CN210792881U - Empty railway switch power supply rail arrangement structure and empty railway switch - Google Patents
Empty railway switch power supply rail arrangement structure and empty railway switch Download PDFInfo
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- CN210792881U CN210792881U CN201921595113.5U CN201921595113U CN210792881U CN 210792881 U CN210792881 U CN 210792881U CN 201921595113 U CN201921595113 U CN 201921595113U CN 210792881 U CN210792881 U CN 210792881U
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Abstract
The application relates to the technical field of rail transit, in particular to an air railway turnout power supply rail arrangement structure and an air railway turnout. The power supply rail arrangement structure is provided with the specific power supply rail parallel connection part, so that when the motor car operates in a turnout structure lane change mode, the current receiving boot of the motor car can be smoothly switched between the first power supply rail and the second power supply rail, the power supply rails can supply power continuously, the power failure condition of the power supply rails in the turnout structure is reduced, and the vehicle operation safety is improved.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to an air railway turnout power supply rail arrangement structure and an air railway turnout.
Background
In a conventional rail transit transportation system, if a motor car needs to switch lines at a turnout structure, a power supply rail is usually disconnected due to the staggered arrangement of the power supply rail and a walking rail and cannot be continuously arranged; the arrangement can cause the motor train to basically run by inertia when the motor train changes the driving route through the turnout, and certain safety problems exist in the running process of the motor train.
SUMMERY OF THE UTILITY MODEL
The utility model provides an empty railway switch power supply rail arrangement structure, this system makes the motor car when switching the driving route through the switch through ingenious design, and the power supply rail can supply power in succession to reduce the condition of power supply rail outage among the switch structure, improve vehicle operation security.
The application specifically relates to a switch power supply system for suspension type track system includes: the turnout structure is provided with a first walking channel and a second walking channel;
a first power supply rail is arranged in the first walking channel, and a second power supply rail is arranged in the second walking channel; the first power supply rail and the second power supply rail are provided with a section of parallel power supply rail parallel parts which are parallel and contacted; the current receiving surfaces of the first power supply rail and the second power supply rail in the power supply rail parallel connection part are preset on the same horizontal plane.
Optionally, the second power supply rail is provided with a head warping structure at an initial section of the parallel connection part of the power supply rails; and at the warping structure, the height of the current receiving surface of the second power supply rail is higher than that of the current receiving surface of the first power supply rail.
Optionally, the length of the parallel connection part of the power supply rails is not less than 500 mm.
Optionally, the first power supply rail and the second power supply rail of the power supply rail parallel connection part are connected by a parallel connection joint.
Optionally, the first running channel is a main line running channel, and the second running channel is a branch line running channel.
Optionally, the first power supply rail is a continuous rail continuously laid on the first running channel, and the second power supply rail is a partial rail continuously laid on the second running channel.
Optionally, the bottom of the first power supply rail and the bottom of the second power supply rail are provided with current receiving surfaces, the top of the bullet train is provided with current receiving boots, and the current receiving surfaces are in contact with the current receiving boots in a matching manner.
Optionally, at the tilting structure, the height of the current-receiving surface of the second power supply rail gradually decreases to be consistent with the preset height of the current-receiving surface of the first power supply rail along the inlet end of the initial section toward the second running channel.
Optionally, an angle between the first power rail and the second power rail is less than 30 °.
Optionally, the second power supply rail of the power supply rail parallel portion is disposed between the central axes of the first running channel and the second running channel, or the first power supply rail and the second power supply rail of the power supply rail parallel portion are disposed between the central axes of the first running channel and the second running channel.
Optionally, a horizontal distance that the second power supply rail of the power supply rail parallel portion is offset from the central axis of the second running channel is equal to a horizontal distance that the rail beam where the power supply rail parallel portion is located is offset from the first running channel when the motor car turns from the first running channel to the second running channel in the turnout structure, or a sum of horizontal distances that the first power supply rail and the second power supply rail of the power supply rail parallel portion are offset from the central axis of the respective running channel is equal to a horizontal distance that the rail beam where the power supply rail parallel portion is located is offset from the first running channel when the motor car turns from the first running channel to the second running channel in the turnout structure.
In addition, the application also provides an air railway turnout, which comprises any one of the air railway turnout power supply rail arrangement structures; the track beam of the turnout structure forms a first walking channel and a second walking channel, the lower part of the track beam is provided with walking rails, the walking rails support the motor car to walk, and the first power supply rail and the second power supply rail are arranged on the upper part of the track beam.
Through the setting, an empty railway switch power supply rail arrangement structure when the motor car passes through the switch, can guarantee the whole journey of motor car and power supply rail contact to can be level and smooth switch between different power supply rails, the power supply rail can supply power in succession, thereby reduces the condition of power supply rail outage among the switch structure, improves vehicle operation security. And this system need not set up extra switch signal system to the power supply rail, and simple structure reduces the problem that the switch signal system to the power supply rail malfunction caused accident that probably takes place.
Drawings
In order to more clearly explain the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious to those skilled in the art that other drawings can be obtained according to the drawings without any creative effort.
FIG. 1 is a schematic perspective view of an arrangement structure of an empty railroad turnout power supply rail;
FIG. 2 is a schematic diagram of a top view of an arrangement of empty railroad turnout power rails;
FIG. 3 is a cross-sectional view of an I-shaped power rail;
FIG. 4 is a cross-sectional view of a C-shaped power rail;
FIG. 5 is a cross-sectional view of a square power rail;
FIG. 6 is a cross-sectional view of a bus power rail;
FIG. 7 is a cross-sectional view of a T-shaped bus bar power rail;
FIG. 8 is a schematic vertical cross-sectional view of a first power rail of an empty rail turnout power rail arrangement;
FIG. 9 is a plan view of a power rail structure of an empty railroad turnout power rail arrangement;
FIG. 10 is a side view of the parallel power rail portions of an empty railroad turnout power rail arrangement;
FIG. 11 is a sectional view of the power supply rail parallel portion in FIG. 10;
FIG. 12 is a cross-sectional view taken at N-N of FIG. 10;
FIG. 13 is a vertical cross-sectional view of a nose structure of an arrangement of empty railroad turnout power rails;
fig. 14 is a power supply diagram of the nose structure.
The reference numbers illustrate:
1-a first power supply rail, 2-a second power supply rail, 3-a rail beam, 4-a power supply rail supporting device, 5-a power supply rail parallel part, 6-a current collector, 7-a current collection boot and 8-a power bogie.
Detailed Description
For the sake of understanding, the structure of an empty railway turnout power supply rail arrangement structure according to the present application will be described below with reference to the accompanying drawings.
As shown in fig. 1 and 2, fig. 1 and 2 are a schematic perspective view and a schematic plan view of an arrangement structure of an empty railway turnout power rail, respectively. This application an empty railway switch power supply rail arrangement structure divide into first power supply rail 1 and second power supply rail 2, and first power supply rail 1 sets up in the first passageway of walking of switch system, and second power supply rail 2 sets up in the second of switch system walks to walk the passageway to, first power supply rail 1 sets up in the first track roof beam 3 inside top of walking the passageway, and second power supply rail 2 sets up in the second walks the track roof beam 3 inside top of walking the passageway. The bottoms of the first power supply rail 1 and the second power supply rail 2 are current receiving surfaces and provide power sources for motor cars running on the rails.
It should be noted that the first running channel refers to a rail of the motor car which can be directly passed through without changing the running direction when the motor car passes through the turnout system, and the rail is usually a main line running channel; the second running channel refers to a rail of the motor car which can pass only by changing the running direction through the turnout system when the motor car passes through the turnout system, the rail is usually a branch running channel, and in addition, the rail system mainly comprises a suspension type rail system.
As shown in fig. 3-7, fig. 3 and 7 are cross-sectional structural diagrams of power rails of different power rails, and as shown in the drawings, the power rails described in the present application include, but are not limited to, an i-shaped power rail, a C-shaped power rail, a square power rail, a bus power rail, or a T-shaped bus bar. The power supply rails with different shapes and structures only indicate that the power supply rails can be designed into various shapes and structures, and the power supply rails with different shapes and structures do not influence the working mode of the arrangement structure of the power supply rails of the railway turnout. For convenience of description, the first power rail 1 and the second power rail 2 are both provided with an i-shaped power rail, but this does not represent that the i-shaped power rail is a preferred embodiment, and in practical applications, the most suitable power rail should be used in combination with practical situations.
As shown in fig. 8, fig. 8 is a schematic vertical cross-sectional structure diagram of a first power supply rail of an arrangement structure of an air railway turnout power supply rail, a first power supply rail 1 is arranged inside a rail beam 3 of a first traveling channel, a power supply rail supporting device 4 is arranged above the inside of the rail beam 3, the power supply rail supporting device 4 is fixedly connected with the rail beam 3 of the first traveling channel, and the first power supply rail 1 is fixedly connected with the power supply rail supporting device 4. In addition, the second power supply rail 2 is arranged inside the track beam 3 of the second walking channel, a power supply rail supporting device 4 is arranged above the inside of the track beam 3, the power supply rail supporting device 4 is fixedly connected with the track beam 3 of the second walking channel, and the second power supply rail 2 is fixedly connected with the power supply rail supporting device 4.
As shown in fig. 9, fig. 9 is a plan view of a power supply rail structure of an arrangement structure of an empty railway turnout power supply rail, a first power supply rail 1 and a second power supply rail 2 are provided with a power supply rail parallel part 5 in a turnout power supply system, the power supply rail parallel part 5 is composed of a part of the first power supply rail 1 and a part of the second power supply rail 2, the first power supply rail 1 and the second power supply rail 2 which are positioned at the power supply rail parallel part 5 are parallel to each other and are connected with each other in a contact manner by adopting a parallel connection joint 5-2, and the length of the power supply rail parallel part 5 is not less than 500 mm. In addition, in the embodiment of the application, an included angle between the first power supply rail and the second power supply rail can be set to be less than 30 degrees; the angle setting angle between the first power supply rail and the second power supply rail is more suitable for the turnout structure of the suspension type rail, and is usually less than 30 degrees.
As shown in fig. 10 and 11, fig. 10 and 11 are a schematic side view and a sectional top view of a power supply rail parallel portion of an air railway turnout power supply rail arrangement structure, respectively, a fastening device is arranged on the power supply rail parallel portion 4 to fixedly connect a first power supply rail 1 and a second power supply rail 2 together, and the first power supply rail 1 and the second power supply rail 2 are connected in parallel to provide power sources for railcars respectively or simultaneously.
As shown in fig. 12, fig. 12 is a cross-sectional view at N-N in fig. 10. In the power supply rail parallel connection part 4, the first power supply rail 1 and the second power supply rail 2 are contacted with each other, and the top surface and the bottom surface of the first power supply rail 1 and the second power supply rail 2 are in the same plane, and the first power supply rail 1 and the second power supply rail 2 are fixedly connected together under the action of the fastening device.
As shown in fig. 13, fig. 13 is a vertical sectional view of a nose structure 5-1 of an arrangement structure of an empty railroad turnout power rail. The second power supply rail 2 is provided with a warping structure 5-1 at the initial section of the power supply rail parallel part 5; at the warping structure, the height of the current receiving surface of the second power supply rail 2 is higher than that of the current receiving surface of the first power supply rail 1. At the warping structure, the height of the current receiving surface of the second power supply rail is reduced to be consistent with the preset height of the current receiving surface of the first power supply rail along the inlet end of the initial section to the direction of the second repair channel; preferably, the height of the current receiving surface of the second power supply rail gradually decreases to be consistent with the preset height of the current receiving surface of the first power supply rail along the inlet end of the initial section towards the direction of the second traveling channel.
It should be noted that, if the first running channel is a main line running channel, the second running channel is a branch line running channel, the first power supply rail is a continuous rail continuously laid on the first running channel, and the second power supply rail is a partial rail continuously laid on the second running channel. The partial rails are also laid continuously, but only for the second running channel, which is a branch running channel and not a main running channel running through the entire line, and are therefore described as partial rails.
In the head tilting structure 5-1, the height of the second power supply rail 2 is higher than that of the common power supply rail, and the height of the second power supply rail is changed, if the power supply rail supporting device 4 is arranged at the top for supporting, the power supply rail supporting devices 4 with different heights need to be arranged, and if the power supply rail supporting device 4 is arranged at the top of the first power supply rail 1 of the head tilting structure, the power supply rail supporting device 4 will interfere with the position of the higher second power supply rail 2. The first power supply rail 1 and the second power supply rail 2 of the nose structure are preferably connected together through a connecting piece and supported on the side surface of the track beam 3 through a lateral supporting device, and the top of the track beam is not provided with a power supply rail supporting device 4. In this way, the first and second power supply rails 1, 2 are supported in the rail beam 3 without positional interference with the supporting means.
As shown in fig. 13 and 14, fig. 14 is a schematic power supply diagram of the nose structure. In the turnout power supply system, a power bogie 8 of a motor car walks along a track beam 3, a current collector 6 is arranged above the power bogie 8, a current collecting boot 7 is arranged at the top of the current collector 6, and the top surface of the current collecting boot 7 is in matching contact with the current collecting surface at the bottom of the first power supply rail 1 or/and the second power supply rail 2, so that power is supplied to the motor car.
In addition, the starting point of the motor train entering the second running channel is arranged at the position of the track beam 3 where the nose structure is located, when the motor train enters the second running channel, the current receiving boot 7 of the motor train deviates towards the direction of the second power supply rail 2, and only contacts with the current receiving surface of the first power supply rail 1 and does not contact with the second power supply rail 2 in the deviation process. The purpose of setting up like this is because there is the error in the power supply rail production and assembly, can take place the skew simultaneously in long-term use, hardly guarantees in operating condition that the bottom surface of first power supply rail 1 and second power supply rail 2 is in same horizontal plane completely. If the height of the bottom surface of the first power supply rail 1 is higher than that of the bottom surface of the second power supply rail 2, position interference will be generated during the deflection of the current receiving shoe 7, and thus damage is caused to the current receiving shoe of the motor vehicle current collector 6. Therefore, the second power supply rail of the present application is provided with a warping structure at the beginning of the power supply rail parallel portion 5, by which the current receiving shoe 7 can smoothly shift from the first power supply rail 1 to the second power supply rail 2, and in the process, the first power supply rail 1 can still provide power to the motor car; after the current receiving boots transversely slide and longitudinally run for a certain distance, the current receiving surface height of the second power supply rail is consistent with the current receiving surface height of the first power supply rail, and at the moment, the second power supply rail or the first power supply rail and the second power supply rail can provide power for the motor car.
The operation principle of an empty railway turnout power supply rail arrangement structure according to the present application is described below with reference to the accompanying drawings.
When the motor car runs from the first running channel to the turnout power supply system, the current receiving shoe 7 of the motor car is in contact with the first power supply rail 1, and the first power supply rail 1 supplies power to the motor car.
When the motor train runs to the turnout power supply system and runs on the first running channel, the motor train directly passes through the power supply rail parallel connection part 5, in the process, the current receiving shoe 7 of the motor train does not shift, the current receiving shoe 7 is always in contact with the current receiving surface of the first power supply rail 1, and the first power supply rail 1 provides power for the motor train.
When the motor train runs to the turnout power supply system and needs to run to the second running channel, the turnout sets the running direction to be the direction of the second running channel. Firstly, the motor car enters the position of the track beam 3 where the nose structure is located, at the moment, the current receiving boot 7 of the motor car is located below the first power supply rail 1 and is in contact with the first power supply rail, and the first power supply rail 1 provides power for the motor car.
When the motor vehicle runs in the track beam 3 with the nose structure, the motor vehicle should start to enter the second running channel, at this time, the current-receiving shoe 7 of the motor vehicle starts to shift towards the second power supply rail 2, the height of the bottom surface of the second power supply rail 2 with the nose structure gradually decreases, but the motor vehicle still does not contact with the current-receiving shoe 7. In the running process of the motor train in the track beam 3 with the warped head structure, the current receiving shoe 7 of the motor train deviates towards the direction of the second power supply rail 2, but the horizontal deviation distance of the warped head structure of the motor train does not exceed the transverse width of the contact surface between the current receiving surface of the power supply rail and the current receiving shoe 7, so that a part of the current receiving shoe 7 of the motor train is always in contact with the current receiving surface of the current supplying surface of the first power supply rail 1. Through the arrangement, when the motor car runs in the track beam 3 where the nose structure is located, the first power supply rail 1 provides power for the motor car.
Subsequently, the motor car starts to enter the track beam 3 where the power supply rail parallel connection part 5 is located, at this time, the current receiving surface of the second power supply rail 2 is lowered to the same height as the current receiving surface of the first power supply rail 1, at this time, the current receiving shoe 7 of the motor car is simultaneously in contact with the current receiving surfaces of the first power supply rail 1 and the second power supply rail 2, and the first power supply rail 1 and the second power supply rail 2 simultaneously supply power to the motor car.
When the motor vehicle runs on the track beam 3 with the power supply rail parallel connection part 5, the current receiving boots 7 of the motor vehicle can be completely deviated from the first power supply rail 1 to the lower part of the second power supply rail 2, at the moment, the second power supply rail 2 is solely contacted with the current receiving boots 7 of the motor vehicle, the second power supply rail 2 supplies power to the motor vehicle, and the first power supply rail 1 is not contacted with the current receiving boots 7 of the motor vehicle. Or, when the motor vehicle runs on the track beam 3 with the power supply rail parallel connection part 5, the current receiving boots of the motor vehicle are not completely deviated from the first power supply rail 1 to the lower part of the second power supply rail 2, the current receiving boots 7 are still simultaneously contacted with the current receiving surfaces of the first power supply rail 1 and the second power supply rail 2, and the first power supply rail 1 and the second power supply rail 2 simultaneously supply power to the motor vehicle.
When the motor vehicle leaves the track beam 3 on which the parallel rail connection 5 is located, the current receiving shoes 7 of the motor vehicle are already completely located under the second power rail 2, or are to be completely located under the second power rail 2, after which the motor vehicle is completely powered by the second power rail 2.
It should be noted that in the above process, the motor vehicle starts to shift towards the second running channel at the position of the track beam 3 where the nose structure is located, the shift amount of the motor vehicle is the same as the shift amount of the current receiving shoe 7, but in the process, the height of the second power supply rail 2 is higher than the height of the current receiving shoe 7 at the nose structure, so the current receiving shoe 7 of the motor vehicle must contact with the first power supply rail 1 in the process, and the motor vehicle is supplied with power by the first power supply rail 1. Namely, when the lateral offset distance of the nose structure of the motor train does not exceed the lateral width of the contact surface between the current receiving surface of the power supply rail and the current receiving boot 7 when the motor train runs straight, the motor train turns to the second running channel through the first running channel, and when the motor train passes the nose structure, the horizontal offset distance of the motor train does not exceed the lateral width of the contact surface between the current receiving surface of the power supply rail and the current receiving boot 7.
Note that the "lateral width of the contact surface between the current receiving surface of the power supply rail and the current receiving shoe 7 when the motor car travels straight" means the lateral width of the contact surface between the current receiving surface of the power supply rail and the current receiving shoe 7 when the motor car travels on the main line running rail without shifting before entering the switch area.
In addition, since the motor vehicle always runs in the center position in the track beam 3, when the motor vehicle turns from the first running lane to the second running lane at the turnout beam, the motor vehicle is deviated relative to the first running lane, and the track beam of the second running lane is also deviated relative to the track beam of the first running lane. In order to ensure that the first power supply rail 1 and the second power supply rail 2 of the power supply rail parallel part 5 can be kept connected and the effect of continuous power supply can be achieved, the second power supply rail 2 of the power supply rail parallel part 5 should be arranged between the axle wires of the first walking channel and the second walking channel and offset towards the first power supply rail 1, and the horizontal distance of the offset of the second power supply rail from the axle wire of the second walking channel should be equal to the horizontal distance of the bullet train in the head warping structure and the offset of the power supply rails from the original first walking channel.
The second power supply rail 2 and the first power supply rail 1 of the power supply rail parallel part 5 can be arranged between the central axes of the first walking channel and the second walking channel, and the sum of the horizontal distances of the first power supply rail and the second power supply rail which are deviated from the central axes is equal to the horizontal distance of the bullet train in the nose structure and the power supply rail which is deviated from the original first walking channel.
In the scheme described above, the second power supply rail 2 is actually adopted to be offset to the first power supply rail 1, and the first power supply rail 1 is always located in the central axis of the first walking channel, so that the implementation of the scheme is convenient, but in practical application, the scheme that the first power supply rail 1 and the second power supply rail 2 are arranged between the central axes of the first walking channel and the second walking channel can also be adopted.
Through the setting, an empty railway switch power supply rail arrangement structure when the motor car passes through the switch, can guarantee the whole journey of motor car and power supply rail contact to can be level and smooth switch between different power supply rails, the power supply rail can supply power in succession, thereby reduces the condition of power supply rail outage among the switch structure, improves vehicle operation security. And this system need not set up extra switch signal system to the power supply rail, and simple structure reduces the problem that the switch signal system to the power supply rail malfunction caused accident that probably takes place.
The application also comprises an air railway turnout, which comprises the turnout power supply system in the embodiment; the track beam of the turnout structure forms a first walking channel and a second walking channel, the lower part of the track beam is provided with walking rails, the walking rails support the motor car to walk, and the first power supply rail and the second power supply rail are arranged on the upper part of the track beam.
The terms "first," "second," "third," and "fourth," if any, in the description and claims of this application and the above-described figures are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. An empty rail turnout power rail arrangement structure, comprising: the turnout structure is provided with a first walking channel and a second walking channel;
a first power supply rail (1) is arranged in the first walking channel, and a second power supply rail (2) is arranged in the second walking channel; the first power supply rail (1) and the second power supply rail (2) are provided with a section of parallel power supply rail parallel connection part (5) which is parallel and contacted; the current receiving surfaces of the first power supply rail and the second power supply rail in the power supply rail parallel connection part (5) are preset on the same horizontal plane.
2. An empty railway turnout power supply rail arrangement according to claim 1, wherein the second power supply rail (2) is provided with a nose structure (5-1) at the beginning of the power supply rail parallel section (5); at the warping structure (5-1), the height of the current receiving surface of the second power supply rail (2) is higher than that of the first power supply rail (1).
3. An empty rail turnout power supply rail arrangement according to claim 1, wherein the length of the power supply rail parallel connection part (5) is not less than 500 mm.
4. An air railway turnout power supply rail arrangement according to claim 1, wherein the first power supply rail (1) and the second power supply rail (2) of the power supply rail parallel connection part (5) are connected by a parallel connection joint (5-2).
5. An empty railway turnout power rail arrangement according to claim 1, wherein the first running channel is a main line running channel and the second running channel is a branch line running channel.
6. An empty rail turnout power supply rail arrangement according to claim 5, wherein the first power supply rail (1) is a continuous rail laid continuously on the first running lane and the second power supply rail (2) is a partial rail laid continuously on the second running lane.
7. An air railway turnout power supply rail arrangement structure according to claim 1, wherein the bottom of the first power supply rail (1) and the second power supply rail (2) is provided with a current receiving surface, the top of the bullet train is provided with a current receiving boot (7), and the current receiving surface is in matching contact with the current receiving boot (7).
8. An empty railway turnout power supply rail arrangement according to claim 1, wherein at the nose structure (5-1), the current receiving surface height of the second power supply rail (2) gradually decreases along the entrance end of the initial section towards the second travel channel direction to be consistent with the preset current receiving surface height of the first power supply rail.
9. An empty rail turnout power supply rail arrangement according to claim 1, characterised in that the angle between the first power supply rail (1) and the second power supply rail (2) is less than 30 °.
10. An air railway switch comprising the air railway switch power supply rail arrangement structure according to any one of claims 1 to 9; a track beam (3) of the turnout structure forms a first walking channel and a second walking channel, a walking rail is arranged on the lower portion of the track beam (3) and supports a motor car to walk, and a first power supply rail (1) and a second power supply rail (2) are arranged on the upper portion of the track beam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921595113.5U CN210792881U (en) | 2019-09-24 | 2019-09-24 | Empty railway switch power supply rail arrangement structure and empty railway switch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921595113.5U CN210792881U (en) | 2019-09-24 | 2019-09-24 | Empty railway switch power supply rail arrangement structure and empty railway switch |
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| Publication Number | Publication Date |
|---|---|
| CN210792881U true CN210792881U (en) | 2020-06-19 |
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| CN201921595113.5U Active CN210792881U (en) | 2019-09-24 | 2019-09-24 | Empty railway switch power supply rail arrangement structure and empty railway switch |
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| CN (1) | CN210792881U (en) |
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