JP7323348B2 - Current collector for railway vehicles - Google Patents

Description

The present invention relates to a current collector for railway vehicles.

A current collector installed on the roof of a railroad vehicle is a device that collects electric power supplied to the railroad vehicle from an overhead wire stretched over the current collector. In order to stably collect current, it is necessary to avoid the effects of running wind and crosswinds and to have characteristics that allow the contact strip of the current collector to stably follow the overhead wire.

For example, in Patent Document 1, in order to adjust the lift force acting on the current collector, the shape of the current collector bar that supports the contact strip that slides on the overhead wire is measured using an objective function calculated from analysis and wind tunnel tests. An optimization technique is disclosed. According to this method, by incorporating the lift value during running and the magnitude of the radiated aerodynamic noise into the objective function, it is possible to obtain the shape of the current collecting boat that satisfies the predetermined aerodynamic characteristics and aerodynamic noise characteristics. can.

Further, Patent Document 2 discloses a method of adjusting an aerodynamic force acting on a main frame that supports a collector shoe that holds a contact strip that slides on an overhead wire. According to this method, a tripping wire or the like is provided on the surface of the main frame to transition the laminar boundary layer developed on the surface of the main frame to a turbulent boundary layer, thereby reducing the aerodynamic force generated in the main frame and stabilizing the flow. current collection can be realized.

Japanese Patent No. 5250250 JP 2014-3847 A

The shape of the current collecting bar and frame that allows the current collector to collect current stably is designed while confirming the lift generated in the current collecting bar and frame through numerical analysis, wind tunnel tests, and test runs on actual vehicles. . However, current collectors during commercial operation may be exposed not only to the running wind caused by the progress of the railway vehicle, but also to crosswinds and the like depending on the topographical and climatic conditions along the railway line. Therefore, it is desirable to realize a current collector that can stably collect current even in an environment where crosswinds or the like blow.

SUMMARY OF THE INVENTION An object of the present invention is to provide a current collector for a railway vehicle that can stably collect current with low noise regardless of the presence or absence of crosswinds.

In order to solve the above-mentioned problems, one of the typical railway vehicle current collectors according to the present invention is a railway vehicle roof in which sound insulation walls are erected at both ends in the width direction of the roof. A current collector for a railway vehicle, which is provided on the side and collects electric power from an overhead wire, comprising a current collecting bar holding a contact strip that contacts the overhead wire to collect current, and a current collecting bar supporting the current collecting bar. It has a cylindrical main frame, an elevating device that drives the main frame in the height direction, an underframe provided with the elevating device, and a windshield cover that covers the underframe. A lift force adjuster is provided on the lower surface of the main frame to prevent a decrease in the lift force acting on the main frame when it receives a crossing wind , and the lift force adjuster is arranged along the curved surface of the lower surface of the main frame. and a plate portion protruding downward in the vertical direction from the base portion, and the top portion of the plate portion has a rounded cross section.

Advantageous Effects of Invention According to the present invention, it is possible to provide a current collector for railway vehicles that can stably collect current with low noise regardless of the presence or absence of crosswinds.
Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

FIG. 1 is a perspective view schematically showing the flow around a current collector for railway vehicles in a crosswind environment. FIG. 2 is a front view showing a process in which an air flow in a direction pushing down the current collector is generated in a crosswind environment. FIG. 3 is a cross-sectional view schematically showing the flow around the main frame of a conventional current collector under a cross wind environment (corresponding to the AA cross section in FIG. 4). 4 is a side view of the current collector according to Embodiment 1. FIG. 5 is a rear view of the current collector according to Embodiment 1. FIG. FIG. 6 is a cross-sectional view schematically showing the flow around the main frame of the current collector according to the present embodiment under a crosswind environment (corresponding to the AA cross section in FIG. 4). FIG. 7 is a diagram showing a lift force adjusting section according to Embodiment 2 provided on the upper frame (corresponding to the AA section of FIG. 4). FIG. 8 is a diagram showing a lift force adjusting section according to Embodiment 3 provided on the upper frame. FIG. 9 is a side view of the current collector for railway vehicles according to the present embodiment when folded.

[Embodiment 1]
Embodiments of the present invention will be described below with reference to the drawings.

First, each direction related to the railway vehicle used in the following description is defined as the longitudinal direction (rail direction) of the railway vehicle 2 (hereinafter referred to as the vehicle 2) in the x direction (the traveling direction is positive), and the width direction of the vehicle 2 ( The crosstie direction) is defined as the y direction (positive to the left when facing the direction of travel), and the height direction perpendicular to the x and y directions of the vehicle 2 is defined to be the z direction (positive is upward in the direction of gravity). Hereinafter, they are simply referred to as x-direction, y-direction, and z-direction. Note that the x direction is synonymous with the traveling direction of the vehicle 2 .

FIG. 1 is a perspective view schematically showing a flow around a current collector for a railway vehicle under a crosswind environment. The vehicle 2 obtains electric power for driving the vehicle 2 from an overhead wire 1 installed at a predetermined height above the railroad track by a current collector 4 mounted on a roof 3a forming a vehicle body 3. As shown in FIG.

The current collector 4 includes a contact strip 5a that slides on the overhead wire 1, a current collecting shoe 5 that holds the contact strip 5a, a main frame 6 that supports the current collecting shoe 5 so as to be movable along the z direction, It is composed of an underframe 7 that holds the frame 6, an insulator 8 that electrically insulates the underframe 7 from the vehicle 2, and the like.

The current collecting shoe 5 has horn portions 5b curved in the (-z) direction at both ends along the y direction. The underframe 7 is supported by two insulators 8 at both ends of its lower surface in the x direction. The insulator 8 has a cross-sectional shape that intersects the z-direction and has a substantially elliptical (elliptic) shape in which the major axis is arranged along the x-direction, and has a shape that does not easily generate aerodynamic noise.

The underframe 7 has an elevating device for elevating or lowering the current collecting shoe 5 along the z-direction. The main frame 6 includes a boat support portion 6a that horizontally holds the current collecting boat 5, a cylindrical (including one having an elliptical cross section) upper frame 6b that supports the boat support portion 6a, and the upper frame 6b. and a lower frame 6c connected via a joint portion 6d.

The lifting device mainly applies a lifting force (torque) to the lower frame 6c attached in a cantilever manner so that the contact strip 5a supported by the current collecting shoe 5 is pressed against the overhead wire 1 with a predetermined lifting force. It has a built-in spring (spring for push-up). Therefore, by controlling the bending degree of the joint portion 6d of the main frame 6, the current collecting shoe 5 follows the displacement of the overhead wire 1 in the z direction, and the contact strip 5a is moved toward the overhead wire 1 with a predetermined lifting force. can be pushed up.

A surface 6e of the main frame 6 (see FIG. 6, which will be described later) is the outer peripheral surface of the main frame 6, and the cross-sectional shape when cut along the y-direction and the z-direction is a substantially elliptical curved surface extending in the z-direction. be. The underframe 7 is provided with a windshield cover 7a that covers the lifting device and the like so that the lifting device and the like do not increase the turbulence of the air flow passing near the underframe 7 and cause an increase in fluid noise and fluid resistance. . The windshield cover 7a has a relatively large dimension along the x-direction.

The main frame 6 that supports the current collecting shoe 5 is located in the center of the vehicle body 3 (roof 3a) in the y direction, which is almost immediately below the overhead wire 1 . An underframe 7 that supports the main frame 6 in a cantilever manner and a windshield cover 7a that covers the underframe 7 are arranged to be biased in the (+y) or (−y) direction from the central portion of the vehicle body 3 in the y direction. be done.

The conditions under which the current collector 4 receives running wind 210 generated by running of the vehicle 2 are determined as follows. The condition that the vehicle 2 travels in the direction from the current collecting bar 5 of the current collector 4 toward the joint portion 6d of the main frame 6 is set as the dragging condition. The condition under which 2 progresses is the anti-fluttering condition. In the swinging condition, the windshield cover 7a is provided on the side closer to the sound insulating plate 10a than the central portion of the roof 3a in the y direction.

The sound insulation device 9 is provided to suppress diffusion of noise generated from the current collector 4 installed on the roof 3a along the railway line. The sound insulation device 9 comprises a pair of sound insulation plates 10a (10b) erected along the x direction of the roof 3a at both ends of the roof 3a in the y direction.

The sound insulation plates 10a (10b) are provided on the roof 3a within the vehicle limits on both sides of the current collector 4 in the y direction in such a manner as to insulate the side surfaces of the current collector 4, which is the noise source. The aerodynamic noise, sliding noise, and spark noise generated from the current collector 4 propagate in the air in the (±y) directions, but the sound insulating plates 10a (10b) block these noises, so they are not observed along the track. noise can be reduced.

FIG. 2 is a front view showing a process in which an air flow in a direction pushing down the current collector is generated in a crosswind environment. In an environment where a crosswind 220 in the (-y) direction (that is, crosswind 220 from the (+y) direction side to the (-y) direction side) blows (see FIG. 1), the vehicle 2 flutters (current collection from the joint 6d The vehicle 2 is traveling in the direction toward the boat 5), and the windshield cover 7a is positioned close to the sound insulation plate 10a, the current collector 4 installed on the roof 3a is exposed to crosswinds in the (-y) direction. 220 and the running wind 210 in the (-x) direction accompanying the running of the vehicle 2 are combined to receive a combined wind 200 (see FIG. 1) flowing obliquely from the front.

The synthetic wind 200 rides on the vehicle body 3 and flows into the roof 3a. Part of the synthetic wind 200 becomes a forward flow 200a overcoming the (+x) direction end of the sound insulation plate 10a installed at the (+y) direction end of the roof 3a, and the other part of the synthetic wind 200 is It becomes a central flow 200b that crosses the central portion along the x direction of the sound insulating plate 10a.

A forward derived flow 201a derived from the forward flow 200a flows along the roof 3a in the (-y) direction and collides with the insulator 8. The forward derived flow 201a that has collided with the insulator 8 tries to change its direction in the (+z) direction, but it is derived from the central flow 200b, collides with the windshield cover 7a, and is pushed by the central derived flow 201b heading in the (-z) direction. After being deflected to flow along the roof 3a in the (+y) direction, it becomes a flow running up in the (+z) direction along the inner surface of the sound insulating plate 10a. Since the insulator 8 has an elliptical low-noise shape with the long axis along the x-direction, it is easy to block the flow 201a in the (−y) direction.

On the other hand, a center derivative flow 201b derived from the center flow 200b collides with the windshield cover 7a and becomes a flow in the (-z) direction descending toward the roof 3a. The center derived flow 201b that has reached the roof 3a changes direction and becomes a flow that goes in the (+y) direction along the roof 3a. After that, the central derived flow 201b runs up in the (+z) direction along the inner surface of the sound insulating plate 10a, like the forward derived flow 201a.

Therefore, in the space between the windshield cover 7a of the current collector 4 and the sound insulating plate 10a, a forward derived flow 201a that is dammed by the insulator 8 and turns back and a central derived flow 201b that collides with the windshield cover 7a create ( A strong counterclockwise vortex 204A is formed when viewed in the -x) direction. The process of forming the strong vortex 204A when the underframe 7 of the current collector 4 is provided with the windshield cover 7a has been described, but even if the underframe 7 is not provided with the windshield cover 7a, , similarly, a strong vortex 204A is formed.

The current collector 4 includes a flow further derived from a forward derived flow 201a having a z-direction component that runs up the (+x) direction edge of the sound insulation plate 10a, and a central flow that crosses over the center portion of the sound insulation plate 10a along the x direction. It receives a peripheral stream 205a consisting of a further derivative of stream 200b. The peripheral flow 205a is induced in the (−z) direction by the vortex 204A to become a downward flow toward the current collector 4. FIG.

FIG. 3 is a cross-sectional view schematically showing the flow around the main frame of a conventional current collector under a cross wind environment, which corresponds to the AA cross section of FIG. A downward peripheral flow 205a that overcomes the sound insulation plate 10a (FIG. 2) and has a component in the (-y) direction and the (-z) direction is the center of the main frame 6 (upper frame 6b) that forms the current collector 4. It collides with the axis in a substantially crosswise manner.

The cylindrical (columnar) upper frame 6b receives a force FS1 that pushes the upper frame 6b in the (−y) direction and a pushing force FD1 that pushes the upper frame 6b in the (−z) direction due to the peripheral flow 205a. When the peripheral flow 205a pushes the upper frame 6b in the (-z) direction with a pressing force FD1, the current collecting shoe 5 supported by the upper frame 6b is pulled down in the (-z) direction. When this pressing force FD1 exceeds the force of the main spring provided in the lifting device to push up the contact strip 5a against the overhead wire 1, the contact strip 5a separates from the overhead wire 1, hindering stable current collection.

In order to continue stable current collection, it is desirable that the contact strip 5a be pressed against the overhead wire 1 with a predetermined lifting force even when there is a disturbance such as a crosswind. As a case where stable current collection is hindered, a fluid force acting in the (+z) direction acts on the main frame 6, and a force greater than a predetermined upward force acts on the contact strip 5a, causing it to be pushed up by the overhead wire 1. , or fluid force in the (-z) direction acts on the main frame 6, making it easier for the contact strip 5a to separate from the overhead wire 1.

Here, when the contact strip 5a is pressed against the overhead wire 1 with a force slightly larger than the predetermined lifting force, wear of the contact strip 5a is accelerated, and maintenance work to replace the contact strip 5a occurs at a shorter cycle than expected. There is a risk.

On the other hand, if the contact strip 5a is likely to separate from the overhead wire 1, an arc discharge accompanied by a large current occurs between the contact strip 5a and the overhead wire 1, causing electromagnetic noise and spark noise. There is a risk that the contact wire 1 and the contact strip 5a will rapidly deteriorate due to the high temperature at that time. Therefore, in order to continue stable current collection, it is necessary to reduce the influence of the fluid force acting on the main frame 6 in the (-z) direction, thereby suppressing the force that separates the contact strip 5a from the overhead wire 1. have priority.

FIG. 4 is a side view of the current collector according to this embodiment, and FIG. 5 is a rear view of the current collector according to this embodiment. The upper frame 6b forming the current collector 4 overcomes the sound insulating plate 10a and forms a peripheral flow 205a (Fig. 3) is provided with a lift force adjustment unit 11 that is less susceptible to the influence of 3).

Even when the main frame 6 (upper frame 6b, etc.) forming the current collector 4 is placed in the peripheral flow 205a that blows down, the lift adjustment unit 11 adjusts the current collector bar 5, etc. of the current collector 4 ( The fluid force acting in the downward direction in the -z) direction can be reduced. As a result, the contact strip 5a supported by the current collecting shoe 5 maintains a state of being pushed up by the overhead wire 1 with a predetermined pushing force, thereby enabling stable current collection.

FIG. 6 is a cross-sectional view schematically showing the flow around the upper frame of the current collector according to the present embodiment under a cross wind environment, which corresponds to the AA cross section of FIG. The lift adjusting portion 11 is composed of a plate portion (fin portion) 11a, is formed on the lower surface (surface in the -z direction) of the cylindrical upper frame 6b, and extends along the axial direction of the upper frame 6b.

A peripheral flow 205a having a component in the (-z) direction toward the current collector 4 over the sound insulating plate 10a collides with the side surface of the upper frame 6b, and then splits into the (+z) direction and the (-z) direction. It flows along the surface 6e of the upper frame 6b.

Since the flow branched downward (-z direction) collides with the lift force adjusting portion 11 (plate portion 11a) provided integrally with the upper frame 6b and is blocked, the pressure increases and the flow rate decreases. On the other hand, the flow divided upward (in the +z direction) increases in flow velocity because a flow corresponding to the reduced flow in the flow divided in the (-z) direction flows.

The accelerated flow above the surface 6e (in the +z direction) separates from the surface 6e near the top of the upper frame 6b to create a separation zone. In the separation zone, many vortices are generated and the pressure drops. The release area is formed widely along the longitudinal direction (x direction) of the upper frame 6b.

As described above, the pressure is increased below the upper frame 6b (-z direction), and the pressure is decreased above the upper frame 6b (+z direction). is pushed upward (+z direction). This push-up force weakens the downward (−z direction) pushing force FD2 by the peripheral flow 205a.

Therefore, the downward pressing force of the peripheral flow 205a is weakened by the lift force adjusting unit 11, so that the contact strip 5a held by the current collecting shoe 5 connected to the main frame 6 is stably collected without being separated from the overhead wire 1. can be continued.

Similarly, the lower frame 6c forming the main frame 6 of the current collector 4 is also exposed to the peripheral flow 205a. The peripheral flow 205a in the vicinity of the lower frame 6c may be turbulent due to the influence of the windshield cover 7a, etc. However, if the above-described effects can be expected, the lower frame 6c may also be provided with a similar lift force adjusting section 11. good.

The effect of weakening the downward pressure force of the flow 205a by the lift force adjusting portion 11 is that the joint portion 6d of the main frame 6 collects current while maintaining the positional relationship between the sound insulating plate 10a, the windshield cover 7a, and the insulator 8. The same can be expected for the anti-fluttering condition placed in the (-x) direction from the boat 5 .

When there is no peripheral flow 205 a or cross wind 220 , the main frame 6 (upper frame 6 b, lower frame 6 c ) of the current collector 4 is mainly subjected to running wind 210 accompanying running of the vehicle 2 . Under the fluttering condition, the traveling wind 210 flowing in a substantially horizontal direction collides with the upper surface of the obliquely arranged upper frame 6b in a direction along the axis of the upper frame 6b. Similarly, under the anti-swaying condition, the traveling wind 210 flowing in a substantially horizontal direction collides in the direction along the axis of the upper frame 6b with the lift force adjusting portion 11 provided on the lower surface of the obliquely arranged upper frame 6b.

Therefore, when the current collector 4 is predominantly exposed to the running wind 210, the difference between the pressure above and below the upper frame 6b is small, so that a large lift or the like is generated that hinders stable current collection. do not have. Furthermore, since the running wind 210 collides along the axial direction under the swinging condition and the anti-swinging condition, the lift force adjusting section 11 provided in the main frame 6 does not generate a large aerodynamic noise.

[Embodiment 2]
FIG. 7 is a cross-sectional view of the lift force adjusting portion according to Embodiment 2 provided on the upper frame, and shows a state seen in the (+x) direction. The upper frame 6b has a lift adjuster 11 on its underside to reduce the downward force associated with the peripheral flow 205a. The lift adjusting portion 11 is composed of a base portion 11c along the curved surface of the lower surface of the upper frame 6b, and a plate portion 11a projecting in the (-z) direction from the central portion of the base portion 11c in the y direction. The top portion 11b of the plate portion 11a is rounded so as not to generate aerodynamic noise when damming the flow 205a flowing along the upper frame 6b and the base portion 11c.

In this embodiment, since the lift force adjusting portion 11 includes the base portion 11c, the lift force adjusting portion 11 can be fixed to the upper frame 6b using the base portion 11c after being manufactured as a separate component from the upper frame 6b. Therefore, the same lift force adjusting section 11 can be attached to the main frame 6 (the upper frame 6b and the lower frame 6c) of the current collector 4 having different specifications, and the manufacturing cost of the upper frame 6b and the like can be suppressed. Instead of the base portion 11c, the plate portion 11a may be discretely fixed to the lower surface of the upper frame 6b with rivets (not shown) along the longitudinal direction of the plate portion 11a.

By making the lift force adjusting unit 11 a separate part from the upper frame 6b, the degree of fluid force (lift force) in the (+z) direction acting on the upper frame 6b when placed in the peripheral flow 205a can be adjusted. , the total length of the lift force adjusting portion 11 can be adjusted. In other words, when a large lift is desired, the lift adjustment part 11 having an allowable (upper limit) length is prepared, and when a small lift is required, the lift adjustment part 11 is adjusted (cut) to the required length. ) and fixed to the lower surface of the upper frame 6b, the lift generated in the main frame 6 can be easily adjusted, and the number of design steps can be reduced.

[Embodiment 3]
FIG. 8 is a partial perspective view of a lift force adjuster according to Embodiment 3 provided on the upper frame. The lift force adjustment unit 11 includes a base portion 11c along the curved surface of the lower surface of the upper frame 6b, a pair (two rows) of plate portions 11a projecting in parallel in the (-z) direction from the center portion of the y direction of the base portion 11c, consists of Each plate portion 11a has a convex portion 11a1 and a concave portion 11a2 alternately along the axial direction of the upper frame 6b. In an adjacent manner, they are connected to a common base 11c.

With this configuration, a part of the peripheral flow 205a that collides with the side surface of the upper frame 6b and branches toward the lower surface of the surface 6e of the upper frame 6b first collides mainly with the convex portion 11a1 of one plate portion 11a. After that, it passes through the concave portion 11a2 of one plate portion 11a and collides with the convex portion 11a1 of the other plate portion 11a. In this process, part of the peripheral flow 205a that collides with the side of the upper frame 6b and is diverted is blocked, increasing the pressure below the upper frame 6b.

A part of the peripheral flow 205a dammed by the pair (two rows) of the plate portions 11a forming the lift force adjusting portion 11 hits the alternately provided convex portions 11a1 and concave portions 11a2, thereby causing a phase-aligned large-scale flow. A strongly two-dimensional flow structure is less likely to be formed below the upper frame 6b. As a result, it is possible to suppress the generation of aerodynamic noise.

The configuration in which the plate portion 11a is alternately provided with the convex portions 11a1 and the concave portions 11a2 can suppress generation of aerodynamic noise even if it is applied to the plate portion 11a described with reference to FIG.

FIG. 9 is a side view of the current collector for railway vehicles according to the present embodiment when folded. When the collector 4 does not collect current from the overhead wire 1, the main frame 6 is folded around the joint 6d and the collector saddle 5 is lowered. When the main frame 6 is folded in the (-z) direction, it is desirable that the lift force adjusting portion 11 provided on the lower surface of the upper frame 6b does not interfere with the upper surface of the lower frame 6c.

For this reason, considering the interference with each part when the current collector 4 is folded, when the length of the upper frame 6b is L, the lift force adjustment part 11 is positioned 0.4L from the boat support part 6a. and a position 0.15L from the joint portion 6d, and the allowable length of the lift force adjusting portion 11 at that time is preferably about 0.45L. Moreover, it is preferable that the height dimension H (see FIG. 8) of the plate portion 11a forming the lift force adjusting portion 11 is about 0.02L.

In addition, the shape of both ends along the axial direction of the upper frame 6b of the lift force adjusting section 11 is such that the height dimension H gradually increases toward both ends so as not to generate aerodynamic noise caused by the peripheral flow 205a and the running wind 210. It is desirable to have a shape (substantially triangular shape, etc.) that is smaller than the above.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. Here, an example is shown in which the current collector 4 has the joint portion 6d and the main frame 6 in which the joint portion 6d is bent. However, the main frame 6 is not limited to a bent form, and may have a rod-like form in which one end is connected to the lifting device and the other end supports the current collecting shoe 5 .

The above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. It is also possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace a part of the configuration of each embodiment with another configuration.

1... Overhead line, 2... Railroad vehicle,
3... Body, 3a... Roof,
4... Current collector, 5... Current collector,
5a... slider, 5b... horn part,
6... main frame, 6a... boat support,
6b... upper frame, 6c... lower frame,
6d... Joint part, 7... Underframe,
7a...windshield cover, 8...insulator,
10a, 10b... Sound insulating plate, 11... Lift adjusting unit,
11a... plate part (fin part), 11a1... convex part,
11a2... concave part, 11b... top part,
11c...Base, 200...Synthetic wind,
210... Running wind, 220... Cross wind,
x...Longitudinal (rail) direction, y...Width (ties) direction,
z...height direction

Claims (4)

In the roof of a railway vehicle having sound insulation walls erected at both ends in the width direction of the roof, a current collector for a railway vehicle that is provided on the side of the sound insulation wall and collects power from overhead wires,
a current collecting boat holding a contact strip that collects current by coming into contact with the overhead wire;
a cylindrical main frame that supports the current collector;
a lifting device for driving the main frame in the height direction;
an underframe comprising the lifting device,
a lift force adjusting unit for preventing a decrease in lift force acting on the main frame when receiving wind in a direction that intersects the longitudinal direction of the main frame, provided on the lower surface of the main frame ;
The lift force adjusting portion is composed of a base portion that is in close contact with the curved surface of the lower surface of the main frame and that becomes thinner toward the outside in the width direction, and a plate portion that projects downward in the vertical direction from the base portion,
The top cross section of the plate portion is rounded,
A current collector for railway vehicles, characterized by: In the railway vehicle current collector according to claim 1,
The main frame is provided in a cantilevered manner on the underframe that is positioned directly below the overhead wire and includes the lifting device,
A current collector for railway vehicles, characterized by: In the railway vehicle current collector according to claim 1 or claim 2,
The plate portion protrudes vertically downward from the center of the base portion in the width direction,
A current collector for railway vehicles, characterized by: In the railway vehicle current collector according to claim 1 or claim 2 ,
The plate portion protrudes vertically downward in two rows from the base portion, and has recesses and protrusions that are arranged adjacent to each other along the axial direction of the main frame.
A current collector for railway vehicles, characterized by:

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