DE102010010866B4 - Device between an elastic overhead line and a rigid busbar of the rail-bound traffic - Google Patents

Abstract

Device between an elastic overhead contact line suspended from supporting cables and supporting structures and a rigid conductor rail for rail-bound traffic, characterized in that a transition area (2) is arranged between the overhead contact line (control overhead line) (3) and the rigid conductor rail (1), in which each a contact wire (5) is guided on each side of the conductor rail (1), the suspension of the two contact wires (5) via hangers (6) at support points (9; 10) so that the height difference (4) between the contact wires (5) and the rigid busbar (1) decreases in the direction of the rigid busbar (1) and slidingly approaches this.

Description

The invention relates to a device between an elastic overhead line and a rigid busbar of the rail-bound traffic.

Railbound vehicles, such. As electric railways are mainly supplied via a trolley line with the necessary power. In most cases, the overhead contact line system consists of the overhead contact line, the contact wire of which has been suspended from suspension cables and suspended above the supporting structures. The power transmission from the overhead line is made by a vehicle-mounted pantograph, which is referred to as a bow or pantograph. Despite a relatively strong bias of contact wire and suspension cable, it can not be avoided that they sag between the suspension points, so that the height of the overhead line above the rail fluctuates constantly, which must be compensated by movements of the pantograph. As a result, however, the contact forces between pantograph and overhead line change, which can lead to vibrations, non-uniform contact resistance and sparking (arc).

In the DE 24 36 640 A1 Therefore, it has been proposed to carry out the suspension of the overhead lines at attachment points of different distances and in an irregular sequence in order to realize a wave propagation of the oscillations with different wavelengths and to avoid resonances. However, this measure is not sufficient for high-speed lines.

Another holding device for overhead line structures is from the DE 295 13 941 U1 known, in which case damping elements are used.

A device for connecting two sections of a contact wire of a catenary describes the DE 30 27 406 C2 ,

In addition to the known overhead line system, various rigid busbar systems are used ( DE 20 2004 009 420 U1 ; DE 603 02 658 T2 ). While busbars in underground and suburban trains next to the track body are fastened to the sleepers or separately via special brackets, rigid busbar systems for the current collectors of rail vehicles are predominantly used in the ceiling area of tunnels. One advantage of this system is its low height.

On heavily traveled routes, especially in tunnels, double drive wires are known. The DE 33 26 504 C2 describes a related hanger clamp, wherein the balance beam is designed as an equilateral lever.

The EP 0 828 629 B1 describes a method and a device for coupling elastic and rigid catenary systems for feeding electric traction vehicles, wherein the elastic catenary and the rigid catenary, z. As a busbar, are serially coupled elastically with a linear guide of the current-carrying path. The device has a transition region between the rigid catenary system and the elastic catenary system, which is designed as a spring bar, wherein the mechanical stiffness in the longitudinal direction can be varied continuously. The spring bar has on its upper side facing away from the contact wire a plurality of recesses arranged distributed in the longitudinal direction. The coupling of the cantilever with the rigid busbar is done by push tabs, which are arranged inside the profiles of the busbar and cantilever. The bumpers connect the spring bar with the busbar system so mechanically and electrically. The use of a beam with certain elastic properties provides only a limited quality of driving.

The invention is based on the object that between the elastic overhead line (often in open terrain) and the rigid busbar (preferably in tunnel areas) an optimal transition is ensured without a hard striking the pantograph to the power rail.

This is inventively achieved in that between the catenary (Regeloberleitung) and the rigid busbar, a transition region is arranged in which ever a contact wire is guided on each side of the busbar, the suspension of the two contact wires via hangers to bases so that the height difference between the contact wires and the rigid busbar decreases in the direction of rigid busbar and slidingly approaches them.

The driving characteristics of a catenary depend on the mast spacing and the tension forces in the contact wire and in the suspension cable. For an optimal transition from the elastic overhead line to the rigid busbar, the movements of the pantograph must be reduced. By reducing the mast spacing, the elastic properties of the overhead line can be influenced only limited. The use of an additional overhead contact wire with double contact wire allows for higher clamping forces, thus reducing the movement of the pantograph. For the additional overhead line type and high strength contact wires can be used the clamping forces are additionally increased. Through the use of double trolley wire with a corresponding spread of the two contact wires and the rotational movements of the contact strips can be influenced. The spreading of the contact wires can be achieved by a special spreader ( 4 ) are realized in the raised area. The two contact wires can thus be routed on both sides of the busbar.

The direct transition from the elastic overhead line to the rigid busbar is realized by a special overlap and transition area. The overlap or transition region is designed so that the pantograph is guided from below to the busbar. The transition area must be chosen so that the contact wire can be pulled up over the overhead conductor rail as in a post-tension of the control overhead line (transition between 2 catenary sections). It should have a dimension of about 40 m. The pantograph can thereby touch the busbar and the contact wires over a longer range. The formation of arcs is thereby avoided.

The elastic properties of the catenary are different at the base and in the middle of the field. As a result, the pantograph performs an up and down movement. The elastic properties of the overhead line and the height difference (ΔFh) of preferably 5 to 15 cm are chosen so that a dynamic transition to the rigid busbar is achieved by the dynamic lift of the contact wires through the current collector.

The use of an additional overhead line would increase the cost of the construction of the overhead line system. One way to reduce this effort is the use of the invention and special design of the support cable as a second contact wire. A contact wire is attached to the suspension cable via terminals. By continuously reducing the system height (= maximum distance between the support cable and the contact wire), the second contact wire is guided into the working area of the pantograph. The suspension of the two contact wires is carried out at bases.

embodiment

The invention will be explained below with reference to an exemplary embodiment.

Showing:

1 - The arrangement of the overlap or transition region between control overhead line and rigid busbar

2 - the execution of the overlap area

3 - The execution of the catenary when using the support cable as a second contact wire

4 - the strut on the power rail

5 - The suspension of the contact wires in the overlapping area

6 - The execution of the overhead line with double trolley wire

7 - The spreader mounted over hanger

Especially in railway tunnels, a rigid busbar is often used as a power supply ( 1 ), which according to the invention in an overlap ( 11 ) or transition area ( 2 ), which is a catenary with a double overhead contact wire ( 5 ) having ( 1 ). In addition, under certain conditions, the double contact wire can also be designed as a catenary of high strength contact wires. The transition area ( 2 ) closes the Regelüberleitung ( 3 ) at. In the overlap area ( 11 ) the contact wires ( 5 ) over the height difference (ΔFh) ( 4 ) sliding against the rigid busbar ( 1 ) ( 2 ).

The current collector is thus brought slowly and controlled to the rigid busbar. This ensures that no damage to the pantograph occur and arcs are avoided. The life of the pantograph is thereby significantly increased and the wear of the contact wires (especially due to arcing) minimized. In the rule control ( 3 ), the contact wire is suspended over different lengths of hangers ( 6 ) in height ( 3 ). The hangers ( 6 ) are on a carrying cable ( 7 ) fixed at a base ( 10 ) is coupled. In the transition area ( 2 ) in front of the overlapping area ( 11 ) the carrying rope ( 7 ) in the area ( 8th ) transferred to the contact wire and together with the regular contact wire as a double contact wire ( 5 ) continued. The double driving wire ( 5 ) is regulated by adjusting the height of the slack to the rigid busbar ( 1 ) and passed them, and at the 9 ) depended. The slack of the double driving wire ( 5 ) is spread by spreading ( 12 ) on the ceiling busbar ( 4 ). Alternatively, instead of the transfer of the support cable in a contact wire and a trolley construction with carrying rope and double trolley wire can be used. Then in the entire transitional area ( 2 ) the overhead line over different length hangers ( 6 ) or hanger with struts ( 12 ) in height ( 5 , 6 and 7 ). The hangers ( 6 ) for the overhead line ( 2 ) and ( 3 ) are on a carrying cable ( 7 ), which at bases ( 10 ) is coupled. The slack of the double contact wire ( 5 ) is about regulating the length of the trailer ( 6 ) in height to the rigid busbar ( 1 ), the two contact wires are passed past this and at the base ( 10 ) depended.

LIST OF REFERENCE NUMBERS

1

rigid busbar

2

Transition area

3

Usually catenary

4

Height difference ΔFh

5

Double contact wire

6

trailer

7

supporting cable

8th

Transition area carrying rope / contact wire

9

tragseilloser base

10

base

11

overlap area

12

strut

13

Sliding and guide piece on the busbar

14

Regulatory and spring-damping element of the spreader

Claims (10)

Device between a suspended over suspension cables and structures, elastic catenary and a rigid rail of rail-bound traffic, characterized in that between the overhead line (Regeloberleitung) ( 3 ) and the rigid busbar ( 1 ) a transition area ( 2 ) is arranged, in which each a contact wire ( 5 ) on each side of the busbar ( 1 ), wherein the suspension of the two contact wires ( 5 ) over trailer ( 6 ) at bases ( 9 ; 10 ) so that the height difference ( 4 ) between the contact wires ( 5 ) and the rigid busbar ( 1 ) in the direction of the rigid busbar ( 1 ) and slidingly approaches them. Device according to claim 1, characterized in that the carrying cable ( 7 ) in the transition area ( 2 ) separated as second contact wire (double contact wire) ( 5 ) is executed. Device according to claim 1, characterized in that in the transition region ( 2 ) a special construction of a catenary with double drive is arranged. Apparatus according to claim 2 or 3, characterized in that for the bracing of the double contact wire increased bracing forces (> 10 kN) are to be used per contact wire, so that a reduction of the vertical movement of the contact wire occurs. Device according to Claims 1 to 4, characterized in that the transition region ( 2 ) an overlap area ( 11 ), where overlapping area ( 11 ) preferably has a length of 5 to 80 m. Apparatus according to claim 1 to 5, characterized in that the height difference between the overhead line ( 3 ) and the rigid busbar ( 1 ) is preferably 5 to 15 cm in size. Apparatus according to claim 1 to 6, characterized in that the supporting cable ( 7 ) via terminals in a contact wire ( 5 ) and this as a contact wire ( 5 ) of the transition area ( 2 ) is executed. Apparatus according to claim 1 to 7, characterized in that the two contact wires ( 5 ) via braces symmetrical to the rigid busbar ( 1 ) are guided. Apparatus according to claim 1 to 8, characterized in that the rigid busbar ( 1 ) is preferably arranged in track center. Device according to Claims 1 to 9, characterized in that the overlapping area ( 11 ) is designed as electrical path separation, wherein the distances of the contact wires ( 5 ) to the busbar ( 1 ) are dimensioned so that the electrical safety distances are achieved.

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