Rigid-flexible composite contact net system suitable for electrified road

Abstract

The invention discloses a rigid-flexible composite catenary system suitable for an electrified road, which comprises a stand column, a cross beam, a suspension system and a contact rail group with a rigid structure, and the suspension system comprises a dropper and a carrier cable; the cross beams are arranged on the upper portions of the stand columns, the two ends of the carrier cables are fixed to the two adjacent cross beams respectively, the two carrier cables are arranged on each cross beam side by side, the contact rail sets correspond to the carrier cables in a one-to-one mode, and the carrier cables are connected with the contact rail sets through droppers so that the contact rail sets can be arranged below the carrier cables in a suspended mode. Along the laying direction of the rigid-flexible composite contact net system, the two adjacent contact rail groups are connected through expansion joints between the two stand columns, and the two adjacent contact rail groups are connected through fixed joints at the positions close to the cross beams. The device has the advantages of being simple in principle, convenient to maintain, good in wear resistance, good in temperature adaptability, large in current-carrying capacity and the like, can continuously supply power to running road vehicles, and achieves green, low-carbon and energy-saving effects on electrified roads.

Description

Technical Field

[0001] The invention relates to the technical field of highway transportation, and in particular to a rigid-flexible composite contact network system suitable for electrified highways. Background Art

[0002] With the development of new energy and green, low-carbon and energy-saving technologies, electrified roads, as a green, low-carbon and low-cost mode of transportation, have become an important technical development trend for highway freight lines. At present, the electrified road test lines that have been put into operation in China have broad application prospects in the future. Based on the comprehensive consideration of economy and actual transportation operations, the mode of off-grid operation of small power batteries on vehicles and power supply driven by the top of the DC1500V overhead contact network (positive and negative poles) has become the mainstream technical solution for electrified roads.

[0003] There are two main types of rail transit contact networks: flexible contact networks and rigid contact networks. Generally, flexible contact networks are used for ground lines, and rigid contact networks are used in subway line tunnels. Electrified roads run on the ground, and the contact network adopts the rail transit flexible contact network solution. The flexible contact network wire is a copper alloy conductor, and a column is erected every 50m along the line; the rigid contact network uses aluminum alloy profiles as busbars, and copper alloy conductors are embedded at the bottom of the profile for current collection. In order to adapt to the limited cross-sectional size of the tunnel, a suspension point is set up every 8 to 10m. The structure of the flexible and rigid contact networks is shown below: Figure 1 As shown. Flexible contact network construction and maintenance costs are low, and the vertical space required for construction is large. At the same time, flexible contact network uses wires for current collection and current carrying; rigid contact network construction and maintenance costs are high, and the vertical space required for construction is small. Busbars are used to carry current and the lower wires of the rigid contact network are used for current collection. In the rail transit industry, flexible network construction is generally used for ground lines; rigid contact networks are generally used for tunnel lines, which can reduce the tunnel section size and construction costs.

[0004] Since electrified roads are quite different from rail transit, there are many inadaptability when directly applying the overhead contact network solution of the rail transit industry to electrified roads:

[0005] (1) Existing overhead contact network solutions have high construction and maintenance costs

[0006] In order to reduce the weight of the contact network, the contact wire of the existing rail transit uses expensive copper alloy conductors, resulting in high overall construction costs. Since the conductors of the flexible contact network are the entire extension line (each contact wire spans about 1km), the influence of thermal expansion and contraction will accumulate, and the tension, smoothness, and wear of the load-bearing cables need to be adjusted in summer and winter, which requires a lot of maintenance work and high maintenance costs; rigid contact networks have many wire clamps, and the maintenance work of wire clamps and dimensions is large.

[0007] In addition, the single conductor of the flexible contact network has a high resistivity, which results in large line losses during power supply and high cost of use. If the technical solution of rail transit is directly used, the construction and use costs will remain high.

[0008] (2) Small current receiving contact area and high wear

[0009] Whether it is a rigid contact network or a flexible contact network, the current-carrying conductor is a copper alloy conductor with a small cross-sectional area. When the pantograph receives current, the contact area is small and the contact stress is large, resulting in rapid wear. Rail transit runs in the form of trains with long driving intervals. Even if a single wear is fast, it will not have much impact on the overall lifespan. The single-vehicle volume of electrified roads is small. In order to increase the overall line volume and line utilization, the traffic density needs to be increased, and the contact line wears relatively quickly. If the existing contact network solution continues to be used, the wear cost will be very high.

[0010] (3) The minimum curve radius of electrified highway lines is small

[0011] The minimum curve radius of rail transit lines is R250m, while the minimum curve radius of electrified highway lines is even less than R50m. For lines with such small curve radii, if flexible contact networks are used, a large number of columns need to be set up to reduce the geometric offset of the contact network.

[0012] (4) The performance margin of the rail transit contact network is too high when used for highway transportation

[0013] At present, the operating speed of conventional railways is 160km / h and that of high-speed railways reaches 350km / h. In order to adapt to such operating speeds, the smoothness of rails and contact networks is very low. The operating speed of transport vehicles on electrified roads is relatively low, with a maximum design speed of about 90km / h and an actual driving speed of about 50km / h on heavy-load lines. The smoothness of the contact network does not need to meet rail transit standards; at the same time, the smoothness of the road surface is much lower than that of the rails, and there are even pits and bumps on the ground. Even if the contact network has a very high smoothness performance, the positive benefits it brings to the operating performance of the entire system are not obvious.

[0014] (5) Insufficient current carrying capacity of the contact line

[0015] The traffic density on electrified roads is high, and each vehicle has electricity demand, so the total electricity consumption is very large. The contact wire of the flexible overhead contact network has a high resistivity and limited current carrying capacity, and the power supply arm of the substation is short. Summary of the invention

[0016] The technical problem to be solved by the present invention is to provide a rigid-flexible composite contact network system suitable for electrified roads, which has simple principle, is easy to maintain, has good wear resistance, good temperature adaptability and large current carrying capacity, in view of the shortcomings of the prior art.

[0017] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0018] A rigid-flexible composite contact network system suitable for electrified highways comprises a column, a crossbeam, a suspension system and a contact rail group with a rigid structure, wherein the suspension system comprises a suspension chord and a load-bearing cable; the crossbeam is arranged on the upper part of the column, the two ends of the load-bearing cable are respectively fixed on two adjacent crossbeams, and two load-bearing cables are arranged side by side on each crossbeam, the contact rail group corresponds to the load-bearing cables one by one, and the load-bearing cables are connected to the contact rail group through the suspension chord to realize that the contact rail group is suspended and arranged below the load-bearing cables; along the laying direction of the rigid-flexible composite contact network system, between the two columns, the two adjacent contact rail groups are connected by an expansion joint, and at a position close to the crossbeam, the two adjacent contact rail groups are connected by a fixed joint.

[0019] As a further improvement of the present invention, the suspension system also includes curve load-bearing cables and curve cables; in a small curve section, the contact rail group is pre-bent according to the curve contour, and a curve load-bearing cable is provided between two adjacent columns, and the curve load-bearing cable pulls the load-bearing cable to the outside of the curve through the curve cable.

[0020] As a further improvement of the present invention, the contact rail group includes a busbar and a current collecting rail, and the busbar and the current collecting rail are connected through plastic deformation.

[0021] As a further improvement of the present invention, the busbar is made of aluminum alloy profiles, and the current receiving rail is made of stainless steel.

[0022] As a further improvement of the present invention, the length of the contact rail group is 1 / 2 of the distance between two adjacent columns.

[0023] As a further improvement of the present invention, two mounting seats are arranged side by side on the crossbeam, two sides of the mounting seats are respectively connected to the load-bearing cables, and the bottom of the mounting seats is connected to the contact rail group through insulators and fixing screws.

[0024] As a further improvement of the present invention, a plurality of mounting positions are arranged side by side at the bottom of the mounting seat, and the insulator is installed at any one of the mounting positions; a plurality of connecting ears are arranged side by side on both sides of the mounting seat, the load-bearing cable is connected to any one of the connecting ears, and the installation positions of the load-bearing cable and the insulator on the mounting seat match, so as to achieve inconsistent installation positions of the contact rail group on different beams, and when the vehicle runs along the line, the contact point between the contact rail group and the vehicle pantograph produces lateral displacement.

[0025] As a further improvement of the present invention, the contact rail group includes a positive contact rail and a negative contact rail, and corresponding positive pantographs and negative pantographs are arranged on the vehicle; when driving, the vehicle receives current through the positive contact rail and returns current through the negative contact rail.

[0026] As a further improvement of the present invention, a phase separation zone is set between four adjacent pillars, and the breaking point of the positive contact rail and the negative contact rail is set in the area between the outer pillar and the middle pillar, and the area between the two middle pillars is a non-electric zone in the phase separation zone; the vehicle can pass through the non-electric zone normally with current; when the vehicle travels to the non-electric zone, it passes through under the inertia of movement or is self-driven by the on-board energy storage power supply.

[0027] As a further improvement of the present invention, the fixing screw rod is connected to the contact rail group via a fixing wire clamp, and the suspension string is connected to the contact rail group via a suspension string wire clamp.

[0028] Compared with the prior art, the advantages of the present invention are:

[0029] 1. The rigid-flexible composite contact network system suitable for electrified highways of the present invention supports loads through columns and beams, ensuring system strength and structural reliability. The rigid structure contact rail group is suspended and installed through load-bearing cables and suspension strings, and the contact rail group is parallel to the ground as a whole by adjusting the length of the suspension strings. Along the laying direction of the rigid-flexible composite contact network system, between two columns, two adjacent contact rail groups are connected by expansion joints, and near the beam, two adjacent contact rail groups are connected by fixed joints. At low temperatures, the length of the contact rail group shrinks, which is compensated by the expansion joint. At high temperatures, the length of the contact rail group expands, and the freely suspended contact rail group consumes the elongation through side bending. There is no need to regularly maintain the tension of the load-bearing cables, and the contact network system can adaptively eliminate the influence of thermal expansion and contraction in different seasons. The present invention can continuously supply power to running highway vehicles, realizing green, low-carbon and energy-saving electrified highways.

[0030] 2. The rigid-flexible composite contact network system suitable for electrified highways of the present invention adds a curve load-bearing cable between two adjacent columns in a small curve line section, and pulls the load-bearing cable to the outside of the curve through the curve cable. At the same time, the contact rail assembly is pre-bent according to the line, and then the contact rail assembly is connected to the load-bearing cable by the suspension string. In the small curve section, there is no need to add columns to achieve the contact rail assembly following the line curve in the small curve section, which greatly reduces the construction cost and construction difficulty.

[0031] 3. The rigid-flexible composite contact network system suitable for electrified roads of the present invention has a current-carrying rail that is a stainless steel conductor and has a larger contact surface than the traditional contact network contact line. Since the hardness of stainless steel is higher than that of copper alloy, the contact surface is larger, the wear resistance is better, and the service life of the contact network is longer.

[0032] 4. The rigid-flexible composite contact network system suitable for electrified roads of the present invention is a contact rail group formed by combining a busbar made of aluminum alloy profiles and a current-collecting rail made of stainless steel. It can be used for current collection and is also a current carrier. The conductor cross-sectional area is larger than that of the traditional contact network contact line, the line resistance is small, and the current-carrying capacity is larger, which meets the application needs of electrified roads. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 The diagram is a schematic diagram of the structure of flexible and rigid contact networks in the prior art; wherein, Figure (a) is a schematic diagram of a flexible contact network, and Figure (b) is a schematic diagram of a rigid contact network;

[0034] Figure 2 It is a schematic diagram of the structural principle of a rigid-flexible composite overhead contact network system suitable for electrified highways in a specific embodiment of the present invention;

[0035] Figure 3 for Figure 2 Schematic diagram of the structural principle at A in the middle;

[0036] Figure 4 for Figure 2 Schematic diagram of the structural principle at B in the middle;

[0037] Figure 5 for Figure 2 Schematic diagram of the structural principle at C in the middle;

[0038] Figure 6 It is a schematic diagram of the laying principle of the rigid-flexible composite contact network system at a bend in a specific embodiment of the present invention;

[0039] Figure 7 for Figure 6 Schematic diagram of the structural principle at D in the middle;

[0040] Figure 8 for Figure 6 Schematic diagram of the structural principle at E in the middle;

[0041] Fig. 9 A schematic diagram of the principle of power supply partitioning in a specific embodiment of the present invention;

[0042] Fig.10 It is a schematic diagram of the structural principle of the contact network section in a specific embodiment of the present invention;

[0043] Legend: 1. Post; 2. Crossbeam; 3. Insulator; 4. Fixing screw; 5. Fixing wire clamp; 6. Suspension string wire clamp; 7. Suspension string; 8. Load-bearing cable; 9. Mounting seat; 10. Busbar; 11. Current receiving rail; 12. Expansion joint; 13. Fixed joint; 14. Curve load-bearing cable; 15. Curve cable; 16. Contact rail assembly; 161. Positive contact rail; 162. Negative contact rail; 100. Vehicle. DETAILED DESCRIPTION

[0044] The present invention is further described below in conjunction with the accompanying drawings and specific preferred embodiments, but the protection scope of the present invention is not limited thereby.

[0045] In the description of the present invention, it should be understood that the terms "side", "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0046] In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or suggesting relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "multiple" means two or more, unless otherwise clearly and specifically defined.

[0047] Example 1

[0048] like Figure 2 As shown in the figure, the rigid-flexible composite contact network system suitable for electrified roads of the present invention comprises a column 1, a crossbeam 2, a suspension system and a contact rail group 16 of a rigid structure, wherein the suspension system comprises a suspension string 7 and a load-bearing cable 8. The column 1 is a vertical structure fixed to the ground, used to bear various loads of the contact network system, and ensure the strength and structural reliability of the system. Fig.10 As shown, the crossbeam 2 is fixedly connected to the upper part of the column 1. The crossbeam 2 is parallel to the ground and perpendicular to the line. It is used for installing the contact network components and transferring the load to the column 1. The two ends of the load-bearing cable 8 are respectively fixed on two adjacent crossbeams 2, and two load-bearing cables 8 are arranged side by side on each crossbeam 2. The contact rail group 16 corresponds to the load-bearing cable 8 one by one, and the two groups of contact rail groups 16 arranged side by side form a contact network. The load-bearing cable 8 is connected to the contact rail group 16 through the suspension chord 7 to realize that the contact rail group 16 is suspended below the load-bearing cable 8. In this embodiment, a rigid contact rail group 16 is flexibly suspended, and a small amount of load-bearing cables 8 can be used to adjust the contact rail group 16 to keep it parallel to the ground. The tension of the load-bearing cable 8 is small, the required column 1 strength is low, and the construction cost is low. Figure 2 , Figure 3 and Figure 5As shown, along the laying direction of the rigid-flexible composite contact network system, between two columns 1, two adjacent groups of contact rail groups 16 are connected by an expansion joint 12, and near the crossbeam 2, two adjacent groups of contact rail groups 16 are connected by a fixed joint 13.

[0049] In this embodiment, the load is supported by the column 1 and the crossbeam 2 to ensure the strength and structural reliability of the system. The rigid structure contact rail group 16 is suspended and installed by the load-bearing cable 8 and the suspension string 7, and the contact rail group 16 can be parallel to the ground as a whole by adjusting the length of the suspension string 7. Along the laying direction of the rigid-flexible composite contact network system, between the two columns 1, the two adjacent groups of contact rail groups 16 are connected by an expansion joint 12, and at a position close to the crossbeam 2, the two adjacent groups of contact rail groups 16 are connected by a fixed joint 13. At low temperatures, the length of the contact rail group 16 shrinks, which is compensated by the expansion joint 12; at high temperatures, the length of the contact rail group 16 expands, and the freely suspended contact rail group 16 consumes the elongation through side bending. The thermal expansion and contraction of each section of the contact rail group 16 automatically adapts between the two adjacent columns 1, and there is no need to regularly maintain the tension of the load-bearing cable 8. The contact network system in different seasons can adaptively eliminate the influence of thermal expansion and contraction. The present invention can continuously supply power to the running road vehicles, realizing the green, low-carbon and energy-saving of the electrified road.

[0050] like Figure 6 , Figure 7 and Figure 8 As shown, the suspension system also includes a curve load-bearing cable 14 and a curve cable 15. In a small curve section with a radius less than R50m, the contact rail group 16 is pre-bent according to the curve contour, and the spacing between the two groups of contact rail groups 16 is fixed. A curve load-bearing cable 14 is arranged between two adjacent columns 1. The curve load-bearing cable 14 pulls the load-bearing cable 8 to the outside of the curve through the curve cable 15, and then connects the contact rail group 16 to the load-bearing cable 8 through the suspension string 7. In a small curve section, it is not necessary to add columns 1 to achieve the contact rail group 16 following the line bending, which greatly reduces the construction cost and construction difficulty.

[0051] The single-vehicle transport volume on electrified roads is small. In order to increase the overall transport volume and line utilization rate of the line, the line will have a higher traffic density. Under such high traffic density conditions, each power supply section will have a large number of vehicle power demand. Figure 2 and Figure 4 As shown, the contact rail group 16 includes a busbar 10 made of aluminum alloy profiles and a current receiving rail 11 made of stainless steel. The busbar 10 and the current receiving rail 11 are connected by plastic deformation to form a composite material contact rail group 16 that runs through the entire length of the line. The contact rail group 16 is used for current collection and current receiving, and also has good rigidity.

[0052] For the convenience of transportation, the length of the contact rail group 16 is cut to 1 / 2 of the distance between two adjacent columns 1. When installed on the line, it is connected to the line length through the expansion joint 12 and the fixed joint 13.

[0053] In this embodiment, the current receiving rail 11 is a stainless steel conductor and has a larger contact surface than the contact line of the traditional contact rail. The line resistance is small and the current carrying capacity is larger. Since the hardness of stainless steel material is higher than that of copper alloy, the contact surface is larger and the wear resistance is better, the service life of the contact rail group 16 is longer.

[0054] like Figure 2 As shown, two mounting seats 9 are arranged side by side on the cross beam 2 , both sides of the mounting seats 9 are connected to the load-bearing cables 8 respectively, and the bottom of the mounting seats 9 is connected to the contact rail group 16 through the insulator 3 and the fixing screw 4 .

[0055] like Figure 3 and Figure 7 As shown, three mounting positions are arranged side by side at the bottom of the mounting seat 9, and the insulator 3 is installed at any one of the mounting positions; three connecting ears are arranged side by side on both sides of the mounting seat 9, and the load-bearing cable 8 is connected to any one of the connecting ears, and the load-bearing cable 8 matches the installation position of the insulator 3 on the mounting seat 9. For example, if the insulator 3 is installed at the first mounting position, the load-bearing cable 8 is connected to the first connecting ear to ensure that the load-bearing cable 8 and the contact rail group 16 are flush in the vertical direction, thereby reducing the force on the suspension string 7 between the load-bearing cable 8 and the contact rail group 16.

[0056] By setting a plurality of mounting positions on the mounting seat 9, the mounting positions of the contact rail group 16 on different beams 2 are inconsistent. When the vehicle 100 runs along the line, the contact point between the contact rail group 16 and the pantograph will produce lateral displacement, eliminating the single-point wear of the pantograph.

[0057] like Figure 7 As shown, the fixing screw 4 is connected to the contact rail group 16 by the fixing wire clamp 5. The contact rail group 16 is installed at the lower part of the insulator 3, and the contact rail group 16 is fixed to the insulator 3 by the fixing screw 4. The fixing screw 4 passes through the fixing wire clamp 5 to limit the longitudinal displacement of the contact rail group 16. Through the limitation of the fixing screw 4, the geometric dimensions of the contact rail group 16 affected by temperature are accumulated in the contact network. By adjusting the length of the fixing screw 4, the installation height of the contact rail group 16 can be adjusted.

[0058] like Figure 8As shown, the suspension string 7 is connected to the contact rail group 16 through the suspension string clamp 6. In this embodiment, the load-bearing cable 8 is used to bear the load of the contact rail group 16 and adjust the height of the contact rail group 16. The two ends of the load-bearing cable 8 are respectively installed on the mounting seat 9 of the adjacent crossbeam 2 and correspond to the fixed position of the contact rail group 16. The suspension string 7 connects the load-bearing cable 8 and the contact rail group 16. During installation, the length of the suspension string 7 is adjusted so that the contact rail group 16 is parallel to the ground as a whole. The suspension string clamp 6 is an intermediate connecting piece between the suspension string 7 and the contact rail group 16, which facilitates the adjustment of the installation position of the suspension string 7 and reduces the stress concentration at the force bearing point.

[0059] like Fig. 9 As shown, the contact rail group 16 includes a positive contact rail 161 and a negative contact rail 162, and corresponding positive pantographs and negative pantographs are provided on the vehicle 100. When driving, the vehicle 100 receives current through the positive contact rail 161 and returns current through the negative contact rail 162.

[0060] like Fig. 9 As shown, a phase separation zone is set between four adjacent columns 1, and the breaking point of the positive contact rail 161 and the negative contact rail 162 is set in the area between the outer column 1 and the middle column 1, which serve as the upper power supply area and the lower power supply area of ​​the phase separation zone respectively, and the area between the two middle columns 1 is the power-free zone of the phase separation zone. The vehicle 100 can pass through the power-free zone normally when it is in front of the power-free zone; when the vehicle 100 drives to the power-free zone, it passes through under the inertia of movement or is driven by the on-board energy storage power supply.

[0061] Example 2

[0062] Laying the rigid-flexible composite contact network system in Example 1 on an electrified highway includes the following steps:

[0063] Step S1: Install the columns

[0064] The factory prefabricated steel structure column 1 is 6 to 6.5 meters high. A connection flange is provided at the bottom of the column 1 for connection and fixation with the ground base. A crossbeam 2 is provided at the top of the column 1 for installing components such as the load-bearing cable 8, the insulator 3, and the contact rail group 16. The length of the crossbeam 2 is about 4 meters. The installation position of the insulator 3 and the connection ears of the load-bearing cable 8 are respectively provided at the bottom and two sides of the crossbeam 2 at a distance of 2.4m, 2.4m±75mm, 2.4m+1.15m, and 2.4m+1.15m±75mm from the column.

[0065] The column base is made at intervals of 30 to 35 meters along the right side of the line, and the center of the base is about 3 meters away from the center of the line. After the column 1 is installed, the lower surface of the beam 2 is 5 to 6 meters from the ground.

[0066] Insulators 3 are installed at the bottom of the beams 2 along the line, and the installation positions of the insulators 3 on adjacent beams 2 are alternately set at 0 and ±75 mm.

[0067] Step S2: Laying contact rail assembly

[0068] The busbar 10 and the current receiving rail 11 are fixed at a length of 16 m and are made into a 16 m long composite contact rail group 16. The composite contact rail group 16 is alternately connected to form a long contact rail by using expansion joints 12 and fixed joints 13.

[0069] Both ends of the load-bearing cable 8 are respectively connected to the adjacent beams 2 , and the connection positions are the connection ear positions corresponding to the insulator installation positions, so as to adjust the tension of the load-bearing cable 8 .

[0070] Install the fixing wire clamp 5 near the fixing joint 13 of the contact rail group 16, then lift the long contact rail, pass the fixing wire clamp 5 through the fixing screw 4 and fix it, install the hanging string wire clamp 6 at the same time, and then connect the hanging string 7 to the bearing cable 8. Adjust the length of the fixing screw 4 and the hanging string 7 so that the lower surface of the current collecting rail 11 is 4.8-5.2mm above the ground, and the maximum height difference of the lower surface is 30mm.

[0071] In the small curve section, the load-bearing cables 8 between adjacent columns 1 are increased with curve load-bearing cables 14, and the load-bearing cables 8 are pulled to the outside of the curve through the curve cables 15. At the same time, the contact rail group 16 is pre-bent according to the line, and then the contact rail group 16 is connected to the load-bearing cables 8 through the suspension strings 7 to match the contact rail group 16 with the line curve.

[0072] Step S3: Application

[0073] After the contact rail group 16 is installed, the projection track of the contact rail group 16 to the ground is calibrated by a plumb line, and a ground guide line is drawn according to the track to guide the operation of the vehicle 100. When the vehicle 100 runs on the line, the center of the vehicle 100 is kept on the guide line, so that the vehicle 100 can obtain a better current receiving position.

[0074] The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments. All technical solutions under the concept of the present invention belong to the protection scope of the present invention. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the present invention should also be regarded as the protection scope of the present invention.

Claims

1. A rigid-flexible composite contact network system suitable for electrified roads, characterized in that: The invention comprises a column (1), a crossbeam (2), a suspension system and a contact rail group (16) of a rigid structure, wherein the suspension system comprises a suspension chord (7) and a load-bearing cable (8); the crossbeam (2) is arranged on the upper part of the column (1), the two ends of the load-bearing cable (8) are respectively fixed on two adjacent crossbeams (2), and two load-bearing cables (8) are arranged side by side on each crossbeam (2); the contact rail group (16) corresponds to the load-bearing cables (8) one by one, and the load-bearing cables (8) are connected to the contact rail group (16) through the suspension chord (7) so that the contact rail group (16) is suspended and arranged below the load-bearing cables (8); along the laying direction of the rigid-flexible composite contact network system, between the two columns (1), two adjacent groups of contact rail groups (16) are connected through an expansion joint (12), and at a position close to the crossbeam (2), two adjacent groups of contact rail groups (16) are connected through a fixed joint (13).

2. The rigid-flexible composite contact network system suitable for electrified roads according to claim 1, characterized in that: The suspension system also includes a curve load-bearing cable (14) and a curve cable (15); in a small curve section, the contact rail group (16) is pre-bent according to the curve contour, and a curve load-bearing cable (14) is provided between two adjacent columns (1), and the curve load-bearing cable (14) pulls the load-bearing cable (8) toward the outside of the curve through the curve cable (15).

3. The rigid-flexible composite contact network system suitable for electrified roads according to claim 2, characterized in that: The contact rail group (16) comprises a busbar (10) and a current collecting rail (11), and the busbar (10) and the current collecting rail (11) are connected through plastic deformation.

4. The rigid-flexible composite contact network system suitable for electrified roads according to claim 3, characterized in that: The busbar (10) is made of aluminum alloy profiles, and the current collecting rail (11) is made of stainless steel.

5. The rigid-flexible composite contact network system suitable for electrified roads according to claim 3, characterized in that: The length of the contact rail group (16) is 1 / 2 of the distance between two adjacent columns (1).

6. The rigid-flexible composite contact network system suitable for electrified roads according to claim 3, characterized in that: Two mounting seats (9) are arranged side by side on the crossbeam (2), the two sides of the mounting seats (9) are respectively connected to the load-bearing cables (8), and the bottom of the mounting seats (9) is connected to the contact rail group (16) through an insulator (3) and a fixing screw (4).

7. The rigid-flexible composite contact network system suitable for electrified roads according to claim 6, characterized in that: The bottom of the mounting seat (9) is provided with a plurality of mounting positions arranged side by side, and the insulator (3) is installed at any one of the mounting positions; a plurality of connecting ears are arranged side by side on both sides of the mounting seat (9), and the load-bearing cable (8) is connected to any one of the connecting ears, and the installation positions of the load-bearing cable (8) and the insulator (3) on the mounting seat (9) match each other, so as to achieve inconsistent installation positions of the contact rail group (16) on different crossbeams (2), and when the vehicle (100) runs along the line, the contact point between the contact rail group (16) and the pantograph of the vehicle (100) generates lateral displacement.

8. The rigid-flexible composite contact network system suitable for electrified roads according to any one of claims 1 to 7, characterized in that: The contact rail group (16) comprises a positive contact rail (161) and a negative contact rail (162), and corresponding positive pantographs and negative pantographs are arranged on the vehicle (100); when driving, the vehicle (100) receives current through the positive contact rail (161) and returns current through the negative contact rail (162).

9. The rigid-flexible composite contact network system suitable for electrified roads according to claim 8, characterized in that: A phase separation zone is arranged between four adjacent columns (1); the breaking point of the positive contact rail (161) and the negative contact rail (162) is arranged in the area between the outer column (1) and the middle column (1); the area between the two middle columns (1) is a phase separation zone without electricity; the vehicle (100) can receive current and pass through the zone normally before the zone without electricity; when the vehicle (100) travels to the zone without electricity, it passes through under the inertia of movement or is driven by the on-board energy storage power supply.

10. The rigid-flexible composite contact network system suitable for electrified roads according to claim 7, characterized in that: The fixing screw rod (4) and the contact rail group (16) are connected via a fixing wire clamp (5), and the suspension string (7) and the contact rail group (16) are connected via a suspension string wire clamp (6).

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