CN211075617U

CN211075617U - Overhead contact rail

Info

Publication number: CN211075617U
Application number: CN201921282021.1U
Authority: CN
Inventors: 李雷
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-08-02
Filing date: 2019-08-02
Publication date: 2020-07-24
Anticipated expiration: 2029-08-02

Abstract

The utility model relates to an overhead contact rail belongs to the equipment of urban rail transit to the electric locomotive power supply. The overhead contact rail is mainly characterized in that an overhead contact rail 1 with a cavity 15 is arranged on a cross beam 5 below the top of a subway tunnel through a lifting hook and an insulator 4; a fishplate 16 with an included angle of 28 degrees is adopted to connect adjacent overhead contact rails 1 to form an external middle joint; the end face notch 19 of the overhead contact rail 1 forms an included angle of 75 degrees with the longitudinal center line 20 of the overhead contact rail; the stainless steel 9 with the bowl-shaped section of the overhead contact rail 1 is welded with two stainless steel bands 10 and then fastened on an aluminum profile 8, and rivets 18 are longitudinally arranged at intervals on two sides to enhance the longitudinal bonding force of the steel and the aluminum. The utility model discloses the installation is convenient with the connection, and is longe-lived, and three-dimensional rigidity is big, and the electric spark is little between the stainless steel 9's of pantograph and overhead contact rail 1 the current-donating surface, is applicable to subway electric locomotive high-speed operation.

Description

Overhead contact rail

Technical Field

The utility model relates to an overhead contact rail belongs to the equipment of urban rail transit to the electric locomotive power supply.

Background

Before the utility model is made, PAC110 rigid suspension contact net hung under the top of the tunnel is mostly adopted for supplying power to the electric locomotive in the prior art of the subway, a Pi-shaped aluminum section bar busbar clamps the copper contact line, and the installation is complicated; as the subway current reaches 3000A, the copper contact line has large abrasion and short service life; the existing rigid suspension contact net adopts a built-in intermediate joint, and an intermediate connecting plate is arranged in an inner cavity of a busbar, so that the installation is difficult, screws are easy to loosen, and the reliability is poor; the rigidity and linearity of the PAC110 bus bar are insufficient, and electric sparks are too large when the speed per hour of the electric locomotive is more than 80 km/h.

SUMMERY OF THE UTILITY MODEL

The utility model aims at overcoming the above-mentioned weak point, inventing one kind and installing portably, adopting external intermediate head, being fit for the built on stilts contact rail of subway electric locomotive high-speed operation for the subway power supply line is longe-lived, and the reliability is high.

The utility model discloses main solution is realized like this: designing and manufacturing an overhead contact rail 1 with a cavity 15, installing the overhead contact rail 1 on a cross beam 5 below the top 7 of a subway tunnel through a lifting hook and an insulator 4, and connecting adjacent overhead contact rails 1 by adopting a fishplate 16 with an included angle of 28 degrees to form an external middle joint; an included angle of 75 degrees is formed between an end face notch 19 of the overhead contact rail 1 and a longitudinal central line 20 of the overhead contact rail, a bowl-shaped stainless steel 9 of the overhead contact rail 1 and two stainless steel bands 10 are welded and then fastened on an aluminum profile 8 with a cavity 15, and rivets 18 are longitudinally arranged at intervals on two sides to enhance the bonding force of the steel and the aluminum, so that a three-way high-strength power supply line is formed.

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

1. the utility model discloses the simple installation.

2. The utility model discloses longe-lived, reliability is high, the maintenance volume is few.

3. The overhead contact rail has high three-dimensional rigidity and good linear type, and is suitable for electric locomotives to pass at the speed of 120km/h to 200 km/h.

Drawings

Fig. 1 is an installation view of an overhead contact rail.

Fig. 2 is a cross-sectional view of an overhead contact rail.

Fig. 3 is a connection diagram of an overhead contact rail.

Detailed Description

The following embodiments of the present invention will be further described with reference to the accompanying drawings:

fig. 1 is an installation view of an overhead contact rail. The cross beam 5 is fastened on a screw rod pre-embedded in the top 7 of the subway tunnel, and the cross beam 5 is fastened longitudinally and transversely. The insulator 4 is hoisted on the cross beam 5, and the mounting holes of the adjacent cross beams 5 deviate from the longitudinal center line of the walking steel rail by a certain distance, so that the overhead contact rail 1 fixed by the lifting hooks 2 and 3 forms a pull-out value of +/-240 mm within the length of 240 meters, the abrasion of a carbon brush on the pantograph is greatly reduced, and the service life is prolonged. In the engineering of replacing rigid suspension contact net with built on stilts contact rail system, as long as lift PAC110 aluminum alloy busbar off, load the utility model discloses an overhead contact rail 1, just finishing with the installation, it is miscellaneous to have saved the installation of copper contact line, so overhead contact rail 1's simple installation is feasible. The height of the overhead busbar 1 is the same as the height of the PAC110 busbar by 110mm, so that the design and installation of the overhead busbar system are simple. The lower part of figure 1 has an external intermediate joint, and a bolt 17 clamps a fishplate 16 at two sides of the overhead contact rail 1 without hindering the movement of the pantograph. The stainless steel 9 of the overhead contact rail 1 is arranged at the lowest part of the drawing 1 and is a current-taking and current-donating surface of a locomotive pantograph, and the current-donating surface is parallel to a plane formed by a running steel rail during installation, so that the non-parallelism of the two planes at a bend is avoided. Under the condition that the figures are slightly non-parallel, the round corners at two sides of the bowl-shaped stainless steel 9 can not scratch the carbon brush of the pantograph.

Fig. 2 is a cross-sectional view of the overhead contact rail 1. The bowl-shaped stainless steel groove 9 and the stainless steel bands 10 on the two sides are welded on the aluminum profile 8 with the cavity 15 to form a current-donating surface for taking electricity of the locomotive pantograph, and the service life of the current-donating surface can be as long as 50 years. The aluminum profile 8 becomes the conductive bearing rail body, the two sides of the upper part of the aluminum rail 8 are provided with the mounting hanging plates 14, the width of the mounting hanging plates is 85mm as that of the PAC110 bus bar, and the mounting hanging plates are convenient to update and mount. Two fishtail bearing plates 13 on two sides of the middle part of the overhead contact rail 1 are provided with 14-degree inclined planes 11, the other inclined plane 11 is symmetrical to the central line of the bolt hole 12, the included angle of the two inclined planes 11 is 28 degrees, the fishtail bearing plates 16 with the same included angle of 28 degrees are used for being placed, and the fishtail bearing plates have the function of automatically aligning the stainless steel flow-donating surfaces of the adjacent overhead contact rails 1 during connection and installation. The middle part of the aluminum rail 8 is a cavity 15, so that the aluminum rail 8 becomes a frame type stress structure section, and has higher rigidity than an n-shaped PAC110 bus bar or an I-shaped contact rail under the condition of the same section area, large bending resistance coefficient and good linearity, so that a locomotive pantograph gets electricity more stably, electric sparks are small, and the running speed of the locomotive reaches 120km/h to 200 km/h.

The stainless steel rivets 18, which are riveted at the lower two sides of fig. 2, can enhance the longitudinal bonding force of steel and aluminum. The thermal expansion coefficient of the aluminum profile is twice as large as that of stainless steel, the welded overhead contact rail 1 enables the steel and the aluminum to be combined with enough strength in the horizontal and vertical directions, but when the air temperature changes, the difference of the two expansion coefficients can cause the bending of the overhead contact rail 1, when the product of the shearing force of a single rivet and the number of rivets on each overhead contact rail 1 is larger than the difference of the expansion forces of the steel and the aluminum, the bending of the overhead contact rail 1 can not be caused by thermal expansion and cold contraction, the temperature difference between the north and south extremes in winter and summer in China is 65 ℃, and the central distance of phi 4.8 stainless steel rivets adopted by the overhead contact rail 1 with the length of 15m can reach 600 mm.

Fig. 3 is a connection diagram of the overhead contact rail 1. In the right drawing, a bolt 17 is assisted by a spring washer and a loosening-proof nut to clamp two adjacent fishplates 16 on two overhead contact rails 1, and the connection mode of the external intermediate joint is simpler and more reliable than the built-in connection of a rigid suspension contact network. In the upper left drawing of fig. 3, adjacent overhead contact rails 1 are integrally connected by 4 pairs of bolts 17 or the like. The lower part of the figure is provided with a plurality of rivets 18, the center distance of the rivets 18 is 600mm, in the lower left figure of figure 3, the included angle between the end surface cut 19 of the overhead contact rail 1 and the longitudinal center line thereof is 75 degrees, and the included angle between the end surface cut of the common steel-aluminum composite rail or PAC110 converging surface and the longitudinal center line thereof is 90 degrees. The utility model discloses an electric spark when this innovation can eliminate the pantograph carbon brush and pass through this incision to realize electric locomotive's high-speed operation.

Above-mentioned the utility model discloses with anchor joint and expansion joint and cable junction board etc. to assist, just can constitute complete subway power supply line, be fit for electric locomotive at the speed per hour 120km/h to 200km/h operation.

Claims

1. The utility model provides an overhead contact rail, includes overhead contact rail body and intermediate head, characterized by adopts fishplate (16) that the contained angle is 28 to connect adjacent overhead contact rail (1), becomes external intermediate head, and the terminal surface incision (19) of overhead contact rail (1) are 75 contained angles rather than longitudinal center line (20).

2. An overhead conductor rail according to claim 1, characterized in that the bowl-shaped stainless steel (9) is welded to two stainless steel strips (10) and fastened to the aluminium profile (8) with the cavity (15), and rivets (18) are inserted longitudinally at intervals on both sides.