KR101810796B1 - rigid bar transition device for high speed electric railroad - Google Patents

Abstract

A rigid bar transition device for a high speed electric railroad is disclosed. The rigid bar transition device for a high speed electric railroad according to the present invention can improve the structural stability of the transition device by corresponding to the tendency of the high speed electric railroad and maximally maintaining the speed of the electric railroad by reducing stress applied to a catenary line by gradually changing the stiffness or elasticity of the catenary line and a rigid bar. Also, the stiffness or elasticity change rate of the transition device is reduced and a sagging amount is reduced in an installation process. A separation margin can be increased by insulating a resonance frequency of the transition device from a passing frequency of the electric railroad.

Description

Technical Field [0001] The present invention relates to a rigid bar transition device for high speed electric railroad,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a high-speed rigid-body electric cable transition device, and more particularly, to a high-speed rigid-body electric-cable transition device improved in structural stability in response to a trend of increasing speed of an electric railway.

In general, electric railway is used by many people because of its advantages of quick, accurate and stable compared with other transportation methods. Moreover, recently, high-speed railway is widely used, and it is attracting attention as a safe and convenient public transportation means.

Electric railway, which has been attracting attention as a new transportation means in the 21st century along with the opening of high-speed railway, has recently been required to improve the performance, reliability and safety of electric railway lines due to speeding up of electric railway,

Here, a catenary line can be defined as a line including a catenary line for supplying electric power in contact with a current collecting device of a train that runs the line, and the facilities attached thereto.

Electric power required for traveling of a train is supplied through a power line and a collector of a pantograph of a vehicle. An electric line for supplying electricity to a train is classified according to a method of supplying electricity.

Specifically, the catenary line can be classified into an overhead catenary system and a third rail system, and the machined catenary line is divided into a rigid constriction system and a suspension system.

In this case, the suspension system is applied to the ground section in a manner that the line is guided by using a wire line. Since the line, the wire and the dropper line must be connected together and a peripheral device such as a tension control device is required, , It is difficult to apply it to the tunnel section because of its complexity.

That is, in order to apply the suspension bridge system to the tunnel section, the tunnel cross-sectional area must be increased so much that the construction cost is excessively increased. Also, since the installation space is narrow, daily inspection and maintenance are not easy.

The third railway type is advantageous in that it can be installed on a narrow space such as a tunnel by installing a power supply rail on the road surface or a side surface to supply electric power. However, since the power supply rail is disposed on the ground, It is dangerous and only applies to some special sections.

On the other hand, the above-mentioned rigid-body hitching system is constructed by integrating a catenary cable into a rigid body and installing it by using a separate structure such as a bracket. Thus, no tightening is required and a separate tension maintaining device is not necessary. .

In fact, the height of a rigid body line is about 90 to 120mm including a rigid body and a catenary line, and the total height of the contact between the collecting contact of the catenary line and the tunnel upper ceiling considering the support and electrical separation at low voltage (DC 750V or 1500V) Do.

Therefore, since the installation space of the rigid catenary line is small, it is possible to greatly reduce the construction cost in the new tunnel, and it is also advantageous in the maintenance work in the tunnel.

In Korea, a rigid catenary is called an R-Bar by reducing a rigid bar. A rigid catenary with a cross-sectional shape similar to that of a T-bar is especially called a T-Bar. Although the R-Bar is superior to the T-Bar in terms of workability and current collecting performance, it is widely used. In Korea, T-bar is applied to the DC section and R-bar is applied to the AC section.

Since such a rigid catenary cable is relatively expensive to install, it is common to install a catenary line by the above-mentioned suspension bridge method in a general catenary line, and to install a catenary line in a necessary section such as a tunnel.

And a transition device is installed in the portion where the suspension line and the rigid line are connected so as to mitigate the stress applied to the line by the sudden change in stiffness.

That is, the transition device is installed in a section where a curtain line and a rigid line are mutually transferred in and out of the tunnel. The most important objective of the design of the transition device is to gradually change the stiffness or elasticity of the suspension line and the rigid line, It serves to relieve the stress and maintains the speed of the train as much as possible.

Therefore, the transit device must have a small stiffness and a change rate of elasticity, a small amount of deflection at the time of installation, and a passive frequency of the train and a resonant frequency of the transitional device must be insulated from each other.

Embodiments of the present invention are intended to improve the structural stability of the transition apparatus in response to the trend of increasing speed of electric railway.

In addition, by gradually changing the stiffness or elasticity of the suspension line and the rigid line, it is possible to relieve the stress applied to the line and to keep the speed of the train as high as possible.

Further, the rigidity and elasticity change rate of the transition device are made small, and the amount of deflection during installation is small.

In addition, the separation margin should be increased by inserting the pass frequency of the train and the resonance frequency of the transitional device from each other.

According to one aspect of the present invention, there is provided a high-speed rigid-body electric cable transmission apparatus formed by processing a rigid-body electric wire and provided in a section connecting a suspension catenary line and a rigid-body electric wire, A plurality of parallel portions extending in a predetermined length to form a plurality of parallel portions; And a plurality of parallel portions extending from the suspension line to a side of the rigid line, wherein the plurality of parallel portions increase in height from the suspension line to the rigid line. have.

The plurality of parallel portions may have a longer length of the parallel portion located at an intermediate position than a length of the parallel portion located at both sides of the suspension line and the rigid line.

The length of the parallel portion next to the parallel portion located closest to the suspension line may be longer.

The length of the parallel portion next to the parallel portion located closest to the rigid body line can be longer.

The minimum height of the parallel portion may be 50 mm or more.

The high-speed rigid-body meteorological transit apparatus according to the present invention may further comprise a suspension line connecting portion formed at an end of the suspension line and having the same height as the height of the rigid metro line before the embroidery work.

The high-speed rigid cable-conductor transition device according to the present invention may further comprise a rigid-body electric wire connection portion formed at the end portion of the rigid-body-electric-cable-line side and having the same height as the height of the rigid-

The difference between the passing frequency and the resonance frequency of the high-speed train passing through the transit device may be greater than 10%.

The embodiments of the present invention can improve the structural stability of the transition apparatus in response to the trend of increasing speed of the electric railway.

In addition, by gradually changing the stiffness or elasticity of the suspension line and the rigid line, it is possible to relieve the stress applied to the line, thereby maintaining the maximum speed of the train.

Further, the stiffness and the rate of change in elasticity of the transition device can be reduced, and the amount of deflection during installation can be reduced.

In addition, the separation margin can be increased by isolating the pass frequency of the train from the resonance frequency of the transitional device.

1 is a sectional view of a rigid electric wire according to an embodiment of the present invention;
FIG. 2 is a side view of a middle and low-speed steel body transmission apparatus according to an embodiment of the present invention.
3 is a view showing an image showing a result of finite element analysis of a medium-and-low-speed rigid cable transmission apparatus according to an embodiment of the present invention
4 is a side view of a high-speed rigid-body electric cable transfer apparatus according to an embodiment of the present invention.
5 is a side view showing an example of actual specification application of a high-speed rigid-body electric cable transition apparatus according to an embodiment of the present invention
6 is a graph showing the results of finite element analysis of a high-speed rigid-body cable transmission apparatus according to an embodiment of the present invention
7 is a graph showing a comparison between the rigidity of the high-speed rigid-body cable transfer device and the middle-low-speed rigid-body cable transfer device according to the embodiment of the present invention

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiments described herein but may be embodied in other forms. Rather, the embodiments disclosed herein are provided so that the disclosure can be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Like reference numerals designate like elements throughout the specification.

FIG. 1 is a cross-sectional view of a rigid electric cable according to an embodiment of the present invention. FIG. 2 is a side view of a transit device for a medium- This is an image showing the result of finite element analysis of a transition device for a solid body.

1 to 3, a rigid electric cable 50 according to the present invention includes a caten grid 54 for supplying current through an electric contact with a pantograph (not shown) installed on an upper part of a railway vehicle (not shown) 54, respectively. The current conveyed by the rigid catenary line 50 is supplied through a pantograph for the purpose of running a train, and the rail is used as a retrace line.

In general, the rigid catenary cable 50 is connected to a 12 m unit unit, and can be installed at a height where the pantograph can be contacted by a predetermined bracket (not shown) and a support clamp (not shown) provided at regular intervals. At this time, the rigid body 52 has side projections 52a on both sides of the upper part, and the side clamps support the side projections 52a.

As described above, since the rigid catenary 50 is relatively expensive to construct, a catenary line is usually installed in a general catenary line and a rigid catenary line is installed only in a necessary section such as a tunnel.

At this time, a transition device in which the stiffness increases from the suspension line to the rigid line 50 is provided between the suspension line and the rigid line 50. FIG. 2 shows a representative 120 km / h class medium-low speed medium-speed rigid cable-conductor transition device T.

The length of the medium-and-low-speed steel body transition device T may be about 5 m to 10 m, and it is installed in a catenary line, that is, a connection section between the suspension catenary line and the rigid catenary line 50.

The middle-low speed steel body transition device (T) gradually changes the difference in stiffness between the suspension cable and the rigid body line 50, and the load applied to the cable line at the connection point due to the sudden change in rigidity It plays a role of mitigating.

As shown in FIG. 2, the middle-low-speed steel body transition device T can be manufactured by machining an upper portion of a general rigid electric cable 50. Specifically, the middle and low-speed steel body transition device T includes a plurality of cutting portions Tn, and the cutting portion Tn may be configured such that a depth thereof cut toward the side of the rigid electric wire 50 is reduced . The provision of the cutting portion Tn reduces the bending stiffness of the middle-low-speed steel wire transmission device T, thereby increasing the flexibility.

That is, the shape of the 120 km / h class medium-speed steel body transition device T can be configured to relieve stiffness or elasticity by gradually removing a part of the mass at regular intervals in the solid body line as shown in FIG.

The result of the finite element analysis of such a medium-and-low-speed rigid-body cable transition device T is shown in Fig. As a result of finite element analysis, the natural deflection due to self weight was 21.9mm, the deflection amount when the load was 100N was 61.9mm, the vertical direction resonance frequency was 4.4Hz, 14.2 Hz.

The vertical vertical resonance frequency is 120Hz / h, passive frequency is 6.7Hz, the first vertical direction resonance frequency is 4.4Hz, the resonance frequency margin is 52%, and the secondary resonance frequency is 14.2Hz. Passing frequency according to 250km / h is close to 13.9Hz and structural damage due to resonance frequency can occur at long-term exposure.

Therefore, in the case of high-speed applications, it is necessary to change the design in order to secure a margin against the resonance frequency.

FIG. 4 is a side view of a high-speed rigid-body cable transmission apparatus according to an embodiment of the present invention, FIG. 5 is a side view showing an application example of actual specifications of a high- 6 is an image showing a result of a finite element analysis of a high-speed rigid-body electric cable transition apparatus according to an embodiment of the present invention. FIG. 7 is a graph comparing the rigidity of a high-speed rigid-body cable transition device and a middle-low-speed rigid-body cable transition device according to an embodiment of the present invention.

4 to 7, a high-speed rigid cable transmission line 100 according to an exemplary embodiment of the present invention includes a plurality of high-speed rigid-cable transmission lines 100 extending from a lower end of the high- Parallel portions 110a, 110b, 110c, and 110d; 112b, 112c, and 112d formed at different heights of the neighboring parallel portions 110a, 110b, 110c, and 110d.

A solid wire connection portion 101 having a height equal to the height of the solid body line before machining is formed at the end of the suspension line and a rigid wire connection portion 103 having a height equal to the height of the solid body line before machining . The height of the rigid body line before machining can be designed to be 110 mm for the middle and low speeds and to be within the range of 100 to 120 mm for the high speed type, but is not limited thereto.

Here, the plurality of parallel portions 110a, 110b, 110c, and 110d may be configured to increase in height from the suspension line to the rigid line. That is, the height of the parallel portions 110a, 110b, 110c, and 110d gradually increases toward the rigid body line with the step portions 112a, 112b, 112c, and 112d as a boundary.

Specifically, in order to design a high-speed rigid-body cable transmission line structure of a 250 km / h class, sensitivity analysis is performed according to the width and height of the parallel portions 110a, 110b, 110c and 110d as shown in FIG. 4 and FIG. . The design goal here is to minimize the amount of deflection and ensure a resonance frequency separation margin.

In order to achieve such a design goal, the plurality of parallel portions 110a, 110b, 110c, and 110d are located in the middle of the lengths of the parallel portions 110a and 110d located at both sides of the suspension line and the rigid- The lengths of the parallel portions 110b and 110c are longer.

The length of the parallel portion 110b next to the parallel portion 110a located nearest to the suspension line may be longer than that of the parallel portion 110d located nearest to the rigid line, And the length of the adjacent parallel portion 110c is longer.

B, c, d, a ', b', c ', d', and d 'of the design of the concrete high-speed rigid-circuit cable transmission apparatus 100 will be described with reference to FIG. D '> c'> b '> a', satisfying b> a and c> d, and A '250mm and a' 50mm, respectively.

A is the width of the suspension cable connection portion 101 and is configured to minimize deflection by acting as a concentrated mass to maximize the rigidity or elasticity of the suspension cable.

a 'is at least 50 mm or more for the height of the bolt portion (not shown) for fixing the catenary line 54. Since the high-speed rigid-body cable transition device 100 carries out a process for cutting the upper part of the rigid electric wire, the tension for fixing the wire 54 may be insufficient. To compensate the tension, the bolt- It is desirable to further secure a space.

The design is designed to adjust the design parameters to match the speed of the high-speed trains and to ensure a margin of separation between the pass frequency and the resonance frequency, aiming at a minimum of ± 10%. Furthermore, it is desirable to secure more than ± 15% for 1.5 times safety factor.

An example of an actually applied design specification satisfying such a design condition is shown in Fig.

FIG. 6 shows an image reflecting the result of the finite element analysis on the design. The result shows that the natural deflection amount by self weight is 23.1 mm, the deflection amount when the load is 100 N is 45.8 mm, the vertical direction resonance frequency is 4.1 Hz, Hz. The second vertical direction resonance frequency has a 20% resonance frequency margin at a pass frequency of 13.9 Hz according to 250 km / h.

7 shows the result of comparing the amount of deflection and the stiffness change of the high-speed rigid-body cable transmission apparatus 100 according to the pressing force of the pantograph against the typical design structure of the high-speed rigid cable transmission apparatus 100 with respect to the middle- have.

Here, the rigidity of the high-speed rigid-cable transmission device 100 and the rigid-wire connection portion 103 was fixed at 600 N / mm. The stiffness of the high-speed rigid-body meteor-transit device 100 is more gradual than that of the medium-and-high-speed steels, so that the structural stability during entry and exit of the train is high and the train speed can be maintained.

That is, it can be seen that the high-speed rigid-body cable transmission apparatus 100 according to the present invention exhibits superior characteristics for the middle and low speeds against the gradual change in the deflection amount, the resonance frequency separation margin, and the stiffness, which are structural characteristics required in the transition apparatus.

According to the high-speed rigid-body cable transmission device according to the embodiments of the present invention described so far, the structural stability of the transition device can be improved in response to the trend of increasing speed of the electric railway, and the rigidity or elasticity of the suspension- The speed of the train can be maintained to the maximum by reducing the stress applied to the catenary line.

In addition, the stiffness and the elasticity change rate of the transitional device can be made small, and the amount of deflection during installation can be reduced, and the separation margin can be increased by insulating the pass frequency of the train from the resonance frequency of the transitional device.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit and scope of the invention as defined in the appended claims. You can do it. It is therefore to be understood that the modified embodiments are included in the technical scope of the present invention if they basically include elements of the claims of the present invention.

100: High-speed rigid electric cable transition device
101: Suspension Chain Line Connection
103: Rigid catenary connection
110a, 110b, 110c, 110d:
112a, 112b, 112c, 112d:

Claims (8)

A high-speed rigid-body meteorological transporter, which is formed by processing a rigid metro line and is provided in a section connecting a catenary line and a rigid meteorological line,
A plurality of parallel portions extending a predetermined length from the lower end of the transition device so as to have the same height; And
And a step portion formed with the height of the neighboring parallel portions being different from each other,
Wherein the plurality of parallel portions are arranged in a stepwise manner adjacent to the plurality of parallel portions such that the height increases from the suspension line to the rigid line,
Wherein the plurality of parallel portions have longer lengths of the parallel portions located in the middle than the lengths of the parallel portions located on both sides of the suspension line and the rigid line,
The length of the parallel portion next to the parallel portion located on the side closest to the suspension line is longer,
The length of the parallel portion next to the parallel portion located nearest to the rigid body line is longer than that of the parallel portion located nearest to the rigid body line,
And the minimum height of the parallel portion is 50 mm or more. delete delete delete delete The method according to claim 1,
Further comprising a suspension cable connection portion formed at an end of the suspension cable and having a height equal to a height of the rigid cableway before machining. The method according to claim 1,
Further comprising a rigid-body electric wire connection portion formed at an end of the rigid-body-electric-wire-side portion and having a height equal to a height of the rigid body-wire before machining. The method according to any one of claims 1, 6, and 7,
Wherein a difference between a passing frequency and a resonance frequency of the high-speed train passing through the transition device is greater than 10%.

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