An integral wrist arm with adjustable damping and an adjustment method

Abstract

This application relates to the field of wrist arms, and specifically discloses an integral wrist arm with adjustable damping and an adjustment method. It includes a wrist arm frame, on which a rotating structure and a wrist arm damper are provided. The rotating structure is used to enable the wrist arm frame to rotate relative to the pole tower, and the rotation axis extends in the horizontal direction. The wrist arm damper is used to apply resistance to the rotation of the wrist arm frame. This application has the effect of reducing the amplitude of the catenary under the condition of controllable cost, which is intended to reduce the off-network rate and create space for train speed increase.

Description

Technical Field

[0001] This application relates to the field of cantilevers, and particularly to an integral cantilever with adjustable damping. Background Art

[0002] High-speed trains can significantly shorten the spatial and temporal distances between cities, promote regional economic integration, and have multiple strategic significance for economy, society, technology, and environmental protection. Therefore, countries are actively researching and developing high-speed trains and pursuing speed increases.

[0003] The catenary is a key device in electrified railways to provide continuous electrical energy for trains. Through the sliding contact between the overhead catenary and the pantograph of the train, electrical energy is transmitted to the vehicle. The catenary wave speed is a key parameter in catenary design, which directly determines the maximum speed of the train.

[0004]

[0005]

[0006] The standard deviation of contact force refers to the deviation between the contact force between the pantograph and the catenary and its average value. When the wave speed ratio exceeds 0.7, the frequencies of the pantograph-catenary interaction wave and the forward wave are similar, and the two types of wave vibrations resonate at the same frequency. The wave energy accumulates at the contact point, resulting in a large amplitude swing of the catenary, and the standard deviation of contact force will increase significantly.

[0007] Therefore, after the wave speed ratio exceeds 0.7, the current collection quality deteriorates sharply, that is, the pantograph and the catenary are frequently disengaged, and ultimately the train cannot increase its speed. Although replacing the contact wire of the catenary with a higher tension and lower linear density can increase the wave speed, reduce the wave speed ratio, and reduce the amplitude of the catenary, the risk of wire breakage is high and the cost is uncontrollable. Summary of the Invention

[0008] In order to reduce the amplitude of the catenary under controllable cost, this application provides an integral cantilever with adjustable damping and an adjustment method.

[0009] In a first aspect, an integral cantilever with adjustable damping provided by this application adopts the following technical solution:

[0010] An integral cantilever with adjustable damping includes a cantilever frame, on which a rotating structure and a cantilever damping are provided. The rotating structure is used to enable the cantilever frame to rotate relative to the tower, and the rotation axis extends horizontally. The cantilever damping is used to apply resistance to the rotation of the cantilever frame.

[0011] By adopting the above technical solution, after the wrist arm frame is installed on the pole tower in a rotatable connection manner through the rotating structure, since the rotation axis of the wrist arm frame extends in the horizontal direction, when the catenary is subjected to wave vibrations such as pantograph-catenary interaction waves and forward waves, or even vibration caused by wind blowing, resulting in the up-and-down shaking of the catenary, the wrist arm frame can rotate slightly, effectively reducing the occurrence of mechanical damage to the wrist arm frame caused by the vibration of the catenary. By applying a force to the wrist arm frame through the wrist arm damper, the frequency of the pantograph-catenary interaction wave and the vibration frequency of the catenary can be changed, the amplitude of the catenary can be improved, and the off-network rate can be reduced. Compared with replacing the wire material of the catenary wire, through the wrist arm of this application, space for train speed increase is created under the condition of controllable cost.

[0012] Compared with setting relevant damping structures on the pantograph, although the off-network rate can also be reduced, such a setting can only play an inhibitory role in the generation of pantograph-catenary interaction waves. In addition to the pantograph-catenary interaction waves generated on the catenary when the pantograph contacts the catenary, the pantograph will also form wave vibrations such as forward waves on the catenary. Coupled with the fact that the catenary will also vibrate due to external factors such as wind blowing, adding damping on the pantograph cannot solve the overall vibration problem of the catenary. Through the rotation of the wrist arm frame and the matching suppression with the wrist arm damper in this application, the overall vibration situation of the catenary system can be improved, especially the suppression and improvement of the amplitude.

[0013] Optionally, the rotating structure includes a rotating hole opened on the wrist arm frame, and the axis of the rotating hole extends in the horizontal direction.

[0014] By adopting the above technical solution, when installing the wrist arm of this application, by installing a pin shaft in the rotating hole and installing the pin shaft on the pole tower, the connection between the wrist arm and the pole tower can be realized. With such a setting, the structure is simple, and it is easy to realize the integral structure setting of the wrist arm.

[0015] Optionally, the end of the wrist arm frame is used for connecting to the pole tower. The end of the wrist arm frame for connecting to the pole tower includes an upper connection end and a lower connection end. The upper connection end is located above the lower connection end, and the wrist arm damper is a telescopic damper;

[0016] The rotating structure is arranged on the lower connection end, and the wrist arm damper is arranged on the upper connection end; or

[0017] The rotating structure is arranged on the upper connection end, and the wrist arm damper is arranged on the lower connection end.

[0018] By adopting the above technical solution, if the entire pantograph arm frame is rotatably arranged on the pole tower and a rotational resistance is applied to the pantograph arm through the pantograph arm damper, it is equivalent to the pantograph arm damper being a rotational damper. At this time, the direction of the damping force applied by the pantograph arm damper is consistent with the rotational direction of the pantograph arm frame, and the weight of the pantograph arm and the weight of the catenary are both applied to the pantograph arm damper, that is, it is necessary to directly counteract the weight through the damping force, which requires high requirements for the pantograph arm damper and has low reliability.

[0019] Compared with the entire pantograph arm frame being rotatably arranged on the pole tower, by arranging the rotating structure on the upper connection end or the lower connection end, correspondingly installing the pantograph arm damper on the lower connection end or the upper connection end, and setting the pantograph arm damper as a telescopic damper, the telescopic damper can bear the weight through its own mechanical structure without directly counteracting the gravity through the damping force, and the rotating structure can also share a small part of the weight, greatly improving the reliability.

[0020] The main function of the pantograph arm is for the installation of the catenary. The carrier cable in the catenary is located on the upper side of the pantograph arm and is supported by the pantograph arm. The contact wire is hung on the lower side of the carrier cable, that is, the entire weight of the catenary is mainly applied to the upper end of the pantograph arm. When the catenary has wave vibration, it also has a greater impact on the upper end of the pantograph arm. When the pantograph arm frame rotates, the catenary exerts a tensile force or a pressure on the pantograph arm damper. Compared with the rotating structure being arranged on the upper connection end, with the pantograph arm damper arranged on the lower connection end, by arranging the rotating structure on the lower connection end and the pantograph arm damper on the upper connection end, that is, the position of the pantograph arm damper is closer to the load-bearing part at the upper end of the pantograph arm, making a telescopic response to the wave vibration and having a better effect of eliminating the wave vibration.

[0021] Compared with directly setting the pantograph arm damper at the connection of the carrier cable, since the carrier cable is connected to the contact wire and the voltage on the carrier cable is also very high, such a setting will not only complicate the pantograph arm structure of this application but also cause the pantograph arm damper to be in a high-voltage environment. The pantograph arm damper arranged at the connection between the pantograph arm frame and the pole tower is directly connected to the pole tower and is spaced from the carrier cable. Not only is there an insulating pantograph arm frame between the two, but it can also be directly grounded through the pole tower, with high safety and being helpful for maintenance, replacement, and installation.

[0022] Optionally, the pantograph arm damper is an adjustable damper.

[0023] By adopting the above technical solution, the pantograph arm damper is set as an adjustable damper, and the damping coefficient is adjusted correspondingly according to the maximum speed limit of the train on this line to optimize the effect of suppressing wave vibration and the protection effect on the pantograph arm. For the pantograph arms in areas with clear speed limits in specific intervals, the damping coefficient is also adjusted specifically to maximize the wave vibration suppression effect and the pantograph arm protection effect.

[0024] Optionally, it further includes a locator for connecting with a contact wire. One end of the locator is rotatably arranged on the boom frame. A positioning damping is provided on the locator, and the positioning damping is used to apply a resistance to the rotation of the locator.

[0025] By adopting the above technical solution, by providing a positioning damping on the locator, when the contact wire vibrates and drives the locator to rotate, a damping force is applied to the locator, thereby suppressing the amplitude. In this way, it can ensure that the contact wire is in contact with the pantograph as much as possible and reduce the off-network rate.

[0026] Optionally, the positioning damping is an adjustable damping.

[0027] By adopting the above technical solution, the positioning damping is selected as an adjustable damping. Similarly, the boom damping is selected as an adjustable damping. The damping coefficient is matched according to the maximum speed limit of the train on this line. For the boom at the area with a clear speed limit in the section, the damping coefficient is matched according to the section speed limit, optimizing the wave vibration suppression effect and the boom protection effect.

[0028] In the second aspect, an adjustment method for an integral boom with adjustable damping provided by the present application adopts the following technical solution:

[0029] An adjustment method for an integral boom with adjustable damping, which is applied to an integral boom with adjustable damping, adjusts the damping coefficient of the boom damping in this section of the line according to the maximum speed limit of the train in the driving line. And the higher the maximum speed limit of the train in the driving line, the greater the damping coefficient of the boom damping with the largest damping coefficient in this section of the line.

[0030] By adopting the above technical solution, through experiments and other means, the damping coefficient of the boom damping with the best wave vibration suppression effect on the catenary at different vehicle speeds is obtained in advance. The higher the vehicle speed, the greater the damping coefficient of the boom damping with the best wave vibration suppression effect on the catenary. For example, after adjusting according to this method, the damping coefficient of the boom damping with the largest damping coefficient in the line with a speed limit of 400 km / h is A, and the damping coefficient of the boom damping with the largest damping coefficient in the line with a speed limit of 350 km / h is B, and A is greater than B.

[0031] When installing and adjusting the boom damping, the damping coefficient of the boom damping is adjusted in a matching manner according to the maximum speed limit of the train driving line. Compared with the boom damping with the same damping coefficient set in the lines with different maximum speed limits, such setting can optimize the wave vibration suppression effect, reduce the off-network rate, and reduce the damage to the catenary system and the boom.

[0032] Optionally, the damping coefficient of the boom damping in different vehicle speed intervals is adjusted according to different vehicle speed intervals of the train in this section of the line. And the higher the speed limit of the vehicle speed interval, the greater the damping coefficient of the boom damping in this section of the vehicle speed interval.

[0033] By adopting the above technical solution, the damping coefficient setting of the cantilever damping is further refined. For the clearly defined vehicle speed intervals, the cantilever damping with corresponding damping coefficients is matched to specifically suppress the wave vibration and maximize the protection effect on the catenary system. For example, in a line with a speed limit of 350 km / h, there are multiple clearly defined vehicle speed intervals. The speed limit in interval A is 200 km / h, the speed limit in interval B is 300 km / h, and the speed limit in interval C is 350 km / h. After adjustment according to this method, the relative magnitudes of the damping coefficients of the cantilever damping in the three vehicle speed intervals A, B, and C are: the damping coefficient of the cantilever damping in interval A < the damping coefficient of the cantilever damping in interval B < the damping coefficient of the cantilever damping in interval C.

[0034] In summary, the present application includes at least one of the following beneficial technical effects:

[0035] It can suppress the wave vibration on the entire catenary, reduce the off-network rate of the pantograph, create space for further train speed increase, and can also protect the cantilever, effectively reducing the occurrence of mechanical damage to the cantilever caused by wave vibration;

[0036] The rotating mechanism is arranged at the lower connection end, and the cantilever damping is arranged at the upper connection end. Not only does the cantilever damping have a better load-bearing effect, but also the response feedback to wave vibration is faster, that is, the suppression and elimination effect on wave vibration is better, and it is also helpful for the inspection, replacement, and installation of the cantilever damping;

[0037] Both the cantilever damping and the positioning damping are selected as dampings with adjustable damping coefficients, which can be better matched according to the speed limit, specifically configure the damping coefficients, and maximize the elimination and suppression effects on wave vibration. Description of the Drawings

[0038] Figure 1 It is a schematic structural diagram (positive positioning) of an embodiment of the present application.

[0039] Figure 2 It is a schematic structural diagram (negative positioning) of an embodiment of the present application.

[0040] Figure 3 It is a schematic structural diagram (positive positioning) of the embodiment of the present application after being installed on the pole tower.

[0041] Figure 4 is Figure 1 The enlarged schematic diagram of part A in

[0042] Description of the Reference Numerals:

[0043] 1. Wrist arm frame; 11. Upper connection end; 12. Lower connection end; 13. Rotating structure; 131. Rotating hole; 14. Wrist arm damper; 2. Positioner; 21. Positioning damper; 3. Positioning post; 4. Messenger wire support seat. Detailed implementation mode

[0044] The following will further elaborate on this application in conjunction with the attached Figures 1-4 drawings. Embodiment

[0045] Embodiment 1 of this application discloses an integral wrist arm with adjustable damping. Referring to Figure 1 、 Figure 2 , the integral wrist arm with adjustable damping includes a wrist arm frame 1, a positioner 2 for connecting with the contact wire, and a positioning post 3 for connecting the wrist arm frame 1 and the positioner 2.

[0046] Referring to Figure 1 、 Figure 2 , one end of the positioning post 3 is fixed to the lower side of the wrist arm frame 1, and the other end of the positioning post 3 extends vertically downward. One end of the positioner 2 is rotatably arranged on the positioning post 3, and the other end of the positioning post 3 is used to connect with the contact wire. The rotation axis of the positioner 2 extends horizontally. A positioning damper 21 is arranged at the connection between the positioning post 3 and the positioner 2. The positioning damper 21 can adopt friction damping, hydraulic damping, magnetic attraction damping, etc. Any method with an adjustable damping coefficient and capable of applying resistance to the rotation of the positioner 2 is acceptable. In the embodiment of this application, the positioning damper 21 preferably adopts magnetic attraction damping.

[0047] Referring to Figure 1 、 Figure 2 , a messenger wire support seat 4 is fixed to the upper side of the wrist arm frame 1, that is, the messenger wire support seat 4 is located on the horizontal beam of the wrist arm frame 1. The messenger wire support seat 4 is used for installing the messenger wire and supporting the messenger wire.

[0048] Referring to Figure 1 、 Figure 3 , the end of the wrist arm frame 1 is used to connect with the pole tower. The end of the wrist arm frame 1 for connecting with the pole tower includes an upper connection end 11 and a lower connection end 12. The upper connection end 11 is located above the lower connection end 12, and the upper connection end 11 is the end of the horizontal beam for connecting with the pole tower.

[0049] Referring to Figure 3 、 Figure 4, a rotating structure 13 and a wrist arm damper 14 are provided on the wrist arm frame 1. In the embodiment of the present application, the rotating structure 13 is a rotating hole 131 opened on the lower connecting end 12, and the axis of the rotating hole 131 extends in the horizontal direction. By inserting a pin shaft into the pole tower and rotating, the wrist arm frame 1 can rotate around the axis of the rotating hole 131. In other embodiments, the rotating structure 13 can also be a rotating shaft directly fixed on the upper connecting end 11, etc. Any method that can make the wrist arm frame 1 rotate relative to the pole tower and the rotation axis extends in the horizontal direction is acceptable.

[0050] Refer to Figure 3 , Figure 4 , the wrist arm damper 14 is used to apply resistance to the rotation of the wrist arm frame 1. In the embodiment of the present application, the wrist arm damper 14 is a telescopic damper. One end of the wrist arm damper 14 is fixed on the pole tower, and the other end of the wrist arm damper 14 is fixed on the upper connecting end 11. The wrist arm damper 14 telescopically extends along the extension direction of the horizontal beam of the wrist arm frame 1. The wrist arm damper 14 can adopt friction damping, hydraulic damping, magnetic attraction damping, etc. Any adjustable damping with an adjustable damping coefficient is acceptable.

[0051] In other embodiments, the wrist arm damper 14 can also be installed on the lower connecting end 12, and the rotating structure 13 is arranged on the upper connecting end 11. The rotating structure 13 can also be arranged on both the upper connecting end 11 and the lower connecting end 12, and the wrist arm damper 14 can be changed to a rotational damper.

[0052] The implementation principle of Embodiment 1 of the present application is as follows: After a wave vibration appears on the catenary due to contact with the pantograph or being blown by wind, etc., on the one hand, the positioner 2 rotates, and the positioning damper 21 applies a damping force to the positioner 2 to reduce the amplitude of the contact wire and minimize the off-line rate of the pantograph as much as possible. On the other hand, the wrist arm frame 1 rotates slightly to try to eliminate the situation of mechanical damage to the wrist arm frame 1. The wrist arm damper 14 is subjected to tensile or compressive forces and applies a damping force to the rotation of the wrist arm frame 1 to minimize the amplitude of the carrier cable and thus reduce the amplitude of the contact wire. By setting the wrist arm of the present application in the whole line, the wave vibration of the entire catenary system can be suppressed, and the damping coefficients of the wrist arm damper 14 and the positioning damper 21 can be adjusted to adapt to the vehicle speed in the installed area, so as to maximize the suppression and elimination effect on the wave vibration of the catenary system. Applying the wrist arm of the present application can greatly reduce the off-line rate of the pantograph at high vehicle speeds without replacing the contact wire material, creating space for the train to further increase the vehicle speed. Embodiment

[0053] Embodiment 2 of the present application discloses an adjustment method for an integral wrist arm. The adjustment method for the integral wrist arm is as follows:

[0054] Adjust the damping coefficients of the cantilever damper and the positioning damper in this section of the line according to the maximum speed limit of the train on the running line. The higher the maximum speed limit on the train's running line, the greater the damping coefficients of the cantilever damper and the positioning damper with the largest damping coefficient in this section of the line. Adjust the damping coefficients of the cantilever damper and the positioning damper in different vehicle speed intervals in this section of the line according to the different vehicle speed intervals of the train. The higher the speed limit of the vehicle speed interval, the greater the damping coefficients of the cantilever damper and the positioning damper in this section of the vehicle speed interval.

[0055] The implementation principle of Embodiment 2 of this application is as follows: When installing the cantilever, select the cantilever damper and the positioning damper with damping coefficients matching the speed limit at the current position through the above scheme, or adjust the damping coefficients of the cantilever damper and the positioning damper to match the speed limit at the current position. In this way, the wave vibration suppression effect on the catenary system can be maximized, thereby maximizing the protection effect on the catenary.

[0056] The above are all preferred embodiments of this application. The protection scope of this application is not limited accordingly. Therefore, all equivalent changes made according to the structure, shape, and principle of this application should be covered within the protection scope of this application.

Claims

1. An integral catenary mast with adjustable damping, comprising a catenary mast frame (1), characterized in that: A rotating structure (13) and a pantograph arm damper (14) are provided on the pantograph arm frame (1). The rotating structure (13) is used to enable the pantograph arm frame (1) to rotate relative to the pole tower, and the rotation axis extends in the horizontal direction. The pantograph arm damper (14) is used to apply resistance to the rotation of the pantograph arm frame (1). The end of the pantograph arm frame (1) is used to connect to the pole tower. The end of the pantograph arm frame (1) for connecting to the pole tower includes an upper connection end (11) and a lower connection end (12). The upper connection end (11) is located above the lower connection end (12). The pantograph arm damper (14) is a telescopic damper. The rotating structure (13) is only provided on the lower connection end (12), and the pantograph arm damper (14) is provided on the upper connection end (11); or The rotating structure (13) is only provided on the upper connection end (11), and the pantograph arm damper (14) is provided on the lower connection end (12).

2. The integral boom with adjustable damping according to claim 1, characterized in that: The rotating structure (13) includes a rotating hole (131) opened on the pantograph arm frame (1), and the axis of the rotating hole (131) extends in the horizontal direction.

3. The integral boom with adjustable damping according to claim 1 or 2, characterized in that: The pantograph arm damper (14) is an adjustable damper.

4. The integral boom with adjustable damping according to claim 1, characterized in that: It further includes a locator (2) for connecting to the contact wire. One end of the locator (2) is rotatably provided on the pantograph arm frame (1). A positioning damper (21) is provided on the locator (2), and the positioning damper (21) is used to apply resistance to the rotation of the locator (2).

5. The integral boom with adjustable damping according to claim 4, characterized in that: The positioning damper (21) is an adjustable damper.

6. A method for adjusting an integral catenary mast with adjustable damping, characterized in that: Applied to the integral pantograph arm with adjustable damper as claimed in claim 1, the damping coefficient of the pantograph arm damper (14) in this section of the line is adjusted according to the maximum speed limit of the train on the running line. The higher the maximum speed limit of the train on the running line, the greater the damping coefficient of the pantograph arm damper (14) with the largest damping coefficient in this section of the line.

7. The adjusting method of an integral boom with adjustable damping according to claim 6, characterized in that: According to the different vehicle speed intervals of the train in this section of the line, the damping coefficients of the pantograph arm dampers (14) in different vehicle speed intervals are adjusted. The higher the speed limit of the vehicle speed interval, the greater the damping coefficient of the pantograph arm damper (14) in this section of the vehicle speed interval.

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