A carbon slide for rail transit train

Abstract

The present invention relates to a carbon slide for rail transit trains, comprising a carbon plate and a base module. The carbon plate is fixed to the top surface of the base module. The carbon plate, together with the base module, exhibits a first N-order vibration modal frequency that is higher than the coupling excitation frequency and resonant frequency between the train pantograph and catenary. Compared with existing technologies, the present invention reduces the vibration response of the carbon slide under pantograph-catenary interaction, thereby reducing frictional losses, improving current collection quality, and mitigating operational safety risks caused by abnormal pantograph-catenary wear.

Description

Technical Field

[0001] The present invention relates to the field of rail transit equipment, and in particular to a carbon slide plate for rail transit trains. Background Art

[0002] The current collection method for rail transit, whereby current is supplied to the train from the catenary via the train pantograph, is currently the predominant method in China. The carbon slide, a key component of the pantograph, directly contacts the catenary wire to collect current, which is then supplied to the train via the pantograph. To ensure stable and continuous current collection and safe train operation, the carbon slide must maintain good tracking with the catenary wire.

[0003] The catenary conductors are typically arranged in a zigzag or sinusoidal configuration, allowing the carbon plate to reciprocate within the tensile limit, ensuring uniform wear of the pantograph carbon plate within the specified range. During rapid train operation, the pantograph carbon plate is exposed to the elements. Due to multiple factors, including the surrounding environment, microscopic irregularities in the catenary itself, and the complexity of the pantograph-catenary interaction, friction and impact between the carbon plate and the catenary conductors occur, causing high-amplitude vibrations in the mid- and high-frequency ranges, accelerating carbon plate wear.

[0004] Existing technologies usually isolate and absorb high-frequency vibrations through the bow structure and damping system of the pantograph, but cannot effectively isolate or absorb medium and low-frequency (<200Hz) vibrations caused by the carbon slide's own resonance. Summary of the Invention

[0005] The purpose of the present invention is to provide a carbon slide for rail transit trains in order to overcome the defects of the above-mentioned prior art.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] A carbon slide plate for a rail transit train comprises a carbon plate and a matrix module. The carbon plate is fixed to the top surface of the matrix module. The carbon slide plate composed of the carbon plate and the matrix module has the first N vibration modal frequencies higher than the coupling excitation frequency and the resonance frequency between the train pantograph and the contact network, where N is a positive integer from 1 to 10.

[0008] Furthermore, the base module includes a metal base, which is a rectangular box or a trapezoidal box with a hollow interior.

[0009] Furthermore, a first separator and a second separator are provided in the metal matrix, and the first separator and the second separator cross each other and respectively connect a group of diagonal edges of the metal matrix.

[0010] Furthermore, the metal substrate is made of aluminum alloy or copper alloy.

[0011] Furthermore, the wall thickness of the metal substrate is 2 to 5 mm.

[0012] Furthermore, the base module includes a metal base and a stiffness adjusting body, the carbon plate is fixed on the top surface of the metal base, and the stiffness adjusting body is fixed on the bottom surface of the metal base.

[0013] Furthermore, the stiffness adjusting body is a metal block made of aluminum alloy or titanium alloy.

[0014] Furthermore, the elastic modulus of the stiffness adjusting body is 70 to 500 GPa.

[0015] Furthermore, the stiffness regulating body is coated with a nanocomposite material layer or a metal ceramic layer.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. The present invention increases the bending stiffness of the base module by changing the structure of the base module in the train carbon slide, that is, increasing the vibration modal frequency, so that the vibration modal frequency of the carbon slide avoids the coupling excitation frequency and resonance frequency between the train pantograph and the contact network, and reduces the vibration response of the carbon slide under the interaction between the pantograph and the contact network, thereby reducing the friction loss of the carbon slide, improving the current collection quality, and reducing the operational safety hazards caused by abnormal wear of the pantograph and the contact network.

[0018] 2. This invention effectively increases the cross-sectional moment of inertia by redesigning the metal matrix within the base module into a hollow rectangular or trapezoidal box. According to the formula: flexural stiffness = elastic modulus * cross-sectional moment of inertia, the cross-sectional moment of inertia is proportional to flexural stiffness, which in turn is proportional to the vibration modal frequency. Therefore, the redesigned metal matrix effectively increases the vibration modal frequency, preventing resonance and abnormal wear of the carbon slide, thereby extending the service life of the carbon slide.

[0019] 3. The present invention can also improve the elastic modulus of the entire base module by installing a stiffness adjuster on the existing metal base. According to the formula: flexural stiffness = elastic modulus * section moment of inertia, the elastic modulus is proportional to the flexural stiffness, which in turn is proportional to the vibration modal frequency. Therefore, by installing a stiffness adjuster on the existing metal base, the overall flexural stiffness of the existing metal base structure, i.e., the vibration modal frequency, is effectively increased, thereby avoiding resonance and abnormal wear of the carbon slide, achieving convenience and strong practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a structural diagram of Example 1.

[0021] Figure 2 This is another structural diagram of the first embodiment.

[0022] Figure 3 This is a structural diagram of Example 2.

[0023] Figure 4 This is another structural diagram of the second embodiment.

[0024] Figure 5 This is a structural diagram of Example 3.

[0025] Figure 6 It is a structural diagram of the prior art.

[0026] Figure numerals: 1. carbon plate, 2. metal matrix, 21. first separator, 22. second separator, 3. stiffness adjusting body. DETAILED DESCRIPTION

[0027] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0028] Example 1

[0029] like Figure 1 As shown, this embodiment provides a carbon slide for rail transit trains, comprising a carbon plate 1 and a metal substrate 2. The carbon plate 1 is bonded to the top surface of the metal substrate 2. The metal substrate 2 is constructed of an aluminum alloy and is a hollow rectangular box. The box is 61 mm long and 22 mm high, with a wall thickness generally ranging from 2 to 5 mm, but in this embodiment, 3 mm is selected.

[0030] The section moment of inertia in this embodiment is:

[0031]

[0032] And as Figure 6 As shown, the cross-sectional inertia moment of a conventional structure of the same size is

[0033]

[0034] It can be seen that the structure of this embodiment can significantly improve the cross-sectional moment of inertia of the metal substrate 2 .

[0035] By the following formula:

[0036] Bending stiffness = elastic modulus E * section moment of inertia I

[0037] It can be seen that the section inertia moment is proportional to the bending stiffness, and the bending stiffness is proportional to the vibration modal frequency. Therefore, the increase in the section inertia moment can significantly increase the vibration modal frequency of the metal matrix 2, so that the common first N (preferably 6 in this embodiment) order vibration modal frequencies of the carbon plate 1 and the metal matrix 2 are higher than the coupling excitation frequency and resonance frequency between the train pantograph and the contact network, that is, the overall vibration modal frequency of the carbon slide avoids the coupling excitation frequency and resonance frequency between the train pantograph and the contact network. As a result, the vibration response of the carbon slide under the interaction between the pantograph and the contact network is reduced, which has the effect of reducing the friction loss of the carbon slide, improving the current collection quality, and reducing the operational safety hazards caused by abnormal wear of the pantograph and the contact network.

[0038] In another variation of this embodiment, Figure 2 As shown, a first partition 21 and a second partition 22 are provided in the hollow space inside the metal base 2, and the first partition 21 and the second partition 22 are connected to a set of diagonal edges of the metal base 2. The cross-sectional inertia moment of the structure is:

[0039]

[0040] This structure can further increase the cross-sectional inertia moment of the metal base 2 by adding a partition, while also increasing the strength of the metal base 2 itself.

[0041] Example 2

[0042] like Figure 3 As shown, this embodiment provides a carbon slide for rail transit trains. Its overall structure is the same as that of Example 1, except that the metal base 2 is made of a copper alloy and is a trapezoidal box with a hollow interior. The box has a top length of 61 mm, a bottom length of 82 mm, and a height of 22 mm.

[0043] The section moment of inertia of the structure is:

[0044]

[0045] This structure can improve the support stability while increasing the cross-sectional inertia moment of the metal base 2.

[0046] like Figure 4 As shown, in another variation of this embodiment, a first partition 21 and a second partition 22 intersecting each other are provided in the hollow interior of the metal base 2 , and the first partition 21 and the second partition 22 are respectively connected to a group of diagonal edges of the metal base 2 .

[0047] The section moment of inertia of the structure is:

[0048]

[0049] It can be seen that the deformation structure can further increase the cross-sectional inertia moment of the metal base 2 and simultaneously increase the strength of the metal base 2 itself.

[0050] Example 3

[0051] like Figure 5 As shown, this embodiment provides a carbon skateboard for a rail transit train, comprising a carbon plate 1 and a matrix module, wherein the matrix module comprises a metal matrix 2 and a stiffness adjusting body 3. The carbon plate 1 is fixed to the top surface of the metal matrix 2, and the stiffness adjusting body 3 is installed on the bottom surface of the metal connecting layer. In this embodiment, the metal matrix 2 is a conventional metal matrix 2 available on the market, and may also be the metal matrix 2 of Example 1 and Example 2. The stiffness adjusting block is a metal block made of aluminum alloy or titanium alloy material. In this embodiment, a titanium alloy metal block is used, and the outside is coated with a nanocomposite material layer or a metal ceramic layer so that its elastic modulus is 70 to 500 GPa. As a result, the overall elastic modulus of the matrix module will be significantly improved under the compounding of the stiffness adjusting block. By the following formula:

[0052] Bending stiffness = elastic modulus E * section moment of inertia I

[0053] It can be seen that the elastic modulus is proportional to the bending stiffness, which is in turn proportional to the vibration modal frequency. Therefore, an increase in the elastic modulus can significantly increase the vibration modal frequency of the base module, thereby making the first six vibration modal frequencies of the base module higher than the coupling excitation frequency and resonant frequency between the train pantograph and the catenary. In other words, the overall vibration modal frequency of the carbon slide avoids the coupling excitation frequency and resonant frequency between the train pantograph and the catenary. As a result, the vibration response of the carbon slide under the interaction between the pantograph and the catenary is reduced, which has the effect of reducing the friction loss of the carbon slide, improving the current collection quality, and reducing the operational safety hazards caused by abnormal wear of the pantograph and the catenary.

[0054] The above describes in detail the preferred embodiments of the present invention. It should be understood that those skilled in the art can make numerous modifications and variations based on the concepts of the present invention without inventive effort. Therefore, any technical solutions that can be derived by those skilled in the art through logical analysis, reasoning, or limited experimentation based on the concepts of the present invention and the prior art should be within the scope of protection defined by the claims.

Claims

1. A carbon slide for a rail transit train, characterized in that: The carbon plate (1) comprises a carbon plate (1) and a base module, wherein the carbon plate (1) is fixed on the top surface of the base module, and the carbon plate (1) and the base module together form a carbon slide plate, wherein the first N-order vibration modal frequencies of the carbon plate are higher than the coupling excitation frequency and the resonance frequency between the train pantograph and the contact network, and N is a positive integer between 1 and 10; The base module comprises a metal base (2), which is a rectangular box or a trapezoidal box with a hollow interior; A first partition plate (21) and a second partition plate (22) are provided in the metal base (2), wherein the first partition plate (21) and the second partition plate (22) intersect with each other and respectively connect a group of diagonal edges of the metal base (2); The base module comprises a metal base (2) and a stiffness adjusting body (3), the carbon plate (1) is fixed on the top surface of the metal base (2), and the stiffness adjusting body (3) is fixed on the bottom surface of the metal base (2); The stiffness adjusting body (3) is a metal block made of aluminum alloy or titanium alloy; The elastic modulus of the stiffness adjusting body (3) is 70 to 500 GPa; The stiffness regulating body (3) is coated with a nanocomposite material layer or a metal ceramic layer; According to the equation of bending stiffness = elastic modulus * section inertia moment, the section inertia moment is increased by designing the metal base (2) in the base module as a rectangular box or a trapezoidal box with a hollow interior, and the overall bending stiffness of the metal base structure is effectively increased by arranging a stiffness adjustment body (3) on the metal base (2).

2. A rail transit train carbon slide according to claim 1, characterized in that: The metal base (2) is a metal base made of aluminum alloy or copper alloy.

3. The carbon slide for rail transit train according to claim 1, characterized in that: The wall thickness of the metal substrate (2) is 2-5 mm.

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