WO2017174001A1 - 一种轨道交通供电构造 - Google Patents

一种轨道交通供电构造 Download PDF

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Publication number
WO2017174001A1
WO2017174001A1 PCT/CN2017/079562 CN2017079562W WO2017174001A1 WO 2017174001 A1 WO2017174001 A1 WO 2017174001A1 CN 2017079562 W CN2017079562 W CN 2017079562W WO 2017174001 A1 WO2017174001 A1 WO 2017174001A1
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WO
WIPO (PCT)
Prior art keywords
power supply
rail
return
rod
auxiliary
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PCT/CN2017/079562
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English (en)
French (fr)
Inventor
李群湛
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西南交通大学
李群湛
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Filing date
Publication date
Application filed by 西南交通大学, 李群湛 filed Critical 西南交通大学
Priority to JP2019503614A priority Critical patent/JP6764520B2/ja
Priority to US16/088,572 priority patent/US11065983B2/en
Priority to EP17778665.4A priority patent/EP3421289B1/en
Priority to CN201780035253.4A priority patent/CN109415001B/zh
Publication of WO2017174001A1 publication Critical patent/WO2017174001A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/30—Power rails
    • B60M1/305—Joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/36—Current collectors for power supply lines of electrically-propelled vehicles with means for collecting current simultaneously from more than one conductor, e.g. from more than one phase
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M5/00—Arrangements along running rails or at joints thereof for current conduction or insulation, e.g. safety devices for reducing earth currents
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M5/00—Arrangements along running rails or at joints thereof for current conduction or insulation, e.g. safety devices for reducing earth currents
    • B60M5/02—Means for reducing potential difference between rail and adjacent ground

Definitions

  • the invention relates to the technical field of rail transit power supply, in particular to a rail transit power supply structure.
  • the traction network of the current electrified railway adopts the form of overhead contact network + travel track.
  • the urban rail transit network such as subway and light rail adopts overhead contact net + travel track form or contact track + travel track form, all use the travel track as the return current of traction current. Due to many technical or economic factors, the traveling track is not completely insulated from the earth. Therefore, the traction current will leak and spread to the earth through the traveling rail, forming a stray current, also called a turbulent flow.
  • urban rail transit uses DC traction, which generates stray currents that will cause electrochemical corrosion to the bed reinforcement structure, the steel structure in the tunnel, and the metal pipelines along the line, thus affecting the safety and service life of these structures and metal facilities. .
  • stray current corrosion protection measures such as drainage protection, travel rail resistance reduction, stray current collection and pipeline coating are adopted, and there is a large capital investment, but the stray current and its long-term cannot be fundamentally eliminated. Corrosion effects. At the same time, the potential difference generated by the recirculation of the track will form a step voltage, which may threaten personal safety and also take necessary precautions.
  • the overhead contact net + the traveling rail form or the traction rail in the form of the contact rail + the traveling rail needs to occupy a large space, and it is necessary to increase the tunnel section, thereby increasing the construction difficulty and cost.
  • the object of the present invention is to provide a rail transit power supply structure, which can effectively solve the problem that the traction net additionally occupies the extra-orbital space and the presence of stray current, striding voltage and the safety of the person and equipment.
  • a rail transit power supply structure which is continuously laid along the extending direction of the track bed, and includes: an insulating base, a power supply rail, a return rail and an insulating shield; wherein: the upper part of the insulating base is provided There is a boss; a power supply rail and a return rail are respectively arranged on the shoulders on both sides of the boss; an insulating cover is arranged on the top of the boss of the insulating base, and the insulating shield covers the power supply rail and the return rail.
  • the present invention also provides a rail transit power supply structure comprising: a power supply rod and a return rod, wherein the power supply rod and the return rod are coupled with a bogie provided with a driving mechanism of the vehicle; wherein
  • the first end of the power supply rod is connected to one end of the input port of the driving mechanism of the vehicle, and the end of the power supply rod is in contact with the power supply rail of the rail transit power supply structure described in the upper section;
  • the head end of the return rod is connected to the other end of the drive mechanism input port of the vehicle, and the end of the return rod is in contact with the return rail of the rail transit power supply structure as described in the above paragraph;
  • the power supply rail, the power supply rod, the driving mechanism of the vehicle, the return rod and the return rail constitute a power supply circuit of the vehicle.
  • the power supply rod and the return rod are coupled to the bogie provided with the drive mechanism through the insulating ferrule.
  • a set of auxiliary power supply rods and auxiliary return rods are provided, and the auxiliary power supply cable and the power supply rod are connected by the auxiliary power supply cable, the auxiliary return rod and the return rod.
  • the distance between the auxiliary power supply rod and the power supply rod is equal to the distance between the auxiliary return rod and the return rod, and is greater than the length of the switch section, that is, the auxiliary power supply rod and the power supply.
  • the distance between the rods is greater than the length of the ballast section, and the distance between the auxiliary return rod and the return rod is greater than the length of the ballast section.
  • the height of the supply rail and the return rail must be higher than the top of the travel rail.
  • the power supply rail, the return rail and the insulating base are interrupted in the switch section, and the interrupted power supply rail and the return rail are respectively connected through the power supply cable and the return cable, and the length of the power supply rail and the return rail interrupt is greater than or equal to the length of the switch section.
  • the power supply rod and the return rod are mounted on the bogie provided with the driving mechanism of the vehicle through the insulating ferrule, and the auxiliary power supply rod and the auxiliary return rod are mounted on the bogie adjacent to the bogie provided with the driving mechanism through the insulating ferrule, so that It maintains a constant distance from the running rail during operation, better maintains contact with and receives power from the supply and return rails, and remains insulated from the vehicle body.
  • the auxiliary power supply rod and the power supply rod are connected through the auxiliary power supply cable, and the auxiliary return rod and the return rod are connected through the auxiliary return cable, and the interval length is the same and larger than the length of the switch section.
  • the rail and return rail mounting height must be higher than the top of the travel rail.
  • the power supply rail and the return rail are interrupted in the switch section, and the switch structure and the switch operation are not affected.
  • the power supply cable and the return cable are respectively connected, the power supply rod, the auxiliary power supply rod, the return rod, and the auxiliary return rod are above the track of the running rail. Through the formation of interchanges, they do not affect each other, thus maintaining the continuity of power supply.
  • the insulating base and the insulating cover have certain rigidity and plasticity, and it is generally preferred to use FRP.
  • the rigidity of the insulating base should be sufficient to support the supply rail and the return rail as well as the pressure from the power supply rod and the return rod that rubbed against it; the insulation shield also It has a certain rigidity and can withstand the rolling of the vehicle in time.
  • the plasticity of the insulating base and the insulating shroud the supply rail and the return rail can be embedded in the joint of the insulating base and the insulating shroud.
  • the insulating ferrule is only used for insulation, and can be made of general rubber, resin and other materials.
  • the working principle of the invention is to combine the rigidity, plasticity and insulation of the insulating base and the insulating cover with the mounting structure of the power supply rail and the return rail to construct a most compact and simple insulation for the traveling rail and the track bed.
  • Independent power supply circuit that does not occupy the external space of the vehicle; the insulation performance of the insulating base and the insulating cover and the compactness of the supply rail and the return rail arrangement can improve the supply voltage level and system power supply capacity within the same space limit.
  • the cable effect is formed under the AC power supply system; at the same time, the connection and the interchange technology are used to make the vehicle continuously pass the switch section without affecting the switch structure and the switch operation.
  • the invention is insulated from the vehicle running track to form an independent traction power supply circuit, which does not generate stray current and ground stride voltage, and protects the safety of personnel and facilities.
  • the arrangement of the insulating base and the insulating shroud allows the present invention to increase the supply voltage level and the system power supply capability within the same space constraints, and to form a cable effect under the AC power supply system, in the form of an existing overhead contact net + travel track or Compared to the form of the track rail + the travel rail, the same voltage level has a stronger power supply capability.
  • the arrangement of the insulating base and the insulating cover can effectively avoid the short circuit fault of the power supply rail and the return rail, and improve the reliability of the power supply.
  • the invention has low cost and can effectively utilize the space between the traveling rails and the bottom of the vehicle, does not occupy additional space, does not increase the disposable civil construction cost, and is economical and practical.
  • the present invention allows the vehicle to continuously pass through the switch section without affecting the switch structure and switch operation.
  • the present invention does not adversely affect the urban landscape when it is operated on the ground.
  • the invention has the advantages of compact structure, simple installation, convenient maintenance, safety and reliability, and long service life, and is suitable for both new line construction and cable modification.
  • FIG. 1 is a schematic cross-sectional view showing a rail transit power supply structure in an embodiment of the present invention.
  • FIG. 2 is a schematic diagram of a rail transit power supply structure in a turnout section in an embodiment of the present invention.
  • FIG. 1 is a schematic view of a rail transit power supply structure, a rail transit power supply structure, continuously laying a power supply belt composed of a power supply rail 1, a return rail 2, an insulating base 3 and an insulating shield 4 along the extending direction of the track bed 5;
  • the upper part of the base 3 is provided with a boss, and the shoulders on both sides of the boss are respectively provided with a power supply rail 1 and a return rail 2, and the bosses isolate the power supply rail 1 and the return rail 2, and the top of the boss of the insulating base 3 is insulated.
  • Shield 4 4.
  • the present invention also provides a rail transit power supply structure, comprising: a power supply rod and a return rod, the power supply rod 6 and the return rod 7 passing through the insulating collar 8 and the vehicle 9 (the vehicle 9 is a motor vehicle) is provided with a bogie 12 of the drive mechanism 10
  • the coupling may be specifically coupled to the front bogie of the vehicle; the head end of the power supply rod 6 is connected to one end of the input port of the drive mechanism 10, the end of the power supply rod 6 is in contact with the power supply rail 1; the head end of the return rod 7 is associated with the vehicle
  • the other end of the input port of the drive mechanism 10 is connected, and the end of the return rod 7 is in contact with the return rail 2;
  • the power supply rail 1, the power supply rod 6, the drive mechanism 10, the return rod 7, and the return rail 2 constitute a traction power supply circuit of the vehicle.
  • the supply rail 1 and the return rail 2 must be mounted at a higher height than the top of the travel rail 11.
  • the insulating base 3 and the insulating cover 4 have a certain rigidity and plasticity, and it is generally preferred to use FRP.
  • the rigidity of the insulating base 3 should be sufficient to support the supply rail 1 and the return rail 2 and the pressure from the power supply rod 6 and the return rod 7 rubbed thereto; the insulating shield 4 also has a certain rigidity to withstand the rolling of the vehicle during emergency.
  • the power supply rail 1 and the return rail 2 can be embedded in the joint portion of the insulating base 3 and the insulating shield 4.
  • the insulating ferrule 8 is only used for insulation, and a general rubber, resin or the like can be used.
  • FIG 2 is a schematic view of a switch section of the present invention, on another bogie 13 (which may be a rear bogie) adjacent to a bogie 12 (which may be a front bogie) provided with a power supply rod 6 and a return rod 7
  • a set of auxiliary power supply rods 14 and auxiliary return rods 15 are additionally provided, and the auxiliary power supply rods 14 and the power supply rods 6 are connected through the auxiliary power supply cable 16 , and the auxiliary return rod 15 and the return rod 7 are connected through the auxiliary return cable 17 .
  • the spacing length is the same and is greater than the length of the ballast section.
  • the following technique can be employed: in the turnout section, the power supply rail 1, the return rail 2, and the insulating base 3 are interrupted in the turnout section, and the interrupted power supply rail 1 and the return rail 2 are connected through the power supply cable 18 and the return cable 19, respectively.
  • the length of the supply rail 1 and the return rail 2 is interrupted by a length greater than or equal to the length of the turnout section.
  • the power supply rod 6 and the return rod 7 are mounted on the bogie provided with the drive mechanism 10 through the insulating ferrule 8, and the auxiliary power supply rod 14 and the auxiliary return rod 15 are installed through the insulating ferrule 8 adjacent to the bogie provided with the drive mechanism.
  • the bogie can keep its relative distance from the running rail during operation, better maintain contact with and receive power from the supply rail 1 and the return rail 2, and keep insulation from the vehicle body.
  • the auxiliary power supply rod 14 and the power supply rod 6 are connected by the auxiliary power supply cable 16, and the auxiliary return rod 15 and the return rod 7 are connected by the auxiliary return cable 17, and the interval length is the same and larger than the length of the switch section, the power supply rail 1 and The return rail 2 must be installed at a height higher than the top of the travel rail.
  • the power supply rail 1 and the return rail 2 are interrupted in the switch section, and the switch structure and operation of the travel rail are not affected, and the power supply cable 18 and the return cable 19 are respectively connected, and the power supply rod 6, the auxiliary power supply rod 14, the return rod 7, and the auxiliary The return rod 15 passes over the ballast of the running rail 11 to form an interchange without affecting each other, thereby maintaining the continuity of the power supply.
  • the insulating base 3 and the insulating shield 4 have good insulation properties and high dielectric constant, which are beneficial to improve the supply voltage level and power supply capability, and the power supply rail and the return rail are compactly arranged, and the cable effect is formed under the AC power supply system, and the current Compared to the overhead contact net + travel rail form or contact rail + travel rail form, the same voltage level has a stronger power supply capability.
  • the working process through the switch section can be:
  • the power supply rod 6 and the auxiliary power supply rod 14 are both in contact with the power supply rail 1 and the friction is received, and the return rod 7 and the auxiliary return rod 15 are both in contact with the return rail 2 to receive friction, and the power supply rail 1 is passed through the power supply rail.
  • the power supply rod 6 and the auxiliary power supply rod 14, the drive mechanism 10 of the vehicle 9, the return rod 7 and the auxiliary return rod 15, and the return rail 2 constitute a power supply circuit of the vehicle 9, and supply power to the vehicle.
  • the power supply rod 6 and the return rod 7 are first uncharged in the interrupted turnout section and do not supply power to the vehicle. Since the distance between the power supply rod 6 and the auxiliary power supply rod 14 is greater than the length of the interrupted turnout section, the distance between the return rod 7 and the auxiliary return rod 15 is greater than the length of the interrupted turnout section, and therefore, the auxiliary power supply rod 14 is also powered.
  • the rail 1 is in contact with the auxiliary return rod 15 and is also in contact with the return rail 2, and is formed by the power supply rail 1, the auxiliary power supply rod 14, the auxiliary power supply cable 16, the drive mechanism 10 of the vehicle, the auxiliary return cable 17, the auxiliary return rod 15, and the return rail 2.
  • the power supply circuit of the vehicle supplies power to the drive mechanism 10 of the vehicle 9 .
  • the power supply rail 1 is contacted with the power supply rail 1 and the return rod 7 passes through the interrupted switch section, and then flows back.
  • the rail 2 contacts the power receiving, and the power supply rail 1, the power supply rod 6, the driving mechanism 10 of the vehicle, the return rod 7, and the return rail 2 constitute a power supply circuit of the vehicle to supply power to the driving mechanism 10, and at this time, the auxiliary power supply rod 14 and the auxiliary return flow
  • the rod 15 passes through the interrupted turnout section and is uncharged.
  • the power supply rod 6 and the auxiliary power supply rod 14 and the return rod 7 and the auxiliary return rod 15 can operate simultaneously and operate in parallel to supply power to the vehicle 9.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

一种轨道交通供电构造，包括供电轨（1）和回流轨（2），其分别固定在绝缘底座（3）两侧，并被绝缘底座（3）隔离；供电杆（6）和回流杆（7）分别通过绝缘圈（8）安装在车辆（9）设有驱动机构（10）的转向架（12）上并与车体保持绝缘；供电杆（6）的首端与驱动机构（10）输入端口的一端相连，末端与供电轨（1）接触；回流杆（7）的首端与驱动机构（10）输入端口的另一端相连，末端与回流轨（2）接触；车辆运行时，供电杆（6）与供电轨（1）摩擦受电、回流杆（7）与回流轨（2）摩擦受电，并在不影响道岔结构和操作情况下使车辆（9）不断电通过道岔区段。该构造既可用于地铁、轻轨等城市轨道交通或电气化铁路的既有改造，也可用于新线建设。

Description

一种轨道交通供电构造
本申请要求2016年04月07日递交的申请号为201610213944.6、发明名称为“一种轨道交通供电构造”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通供电技术领域，特别涉及一种轨道交通供电构造。
背景技术
现行电气化铁路的牵引网采用架空接触网+走行轨形式，地铁、轻轨等城市轨道交通牵引网采用架空接触网+走行轨形式或接触轨+走行轨形式，都利用走行轨作为牵引电流的回流轨，由于技术或经济上的诸多因素，走行轨不完全绝缘于大地，因此，牵引电流将经走行轨向大地泄露、扩散，形成杂散电流，也称迷流。特别是城市轨道交通采用直流牵引，它产生的杂散电流对道床钢筋结构、隧道内钢筋结构和沿线的金属管线等设施都将产生电化学腐蚀，从而影响这些构筑物和金属设施的安全和使用寿命。对此，采取了排流保护、走行轨降阻、杂散电流收集和管道外涂等杂散电流腐蚀防护措施，有较大的资金投入，但仍不能从根本上消除杂散电流及其长期腐蚀影响。同时，走行轨回流对地面产生的电位差将形成跨步电压，有可能威胁人身安全，也需要采取必要的防范措施。
另外，架空接触网+走行轨形式或接触轨+走行轨形式的牵引网都需要占有较大的空间，需要增大隧道断面，进而增加施工难度和成本。
因此，很有必要提出一种结构紧凑、运行方便、经济实用的供电构造，并彻底消除杂散电流和跨步电压，保护人身和设施安全，同时提高供电可靠性，延长设备使用寿命，也便于日常维护。
发明内容
本发明的目的就是提供一种轨道交通供电构造，它能有效地解决牵引网额外占有轨道外空间和存在杂散电流、跨步电压危害人身和设备安全的问题。
本发明为实现其目的，采用以下技术方案：一种轨道交通供电构造，沿道床延伸方向连续铺设，包括：绝缘底座、供电轨、回流轨和绝缘护罩；其中：绝缘底座的上部设 有凸台；凸台两侧的台肩上分别设有供电轨和回流轨；绝缘底座的凸台顶部设有绝缘护罩，绝缘护罩覆盖供电轨和回流轨。
本发明还提供了一种轨道交通供电构造包括：供电杆和回流杆，供电杆和回流杆与车辆设有驱动机构的转向架联结；其中，
供电杆的首端与车辆的驱动机构的输入端口的一端连接，供电杆的末端与上段所述的轨道交通供电构造的供电轨接触；
回流杆的首端与车辆的驱动机构输入端口的另一端连接，回流杆的末端与如上段所述的轨道交通供电构造的回流轨接触；
经供电轨、供电杆、车辆的驱动机构、回流杆、回流轨构成车辆的供电回路。
供电杆和回流杆通过绝缘套圈与车辆设有驱动机构的转向架联结。
在设有供电杆和回流杆的转向架邻近的另一转向架上，设一组辅助供电杆和辅助回流杆，辅助供电杆与供电杆之间由辅助供电电缆联通、辅助回流杆和回流杆之间由辅助回流电缆联通，其间隔长度相同，即辅助供电杆与供电杆之间的距离等于辅助回流杆和回流杆之间的距离，且大于道岔区段的长度，即辅助供电杆与供电杆之间的距离大于道岔区段的长度，辅助回流杆和回流杆之间的距离大于道岔区段的长度。
所述供电轨和回流轨的安装高度须高于走行轨顶端。
所述供电轨、回流轨及绝缘底座在道岔区段中断，中断的供电轨和回流轨分别通过供电电缆和回流电缆联通，供电轨和回流轨中断的长度大于等于道岔区段的长度。供电杆和回流杆通过绝缘套圈安装在车辆设有驱动机构的转向架上，辅助供电杆和辅助回流杆通过绝缘套圈安装在与设有驱动机构的转向架邻近的转向架上，可以使其在运行过程中与走行轨相对距离保持不变，更好地与供电轨和回流轨保持接触和受电，并与车体保持绝缘。
在道岔区段可以采用如下技术，辅助供电杆与供电杆之间通过辅助供电电缆联通、辅助回流杆和回流杆之间通过辅助回流电缆联通，其间隔长度相同且大于道岔区段的长度，供电轨和回流轨安装高度须高于走行轨顶端。供电轨和回流轨在道岔区段中断，不影响道岔结构和道岔操作，同时由于分别用供电电缆和回流电缆联通，而供电杆、辅助供电杆、回流杆、辅助回流杆在走行轨的道岔上方通过，形成立交，互不影响，从而保持供电的连续性。
绝缘底座和绝缘护罩具有一定的刚性和塑性，通常选用玻璃钢为宜。绝缘底座的刚性应足以支撑供电轨和回流轨以及来自与之摩擦的供电杆和回流杆的压力；绝缘护罩也 有一定的刚度，可以承受车辆应及时穿行的碾压。利用绝缘底座和绝缘护罩的塑性，供电轨和回流轨可以嵌放于绝缘底座和绝缘护罩的结合部。绝缘套圈只起绝缘作用，可选用一般的橡胶、树脂等材料的制成品。
本发明的工作原理是：将绝缘底座和绝缘护罩具有的刚性、塑性和绝缘性与供电轨和回流轨的安装结构相结合，构造一种最紧凑、最简单的绝缘于走行轨和道床的、独立的、不额外占有车辆外部空间的供电回路；利用绝缘底座和绝缘护罩的绝缘性能和供电轨、回流轨布置的紧凑性，在同样的空间限制内可以提高供电电压等级和系统供电能力，并且在交流供电制式下形成电缆效应；同时利用连线和立交技术，在不影响道岔结构和道岔操作情况下，使车辆不断电通过道岔区段。
与现有技术相比，本发明的有益效果是：
1.本发明与车辆走行轨绝缘开来，形成独立的牵引供电回路，不产生杂散电流和地面跨步电压，保护人身和设施安全。
2.绝缘底座和绝缘护罩的设置使得本发明在同样的空间限制内可以提高供电电压等级和系统供电能力，并且在交流供电制式下形成电缆效应，与现行的架空接触网+走行轨形式或接触轨+走行轨形式相比，同样的电压等级却具有更强的供电能力。
3.绝缘底座和绝缘护罩的设置，可有效避免供电轨和回流轨的短路故障，提高供电可靠性。
4.本发明自身成本低，同时可有效利用走行轨之间和车辆底部的空间，不额外占有空间，不增加一次性土建费用，经济实用。
5.本发明可在不影响道岔结构和道岔操作情况下使车辆不断电通过道岔区段。
6.本发明地上运行时不会对城市景观造成不良影响。
7.本发明结构紧凑、安装简单、维护方便，安全可靠，使用寿命长，既适用于新线建设，也适用于既有线改造。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。在附图中：
图1是本发明实施例中轨道交通供电构造的截面示意图。
图2是本发明实施例中在道岔区段轨道交通供电构造示意图。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚明白，下面结合附图对本发明实施例做进一步详细说明。在此，本发明的示意性实施例及其说明用于解释本发明，但并不作为对本发明的限定。
下面结合附图和具体实施方式对本发明作进一步的描述。
实施例
图1示出的是轨道交通供电构造的示意图，一种轨道交通供电构造，沿道床5延伸方向连续铺设由供电轨1、回流轨2、绝缘底座3和绝缘护罩4构成的供电带；绝缘底座3的上部设有凸台，凸台两侧的台肩上分别设有供电轨1和回流轨2，凸台将供电轨1和回流轨2隔离，绝缘底座3的凸台顶部设有绝缘护罩4。本发明还提供的一种轨道交通供电构造，包括：供电杆和回流杆，供电杆6和回流杆7通过绝缘套圈8与车辆9(车辆9是动车)设有驱动机构10的转向架12联结，具体可以是与车辆的前转向架联结；供电杆6的首端与驱动机构10的输入端口的一端连接，供电杆6的末端与供电轨1接触；回流杆7的首端与车辆的驱动机构10输入端口的另一端连接，回流杆7的末端与回流轨2接触；经供电轨1、供电杆6、驱动机构10、回流杆7、回流轨2构成车辆的牵引供电回路。供电轨1和回流轨2的安装高度须高于走行轨11顶端。绝缘底座3和绝缘护罩4具有一定的刚性和塑性，通常选用玻璃钢为宜。绝缘底座3的刚性应足以支撑供电轨1和回流轨2以及来自与之摩擦的供电杆6和回流杆7的压力；绝缘护罩4也有一定的刚度，可以承受车辆应急时穿行的碾压。利用绝缘底座3和绝缘护罩4的塑性，供电轨1和回流轨2可以嵌放于绝缘底座3和绝缘护罩4的结合部。绝缘套圈8只起绝缘作用，可选用一般的橡胶、树脂等材料的制成品。
图2示出的是本发明道岔区段的示意图，在设有供电杆6和回流杆7的转向架12(可以为前转向架)邻近的另一转向架13(可以为后转向架)上，另设一组辅助供电杆14和辅助回流杆15，辅助供电杆14与供电杆6之间通过辅助供电电缆16联通、辅助回流杆15和回流杆7之间通过辅助回流电缆17联通，其间隔长度相同，且大于道岔区段的长度。
在道岔区段可以采用如下技术：在道岔区段，供电轨1、回流轨2及绝缘底座3在道岔区段中断，中断的供电轨1和回流轨2分别通过供电电缆18和回流电缆19联通， 供电轨1和回流轨2中断的长度大于等于道岔区段的长度。供电杆6和回流杆7通过绝缘套圈8安装在车辆设有驱动机构10的转向架上，辅助供电杆14和辅助回流杆15通过绝缘套圈8安装在与设有驱动机构的转向架邻近的转向架上，可以使其在运行过程中与走行轨相对距离保持不变，更好地与供电轨1和回流轨2保持接触和受电，并与车体保持绝缘。辅助供电杆14与供电杆6之间由辅助供电电缆16联通、辅助回流杆15和回流杆7之间由辅助回流电缆17联通，其间隔长度相同且大于道岔区段的长度，供电轨1和回流轨2安装高度须高于走行轨顶端。供电轨1和回流轨2在道岔区段中断，不影响走行轨的道岔结构和操作，同时分别用供电电缆18和回流电缆19联通，而供电杆6、辅助供电杆14、回流杆7、辅助回流杆15在走行轨11的道岔上方通过，形成立交，互不影响，从而保持供电的连续性。
绝缘底座3和绝缘护罩4材料的绝缘性能好、介电常数高，有利于提高供电电压等级和供电能力，同时供电轨、回流轨布置紧凑，在交流供电制式下形成电缆效应，与现行的架空接触网+走行轨形式或接触轨+走行轨形式相比，同样的电压等级却具有更强的供电能力。
在不断电的情况下通过道岔区段的工作过程可以为：
在车辆未到达道岔区段时，供电杆6和辅助供电杆14均与供电轨1接触摩擦受电，回流杆7和辅助回流杆15均与回流轨2接触摩擦受电，经供电轨1、供电杆6和辅助供电杆14、车辆9的驱动机构10、回流杆7和辅助回流杆15、回流轨2构成车辆9的供电回路，为车辆的供电。
在通过道岔区段时，先是供电杆6、回流杆7在中断的道岔区段不受电，不给车辆供电。由于供电杆6与辅助供电杆14之间的距离大于中断道岔区段的长度，回流杆7与辅助回流杆15之间的距离大于中断道岔区段的长度，因此，辅助供电杆14还与供电轨1接触，辅助回流杆15还与回流轨2接触，经供电轨1、辅助供电杆14、辅助供电电缆16、车辆的驱动机构10、辅助回流电缆17、辅助回流杆15、回流轨2构成车辆的供电回路给车辆9的驱动机构10供电；同理，供电杆6通过中断的道岔区段后，再与供电轨1接触受电、回流杆7通过中断的道岔区段后，再与回流轨2接触受电，经供电轨1、供电杆6、车辆的驱动机构10、回流杆7、回流轨2构成车辆的供电回路给驱动机构10供电，而这时，辅助供电杆14和辅助回流杆15通过中断的道岔区段，不受电。
在非道岔区段，供电杆6与辅助供电杆14以及回流杆7与辅助回流杆15可以同时工作，并联运行，为车辆9供电。
以上所述的具体实施例，对本发明的目的、技术方案和有益效果进行了进一步详细说明，所应理解的是，以上所述仅为本发明的具体实施例而已，并不用于限定本发明的保护范围，凡在本发明的精神和原则之内，所做的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (8)

  1. 一种轨道交通供电构造，沿道床(5)延伸方向连续铺设，其特征在于，包括：绝缘底座(3)、供电轨(1)、回流轨(2)和绝缘护罩(4)；其中：
    绝缘底座(3)的上部设有凸台；凸台两侧的台肩上分别设有供电轨(1)和回流轨(2)；绝缘底座(3)的凸台顶部设有绝缘护罩(4)，所述绝缘护罩(4)覆盖所述电轨(1)和回流轨(2)。
  2. 如权利要求1所述的轨道交通供电构造，其特征在于，所述绝缘底座(3)为玻璃钢制绝缘底座，和/或所述绝缘护罩(4)为玻璃钢制绝缘护罩。
  3. 如权利要求1所述的轨道交通供电构造，其特征在于，所述供电轨(1)和回流轨(2)的安装高度大于走行轨(11)的高度。
  4. 如权利要求1所述的轨道交通供电构造，其特征在于，所述供电轨(1)、回流轨(2)、绝缘底座(3)及绝缘护罩(4)在道岔区段中断，中断的供电轨(1)通过供电电缆(18)联通，中断的回流轨(2)通过回流电缆(19)联通。
  5. 一种轨道交通供电构造，其特征在于，包括：供电杆(6)和回流杆(7)；供电杆(6)和回流杆(7)与车辆(9)设有驱动机构(10)的转向架(12)联结；其中：
    供电杆(6)的首端与车辆(9)的驱动机构(10)的输入端口的一端连接，供电杆(6)的末端与如权利要求1至4任一所述的轨道交通供电构造的供电轨(1)接触；
    回流杆(7)的首端与车辆(9)的驱动机构(10)输入端口的另一端连接，回流杆(7)的末端与如权利要求1至4任一所述的轨道交通供电构造的回流轨(2)接触；
    经供电轨(1)、供电杆(6)、车辆(9)的驱动机构(10)、回流杆(7)、回流轨(2)构成车辆(9)的供电回路。
  6. 如权利要求5所述的轨道交通供电构造，其特征在于，所述供电杆(6)和回流杆(7)通过绝缘套圈(8)与车辆(9)设有驱动机构(10)的转向架联结。
  7. 如权利要求6所述的轨道交通供电构造，其特征在于，所述绝缘套圈(8)为橡胶制绝缘套圈。
  8. 如权利要求5所述的轨道交通供电构造，其特征在于，在设有供电杆(6)和回流杆(7)转向架(12)邻近的转向架(13)上设一组辅助供电杆(14)和辅助回流杆(15)；其中：
    辅助供电杆(14)与供电杆(6)之间由辅助供电电缆(16)联通，辅助回流杆(15)和回流杆(7)之间由辅助回流电缆(17)联通；
    辅助供电杆(14)与供电轨接触，辅助回流杆(15)与回流轨接触；
    辅助供电杆(14)与供电杆(6)之间的距离大于道岔区段的长度，辅助回流杆(15)和回流杆(7)之间的距离大于道岔区段的长度。
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