CN112078436B - Rigid contact net anchor section joint structure - Google Patents
Rigid contact net anchor section joint structure Download PDFInfo
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- CN112078436B CN112078436B CN202010842288.2A CN202010842288A CN112078436B CN 112078436 B CN112078436 B CN 112078436B CN 202010842288 A CN202010842288 A CN 202010842288A CN 112078436 B CN112078436 B CN 112078436B
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- bus bar
- pantograph
- joint structure
- terminal
- anchor section
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/12—Trolley lines; Accessories therefor
- B60M1/18—Section insulators; Section switches
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
Abstract
The invention discloses a rigid contact net anchor section joint structure which comprises a first bus bar, a second bus bar and an electric connection assembly, wherein the first bus bar is connected with the first bus bar through a first connecting piece; the first bus bar and the second bus bar are arranged in parallel and partially overlapped, the first bus bar and the second bus bar are electrically connected at the overlapped part through the electric connecting assembly, and the first bus bar and the second bus bar are provided with equal-height areas at the overlapped part; one end of the first bus bar close to the second bus bar is a first terminal, and one end of the second bus bar close to the first bus bar is a second terminal; the first bus bar and the second bus bar are positioned on the same side of the central line of the pantograph at the drawing value of the overlapped part, the first terminal is a pantograph-out end, the second terminal is a pantograph-in end, and the drawing value of the pantograph-out end is smaller than that of the pantograph-in end. The rigid contact net anchor section joint structure can enable the carbon pantograph slide plate of a train to wear uniformly, avoid the formation of key wear on the surface of the carbon pantograph slide plate and prolong the service life of the carbon pantograph slide plate.
Description
Technical Field
The invention belongs to the technical field of urban rail transit, and particularly relates to a rigid contact net anchor section joint structure.
Background
The plane arrangement of a contact network is one of key technologies of electrified railways all the time. The joint of the anchor section and the connecting part of the adjacent anchor sections of the contact network are the most critical parts in the plane arrangement of the contact network, the structure of the joint of the anchor section is complex, the state and the quality of the joint of the anchor section directly influence the power supply quality of the contact network and the current taking quality of an electric locomotive, and the service life and the operation cost of a pantograph and the contact network are also influenced.
Since the Guangzhou subway secondary line adopts overhead rigid suspension, the rigid suspension has the outstanding advantages of simple structure, high reliability, simple and convenient engineering implementation, low comprehensive cost of operation and maintenance, low cost of the whole life cycle and the like, so the rigid suspension is more and more widely applied to urban rail transit and trunk electrified railways in China.
In recent years, in domestic and foreign subways, the problems of large abrasion of pantograph nets, uneven abrasion, more arc discharge and the like occur in the actual operation process, mainly manifested by uneven abrasion of the carbon pantograph slider, mainly manifested by irregular shape and uneven fluctuation of the working surface of the carbon pantograph slider, and heavier abrasion of the pantograph at the position of a pull-out value of about +/-100 mm, so as to form a deeper groove. Uneven abrasion of a carbon contact plate of a pantograph of a vehicle is caused mainly because the plane layout design of a rigid overhead contact system is not reasonable, so that when the pantograph passes through a non-insulated anchor section joint, the pantograph is collided with a bus bar terminal of a next anchor section to generate pantograph bounce due to collision, the problems of uneven abrasion of the carbon contact plate, arc discharge of the contact system and the like are caused, the high-speed adaptability of the rigid contact system in the form of using the anchor section joint is limited to a certain extent, and the running speed of the rigid contact system in the form of using the anchor section joint for connecting the anchor sections does not exceed 120km/h generally.
At present, the rigid suspension anchor section joint structure of the domestic subway generally adopts a symmetrical arrangement mode (as shown in figures 1 and 2) taking a pantograph central line as a center, and the pull-out value of the non-insulation anchor section joint is about +/-100 mm or +/-75 mm. When the symmetrical arrangement taking the central line of the pantograph as the center is adopted, at the joint of each non-insulating anchor section, the contact position of the carbon sliding plate and the contact net is positioned at the position of the midpoint deviation of about 100mm, namely, the pantograph passes through the non-complete horizontal state, the height guide of the two adjacent anchor sections is arranged in a mirror image mode, the two adjacent anchor sections are positioned at the same height, and the pantograph is easy to collide under the condition that the pantograph passes through the non-horizontal state. In ordinary subway, anchor section length generally sets up to 200 ~ 300m, has arranged a large amount of uninsulated anchor section joints, and operating duration is long after, the inequality condition appears in the inevitable on the pantograph carbon slide.
Therefore, a new technology is needed to solve the problem that the pantograph carbon slide plate is bumped at the non-insulated anchor section connecting part to cause the unevenness of the pantograph carbon slide plate in the prior art.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a rigid contact net anchor section joint structure which can enable a carbon pantograph slider of a train to be worn uniformly, avoid key wear on the surface of the carbon pantograph slider and prolong the service life of the carbon pantograph slider.
The invention adopts the following technical scheme:
a rigid contact network anchor section joint structure comprises a first bus bar, a second bus bar and an electric connection assembly;
the first bus bar and the second bus bar are arranged in parallel and partially overlapped, the first bus bar and the second bus bar are electrically connected at the overlapped part through the electric connection assembly, the first bus bar and the second bus bar are provided with equal-height areas at the overlapped part, and the heights of the first bus bar and the second bus bar in the equal-height areas are equal;
one end of the first bus bar, which is close to the second bus bar, is a first terminal, and one end of the second bus bar, which is close to the first bus bar, is a second terminal;
the first bus bar and the second bus bar are located on the same side of a central line of the pantograph at the pull-out value of the overlapped part, the first terminal is an pantograph-out end, the second terminal is a pantograph-in end, and the pull-out value of the pantograph-out end is smaller than that of the pantograph-in end.
As a further improvement of the technical scheme of the invention, the distance between the first bus bar and the second bus bar is 180-220 mm.
As a further improvement of the technical solution of the present invention, a distance between the first bus bar and the second bus bar is 200 mm.
As a further improvement of the technical solution of the present invention, two suspension points are respectively disposed in the overlapping portion of the first bus bar and the second bus bar, the distance between two adjacent suspension points is equal, the suspension point at the outermost end is located at the end of the equal-height region, and the electrical connection assembly is located between the two suspension points in the middle.
As a further improvement of the technical solution of the present invention, the overhead line system suspension structure is fixedly connected to the suspension point and is located outside the first busbar or the second busbar.
As a further improvement of the technical scheme of the invention, the distance between two adjacent suspension points is 1000 mm.
As a further improvement of the technical scheme of the invention, the length of the overlapping part is 5900-6100 mm.
As a further improvement of the technical scheme of the invention, the length of the overlapping part is 6000 mm.
As a further improvement of the technical solution of the present invention, the end of the first terminal and/or the second terminal is tilted upward.
As a further improvement of the technical scheme of the invention, the tilting height of the tail end is 2-4 mm.
Compared with the prior art, the invention has the beneficial effects that:
the rigid contact net anchor section joint structure can enable a pantograph to horizontally pass through the anchor section joint when passing through the anchor section joint, and reduces the possibility of collision generated on the anchor section joint, so that the pantograph-catenary relationship is improved, a carbon pantograph slide plate of a train is uniformly worn, the formation of key wear on the surface of the carbon pantograph slide plate is avoided, the service life of the carbon slide plate is prolonged, the arc-drawing probability is reduced, the pantograph-catenary stability is improved, the speed adaptability of the anchor section joint is improved, and the requirement that the speed per hour reaches 160km/h rigid contact net lines is met.
Drawings
The technology of the present invention will be described in further detail with reference to the accompanying drawings and detailed description below:
FIG. 1 is a schematic top view of an anchor segment joint structure of a conventional rigid catenary;
FIG. 2 is a layout diagram of an anchor segment joint of a conventional rigid contact network;
FIG. 3 is a schematic top view of the rigid catenary anchor segment joint structure of the present invention;
FIG. 4 is a layout view of the rigid catenary anchor segment joint structure of the present invention;
fig. 5 is a side view of the rigid catenary anchor segment joint structure of the present invention.
Reference numerals:
10-a first busbar; 11-a first terminal; 20-a second busbar; 21-a second terminal; 30-an electrical connection assembly; 40-equal height area; 50-pantograph centre line; 60-a suspension point; 70-overhead line system suspension structure.
Detailed Description
The conception, the specific structure and the technical effects of the present invention will be clearly and completely described in conjunction with the embodiments and the accompanying drawings to fully understand the objects, the schemes and the effects of the present invention. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The same reference numbers will be used throughout the drawings to refer to the same or like parts.
It should be noted that, unless otherwise specified, when a feature is referred to as being "fixed" or "connected" to another feature, it may be directly fixed or connected to the other feature or indirectly fixed or connected to the other feature. Further, the description of the upper, lower, left, right, etc. used in the present invention is only with respect to the positional relationship of the respective components of the present invention with respect to each other in the drawings.
Referring to fig. 3 to 5, the anchor segment joint structure of the rigid contact line comprises a first busbar 10, a second busbar 20 and an electric connection assembly 30.
The first bus bar 10 and the second bus bar 20 are arranged in parallel and partially overlapped to form an anchor segment joint, wherein the distance between the first bus bar 10 and the second bus bar 20 is 180-220mm, preferably 200 mm. The first bus bar 10 and the second bus bar 20 are electrically connected through the electrical connection assembly 30 at the overlapping portion for supplying power, the first bus bar 10 and the second bus bar 20 are provided with an equal-height area 40 at the overlapping portion, and the heights of the first bus bar 10 and the second bus bar 20 in the equal-height area 40 are equal to form a stable transition area, so that the sliding plate of the pantograph can be kept stable when the two bus bars are switched, and the impact is reduced.
One end of the first busbar 10 close to the second busbar 20 is a first terminal 11, and one end of the second busbar 20 close to the first busbar 10 is a second terminal 21; the first busbar 10 and the second busbar 20 are located on the same side of the pantograph central line 50 at the drawing value of the overlapping portion, the first terminal 11 is a pantograph-out end, and the second terminal 21 is a pantograph-in end, that is, the running direction of the train is that the drawing value of the pantograph-out end is smaller than that of the pantograph-in end.
Based on the structure, compared with a flexible contact net, the rigid contact net has the characteristics of large inherent rigidity and small lifting, the rigid contact net anchor section joint structure is adopted to form two anchor sections of an anchor section joint, the distance between two bus wires of the anchor section joint is kept to be about 200mm, the pull-out value is positioned at the same side in the range of the anchor section joint, according to the driving direction, the side with the small pull-out value is the bow-out end, and the side with the large pull-out value is the bow-in end, so that a pantograph horizontally enters the joint overlapping section when passing through the anchor section joint, the possibility of collision generated at the anchor section joint can be effectively reduced, the formation of key abrasion on the surface of a pantograph carbon slide plate is avoided, the service life of the carbon slide plate is prolonged, the pantograph relation is improved, the probability of arcing is reduced, the pantograph stability is improved, and the speed adaptability of the anchor section joint is improved.
In order to fix the two busbars, the first busbar 10 and the second busbar 20 are provided with two suspension points 60 in the overlapping portion, the two adjacent suspension points 60 are equidistant, the outermost suspension point 60 is located at the end of the equal-height region 40, and the electrical connection assembly 30 is located in the middle of the two intermediate suspension points 60. Specifically, a first point of the four suspension points 60 is disposed on the first busbar 10, a second point is disposed on the second busbar 20, a third point is disposed on the first busbar 10, and a fourth point is disposed on the second busbar 20. The distance between two adjacent suspension points 60 is 1000 mm. The suspension points 60 are not provided directly at the ends of said first busbar 10, said second busbar 20, but are 1500mm away from the ends, i.e. the ends of said first busbar 10 and said second busbar 20 are free ends 601500mm away from their closest suspension points. Wherein, the length of the overlapping part is 5900-6100mm, and is preferably 6000 mm.
The overhead line system suspension structure 70 is fixedly connected to the suspension point 60, and the overhead line system suspension structure 70 is located at the outer side of the first busbar 10 or the second busbar 20, so as to avoid the overhead line system suspension structure 70 from being impacted by a bow.
The ends of the first terminal 11 and/or the second terminal 21 are tilted upwards to facilitate pantograph entry and exit and to ensure equal height of the wires in the intermediate equal-height zone 40. Specifically, the height of the tip lift is 2-4mm, preferably 3 mm.
Other contents of the rigid contact net anchor section joint structure are referred to in the prior art and are not described herein again.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, so that any modification, equivalent change and modification made to the above embodiment according to the technical spirit of the present invention are within the scope of the technical solution of the present invention.
Claims (10)
1. The utility model provides a rigidity contact net anchor section joint structure which characterized in that: the bus bar comprises a first bus bar, a second bus bar and an electric connection assembly;
the first bus bar and the second bus bar are arranged in parallel and partially overlapped, the first bus bar and the second bus bar are electrically connected at the overlapped part through the electric connecting component, the first bus bar and the second bus bar are provided with equal-height areas at the overlapped part, and the heights of the first bus bar and the second bus bar in the equal-height areas are equal;
one end of the first bus bar, which is close to the second bus bar, is a first terminal, and one end of the second bus bar, which is close to the first bus bar, is a second terminal;
the first bus bar and the second bus bar are located on the same side of a central line of the pantograph at the pull-out value of the overlapped part, the first terminal is an pantograph-out end, the second terminal is a pantograph-in end, and the pull-out value of the pantograph-out end is smaller than that of the pantograph-in end.
2. The rigid catenary anchor segment joint structure of claim 1, wherein: the distance between the first bus bar and the second bus bar is 180-220 mm.
3. The rigid catenary anchor segment joint structure of claim 2, wherein: the distance between the first busbar and the second busbar is 200 mm.
4. The rigid catenary anchor segment joint structure of claim 1, wherein: the first bus bar and the second bus bar are provided with two suspension points in the overlapped part, the distances between the two adjacent suspension points are equal, the suspension point at the outermost end is positioned at the end part of the equal-height area, and the electric connection assembly is positioned between the two suspension points in the middle.
5. The rigid catenary anchor segment joint structure of claim 4, wherein: the contact net suspension structure is fixedly connected with the suspension point and is positioned on the outer side of the first bus bar or the second bus bar.
6. The rigid catenary anchor segment joint structure of claim 4, wherein: the distance between two adjacent suspension points is 1000 mm.
7. The rigid catenary anchor section joint structure of claim 1, wherein: the length of the overlapping part is 5900-6100 mm.
8. The rigid catenary anchor segment joint structure of claim 1, wherein: the length of the overlapping portion is 6000 mm.
9. The rigid catenary anchor section joint structure of claim 1, wherein: the tail end of the first terminal and/or the tail end of the second terminal are/is tilted upwards.
10. The rigid catenary anchor segment joint structure of claim 9, wherein: the tilting height of the tail end is 2-4 mm.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010842288.2A CN112078436B (en) | 2020-08-20 | 2020-08-20 | Rigid contact net anchor section joint structure |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010842288.2A CN112078436B (en) | 2020-08-20 | 2020-08-20 | Rigid contact net anchor section joint structure |
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| Publication Number | Publication Date |
|---|---|
| CN112078436A CN112078436A (en) | 2020-12-15 |
| CN112078436B true CN112078436B (en) | 2022-06-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010842288.2A Active CN112078436B (en) | 2020-08-20 | 2020-08-20 | Rigid contact net anchor section joint structure |
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Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113071379B (en) * | 2021-05-21 | 2023-01-10 | 中铁电气化勘测设计研究院有限公司 | Quick rail transit overhead rigid contact net anchor section joint |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1154586C (en) * | 1997-07-18 | 2004-06-23 | 富雷尔+弗赖股份公司触线制造工程处 | Section insulator for conductor rails |
| CN102910089A (en) * | 2012-11-13 | 2013-02-06 | 中铁二院工程集团有限责任公司 | Plane arrangement optimize structure of rigid contact system |
| CN204037374U (en) * | 2014-08-05 | 2014-12-24 | 中铁电气化勘测设计研究院有限公司 | A kind of rigid contact net |
| CN104156588A (en) * | 2014-08-05 | 2014-11-19 | 中铁电气化勘测设计研究院有限公司 | Method for calculating wear shape of slide plate corresponding to rigid catenary design model |
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| CN112078436A (en) | 2020-12-15 |
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