Pantograph for a railway vehicle

Abstract

Provided is a pantograph for a railway vehicle that can adjust a breaking load and quickly monitor a breakage of a pantograph. A breakage monitoring unit (Ps) monitors a breakage of a pantograph (PG) based on a leakage of air from an air reservoir (As) when a load is applied to a frame group (2) or a current collector shoe (4). A first block (81) is fixed with respect to a shoe support (41) or a chassis (1), and a second block (82) is disposed in a state of being engaged with the first block by an acting force of an acting force unit (9). A balance link (24) or an equalizing link (25) is connected to the second block. A ball (Sh) that is fitted to a ball support portion (83a, 83b) formed in each block and a ring-shaped sealing member (85) are interposed between engagement surfaces (8a, 8b) of the two blocks. A gas supply unit (86, 87, Cm) that sets a space surrounded by the sealing member as the air reservoir and supplies gas to the air reservoir, and an adjustment unit (91, 92, 94) that adjusts the acting force of the acting force unit are provided.

Description

Technical Field

[0001] This invention relates to a pantograph for railway vehicles, comprising: a current collector shoe; a frame assembly supporting the current collector shoe; and a main spring that applies force to the frame assembly on its upwardly extended side. The frame assembly includes: a lower frame that is oscillatingly connected to a main shaft mounted on a base frame, the base frame being mounted on the roof of the railway vehicle; an upper frame that is oscillatingly connected to the lower frame and supports the current collector shoe; a balance link that is oscillatingly connected between the lower frame and the shoe support of the current collector shoe and maintains the posture of the current collector shoe at a constant position; and a balance link that is connected between the base frame and the upper frame and causes the upper frame and the lower frame to oscillate in conjunction. Background Technology

[0002] A known pantograph has the following structure: To detect pantograph damage caused by abnormalities in the overhead line or collisions with flying objects during railway vehicle operation, an air reservoir is formed at a predetermined location on the frame assembly, and a damage monitoring unit is provided. When a load is applied to the frame assembly or current collector shoe, this damage monitoring unit monitors for pantograph damage based on air leakage from the air reservoir (see, for example, Patent Document 1). Specifically, the mounting pin, which is flexibly connected to the balance bar, has a hole that is not axially penetrating, serving as the air reservoir. Pressurized air is always pre-filled in the hole at a fixed pressure. Furthermore, if a load is applied to the frame assembly or current collector shoe due to a collision with a flying object, causing the mounting pin to break, air leaks from the hole. Therefore, the damage monitoring unit detects the accompanying pressure change and uses this pressure change to detect pantograph damage.

[0003] However, the existing structure described above has the following problem: once the breakage load (i.e., the load used to monitor breakage) is set, it cannot be readjusted thereafter. Here, the breakage load varies, for example, depending on the weight of the current collector shoe. Therefore, if the pantograph specifications change along with weight variations, such as changes in the material of the current collector shoe's slide plate, a corresponding mounting pin needs to be prepared.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2007-189754 Summary of the Invention

[0007] In view of the above problems, the purpose of this invention is to provide a pantograph for railway vehicles that can adjust the damage load so as to detect pantograph damage as soon as possible.

[0008] To address the aforementioned issues, the pantograph for railway vehicles of the present invention comprises: a current collector shoe; a frame assembly supporting the current collector shoe; and a main spring that applies force to the frame assembly on its upwardly extended side. The frame assembly includes: a lower frame that is oscillatingly connected to a main shaft mounted on a base frame, the base frame being mounted on the roof of the railway vehicle; an upper frame that is oscillatingly connected to the lower frame and supports the current collector shoe; a balance link that is oscillatingly connected between the lower frame and the shoe support of the current collector shoe and maintains the posture of the current collector shoe at a constant position; and a balance link that is connected between the base frame and the upper frame and causes the upper and lower frames to oscillate in conjunction. An air storage section is formed at a predetermined position in the frame assembly. The pantograph for railway vehicles also includes a damage monitoring unit. The pantograph for railway vehicles is characterized by the following features: a first block fixed relative to a shoe support or base frame; a second block engaged with the first block by a force applied by a force-applying unit; a balance link or equalizing link connected to the second block; a sphere fitted into spherical support portions formed on the first and second blocks respectively, sandwiched at the joint surface of the two blocks; and an annular sealing member. The pantograph also includes a gas supply unit that provides gas to the air storage portion within the space enclosed by the sealing member; and an adjustment unit that adjusts the force applied by the force-applying unit.

[0009] In summary, when a shear load is applied to the joint surface of a pair of blocks due to anomalies in the overhead line or collisions with flying objects during railway vehicle operation, if the applied load exceeds the resultant force of the force-applying unit and the frictional force between the sphere and its support, the sphere will detach from the support, creating a gap between the two joint surfaces corresponding to the diameter of the sphere. This causes air leakage from the air reservoir, allowing for detection of the accompanying pressure changes and rapid detection of pantograph damage using a damage monitoring unit. Furthermore, by simply changing the force of the force-applying unit using the adjustment unit, the load used for damage monitoring can be appropriately altered even after the pantograph is assembled. Moreover, since the components constituting the frame assembly are not damaged (broken) as in the aforementioned conventional examples, the pantograph can be easily restored to its original state, which is more advantageous. Attached Figure Description

[0010] Figure 1 This is a front view of a pantograph for railway vehicles according to an embodiment of the present invention.

[0011] Figure 2 It is a three-dimensional diagram showing a magnified portion of the pantograph.

[0012] Figure 3 (a) and Figure 3 (b) is a partially enlarged cross-sectional view illustrating the leakage of air from the air storage section.

[0013] Explanation of reference numerals in the attached figures

[0014] As…Air storage unit; Cm…Compressor (component of gas supply unit); PG…Single-arm pantograph (pantograph); Ps…Pressure sensor (damage monitoring unit); Sh…Sphere; 1…Base frame; 12…Main shaft; 2…Frame assembly; 21…Lower frame; 23…Upper frame; 24…Balance link; 25…Balance link; 3…Main spring; 4…Collider shoe; 81…First block; 82…Second block; 8a, 8b…Matching surfaces; 83a, 83b…Sphere support; 85…O-ring (sealing component); 86…Gas supply passage (component of gas supply unit); 87…Gas supply pipe (component of gas supply unit); 9…Helical spring (force application unit); 91…Guide pin (component of adjustment unit); 92…Pressure plate (component of adjustment unit); 94…Bolt (component of adjustment unit). Detailed Implementation

[0015] Hereinafter, with reference to the accompanying drawings, this embodiment will be described using a single-arm pantograph of the present invention, which is mounted on the roof of a railway vehicle and collects electricity from an overhead line. Hereinafter, terms indicating directions such as up, down, clockwise, and counterclockwise are used to indicate the pantograph's position on the roof of the railway vehicle. Figure 1 Based on.

[0016] Reference Figure 1 PG is the pantograph of this embodiment. The pantograph PG includes: a base frame 1 that is mounted on the roof of a railway vehicle (not shown) and is longer in the track direction by means of an insulating member; a frame assembly 2 provided on the base frame 1; and a main spring 3 that applies force to the frame assembly 2 on its upwardly extending side. The frame assembly 2 includes: a lower frame 21 that is oscillatingly connected to a main shaft 12, which is axially supported on a pair of brackets 11 erected on the base frame 1 in a manner extending along the sleeper (vehicle width) direction; and an upper frame 23 that is oscillatingly connected to the lower frame 21 by means of a hinge 22, and the current collector shoe 4 is supported by the upper frame 23 and by means of a shoe bracket 41. Additionally, the frame assembly 2 includes: a balance link 24, which is connected between the lower frame 21 and the shoe support 41 in a swing-free manner and keeps the posture of the current collector shoe 4 constant; and a balance link 25, which is connected between the base frame 1 and the upper frame 23 and causes the upper frame 23 and the lower frame 21 to swing in conjunction.

[0017] A cam component 12a is mounted on the main shaft 12. One end of the main spring 3 is connected to the cam component 12a. The clockwise rotational torque is applied to the main shaft 12 via the cam component 12a by the force (compression force) of the main spring 3, thereby applying force to the frame assembly 2 on the upward extension side. Additionally, a cylinder 5 is provided on the base frame 1 to overcome the compression force of the main spring 3 and rotate the main shaft 12 counterclockwise, and a locking mechanism 6 to hold the frame assembly 2 in a folded position. Furthermore, since the frame assembly 2, the current collector shoe 4, the cylinder 5, and the locking mechanism 6 utilize known structures, further detailed descriptions are omitted.

[0018] However, during the operation of railway vehicles, sometimes abnormalities of the overhead lines or collisions with flying objects can apply excessive loads to the frame assembly 2 and the current collector shoe 4, leading to damage to the pantograph PG. Therefore, it is necessary to be able to detect pantograph PG damage in advance as quickly as possible. In this embodiment, an air storage section As is formed at the connection between the upper frame 23 and the shoe bracket 41 of the current collector shoe 4, and a damage monitoring unit Ps is provided. When a load is applied to the frame assembly 2 or the current collector shoe 4, the damage monitoring unit Ps monitors the pantograph PG damage based on the leakage of air from the air storage section As.

[0019] Also refer to Figure 2 and Figure 3 A connecting block 42 is provided on the lower surface of the boot bracket 41, and a first through hole 42a extending in the sleeper direction is provided in the connecting block 42. Additionally, an upper frame connector 23a is provided at the upper end of the upper frame 23, and second through holes 231a and 232a are respectively provided at the end portions 231 and 232 of the upper frame connector 23a branching into two strands. Furthermore, the upper frame connector 23a is provided such that the connecting block 42 is clamped in from both sides, and the first through hole 42a and the second through holes 231a and 232a are located on the same shaft Ah. Then, the shaft 7 is inserted through the two through holes 42a, 231a, and 232a, thereby connecting the upper frame 23 to the boot bracket 41. In this case, although not specifically illustrated, from one end portion 232 (… Figure 3 The part of the protruding shaft 7 of the second through hole 232a (on the right side) is provided with a fixing unit to prevent the shaft 7 from falling off.

[0020] In the end portion 231 from the other side ( Figure 3 The first block 81 is integrally formed on the part of the protruding shaft 7 of the second through hole 231a (left side) by welding or the like. One side of the first block 81 located in the sleeper direction ( Figure 3The left side (hereinafter referred to as "first mating surface 8a") has a second block 82 that is engaged with the first block 81 by the force of a helical spring 9 acting as a force-applying unit. A balance link 24 is connected to the lower end of the second block 82. A guide hole 81 extending in the sleeper direction is provided in the second block 82. A guide pin 91 is inserted into the guide hole 81, and the end of the guide pin 91 in the insertion direction engages with a recess 82 formed in the first mating surface 8a. A pressure plate 92 is provided at the rear end of the guide pin 91. In this case, a screw hole 91a is provided on the rear end face of the guide pin 91, located at the bore shaft Ah. A bolt 94 is fastened to the screw hole 91a through a washer 93 to fix the pressure plate 92. Furthermore, on one side of the second block 82 (… Figure 3 A helical spring 9 is compressed between the left side and the pressure plate 92. In this embodiment, the above-mentioned components, including the bolt 94, constitute an adjustment unit for adjusting the force of the helical spring 9. The force of the helical spring 9 can be adjusted by changing the tightening stroke of the bolt 94.

[0021] The other side of the second block 82 ( Figure 3 The right side (center) is designated as the second mating surface 8b. Ball support portions 83a and 83b are formed on the first mating surface 8a and the second mating surface 8b, respectively positioned above and below the bore shaft Ah. These ball support portions 83a and 83b each support half of a ball Sh with a predetermined diameter. With the ball Sh fitted into the ball support portions 83a and 83b, the first block 81 and the second block 82 are mated. Furthermore, a recessed receiving portion 84 in the sleeper direction is recessed on the first mating surface 8a, positioned lower than the lower ball support portion 83b. An O-ring 85, serving as a sealing member, is provided in the receiving portion 84. Moreover, the space within the receiving portion 84, surrounded by the O-ring 85, when the first mating surface 8a and the second mating surface 8b are mated, is designated as an air storage portion As. Additionally, an air supply passage 86 is formed corresponding to the air storage portion As on the second block 82. The flexible air supply pipe 87 is connected to the air supply passage 86 via a connector 87a, enabling the supply of compressed air to the air storage unit As at a fixed pressure using the compressor Cm mounted on the base frame 1. In this embodiment, the aforementioned components 86, 87, and Cm constitute a gas supply unit. Furthermore, a pressure sensor Ps constituting a damage detection unit is installed within the air supply pipe 87. For example, a constriction (not shown) is provided in the air supply pipe 87; if air leakage occurs from the air storage unit As, the pressure within the air supply pipe 87 drops sharply, and this situation can be detected using the pressure sensor Ps.

[0022] In conclusion, when from Figure 3When the state shown in (a) is accompanied by abnormalities in the elevated track during railway vehicle operation and collisions with flying objects, a shear load is applied to the joint surfaces 8a and 8b of a pair of blocks 81 and 82. If the applied load exceeds the resultant force of the helical spring 9 and the frictional force between the sphere Sh and the sphere support parts 83a and 83b, then as follows... Figure 3 As shown in (b), the sphere Sh detaches from the sphere supports 83a and 83b, forming a gap between the two mating surfaces 8a and 8b corresponding to the diameter of the sphere Sh. This causes air leakage from the air reservoir As, and as described above, a sharp drop in pressure within the air supply pipe 87 can be monitored using the pressure sensor Ps. In this case, if the detected value of the pressure sensor Ps falls below a set value, a signal is sent, and correspondingly, the cylinder 5 actuates, causing the frame assembly 2 to descend. At this time, by simply changing the amount of screwing in the bolt 94, the force of the helical spring 9 can be changed, allowing for appropriate alteration of the load used to monitor for breakage, even after the pantograph PG has been assembled. Furthermore, since the components constituting the frame assembly 2 are not damaged (broken) as in the conventional example described above, the pantograph PG can be easily restored to its current state, which is more advantageous.

[0023] The embodiments of the present invention have been described above. However, the present invention is not limited to the above embodiments, and appropriate modifications can be made without departing from the technical concept of the present invention. In the above embodiments, a single-arm pantograph PG was described as an example, but it is not limited to this, and the present invention can also be applied to so-called rhomboid and lower frame cross-shaped structures. In addition, in the above embodiments, an air storage section As was formed at the connection between the balance link 24 and the shoe bracket 41, but the present invention is not limited to this, and an air storage section As can also be formed by providing a pair of blocks 81, 82 at the connection between the balance link 25 and the base frame 1 as described above. In addition, in the above embodiments, a helical spring 9 was described as an example as a force-applying unit, but it can be any form as long as its force is variable.

Claims

1. A pantograph for railway vehicles, comprising: a current collector shoe; a frame assembly supporting the current collector shoe; and a main spring that applies force to the frame assembly on its upwardly extending side. The frame assembly comprises: a lower frame, which is oscillatingly connected to a main shaft mounted on a base frame, the base frame being mounted on the roof of a railway vehicle; an upper frame, which is oscillatingly connected to the lower frame and supports the current collector shoe; a balance link, which is oscillatingly connected between the lower frame and the shoe support of the current collector shoe and maintains the posture of the current collector shoe at a constant position; and a balance link, which is connected between the base frame and the upper frame and causes the upper frame and the lower frame to oscillate in conjunction. An air storage compartment is formed at a designated location on the frame assembly. The pantograph for the railway vehicle also has a damage monitoring unit. When a load is applied to the frame assembly or the current collector shoe, the damage monitoring unit monitors the pantograph for damage based on the leakage of air from the air storage compartment. Its features are, The pantograph for the railway vehicle includes: a first block fixed relative to a boot bracket or base frame; and a second block engaged with the first block by means of a force-applying unit, with a balance link or equalizing link connected to the second block. A sphere, which fits into the spherical support portion formed on the first and second blocks respectively, is sandwiched between the joint surfaces of the two blocks; and an annular sealing member is provided. The pantograph for the railway vehicle is equipped with: a gas supply unit that provides gas to the air storage unit by designating the space surrounded by a sealing component as an air storage unit; and an adjustment unit that adjusts the force applied by the force application unit.

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