JPH06335104A - Low noise type pantograph - Google Patents
Low noise type pantographInfo
- Publication number
- JPH06335104A JPH06335104A JP5119929A JP11992993A JPH06335104A JP H06335104 A JPH06335104 A JP H06335104A JP 5119929 A JP5119929 A JP 5119929A JP 11992993 A JP11992993 A JP 11992993A JP H06335104 A JPH06335104 A JP H06335104A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- current collecting
- pantograph
- collecting boat
- boat
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000007246 mechanism Effects 0.000 claims description 11
- 230000000704 physical effect Effects 0.000 claims description 5
- 239000012530 fluid Substances 0.000 description 6
- 230000004044 response Effects 0.000 description 5
- 238000009434 installation Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000000737 periodic effect Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 239000000725 suspension Substances 0.000 description 3
- 238000013016 damping Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000000926 separation method Methods 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 description 1
Landscapes
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
- Soundproofing, Sound Blocking, And Sound Damping (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、低空力音パンタグラフ
に係り、特に高速車両に好適な低空力音パンタグラフに
関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a low aerodynamic noise pantograph, and more particularly to a low aerodynamic noise pantograph suitable for high speed vehicles.
【０００２】[0002]
【従来の技術】車両屋根上には、地上の架線設備より車
両に給電するために、図６に示すような鉄道車両用パン
タグラフが取付けられている（特開昭５９−１６９３０
２号公報等参照）。即ち、ホーン６や台枠７を除き、均
一断面の各種柱状部材により、集電舟１及び集電舟１の
下部に取付けられた枠組管が構成されている。集電舟１
は各々一対のすり板８及び舟形９からなり、また枠組管
は天井管２、上枠管３、斜め管４及び下枠管５からな
る。また、天井管２、斜め管４は横方向の剛性を強化
し、パンタグラフの横方向への変位を防止している。2. Description of the Related Art A pantograph for a railway vehicle as shown in FIG. 6 is mounted on the roof of a vehicle in order to supply power to the vehicle from an overhead wire system on the ground (Japanese Patent Laid-Open No. 59-16930).
No. 2, etc.). That is, except for the horn 6 and the underframe 7, various columnar members having a uniform cross section constitute the current collecting boat 1 and the framed pipe attached to the lower portion of the current collecting boat 1. Collector boat 1
Are each composed of a pair of contact plates 8 and a boat shape 9, and the framework pipe is composed of a ceiling pipe 2, an upper frame pipe 3, an oblique pipe 4 and a lower frame pipe 5. Further, the ceiling pipe 2 and the oblique pipe 4 strengthen the rigidity in the lateral direction to prevent the pantograph from being displaced in the lateral direction.
【０００３】ところで、現在、列車の高速化が盛んに行
われつつある。そして、高速化に伴って列車周りから生
じる空力音が急激に大きくなり、周辺環境へ与える影響
が深刻になりつつある。ここで、列車が高速で走行する
場合、パンタグラフが風を切り、空力音を発生する。特
に車両屋根面より離れている集電舟１、天井管２、上枠
管３、斜め管４では風速が高く、発生騒音も大きい。ま
た、これら部材は均一断面の長尺の棒であるので、高速
走行時に各部材後流にその断面形状、大きさ及び速度に
よって決まる周波数でカルマン渦が生じる。その結果、
前記周波数の空力的発生音が大きく、列車が通過する際
の騒音レベルが高くなる惧れがあった。By the way, at present, speeding up of trains is being actively carried out. As the speed increases, the aerodynamic noise generated around the train suddenly increases, and the impact on the surrounding environment is becoming serious. Here, when the train runs at a high speed, the pantograph cuts off the wind and generates aerodynamic noise. Particularly, the wind speed is high and the generated noise is large in the current collecting boat 1, the ceiling pipe 2, the upper frame pipe 3, and the diagonal pipe 4 which are apart from the vehicle roof surface. Further, since these members are long rods having a uniform cross section, Karman vortices are generated in the wake of each member at a frequency determined by the cross sectional shape, size and speed of each member during high speed running. as a result,
There was a fear that the aerodynamic sound generated at the above frequency was large and the noise level when the train passed was high.
【０００４】また高速で走行することによりパンタグラ
フに非定常な揚力が作用し、すり板８とトロリ線との接
触状態が不安定となり、給電がうまくできなくなる惧れ
もある。一方、トロリ線20は図７に示すように架設され
ている。即ち、略50ｍ間隔で軌道に固定された柱21に吊
架線22が架設され、当該吊架線22に所定の間隔で吊られ
た第１ハンガ23により補助吊架線24が架設され、当該補
助吊架線24に略５ｍ間隔で吊られた第２ハンガ25により
トロリ線20が架設されている。Further, as the vehicle travels at high speed, unsteady lift acts on the pantograph, the contact state between the contact plate 8 and the trolley wire becomes unstable, and there is a possibility that power cannot be supplied successfully. On the other hand, the trolley wire 20 is installed as shown in FIG. That is, the suspension wire 22 is erected on the pillar 21 fixed to the track at intervals of about 50 m, and the auxiliary suspension wire 24 is erected by the first hangers 23 suspended on the suspension wire 22 at a predetermined interval. The trolley wire 20 is erected by the second hanger 25 suspended at about 5 m intervals on the 24.
【０００５】このために、パンタグラフには２種類の特
定周波数に対して応答特性を有することが必要となって
いる。即ち、列車速度ｖと前記柱21間距離Ｌ1 とにより
決定される固有振動数ｆ1 （＝ｖ／Ｌ1 ）に対する応答
特性と、列車速度ｖと第２ハンガ25間隔Ｌ2 とにより決
定される固有振動数ｆ2 （＝ｖ／Ｌ2 ）に対する応答特
性である。Therefore, it is necessary for the pantograph to have a response characteristic with respect to two types of specific frequencies. That is, the response characteristics to the natural frequency f 1 (= v / L 1 ) determined by the train speed v and the distance L 1 between the pillars 21, and the train speed v and the second hanger 25 interval L 2 Is a response characteristic with respect to a natural frequency f 2 (= v / L 2 ).
【０００６】従って、上枠管３及び下枠管５は両者で上
下方向に伸縮するリンクを構成すると共に、上枠管３と
下枠管５との間にはコイルバネ９、さらに舟形９と上枠
管３との間にバネを介装することにより、車両屋根面〜
トロリ線間の距離の変動に追従する構成としている。こ
こで、固有振動数ｆ1 に対応するようにコイルバネ９の
バネ定数等を決定し、また固有振動数ｆ2 に対応するよ
うに舟形９と上枠管３との間に介装されるバネのバネ定
数等を決定している。Therefore, the upper frame tube 3 and the lower frame tube 5 together form a link which expands and contracts in the vertical direction, and the coil spring 9, and the boat shape 9 and the upper frame 9 are provided between the upper frame tube 3 and the lower frame tube 5. By installing a spring between the frame tube 3 and the frame pipe 3,
It is configured to follow changes in the distance between the trolley wires. Here, the spring constant of the coil spring 9 is determined so as to correspond to the natural frequency f 1 , and the spring interposed between the boat shape 9 and the upper frame tube 3 so as to correspond to the natural frequency f 2. The spring constant of is determined.
【０００７】[0007]
【発明が解決しようとする課題】ところで、最近車両の
高速に伴い、車両の高さを抑えることも行われるように
なってきたが、トロリ線からの集電を行うためには、パ
ンタグラフが車両天井からますます突出する構成とな
る。現在ではパンタグラフから発生する空力音を抑える
ために、パンタグラフカバーを設け、風を偏流させるこ
とによりパンタグラフに直接当たる空気を弱め、騒音を
低減させたり、非定常な揚力の発生を防止し給電不良を
回避するという対策を採っている。しかしながら、この
ような対策は、列車の空力抵抗を大幅に増大させ、かつ
低周波の騒音を新たに発生させることになる。また、外
観上も大きなパンタグラフカバーは美観の向上を図れ
ず、根本的な対策が望まれている。By the way, although the height of the vehicle has recently been reduced due to the high speed of the vehicle, in order to collect current from the trolley wire, a pantograph is used. The configuration is such that it projects further from the ceiling. At present, in order to suppress the aerodynamic noise generated from the pantograph, a pantograph cover is provided to divert the wind to weaken the air that directly hits the pantograph, reduce noise, and prevent unsteady lift from occurring to prevent power failure. We are taking measures to avoid it. However, such a measure significantly increases the aerodynamic resistance of the train and additionally generates low-frequency noise. Also, a pantograph cover that is large in appearance cannot improve its aesthetic appearance, and a fundamental measure is desired.
【０００８】また、パンタグラフを構成する舟形、また
枠組管等の構成部材の形状を、流体中において最も抵抗
力が小さく、また渦をつくり難い形状とするために、翼
形形状とし、低空力音化を図る技術が本出願人より報告
されている（鉄道総研報告1990年11月，VOL ４，No.11
）。しかしながら、パンタグラフを翼形形状として、
騒音を低減させるものにあっても、高速走行において車
両の周囲に形成される乱流境界層内に当該翼形形状の物
体が置かれることにより発生する乱流騒音は大きく、パ
ンタグラフを翼形形状として空力音を低減する効果が充
分に図れていない。Further, the shape of the boat-shaped component of the pantograph and the shape of the structural members such as the framed pipes are made to be wing-shaped in order to make the resistance in the fluid the smallest and to prevent the formation of vortices. The applicant has reported a technology to achieve this (Railway Research Institute report November 1990, VOL 4, No. 11
). However, with the pantograph as an airfoil shape,
Even if it reduces noise, the turbulent noise generated by placing the airfoil-shaped object in the turbulent boundary layer formed around the vehicle at high speed is large, and the pantograph has an airfoil shape. As a result, the effect of reducing aerodynamic noise is not sufficiently achieved.
【０００９】また、舟形を翼形形状として該舟形から発
生する騒音を低減させる構成としても、すり板にあって
はトロリ線と接触させて集電を行うために、該すり板を
舟形から突出させる構成とする必要がある。ここで、高
速走行においては、当該すり板の突出部が騒音源となっ
ている。さらに、前述の如く、固有振動数ｆ2 に対応す
るようにバネ等を設けることが必要なため、舟形の厚み
を薄くできない。もって、現在の翼形は厚みが厚いた
め、抵抗が大きくまた後流の発生に伴う変動も大きくな
ってしまう。Further, even if the boat shape is made to be a wing shape to reduce the noise generated from the boat shape, in the case of the contact plate, the contact plate is brought into contact with the trolley wire so that the contact plate is projected from the boat shape. It is necessary to have a configuration that allows it. Here, in high-speed traveling, the protruding portion of the sliding plate serves as a noise source. Further, as described above, since it is necessary to provide a spring or the like so as to correspond to the natural frequency f 2 , the boat shape cannot be thinned. As a result, the current airfoil has a large thickness, resulting in high resistance and large fluctuations due to the occurrence of wakes.
【００１０】従って、本発明では、車両に較べて相対的
に高い位置に露出しているために、他の部分に較べて格
段に大きな騒音源となっており、もって該パンタグラフ
を構成する部材の形状を翼形として空力音低減を図った
パンタグラフにおいて、パンタグラフカバー等が不要
で、当該パンタグラフから発生する空力音をさらに抑え
ることができるパンタグラフを提供することを目的とし
ている。Therefore, in the present invention, since it is exposed at a position relatively higher than that of the vehicle, it is a noise source that is significantly larger than that of the other parts, and accordingly, of the members constituting the pantograph. It is an object of the present invention to provide a pantograph that does not need a pantograph cover or the like in a pantograph having a blade shape to reduce aerodynamic noise and that can further suppress aerodynamic noise generated from the pantograph.
【００１１】[0011]
【課題を解決するための手段】このため、本発明は、第
１の技術的手段として、トロリ線に押圧力を与えながら
接触するすり板と、該すり板を保持する集電舟と、前記
集電舟を車両天井に支持する支持部材と、を含むパンタ
グラフにおいて、前記集電舟及び支持部材を流線形とす
ると共に、前記集電舟に前記すり板を前記トロリ線への
押圧方向に弾性付与する弾性機構を介して保持する凹部
を設ける構成とした。For this reason, the present invention provides, as a first technical means, a contact plate contacting the contact wire while applying a pressing force, a current collecting boat holding the contact plate, and A pantograph including a support member for supporting the current collecting boat on a vehicle ceiling, wherein the current collecting boat and the supporting member are streamlined, and the current collecting boat is elastic in the pressing direction of the contact plate to the trolley wire. A configuration is provided in which a concave portion that holds the elastic mechanism is provided.
【００１２】第２の技術的手段として、前記弾性機構
を、一端が集電舟に固定され他端が当該すり板に固定さ
れるトーションアームを含んで構成した。第３の技術的
手段として、前記すり板の車両前後方向の断面形状を、
トロリ線に接触する辺から他の辺になだらかに連続する
断面形状とした。第４の技術的手段として、前記低騒音
型パンタグラフの集電舟が、車両が走行することにより
車両の周囲に発生する乱流境界層の中の低周波変動領域
の外側に位置するように、パンタグラフの車両取付位置
を設定した。As a second technical means, the elastic mechanism includes a torsion arm whose one end is fixed to the current collecting boat and whose other end is fixed to the contact plate. As a third technical means, the cross-sectional shape of the sliding plate in the vehicle front-rear direction is
The cross-sectional shape was such that the side in contact with the trolley wire was smoothly continuous to the other side. As a fourth technical means, the current collecting boat of the low-noise pantograph is located outside the low-frequency fluctuation region in the turbulent boundary layer generated around the vehicle as the vehicle travels, The vehicle mounting position of the pantograph was set.
【００１３】第５の技術的手段として、前記弾性機構
を、車両の周囲に発生する乱流に係る変動に基づいてア
クティブ制御される油圧によって弾性物性を可変に制御
する油圧制御回路を含んで構成した。As a fifth technical means, the elastic mechanism includes a hydraulic control circuit for variably controlling elastic physical properties by hydraulic pressure that is actively controlled based on fluctuations associated with turbulence generated around the vehicle. did.
【００１４】[0014]
【作用】上記第１の技術的手段によれば、集電舟及び支
持部材を流線形としたので、高速で車両が走行して、当
該集電舟及び支持部材が高速で空気中を移動する際に
も、該集電舟及び支持部材の周囲には、空力音源である
渦を発生させないため、当該は集電舟及び支持部材から
の空力音が低減する。According to the first technical means, since the current collecting boat and the supporting member are streamlined, the vehicle travels at high speed and the current collecting boat and the supporting member move in the air at high speed. Also in this case, since a vortex that is an aerodynamic sound source is not generated around the current collecting boat and the supporting member, the aerodynamic sound from the current collecting boat and the supporting member is reduced.
【００１５】また、車両が前進すると集電舟及び支持部
材に対して相対的に発生した空気流は、集電舟及び支持
部材の前面部の外表面から後端部の外表面へと流れる。
ここで、集電舟及び支持部材の後面部の外表面上に沿う
空気の境界層は剥離し易い。そして、集電舟及び支持部
材の後面部の外表面上の空気の境界層が剥離すると、無
数のカルマン渦が発生する。その結果、集電舟及び支持
部材の後方に生じた圧力の低い薄い空気が集電舟及び支
持部材を後方に引き寄せる圧力抵抗となる。ところが、
集電舟及び支持部材を例えば翼形等の流線形としたので
前記圧力抵抗を大幅に低減することが可能となり、もっ
て流体抵抗を低減することが可能となる。When the vehicle moves forward, the air flow generated relative to the current collecting boat and the supporting member flows from the outer surface of the front surface of the current collecting boat and the supporting member to the outer surface of the rear end portion.
Here, the boundary layer of air along the outer surface of the current collector boat and the rear surface of the support member is easily separated. When the boundary layer of air on the outer surface of the current collector boat and the rear surface of the support member separates, innumerable Karman vortices are generated. As a result, the thin air having a low pressure generated behind the current collecting boat and the supporting member becomes a pressure resistance that pulls the current collecting boat and the supporting member rearward. However,
Since the current collecting boat and the supporting member have a streamline shape such as an airfoil, it is possible to significantly reduce the pressure resistance and thus fluid resistance.
【００１６】一方、集電舟に前記すり板を前記トロリ線
への押圧方向に弾性付与する弾性機構を介して保持する
凹部を設けたので、すり板と集電舟とは該凹部において
不連続が存在することとなり、該不連続部より空力音が
発生することとなる。しかしながら、上記第１の技術的
手段によれば、該凹部はトロリ線への押圧方向に開口し
ているので、該不連続部より発生した空力音の集電舟よ
り下方への伝播は該集電舟により遮断されることとな
り、地上等の下方への騒音の伝播を防止することが可能
となる。On the other hand, since the current collecting boat is provided with a recess for holding the contact plate through an elastic mechanism for elastically applying the contact plate in the pressing direction to the trolley wire, the contact plate and the current collector are discontinuous in the recess. Is present, and aerodynamic noise is generated from the discontinuous portion. However, according to the first technical means, since the recess is opened in the pressing direction of the trolley wire, the propagation of the aerodynamic sound generated from the discontinuity below the current collecting boat does not occur. It will be blocked by the electric boat, and it will be possible to prevent the propagation of noise downwards such as on the ground.
【００１７】第２の技術的手段によれば、前記すり板を
前記トロリ線への押圧方向に弾性付与する弾性機構を、
一端が集電舟に固定され他端が当該すり板に固定される
トーションアームを含んで構成したので、どのような変
化に対しても前記すり板はトーションアームによるリニ
アな弾性力を受けることとなり、もって該すり板は僅か
な動きに対してもリニアに変動することとなり、トロリ
線が細かいピッチで振動することに対する応答特性を常
に設計値通りに確保することが可能となる。According to the second technical means, an elastic mechanism for elastically applying the contact plate in the pressing direction to the contact wire is provided.
Since the torsion arm having one end fixed to the current collecting boat and the other end fixed to the contact plate is included, the contact plate receives a linear elastic force by the torsion arm regardless of any change. As a result, the sliding plate linearly fluctuates even with a slight movement, and it is possible to always ensure the response characteristic to the vibration of the trolley wire at a fine pitch as designed.
【００１８】さらに、コイルばね等に較べてその設置容
積を格段に小さくすることが可能となり、もって集電舟
に設けた前記凹部を小さくすることが可能となるので、
集電舟の厚みを薄くすることが可能となり、集電舟の空
力抵抗が小さくなると共に、流線形端部からの剥離渦の
発生が、さらに抑えられる。第３の技術的手段として、
前記すり板の車両前後方向の断面形状を、トロリ線に接
触する辺から他の辺になだらかに連続する断面形状とす
ることにより、該不連続部における圧力変動が低減さ
れ、もって前記不連続部より発生する空力音が低減する
ことが確かめられた。Further, compared with the coil spring and the like, the installation volume thereof can be remarkably reduced, so that the recessed portion provided in the current collecting boat can be reduced in size.
It is possible to reduce the thickness of the current collecting boat, reduce the aerodynamic resistance of the current collecting boat, and further suppress the generation of separation vortices from the streamlined end. As a third technical means,
By making the cross-sectional shape of the railing plate in the vehicle front-rear direction a cross-sectional shape that is smoothly continuous from the side in contact with the trolley wire to the other side, the pressure fluctuation in the discontinuous portion is reduced, and thus the discontinuous portion. It was confirmed that the generated aerodynamic noise was reduced.
【００１９】また、集電舟及び支持部材を例えば翼形等
の流線形として流体抵抗を低減するようにしても、集電
舟及び支持部材に対して相対的に発生した乱流境界層中
に該集電舟及び支持部材が埋没した状態では変動が大き
く、空力音の低減が十分ではないことが考えられる。従
って、第４の技術的手段としては、前記低騒音型パンタ
グラフの集電舟が、車両が走行することにより車両の周
囲に発生する乱流境界層の中の低周波変動領域の外側に
位置するように、例えば、前記乱流境界層の速度間欠領
域以外の領域に配設するように、パンタグラフの車両取
付位置を設定した。これにより、境界層の間欠領域（周
期的に変動する境界層の外縁）の周期的な流速変動によ
る集電性能への影響をさけることが可能となり、もって
車体表面の境界層の影響を低減することが可能となる。Further, even if the current collecting boat and the supporting member are made to have a streamline shape such as an airfoil to reduce the fluid resistance, the turbulent boundary layer generated relative to the current collecting boat and the supporting member is formed. It is considered that the fluctuation is large when the current collecting boat and the support member are buried, and the reduction of aerodynamic noise is not sufficient. Therefore, as a fourth technical means, the current collecting boat of the low noise type pantograph is located outside the low frequency fluctuation region in the turbulent boundary layer generated around the vehicle as the vehicle travels. Thus, for example, the vehicle mounting position of the pantograph is set so as to be arranged in a region other than the velocity intermittent region of the turbulent boundary layer. As a result, it becomes possible to avoid the influence of the periodic flow velocity fluctuation in the intermittent region of the boundary layer (the outer edge of the boundary layer that fluctuates periodically) on the current collection performance, thus reducing the influence of the boundary layer on the vehicle body surface. It becomes possible.
【００２０】第５の技術的手段によれば、前記弾性機構
を、車両の周囲に発生する乱流に係る変動に基づいてア
クティブ制御される油圧によって弾性物性を可変に制御
する油圧制御回路を含んで構成したので、トンネル突入
時等の予知可能な外乱が作用する際には、前記油圧を制
御することにより高精度な制御を効率的に行うことがで
き、外乱に対する空力音の発生を抑制することが可能と
なる。According to the fifth technical means, the elastic mechanism includes a hydraulic control circuit for variably controlling the elastic physical properties by the hydraulic pressure which is actively controlled based on the fluctuation related to the turbulent flow generated around the vehicle. With this configuration, when a predictable disturbance such as when entering a tunnel is applied, highly accurate control can be efficiently performed by controlling the hydraulic pressure, and generation of aerodynamic noise due to the disturbance is suppressed. It becomes possible.
【００２１】[0021]
【実施例】以下本発明の実施例を図に基づいて説明す
る。尚、トロリ線20の架設に関しては、図７を参照す
る。図１〜図４は本発明に係る低騒音型パンタグラフ30
を示す図であり、低騒音型パンタグラフ30は、トロリ線
20に押圧力を与えながら接触するすり板40と、該すり板
40を保持する集電舟50と、前記集電舟50を車両天井37に
保持する支持部材60とを含んで構成される。さらに、図
１に示すように、該集電舟50及び支持部材60の断面は車
両前後方向に対して線対称となる楕円状の翼形となって
いる。Embodiments of the present invention will be described below with reference to the drawings. As for the installation of the trolley wire 20, refer to FIG. 7. 1 to 4 show a low noise type pantograph 30 according to the present invention.
It is a diagram showing a low noise type pantograph 30, a trolley wire
The contact plate 40 that contacts the 20 while applying a pressing force, and the contact plate 40
A current collecting boat 50 for holding the current collecting boat 40 and a support member 60 for holding the current collecting boat 50 on the vehicle ceiling 37 are configured. Further, as shown in FIG. 1, the cross section of the current collecting boat 50 and the supporting member 60 has an elliptical wing shape that is line-symmetric with respect to the vehicle front-rear direction.
【００２２】本実施例においては、すり板40は３本で構
成されており、中心に位置するすり板は長さが長く、両
脇に位置するすり板は長さが短くなっている。さらに、
各々のすり板40は図４に示すように、車両前後方向の断
面形状が、トロリ線20に接触する上辺43から後述する凹
部51に嵌入している側辺44になだらかに連続するＲ部45
を有する断面形状である。In the present embodiment, the contact plates 40 are composed of three pieces, and the contact plates located in the center have a long length, and the contact plates located on both sides have a short length. further,
As shown in FIG. 4, each of the sliding plates 40 has an R portion 45 whose cross-sectional shape in the vehicle front-rear direction is smoothly continuous from an upper side 43 contacting the trolley wire 20 to a side side 44 fitted in a recess 51 described later.
Is a cross-sectional shape having.
【００２３】前記集電舟50には、図４に示すように、前
記すり板40を遊嵌自由に保持する凹部51が設けられてお
り、かつ該凹部51の開口面積は集電舟50の上面全体の面
積に較べて十分に小さくしてある。さらに、集電舟50に
はトーションアーム55の一端56が把持され、前記すり板
40がブラケット47により前記トーションアーム55に固定
され、実質的に前記すり板40がトーションアーム55によ
り弾性保持される構成となっている。尚、トーションア
ーム55の他端部57には、油圧制御ユニット58が設けられ
ており、該トーションアーム55の他端部57における捻じ
れ剛性を可変とすることにより、弾性物性としての該ト
ーションアーム55の捻じれ係数を可変としている。As shown in FIG. 4, the current collecting boat 50 is provided with a concave portion 51 for holding the sliding plate 40 freely and freely, and the opening area of the concave portion 51 is equal to that of the current collecting boat 50. It is sufficiently smaller than the area of the entire top surface. Further, one end 56 of the torsion arm 55 is gripped by the current collecting boat 50, and
40 is fixed to the torsion arm 55 by a bracket 47, and the sliding plate 40 is substantially elastically held by the torsion arm 55. A hydraulic control unit 58 is provided at the other end 57 of the torsion arm 55, and by changing the torsional rigidity at the other end 57 of the torsion arm 55, the torsion arm as an elastic physical property can be obtained. The twist coefficient of 55 is variable.
【００２４】また支持部材60は車両天井37に固定される
架台部61と、前記集電舟50に固定される稼働部65とより
なっている。そして、架台部61と稼働部65との間には、
スプリング、油圧ダンパ等により構成される弾性係数変
更ユニット63が内蔵されており、油圧ダンパ等のダンピ
ングファクタを変更することにより弾性物性としての弾
性係数を可変としている。The support member 60 is composed of a pedestal portion 61 fixed to the vehicle ceiling 37 and an operating portion 65 fixed to the current collecting boat 50. And, between the gantry unit 61 and the working unit 65,
An elastic coefficient changing unit 63 including a spring and a hydraulic damper is built in, and the elastic coefficient as an elastic physical property is made variable by changing the damping factor of the hydraulic damper and the like.
【００２５】即ち、油圧制御ユニット58及び弾性係数変
更ユニット63は弾性機構を構成するものである。また、
以上説明した低騒音型パンタグラフ30は、図５に示すよ
うに、１号車の車両天井37ａと16号車の車両天井37ｂに
設置され、車両10が図５において左方に向かって進行す
る場合には、先頭車両の車両天井37ａと後尾車両の車両
天井37ｂに設置されることとなる。That is, the hydraulic control unit 58 and the elastic coefficient changing unit 63 form an elastic mechanism. Also,
The low-noise pantograph 30 described above is installed on the vehicle ceiling 37a of car 1 and the vehicle ceiling 37b of car 16 as shown in FIG. 5, and when the vehicle 10 moves to the left in FIG. Will be installed on the vehicle ceiling 37a of the leading vehicle and the vehicle ceiling 37b of the trailing vehicle.
【００２６】次に本実施例に係る作用を説明する。本実
施例においては、集電舟50及び支持部材60を翼形とした
ので、高速で車両10が走行して、当該集電舟50及び支持
部材60が高速で空気中を移動する際にも、該集電舟50及
び支持部材60の周囲には、空力音源である渦を発生させ
ないため、当該は集電舟50及び支持部材60からの空力音
が低減する。さらに、本実施例では、集電舟50及び支持
部材60は車両10の前後方向に対して線対称な翼形となっ
ているので、車両10の進行方向が変わった場合にも、集
電舟50及び支持部材60からの空力音が増えることは無
い。Next, the operation according to this embodiment will be described. In this embodiment, since the current collecting boat 50 and the supporting member 60 are formed in the wing shape, even when the vehicle 10 travels at high speed and the current collecting boat 50 and the supporting member 60 move in the air at high speed. Since no vortex which is an aerodynamic sound source is generated around the current collecting boat 50 and the supporting member 60, the aerodynamic sound from the current collecting boat 50 and the supporting member 60 is reduced. Further, in the present embodiment, the current collecting boat 50 and the supporting member 60 have a wing shape that is line-symmetric with respect to the front-rear direction of the vehicle 10, so that the current collecting boat can be used when the traveling direction of the vehicle 10 changes. Aerodynamic noise from the 50 and the support member 60 does not increase.
【００２７】また、車両10が前進すると集電舟50及び支
持部材60に対して相対的に発生した空気流は、集電舟50
及び支持部材60の前面部の外表面から後端部の外表面へ
と流れる。ここで、集電舟50及び支持部材60の後面部の
外表面上に沿う空気の境界層は剥離し易い。そして、集
電舟50及び支持部材60の後面部の外表面上の空気の境界
層が剥離すると、無数のカルマン渦が発生する。その結
果、集電舟50及び支持部材60の後方に生じた圧力の低い
薄い空気が集電舟50及び支持部材60を後方に引き寄せる
圧力抵抗となる。ところが、本実施例においては、集電
舟50及び支持部材60を翼形としたので前記圧力抵抗を大
幅に低減することが可能となり、もって流体抵抗を低減
することが可能となる。When the vehicle 10 moves forward, the air flow generated relative to the current collecting boat 50 and the supporting member 60 is
And from the outer surface of the front surface of the support member 60 to the outer surface of the rear end. Here, the boundary layer of air along the outer surface of the rear surface of the current collecting boat 50 and the support member 60 is easily separated. When the boundary layer of air on the outer surface of the rear surface of the current collector 50 and the support member 60 separates, countless Karman vortices are generated. As a result, the thin air having a low pressure generated behind the current collecting boat 50 and the supporting member 60 becomes a pressure resistance that pulls the current collecting boat 50 and the supporting member 60 rearward. However, in this embodiment, since the current collecting boat 50 and the supporting member 60 are formed in the wing shape, it is possible to greatly reduce the pressure resistance and hence the fluid resistance.
【００２８】一方、集電舟50に前記すり板40を前記トロ
リ線20への押圧方向に弾性付与するトーションアーム55
を介して保持する凹部51を設け、該凹部51からすり板40
が突出する構成となっているので、すり板40と集電舟50
とは該凹部51において不連続部としての隙間52が存在す
ることとなり、該隙間52を高速な空気が通過することに
より空力音が発生することとなる。しかしながら、該凹
部51の開口面積が集電舟50に較べて十分に小さいので、
該隙間52より発生した空力音は、集電舟50より下方へ伝
播しようとしても該集電舟50により遮断されることとな
り、車両の走行騒音としての地上等の下方への騒音の伝
播を防止することが可能となる。On the other hand, a torsion arm 55 for elastically applying the contact plate 40 to the current collecting boat 50 in the direction of pressing the contact wire 20.
A recess 51 is provided to hold the sliding plate 40 from the recess 51.
Since it is configured to project, the sliding board 40 and the current collecting boat 50
That is, there is a gap 52 as a discontinuous portion in the concave portion 51, and when high-speed air passes through the gap 52, aerodynamic noise is generated. However, since the opening area of the recess 51 is sufficiently smaller than that of the current collecting boat 50,
The aerodynamic sound generated from the gap 52 is blocked by the current collecting boat 50 even if it tries to propagate downward from the current collecting boat 50, preventing the noise from traveling downward such as the ground as the running noise of the vehicle. It becomes possible to do.
【００２９】さらに、本実施例では、前記すり板40の車
両前後方向の断面形状を、トロリ線20に接触する上辺43
と側辺44とをＲ部45を介してなだらかに連続させる構成
としたので、前記隙間52における圧力変動が低減され、
もって前記隙間52より発生する空力音をますます低減す
ることができる。また、前記すり板40を、一端56が集電
舟50に固定されると共に、ブラケット47により当該すり
板40に固定されるトーションアーム55により弾性支持す
る構成としたので、どのような変化に対しても前記すり
板40はトーションアーム55によるリニアな弾性力を受け
ることとなり、もって該すり板40は僅かな動きに対して
もリニアに変動することとなる。従って、トロリ線20が
例えば固有振動数ｆ2 等の細かいピッチで振動すること
に対する応答特性を常に設計値通りに確保することが可
能となり、低騒音型パンタグラフ30が離線して集電作用
を阻害することを防止できる。Further, in this embodiment, the cross-sectional shape of the sliding plate 40 in the vehicle front-rear direction is defined by the upper side 43 which contacts the trolley wire 20.
Since the side edge 44 and the side edge 44 are smoothly continuous through the R portion 45, the pressure fluctuation in the gap 52 is reduced,
Therefore, the aerodynamic sound generated from the gap 52 can be further reduced. In addition, since the one end 56 of the sliding plate 40 is fixed to the current collecting boat 50 and is elastically supported by the torsion arm 55 fixed to the sliding plate 40 by the bracket 47, any change is possible. Even so, the sliding plate 40 receives a linear elastic force by the torsion arm 55, so that the sliding plate 40 linearly fluctuates even with a slight movement. Therefore, it becomes possible to always ensure the response characteristic to the trolley wire 20 vibrating at a fine pitch such as the natural frequency f 2 as the designed value, and the low noise type pantograph 30 is disconnected to hinder the current collecting action. Can be prevented.
【００３０】さらに、トーションアーム55が捻じられる
ことによる弾性力を用いて前記すり板40を弾性支持する
構成としたので、該トーションアーム55が弾性変形する
際にも、該トーションアーム55の占める容積が変化する
ことは殆ど無く、もって該トーションアーム55を設置す
る空間を大きく採る必要が無い。即ち、コイルばね等に
較べてその設置空間を格段に小さくすることが可能とな
り、もって集電舟50に設けた前記凹部51を小さくするこ
とが可能となるので、集電舟50の厚みを薄くすることが
可能となる。ここで、集電舟50の厚みが薄くなると、該
集電舟50の空力抵抗が小さくなると共に、翼形端部から
の剥離渦の発生が、さらに抑えられ、空力音低減に寄与
することとなる。Further, since the sliding plate 40 is elastically supported by using the elastic force generated by the torsion arm 55 being twisted, the volume occupied by the torsion arm 55 even when the torsion arm 55 is elastically deformed. Does not change, and it is not necessary to take up a large space for installing the torsion arm 55. That is, it is possible to make the installation space thereof much smaller than that of the coil spring and the like, and thus it is possible to make the recess 51 provided in the current collecting boat 50 small, so that the thickness of the current collecting boat 50 can be reduced. It becomes possible to do. Here, when the thickness of the current collecting boat 50 becomes thin, the aerodynamic resistance of the current collecting boat 50 becomes small, and the generation of the separation vortex from the airfoil end is further suppressed, which contributes to the aerodynamic noise reduction. Become.
【００３１】次に、車両10の周囲に形成される乱流境界
層70について考察すると、該乱流境界層70は、その走行
方向に従って先頭車両から形成され後部にいくにつれて
厚みδが厚くなる。例えば東海道新幹線を例に採ると、
乱流境界層70の境界層厚さδ（ｍ）は次式のように与え
られることが実験的に判明した。 δ＝０．０２１８５４Ｘ(4/5) 但し、Ｘは車両先頭部からの距離（ｍ） 従って、車両10においては、後尾車両においては（Ｘ＝
３８０を代入して、）略３ｍの厚みとなる。Next, considering the turbulent flow boundary layer 70 formed around the vehicle 10, the turbulent flow boundary layer 70 is formed from the leading vehicle in accordance with its traveling direction, and the thickness δ increases toward the rear part. For example, taking the Tokaido Shinkansen as an example,
It has been experimentally found that the boundary layer thickness δ (m) of the turbulent boundary layer 70 is given by the following equation. δ = 0.021854X (4/5) where X is the distance from the vehicle head (m) Therefore, in the vehicle 10, in the rear vehicle (X =
Substituting 380 gives a thickness of approximately 3 m.
【００３２】ここで、図５に示すように、前記乱流境界
層70中には間欠領域75（周期的に変動する渦Γを有する
領域）と層流底層77とが存在し、該間欠領域75において
は、渦Γの周期的な流速変動による物体への変動影響が
特に大きい。即ち、乱流境界層70の中においては粘性抵
抗が大きく、もって、集電舟50及び支持部材60を翼形と
して流体抵抗を低減するようにしても、集電舟50及び支
持部材60が乱流境界層70中にあると、干渉を起こして流
体力が大きくなり圧力変動も増大するので、空力音の低
減が十分ではないことが考えられる。Here, as shown in FIG. 5, the turbulent boundary layer 70 has an intermittent region 75 (a region having a vortex Γ that periodically changes) and a laminar bottom layer 77, and the intermittent region is present. In the case of 75, the fluctuation effect on the object due to the periodic fluctuation of the vortex Γ is particularly large. That is, the viscous resistance is large in the turbulent boundary layer 70, and even if the current collecting boat 50 and the supporting member 60 are made to have the wing shape to reduce the fluid resistance, the current collecting boat 50 and the supporting member 60 are disturbed. When it is in the flow boundary layer 70, interference is caused, the fluid force becomes large, and the pressure fluctuation also increases, so it is considered that the reduction of aerodynamic noise is not sufficient.
【００３３】従って、本実施例においては、前記低騒音
型パンタグラフ30を先頭車両である１号車と最後尾車両
である16号車に設置した。以上の構成によれば、１号車
の車両天井37ａに設置された低騒音型パンタグラフ30ａ
にあっては、集電舟50が前記間欠領域75より突出した位
置となり、乱流境界層70の間欠領域75（周期的に変動す
る境界層の外縁）の周期的な流速変動による集電舟50へ
の影響をさけることが可能となり、もって集電性能への
影響をさけることが可能となる。また16号車の車両天井
37ｂに設置された低騒音型パンタグラフ30ｂにあって
は、集電舟50及び支持部材60が前記間欠領域75と車両天
井37ｂとの間に存在することとなり、乱流境界層70の間
欠領域75の流速変動は集電舟50及び支持部材60には与え
られることがなく、もって集電性能への影響を回避でき
ると共に、騒音の発生も防止できる。Therefore, in this embodiment, the low noise type pantograph 30 is installed in the first vehicle, that is, the first vehicle and the last vehicle, which is the 16th vehicle. According to the above configuration, the low noise type pantograph 30a installed on the vehicle ceiling 37a of the first car.
In this case, the current collecting boat 50 is located at a position protruding from the intermittent region 75, and the current collecting boat is caused by the periodic flow velocity fluctuation of the intermittent region 75 of the turbulent boundary layer 70 (outer edge of the boundary layer which periodically varies). It is possible to avoid the influence on 50 and thus the influence on the current collecting performance. In addition, the vehicle ceiling of car 16
In the low noise type pantograph 30b installed in the 37b, the current collecting boat 50 and the support member 60 are present between the intermittent region 75 and the vehicle ceiling 37b, and the intermittent region 75 of the turbulent boundary layer 70 is formed. The fluctuation of the flow velocity is not given to the current collecting boat 50 and the support member 60, so that the influence on the current collecting performance can be avoided and the generation of noise can be prevented.
【００３４】さらに、弾性機構としての油圧制御ユニッ
ト58及び弾性係数変更ユニット63が設けられており、車
両10のトンネル突入時や駅通過時等において、該車両10
の周囲に発生する乱流境界層の変動に基づいて、該ユニ
ットをアクティブ制御することにより、トンネル突入時
等の予知可能な外乱が作用する際には、油圧ダンパ等の
ダンピングファクタを変更して弾性物性を可変として、
高精度な制御を効率的に行うことが可能となっており、
空力音の発生を抑制することがさらに効率的に可能とな
る。Further, a hydraulic control unit 58 as an elastic mechanism and an elastic coefficient changing unit 63 are provided, and when the vehicle 10 enters a tunnel or passes a station, the vehicle 10
By actively controlling the unit based on the fluctuation of the turbulent boundary layer that occurs around the, when a predictable disturbance such as a tunnel entry occurs, the damping factor such as a hydraulic damper is changed. Variable elastic properties,
It is possible to perform highly accurate control efficiently,
It is possible to more efficiently suppress the generation of aerodynamic noise.
【００３５】[0035]
【発明の効果】以上説明したように、本発明によると、
翼形等の流線形とした集電舟に設けた凹部に所定の形状
のすり板をトーションアームを介して保持し、当該パン
タグラフを乱流境界層の速度間欠領域以外の領域に配設
することにより、当該パンタグラフから発生する空力音
をさらに抑えることが可能となり、車両の高速走行にお
ける騒音問題を解決することが可能となるという効果が
ある。As described above, according to the present invention,
Hold a contact plate of a predetermined shape in a recess provided in a streamlined current collecting boat such as an airfoil via a torsion arm, and arrange the pantograph in a region other than the velocity intermittent region of the turbulent boundary layer. As a result, it is possible to further suppress the aerodynamic noise generated from the pantograph, and it is possible to solve the noise problem when the vehicle runs at high speed.
【図１】本発明の実施例に係る低騒音型パンタグラフの
平面図FIG. 1 is a plan view of a low noise type pantograph according to an embodiment of the present invention.
【図２】同上実施例に係る低騒音型パンタグラフの正面
図FIG. 2 is a front view of a low noise type pantograph according to the embodiment.
【図３】同上実施例に係る低騒音型パンタグラフの側面
図FIG. 3 is a side view of the low noise type pantograph according to the embodiment.
【図４】同上実施例に係る低騒音型パンタグラフの部分
断面図FIG. 4 is a partial sectional view of a low noise type pantograph according to the embodiment.
【図５】同上実施例に係る低騒音型パンタグラフの車両
取付け状態を示す側面図FIG. 5 is a side view showing a vehicle mounting state of the low noise pantograph according to the embodiment.
【図６】従来例を示すパンタグラフの正面図FIG. 6 is a front view of a pantograph showing a conventional example.
【図７】トロリ線の架設状態をを示す正面図FIG. 7 is a front view showing a trolley wire installation state.
10 車両 20 トロリ線 30 低騒音型パンタグラフ 40 すり板 43 上辺 45 Ｒ部 50 集電舟 51 凹部 52 隙間 55 トーションアーム 58 油圧制御ユニット 60 支持部材 63 弾性係数変更ユニット 70 乱流境界層 10 Vehicle 20 Trolley wire 30 Low noise type pantograph 40 Sliding plate 43 Upper side 45 R part 50 Current collecting boat 51 Recess 52 Gap 55 Torsion arm 58 Hydraulic control unit 60 Support member 63 Elastic coefficient changing unit 70 Turbulent boundary layer
Claims (5)
すり板と、該すり板を保持する集電舟と、前記集電舟を
車両天井に支持する支持部材と、を含むパンタグラフに
おいて、前記集電舟及び支持部材を流線形とすると共
に、前記集電舟に前記すり板を前記トロリ線への押圧方
向に弾性付与する弾性機構を介して保持する凹部を設け
たことを特徴とする低騒音型パンタグラフ。1. A pantograph comprising: a contact plate that comes into contact with a contact wire while applying a pressing force; a current collecting boat that holds the contact plate; and a support member that supports the current collecting boat on a vehicle ceiling. The current collecting boat and the supporting member are streamlined, and the current collecting boat is provided with a concave portion for holding it through an elastic mechanism that elastically imparts the contact plate in a pressing direction to the trolley wire. Noise type pantograph.
れ他端が当該すり板に固定されるトーションアームを含
んで構成されることを特徴とする請求項１記載の低騒音
型パンタグラフ。2. The low noise type pantograph according to claim 1, wherein the elastic mechanism includes a torsion arm having one end fixed to the current collector boat and the other end fixed to the contact plate. .
が、トロリ線に接触する辺から他の辺になだらかに連続
する断面形状であることを特徴とする請求項１記載の低
騒音型パンタグラフ。3. The low noise type pantograph according to claim 1, wherein the cross-sectional shape of the sliding plate in the vehicle front-rear direction is a cross-sectional shape that is gently continuous from the side in contact with the trolley wire to the other side. .
低騒音型パンタグラフの少なくとも集電舟が、車両が走
行することにより車両の周囲に発生する乱流境界層の中
の低周波変動領域の外側に位置するように、パンタグラ
フの車両取付位置を設定したことを特徴とする低騒音型
パンタグラフ。4. The low-noise pantograph according to claim 1, wherein at least the current collecting boat has a low level in a turbulent boundary layer generated around the vehicle when the vehicle travels. A low noise type pantograph characterized in that the vehicle mounting position of the pantograph is set so as to be located outside the frequency fluctuation region.
乱流に係る変動に基づいてアクティブ制御される油圧に
よって弾性物性を可変に制御する油圧制御回路を含んで
構成されることを特徴とする請求項１〜４の何れか１つ
に記載の低騒音型パンタグラフ。5. The elastic mechanism includes a hydraulic control circuit that variably controls elastic physical properties by hydraulic pressure that is actively controlled based on fluctuations associated with turbulence generated around the vehicle. The low noise type pantograph according to any one of claims 1 to 4.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11992993A JP3388804B2 (en) | 1993-05-21 | 1993-05-21 | Low noise pantograph |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11992993A JP3388804B2 (en) | 1993-05-21 | 1993-05-21 | Low noise pantograph |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06335104A true JPH06335104A (en) | 1994-12-02 |
| JP3388804B2 JP3388804B2 (en) | 2003-03-24 |
Family
ID=14773669
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP11992993A Expired - Fee Related JP3388804B2 (en) | 1993-05-21 | 1993-05-21 | Low noise pantograph |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3388804B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009240142A (en) * | 2008-03-28 | 2009-10-15 | Railway Technical Res Inst | Contact force controller, and contact force controller for current collector |
| CN109228878A (en) * | 2018-09-26 | 2019-01-18 | 河南中建空列建设有限公司 | Shoegear and track train traffic system including the shoegear |
| CN115648950A (en) * | 2022-11-02 | 2023-01-31 | 中南大学 | A bionic device, a bionic skateboard and a pantograph |
-
1993
- 1993-05-21 JP JP11992993A patent/JP3388804B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009240142A (en) * | 2008-03-28 | 2009-10-15 | Railway Technical Res Inst | Contact force controller, and contact force controller for current collector |
| CN109228878A (en) * | 2018-09-26 | 2019-01-18 | 河南中建空列建设有限公司 | Shoegear and track train traffic system including the shoegear |
| CN115648950A (en) * | 2022-11-02 | 2023-01-31 | 中南大学 | A bionic device, a bionic skateboard and a pantograph |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3388804B2 (en) | 2003-03-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| LAPS | Cancellation because of no payment of annual fees |