CN207015196U - Aerial composite conductor rail of steel and aluminum system - Google Patents

Abstract

An overhead steel-aluminum composite rail system belongs to the equipment for supplying power to electric locomotives in urban rail transit. The technical scheme of the utility model is: the steel-aluminum composite rail with a ratio of height to width of 80% is suspended on the beam under the tunnel top wall, and the steel-aluminum composite rail has a pull-out value of ±210mm relative to the longitudinal centerline, The pantograph on the roof of the electric locomotive receives current from the stainless steel surface of the steel-aluminum composite rails arranged in a "zigzag" shape facing the ground. The steel-aluminum composite rail is installed on the insulator through the hanger. There are vibration damping pads and shock absorbers between the insulator and the beam for insulation, and for reducing the natural vibration frequency of the support system and increasing damping, so that the steel-aluminum composite rail and Pantographs are more matched in terms of mechanical properties and electrical properties. The utility model has good safety, long service life, less maintenance and convenient installation.

Description

Overhead steel-aluminum composite rail system

technical field

An overhead steel-aluminum composite rail system belongs to power supply equipment for electric locomotives in urban rail transit.

Background technique

Before the utility model was made, in the prior art, the power supply of urban rail transit to the electric locomotive was usually hung on the rigid suspension catenary on the locomotive roof, or the steel-aluminum composite conductive rail installed on the side of the running rail. For the DC1500V power supply system, the safety of the rigid suspension catenary is better, but the copper contact wire clamped by the aluminum busbar in the rigid suspension catenary is extremely worn under the current of DC3000A, such as a rigid double wire of the patent number 2014201280096 Catenary, copper contact wire is usually used for flexible suspension, the suitable current is 100A ~ 800A, when used for rigid suspension, the current can reach 3000A, and the service life is only about 3 years, but for the subway lines that have been opened, it cannot In case of power failure, it is very difficult for the subway company to replace the copper contact wires of the rigid suspension every 3 years.

Utility model content

The purpose of the utility model is to overcome the above disadvantages, so as to provide a safe and long-life power supply equipment for electric locomotives.

The main solution of the utility model is realized as follows: the steel-aluminum composite rail with a ratio of height to width of 80% is suspended on the beam under the top wall of the tunnel, and the steel-aluminum composite rail has a tension of ±210mm relative to the longitudinal centerline. Out of the value, the electric locomotive uses the pantograph on the roof to receive current from the stainless steel surface of the steel-aluminum composite rails arranged in zigzag to the ground. The steel-aluminum composite rail is installed on the insulator through the hanger. There are shock absorbers and shock-absorbing pads between the insulator and the beam for insulation, and for reducing the natural vibration frequency of the support system and increasing damping, so that the steel-aluminum composite rail and The pantograph is more matched in terms of mechanical properties and electrical properties.

Compared with the prior art, the utility model has the following advantages:

1. The utility model is used on the roof of the locomotive, which has good safety, and passengers and maintenance workers will not get an electric shock.

2. The stainless steel receiving surface of the steel-aluminum composite rail has good electric spark erosion resistance, and the service life can reach more than 50 years. Maintenance is minimal.

3. Steel-aluminum composite rails are arranged in a zigzag shape, with a pull-out value of ±210mm relative to the longitudinal centerline, so the carbon brushes of the pantograph wear evenly and have a long service life.

4. Easy to install, the tunnel height can be reduced by about 0.7m, and the construction cost is low.

Description of drawings

Figure 1 is a cross-sectional view of an overhead steel-aluminum composite conductor rail.

Figure 2 is a cross-sectional view of the steel-aluminum composite rail.

Figure 3 is a cross-sectional view of the hanger.

Figure 4 is a top view of the hanger.

Fig. 5 is a cross-sectional view of the large damping shock absorber.

Figure 6 is a top view of the beam.

Figure 7 is a plan layout of the overhead steel-aluminum composite rail system.

detailed description

Below the utility model is further described in conjunction with the embodiments in the accompanying drawings:

Figure 1 of the utility model is a cross-sectional view of an overhead steel-aluminum composite conductive rail system. The bottom is the overhead steel-aluminum composite rail (1), the hanger (2) is penetrated in its T-shaped slot (11), and there is a nylon sheet (3) between the hanger (2) and the T-shaped slot (11). The friction coefficient of the sheet is small, which is convenient for the steel-aluminum composite rail (1) to slide along the longitudinal centerline relative to the hanger (2) during thermal expansion and cold contraction, so that the steel-aluminum composite rail will not bend. The top of the hanger (2) is an M16 bolt, which is screwed into the screw hole of the insulator (5) and the hanger (2) is fixed below the insulator (5) with standard parts such as nuts (4). The top section line in Fig. 1 represents the reinforced concrete structure at the top of the tunnel. Fasteners such as nuts are used to fix the crossbeam (7) at high altitude at the drooping part of the steel rod embedded part. parallel to each other, the straight section remains horizontal, and the inclination angle of the arc section is consistent with the running rail. Put the shock absorber (6) in the hole of the beam (7), then pass the M16 bolt on the upper part of the insulator (5) through the beam (7) and the shock absorber (6), and then put the shock absorber (8) The insulator (5) and the steel-aluminum composite rail (1) are fixed on the beam (7) with fasteners such as nuts (4) and the pressing piece (9). The vibration damping pad (6) and the shock absorber (8) undoubtedly play an insulating role to the steel-aluminum composite rail (1) and the beam (7), but their key role is to reduce the natural vibration frequency of the support system, which can be reduced from about 20～30HZ is reduced to 6HZ, and the dimensionless damping ratio C/Cc of the support system is increased from below 0.01 to 0.4. The vibration characteristics of such a support system match the pantograph of the locomotive, and there is no resonance offline, and the electric spark is small. Power transmission linearity is high. The mechanically hard characteristics of the overhead steel-aluminum composite conductor rail system are changed into soft characteristics.

Fig. 2 is a cross-sectional view of the steel-aluminum composite rail body. The aluminum rail (10) of I-shaped has been dug a T-shaped groove (11), and two inclined-planes of its waist (12) are symmetrical. The ratio of the height to the width of the steel-aluminum composite rail is 80%, and the width is greater than the height. parallel. The locomotive pantograph has good current receiving and receiving performance. Two lugs (13) below the aluminum rail (10) have tightly embraced the steel channel (14), and the interior angles of the two sides of the steel channel (14) are 90 °. The steel and aluminum are integrated by stamping and riveting process. Two φ7 punches impact and extrude from two sides along the round hole (15) that has been opened on the steel channel (14), and the upper part of the aluminum alloy material on the lug (13) squeezes into the φ6 round hole (15) to form a solid platform ( 17), leave φ 7 blind holes (16) on the lug. Stamping riveting makes steel and aluminum have high bonding force and low contact resistance. Each steel-aluminum composite rail is 24m long, which reduces the intermediate joint by 40% compared with the 15m long one.

Figure 3 and Figure 4 are a cross-sectional view and a top view of the hanger, respectively. Open a φ16 round hole on the hanging plate (18), insert the screw rod (20) into the φ16 round hole, weld the upper and lower circles twice, and then weld two triangular steel plates (23) on both sides of the screw rod, so that the screw rod and the hanging plate become Integrate, offer rectangular shallow groove (19) on hanging plate, can place nylon sheet (3).

Figure 5 is a cross-sectional view of the shock absorber (8). The shock absorber (8) is a large damping shock absorber formed by annular parabola rotation, adopts butyl rubber, and has large damping. Its surface is formed by X ² =-2py parabola rotation. This kind of shock absorber has good nonlinear characteristics and will not cause system resonance. The shock absorber can reduce the natural vibration frequency of the support system by 4 times, up to 6HZ; the system The dimensionless damping ratio C/Cc=0.4. It should be pre-compressed by 5% of its height during installation to prevent accidental abnormal impact of the pantograph.

Figure 6 is a top view of the beam. The crossbeam (7) adopts No. 12 channel steel, and the hole (22) is used to butt joint with the drooping screw rod at the top of the tunnel. Holes (21) are used to place damping pads (6). The setting of the distance L of the hole (21) relative to the center line of the crossbeam is exquisite, L=14×N, N is the serial number of the crossbeam along the longitudinal distribution, N=0,1,2,3...15, and then The next section is L=-14×N, so that the center of the insulator can deviate from the center line by ±14, ±28, ±42... ±210mm, which means that the "pull-out" value of the center of the steel-aluminum composite rail is ±210mm , so that the carbon brushes of the pantograph wear evenly and prolong the life.

Figure 7 is a schematic diagram of the plane layout of the overhead steel-aluminum composite rail system. The figure only shows a schematic diagram of the layout within the length of a positive and negative pull-out value. The plot of Figure 7 is shown in the table. From left to right: 1. Curved steel-aluminum composite rail with a horizontal bending radius of 50m to 100m. 2. Anchor joints are set at the pull-out value of ±210mm. Generally, the center position of the length of the curved steel-aluminum composite rail is taken. 3. Straight steel-aluminum composite rails are each 24m long. 4. The middle joint connects the adjacent steel-aluminum composite rails so that the length of the steel-aluminum composite rails in the straight section is 240m. 5. Segmental insulators are used for electrical segmentation and allow the pantograph to slide smoothly. 6. The expansion joint is used to compensate the thermal expansion and contraction of the steel-aluminum composite rail, so that the steel-aluminum composite rail will not be bent and deformed arbitrarily, and the hanger will not be damaged by the lateral force. 7. The cable connection plate is used to lead the +DC1500V current of the traction substation into the steel-aluminum composite rail line. The distance between adjacent hangers is usually 8m. In case of conflict between hangers and other components, the length of individual steel-aluminum composite rails can be shortened slightly, and a small section can be sawed off with a cutting machine on site to ensure that the space positions do not conflict. When the hanger distance is 8m and the beam number is 15, a "pull-out" section is 240m long. When the hanger distance is 5m, the distance L=±10×N of the hole (21) on the crossbeam relative to the centerline of the crossbeam, N=0, 1, 2, 3...24, so that the pull-out value is ±240mm, a "pull out" section is still 240m long.

Claims (3)

1. An overhead steel-aluminum composite rail system, comprising a steel-aluminum composite rail body, an intermediate joint, an expansion joint, an anchor joint, a cable connection plate, and a section insulator, and is characterized in that the ratio of height to width is 80% of steel The aluminum composite rail (1) is suspended on the beam (7) under the tunnel top wall, the steel-aluminum composite rail (1) has a pull-out value of ±210mm relative to the longitudinal center line, and the steel-aluminum composite rail (1) passes through the hanger (2) be loaded onto the insulator (5), and there are damping pads (6) and shock absorbers (8) between the insulator (5) and the beam (7). 2. An overhead steel-aluminum composite rail system according to claim 1, characterized in that the T-shaped groove (11) of the steel-aluminum composite rail (1) penetrates the hanger (2), and the hanger (2) and Nylon sheets (3) are arranged between the steel-aluminum composite rails (1). 3. An overhead steel-aluminum composite rail system according to claim 1, characterized in that the shock absorber (8) has a circular rotating parabola surface.