KR20220147943A - Catenary feeding division system - Google Patents

Abstract

The present invention relates to a power supply division system of a contact wire, wherein the safe operation of trains can be promoted by optimizing the driving speed of electric trains, the interval of a pantograph and the appropriate installation position of an air section to prevent the disconnection of the contact wire, which occurs in the section of a power supply division device, comprising: a first contact wire and a second contact wire configured in an insulated section; and an insulator (20) formed on each outer circumference surface of a T-bar, which constitutes the first contact wire and the second contact wire in the insulated section, to envelop the outer circumference surface of the T-bar and formed on the T-bar as a preset predetermined length toward the inner side of the insulated section. The effective length condition of the power supply division system of a contact wire according to the present invention is proposed to be optimal, thereby allowing a railroad track to be constructed optimally, making a system for operation, maintenance and inspection scientific, minimizing costs for maintenance and repairs and preventing the disconnection accident of a contact wire in advance to improve the reliability of the railroad.

Description

Catenary feeding division system

The present invention relates to a catenary feed classification system, which comprehensively reviews the operating speed of the electric railway, the interval of the PANTOGRAPH, and the proper installation location of the air section to perform Section Over in the section of the power feed classification device. It relates to a catenary power supply classification system that can promote safe operation of electric railway trains by preventing catenary disconnection caused by

As a means of public transportation in accordance with urban concentration, the electric railway plays an important role as a mass and high-speed transportation institution within and between cities.

Urban railways are actively developing and introducing new technologies and systems while aiming for high-speed and high-efficiency.

Among the catenary facilities, the power supply classification device is a necessary facility to stop the power supply in only some sections in order to safely perform daily maintenance or restoration work in the event of a catenary accident.

If the electric vehicle is stopped at the location where the power supply separator (or insulation separator) is installed, when collecting electricity from either side with the electric vehicle pantograph short-circuited on both sides of the electric vehicle, the arc current flows through the pantograph collector plate. This can eventually lead to disconnection accidents in the tram line or the joga line. Therefore, it is specified to install the power supply separator in a position where the electric vehicle is not likely to stop, and there is a need to limit the positional relationship between the signal and the power supply separator.

When a vehicle is inevitably stopped in a section where a power feed classification device is installed due to the adjustment of the distance from the preceding vehicle during automatic operation in the current urban railway power feeding section, when the phantagraphs come into contact with each other, melting due to the arc heat of the catenary due to the voltage difference There is a risk of breakage, and there are cases in which actual accidents lead to delays in train operation, causing inconvenience to passengers.

In particular, in the section where the power feed classification device is installed, since the pantograph proceeds with a complex movement between the two catenary lines, abnormal wear, fatigue, and damage of the catenary are easy to occur, so it is necessary to sufficiently reflect these characteristics in the design.

In order to overcome this problem, each country that operates urban railroads has independently developed and applied a power supply classification device suitable for each country's circumstances (electric vehicles (electric railroad, urban railroad, etc.) are doing

In domestic urban railway DC power feeding section, the power supply division device is divided into electrical and mechanical division devices. The electrical division device has an air section for main line division and an insulator-type section for dividing upper and lower lines and side lines, and a mechanical division device for main line catenary lines. There is an air joint used for mechanical classification of power supply, and research on the weight reduction of the power supply classification device is continuously being made to improve the speed and reliability of the urban railway operation section.

However, the air section is operated according to the existing installation standards, but the development of a functional power supply classification device considering the operating conditions of electric vehicles has not been made.

The condition to be provided for such a power supply classification device is that the tensile strength must be at least the minimum breaking load of the catenary, there is no deterioration in insulation due to infiltration of rainwater, formation of deposits, etc., Durability against impact and weather resistance should be sufficient.

On the other hand, the electrification rate and the expansion of the urban railway operation section lead to an increase in catenary facilities, and the insulated section inevitably appearing in catenary construction will further expand. is expected to increase, and it is necessary to improve economic feasibility by realizing the localization of the power supply classification device for the DC power supply section of urban railways to facilitate the supply of parts, and to improve public reliability by preventing accidents in advance.

Patent Document 1: Republic of Korea Patent Registration No. 10-1743725 Patent Document 2: Republic of Korea Patent Publication No. 10-2014-0004364 Patent Document 3: Republic of Korea Patent Registration No. 10-0910549 Patent Document 4: Republic of Korea Patent Publication No. 10-2018-0075189

The present invention is to solve the various disadvantages and problems of the prior art as described above, and section over in the power supply classifier section by comprehensively reviewing the operation speed of the electric railway, the distance between the current collectors, and the proper installation location of the air section. The purpose is to provide a catenary power supply classification system that can prevent catenary disconnection caused by (Section Over) and promote safe train operation of electric railways.

In order to achieve the above object, the present invention is configured in a preset insulation section, comprising: a first tank line 10 and a second tank line 11 configured in the insulation section; And formed to surround the outer peripheral surface of the T-Bar on each of the outer peripheral surface of the T-Bar constituting the first tram line 10 and the second tram line 11 in the insulating section, the T in the inner direction of the insulating section -Provides a catenary feed classification system, characterized in that it is formed; including;

Here, the insulator 20 is an air section ( It is characterized as an insulator equivalent to or higher than that of the air section).

And the insulator 20 includes a silicone-based resin layer in contact with the outer circumferential surface of the T-Bar; and an FRP reinforcing layer formed on the outer surface of the silicone-based resin layer, wherein the insulator 20 is bolted to the T-Bar characterized by being.

Meanwhile, the insulator 20 has a thickness of 5 to 15 mm from the outer peripheral surface of the T-Bar to the outside and a width of 400 to 600 mm on the outer peripheral surface of the T-Bar inside from both sides of the insulating section.

In addition, when the insulation section between the first tram line 10 and the second tram line 11 is applied as the minimum length of 14,280 mm of the feed classification system for reducing the no-pressurization time, the distance between the pantographs of the electric railway within the insulation section is It is characterized in that it is 14.132mm.

On the other hand, the catenary feed classification system is characterized in that it is for electrical classification in the air section section of the catenary line of 1,500V DC above ground/underground.

Here, in the catenary power supply classification system, when the maximum speed of the electric railway is 80 [km/h] and the pantograph interval of the urban railway vehicle is 14,132 mm applied, air over due to an accident current or load current does not occur. It is characterized in that it is manufactured in consideration of electric vehicle automatic operation conditions, arc duration, voltage relay operation time, and circuit breaker cut-off time.

And the effective length condition of the catenary feed classification system is, in the case of a DC-DC feed classification system, A: arc duration 40 [ms], B: voltage relay operation time 100 [ms], C: circuit breaker cut-off time (IEC) Regulation 61992-2 ) 20[ms], D: When the spare time is 50[ms], the total operating time = A+B+C+D = 210[ms], and the design speed of the urban railroad is 80[km/ h], and the effective length [mm] condition at the operating speed of 80 [km/h] is applied when 210 [ms] × 80 [km/h] = 16,800 [mm].

According to an embodiment of the present invention, the following effects are obtained.

First, by comprehensively reviewing the operating speed of the electric railway, the distance between the current collectors, and the proper installation location of the air section, the electric railway train Safe driving can be promoted.

Second, the expansion of electrification rate and urban railroad operation section leads to an increase in catenary facilities, and the insulated section that appears inevitably in catenary construction will further expand. As the demand increases, the optimal construction, operation and maintenance inspection system of the catenary can be established through scientific techniques to achieve higher reliability and minimize maintenance costs.

Third, in the continuously growing railway market, insulated sections inevitably occur in the current electric vehicle operation, and by realizing the localization of the power supply classification device for the DC power supply section of urban railways, the supply of parts is facilitated, thereby increasing economic efficiency and preventing accidents. It is possible to improve the public's trust in using electric or urban railroads.

1 is a view for explaining a non-pressurized length in a power supply classification system in consideration of a vehicle and driving conditions.
2 is a view for explaining the configuration of an integrated power feeding classification system among the elements of the ground portion feeding classification system.
FIG. 3 is a view for explaining the configuration of a separate type power feeding classification system among the elements of the above-ground power feeding classification system.
4 (A) (B) is a view for explaining the catenary feed classification system according to the present invention.
5 and 6 are views for explaining an embodiment of the insulator formed on the outer peripheral surface of the cross section of the T-Bar used as a catenary in the catenary feed classification system according to the present invention.
7 is a diagram showing voltage and current waveforms of an existing catenary.
8 is a view showing the voltage and current waveforms of the insulator additional catenary of the catenary feed classification system according to the present invention.
9 is a view for explaining that a monitoring system is added to the catenary feed classification system according to the present invention.
10 is a view for explaining a correlation between a current or resistance flowing in a catenary and temperature.

A preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings as follows.

In addition, the terms used in the present invention have been selected as widely used general terms as possible, but in certain cases, there are also terms arbitrarily selected by the applicant. It is intended to clarify that the present invention should be understood as the meaning of the term, not the name. In addition, in describing the embodiments, descriptions of technical contents that are well known in the technical field to which the present invention pertains and are not directly related to the present invention will be omitted. This is to more clearly convey the gist of the present invention by omitting unnecessary description.

In order to promote safe operation of electric railway trains, technical analysis of the installation conditions of the DC-DC insulation classification device must be preceded. ), it is necessary to calculate the effective length considering the driving speed, and to calculate the length of the insulation separator according to the electric vehicle pantograph interval.

In addition, in order to identify the cause of the fusion breakage of the catenary in the insulation classifier, it is necessary to analyze the characteristic change due to the wear of the catenary, to analyze the correlation between the current and temperature of the catenary, and to analyze the temperature rise due to the load current.

In the functional insulation classification system, in the development of an insulation classification system for overhead electric tram lines for ground use and an insulation classification system for underground rigid electric tram lines, the performance test is carried out by measuring static and dynamic pressure rise, minimum vehicle running speed, and stationary inverter (SIV). ) Performance evaluation and reliability tests such as low voltage detection time, wear and noise characteristics according to insulator weight, and reliability test after installation of the trial section are required. In addition, the detailed requirements such as the performance and specifications of the developed product are as follows.

○ Technical specifications

(a) function

- In the air section section of the direct current 1,500V above ground/underground, it should play the role of an insulating device for electrical division.

- It must be manufactured without any hindrance to the passage of the maximum speed trains of urban railways.

- It must be manufactured so that air over does not occur due to accident current or load current according to the pantograph interval of urban railroad vehicles.

- It must be manufactured in consideration of electric vehicle automatic operation conditions, arc duration, voltage relay operation time, circuit breaker cut-off time, etc.

(B) Requirements

- For the material of the insulator, silicone resin-based FRP must be used, and it must have excellent abrasion resistance and heat resistance.

- Insulators and mounting brackets must be designed/manufactured to replace the existing FRP section insulators and insulating separators, and the mechanical performance of the mounting brackets must be equal or higher.

- The performance of each insulator and the performance after assembly should be equal to or higher than that of the existing product.

- When passing an electric vehicle, the static and dynamic pressure rise must be equal to or greater than that of the existing air section, and it must be manufactured in consideration of the static inverter (SIV) low voltage detection time.

- Abrasion and arc generation according to the weight of the insulator should be equal to or higher than that of the existing air section.

(C) Composition

- The composition consists of an insulator and an assembly bracket.

○ Inspection and test

(A) Factory test, type test and field test are carried out. The procedural specifications of each test are prepared during research and are based on the existing section insulator.

(B) Factory test

- Factory test refers to testing to confirm that the performance is satisfied at the manufacturer's place.

(C) Type test

- The type test is the pre-stage of the field test, and it refers to a test performed by an accredited organization to check whether the required performance specifications are satisfied.

(D) Field test

- The field test is a test to check whether the function is satisfied by installing it on the actual route.

This is summarized in Table 1 below.

Section (Section device) divides the power supply system of the catenary to limit the section where the power supply is stopped and secure the operation of the train in other sections when an accident occurs in a part of the catenary or when a power outage is required for daily maintenance work. As facilities for the purpose, there is an air section applied to the power supply division section.

In addition, the air section is installed at regular intervals on the catenary by electrically separating the space where the feed classification sections overlap with each other by air.

The PANTOGRAPH is equipped with a current collector in contact with the overhead wire on a lozenge-shaped foldable frame mounted on the roof. Spring rising type, the latter is called air rising type.

The section over phenomenon is a state in which the air section is electrically connected by contacting the catenary in both feeding division sections by the phantagraph when the train stops in the power feeding section, and in the parallel feeding section of both substations, the air section is 1 in the air section. Two pantographs installed in a large number of vehicles are short-circuited by an electric closed circuit inside the railroad car, and arcs are generated due to a breakdown of the train or a sudden change in current, which may cause charring of the catenary and the occurrence of fire.

This air section is a classification device using air insulation by maintaining parallel parts of the electric wires to be insulated at regular intervals without inserting insulation into the electric wires of the current collecting part. It is used to distinguish statues in the finals.

In the case of Seoul Metro, there are a total of 90 air sections (main line: 84) on lines 1 to 4, 14 above ground (main line: 12) and 76 points (main line: 72) underground.

The amount of heat Q[cal] generated by the electric rail current is proportional to the square of the current strength I[A], the electrical contact resistance R[Ω] of the conductor, and the time t [sec] for passing the current.

Briefly explaining the theoretical calculation of the temperature rise of the catenary, when 3,000A is applied to the catenary in the air section section, the amount of heat generated is 171.8kcal, the melting point of the catenary material is 1,803℃, and the catenary (Cu 170mm ² ) unit weight: 1,511 g/m, and the specific heat is 0.0924 cal/g °C. Accordingly, the amount of temperature change applied to 1m of the catenary is 1,231℃, and the minimum voltage for arc generation in case of a short circuit between two conductors is 15~20V.

The catenary is worn electrically and mechanically according to the movement of the pantograph, and when the catenary is worn, there is a concern about disconnection due to a decrease in the cross-sectional area and a decrease in the stability of the other catenary, and the wear limit is set at 8.5mm, which is will be.

Briefly explaining the correlation between the current flowing in the catenary and the temperature, assuming that the one-way circuit breaker input duration is 35 seconds and the catenary resistance is 0.1279Ω/km, as shown in FIG. 10A, the catenary current is 10.73kA, and the temperature is 1,083℃. The melting point is reached (disconnection).

And to briefly explain the correlation between the resistance flowing in the catenary and the temperature, assuming that the one-way circuit breaker input duration is 35 seconds and the catenary current is 5,000A, as shown in FIG. 10b, the catenary resistance is 4.12Ω, and the temperature is 1,083℃. is reached (disconnected).

On the other hand, in the power supply classification system considering vehicle driving conditions, the length calculation conditions of the DC-DC power supply classification system are: A: arc duration 40ms, B: voltage relay operation time 100ms, C: circuit breaker cut-off time (IEC regulation 61992-2) 20ms, D: Assuming that the spare time is 50ms, the total operation time (A+B+C+D) is 210ms.

Among these electric railroads, the design speed of urban railroads is 80km/h, and when the operating speed is 80km/h, the optimal effective length [mm] is 210[ms]×80[km/h] = 16,800[mm].

The minimum length [mm] of the feed classification system for reducing the no-pressurization time is 14,280 [mm]. At this time, the extra length [mm] is 14,280 (length of power supply classification system) -14,132 (fantasy interval) = 148 [mm] (length applied considering the minimum time for vehicle SIV low voltage detection).

1 is a diagram for explaining the unpressurized length in a power supply classification system considering general electric vehicles and driving conditions, FIG. 2 is a diagram for explaining the configuration of an integrated power supply classification system among the above-ground part supply classification system components, and FIG. 3 is It is a diagram for explaining the configuration of a separate type power supply classification system among the elements of the above-ground power supply classification system.

When designing the optimal power supply classification system, the minimum SIV low voltage detection time for electric vehicles is required to be within the range of 10 [ms]. It is important.

This unpressurized length is

148[mm]×10 ^-3 ×3,600[sec]÷55[km/h] = 9.68[ms]

to be.

Accordingly, the design requirements are:

① Minimum time to detect low voltage of vehicle VVVF and SIV (Static Inverter: power supply): 10[ms]

② Minimum vehicle speed: V=0.148[m]÷10[ms] = 14.8[ms] → 14.8×3.6 = 53.28[km/h]

③ Conditions for electrical insulation separation distance: standard 250mm, minimum 70mm, instantaneous 30mm

④ The probability per km that a vehicle in the classification device will stop and low voltage will occur is within 0.0148%.

Referring to FIG. 2 for explaining the configuration of the integrated power feeding classification system among the above-ground power feeding classification system components,

The normal line static raise (Y) is

Y = s p/4T = (50×6)/(4×3,000) ×1,000 = 25[mm]

S: Span 50[m], P: Pressing force 6[kg/cm2], T: Wire tension 3[Ton].

And when the insulator is installed, the static lifting amount (Y) is,

FRP insulator weight: resin 4kg + fastening joint 1kg = 5[kg] / 5kg×7 sets = 35[kg], unit weight of catenary: 1,511[g/m], unit weight of insulator: 2500[g/m]( Note: When local wear occurs due to the weight of the insulator (permissible value for replacement cycle: 5mm or more)),

Static lifting amount Y = (1,511 × 50)/[(1,511 × 35.65) + (2,500 × 4.28)] × 25 = 21 [mm].

However, in this case, expected problems such as local abrasion of insulator, increase in friction noise, lack of safety in continuous connection points, delay in recovery time, etc.

On the other hand, as shown in FIG. 3, the separate type feed classification system among the elements of the above-ground feed classification system is,

Static lifting amount Y = (1,511×50)/[(1,511×46) + (2,500×4)] ×5 = 23.7[mm]

and dynamic lifting amount: about 3 times the static lifting amount under the operating speed of less than 100 [km/h]. .

4 is a view for explaining a catenary feed classification system according to the present invention, FIG. 5 is a cross-sectional view of a T-Bar used as a catenary, and FIG. 6 is an embodiment of an insulator formed on the outer peripheral surface of the T-Bar. 7 is a view showing the voltage and current waveforms of the existing catenary, and FIG. 8 is a view showing the voltage and current waveforms of the insulator-added catenary of the catenary feed classification system according to the present invention.

The catenary feed classification system according to the present invention is as shown in FIGS. 4 to 6 , and is configured in a preset insulation section (four section), and the insulation section electrically separates the space where the feed classification sections overlap with each other by air. It is installed at regular intervals on the tramway.

Such a catenary feed classification system should play a role of an insulating classification device for electrical classification in the air section section of the electric 1,500V DC aboveground/underground part, and it should be manufactured without any obstacles to the passage of the maximum speed train of the urban railway. It should be manufactured so that air over does not occur due to accident current or load current according to the pantograph interval of urban railroad vehicles. In addition, it should be manufactured in consideration of the electric vehicle's automatic operation conditions, arc duration, voltage relay operation time, circuit breaker cut-off time, etc.

When each pantograph has a width of 332 mm, an extra width of 68 mm, and an insulation length of 400 mm, the insulation section between the first tram line 10 and the second tram line 11 consists of 14,280 mm, and the insulation section The distance between the pantographs in the interior is 14.132mm. Of course, the interval between the insulation section and the phantagraph is just one example and may be changed.

At this time, insulators including fiber reinforced plastics (FRP) are respectively configured in the first tram line 10 and the second tram line 11 between the insulating sections, and these insulators 20 have a width of 400 to 600 mm. can

To describe this in more detail, the T-Bar constituting the catenary is shown in FIGS. 5 and 6 , and an insulator 20 such as FRP is coupled to the outer circumferential surface of the T-Bar.

This insulator 20 is formed inside the insulated section at each of the insulating section one side and the other side with a length of 400 to 600 mm on the outer circumferential surface of the T-Bar at one side and the other side of the insulating section, and is formed to surround the outer circumferential surface of the T-Bar .

And the insulator 20 is formed to a thickness of 5 to 10 mm from the outer peripheral surface of the T-Bar to the outside. In addition, after the insulator 20 is inserted from the outside to the inside of the T-Bar, the insulator 20 has a predetermined interval on both sides of the T-Bar and is to be fastened using a plurality of bolts 30 and nuts 31 . In case of fastening using two bolts and nuts, if a bolt fastening hole (bolt fastening part) 21 is formed in the insulator 20, the distance between the bolt fastening holes 21 can be configured to have 250mm. . Of course, this bolt fastening is only an example and there is no need to specifically limit the fastening method of the T-Bar and the insulator 20 .

In the present invention, as the material of the insulator 20, a silicone resin series and FRP, which are excellent in insulation, abrasion resistance and heat resistance, and have good pantograph and sliding properties, were used. When passing an electric vehicle, the static and dynamic pressure rise should be equal to or greater than that of the existing air section, and it was manufactured in consideration of the static inverter (SIV) low voltage detection time. In addition, the wear and arc generation according to the weight of the insulator 20 should be equal to or greater than that of the existing air section, and it is preferable to satisfy the conditions as in Table 1 described above.

The insulator 20 may include a silicone-based resin layer (not shown) in contact with the outer circumferential surface of the T-Bar; and a FRP reinforcing layer (not shown) formed on the outer surface of the silicone-based resin layer. Since the insulator 20 is composed of a silicone-based resin layer (not shown) and an FRP reinforcing layer (not shown), not only remarkable insulation, but also wear resistance and heat resistance can be expected.

The silicone-based resin used in the silicone-based resin layer is not particularly limited as long as it is silicone-based, but it is preferable to use one having electrical insulation, heat resistance, slight brittleness, and weather resistance.

Due to the silicone-based resin layer, the insulator 20 has some flexibility to absorb external shocks or vibrations. That is, there is an effect of attenuating vibration or shock.

According to the method, the silicone-based resin layer comprises (A) 5-vinylbicyclo[2.2.1]hept-2-ene, 6-vinylbicyclo[2.2.1]hept-2-ene, or a combination of both and 1 , an addition reaction product with 3,5,7-tetramethylcyclotetrasiloxane, (B) a siloxane-based compound having two or more alkenyl groups bonded to a silicon atom in one molecule, and (C) a hydrosilylation reaction catalyst. Thus, durability can be remarkably improved.

In addition, since the thickness uniformity of the silicone-based resin layer is further ensured as the thickness of the silicone-based resin layer decreases, the thickness of the silicone-based resin layer is preferably about 10 to 500 μm after curing.

The FRP reinforcing layer has excellent durability, impact resistance and abrasion resistance, does not rust, and is not deformed by heat due to an insulating material, so that it is possible to significantly improve the physical properties and mechanical strength of the insulator 20 .

At this time, the FRP reinforcing layer is 38 to 54% by weight of vinyl ester resin, 0.5 to 2.8% by weight of low temperature curing agent, 0.3 to 2.5% by weight of high temperature curing agent, 0.9 to 1.5% by weight of internal release agent, 0.3 to 0.8% by weight of surface treatment agent, 0.7% by weight of low shrinkage agent ~2.5 wt%, aluminum hydroxide 0.4~4.2 wt%, magnesium hydroxide 0.4~3.9 wt%, melamine 2.8~5.2 wt%, glass fiber 15~24 wt%, carbon fiber 12~18 wt% and polyamide 8~15 wt% It is preferable to include %.

7 is a view showing the voltage and current waveforms of the existing catenary, and FIG. 8 is a view showing the voltage and current waveforms of the insulator additional catenary of the catenary feeding classification system according to the present invention. The outer peripheral surface of the catenary of the present invention (10, 11) When the insulator 20 is formed in the insulator 20, the voltage and current waveforms of the basic catenary are shown that after entering the insulation section of the catenary 10, 11, an arc is generated in the existing device, and in the present invention, it is immediately stabilized without generating an arc.

9 is a view for explaining that a monitoring system is added to the catenary feed classification system according to the present invention.

In an embodiment in which a monitoring system is added to the catenary power supply classification system according to the present invention, the image of the pantograph contact state in the insulating section during operation of the electric rail is monitored through the camera 40, and the data is collected when the load current and the accident occur. It is collected through the device 50 and analyzed through the data storage/display analysis device 60 . To this end, the monitoring data collection device 50 collects the images collected through the plurality of cameras 40 and the load current or fault current from the electric wires 10 and 11 or the pantograph in the insulation section, and then the data storage/display analysis device (60). The data storage/display analysis device 60 is composed of a PC or a server, and stores the image data and load current or fault current data collected by the monitoring data collection device 50 in a memory or database and then analyzes them to be configured within the insulation section. It can be confirmed whether the stability and function of the feed classification system by the catenary lines 10 and 11 and the insulator 20 constituting the catenary feed classification system satisfies the conditions shown in Table 1.

Although the present invention has been described with the above examples, the present invention is not necessarily limited to these examples, and various modifications may be made within the scope without departing from the technical spirit of the present invention. Therefore, the examples disclosed in the present invention are not intended to limit the technical spirit of the present invention, but to explain, and the scope of the technical spirit of the present invention is not limited by these examples. The protection scope of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

10, 11: catenary
20: insulator
30: bolt
31: nut
40 : camera
50: monitoring data collection device
60: data storage/display analysis device

Claims (8)

a first tram line 10 and a second tram line 11 configured in a preset insulating section and configured in the insulating section; and
It is formed to surround the outer circumferential surface of the T-Bar on each of the outer circumferential surfaces of the T-Bar constituting the first tram line 10 and the second tram line 11 in the insulation section, and the T-Bar in the inner direction of the insulation section An insulator (20) formed in a predetermined length in advance on the bar;
a first tram line 10 and a second tram line 11 configured in a preset insulating section and configured in the insulating section; and
It is formed to surround the outer circumferential surface of the T-Bar on each of the outer circumferential surfaces of the T-Bar constituting the first tram line 10 and the second tram line 11 in the insulation section, and the T-Bar in the inner direction of the insulation section An insulator (20) formed in a predetermined length in advance on the bar;
The method according to claim 1,
The insulator 20 is the amount of wear and arc generation according to the weight of the insulator 20, and the static and dynamic pressure rise when passing through an electric rail. section) and an insulator equivalent to or higher than that of a catenary feed classification system.
The method according to claim 1,
The insulator 20 includes a silicone-based resin layer in contact with the outer circumferential surface of the T-Bar; and an FRP reinforcing layer formed on the outer surface of the silicone-based resin layer, wherein the insulator 20 is bolted to the T-Bar Characterized by a catenary feed classification system.
The method according to claim 1,
The insulator 20 is formed in a thickness of 5 to 15 mm from the outer peripheral surface of the T-Bar to the outside and a width of 400 to 600 mm on the outer peripheral surface of the T-Bar inside from both sides of the insulation section to the inside. division system.
The method according to claim 1,
The insulating section between the first tram line 10 and the second tram line 11 is,
When applying the minimum length of 14,280mm of the feed classification system to shorten the no-pressurization time
The catenary feed classification system, characterized in that the interval between the pantographs of the electric railway within the insulation section is 14.132mm.
The method according to claim 1,
The catenary feed classification system is
A catenary power supply classification system, characterized in that it is for electrical classification in the air section section of the catenary line in the DC 1,500V above ground/underground.
The method according to claim 1,
The catenary feed classification system is
The maximum speed of the electric railway is 80 [km/h],
When the pantograph interval of the vehicle of the electric railway is applied to 14,132 mm, air over by accident current or load current does not occur,
Electric vehicle automatic operation condition, arc duration, voltage relay operation time, and circuit breaker cut-off time are taken into consideration.
8. The method of claim 7,
The effective length condition of the catenary feed classification system is,
In case of DC-DC feed classification system,
A: Arc duration 40[ms], B: Voltage relay operation time 100[ms], C: Circuit breaker cut-off time (IEC regulation 61992-2 ) 20[ms], D: Spare time 50[ms] ,
Total operating time = A+B+C+D = 210[ms],
It is assumed that the design speed of the electric railway is 80 [km/h], and when the operating speed is 80 [km/h], the appropriate effective length [mm] condition is 210 [ms] × 80 [km/h] = 16,800 [mm] Catenary line feed classification system, characterized in that it is applied.

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