Overhead contact rail

Abstract

The invention relates to an overhead contact rail, and belongs to equipment for supplying power to an electric locomotive in urban rail transit. An overhead contact rail 1 with a cavity 15 is mainly adopted and is arranged on a cross beam 5 below the top of a subway tunnel through a lifting hook and an insulator 4; a fishplate 16 is adopted to connect adjacent overhead contact rails 1 to form an external intermediate joint; an included angle of 75 degrees is formed between an end surface notch 19 of the overhead contact rail 1 and a longitudinal center line 20; stainless steel 9 with a bowl-shaped cross section of the overhead contact rail 1 is welded with two stainless steel bands 10 and then fastened on an aluminum profile 8, and rivets 18 are arranged on two sides of the overhead contact rail 1 at intervals in the longitudinal direction to enhance the longitudinal binding force of steel and aluminum. The pantograph is convenient to install and connect, long in service life, high inthree-way rigidity, small in electric spark between the pantograph and the current supply surface of the stainless steel 9 of the overhead contact rail 1, and suitable for high-speed operation of subway electric locomotives.

Description

technical field [0001] The invention relates to an overhead contact rail, which belongs to equipment for supplying power to electric locomotives in urban rail transit. Background technique [0002] Before the present invention was made, the power supply to electric locomotives in the prior art of the subway mostly adopted the PAC110 rigid suspension catenary hanging under the tunnel roof, and the copper contact wire was clamped by a Π-shaped aluminum profile busbar, and the installation was complicated; The current of the subway is as high as 3000A, the copper contact wire wears a lot, and the service life is short; the existing rigid suspension catenary uses a built-in intermediate joint, and the intermediate plate is placed in the inner cavity of the bus bar, which is difficult to install, the screws are easy to loose, and the reliability is poor; PAC110 confluence The rigidity of the row is insufficient, the straightness is not enough, and the electric spark is too large ...

AI Technical Summary

Problems solved by technology

[0002] Before the present invention was made, the power supply to the electric locomotive in the prior art of the subway mostly adopted the PAC110 rigid suspension catenary hanging under the tunnel roof, and the copper contact wire was clamped by a Π-shaped aluminum profile busbar, and the installation was complicated; The subway current is as high as 3000A, the copper contact wire wears a lot, and the service life is short; the existing rigid suspension catenary adopts a built-in intermediate joint, and the intermediate plate is placed in the inner cavity of the bus bar, which is difficult to install, the screws are easy to loose, and the reliability is poor; PAC110 confluence The rigidity of the row is insufficient, the straightness is not enough, and the electric spark is too large when the speed of the electric locomotive is greater than 80km / h

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