CN214112348U - Conductor rail, track system with same and track traffic system - Google Patents
Conductor rail, track system with same and track traffic system Download PDFInfo
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- CN214112348U CN214112348U CN202022845496.6U CN202022845496U CN214112348U CN 214112348 U CN214112348 U CN 214112348U CN 202022845496 U CN202022845496 U CN 202022845496U CN 214112348 U CN214112348 U CN 214112348U
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- 239000004020 conductor Substances 0.000 title claims abstract description 75
- 239000000463 material Substances 0.000 claims description 11
- 229910001220 stainless steel Inorganic materials 0.000 claims description 4
- 229910000838 Al alloy Inorganic materials 0.000 claims description 3
- 239000010935 stainless steel Substances 0.000 claims description 3
- 239000000758 substrate Substances 0.000 description 4
- 229910052782 aluminium Inorganic materials 0.000 description 3
- 230000005611 electricity Effects 0.000 description 3
- 239000002699 waste material Substances 0.000 description 3
- 239000002131 composite material Substances 0.000 description 2
- 238000010891 electric arc Methods 0.000 description 2
- 238000009413 insulation Methods 0.000 description 2
- 229910000676 Si alloy Inorganic materials 0.000 description 1
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- -1 aluminum-magnesium-silicon Chemical compound 0.000 description 1
- 229910000963 austenitic stainless steel Inorganic materials 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000010791 quenching Methods 0.000 description 1
- 230000000171 quenching effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
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Abstract
The application provides a conductor rail, a track system with the conductor rail and a track traffic system, wherein the conductor rail is suitable for being electrically connected with a current collector and comprises at least one conductive track section, and each conductive track section comprises a track belt and a track body; the upper surface of the rail belt is suitable for contacting and matching with the current collector; the rail body comprises a connecting part and a supporting part; the bottom of the connecting part is fixedly connected with the top of the supporting part, and the top of the connecting part is fixedly connected with the rail belt; in a transverse direction, the distance from the left end of the connecting part to the left end of the supporting part is greater than the distance from the right end of the connecting part to the right end of the supporting part, and the width of the bottom of the supporting part is not greater than the width of the top of the supporting part. The conductor rail provided by the application has a small sectional area so as to reduce heat loss, and meanwhile, the conductor rail can meet the requirement of small current carrying, ensures that the conductor rail has a large contact area with a current collector, and improves the use durability, economic applicability and conductive safety.
Description
Technical Field
The utility model belongs to the track traffic field especially relates to a conductor rail and have its track system and track traffic system.
Background
In the existing rail transit system, the conductor rail generally adopts an I-shaped rail, and can meet the use requirements of larger current-carrying capacity, such as 3000A, 4000A, 4500A and the like of the mainstream. However, for the conductor rail with the current-carrying requirement below 3000A, when the i-shaped rail is adopted, the margin is large, the cost is high, and meanwhile, the heat loss is increased, and the resource waste is caused. In addition, the I-shaped rail is composed of a longitudinal beam and two cross beams, and on the premise of meeting the current-carrying capacity, the width of the cross beam of the I-shaped rail is narrow, so that the contact area between the current collector and the conductive rail is small, and when the current collector is separated from the conductive rail, an arc discharge phenomenon is easily generated, and the normal operation of a vehicle is influenced.
SUMMERY OF THE UTILITY MODEL
To the technical problem, the utility model provides a novel conductor rail has less sectional area in order to reduce the heat loss, can also satisfy less current-carrying requirement, guarantee to have great area of contact with the current collector, has improved durability in utilization, economic suitability and electrically conductive security.
The specific technical scheme of the application is as follows:
a conductor rail adapted for electrical connection to a current collector, comprising at least one conductor rail segment, each said conductor rail segment comprising a rail band and a rail body;
the upper surface of the rail belt is suitable for contacting and matching with the current collector;
the rail body comprises a connecting part and a supporting part; the bottom of the connecting part is fixedly connected with the top of the supporting part, and the top of the connecting part is fixedly connected with the rail belt; in a transverse direction, the distance from the left end of the connecting part to the left end of the supporting part is greater than the distance from the right end of the connecting part to the right end of the supporting part, and the width of the bottom of the supporting part is not greater than the width of the top of the supporting part.
The utility model provides a conductor rail is through reducing the sectional area of supporting part is in order to avoid or reduce the wasting of resources and higher heat loss that cause when the conductor rail is applied to the scene that requires less current-carrying capacity, in order to improve use durability and economic suitability when the conductor rail is applied to the scene of less current-carrying capacity, simultaneously because the reduction of the sectional area of supporting part is convenient for adjust in a flexible way thereby the width of connecting portion is adjusted the rail area with the area of contact of current collector has improved the electrically conductive security of conductor rail, and pass through the supporting part for the design is connected to the biasing of connecting portion, has optimized the structural arrangement space.
In addition, the conductor rail according to the present application may also have the following additional technical features.
In some examples of the present application, the connecting portion includes a left extension; in the transverse direction, the left extending part is positioned at the left side of the supporting part; the thickness of the left extension part is gradually increased from left to right. By providing the portion of the left extension portion adjacent to the support portion with a greater thickness, the structural strength of the conductor rail is improved.
In some examples of the present application, the connecting portion includes a right extension; the right extending part is located on the right side of the supporting part in the transverse direction; in the transverse direction; the width of the right extension part is smaller than that of the left extension part. On the premise of the offset connection design of the support part relative to the connecting part, the structural strength of the conductor rail is ensured by ensuring a certain width of the right extension part.
In some examples of the present application, both ends of the rail band in the transverse direction extend downward to form hooks; the two hook parts are respectively matched with the left end and the right end of the connecting part, or the two hook parts are embedded into the connecting part. Through the clamping type connection or embedded connection of the hook part and the rail body, the fastening connection of the rail belt and the rail body is realized, and the rail has good connection stability and conductive stability.
In some examples of the present application, the number of the conductive track sections is at least two, and at least two of the conductive track sections are sequentially connected in a longitudinal direction; the conductor rail also comprises joints which are respectively and fixedly connected with two adjacent conductor rail sections; the joint is located entirely below the connecting portion, and the joint is located entirely on the left side of the supporting portion. The joint connecting two adjacent conductive rail sections is completely hidden under the conductive rail and is biased to the right along with the bias of the supporting part, so that the interference risk of the joint and other parts on the left side of the conductive rail is reduced.
In some examples of the present application, the conductive rail further includes a fastener, one end of which is connected to the joint, and the other end of which passes through the fastening hole of the support portion and is connected to the support portion. Through the fastener is connected connect with the supporting part, simple structure is reliable, need not simultaneously the both sides of supporting part all set up connect, have improved economic suitability.
In some examples of the present application, the conductor rail further comprises an insulating support; the insulating support is fixedly connected with the bottom of the supporting part. The conductor rail is supported by the insulating support, and a sufficient insulating distance between the conductor rail and the external environment is ensured.
In some examples of the present application, the material of the rail band is selected from stainless steel and the material of the rail body is selected from aluminum alloy. The steel-aluminum composite conductor rail has good conductivity, conductive stability and structural strength.
The present application also provides a rail system comprising a rail and a conductor rail provided according to the present application; the conductive rail is disposed on the rail.
The application also provides a rail transit system, which comprises a rail vehicle and the rail system provided by the application; the rail vehicle is adapted to travel on a track of the rail system; the rail vehicle includes a current collector adapted to be in contact engagement with an upper surface of the rail band.
The utility model provides a track system with track traffic system is through reducing the sectional area of the supporting part of conductor rail is in order to avoid or reduce the wasting of resources and higher heat loss that cause when the conductor rail is applied to the scene that requires less current-carrying capacity, in order to improve use durability and economic applicability when the conductor rail is applied to the scene of less current-carrying capacity, simultaneously because the reduction of the sectional area of supporting part is convenient for adjust in a flexible way the width of the connecting portion of conductor rail thereby adjust the rail area with the area of contact of current collector has improved the electrically conductive security of conductor rail, and through the supporting part for the design is connected to the biasing of connecting portion, has optimized the structural arrangement space.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
Fig. 1 is a schematic view of a rail transit system provided in an embodiment of the present application.
Fig. 2 is a cross-sectional view of a conductor rail provided in an embodiment of the present application.
Fig. 3 is a schematic diagram of a rail system provided by an embodiment of the present application.
Fig. 4 is a cross-sectional view of a conductor rail provided in an embodiment of the present application.
Reference numerals:
100. a conductive rail; 100a, a conductive rail segment;
110. a rail band; 111. a hook portion; 120. a rail body; 121. a connecting portion; 121a, a left extension; 121b, a right extension; 122. a support portion; 122a, fastening holes; 130. a joint; 140. a fastener; 150. an insulating support;
200. a rail system; 210. a track;
300. a rail transit system; 310. a rail vehicle; 311. a current collector; 312. a running wheel; 313. and a horizontal wheel.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present application more clear and obvious, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary only for the purpose of explaining the present application and are not to be construed as limiting the present application.
In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "vertical", "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be considered as limiting the present application. Wherein, xthe axial direction is the longitudinal direction,xthe positive direction of the axis is the front direction,xthe negative axis direction is back;ythe axial direction is a transverse direction,ythe positive direction of the axis is the right direction,ythe axial negative direction is left;zthe axial direction is vertical or vertical,zthe positive direction of the axis is upward,zthe axial negative direction is lower;xOythe plane is the horizontal plane, and the horizontal plane,xOzthe plane is the vertical plane in the longitudinal direction,yOzi.e. the transverse vertical plane. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.
In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; the connection can be mechanical connection or electrical connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.
The conductor rail 100, the rail system 200, and the rail transit system 300 according to the embodiment of the present application are described in detail below with reference to fig. 1 to 4. As shown in fig. 1, in some embodiments, the rail transit system 300 is a straddle monorail system comprising a rail vehicle 310, the rail system 200 comprising a rail 210, the rail vehicle 310 being adapted to travel on the rail 210. The rail vehicle 310 comprises a current collector 311, the conductive rail 100 is arranged on the rail 210, and when the rail vehicle 310 runs on the rail 210, the current collector 311 is suitable for being in contact fit with and electrically connected with the conductive rail 100 to supply power for the running of the rail vehicle 310 and other electricity. In other embodiments, the rail transit system 300 may be a railway transit system, which is not limited in this application.
Referring to a calculation formula of current carrying capacity of the conductor rail:I=5×k×A 0.5×U 0.39whereinIfor the carrying capacity (in a),kas a function of the number of the coefficients,Ais the cross section area (unit is mm) of the rail body2），UThe circumference (in mm) of the section of the rail body. It is believed that the current carrying capacity of the conductor rail is positively correlated with the cross-sectional area and cross-sectional perimeter of the rail body, respectively. The existing I-shaped conductor rail suitable for large current-carrying capacity (such as 3000A, 4000A and 4500A of the main current) is characterized in that a rail body of the existing I-shaped conductor rail consists of an upper cross beam, a longitudinal beam and a lower cross beam and has a large cross section and a large cross section perimeter. However, for a scene requiring a small current-carrying capacity (for example, below 3000A), when the i-shaped conductive rail is adopted, the margin is large, the cost is high, and meanwhile, the heat loss is increased, and the resource waste is caused. Meanwhile, the existing I-shaped rail occupies a certain cross section area and a certain cross section perimeter due to the existence of the lower cross beam, so that the width of the upper cross beam is generally smaller due to the limitation of the lower cross beam on the premise of meeting a certain current-carrying capacity, the contact area between the current collector and the conductive rail is also generally smaller, and when the current collector is separated from the conductive rail, an arc discharge phenomenon is easily generated to influence the normal operation of a vehicle.
As shown in fig. 2, the conductor rail 100 provided by the embodiment of the present application includes at least one conductor rail segment 100a, and each conductor rail segment 100a includes a rail band 110 and a rail body120. The upper surface of the rail strap 110 is adapted to be in contact engagement with the current collector 311. The rail body 120 includes a connection portion 121 and a support portion 122. The bottom of the connecting part 121 is fixedly connected with the top of the supporting part 122, and the top of the connecting part 121 is fixedly connected with the rail band 110. The rail body 120 is substantially in an inverted L shape, a distance from a left end of the connecting portion 121 to a left end of the supporting portion 122 is greater than a distance from a right end of the connecting portion 121 to a right end of the supporting portion 122 in a lateral direction, and a width of a bottom of the supporting portion 122 is not greater than a width of a top of the supporting portion 122. In the drawings, the lateral direction meansyDirection of shaft extension, whereinyThe positive direction of the axis is the right direction,ythe negative axis direction is left.
Compared with the existing I-shaped conductor rail suitable for larger current-carrying capacity, the conductor rail 100 provided by the embodiment of the application, by making the width of the bottom of the support portion 122 not greater than the width of the top of the support portion 122, the cross-sectional area of the rail body 120 is reduced, thereby reducing the current-carrying capacity to be applied to the scene requiring smaller current-carrying capacity, avoiding or reducing resource waste and higher heat loss, improving the use durability and economic applicability, meanwhile, due to the reduction of the sectional area of the supporting portion 122, the width of the connecting portion 121 can be flexibly adjusted, so that the contact area between the rail belt 110 and the current collector 311 can be adjusted, the conductive safety of the conductive rail 100 is improved, and the offset connection design of the support part 122 relative to the connection part 121 optimizes the structural arrangement space, increases the insulation distance of the left end of the conductor rail 100, or the risk of interference and leakage of the conductor rail 100 with other components on its left side.
As shown in fig. 2, in some embodiments, the connection part 121 includes a left extension part 121 a. In the lateral direction, the left extending portion 121a is located on the left side of the support portion 122, and the thickness of the left extending portion 121a gradually increases from left to right. By providing the portion of the left extension 121a adjacent to the support portion 122 to have a greater thickness, the structural strength of the conductive rail 100 is improved. In some embodiments, the lower surface of the left extension portion 121a extends diagonally downward from left to right to the support portion 122. It should be noted that the thickness of the left extending portion 121a refers to the dimension along the vertical direction, i.e. along the drawingzThe dimension in the axial direction.
As shown in fig. 2, in some embodiments, the connection portion 121 includes a right extension portion 121 b. The right extending portion 121b is located on the right side of the supporting portion 122 in the lateral direction. In the lateral direction, the width of the right extension part 121b is smaller than the width of the left extension part 121 a. On the premise of the offset connection design of the support portion 122 with respect to the connection portion 121, by ensuring a certain width of the right extension portion 121b, the structural strength of the conductive rail 100 is ensured. In other embodiments, the right extending portion 121b may not be provided, that is, the distance between the right end of the connecting portion 121 and the right end of the supporting portion 122 is 0, or the right end of the connecting portion 121 and the right end of the supporting portion 122 are flush, so that the left end of the supporting portion 122 has a larger structural arrangement space.
As shown in fig. 2, in some embodiments, both ends of the rail band 110 in the transverse direction extend downward to form hook portions 111. The two hook portions 111 are respectively engaged with left and right ends of the connection portion 121, or the two hook portions 111 are embedded in the connection portion 121. Through the clamping connection or the embedded connection of the hook part 111 and the rail body 120, the fastening connection of the rail belt 110 and the rail body 120 is realized, and the connection stability and the conductive stability are good. In some embodiments, the gap at the junction of the rail strip 110 and the rail body 120 should be less than 0.1mm, and the gap length should be less than 10 mm.
As shown in FIGS. 3-4, in some embodiments, there are at least two conductive track segments 100a, and at least two conductive track segments 100a are connected in series along the longitudinal direction. The conductor rail 100 further comprises a joint 130, and the joint 130 is fixedly connected with two adjacent conductor rail segments 100a respectively. The joint 130 is located entirely below the connection portion 121, and the joint 130 is located entirely on the left side of the support portion 122. The joint 130 connecting the two adjacent conductive rail segments 100a is completely hidden under the conductive rail 100 and is biased to the right with the bias of the support portion 122, so that the risk of interference of the joint 130 with other components on the left side of the conductive rail 100 is reduced.
As shown in fig. 4, in some embodiments, the conductive rail 100 further includes a fastening member 140, one end of the fastening member 140 is connected to the joint 130, and the other end of the fastening member 140 passes through the fastening hole 122a of the support portion 122 and is connected to the support portion 122. The joint 130 and the supporting part 122 are connected through the fastener 140, the structure is simple and reliable, meanwhile, the joint 130 does not need to be arranged on two sides of the supporting part 122, and the economical applicability is improved. In some embodiments, fastener 140 has an interference fit with fastening bore 122 a; in other embodiments, the fastening member 140 is a bolt, and the fastening member 140 is fixed to a nut after passing through the fastening hole 122 a.
As shown in fig. 3-4, in some embodiments, conductor rail 100 further includes an insulating support 150. The insulating support 150 is fixedly connected to the bottom of the supporting portion 122. The conductor rail 100 is supported by the insulating support 150, and the conductor rail 100 is arranged on the track 210, so that the conductor rail 100 has a sufficient insulation distance from the external environment. In some embodiments, the conductor rail 100 is loaded with a concentrated load of 1500N at the center of the support span with a support span of 5m, i.e. a distance of 5m between two adjacent insulating supports 150. The deflection of the conductor rail 100 should not be greater than 7mm, and when the conductor rail 100 is restored to the initial state after the load is unloaded, the deflection of the conductor rail 100 due to its own weight should not be greater than 3 mm.
In some embodiments, the material of the rail band 110 is selected from stainless steel and the material of the rail body 120 is selected from aluminum alloys. The steel-aluminum composite conductor rail 100 has good conductivity, conductive stability and structural strength. In some embodiments, the material of the rail band 110 is selected from 10Cr17 high-grade ferritic stainless steel material or 06Cr19Ni10 high-grade austenitic stainless steel material which meets national or international standards, and is formed by rolling. In some embodiments, the rail body 120 is made of an aluminum-magnesium-silicon alloy, extruded from an aluminum billet, and supported by quenching, artificial aging, cutting, straightening with tension, and the like.
The present application further provides a rail system 200 comprising a rail 210 and a conductor rail 100, the conductor rail 100 being disposed on the rail 210. As shown in fig. 1, in some embodiments, the track system 200 can be used in a straddle-type monorail system, where the track 210 is a track beam and the conductive rail 100 is disposed on a side surface of the track 210. In other embodiments, the track system 200 may be used for railway traffic, and the track 210 may include a substrate, a rail, a track rail 100, and the like, wherein the rail is disposed on the substrate for the track vehicle to travel, and the track rail 100 is also disposed on the substrate for the track vehicle to take electricity. By adopting the conductor rail 100 provided by the embodiment of the application, when the track system 200 is applied to a scene requiring smaller current-carrying capacity, the use durability, the economic applicability and the conductive safety are improved, and the structural arrangement space is optimized.
The present application further provides a rail transit system 300 comprising a rail vehicle 310 and a rail system 200, the rail vehicle 310 being adapted to travel on a rail 210 of the rail system 200. The rail vehicle 310 includes a current collector 311, the current collector 311 being adapted to be in contact engagement with an upper surface of the rail strap 110. As shown in fig. 1, in some embodiments, the rail transportation system 300 is a straddle-type monorail system, in which case the rail vehicle 310 is a straddle-type monorail vehicle, the rail 210 is a rail beam, and the rail vehicle 310 includes traveling wheels 312 and horizontal wheels 313, wherein the traveling wheels 312 run on the upper surface of the rail 210, the horizontal wheels 313 run on the side surface of the rail 210, and the current collector 311 contacts the conductive rail 100 on the side surface of the rail 210 to take power. In other embodiments, the rail transportation system 300 may be a railway transportation system, in which case the running wheels of the rail vehicle 310 are steel wheels suitable for running on rails, and the current collector 311 is suitable for contacting the conductive rail 100 on the substrate to take electricity. By adopting the track system 200 provided by the embodiment of the application, when the track traffic system 300 is applied to a scene requiring smaller current-carrying capacity, the use durability, the economic applicability and the conductive safety are improved, and the structural arrangement space is optimized.
Other constructions and operations of the conductor rails 100, the rail system 200, and the rail transit system 300 according to embodiments of the present application are known to those of ordinary skill in the art and will not be described in detail herein.
In the description herein, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A conductor rail adapted for electrical connection to a current collector, comprising at least one electrically conductive track segment, each said electrically conductive track segment comprising a track band and a track body;
the upper surface of the rail belt is suitable for contacting and matching with the current collector;
the rail body comprises a connecting part and a supporting part; the bottom of the connecting part is fixedly connected with the top of the supporting part, and the top of the connecting part is fixedly connected with the rail belt; in a transverse direction, the distance from the left end of the connecting part to the left end of the supporting part is greater than the distance from the right end of the connecting part to the right end of the supporting part, and the width of the bottom of the supporting part is not greater than the width of the top of the supporting part.
2. A conductor rail according to claim 1, characterised in that the connection part comprises a left extension; in the transverse direction, the left extending part is positioned at the left side of the supporting part; the thickness of the left extension part is gradually increased from left to right.
3. A conductor rail according to claim 2, characterised in that the connecting portion comprises a right extension; the right extending part is located on the right side of the supporting part in the transverse direction;
in the transverse direction; the width of the right extension part is smaller than that of the left extension part.
4. A conductor rail according to claim 1, wherein both ends of the rail band in the transverse direction are extended downward to form a hook portion; the two hook parts are respectively matched with the left end and the right end of the connecting part, or the two hook parts are embedded into the connecting part.
5. A conductor rail according to claim 1, wherein there are at least two of the conductor rail sections, at least two of the conductor rail sections being connected in series longitudinally;
the conductor rail also comprises joints which are respectively and fixedly connected with two adjacent conductor rail sections; the joint is located entirely below the connecting portion, and the joint is located entirely on the left side of the supporting portion.
6. A conductor rail according to claim 5 further comprising a fastener, one end of which is connected to the joint and the other end of which passes through the fastening hole of the support and is connected to the support.
7. A conductor rail according to claim 1, further comprising an insulating support; the insulating support is fixedly connected with the bottom of the supporting part.
8. A conductor rail according to claim 1, characterised in that the material of the rail strip is selected from stainless steel and the material of the rail body is selected from aluminium alloys.
9. A rail system, characterized by comprising a rail and a conductive rail according to any one of claims 1 to 8; the conductive rail is disposed on the rail.
10. A rail transit system comprising a rail vehicle and a rail system according to claim 9; the rail vehicle is adapted to travel on a track of the rail system;
the rail vehicle includes a current collector adapted to be in contact engagement with an upper surface of the rail band.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022845496.6U CN214112348U (en) | 2020-11-30 | 2020-11-30 | Conductor rail, track system with same and track traffic system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022845496.6U CN214112348U (en) | 2020-11-30 | 2020-11-30 | Conductor rail, track system with same and track traffic system |
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| Publication Number | Publication Date |
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| CN214112348U true CN214112348U (en) | 2021-09-03 |
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| CN202022845496.6U Active CN214112348U (en) | 2020-11-30 | 2020-11-30 | Conductor rail, track system with same and track traffic system |
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