Subway equipment installation system

Abstract

The invention discloses a metro equipment mounting system, and relates to the technical field of metro equipment, the metro equipment mounting system comprises a collector shoe mounted on a metro vehicle chassis and a contact rail mounted beside a metro rail, a shoe body of the collector shoe is in sliding contact with the contact rail, and the collector shoe comprises a supporting seat and a swing arm arranged on the supporting seat; a spring mechanism is further arranged between the swing arm and the supporting seat, a shoe body is arranged at the end, away from the supporting seat, of the swing arm, the swing arm is connected with the shoe body through a base plate, and the base plate is arranged on the swing arm in a swing mode. In the jumping stroke of the shoe body, the base plate drives the shoe body to swing; the shoe body is arranged on the base plate capable of swinging, when the shoe body jumps, swinging of the base drives the shoe body to swing together, the inclination angle is gradually increased, and in the process that the shoe body is away from the contact rail, one side of the shoe body can basically keep in the state of making contact with the contact rail in the direction perpendicular to the advancing direction of a subway.

Description

Technical Field

[0001] This invention relates to the technical field of subway equipment, specifically subway equipment installation systems. Background Technology

[0002] As is widely known, the subway equipment installation system is a complex engineering system that encompasses the installation and integration of numerous devices and systems, such as automation and control systems, communication and signaling systems, and safety and protection systems installed in subway stations, as well as pipelines and power supply systems installed on subway vehicles and subway railways.

[0003] In the pipeline and power supply system, the equipment that supplies power to the subway vehicles is the subway contact rail. The subway contact rail is installed on one or both sides of the subway track, and the corresponding vehicles are equipped with matching current collector shoes. The shoes slide in contact with the contact rail to transfer electrical energy to the vehicles.

[0004] The current collector shoe has direct contact with the contact rail and also includes support components for fixing the shoe to the vehicle chassis and a spring mechanism that provides sufficient elastic force to maintain stable contact pressure between the shoe and the contact rail. For example, the patent with announcement number CN114103649B, announcement date November 14, 2023, entitled "Current Collector Shoe and Vehicle Having the Same", describes a current collector shoe composed of a base, a swing arm assembly, a first support member, a second support member, a carbon sliding plate assembly, a spring assembly, and a drive assembly. The base assembly and the carbon sliding plate assembly of the current collector shoe are connected by a first support member with elastic properties and a second support member with non-elastic properties. This achieves dynamic buffering contact during the contact process between the carbon sliding plate assembly of the current collector shoe and the conductive rail, while ensuring stable current collection after contact. While ensuring current collection stability, it greatly reduces contact impact, thereby extending the service life of the current collector shoe.

[0005] The shortcomings of the prior art, including the above, are that the swing arm assembly used to connect the boot body to the support component swings along the swing axis of the swing arm assembly when the position of the boot body changes. Since the boot body is located at the end of the swing arm assembly away from the swing axis, there is a stroke amplification effect. Therefore, when the boot body bounces or due to vibrations during vehicle movement, the boot body can easily lose contact with the contact rail, making it difficult to maintain stable electrical contact, which in turn affects the normal power supply of the vehicle. Summary of the Invention

[0006] The purpose of this invention is to provide a subway equipment installation system to solve the technical problems in related technologies.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] The subway equipment installation system includes a current collector shoe installed on the subway vehicle chassis and a contact rail installed beside the subway track. The current collector shoe body slides in contact with the contact rail. The current collector shoe includes a support base and a swing arm mounted on the support base. A spring mechanism is also provided between the swing arm and the support base. The end of the swing arm away from the support base is provided with the shoe body. The swing arm and the shoe body are connected by a base plate, and the base plate is oscillating on the swing arm. During the shoe body's jumping stroke, the base plate drives the shoe body to swing.

[0009] As described above, a gear is installed on the swing shaft of the substrate, and a rack that meshes with the gear is slidably provided on the swing arm. A support arm is provided between the rack and the support seat. During the jumping stroke of the boot body, the substrate drives the boot body to swing based on the pulling action of the support arm.

[0010] As mentioned above, the swing axis of the substrate is located close to the support arm.

[0011] The aforementioned spring mechanism includes a spring, one end of which is mounted on a support seat via a mounting base, and the other end is provided with a first rod. The first rod is slidably arranged on the support seat along the axial direction of the spring, and a pressure block is also provided on the first rod. The swing arm is provided with a pressing rod corresponding to the first pressing block. During the swing stroke of the swing arm driving the shoe body away from the contact rail, the pressing rod presses the pressure block to drive the spring to undergo elastic deformation.

[0012] As described above, the end of the support arm away from the rack is rotatably provided with a second rod, which is mounted on the support base. A first block is installed on the second rod, and a second block is installed on the support arm. During the swing stroke of the support arm with the second rod as the swing axis, the swing of the support arm is restricted when the first block and the second block abut against each other.

[0013] As described above, a third rod is slidably provided on the mounting base along the axial direction of the spring, one end of the spring is connected to the third rod, and a first pressing block is provided on the support arm; during the swing stroke of the support arm with the second rod as the swing axis, the third rod first remains stationary, and when the first pressing block presses the third rod, the third rod moves away from the second rod along the axial direction of the spring until the first block and the second block abut against each other.

[0014] The aforementioned swing arm includes a main section and a secondary section that are interlocked with each other, and a third elastic element is provided between the two. Based on the elastic force of the third elastic element, the secondary section tends to drive the shoe body closer to the contact rail. A locking mechanism is provided between the main section and the secondary section. When the first block and the second block abut against each other, the locking mechanism releases the lock between the main section and the secondary section.

[0015] As described above, the boot body is divided into several parts along the direction of travel of the subway vehicle. Each part is slidably arranged on the base plate, and a fourth rod is provided between two adjacent parts. The fourth rod is oscillating on the base plate, and a first elastic element is provided between the fourth rod and the base plate. When any part of the boot body travels away from the contact rail, the adjacent part is pushed by the fourth rod to stick to the contact rail.

[0016] As mentioned above, in the direction perpendicular to the direction of travel of the subway vehicle, each part of the boot body is divided into a front contact part and a rear contact part. The front contact part and the rear contact part are connected by a hinge, and a second elastic element is provided between them. Based on the elastic force of the second elastic element, the front contact part and the rear contact part tend to abut against each other.

[0017] As mentioned above, along the direction of travel of the subway vehicle, the front end of each part of the boot body has a structure that combines rounded corners and inclined surfaces.

[0018] The beneficial effects of this invention are as follows: by setting the boot body on a swingable base plate, when the boot body bounces, the swing of the base causes the boot body to swing together and the tilt angle gradually increases. As the boot body moves away from the contact rail, one side of the boot body can basically maintain contact with the contact rail in the direction perpendicular to the subway's travel direction. In this way, the boot body will not easily break contact with the contact rail due to bouncing, thereby better ensuring the normal power supply of the subway vehicle. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0020] Figure 1 This is a three-dimensional structural diagram of the subway equipment installation system provided in an embodiment of the present invention; Figure 2 This is a first-view exploded view of the subway equipment installation system provided in this embodiment of the invention; Figure 3 This is a second-view exploded view of the subway equipment installation system provided in this embodiment of the invention; Figure 4 This is a top-view exploded view of the subway equipment installation system provided in this embodiment of the invention. Figure 5 for Figure 4 A schematic diagram of the cross-sectional structure at point AA; Figure 6 for Figure 4 A schematic diagram of the cross-sectional structure at point BB in the diagram; Figure 7 for Figure 5 An enlarged schematic diagram of the connection structure of the second rod in the diagram.

[0027] Explanation of reference numerals in the attached figures:

[0028] 1. Current collector shoe; 10. Shoe body; 100. Fourth rod; 101. Front contact part; 102. Rear contact part; 11. Support seat; 12. Swing arm; 120. Main section; 121. Secondary section; 122. Locking groove; 123. Extension groove; 124. Locking rod; 125. First pressing block; 126. Second pressing block; 13. Spring mechanism; 130. Spring; 131. Mounting seat; 132. First slide rail; 133. First rod; 134. Pressed block; 135. Pressing rod; 136. First block; 137. Second block; 138. Second slide rail; 139. Second rod; 140. Third rod; 14. Base plate; 15. Gear; 16. Rack; 17. Support arm; 2. Contact rail. Detailed Implementation

[0029] To enable those skilled in the art to better understand the technical solution of the present invention, the following will be described in conjunction with the appendix. Figure 1 To be continued Figure 7 The present invention will now be described in further detail.

[0030] In a first embodiment of the present invention, a subway equipment installation system is provided, including a current collector shoe 1 installed on a subway vehicle chassis and a contact rail 2 installed beside the subway track. The shoe body 10 of the current collector shoe 1 slides in contact with the contact rail 2. The current collector shoe 1 includes a support base 11 and a swing arm 12 disposed on the support base 11. A spring mechanism 13 is also provided between the swing arm 12 and the support base 11. The end of the swing arm 12 away from the support base 11 is provided with the shoe body 10. The swing arm 12 and the shoe body 10 are connected by a base plate 14, and the base plate 14 is oscillating on the swing arm 12. During the jumping stroke of the shoe body 10, the base plate 14 drives the shoe body 10 to swing.

[0031] Specifically, for ease of description and understanding, the direction of travel of the subway vehicle is designated as the first direction. The shoe body 10 has a cuboid-like structure, with its length parallel to the first direction. Its width direction is designated as the second direction, and the direction in which the shoe body 10 moves away from the contact rail 2 is designated as the third direction. The principle of power supply between the current collector shoe 1 and the contact rail 2 for the subway vehicle is existing technology and will not be elaborated upon here.

[0032] The support base 11 is bolted to the chassis of the subway vehicle (located on one or both sides of the subway vehicle in the second direction). A swing arm 12 is mounted on the support base 11, with one end of the swing arm 12 swinging on the support base 11 and the other end fitted with a shoe body 10. A spring mechanism 13 and a cylinder or hydraulic cylinder for controlling the swing amplitude of the swing arm 12 are also provided between the swing arm 12 and the support base 11. The connection point between the spring mechanism 13 and the swing arm 12 is located between the two ends of the swing arm 12, depending on actual use. That is, by using a cylinder or hydraulic cylinder, it is possible to ensure that the shoe body 10 maintains appropriate contact pressure and positional relationship with the contact rail 2 to adapt to different track conditions and train operating states (this is existing technology and will not be elaborated further here; the details regarding the swing arm 12 will be discussed later). The amplitude of movement is achieved under the premise that the pneumatic or hydraulic cylinder ensures that the shoe body 10 and the contact rail 2 maintain appropriate contact pressure and positional relationship. The spring mechanism 13 can also provide a suitable supporting elastic force, so that the shoe body 10 can maintain a stable contact pressure with the contact rail 2. The spring mechanism 13 usually adopts the form of compression spring 130 or torsion spring, which can automatically adjust the contact pressure according to factors such as bumps and track irregularities during train operation. The shoe body 10 is the part that directly contacts the current collector shoe 1 and the contact rail 2. It is usually made of a metal material with good conductivity, such as copper alloy. It has a large contact area and can ensure stable contact with the contact rail 2, thereby realizing the effective transmission of electrical energy. The shape and size of the shoe body 10 are designed according to the shape of the contact rail 2 to ensure good contact performance.

[0033] However, in the existing technology, when the position of the boot body 10 changes, that is, when it bounces, it swings on the swing axis of the swing arm 12. The boot body 10 is located at the end of the swing arm 12 away from the swing axis, which has a stroke amplification effect. Therefore, when the boot body 10 bounces, as well as due to the vibration of the vehicle during travel, the boot body 10 can easily break contact with the contact rail 2, making it difficult to maintain stable electrical contact, thereby affecting the normal power supply of the vehicle.

[0034] Based on the above problems, in this embodiment, a base plate 14 is provided at the end of the swing arm 12 away from the swing axis. For the swing of the base plate 14, a torsion spring can be provided between its swing axis and the end of the swing arm 12. The elastic force of the torsion spring makes the base plate 14 tend to always drive the shoe body 10 in an inclined state. In this way, when the shoe body 10 jumps away from the contact rail 2, the inclined shoe body 10 can adapt to the change in distance between itself and the contact rail 2, and maintain one side of the shoe body 10 in basic contact with the contact rail 2 in the second direction. Furthermore, the swing of the base plate 14 can also be driven by a separate source. Based on the jumping situation of the shoe body 10, the swing of the base plate 14 can be actively controlled so that one side of the shoe body 10 maintains basic contact with the contact rail 2 in the second direction. This can reduce the impact on the normal power supply of the subway vehicle.

[0035] The beneficial effect of this embodiment is that by setting the boot body 10 on the swingable base plate 14, when the boot body 10 jumps, the swing of the base causes the boot body 10 to swing together and the tilt angle gradually increases. As the boot body 10 moves away from the contact rail 2, one side of the boot body 10 can basically maintain contact with the contact rail 2 in the direction perpendicular to the subway travel direction. In this way, the boot body 10 will not easily break contact with the contact rail 2 due to jumping, thereby better ensuring the normal power supply of the subway vehicle.

[0036] Preferably, a gear 15 is mounted on the swing shaft of the base plate 14, and a rack 16 that meshes with the gear 15 is slidably provided on the swing arm 12. A support arm 17 is provided between the rack 16 and the support base 11. During the jumping stroke of the boot body 10, the base plate 14 drives the boot body 10 to swing based on the pulling action of the support arm 17.

[0037] Specifically, in the aforementioned embodiments, the swing of the base plate 14 is controlled by utilizing the elastic force of the torsion spring or the driving force of the drive source, so that one side of the boot body 10 maintains basic contact with the contact rail 2 in the second direction. In this embodiment, a passive mechanism is provided for the boot body 10 to maintain basic contact with the contact rail 2 in the second direction. That is, a gear 15 is provided on the swing axis of the base plate 14, and a rack 16 that meshes with the gear 15 is slidably provided on the swing arm 12. The movement of the rack 16 can rotate the gear 15, thereby driving the base plate 14 to swing. The situations in which the boot body 10 and the contact rail 2 maintain contact are: firstly, the two maintain relatively complete surface contact; secondly, the inclined boot body 10 maintains line contact with the contact rail 2; when the boot body 10 does not exhibit an inclined posture and maintains relatively complete surface contact with the contact rail 2, in the second direction, the teeth of the rack 16 near the support base 11 mesh with the gear 15. When the rack 16 is driven to move away from the support base 11, the last tooth of the rack 16 disengages from the gear 15, and the base plate 14 will not swing. In the second direction, when the rack 16 is driven to move closer to the support base 11, the teeth of the rack 16 gradually engage with the gear 15, the base plate 14 swings, and the boot body 10 tilts. That is, the end of the support arm 17 connected to the rack 16 away from the rack 16 is hinged to the support base 11. At this time, the support base 11, the swing arm 12 and the support arm 17 form a triangular structure. However, since the rack 16 is slidably arranged on the swing arm 12, the angle between the support arm 17 and the support base 11 will gradually decrease as the boot body 10 jumps away from the contact rail 2. The support arm 17 exerts a pulling force on the rack 16, causing the rack 16 to drive the gear 15 to rotate, thereby realizing that the base plate 14 drives the boot body 10 to swing in an inclined state.

[0038] In one optional embodiment, the swing axis of the substrate 14 is located close to the support arm 17. Specifically, when the subway vehicle passes through special sections such as curves, turns, and junctions, the current collector shoe 1 will swing laterally, that is, the shoe body 10 moves along the second direction. This lateral movement will cause the contact point between the shoe body 10 and the contact rail 2 to change. By setting the swing axis of the substrate 14 closer to the support arm 17, the side of the substrate 14 away from the support arm 17 can be raised approximately along the third direction in the second direction, causing the shoe body 10 to maintain contact with the contact rail 2. Thus, during the movement of the shoe body 10 along the second direction, the contact rail 2 has a wider surface that maintains line contact with the shoe body 10.

[0039] Preferably, the spring mechanism 13 includes a spring 130, one end of which is mounted on the support base 11 via a mounting seat 131, and the other end is provided with a first rod 133. The first rod 133 is slidably arranged on the support base 11 along the axial direction of the spring 130, and a pressure block 134 is also provided on the first rod 133. The swing arm 12 is provided with a pressing rod 135 corresponding to the first pressing block 125. During the swing stroke of the swing arm 12 driving the shoe body 10 away from the contact rail 2, the pressing rod 135 presses the pressure block 134 to drive the spring 130 to undergo elastic deformation.

[0040] Specifically, in the prior art, the spring mechanism 13 generally consists of a columnar spring 130, with both ends of the columnar spring 130 hinged to the support base 11 and the swing arm 12, respectively. During the swing of the swing arm 12, the length of the spring 130 is stretched, but the spring 130 will also swing with the swing arm 12 to a certain extent. If the spring 130 swings with the swing arm 12, the spring 130 may be subjected to complex stresses such as torsion and bending, which may easily lead to fatigue, deformation or even breakage of the spring 130, thereby affecting the normal operation of the current collector shoe 1.

[0041] Therefore, in this embodiment, one end of the spring 130 is mounted on the support base 11 via the mounting base 131, and the position of this end remains basically unchanged. The other end is provided with a first rod 133, and a first slide rail 132 is opened on the support base 11. The first rod 133 slides linearly within the first slide rail 132, and the sliding direction of the first rod 133 is parallel to the axial direction of the spring 130, so that the elastic deformation of the spring 130 is always along its own axial direction. A pressure block 134 is mounted on the first rod 133, and an inclined pressure surface is arranged on the pressure block 134. A compression rod 135 is mounted on the swing arm 12, and the pressure surface is located on the trajectory of the compression rod 135 as it swings with the swing arm 12. During the swing stroke of the compression rod 135, it exerts a squeezing effect on the pressure surface, causing the first rod 133 to pull the spring 130 to undergo elastic deformation along its own axis. Since the spring 130 as a whole does not participate in the swing of the swing arm 12, the spring 130 and its related components will not be affected by the complex stress generated during the swing process, which helps to reduce the mechanical wear of the spring mechanism 13 and thus extend its service life. Moreover, the spring 130 only adjusts the contact pressure between the shoe body 10 and the contact rail 2 by axial movement, without generating additional unstable factors due to the swing. This allows the current collector shoe 1 to maintain stable current collection performance in its complex operating environment, improving the adaptability and flexibility of subway vehicle operation.

[0042] Furthermore, a second rod 139 is rotatably provided at the end of the support arm 17 away from the rack 16. The second rod 139 is provided on the support base 11. A first block 136 is installed on the second rod 139, and a second block 137 is installed on the support arm 17. During the swing stroke of the support arm 17 with the second rod 139 as the swing axis, the swing of the support arm 17 is restricted when the first block 136 and the second block 137 abut against each other.

[0043] Specifically, the second rod 139 is equivalent to the hinge axis between the support arm 17 and the support base 11 in the aforementioned embodiment. When the boot body 10 bounces, if the spring 130 can provide a suitable supporting elastic force to maintain a stable contact pressure between the boot body 10 and the contact rail 2, the swing amplitude of the swing arm 12 is set to 2. When the swing amplitude exceeds 2, it indicates that the elastic force provided by the spring 130 is no longer suitable. Therefore, it is necessary to promptly limit the swing arm 12 from moving the boot body 10 away from the contact rail 2. Thus, in this embodiment, when the swing amplitude of the swing arm 12 is greater than 2, a first block 136 can be set at the corresponding position on the second rod 139. When the swing amplitude of the swing arm 12 is 0, a second block 137 can be set at the corresponding position on the support arm 17. The first block 136 is set at the second block 139. Following the swing trajectory of the support arm 17, when the swing amplitude of the swing arm 12 is greater than 2, the first block 136 obstructs the second block 137, thus blocking the swing arm 12 from moving the shoe body 10 away from the contact rail 2. In this way, the shoe body 10 can continue to maintain contact with the contact rail 2 at any position between the maximum tilt angles. That is, according to the width of the shoe body 10, it is swung to a tilt angle that matches the width to avoid excessive swing amplitude, which would cause the shoe body 10 to tilt to the maximum angle but still not maintain contact with the contact rail 2. In this way, even when the elastic force of the spring 130 is no longer suitable, the shoe body 10 will still maintain contact with the contact rail 2. This allows the subway vehicle to continue to be powered when it is inconvenient to replace the spring 130 during operation.

[0044] In a second embodiment of the present invention, a third rod 140 is slidably provided on the mounting base 131 along the axial direction of the spring 130. One end of the spring 130 is connected to the third rod 140. A first pressing block 125 is provided on the support arm 17. During the swing stroke of the support arm 17 with the second rod 139 as the swing axis, the third rod 140 initially remains stationary. When the first pressing block 125 presses the third rod 140, the third rod 140 moves away from the second rod 139 along the axial direction of the spring 130 until the first block 136 abuts against the second block 137.

[0045] Specifically, in the aforementioned embodiment, the first block 136 and the second block 137 abut against each other, restricting the swing of the swing arm 12. This is because the elastic force provided by the spring 130 is no longer suitable, preventing the boot body 10 from maintaining a stable contact pressure with the contact rail 2. To further extend the service life of the spring 130, in this embodiment, the position of the first block 136 is extended backward. However, when the first block 136 and the second block 137 abut against each other, the boot body 10 is still within the range that can contact the contact rail 2. Then, the mounting connected to the spring 130 is installed... A second slide rail 138 is provided on the seat 131. The sliding direction of the third rod 140 in the second slide rail 138 is the same as the sliding direction of the first rod 133 in the first slide rail 132. Then, a first pressing block 125 is provided on the support arm 17. When the swing amplitude of the swing arm 12 is between 0 and 2, the first pressing block 125 will not exert a pressing effect on the third rod 140. When the swing amplitude of the swing arm 12 is greater than 2 but the first block 136 and the second block 137 have not yet come into contact, the first pressing block 125 will exert a pressing effect on the third rod 140. The compression action causes the third rod 140 to also stretch the spring 130. Thus, during the swing amplitude of the swing arm 12, which is greater than 2 but before the first block 136 and the second block 137 come into contact, the second rod 139 and the third rod 140 move away from each other and stretch the spring 130. This increases the elastic force of the spring 130, allowing the shoe body 10 to maintain a stable contact pressure with the contact rail 2. This is equivalent to providing elastic buffer when the swing amplitude of the swing arm 12 is greater than 2, avoiding violent impact between the first block 136 and the second block 137.

[0046] When the swing amplitude of the swing arm 12 is greater than 2, the elastic force is increased by synchronously stretching the two ends of the spring 130 to buffer the impact force between the first block 136 and the second block 137. While extending the service life of the spring 130, the elastic force generated by the second rod 139 and the third rod 140 stretching the spring 130 together cannot enable the boot body 10 to maintain a stable contact pressure with the contact rail 2. When the first block 136 and the second block 137 come into contact, it means that the spring 130 needs to be replaced. The boot body 10 is also at the critical position of the maximum tilt angle. If the included angle of the swing is 90 degrees or close to 90 degrees when swinging to the maximum tilt position, continued use will cause serious consequences. If the impact of the first block 136 and the second block 137 causes plastic deformation, then when the boot body 10 swings to the maximum tilt angle, there will be a break in contact with the contact rail 2.

[0047] Based on the above problems, in an optional embodiment, the swing arm 12 includes a main section 120 and a secondary section 121 that are plugged into each other, and a third elastic element is provided between the two. Based on the elastic force of the third elastic element, the secondary section 121 has a tendency to drive the shoe body 10 closer to the contact rail 2. A locking mechanism is provided between the main section 120 and the secondary section 121. When the first block 136 and the second block 137 abut against each other, the locking mechanism releases the lock between the main section 120 and the secondary section 121.

[0048] Specifically, the main section 120 is connected to the support base 11, and the secondary section 121 is connected to the base plate 14. The locking mechanism includes a locking groove 122 and an extension groove 123 formed on the main section 120. The length direction of the locking groove 122 is parallel to a first direction, and the length direction of the extension groove 123 is parallel to a second direction. The locking groove 122 and the extension groove 123 are connected. It also includes a locking rod 124 that can slide from the locking groove 122 into the extension groove 123. A second pressing block 126 is provided on the rack 16. When the swing amplitude of the swing arm 12 is greater than 2, the second pressing block 126 moves with the rack 16 and exerts a pressing effect on the locking rod 124, causing the locking rod 124 to tend to enter the extension groove 123 from the locking groove 122. When the first block 136 and the second block 137 abut against each other, the locking rod 124 will be pressed to the junction of the locking groove 122 and the extension groove 123. The locking groove 122 is positioned relative to the locking rod. 124 moves along the second direction without obstruction. Then, under the elastic force of the third elastic element, the main section 120 and the secondary section 121 move away from each other, causing the locking rod 124 to move in the extension groove 123. The overall length of the swing arm 12 is increased again with the swing axis of the swing arm 12 as the fulcrum. This can temporarily assist the shoe body 10 in contacting the contact rail 2. After the subway car stops running, the spring 130 can be replaced and the length of the swing arm 12 can be restored to its initial value. The locking rod 124 re-enters the locking groove 122. During this process, the extension of the swing arm 12 will cause the support arm 17 to pull the rack 16 closer to the support seat 11 by a certain distance. During the extension of the swing arm 12, the shoe body 10 maintains an inclined state and contacts the contact rail 2. However, due to the elastic force of the third elastic element, the shoe body 10 is obstructed by the contact rail 2 and can still maintain a relatively complete surface contact with it.

[0049] In a third embodiment of the present invention, the boot body 10 is divided into several parts along the direction of travel of the subway vehicle. Each part is slidably arranged on the base plate 14, and a fourth rod 100 is provided between two adjacent parts. The fourth rod 100 is oscillating on the base plate 14, and a first elastic member is provided between the fourth rod 100 and the base plate 14. During the travel of any part of the boot body 10 away from the contact rail 2, the adjacent part is pressed against the contact rail 2 by the push of the fourth rod 100.

[0050] Specifically, in the aforementioned embodiments, the boot body 10 is a single integral structure. When one part is subjected to external force, the entire structure will bounce. Therefore, in this embodiment, the boot body 10 is configured as a split structure, that is, in the first direction, the boot body 10 is divided into several parts in sequence. Each part is tangentially arranged on the substrate 14 along the third direction. This tangential direction is perpendicular to the first and second directions. Then, a fourth rod 100 is provided between two adjacent parts. The fourth rod 100 is oscillating on the substrate 14, forming a V-shaped structure with an obtuse angle. When one end is subjected to pressure and oscillates downward, the other end will tilt upward in the opposite direction. In this way, when any part of the boot body 10 is subjected to external force and moves away from the contact rail 2, the adjacent part of the boot body 10 will be close to the contact rail 2. This can better ensure that there is always a part of the boot body 10 in contact with the contact rail 2.

[0051] Furthermore, in the direction perpendicular to the direction of travel of the subway vehicle, each part of the boot body 10 is divided into a front contact part 101 and a rear contact part 102. The front contact part 101 and the rear contact part 102 are connected by a hinge, and a second elastic element is provided between them. Based on the elastic force of the second elastic element, the front contact part 101 and the rear contact part 102 tend to abut against each other.

[0052] Specifically, in the second direction, each part of the boot body 10 is further divided into a front contact portion 101 and a rear contact portion 102. The front contact portion 101 is slidably arranged on the substrate 14, and the rear contact portion 102 is oscillatingly arranged on the front contact portion 101. Utilizing the elastic force of the second elastic member, the front contact portion 101 and the rear contact portion 102 tend to abut against each other. That is, when the boot body 10 as a whole is oscillating with the substrate 14, the rear contact portion 102 is obstructed by the contact rail 2, causing it to oscillate on the front contact portion 101 and maintain surface contact with the contact rail 2. Compared to the line contact in the aforementioned embodiment, surface contact is more conducive to powering the subway vehicle.

[0053] Preferably, along the direction of travel of the subway vehicle, the front end of each part of the boot body 10 has a structure that combines rounded corners and inclined surfaces; specifically, the structure that combines rounded corners and inclined surfaces plays a guiding role when the boot body 10 is impacted by particles adhering to the contact rail 2 or by the unevenness of the contact rail 2 surface, thus avoiding direct impact and damage.

[0054] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of the claims of the present invention.

Claims

1. A subway equipment installation system, comprising a current collector shoe installed on a subway vehicle chassis and a contact rail installed beside the subway track, wherein the current collector shoe body slides in contact with the contact rail, the current collector shoe includes a support base and a swing arm disposed on the support base, a spring mechanism is further provided between the swing arm and the support base, and the end of the swing arm away from the support base is provided with the shoe body, characterized in that, The swing arm is connected to the boot body via a base plate, and the base plate is oscillating on the swing arm; during the jumping stroke of the boot body, the base plate drives the boot body to swing.

2. The subway equipment installation system according to claim 1, characterized in that, A gear is mounted on the swing shaft of the base plate, and a rack that meshes with the gear is slidably provided on the swing arm. A support arm is provided between the rack and the support base. During the jumping stroke of the boot body, the base plate drives the boot body to swing based on the pulling action of the support arm.

3. The subway equipment installation system according to claim 2, characterized in that, The swing axis of the substrate is located close to the support arm.

4. The subway equipment installation system according to claim 2, characterized in that, The spring mechanism includes a spring, one end of which is mounted on a support seat via a mounting base, and the other end is provided with a first rod. The first rod is slidably arranged on the support seat along the axial direction of the spring, and a pressure block is also provided on the first rod. The swing arm is provided with a pressure rod corresponding to the first pressure block. During the swing stroke of the swing arm driving the shoe body away from the contact rail, the pressure rod presses the pressure block to drive the spring to undergo elastic deformation.

5. The subway equipment installation system according to claim 4, characterized in that, The end of the support arm away from the rack is rotatably provided with a second rod, which is mounted on a support base. A first block is installed on the second rod, and a second block is installed on the support arm. During the swing stroke of the support arm with the second rod as the swing axis, the swing of the support arm is restricted when the first block and the second block abut against each other.

6. The subway equipment installation system according to claim 5, characterized in that, A third rod is slidably provided on the mounting base along the axial direction of the spring. One end of the spring is connected to the third rod. A first pressing block is provided on the support arm. During the swing stroke of the support arm with the second rod as the swing axis, the third rod first remains stationary. When the first pressing block presses the third rod, the third rod moves away from the second rod along the axial direction of the spring until the first block and the second block abut against each other.

7. The subway equipment installation system according to claim 6, characterized in that, The swing arm includes a main section and a secondary section that are plugged into each other, and a third elastic element is provided between the two. Based on the elastic force of the third elastic element, the secondary section tends to drive the shoe body closer to the contact rail. A locking mechanism is provided between the main section and the secondary section. When the first block and the second block abut against each other, the locking mechanism releases the lock between the main section and the secondary section.

8. The subway equipment installation system according to claim 2, characterized in that, The boot body is divided into several parts along the direction of travel of the subway vehicle. Each part is slidably arranged on the base plate, and a fourth rod is provided between two adjacent parts. The fourth rod is oscillating on the base plate, and a first elastic element is provided between the fourth rod and the base plate. When any part of the boot body moves away from the contact rail, the adjacent part is pushed by the fourth rod to stick to the contact rail.

9. The subway equipment installation system according to claim 8, characterized in that, In the direction perpendicular to the direction of travel of the subway vehicle, each part of the boot body is divided into a front contact part and a rear contact part. The front contact part and the rear contact part are connected by a hinge, and a second elastic element is provided between them. Based on the elastic force of the second elastic element, the front contact part and the rear contact part tend to abut against each other.

10. The subway equipment installation system according to claim 8, characterized in that, Along the direction of travel of the subway train, the front end of each part of the boot has a structure that combines rounded corners with an inclined surface.

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