T.
The sliding plate 5 may be configured to be bolted to the boat 3 and to support the boat 3 to the support mechanism 4 via a spring.

舟体３は、支持機構４に含まれる上下に伸縮可能な枠体（図示せず）により昇降可能に支持される。この支持機構４には、定常的な押上力を付与する押上バネ７及び制御力を付与するアクチュエータ８を備えている。押上バネ７は、舟体３，すり板体５をトロリ線Ｔに押し付けるものである。アクチュエータ８は押上バネ７と並行して設けられている。このアクチュエータ８の出力端が舟体３に連結されている。アクチュエータ８は、舟体３，すり板体５をトロリ線Ｔに押し当てる押上力を制御するもので、例えばエアシリンダを用いる。   The boat body 3 is supported so as to be movable up and down by a frame body (not shown) that can be vertically expanded and contracted included in the support mechanism 4. The support mechanism 4 includes a push-up spring 7 that applies a steady push-up force and an actuator 8 that applies a control force. The push-up spring 7 presses the boat body 3 and the sliding plate body 5 against the trolley line T. The actuator 8 is provided in parallel with the push-up spring 7. The output end of the actuator 8 is connected to the boat body 3. The actuator 8 controls the lifting force that presses the boat body 3 and the sliding plate body 5 against the trolley wire T, and uses, for example, an air cylinder.

すり板体５を支持するバネ６には力センサ９が臨む。力センサ９には例えば光ファイバ式の歪みゲージが用いられる。力センサ９は、バネ６のひずみもしくは変位からバネ力を計測する。   A force sensor 9 faces the spring 6 that supports the sliding plate body 5. For example, an optical fiber type strain gauge is used for the force sensor 9. The force sensor 9 measures the spring force from the strain or displacement of the spring 6.

舟体３には、空気の相対流速を測定する流速センサであるピトー管１０が設けられている。ピトー管１０は電車走行時の舟体３近傍の空気の動圧を測定して相対流速を求めるものである。すり板体５に働く揚力は相対流速と一定の関係にあるので、流速に対応する揚力を求めるための係数を風洞試験により予め求めておき、ピトー管１０により測定された動圧（流速の２乗）に係数を乗算することにより揚力ＦＬを算出することができる。ピトー管１０により測定された動圧にはコントローラ１１によって係数が乗算されることにより揚力が算出される。この揚力はトロリ線Ｔへのすり板体５の接触力の増加分となる。
なお、ピトー管１０に代えて，アネモマスター，ドップラー流速計，熱線流速計などを適用してもよい。 The boat body 3 is provided with a Pitot tube 10 which is a flow rate sensor for measuring the relative flow velocity of air. The Pitot tube 10 measures the dynamic pressure of the air in the vicinity of the boat body 3 when traveling on a train to obtain the relative flow velocity. Since the lift acting on the sliding plate body 5 has a fixed relationship with the relative flow velocity, a coefficient for obtaining lift corresponding to the flow velocity is obtained in advance by a wind tunnel test, and the dynamic pressure (flow velocity 2 of the flow velocity) measured by the Pitot tube 10 is obtained. The lift F L can be calculated by multiplying the (power) by a coefficient. The dynamic pressure measured by the Pitot tube 10 is multiplied by a coefficient by the controller 11 to calculate lift. This lift is an increase in the contact force of the sliding plate 5 to the trolley wire T.
Instead of the Pitot tube 10, an anemo master, a Doppler velocimeter, a hot wire velocimeter, or the like may be applied.

また、ピトー管などの流速センサの設置が難しい場合には，すり板体５近傍の空気の流速を近似的に列車速度から推定してもよい。   In addition, when it is difficult to install a flow velocity sensor such as a Pitot tube, the flow velocity of the air near the sliding plate 5 may be estimated approximately from the train speed.

さらに、列車走行路の周辺環境の情報、例えばトンネルの有無等流速の変化要因に応じて列車速度に対する補正を加えることにより、すり板体５近傍の空気の流速をより高い精度で推定するようにしてもよい。例えばトンネル区間においては、すり板体５近傍の空気の流速をトンネル外の列車速度に所定の倍率（例えば１.２倍）を乗じた値としたり、その倍率も列車種別により異なるものとするなどの補正を加えるものである。これらの空気の流速の変化要因に対応する上記倍率は予め試験等により求められている。   Furthermore, the flow velocity of the air in the vicinity of the sliding plate body 5 can be estimated with higher accuracy by adding correction to the train velocity according to the information on the surrounding environment of the train traveling path, for example, whether there is a tunnel or not, and the variation factor of the flow velocity. May be. For example, in the tunnel section, the air flow velocity in the vicinity of the sliding plate body 5 is set to a value obtained by multiplying the train speed outside the tunnel by a predetermined magnification (for example, 1.2 times), or the magnification also varies depending on the train type. Is added. The magnification corresponding to the change factors of the air flow velocity is obtained in advance by a test or the like.

上記風洞試験は、図２に示すように、舟体３と台枠１５の上下端部を試験用バネ１３及びロードセル１４で結合し、水平方向から風を送り、試験用バネ１３の収縮力に抗して発生する揚力をロードセル１４で測定する。この試験では、トロリ線への接触力が常に６０Ｎとなるようにアクチュエータ８を制御した。なお、風速は１５０，２２０，２７０，３００，３５０km/hと段階的に変化させた。
この結果、図３，図４に示すように、風速を増加させることによりすり板体５に加わる揚力は増大し、この揚力のために、舟体３内部に設置した力センサ９により測定したバネ力から推定される押上力は、ロードセル１４により測定した接触力より小さい値となる。従って、接触力に揚力を考慮しない場合には、図３に示すように、風速が増加するにつれて目標値との偏差が増加し、その偏差分だけ過大な制御を行うことになってしまう。一方、本発明の方法を適用して接触力に揚力を考慮した場合には、図４に示すように、風速が増加しても目標値に近い範囲でほぼ一定し、正確な制御となっている。このように、本発明を適用することにより、揚力による影響を考慮した接触力制御を行うことが可能であるといえる。 In the wind tunnel test, as shown in FIG. 2, the upper and lower ends of the boat body 3 and the base frame 15 are connected by the test spring 13 and the load cell 14, and the wind is sent from the horizontal direction to The lift generated against the load cell 14 is measured. In this test, the actuator 8 was controlled so that the contact force to the trolley wire was always 60N. The wind speed was changed stepwise to 150, 220, 270, 300, and 350 km / h.
As a result, as shown in FIGS. 3 and 4, the lift applied to the sliding plate body 5 is increased by increasing the wind speed, and the spring measured by the force sensor 9 installed inside the boat body 3 is used for this lift. The push-up force estimated from the force is smaller than the contact force measured by the load cell 14. Therefore, when the lift force is not considered in the contact force, as shown in FIG. 3, the deviation from the target value increases as the wind speed increases, and excessive control is performed by the deviation. On the other hand, when the lift of the contact force is taken into account by applying the method of the present invention, as shown in FIG. Yes. Thus, it can be said that by applying the present invention, it is possible to perform contact force control in consideration of the influence of lift.

本実施形態に係るパンタグラフ１の制御動作について説明する。
舟体３は支持機構４により上昇してトロリ線Ｔに接触した後、バネ６の付勢力によりすり板体５がトロリ線Ｔに押し当てられる。力センサ９は、バネ６のひずみによりそこに作用するバネ６のバネ力を測定する。トロリ線Ｔへのすり板体５の接触力をＦＣ、力センサ９によるバネ力をＦＫ、ピトー管１０により測定したすり板体５の動圧（相対流速の２乗に比例）に上記係数ＣＬを乗算した揚力をＦＬとすれば、
ＦＣ＝ＦＬ＋ＦＫ として正確な接触力を求めることができる。 A control operation of the pantograph 1 according to the present embodiment will be described.
After the boat body 3 is lifted by the support mechanism 4 and comes into contact with the trolley wire T, the sliding plate body 5 is pressed against the trolley wire T by the biasing force of the spring 6. The force sensor 9 measures the spring force of the spring 6 acting thereon due to the strain of the spring 6. The contact force of the sliding plate 5 to the trolley wire T is F C , the spring force of the force sensor 9 is F K , and the dynamic pressure of the sliding plate 5 measured by the Pitot tube 10 (proportional to the square of the relative flow velocity) If the lift force multiplied by the coefficient C L is F L ,
An accurate contact force can be obtained as F C = F L + F K.

比例積分微分（ＰＩＤ：Proportional-Integral-Differential）制御器１２は、比例動作に積分動作と微分動作を加えた制御を行い、残留偏差をなくすように前述のアクチュエータ８の出力を制御する。このＰＩＤ制御器１２には、すり板体５からトロリ線Ｔに加わるすり板体５の接触力ＦＣ＝ＦＬ＋ＦＫと、制御目標量ＦＴとが入力されて両者の差が演算され、アクチュエータ８に対する操作量Ｆconstが出力される。このようなアルゴリズムによって、制御目標量ＦＴの変動をゼロに近づけるようなアクチュエータ８の出力が与えられる。 A proportional-integral-differential (PID) controller 12 performs control by adding integral operation and differential operation to proportional operation, and controls the output of the actuator 8 so as to eliminate the residual deviation. The PID controller 12, the contact force F C = F L + F K of the sliding plate member 5 applied from sliding plate member 5 to the trolley wire T, is the difference between them is calculated by the control target amount F T is input The operation amount Fconst for the actuator 8 is output. Such algorithm, the output of the actuator 8, as close to zero is given a variation of the control target amount F T.

なお、パンタグラフの他の実施形態として，図示しないが、先の実施形態におけるすり板体５が舟体３により直接支持され，この舟体３を車体屋根２上で昇降可能に支持すると共にバネにより舟体３をトロリ線Ｔに押し当てる押上力を付与する支持機構４を備えたものであってもよい。   As another embodiment of the pantograph, although not shown, the sliding plate body 5 in the previous embodiment is directly supported by the boat body 3, and this boat body 3 is supported so as to be movable up and down on the vehicle body roof 2, and by a spring. You may provide the support mechanism 4 which provides the raising force which presses the hull 3 against the trolley line T. FIG.

本発明は、電気鉄道におけるトロリ線とパンタグラフとの間に作用する接触力の変動を低減するのに有効である。   The present invention is effective in reducing fluctuations in contact force acting between a trolley line and a pantograph in an electric railway.

本実施例に係るパンタグラフの接触力変動低減方法の制御系統ブロック図である。It is a control system block diagram of the contact-force fluctuation | variation reduction method of the pantograph which concerns on a present Example. 本実施例に係るパンタグラフの風洞試験装置の概略図である。1 is a schematic view of a pantograph wind tunnel testing apparatus according to the present embodiment. 揚力を考慮しない制御の場合の接触力の変化を示すグラフである。It is a graph which shows the change of the contact force in the case of control which does not consider lift. 揚力を考慮した制御の場合の接触力の変化を示すグラフである。It is a graph which shows the change of the contact force in the case of control which considered lift.

符号の説明Explanation of symbols

１ パンタグラフ
２ 車体屋根
３ 舟体
４ 支持機構
５ すり板体
６ バネ
７ 押上バネ
８ アクチュエータ
９ 力センサ
１０ ピトー管
１１ コントローラ
１２ 比例積分微分制御器
１３ 試験用バネ
１４ ロードセル
１５ 台枠
Ｔ トロリ線 DESCRIPTION OF SYMBOLS 1 Pantograph 2 Body roof 3 Ship body 4 Support mechanism 5 Ground plate body 6 Spring 7 Push-up spring 8 Actuator 9 Force sensor 10 Pitot tube 11 Controller 12 Proportional integral differential controller 13 Test spring 14 Load cell 15 Frame T Trolley wire

Claims (4)

トロリ線に押し当てられるすり板体と、
このすり板体をトロリ線に押し当てるバネと、
このバネに作用する力を測定する力センサと、
すり板体近傍の空気の相対速度を測定する流速センサと、
これらのセンサの測定値に基づいて前記すり板体をトロリ線に押し当てる押上力を制御するアクチュエータとを具備するパンタグラフのトロリ線への接触力の変動を低減する方法であって、
前記力センサにより前記バネに作用する力を測定し、
前記流速センサにより電車走行時のすり板体近傍の空気の相対速度を測定し、
この空気の相対速度に対応して予め試験により測定され又は算出されたすり板体の揚力を前記力センサの測定値に基づいて測定されたバネ力に加算することにより、トロリ線へのすり板体の接触力を求め、
この接触力を一定にするようにアクチュエータを制御することを特徴とするパンタグラフの接触力変動低減方法。 A sliding plate pressed against the trolley wire,
A spring that presses the sliding plate against the trolley wire,
A force sensor for measuring the force acting on the spring;
A flow rate sensor that measures the relative velocity of air in the vicinity of the sliding plate,
A method of reducing the variation of the contact force of the these of the sliding plate member on the basis of the measurement of the sensor to the pantograph trolley wire comprising an actuator for controlling the upward force pressed against the trolley wire,
Measuring the force acting on the spring by the force sensor;
Measure the relative velocity of the air near the sliding plate during train travel by the flow rate sensor ,
A sliding plate to the trolley wire is obtained by adding the lift force of the sliding plate measured or calculated in advance according to the relative velocity of the air to the spring force measured based on the measured value of the force sensor. Find the contact force of the body,
A method of reducing contact force fluctuation of a pantograph, wherein the actuator is controlled so that the contact force is constant. 前記すり板体近傍の空気の相対速度の２乗に特定の係数を乗算することによりすり板体の揚力を求めることを特徴とする請求項１に記載のパンタグラフの接触力変動低減方法。   2. The method of reducing contact force fluctuation of a pantograph according to claim 1, wherein the lift force of the sliding plate body is obtained by multiplying the square of the relative velocity of the air in the vicinity of the sliding plate body by a specific coefficient. トロリ線に押し当てられるすり板体と、
このすり板体をトロリ線に押し当てるバネと、
このバネに作用する力を測定する力センサと、
このセンサの測定値に基づいて前記すり板体をトロリ線に押し当てる押上力を制御するアクチュエータとを具備するパンタグラフであって、
前記すり板体近傍の空気の相対速度を測定するように設けられた流速センサと、この空気の相対速度に対応して、予め試験により測定され又は算出されたすり板体の揚力を、前記センサの測定値に基づいて測定されたバネ力に加算することにより、トロリ線へのすり板体の接触力を求め、これに応じて前記アクチュエータを制御する制御手段と、を備えることを特徴とするパンタグラフ。 A sliding plate pressed against the trolley wire,
A spring that presses the sliding plate against the trolley wire,
A force sensor for measuring the force acting on the spring;
A pantograph comprising an actuator for controlling a lifting force that presses the sliding plate against a trolley wire based on a measurement value of the sensor,
A flow rate sensor provided to measure the relative velocity of air in the vicinity of the sliding plate body, and the lift force of the sliding plate body measured or calculated in advance by a test corresponding to the relative velocity of the air. Control means for obtaining a contact force of the sliding plate body to the trolley wire by adding to the spring force measured based on the measured value of the actuator and controlling the actuator in accordance with the contact force. pantograph. 前記すり板体の揚力は、すり板体近傍の空気の相対速度の２乗に特定の係数を乗算することにより求めることを特徴とする請求項３に記載のパンタグラフ。 The pantograph according to claim 3 , wherein the lift of the sliding plate body is obtained by multiplying a square of the relative velocity of air in the vicinity of the sliding plate body by a specific coefficient.
JP2006085400A 2006-03-27 2006-03-27 Pantograph contact force fluctuation reducing method and pantograph Expired - Fee Related JP4782597B2 (en)

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KR20190090461A (en) 2018-01-25 2019-08-02 자동차부품연구원 A contact force control device in driving for high-speed rail pantograph

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JP5215243B2 (en) * 2009-06-10 2013-06-19 公益財団法人鉄道総合技術研究所 Pantograph contact force calculation method
JP6557839B2 (en) * 2016-05-11 2019-08-14 公益財団法人鉄道総合技術研究所 Pantograph lift estimation method and apparatus, and pantograph lift compensation method and apparatus

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JP3775930B2 (en) * 1998-10-16 2006-05-17 川崎重工業株式会社 Current collector

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Publication number Priority date Publication date Assignee Title
KR20190090461A (en) 2018-01-25 2019-08-02 자동차부품연구원 A contact force control device in driving for high-speed rail pantograph

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