JP4006406B2 - Railway vehicle current collector - Google Patents

Description

  The present invention relates to a railway vehicle current collector, and is particularly suitable for a current collector used for a railway vehicle traveling at a high speed of 300 km / h or higher.

  As a conventional railway vehicle current collector, there is one disclosed in JP 2002-325305 A (Patent Document 1). The railcar current collector includes a current collector that collects electricity by contacting the overhead wire, and a drive mechanism that holds the current collector in contact with the current collector by moving the current collector up and down. This drive mechanism has a first drive mechanism and a second drive mechanism. The first drive mechanism includes a first frame that supports the current collector, a pair of vertical motion drive mechanisms that support both sides of the first frame to move up and down, and a pair of vertical motion drive mechanisms. There are two first drive sources for driving each of them. The second drive mechanism includes a second frame that supports the first drive mechanism, a pair of vertical motion link mechanisms that support both sides of the second frame to move up and down, and a pair of vertical motion link mechanisms. And two second drive sources for driving.

JP 2002-325305 A

  When the speed of a railway vehicle increases, the possibility of the current collector separating from the overhead wire increases, and there is a risk that the wear of the overhead wire due to the current collector sliding on the overhead wire may increase. For this reason, especially when the railway vehicle travels at a high speed of 300 km / h or more, it is important to reduce the separation rate and the overhead wire wear.

  However, in the railway vehicle current collector of Patent Document 1, each of the pair of vertical motion drive mechanisms or each of the vertical motion link mechanisms is driven using two first drive sources or second drive machine sources. Therefore, it was difficult to follow the overhead line by raising and lowering the current collector while keeping the current collector horizontal. That is, it is necessary to synchronize the operations of the two drive sources, but it is difficult to synchronize the operations of the two drive sources due to manufacturing errors of each drive source and inherent differences in its components. In addition, the use of two drive sources incurs high costs.

  An object of the present invention is to obtain a railway vehicle current collector that has an inexpensive structure and can reduce a line-separation rate and overhead wire wear when the railway vehicle travels at a high speed.

In order to achieve the above object, in the present invention, a current collector having a boat body provided with a sliding plate for collecting current in contact with the overhead wire, an insulating support for supporting the boat body at the top, and an upper and lower side of the overhead wire A drive mechanism that holds the contact between the overhead wire and the current collector by moving the insulating column up and down according to fluctuations, the drive mechanism having a first drive mechanism and a second drive mechanism; The first drive mechanism includes a first frame that supports the insulating support, and a pair of first upper and lower portions that support both sides of the first frame and are coupled to be rotatable and slidable by a plurality of levers to move up and down. A dynamic link mechanism; one first drive source that generates a driving force in accordance with a contact state between an overhead wire and a current collector on one of the pair of first vertical link mechanisms; and the pair of first vertical link mechanisms A first spring that generates a driving force on the other of the first and the pair of first vertical movements A first transmission link mechanism that transmits one movement of the link mechanism to the other to maintain the horizontal state of the first frame, and the second drive mechanism is a second frame that supports the first drive mechanism. A pair of second vertical movement link mechanisms that support both sides of the second frame and are coupled to be rotatable and slidable by a plurality of levers to move up and down, and the pair of second vertical movement link mechanisms One second driving source that generates a driving force according to the contact state between the overhead wire and the current collector on one side, a second spring that generates a driving force on at least the other of the pair of second vertical movement link mechanisms, by transmitting a pair of second vertical movement linkage one movement to the other have a second transmission link mechanism for maintaining the horizontal state of the second frame, each of the pair of first vertical movement linkage, The upper end portion is connected to the first frame via the rotation shaft. A first lever that is rotatably coupled to the linear frame and has a lower end that is rotatably and slidably attached to a linear guide shaft provided on the second frame via a rotation shaft. 1/2 of the first lever, and is rotatably coupled to the longitudinal center point of the first lever so that the upper end portion forms an isosceles triangle with respect to the lower portion of the first lever, and the lower end portion is A second lever rotatably coupled to the second frame via a rotation shaft, and the upper end of the first lever constituting one of the pair of first vertical movement link mechanisms is Each of the pair of second vertical link mechanisms is rotatably coupled to the second frame via a rotation shaft, and the lower end rotates. Provided in the third frame via the shaft A third lever that is rotatably and slidably attached to the linear guide shaft, and is 1/2 the length of the third lever, and the upper end is isosceles with respect to the lower portion of the third lever A fourth lever rotatably coupled to the longitudinal center point of the third lever so as to form a triangle, and having a lower end rotatably coupled to the third frame via a rotation shaft; The third lever that constitutes one of the pair of second vertical link mechanisms has an upper end that is slidably attached to the second frame .

In the above configuration, the following configuration is preferable.
(1) A detection device that detects a contact state between the overhead wire and the current collector, and a control device that controls the first drive source based on a detection result of the detection device.
(2) An emergency control device that controls the first drive source so as to detect a failure of the control device and drive the first drive mechanism to a folding position.
(3) A detection device that detects a contact state between the overhead wire and the current collector and a control device that controls the second drive source based on a detection result of the detection device.
(4) An emergency control device that controls the second drive source so as to detect a failure of the control device and drive the second drive mechanism to the folding position.
(5) A detection device that detects a contact state between the overhead wire and the current collector, a control device that controls the first drive source and the second drive source based on a detection result of the detection device, and the control device And an emergency control device that controls the first drive source and the second drive source so as to detect the failure and drive the first drive mechanism and the second drive mechanism to the folding position.

  According to the current collector for a railway vehicle of the present invention, it is possible to achieve a reduction in wire separation rate and overhead wire wear when the railway vehicle travels at a high speed with an inexpensive structure.

  Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings. The same reference numerals in the drawings of the respective embodiments indicate the same or equivalent.

  First, a railway vehicle current collector according to a first embodiment of the present invention will be described with reference to FIGS. 1 is an overall configuration diagram of a railcar current collector according to a first embodiment of the present invention, FIG. 2 is an enlarged view of a first drive mechanism portion in FIG. 1, and FIG. 3 is a railcar current collector in FIG. FIG. 4 is a diagram showing the internal structure of the first drive mechanism in a folded state in FIG. 1, FIG. 5 is an enlarged view of a damper connecting portion in FIG. 1, and FIG. It is a control conceptual diagram.

  The overall configuration of the railway vehicle current collector of the present embodiment will be described with reference to FIG.

  The railway vehicle power collecting device 60 is configured to collect and collect current collectors 61 in contact with the overhead wires 1 and the current collectors 61 according to the contact state between the overhead wires and the current collectors, such as fluctuations in the vertical direction of the overhead wires 1. A drive mechanism 62 that holds the contact between the overhead wire 1 and the current collector 61 by being moved is configured. The current collector 61 includes a sliding plate 2 and a boat body 3 in which the sliding plate 2 is incorporated via a spring 2a. For example, the insulating support column 4 made of an insulator holds the boat body 3, ensures electrical insulation between the boat body 3 and the drive mechanism 62, and has a high-pressure flexible insulating coating conductor in the central hollow portion. Through 201.

  The drive mechanism 62 includes a first drive mechanism 63 and a second drive mechanism 64. The first drive mechanism 63 includes the first frame 5, the first vertical movement link mechanism 65, the first transmission link mechanism 66, a first drive source 40 including, for example, an actuator, and the first spring 28. Configured. The second drive mechanism 64 includes the second frame 6, the second vertical link mechanism 67, the second transmission link mechanism 68, the second drive source 70 configured by, for example, an actuator, and the second spring 15. Configured.

  The first drive mechanism 63 is configured between the first frame 5 and the second frame 6. The first frame 5 is installed so as to extend horizontally, and supports the current collector 61 via the insulating support columns 4. The first vertically moving link mechanism 65 is composed of a pair of link mechanisms so as to support both sides of the first frame 5 and to move up and down. The first drive source 40 is configured by one so as to drive a pair of first vertical movement link mechanisms 65 by outputting a driving force according to the contact state between the overhead wire and the current collector. The first transmission link mechanism 66 is provided so as to transmit the movement of the first drive source 40 between the pair of first vertical movement link mechanisms 65 to maintain the horizontal state of the first frame 5.

  The second drive mechanism 64 is configured between the second frame 6 and the third frame 9. The second frame 6 is installed so as to extend horizontally and supports the first drive mechanism 63. The second vertically moving link mechanism 67 is composed of a pair of link mechanisms so as to support the both sides of the second frame 6 and to move up and down. One second driving source 70 is configured to output a driving force according to the contact state between the overhead wire and the current collector to drive one of the pair of second vertical movement link mechanisms 67. The second transmission link mechanism 68 is provided so as to transmit the movement of one second vertical movement link mechanism 67 to the other second vertical movement link mechanism 67 to maintain the horizontal state of the second frame 6. The third frame 9 is attached to the vehicle.

  As shown in FIGS. 1 and 3, the first drive mechanism 63 and the second drive mechanism 64 are covered with divided covers 301, 302, and 303. The divided covers 301, 302, and 303 have a mechanism that slides in a mutually expandable manner. The cover 301 is fixed to the second frame 6 and is moved up and down in accordance with the movement of the frame 6.

  With reference to FIG. 1, power capture will be described. The electric power taken in by contact between the overhead wire 1 and the current collector 61 is transmitted from the sliding plate 2 to the boat body 3 via a conductor (not shown). The boat body 3 is fixed to the insulating column 4, and the upper end portion of the conductor 201 a of the high-voltage flexible insulating coated conductor 201 embedded in the hollow portion provided inside the insulating column 4 is connected to the boat body 3. ing. The high voltage flexible insulating covering conductor 201 extends downward from the insulating support 4. The taken-in electric power is supplied to the power unit of the vehicle via the high-voltage flexible insulating coating conductor 201, and thereby the vehicle travels at a high speed. In addition, since the switching part of an insulating material exists in the lower part of the insulation support | pillar 4, it has a structure which performs the relaxation | moderation treatment of an electric field.

  With reference to FIG. 2, the 1st drive mechanism 63 is demonstrated more concretely.

  The first vertically moving link mechanism 65 is configured by combining a plurality of levers 20, 20a, 21, 21a, 25, a linear guide shaft 27, and a first cam 29a. The lever 20 and lever 20a and the lever 21 and lever 21a are installed symmetrically. The upper ends of the levers 20 and 21 are rotatably coupled to the first frame 5 via the rotation shafts 130 and 136. The upper end portion of the lever 21 is supported via a slide mechanism 145 constituted by a long hole of the first frame 5. Accordingly, the upper end portion of the lever 21 can slide in the length direction of the first frame 5. The lower ends of the levers 20 and 21 are rotatably and slidably attached to the linear guide shaft 27 via the rotation shafts 134 and 138. The linear guide shaft 27 is installed on the second frame 6 so as to extend in the vehicle direction.

  The upper ends of the levers 20 a and 21 a are rotatably coupled to the center points of the levers 20 and 21 via the rotation shafts 132 and 137. The lower ends of the levers 20a and 21a are rotatably coupled to the second frame 6 via the rotation shafts 135 and 139. The levers 20a and 21a are half the length of the levers 20 and 21, respectively. Therefore, the lever 20a and the lower part of the lever 20 and the lever 21a and the lower part of the lever 21 form an isosceles triangle.

  With such a configuration, the center point of the rotating shaft 130 moves vertically along with the rotation and sliding movement of the levers 20 and 20a, and always exists on the same vertical line. Similarly, the center point of the rotating shaft 136 is always on the same vertical line.

  The first transmission link mechanism 66 is configured by coupling the levers 22, 23, and 24. One end of the lever 22 is formed integrally with the lower end of the lever 20a, and the lever 22 is rotated together with the lever 20a about the rotation shaft 135. The other end portion of the lever 22 is rotatably coupled to one end portion of the lever 23 via a rotating shaft 133. One end of the lever 24 is formed integrally with the lower end of the lever 21a, and the lever 24 is rotated together with the lever 21a about the rotation shaft 139. The other end of the lever 24 is rotatably coupled to the other end of the lever 23 via the rotation shaft 140. Here, the relationship between the rotating shaft 133 and the rotating shaft 140 is sufficient if one is above the other, and may be the opposite positional relationship of the illustrated example.

  In this way, by configuring the levers 22, 23, and 24 of the first transmission link mechanism 66, the rotating shaft 135 and the rotating shaft 139 can rotate in opposite directions at substantially the same angle.

  Here, the generation and transmission relationship of the driving force by the first driving mechanism 63 will be described more specifically. The generation source of this driving force is the first spring 28 and the first driving source 40. The first spring 28 is for constantly applying a constant ascending driving force to the first frame 5, and the first driving source 40 applies an ascending / descending driving force according to the contact state between the overhead wire and the current collector. It is for giving to the frame 5.

  The first spring 28 is provided such that a driving force is generated in a direction in which the first frame 5 is raised by the force of the spring. That is, one end of the first spring 28 is fixed to the second frame 6, and the other end is fixed to the first cam 29 a via the wire 29. Accordingly, a spring extending force by the first spring 28 is always applied to the first cam 29a. The first cam 29a is formed integrally with the lower end of the lever 20a, and is rotated together with the lever 20a around the rotation shaft 135. The rotating shaft 135 is held by the second frame 6.

  With such a configuration, the extending force of the first spring 28 causes the rotary motion of the lever 20a, whereby the lever 20 performs the rotational motion about the rotational shaft 130 and the rotational motion and the sliding motion about the rotational shaft 134. Do. Thereby, the extending force of the first spring 28 is converted into the upward movement of the first frame 5.

  At this time, the lever 22 is rotated together with the lever 20a. Since both ends of the lever 23 are rotatably coupled to the levers 22 and 24 via the rotating shaft 133 and the rotating shaft 140, the lever 24 is rotated at substantially the same angle as the lever 22. The lever 21a integrated with the lever 21 is also rotated together, and this rotation causes the first frame 5 to move upward while maintaining a horizontal state.

In the case where the rotation angle is different does not match the state of the lever 22 occurs, it is possible to rotate shaft 1 36 moves the first frame 5 in the longitudinal direction by the slide mechanism 14 5, The first frame 5 can move upward while maintaining a horizontal state.

The first drive source 40 is used to appropriately hold the contact between the overhead wire 1 and the current collector 61 by moving the current collector 61 up and down according to the vertical fluctuation of the overhead wire 1. One end of the first driving source 40 is rotatably coupled to the second frame 6 via the rotary shaft 141, the other end is rotatably coupled to the lever 25 via the rotary shaft 14 2 ing. The lever 25 is formed integrally with the lever 21a and the lever 24 and is rotatably coupled to the rotation shaft 139.

  With such a configuration, the first drive source 40 can generate the ascending / descending force of the first frame 5. That is, in the above-described configuration, when the lever 25 is operated in the pulling direction by the driving force from the first driving source 40, a rotating force is generated in the direction in which the lever 21 is pushed down by the lever 21a. This is the force in the direction in which the lever 21 is folded. As a result, a force for lowering the first frame 5 from the lever 21 works. At the same time, the lever 24 is rotated by the rotational force of the lever 24, and a force in the direction in which the lever 23 rotates the levers 23 and 22 is generated via the rotation shaft 140. As a result, a rotational force is generated in a direction in which the lever 20 a pushes down the lever 20 via the rotation shaft 132, and a force in a direction in which the lever 20 is folded is obtained. This causes a force to lower the first frame 5 from the lever 20. Conversely, when a force is generated in the direction in which the lever 25 is pushed by the driving force of the first driving source 40, a force that raises the first frame 5 is applied.

In such a case, when a state different without matching the rotational angle of the lever 22 occurs may be the rotating shaft 1 36 moves the first frame 5 in the longitudinal direction by the slide mechanism 14 5 Therefore, the first frame 5 can perform the ascending motion while maintaining the horizontal state.

  In this way, the first frame 5 can move up and down while being substantially parallel to the second frame 6 by the driving force of the first driving source 40.

  Returning to FIG. 1, the second drive mechanism 64 will be described more specifically.

  The second frame 6 is held by the third frame 9 via the second drive mechanism 64, and the second frame 6 is configured to move up and down while keeping parallel to the third frame 9. .

  The second vertical movement link mechanism 67 is configured by coupling the levers 30, 30 a, 31, 31 a, the linear guide shaft 11, and the second cam 13. The lever 30 and lever 30a and the lever 31 and lever 31a are installed symmetrically. The upper ends of the levers 30 and 31 are rotatably coupled to the second frame 6 via the rotation shafts 103 and 113. The upper end portion of the lever 31 is coupled via a slide mechanism 146 configured by a long hole of the second frame 6. Accordingly, the upper end portion of the lever 31 can slide in the length direction of the second frame 6. The lower ends of the levers 30 and 31 are rotatably and slidably coupled to the linear guide shaft 11 via the rotation shafts 102 and 112. The linear guide shaft 11 is installed on the third frame 9 so as to extend in the vehicle direction.

  The upper ends of the levers 30 a and 31 a are rotatably coupled to the center points of the levers 30 and 31 via the rotation shafts 104 and 114. The lower ends of the levers 30a and 31a are rotatably coupled to the third frame 9 via the rotation shafts 101 and 111. The levers 30a and 31a are half the length of the levers 30 and 31, respectively. Therefore, the lever 30a and the lower part of the lever 30 and the lever 31a and the lower part of the lever 31 form an isosceles triangle.

  With such a configuration, the center point of the rotating shaft 103 moves vertically along with the rotation and sliding movement of the levers 30 and 30a in the illustrated plane, and always exists on the same vertical line. Similarly, the center point of the rotating shaft 113 is always on the same vertical line.

The second transmission link mechanism 68 is configured by coupling levers 50, 51, 52. One end of the lever 50 is formed integrally with the upper end of the lever 30 and is rotated together with the lever 30 about the rotation shaft 103. The other end of the lever 50 is rotatably coupled to one end of the lever 51 via the rotating shaft 120. One end of the lever 52 is formed integrally with the upper end of the lever 31 and is rotated together with the lever 31 about the rotation shaft 113. The other end of the lever 52 is rotatably coupled to the other end of the lever 5 1 via the rotary shaft 121. Here, the relationship between the rotation shaft 120 and the rotation shaft 121 is sufficient if one is above the other, and may be the reverse positional relationship of the illustrated example.

  As described above, by providing the levers 50, 51, and 52 of the second transmission link mechanism 68, the rotating shaft 120 and the rotating shaft 121 can rotate in opposite directions to each other at substantially the same angle.

  Here, the generation and transmission relationship of the driving force by the second driving mechanism 64 will be described more specifically. The sources of the driving force are the second spring 15 and the second driving source 70. The second spring 15 is for always giving a constant upward driving force to the second frame 6, and the second driving source 70 applies the upward and downward driving force according to the contact state between the overhead wire and the current collector. This is for giving to the frame 6.

  The second spring 15 is provided so that a driving force is generated in a direction in which the second frame 6 is lifted by a tensile action. That is, one end of the second spring 15 is fixed to the third frame 9 and the other end is fixed to the second cam 13 via the wire 16. Accordingly, a tensile force by the second spring 15 is always applied to the second cam 13. The second cam 13 is formed integrally with the lower ends of the levers 30a and 31a, and is rotated together with the levers 30a and 31a around the rotation shafts 101 and 111. The rotary shafts 101 and 111 are rotatably held by the third frame 9.

  With this configuration, the tensile force of the second spring 15 causes the rotary motion of the levers 30a and 31a, and the lever 30 performs the rotational motion about the rotational shaft 103 and the rotational and sliding motion about the rotational shaft 102. The lever 31 performs a rotational motion about the rotational shaft 113 and a rotational and sliding motion about the rotational shaft 112. As a result, the tensile action of the second spring 15 is converted into the upward movement of the second frame 6.

  At this time, the lever 50 is rotated together with the lever 30 and the lever 52 is rotated together with the lever 31. Here, since both ends of the lever 51 are rotatably coupled to the levers 50 and 52 via the rotating shaft 120 and the rotating shaft 121, the lever 50 and the lever 52 operate at substantially the same angle. As a result, the second frame 6 can move upward while maintaining a horizontal state.

  When the rotation angles of the levers 50 and 52 do not coincide with each other and different states occur, the rotation shaft 113 can move in the second frame 6 in the length direction by the slide mechanism 146. The frame 6 can move upward while maintaining a horizontal state.

  Furthermore, as shown in FIG. 5, a damper 17 can be provided as necessary. That is, one end of the damper 17 is rotatably coupled to the third frame 9 via the rotating shaft 17a, and the other end is rotatably coupled to the lever 18 via the rotating shaft 18a. The lever 18 is rotatably coupled to the third frame 9 via the rotation shaft 101 and is formed integrally with the lever 30a.

  The second drive source 70 is used to appropriately hold the contact between the overhead wire 1 and the current collector 61 by moving the current collector 61 up and down according to the vertical fluctuation of the overhead wire 1 and the like. One end of the second drive source 70 is rotatably coupled to the third frame 9 via a rotation shaft 73, and the other end is rotatably coupled to a lever 71 via a rotation shaft 72. ing. The lever 71 is formed integrally with the lever 31 a and the second cam 13. By doing so, the second drive source 70 can generate the upward and downward force of the second frame 6.

  With such a configuration of the drive mechanism 62, the first frame 5 and the second frame 6 operate following the vertical fluctuation of the overhead line 1, so that an appropriate connection between the overhead line 1 and the current collector 61 is achieved. It is possible to keep in touch. As a result, it is possible to reduce the separation rate and overhead wire wear when the railway vehicle travels at a high speed.

  The force for raising the second frame 6 by the second spring 15 in the folded state of the second drive mechanism 64 (see FIG. 4) is almost the same as or slightly (for example, about several N) in the stretched state. ) The second cam 13 and the second spring 15 are adjusted so as to increase, and the force that raises the first frame 5 by the first spring 28 in the folded state of the first drive mechanism 63 (see FIG. 4) is extended. The first cam 29a and the first spring 28 are adjusted so as to be larger than the raising force in the state.

  With this relationship, the second drive mechanism 64 mainly operates when the position fluctuation of the overhead wire 1 is in a low frequency band (for example, about 0.1 Hz or less), and follows so that the contact force becomes substantially constant. Further, regarding the position fluctuation of the overhead wire 1 in a higher frequency band (for example, around 2 Hz), the first drive mechanism 63 mainly follows and operates so that the contact force becomes constant. Further, the active control of the first drive source 40 so that the contact force is constant can further reduce the fluctuation of the contact force.

  Here, active control for appropriately holding the contact between the overhead line 1 and the current collector 61 by moving the current collector 61 up and down according to the vertical fluctuation of the overhead line 1 will be described with reference to FIG. To do.

  The detection signal 2c from one or more detection devices 401 is transmitted to the control device 451, and a command is given to the first drive source 40 of the first drive mechanism 63 so that the contact force is constant by the calculation of the control device 451. . For example, the detection device 401 is a device that measures force or displacement between the sliding plate 2 and the spring 2a, an acceleration of the first frame 6, an acceleration of the second frame 5, or a rotation angle of each lever. The contact state of the current collector is detected. Moreover, an optical fiber and an electric signal are used for these signal transmissions.

  As a calculation method in the control device 451, if a controller that reduces the generation of the driving force of the first driving source 40 and the second driving source 70 in a low frequency band (for example, 0.1 Hz or lower) is used, The drive mechanism 64 can passively follow large positional fluctuations (about 500 mm) of the overhead line 1 in the low frequency band, and can reduce the vertical movement of the first drive mechanism 63, and can further reduce the higher frequency band (for example, around 2 Hz). ), The follow-up performance of the vertical fluctuation of the overhead wire 1 can be improved. It is also possible to use a controller that keeps the relative displacement within the stroke range. In the case of these controllers, the second drive mechanism 64 operates passively, and the second drive source 70 is used only for driving during folding.

  Next, a second embodiment of the present invention will be described with reference to FIG. FIG. 7 is an overall configuration diagram of a railway vehicle current collector according to a second embodiment of the present invention. The second embodiment is different from the first embodiment as described below, and is basically the same as the first embodiment in other points.

  In the second embodiment, the rotating shaft 103 fixed to the second frame 6 and the levers 50 and 52 attached to the second frame 6 via the rotating shaft 113 are attached to the third frame 9 in the first embodiment. The rotating shaft 101 and the rotating shaft 111 are attached to the third frame 9. The driving force in this case is the same as in the first embodiment except that the left and right forces are transmitted by the levers 50, 51, 52 via the rotating shaft 101 and the rotating shaft 111 attached to the second frame 6. Yes, the operation is the same as in the first embodiment. According to the second embodiment, the height required for the second drive mechanism 64 can be reduced.

  Next, a third embodiment of the present invention will be described with reference to FIG. FIG. 8 is a conceptual diagram of control in the railway vehicle current collector according to the third embodiment of the present invention. The third embodiment is different from the first embodiment as described below, and is basically the same as the first embodiment in other points.

  In the third embodiment, the second drive source 70 of the second drive mechanism 64 in the first embodiment is also actively controlled. In the third embodiment, the detection signal 2c from the detection device 401 is transmitted to the control device 451 as in the first embodiment. Commands 2f and 2e are given to both the second drive source 70 of the second drive mechanism 64 and the first drive source 40 of the first drive mechanism 63 by the calculation by the control device 451, and the fluctuation of the contact force is suppressed. Thereby, the fluctuation | variation of a contact force can be made smaller by controlling the upper and lower two 1st drive sources 40 and the 2nd drive sources 70. FIG.

  An emergency control device 452 is provided in case the control device 451 breaks down. By receiving the failure signal 2d of the control device 451, the second drive mechanism 64 and the first drive mechanism 63 are controlled to the folding position, and the sliding plate 2 and the boat body 3 are urgently brought into contact with the overhead wire 1 from the contact state. It can be pulled down and lowered.

  Next, a fourth embodiment of the present invention will be described with reference to FIG. FIG. 9 is a conceptual diagram of control in the railway vehicle current collector of the fourth embodiment of the present invention. The fourth embodiment is different from the first embodiment as described below, and is basically the same as the first embodiment in other points.

  In the fourth embodiment, the signal 2f is given only to the first drive source 40 of the first drive mechanism 63 in the normal state, and the signal is given to the second drive source 70 of the second drive mechanism 64 in the event of a failure. The drive mechanism 64 is lowered to the folding position.

  According to the fourth embodiment, since the drive sources used at the time of failure and normal use are completely separated, it is possible to cope with the failure of the first drive source 40 and the like, and to make the device more reliable. it can.

1 is an overall configuration diagram of a railway vehicle current collector according to a first embodiment of the present invention. It is an enlarged view of the 1st drive mechanism part in FIG. FIG. 2 is an overview of the railway vehicle current collector in FIG. 1. It is a figure which shows the internal structure of the state which folded the 1st drive mechanism in FIG. It is an enlarged view of the damper connection part in FIG. FIG. 2 is a control conceptual diagram of the railway vehicle current collector in FIG. 1. It is a whole block diagram of the railcar current collector of the second embodiment of the present invention. It is a control conceptual diagram in the railcar current collector of the third embodiment of the present invention. It is a control conceptual diagram in the railcar current collector of the fourth embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Overhead wire, 2 ... Sliding board, 3 ... Ship body, 4 ... Insulation support | pillar (insulator), 5 ... 1st frame, 6 ... 2nd frame, 9 ... 3rd frame, 15 ... 2nd spring, 40 ... 1st 1 drive source (actuator), 60 ... current collector for railway vehicle, 61 ... current collector, 62 ... drive mechanism, 63 ... first drive mechanism, 64 ... second drive mechanism, 65 ... first vertical movement link mechanism, DESCRIPTION OF SYMBOLS 66 ... 1st transmission link mechanism, 67 ... 2nd vertical motion link mechanism, 68 ... 2nd transmission link mechanism, 70 ... 2nd drive source (actuator), 201 ... High voltage flexible insulation coating conductor, 401 ... Detection apparatus 451 ... control device 452 ... emergency control device.

Claims (6)

A current collector having a boat body with a sliding plate for collecting current in contact with an overhead wire;
Insulating support for supporting the hull on the upper part,
A drive mechanism for holding the contact between the overhead wire and the current collector by moving the insulation column up and down according to the vertical fluctuation of the overhead wire,
The drive mechanism has a first drive mechanism and a second drive mechanism,
The first drive mechanism includes a first frame that supports the insulating support, and a pair of first upper and lower portions that support both sides of the first frame and are coupled to be rotatable and slidable by a plurality of levers to move up and down. A dynamic link mechanism; one first drive source that generates a driving force in accordance with a contact state between an overhead wire and a current collector on one of the pair of first vertical link mechanisms; and the pair of first vertical link mechanisms A first spring that generates a driving force and a first transmission link mechanism that transmits one movement of the pair of first vertical link mechanisms to the other to maintain the horizontal state of the first frame. And
The second drive mechanism includes a second frame that supports the first drive mechanism, and a pair of lift and lower movements that support both sides of the second frame and are rotatably and slidably coupled by a plurality of levers. One second driving source that generates a driving force in accordance with a contact state between the overhead wire and the current collector on one of the pair of second vertical movement link mechanisms, and the pair of second vertical movement link mechanisms; A second spring that generates a driving force on at least the other of the dynamic link mechanisms, and a second transmission link mechanism that transmits the movement of one of the pair of second vertical link mechanisms to the other to maintain the horizontal state of the second frame. It has a door,
Each of the pair of first vertical movement link mechanisms includes:
An upper end is rotatably coupled to the first frame via a rotating shaft, and a lower end is rotatably and slidably attached to a linear guide shaft provided on the second frame via the rotating shaft. 1 lever,
The length is 1/2 of the first lever, and the upper end is rotatably coupled to the longitudinal center point of the first lever so that it forms an isosceles triangle with respect to the lower part of the first lever. A second lever having a lower end rotatably coupled to the second frame via a rotation shaft,
The upper end of the first lever constituting one of the pair of first vertical link mechanisms is slidably attached to the first frame.
Each of the pair of second vertically moving link mechanisms has an upper end portion rotatably coupled to the second frame via a rotation shaft, and a lower end portion provided on the third frame via the rotation shaft. A third lever rotatably and slidably attached to the
The length is ½ of the third lever, and the upper end is rotatably coupled to the longitudinal center point of the third lever so that it forms an isosceles triangle with respect to the lower part of the third lever. A fourth lever having a lower end rotatably coupled to the third frame via a rotation shaft,
The third lever constituting one of the pair of second vertical movement link mechanisms has an upper end portion attached to the second frame so as to be slidable with respect to the second frame .   The railcar current collector according to claim 1, wherein a detection device that detects a contact state between the overhead wire and the current collector, and a control that controls the first drive source based on a detection result of the detection device. And a railway vehicle current collector.   3. The railway vehicle current collector according to claim 2, wherein the emergency control device controls the first drive source so as to detect a failure of the control device and drive the first drive mechanism to a folding position. And a railway vehicle current collector.   The railcar current collector according to claim 1, wherein a detection device that detects a contact state between the overhead wire and the current collector, and a control that controls the second drive source based on a detection result of the detection device. A railway vehicle current collector comprising the device.   The emergency control device for controlling the second drive source so as to detect a failure of the control device and drive the second drive mechanism to a folding position by detecting the failure of the control device. A railway vehicle current collector.   The railway vehicle current collector according to claim 1, wherein a detection device that detects a contact state between the overhead wire and the current collector, and the first drive source and the second device based on a detection result of the detection device. A control device for controlling the drive source of the first drive source, and the first drive source and the second drive source so as to detect a failure of the control device and drive the first drive mechanism and the second drive mechanism to the folding position. An emergency control device for controlling the railway vehicle.

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