JP6317179B2 - Current collection system for railway vehicles - Google Patents

Description

The present invention relates to a current collecting system for a railway vehicle that having a contact strip in contact with the overhead wire.

  A railcar current collector is provided with a sliding plate that directly contacts the overhead wire. The sliding plate is usually made of a single material of a carbon-based material, a copper-based sintered alloy, or an iron-based sintered alloy (see Patent Document 1).

JP 2012-165528 A

  In recent years, a railway vehicle that can travel in an overhead line-less section where no overhead line is provided has been developed. A power storage device is mounted on such a vehicle, and the vehicle is driven by electric power charged in the power storage device.

  For example, if a part of the power supplied from the overhead line is used for traveling the vehicle in the travel section (overhead travel section) where the overhead line is provided, and the remaining power storage device is charged, the power charged in the power storage device in the overhead line-less section This makes it possible to drive the vehicle. In addition, if the power storage device is charged with the power supplied from the overhead line in a stop section (charging section) such as a station, the vehicle can be driven by the power charged in the power storage device in the section without the overhead line. Since the stop time is short in a stop section such as a station, it is preferable that the battery can be quickly charged in a short time.

  By the way, the sliding plate that contacts the overhead wire is made of any one of the above-described three types of materials (carbon-based material, iron-based sintered alloy, and copper-based sintered alloy). Due to differences in mechanical wear resistance and electrical conductivity as features, it can be said that it is suitable for one section of the overhead wire traveling section and stop charging section but not for the other section. .

  For example, since the carbon-based material has excellent wear resistance, it is difficult to wear even if it slides on an overhead wire during traveling. For this reason, it is suitable for the overhead line traveling section. However, since the carbon-based material has a large electrical contact resistance in contact with the overhead wire, the contact temperature with the overhead wire easily rises when a large current flows. In particular, if a large current is applied while the vehicle is stopped, the heat dissipation state is worse than that during traveling, so that the sliding plate and the overhead wire may be dissolved at the contact portion. For this reason, the carbon-based material is not suitable for rapid charging when the vehicle is stopped in the charging section.

  On the other hand, since the copper-based sintered alloy has a relatively low electrical resistance value, the electrical contact resistance value with the overhead wire is also small. Therefore, even if a large current flows through the contact point with the overhead wire for a short time, the temperature is unlikely to rise rapidly, which is suitable for rapid charging in a stationary state in the charging section. However, since the copper-based sintered alloy has low wear resistance, it easily wears when it slides on the overhead wire during traveling. For this reason, it is not suitable for the overhead line travel section.

  Thus, it cannot be said that the conventional railway vehicle equipped with a sliding plate using a single material is optimal in both the overhead line traveling section and the charging section at the time of stopping.

An object of the present invention is to provide an optimal current collection systems for railway vehicles in both sections of the charging sections when the overhead wire running section and stop.

A power collection system for a railway vehicle according to the present invention is disposed above a railway vehicle current collector having a sliding plate that contacts an overhead wire and a boat body that holds the sliding plate, and a track on which the railway vehicle travels. A first overhead line and two second overhead lines,
The sliding plate has Oite in the width direction of the railway car, the first member and two second members disposed on opposite sides of the first member which is arranged in the center,
In the travel section in which the railway vehicle travels, the first overhead line is disposed at a position in contact with the first member,
A stop section in which the railway vehicle is stopped, the two second overhead line is placed in contact with said two second members,
The wear resistance of the first member with respect to the first overhead wire is higher than the wear resistance of the second member with respect to the second overhead wire,
The electrical contact resistance value of the second member with the second overhead wire is lower than the electrical contact resistance value of the first member with the first overhead wire.

In the above system, two different members are used for the sliding plate,
i) In the overhead line running section (while the vehicle is running), the first member with excellent wear resistance contacts and slides on the first overhead line to collect current. ii) In the charging section when the vehicle is stopped, the electrical contact resistance A second member having a low value is brought into contact with the second overhead wire, and current is collected for driving an auxiliary device such as an air conditioner or charging a storage battery. Accordingly, wear of the sliding plate can be suppressed in the overhead traveling section, and rapid charging or the like is possible in the charging section when the vehicle is stopped. Therefore, it is optimal in both the overhead traveling section and the charging section when the vehicle is stopped.

  In the above system, the second overhead wire is preferably made of a material having a small electrical contact resistance value with the sliding plate. Furthermore, it is preferable that an electrical contact resistance value of the second overhead wire with the second member is lower than an electrical resistance value of the first overhead wire with the first member. By reducing the electrical resistance value of the contact portion between the second overhead wire and the second member of the sliding plate in the charging section when the vehicle is stopped, an increase in the temperature of the contact portion can be suppressed during rapid charging or the like.

  Furthermore, in the above system, it is preferable that the rigidity of the second overhead wire is higher than the rigidity of the first overhead wire. If the rigidity is high, the sliding plate can be pressed against the overhead wire with a greater force. Therefore, in the charging section when the vehicle is stopped, the electrical resistance value of the contact portion between the second overhead wire and the second member of the sliding plate is further reduced. It becomes possible to suppress the temperature rise of the contact portion.

  In the above system, the main component of the first member is preferably carbon, and the main component of the second member is copper. By using a carbon-based material having excellent wear resistance for the first member and using a copper-based material having a low electrical resistance value for the second member, it is possible to suppress wear of the sliding plate in the overhead wire traveling section while stopping. Can be charged quickly.

  Further, in the above system, an example of the configuration of the railway vehicle is as follows. When a direct current is flowing through the overhead line, the power collector is connected to the current collector, and the power is converted between the alternating current and the direct current. A vehicle comprising: an inverter (AC / DC converter) for performing the operation; an electric motor connected to the inverter; a charge / discharge control device connected to the current collector; and a power storage device connected to the charge / discharge control device. It is.

  In the above system, i) the first member having excellent wear resistance in the overhead wire traveling section is brought into contact with the first overhead wire, whereby the power storage device can be charged while suppressing wear of the sliding plate during traveling. In addition, ii) in the charging section when the vehicle is stopped, the power storage device can be rapidly charged in a short time by bringing the second member having a low electric resistance value into contact with the second overhead wire.

  According to the present invention, in the overhead wire traveling section, the first member excellent in wear resistance is brought into contact with the overhead wire and slid, and in the charging section when the vehicle is stopped, the second member having a low electrical resistance value is brought into contact with the overhead line. The wear of the sliding plate in the overhead wire traveling section can be suppressed and rapid charging in the charging section is possible. For this reason, the present invention is optimal in both the overhead line traveling section and the charging section when the vehicle is stopped.

It is a schematic diagram which shows the structure of the railway vehicle used for the current collection system for railway vehicles which concerns on this invention. (A) is a side view (a view taken along the line IIA-IIA in FIG. 1) of the sliding board and the boat body, and (b) is a plan view of the sliding board and the boat body. It is a schematic diagram which shows a part of overhead line and route. (A) is a top view which shows the contact position of the suspension wire and a sliding board in the overhead wire travel area A, (b) is a schematic diagram explaining the flow of electricity in the overhead wire travel area A. (A) is a top view of the sliding board in the overhead wire-less traveling section B, (b) is a schematic diagram for explaining the flow of electricity in the overhead wire-less traveling section B. (A) is a top view of the rigid overhead wire and the sliding plate in the stop section C, and (b) is a schematic diagram for explaining the flow of electricity in the stop section C. It is a schematic diagram which shows the structure of the rail vehicle which concerns on a modification.

Hereinafter, a railway vehicle used in a railway vehicle power collection system according to an embodiment of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the railway vehicle 100 includes a vehicle body 1 and a current collector 2 installed on the roof of the vehicle body 1. The current collector 2 contacts the overhead line 200.

  The vehicle body 1 includes an inverter (AC / DC converter) 10 connected to the current collector 2, a charge / discharge control device 11 and an auxiliary power supply device 12, a drive motor (electric motor) 13 connected to the inverter 10, and charge / discharge control. A storage battery (power storage device) 14 connected to the device 11 is mounted. The inverter 10 and the charge / discharge control device 11 are connected by two electric wires 15a and 15b. The electric wire 16 branched from the electric wire 15b is branched into two electric wires 17a and 17b, connected to the grounding devices 18 and 19, and further grounded to the rail.

  The current collector 2 includes a frame 21 installed on the roof of the vehicle body 1 through a lever, two boat bodies 22 and 23 pressed against the overhead line 200, and the boat bodies 22 and 23 moved up and down with respect to the frame 21. And a frame body 24 to be used.

  Sliding plates 32 and 33 are fixed to the upper surfaces of the boat bodies 22 and 23 by bolts 41, 42, 43, 44, 45, and 46 (see FIG. 2A). Further, as shown in FIG. 2 (b), the two boat bodies 22 and 23 are held in parallel by support rods 47, 48, 49 and 50. The sliding plates 32 and 33 are in direct contact with the overhead wire 200 (see FIG. 1).

  The sliding plate 32 and the sliding plate 33 of the present embodiment have the same configuration. As shown in FIG. 2B, the sliding plates 32 and 33 are constituted by three members 51, 52, and 53 arranged in the longitudinal direction of the boat body 22. Here, the longitudinal direction of the boat body 22 is the width direction of the railway vehicle 100.

The central member (first member) 52 at the center of the three members 51, 52, 53 is more resistant to wear on the overhead wire 200 than the right member (second member) 51 and the left member (second member) 53 on both sides thereof. The electrical contact resistance value with the overhead wire 200 is high. Here, the “electrical contact resistance value” is an electrical resistance value of a contact portion between two members that are in contact with each other. For example, “the electrical contact resistance value of the central member 52 with the overhead line 200” and “the electrical contact resistance value of the central member 52 with the overhead line 200” mean the electrical resistance value of the portion of the central member 52 in contact with the overhead line 200. To do.
The wear resistance can be evaluated by, for example, the wear amount calculated from the following formula.
W = k ・ P ・ V ・ T
W: Amount of wear (μm)
k: Wear coefficient (μm · mm ² · min / N · m · hr)
P: Surface pressure (MPa)
V: Sliding speed (sliding speed) (m / min)
T: sliding time [hr]
In a phenomenon in which the sliding plate is worn by contact and sliding of the sliding plate equipped on a general railway vehicle overhead wire (Cu, Cu alloy) and the pantograph, the central member 52 is compared with the amount of wear at a fixed travel distance. The amount of wear on the overhead line 200 is smaller than the amount of wear on the overhead line 200 of the right member 51 and the left member 53.

  For example, a carbon-based material or an iron-based material can be used for the central member 52 of the sliding plates 32 and 33. Among these, it is preferable to use a carbon-based material so that the main component of the central member 52 is carbon. Carbon material i) Mixed metal powder and sintered, ii) Porous carbon material impregnated with metal, iii) Carbon fiber reinforced carbon composite material (C / C composite material) impregnated with metal Can be used.

  It is preferable to use a copper-based material for the right member 51 and the left member 53 of the sliding plates 32 and 33 so that the main component is copper. Examples of the copper-based material include a copper-based sintered alloy and pure copper.

  Next, an example of operation of the railway vehicle 100 will be described with reference to FIGS.

  As shown in FIG. 3, on the route through which the railway vehicle 100 passes, an overhead line traveling section A in which a suspension line 210 is provided, an overhead line-less traveling section B in which no overhead line is provided, and a stop section C in which the vehicle temporarily stops. (Stations, etc.) In the stop section C, two rigid overhead wires (second overhead wires) 220 and 230 are provided. A DC or AC voltage is applied to the trolley wire 213 and the rigid body wires 220 and 230 of the suspension wire 210.

  In the suspension line 210, a trolley line (first overhead line) 213 is suspended from a plurality of support points by a hanger 212 on a suspension line 211. The trolley wire 213 is disposed near the center of the width of the track.

  The rigid overhead wires 220 and 230 are arranged on both sides across the center of the width of the track. The electrical contact resistance value of the rigid body wires 220 and 230 with the sliding plates 32 and 33 is lower than the electrical contact resistance value of the trolley wire 213 with the sliding plates 32 and 33. In addition, the electrical contact resistance values of the rigid plates 220 and 230 with the right member 51 and the left member 53 of the sliding plates 32 and 33 are based on the electrical contact resistance value of the trolley wire 213 with the central member 52 of the sliding plates 32 and 33. Low. For example, a copper-based material is used for the rigid body wires 220 and 230. Further, the rigid overhead wires 220 and 230 have higher rigidity than the trolley wire 213.

(Overhead travel section A)
As shown in FIG. 4A, the trolley wire 213 is disposed in the vicinity of the center of the longitudinal direction (vehicle width direction) of the boat bodies 22 and 23, so that it contacts the central member 52 of the sliding plates 32 and 33. To do. Thereby, electricity flowing through the trolley wire 213 flows to the current collector 2 via the two central members 52 and is supplied to the vehicle body 1 (see FIG. 4B). Electricity flows to the inverter 10, the charge / discharge control device 11, and the auxiliary power supply device 12. The electricity flowing through the inverter 10 is converted from direct current to alternating current and supplied to the drive motor 13. Thereby, the railway vehicle 100 travels. In addition, when electricity flows through the auxiliary power supply device 12, auxiliary equipment such as interior lighting and air conditioning equipment is activated. Furthermore, the storage battery 14 is charged by the electricity flowing through the charge / discharge control device 11.

Although the sliding plates 32 and 33 are pressed against the overhead wire, the contact pressure against the trolley wire 213 when the two central members 52 of the sliding plates 32 and 33 are pressed against the trolley wire 213 in the overhead wire traveling section A (running) is stopped. It is set smaller than the contact pressure when the right member 51 and the left member 53 of the sliding plates 32 and 33 are pressed against the rigid body wire in the section C (when the vehicle is stopped). Further, the wear resistance of the central member 52 is higher than the wear resistance of the right member 51 and the left member 53 on both sides thereof, and the wear resistance of the central member 52 with respect to the trolley wire 213 in the overhead wire traveling section A is the stop section C. The wear resistance of the right member 51 and the left member 53 to the rigid overhead wires 220 and 230 is higher.
Therefore, in the overhead wire traveling section A, the central member 52 is not easily worn even if the central member 52 of the sliding plates 32 and 33 is in sliding contact with the trolley wire 213 during traveling of the vehicle.

  In addition, a part of the electricity flowing to the inverter 10 and the charge / discharge control device 11 passes through the electric wires 15b, 16, 17a, 17b and flows to the grounding devices 18, 19. A return current flows from the grounding devices 18 and 19 to the rail 300 through the wheels.

  Note that regenerative power generated by the drive motor 13 when the railway vehicle 100 is decelerated or the like flows to the inverter 10, is converted from alternating current to direct current, and then flows to the charge / discharge control device 11. Thereby, the storage battery 14 is charged. The regenerative power is also returned to the trolley line 213.

(Overhead travel section B)
In section B, since no overhead wire is installed, the overhead wire does not contact the sliding plates 32 and 33 (see FIG. 5A). Therefore, as shown in FIG. 5B, the electricity charged in the storage battery 14 is discharged. Electricity flows through the inverter 10 and the auxiliary power supply device 12, and the electricity flowing through the inverter 10 is changed from direct current to alternating current and supplied to the drive motor 13. As a result, the railway vehicle 100 travels, and the interior lighting and air conditioning equipment are activated.

  In addition, the regenerative electric power generated by the drive motor 13 when the railway vehicle 100 decelerates or the like flows to the inverter 10 and the charge / discharge control device 11, whereby the storage battery 14 is charged (see black arrow).

(Stop section C)
As shown in FIG. 6 (a), the rigid body wires 220 and 230 are arranged at both ends in the longitudinal direction (vehicle width direction) of the boat bodies 22 and 23, so that the rigid body wire 220 and the right member of the sliding plate 32 are disposed. 51 and the right member 51 of the sliding plate 33 are in contact with each other, and the rigid body wire 230 is in contact with the left member 53 of the sliding plate 32 and the left member 53 of the sliding plate 33. Thereby, the electricity flowing through the rigid body wires 220 and 230 flows to the current collector 2 via the right member 51 and the left member 53 of the sliding plate 32 and the right member 51 and the left member 53 of the sliding plate 33 and is supplied to the vehicle body 1. (See FIG. 6B). In FIG. 6B, the rigid body wires 220 and 230, the right member 51 of the sliding plate 32, and the right member 51 of the sliding plate 33 are illustrated.

  Part of the electricity is supplied to the charge / discharge control device 11 and the storage battery 14 is charged. The remainder is supplied to the auxiliary power supply device 12 to activate the interior lighting and air conditioner.

  Here, since the stop time is short in the stop section C, a large current may flow through the rigid overhead wires 220 and 230 so that the storage battery 14 can be quickly charged in a short time. However, due to this, the contact temperature between the rigid body wires 220 and 230 and the sliding plates 32 and 33 tends to increase.

However, in this embodiment, since the rigid body wires 220 and 230 are highly rigid, the right member 51 and the left member 53 of the sliding plate 32 and the right side of the sliding plate 33 have a stronger pressure than the normal overhead wires. The member 51 and the left member 53 can be pressed. Thereby, the electrical resistance value of the contact part of the rigid body wires 220 and 230 and the right member 51 and the left member 53 of the sliding plates 32 and 33 can be reduced.
Further, the electrical contact resistance value with the rigid overhead wires 220 and 230 in the right member 51 and the left member 53 in the stop section C (when the vehicle is stopped) is the electrical contact resistance value with the trolley wire 213 in the central member 52 in the overhead line travel section A. Lower than contact resistance value.
Furthermore, the electrical contact resistance value between the right member 51 and the left member 53 in the rigid overhead wires 220 and 230 in the stop section C is based on the electrical contact resistance value with the central member 52 in the trolley wire 213 in the overhead line travel section A. Low.
Moreover, since the surface area of the rigid body wires 220 and 230 is larger than the surface area of the trolley wire 213, the rigid body wires 220 and 230 are likely to dissipate heat.
As a result, in the stop section C, the contact temperature between the rigid overhead wires 220 and 230 and the right member 51 and the left member 53 is unlikely to increase. Therefore, melting and welding of contact portions between the rigid body wires 220 and 230 and the right member 51 and the left member 53 hardly occur.

As described above, the railway vehicle and the overhead wire arrangement structure included in the railway vehicle power collection system of the present embodiment have the following effects.
A central member 52 having high wear resistance and a right member 51 and a left member 53 having low electrical contact resistance values between the overhead wire 200 and the rigid overhead wires 220 and 230 are used for the sliding plates 32 and 33, and the right side in the vehicle width direction is used. The member 51, the central member 52, and the left member 53 are arranged side by side. And i) the central member 52 having high wear resistance in the overhead wire traveling section A is brought into contact with and sliding on the trolley wire 213, and ii) the right member 51 having a low electrical contact resistance value in the stop section C and The left member 53 is brought into contact with the rigid overhead wires 220 and 230, and current is collected for driving auxiliary equipment such as an air conditioner and charging the storage battery. Accordingly, the central member 52 is not easily worn in the overhead wire traveling section A, but the rigid overhead wires 220 and 230, the right member 51, and the left member 53 are stopped even when a large current is passed through the rigid overhead wires 220 and 230 in the stop section C when the vehicle is stopped. The contact temperature is unlikely to rise, and the contact part is unlikely to melt or weld. Therefore, since the wear of the sliding plates 32 and 33 can be suppressed in the overhead line traveling section A and rapid charging or the like is possible in the stop section C, it is optimal in both the overhead line traveling section A and the stop section C when stopped.

  In particular, a carbon-based material having excellent wear resistance is used for the central member 52 of the sliding plates 32 and 33, and the right member 51 and the left member 53 of the sliding plates 32 and 33 are made of a copper-based rigid body having a low electrical contact resistance value. The above effects can be improved by bringing the overhead wires 220 and 230 into contact with the overhead wires 220 and 230 with a pressure stronger than that of the normal overhead wires (the suspension wires 210 and the like).

  Further, in the overhead wire traveling section A, the suspended overhead wire 210 is disposed near the center in the vehicle width direction so that the trolley wire 213 and the central member 52 of the sliding plates 32 and 33 are in sliding contact. In the stop section C, the rigid body wires 220 and 230 are arranged at both ends in the vehicle width direction so that the rigid body wires 220 and 230 and the right member 51 and the left member 53 of the sliding plates 32 and 33 are in contact with each other. Wear resistance to the trolley wire 213 in the central member 52 in the overhead wire travel section A is higher than wear resistance to the rigid overhead wires 220 and 230 in the right member 51 and the left member 53 in the stop section C. Therefore, wear of the central member 52 during traveling can be further suppressed.

  Moreover, since the rigid body wires 220 and 230 provided in the stop section C are made of a copper-based material or the like, the electrical resistance value is relatively low. In the stop section C, the members having low electrical resistance values (the rigid body wires 220 and 230 and the right member 51 and the left member 53 of the sliding plates 32 and 33) are in contact with each other, so that a large current for rapid charging is applied to the rigid body wires 220 and 230. Even if it flows, the rise in the contact temperature between the rigid overhead wires 220 and 230 and the right member 51 and the left member 53 can be further suppressed.

  As mentioned above, although embodiment of this invention was described based on drawing, it should be thought that a specific structure is not limited to these embodiment. The scope of the present invention is defined by the terms of the claims, rather than the description above, and includes all modifications within the scope and meaning equivalent to the terms of the claims.

  Moreover, although the vehicle in the case where the current flowing through the suspension wire 210 and the rigid body wires 220 and 230 is a direct current is illustrated in the above-described embodiment (FIGS. 1 and 4 to 6), the vehicle may be an alternating current vehicle (FIG. 7). reference). In FIG. 7, a converter 510 is disposed between the current collector 2 and the inverter 10. Converter 510 is also located between current collector 2 and charge / discharge control device 11. Converter 510 is connected to grounding devices 18 and 19.

  Furthermore, in the above-described embodiment, the carbon-based material is used for the central member 52 of the sliding plate 32 and the copper-based material is used for the right member 51 and the left member 53 of the sliding plate 32. However, the material of the sliding plate can be changed. It is. For example, an iron-based material may be used for the central member 52 of the sliding plate 32, and a copper-based material may be used for the right member 51 and the left member 53 of the sliding plate 32. Further, the material of the sliding plate 33 may be similarly changed.

  Furthermore, although the current collector 2 is used for driving the vehicle and charging the storage battery in the above-described embodiment, it may be used for other purposes.

  Further, in the above-described embodiment, the two hulls 22 and 23 are used for the current collector 2. However, the number of hulls can be changed. For example, it may be one or four.

1 Car body 2 Current collector 10 Inverter (AC / DC converter)
11 Charge / Discharge Control Device 12 Auxiliary Power Supply Device 13 Drive Motor (Electric Motor)
14 Storage battery (power storage device)
22,23 Hull 32,33 Sliding plate 51 Right member (second member)
52 Central member (first member)
53 Left member (second member)
100 Railway Vehicle 200 Overhead Line 210 Suspended Overhead Line 213 Trolley Line (First Overhead Line)
220,230 Rigid body cable (second cable)
510 Converter (AC / DC converter)
A Overhead travel section (travel section)
B Traveling section without overhead line C Stopping section

Claims (5)

A current collector for a railway vehicle having a sliding plate in contact with the overhead wire, and a boat body that holds the sliding plate, a first overhead wire and two second overhead wires disposed above the track on which the railway vehicle runs; With
The sliding plate has a first member and two second members disposed on opposite sides of said first member disposed Oite, the center in the width direction of the railway vehicle,
In the travel section in which the railway vehicle travels, the first overhead line is disposed at a position in contact with the first member,
A stop section in which the railway vehicle is stopped, the two second overhead line is placed in contact with said two second members,
The wear resistance of the first member with respect to the first overhead wire is higher than the wear resistance of the second member with respect to the second overhead wire,
The current collection system for a railway vehicle, wherein an electrical contact resistance value of the second member with the second overhead wire is lower than an electrical contact resistance value of the first member with the first overhead wire. The power collection system for a railway vehicle according to claim 1 , wherein the rigidity of the second overhead line is higher than the rigidity of the first overhead line. The power collection system for a railway vehicle according to claim 1 or 2 , wherein an electrical resistance value of the second overhead line is lower than an electrical resistance value of the first overhead line. The main component of the first member is carbon,
The power collection system for a railway vehicle according to any one of claims 1 to 3 , wherein a main component of the second member is copper. An AC / DC converter connected to the current collector and converting power between AC and DC; and
An electric motor connected to the AC / DC converter;
A charge / discharge control device connected to the current collector;
Collector system for a railway vehicle according to any one of claims 1 to 4, characterized in that it further comprises a railway vehicle having a connected power storage device to the charge and discharge control device.

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