JP5833962B2 - Pantograph control device and control method - Google Patents

Description

  The present invention relates to an apparatus and a method for controlling a pantograph so as to reduce fluctuations in contact force acting between a trolley line (overhead line) and a pantograph in an electric railway. More particularly, the present invention relates to a control device and a control method for reducing contact force fluctuation of a subsequent pantograph in a railway vehicle having a plurality of pantographs in one formation.

  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 boat body (including a sliding plate) pressed against the trolley wire, a support mechanism (framework) that supports the boat body so that it can be raised and lowered, and a push-up force pressed against the trolley wire, and a support mechanism. A support spring (restoration spring) interposed between the boat body and the like is provided.

  The contact force between the trolley wire and the pantograph boat varies depending on the height of the trolley wire and the vibration of the vehicle / pantograph. It is very important to reduce the fluctuation of the contact force in terms of preventing excessive push-up of the overhead wire and occurrence of a separation line in which the pantograph hull is separated from the trolley line. In particular, in a railway vehicle that collects power from multiple pantographs during a single train, the contact force fluctuation of the subsequent pantograph is larger than that of the preceding pantograph (also referred to as the first pantograph), and the rate of occurrence of separation is leading. Generally higher than pantograph.

Several devices and methods for measuring a contact force acting between a trolley wire and a pantograph boat have been proposed (see Patent Documents 1, 2, and 3).
In Patent Document 1, a supporting member for supporting a boat body by attaching strain gauges to two left and right support portions of the boat body and measuring a cross-sectional force (shearing force) at the positions of the left and right restoring springs is provided. The lifting force that pushes up the body is measured, and the lifting force acting on the hull is obtained from the lateral displacement of the trolley line on the hull and the cross-sectional force, and the lifting force and the inertial force of the hull are added to this lifting force. An apparatus and method for determining contact force is disclosed.
In Patent Document 2, n (n ≧ 2) accelerometers are attached to the hull, and the vibration mode of the nth order or less of the hull is determined, and on the hull, based on the vibration mode of the nth order or less. A method and apparatus for estimating a contact force acting on m locations (m ≧ n) and obtaining the contact force from the estimated contact force are disclosed.
In Patent Document 3, two strain gauges are attached to the front and rear surfaces of the hull, and a vertical accelerometer and a front and rear accelerometer are attached to the center to obtain a torsional moment of the hull and obtain contact force therefrom. A method and apparatus is disclosed.

Further, as a technique for reducing the contact force, an active type that includes an actuator that presses the boat against the trolley wire and dynamically controls the actuator has been proposed (see Patent Documents 4 and 5).
In Patent Document 4, a contact force that is a physical quantity that is desired to be controlled, or a physical quantity that is necessary for estimating the contact force (for example, a load applied to a hull or a support mechanism measured by a strain gauge) is low. The actuator is controlled so that the frequency component (for example, 2 to 3 Hz or less) approaches zero.
In Patent Document 5, the force acting on the restoring spring is measured, the relative velocity of the air in the vicinity of the sliding plate is measured, and the lift force of the sliding plate obtained in advance by a test corresponding to the relative velocity is measured. A method for obtaining the contact force by adding to the spring force of the restoring spring and controlling the actuator so as to make the contact force constant is disclosed.
In either method, a PID control technique is applied as an actuator control technique. The PID control is a control in which an integral operation and a differential operation are added to a proportional operation, and the output of the actuator is controlled so as to eliminate a residual residual.

Patent No. 4012108 Japanese Patent No. 3930299 Japanese Patent No. 3722463 JP 2005-287209 A Japanese Patent No. 4782597

  The present invention has been made in view of the above-described problems, and an object thereof is to provide an apparatus and a method for controlling a pantograph so as to reduce a contact force fluctuation of a subsequent pantograph.

A pantograph control device related to the present invention is a pantograph in a train in which a plurality of pantographs for supplying electric power to a vehicle of an electric railway from an overhead line supported by an overhead line support point such as a power pole at a predetermined interval are provided in one train organization. Each of the pantographs includes: a hull having a sliding plate pressed against the overhead line; and a frame that supports the hull so as to be movable up and down on the roof of the vehicle. The preceding pantograph in the traveling direction of the vehicle further includes means for measuring a vertical contact force between the boat body and the overhead line of the preceding pantograph, and the subsequent pantograph in the traveling direction of the vehicle further includes the overhead line and An actuator that dynamically controls the vertical contact force between the sliding plate and the pantograph control device is configured to measure the preceding pantograph; And a controller that outputs a control command signal for the actuator of the subsequent pantograph, and the controller has an excellent signal strength among the contact force signals of the preceding pantograph. A band-pass filter that transmits signal components near the frequency, a waveform output from the band-pass filter, a delay element that outputs the waveform as a waveform shifted by a certain time interval, and a delay element that is output from the delay element And an amplifier for adjusting the gain of the waveform signal.

  The time difference of the delay element, for example, the time obtained by dividing the distance between the preceding pantograph and the following pantograph (pantograph interval) by the train speed, and adding about half the period of the waveform of the contact force signal (180 ° in phase). Set to delay time. In this case, when the subsequent pantograph passes a certain point on the trolley line, the control force of the waveform obtained by shifting the phase of the waveform of the contact force signal of the preceding pantograph that has passed the same point by 180 ° is applied to the actuator of the subsequent pantograph. It is done. As a result, a force in the direction opposite to the contact force acting on the subsequent pantograph is applied from the actuator to the subsequent pantograph, so that the variation in the contact force of the subsequent pantograph is canceled and the variation can be reduced. The delay time of the delay element is adjusted by numerical simulation or actual vehicle test.

The control device for a pantograph of the present invention is a pantograph control in a train in which a plurality of pantographs for supplying electric power to a vehicle of an electric railway from an overhead line supported by an overhead line support point such as a utility pole at a predetermined interval are provided in one train formation. Each of the pantographs includes: a boat body having a sliding plate pressed against the overhead line; and a frame that supports the boat body on a roof of the vehicle so that the boat body can be moved up and down. The direction leading pantograph further includes means for measuring a vertical contact force between the boat body and the overhead line of the preceding pantograph, and the vehicle following direction pantograph further includes the overhead line and the sliding line. An actuator for dynamically controlling the contact force in the vertical direction between the plate and the control device for the pantograph is measured in the preceding pantograph. And a controller that outputs a control command signal of the actuator of the subsequent pantograph, and the controller includes, among the signals of the vertical contact force of the preceding pantograph, a bandpass filter for transmitting a signal component in the vicinity of excellence dominant frequency of the signal strength, signal vertical contact force transmitted through the band-pass filter is input, substantially identical waveforms to the frequency of the vertical contact force signal A phase synchronization circuit that outputs the waveform, a delay element that outputs the waveform output from the phase synchronization circuit as a waveform shifted by a certain time interval, and a signal of the waveform output from the delay element And an amplifier for adjusting the gain.

  By setting the frequency of the oscillator of the phase locked loop to the dominant frequency, even if the frequency of the contact force signal after passing through the bandpass filter fluctuates, the phase locked loop will almost equal the frequency of the input contact force signal. A matched sine wave is output. The dominant frequency varies depending on the difference between the support column intervals and the vehicle speed. Even in such a case, a waveform having a frequency close to the set dominant frequency can be output. In order to cope with fluctuations in the dominant frequency, the range of frequencies that can be passed by the bandpass filter can be expanded. However, it is not preferable that frequency components harmful to control are included.

The pantograph contact force reducing method related to the present invention is a train in which a plurality of pantographs for supplying electric power to a vehicle of an electric railway from an overhead line supported by an overhead line support point such as a power pole at a predetermined interval are provided in one train organization. In the pantograph contact force fluctuation reducing method, each of the pantographs includes a boat body having a sliding plate pressed against the overhead wire, and a framework for supporting the boat body on the roof of the vehicle so as to be movable up and down. In the preceding pantograph in the traveling direction of the train, the vertical contact force between the boat body and the overhead line of the preceding pantograph is measured, and in the following pantograph in the traveling direction of the vehicle, the The vertical contact force between the sliding plate and the overhead wire is dynamically controlled by an actuator, and among the contact force signals of the preceding pantograph A signal component in the vicinity of the dominant frequency where signal strength is excellent is extracted, the signal component is made a delayed waveform shifted by a certain time interval, and the gain of the signal of the delayed waveform is adjusted to be a control command signal for the actuator of the subsequent pantograph It is characterized by that.

The pantograph contact force reducing method of the present invention is a pantograph in a train in which a plurality of pantographs for supplying electric power to a vehicle of an electric railway from an overhead line supported by an overhead line support point such as a power pole at a predetermined interval are provided in one train organization. Each of the pantographs includes: a hull having a sliding plate pressed against the overhead line; and a framework for supporting the hull so as to be movable up and down on the roof of the vehicle. In the preceding pantograph in the traveling direction of the train, the vertical contact force between the boat body and the overhead line of the preceding pantograph is measured, and in the following pantograph in the traveling direction of the vehicle, the sliding plate of the subsequent pantograph the vertical contact force between the overhead line and dynamically controlled by the actuator and, the vertical tangent measured at the preceding pantograph Of the force signal, and inputs the signal component in the vicinity of excellence dominant frequency of the signal strength to the phase synchronization circuit outputs substantially matched phase synchronization waveform and the frequency of the signal component from the phase synchronization circuit, the phase synchronization The waveform is shifted by a certain time interval to obtain a delay waveform, and the gain of the signal of the delay waveform is adjusted to obtain a control command signal for the actuator.

  As is apparent from the above description, according to the present invention, a waveform that substantially matches the frequency of the signal component near the dominant frequency in the contact force signal of the preceding pantograph is converted to a waveform that is shifted by a certain time interval. Input to the controller to control the actuator. The time lag, plus the time from the passage of the preceding pantograph through the passage of a certain point on the trolley line to the passage of the subsequent pantograph, and the half of the period of the waveform of the contact force signal of the preceding pantograph (180 ° in phase) In this case, the actuator operates so as to cancel the contact force variation of the subsequent pantograph, and the contact force variation of the subsequent pantograph can be reduced.

It is a figure explaining the structure of the pantograph which concerns on the 1st Embodiment of this invention. It is a figure explaining the example of arrangement | positioning of an overhead wire. It is a graph which shows the simulation result of the contact force fluctuation | variation of the pantograph of FIG. 1, FIG. 3 (A) shows a preceding pantograph and FIG. 3 (B) shows a subsequent pantograph. It is a figure explaining the structure of the pantograph which concerns on the 2nd Embodiment of this invention. FIG. 5A is a graph showing a simulation result of contact force fluctuation of the pantograph of FIG. 4. FIG. 5A shows a preceding pantograph, and FIG. 5B shows a subsequent pantograph.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
First, an example of the configuration of an overhead line (simple catenary type) that supplies electric power to an electric vehicle will be described with reference to FIG.
The overhead line 50 is disposed in parallel with the rail of the electric vehicle. The overhead line 50 in this example includes a suspension line 51 supported by support pillars 55 erected at predetermined intervals along the rail, and a trolley line 53 suspended from the suspension line 51 by a hanger 57. The support column interval Ls is 40 to 60 m as an example, and the hanger interval Lh is 5 m as an example. The distance Lp between the preceding pantograph 10 and the subsequent pantograph 20 is 10 to 200 m, for example.

With reference to FIG. 1, the structure of the pantograph according to the first embodiment of the present invention will be described. The right side of FIG. 1 shows the preceding pantograph 10 and the left side shows the subsequent pantograph 20.
Each of the pantographs 10 and 20 includes a boat body 12 and 22 having sliding plates 11 and 21 pressed against a trolley wire, a frame 13 and 23 that supports the boat body so as to be movable up and down on the roof of the vehicle, and a frame 13 and 23. Main springs 14 and 24 for providing a push-up force that pushes up the hull with a substantially constant force. In addition, a restoring spring attached to the left and right positions of the lower surfaces of the boat bodies 12 and 22, a boat support that houses the restoring spring and is attached to the upper end of the frame (not shown), and the like are provided.

As for the preceding pantograph 10 shown on the right side of FIG. 1, the boat body 12 is further provided with means 17 for measuring the contact force in the vertical direction between the boat body 12 and the trolley line. Specifically, the means disclosed in Patent Documents 1, 2, and 3 described above can be used as the contact force measuring means 17, and a sensor that is attached to the hull and the like, and a process for estimating the contact force by inputting the sensor output. A part.
In the case of Patent Document 1, the contact force measuring means includes a strain gauge attached to the positions of the right and left restoring springs of the boat body and a processing unit that processes values measured by the strain gauge. The cross-sectional force (shearing force) at the positions of the right and left restoring springs is measured by the strain gauge, and the push-up force that pushes up the hull is measured by the support member that supports the hull. Then, the lift acting on the hull is obtained from the left / right deviation of the trolley line on the hull and the cross-sectional force, and the contact force is obtained by adding the lifting force and the inertial force of the hull to this lift.
In the case of Patent Document 2, the contact force measuring means includes n (n ≧ 2) accelerometers attached to the hull and a processing unit that processes values measured by the accelerometers. Based on the acceleration measured by the accelerometer, the vibration mode below the nth order of the hull is determined, and based on this vibration mode below the nth order, the contact force acting on m points (m ≧ n) on the hull is estimated. The contact force is obtained from this estimated contact force.

  The subsequent pantograph 20 shown on the left side of FIG. 1 is further provided with an actuator 25 that applies force to the frame 23 to actively control the pantograph. A controller 26 is connected to the actuator 25, and the controller 26 can control the pushing force that presses the sliding plate 21 against the trolley wire. For example, an air cylinder can be used as the actuator 25.

  The processing unit of the contact force measuring means 17 attached to the preceding pantograph 10 is connected to the controller 26 of the actuator 25 attached to the succeeding pantograph 20 via the controller 30. The controller 30 includes a band pass filter 31, a delay element 32, an amplifier 33, and the like in the order in which signals are sent from the processing unit of the contact force measuring means 10.

The band-pass filter 31 transmits a signal component in the vicinity of the dominant frequency where the signal strength is excellent among the contact force signals measured by the contact force measuring means 17 of the preceding pantograph 10. As for the dominant frequency, for example, since the fluctuation of the contact force becomes particularly large at the portion where the suspension line 51 shown in FIG. 2 is supported by the support column 55, the pantograph passes between the support columns 55 that support the suspension line 51. The frequency (1 / T) corresponding to the period (T, support column interval Ls / vehicle traveling speed V) can be obtained.
In addition, considering the contact force fluctuation at the portion where the trolley wire 53 is suspended by the hanger 57, the period in which the preceding pantograph 10 passes between the hangers 57 (T, hanger interval Lh / vehicle traveling speed V). It is good also as a frequency (1 / T) corresponding to.

The delay element 32 outputs the contact force signal component in the vicinity of the dominant frequency transmitted through the bandpass filter 31 with a certain delay. This delay time is, for example, the time from the passage of the preceding pantograph 10 to the passage of the subsequent pantograph 20 through a certain point on the trolley line, and half the period of the signal component around the dominant frequency that has passed through the bandpass filter 31. The time can be set to about the sum of time.
Here, the time from the passage of the preceding pantograph 10 to the passage of the subsequent pantograph 20 through a certain point on the trolley line is the time obtained by dividing the interval Lp between the preceding pantograph 10 and the subsequent pantograph 20 by the traveling speed V of the vehicle. (Lp / V).
The half time of the period of the signal component near the dominant frequency that has passed through the bandpass filter 31 corresponds to a case where the phase of the waveform of the contact force signal is shifted by 180 °.

  The amplifier 33 adjusts the gain of the signal component output from the delay element 32. After the gain adjustment, the signal component is input to the controller 26 of the actuator 25 of the subsequent pantograph 20.

That is, the actuator 25 of the subsequent pantograph 20 controls the waveform by shifting the phase of the waveform of the contact force signal of the preceding pantograph 10 that has passed the same point when the subsequent pantograph 20 passes a certain point on the trolley line. Power is applied. As a result, a force in the direction opposite to the contact force acting on the subsequent pantograph 20 is applied from the actuator 25 to the subsequent pantograph 20, so that the variation in the contact force of the subsequent pantograph 20 is canceled and the variation can be reduced.
However, since the dominant frequency may change due to the vehicle speed and support column spacing being not constant, the actual delay time is optimized by actual vehicle tests and simulations.

  Here, the train vehicle that collects power from two pantographs in one organization has been described, but the same applies to the case of collecting power from two or more pantographs. For example, in the case of three, the second and subsequent pantographs are equipped with actuators, the first pantograph and the second pantograph, the first and third, the second and third etc. are selected, and the above control is performed. It can be carried out. Further, it is possible to set the delay time in consideration of the distance from the preceding pantograph for all of the second and subsequent pantographs. In an actual vehicle, the train car is almost always traveled in both directions, so that a plurality or all of the pantographs are provided with contact force measuring means and actuators.

FIG. 3 is a graph showing the result of calculating the contact force variation to which the control method of the present invention is applied by simulation. FIG. 3A is a graph showing the contact force of the preceding pantograph. FIG. 3B is a graph showing the contact force of the subsequent pantograph, where the thick solid line indicates control and the thin solid line indicates no control. In each graph, the vertical axis represents contact force (N), and the horizontal axis represents distance (m). The time lag between each pantograph is corrected between the two graphs.
In this simulation, the support column interval Ls was 50 m, the pantograph interval Lp was 100 m, and the vehicle speed V was 100 km / h. The dominant frequency is a frequency (1 / T) corresponding to the period (T, the distance between support columns Ls / vehicle traveling speed V) in which the pantograph passes between the support columns supporting the suspension line, and in this example 0.56 Hz. It is. The transmission band of the bandpass filter was 0.39 Hz to 0.72 Hz, and the delay time was determined by simulation to 0.7 seconds.

  As shown in the graph of FIG. 3A, in the preceding pantograph, the contact force greatly fluctuates when passing through the support column (every 50 m interval). In the case of no control, as indicated by a thin solid line in FIG. 3B, the subsequent pantograph also has a large contact force fluctuation when passing through the support column. On the other hand, in the case of control, as indicated by the thick solid line in FIG. 3B, the contact force fluctuation when passing through the support column is small, and the fluctuation width is narrow as a whole.

With reference to FIG. 4, the configuration of a pantograph control device according to the second embodiment of the present invention will be described.
The configurations of the preceding pantograph 10 and the subsequent pantograph 20 of this apparatus are the same as those in the first example, but are provided between the contact force measuring means 17 of the preceding pantograph 10 and the controller 26 of the actuator 25 of the subsequent pantograph 20. The configuration of the controller 40 is different. The controller 40 in this example includes a band-pass filter 41, a phase synchronization circuit 42, a delay element 43, an amplifier 44, and the like in the order in which signals are sent from the processing unit of the contact force measuring means 17.

  The phase synchronization circuit 42 basically includes a phase comparator that compares the phase difference between two signals and generates a signal of the difference, a loop filter that cuts an AC component, and a voltage-controlled oscillator. To obtain an output synchronized with. The frequency of the oscillator is set to the dominant frequency that is transmitted by the band-pass filter. A contact force signal component near the dominant frequency that has passed through the bandpass filter 41 is input to the circuit, and a signal (sine wave) that is synchronized with the signal component is input to the delay element 43. The dominant frequency may vary depending on vehicle speed and support column spacing. In this case, the frequency of the contact force signal after passing through the band-pass filter and the frequency of the oscillator of the phase synchronization circuit are shifted to some extent, but a sine wave that substantially matches the dominant frequency of the input signal is output from the phase synchronization circuit. . In order to cope with fluctuations in the dominant frequency, the range of frequencies that can be passed by the bandpass filter 41 can be expanded. However, an unnecessary frequency component is included, which is not preferable.

FIG. 5 is a graph showing the result of calculation by simulation of contact force fluctuations to which the second control method of the present invention is applied. Each graph has the same conditions as the graph of FIG.
In this simulation, the support column interval Ls was 50 m, the pantograph interval Lp was 100 m, and the vehicle speed V was 100 km / h. The dominant frequency is a frequency (1 / T) corresponding to the period (T, the distance between support columns Ls / vehicle traveling speed V) in which the pantograph passes between the support columns supporting the suspension line, and in this example 0.56 Hz. It is. The transmission band of the bandpass filter was 0.39 Hz to 0.72 Hz, and the delay time was determined by simulation to 1.2 seconds.

  Also in this example, in the case of control, as shown by the solid line in FIG. 5B, the contact force fluctuation when passing through the support column is small, and the fluctuation width is narrow as a whole.

10, 20 Pantograph 11, 21 Grinding plate 12, 22 Ship body 13, 23 Frame 14, 24 Main spring 17 Contact force measuring means 25 Actuator 26 Controller 30, 40 Controller 31, 41 Band pass filter 32, 43 Delay element 33, 44 Amplifier 42 Phase synchronization circuit 50 Overhang line 51 Suspension line 53 Trolley line 55 Support pillar 57 Hanger

Claims (2)

A pantograph for supplying power to electric railway vehicles from an overhead line supported by an overhead line support point such as a utility pole at a predetermined interval is a pantograph control device in a train equipped with a plurality of trains,
Each of the pantographs
A hull having a sliding plate pressed against the overhead wire;
A frame that supports the boat body so as to be movable up and down on the roof of the vehicle,
The preceding pantograph in the traveling direction of the train further comprises means for measuring a vertical contact force between the boat body and the overhead line of the preceding pantograph,
The following pantograph in the traveling direction of the vehicle further includes an actuator that dynamically controls a vertical contact force between the overhead wire and the sliding plate,
The control device for the pantograph includes a controller that receives a signal of the vertical contact force measured in the preceding pantograph and outputs a control command signal for the actuator of the subsequent pantograph,
The controller
Among the signals of the vertical contact force of the preceding pantograph, a band pass filter that transmits a signal component in the vicinity of the dominant frequency of signal strength,
The vertical contact force signal transmitted through the bandpass filter is input, a phase locked loop circuit substantially identical waveforms to the frequency of the vertical contact force signal is output,
A delay element that receives the waveform output from the phase synchronization circuit and outputs the waveform as a waveform shifted by a certain time interval;
An amplifier that adjusts the gain of the waveform signal output from the delay element;
A pantograph control device characterized by comprising: A pantograph for supplying electric power to a vehicle of an electric railway from an overhead line supported by an overhead line support point such as a power pole at a predetermined interval is a method for reducing contact force fluctuation of a pantograph in a train equipped with a plurality of trains,
Each of the pantographs is
A hull having a sliding plate pressed against the overhead wire;
A frame that supports the boat body so as to be movable up and down on the roof of the vehicle,
In the preceding pantograph in the traveling direction of the train, the vertical contact force between the boat body and the overhead line of the preceding pantograph is measured,
In the subsequent pantograph in the traveling direction of the vehicle, the vertical contact force between the sliding plate and the overhead wire of the subsequent pantograph is dynamically controlled by an actuator,
Of the signals of the contact force in the vertical direction measured in the preceding pantograph, a signal component in the vicinity of the dominant frequency where the signal intensity is excellent is input to a phase synchronization circuit, and a phase synchronization waveform that substantially matches the frequency of the signal component is obtained. Contact force fluctuation in a pantograph output from a phase synchronization circuit, wherein the phase synchronization waveform is shifted by a certain time interval to form a delay waveform, and the gain of the signal of the delay waveform is adjusted to be a control command signal for the actuator Reduction method.

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