Electrified railway overhead line system dropper protection device and vibration shunting method
By installing a protective device on the hanging string to divert and absorb the vibration waves, the problem of the hanging string being broken/breaking at both A-B is solved, extending the service life of the hanging string and improving the operating safety of the electric locomotive.
Patent Information
- Application Number
- CN202510600416.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-12
- Publication Date
- 2025-07-04
AI Technical Summary
The prior art has failed to effectively reduce the probability of wire breaking/breaking of the electrified railway contact network hanging string at A-B by diversion vibration waves, resulting in short service life and poor operational safety of the hanging string.
The electrified railway contact network string hanging protection device is adopted to divide and partially absorb the vibration waves by installing a protective device on the string, including a protective device designed with integrated molded elastic material or plastic wire, which is divided into two weaker vibration waves and absorbed separately, or multi-stage diverting absorption is performed through a double-set device.
Significantly reduce the probability of wire breaking/breaking of the hanging string at A-B, extend the service life of the hanging string, improve system stability, reduce maintenance costs, and prevent prolapse during wire breaking/breaking, ensuring the safety of electric locomotive operation.
Smart Images
Figure CN120245824A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of electrified railways, in particular to an electrified railway contact network dropper string protection device and a vibration shunting method. Background Art
[0002] The overhead line in an electrified railway is a conductor system that supplies power to electric locomotives, including load-bearing cables and contact wires arranged along the direction of locomotive travel, as well as droppers connected between the load-bearing cables and contact wires. Since railways are a vibrating environment, vibrations will be generated wherever a train (locomotive) passes through, and it is not uncommon for droppers in electrified railway overhead lines to break or even fall off due to vibrations.
[0003] The structure of the suspension string is as follows Figure 6 As shown, it includes a suspension string 1, a crimping tube 2, a load-bearing cable suspension string clamp 3 and a contact line suspension string clamp 4; the suspension string 1 is bent at the upper and lower ends to form a heart-shaped segment 11, and the two heart-shaped segments 11 of the suspension string 1 are respectively gathered side by side through the crimping tube 2, and the suspension string 1 is a main line 12 between the two crimping tubes 2, and the inner sides of the two heart-shaped segments 11 of the suspension string 1 are respectively covered with heart-shaped retaining rings 13. The load-bearing cable suspension string clamp 3 and the contact line suspension string clamp 4 are respectively connected to the heart-shaped retaining rings 13 at the upper and lower ends of the suspension string 1. The load-bearing cable suspension string clamp 3 is connected to the load-bearing cable 100, and the contact line suspension string clamp is connected to the contact line 200, so that the suspension string 1 is arranged vertically.
[0004] The functions of the suspension strings are as follows: 1. Maintaining the straightness of the contact line: By adjusting the length of the suspension strings, the contact line is ensured to be horizontal and straight, avoiding sagging or deformation caused by gravity or temperature changes, and ensuring the smooth sliding of the pantograph (located on the top of the locomotive); 2. Dispersing the mechanical load of the contact line: The force applied by the pantograph is transmitted to the load-bearing cable through the suspension strings, reducing the local stress of the contact line and preventing excessive wear or breakage; 3. Absorbing vibration and impact: The suspension strings can buffer the vibration generated by the train running, reduce the mechanical impact of the contact line and the pantograph, and extend the service life of the pantograph and the contact line; 4. Controlling the suspension height of the contact line: The suspension strings are used to fix the vertical distance between the contact line and the track to meet the power supply needs of trains of different speed levels (such as high-speed railways require higher precision).
[0005] During the locomotive's running, the vibration is transmitted to the contact wire and the suspension string in turn through the pantograph. According to the maintenance situation and force analysis, there are 9 potential wire breakage / breakage points in the suspension string. For details, see Figure 6The A~I marked in the figure. Among them, most of the broken wires / disconnected wires are concentrated in two places AB, namely the junction of the main body of the suspension string and the lower end of the upper crimping tube (A), and the junction of the main body of the suspension string and the upper end of the lower crimping tube (B). Moreover, the broken wires / disconnected wires in the two places AB will cause the suspension string to prolapse, directly affecting the operation safety of the electric locomotive. The broken wires / disconnected wires in the remaining seven places (CI) have a certain impact on the power quality of the locomotive, but basically have no impact on the operation safety of the locomotive.
[0006] Therefore, it is very necessary to reduce the probability of wire breakage / detachment of the suspension string at points AB through certain protective measures in order to extend the service life of the suspension string and ensure the safe operation of the electric locomotive.
[0007] At present, in order to solve the problem of broken wires / breakage of suspension strings at points AB, the existing technology usually improves the material, cross-sectional area, structure and other means of the suspension strings themselves to enhance their ability to resist vibration damage. There is also a technical route to reduce the vibration damage to the suspension strings by increasing the elasticity of the contact network system. However, there is no concept or practice of reducing the damage caused by vibration by diverting the vibration wave itself. Summary of the invention
[0008] The purpose of the present invention is to overcome the shortcomings of the prior art and provide an electrified railway contact network suspension string protection device and a vibration shunting method, which reduces the vibration of the suspension string at two points AB, thereby reducing the probability of wire breakage / disconnection, thereby extending the service life of the suspension string and ensuring the safe operation of the electric locomotive.
[0009] The technical scheme of the present invention is: an electrified railway contact network hanging string protection device, applied to hanging strings; the hanging strings include hanging string wires, a crimping tube, a load-bearing wire hanging string wire clamp and a contact wire hanging string wire clamp; the hanging string wires are bent at upper and lower ends to form heart-shaped sections, the two heart-shaped sections of the hanging string wire are respectively gathered in parallel by crimping tubes, the hanging string wire is a main line between the two crimping tubes, and the inner sides of the two heart-shaped sections of the hanging string wire are respectively covered with heart-shaped guard rings; the load-bearing wire hanging string wire clamp and the contact wire hanging string wire clamp are respectively connected to the heart-shaped guard rings at the upper and lower ends of the hanging string wire; It includes a protective device; the protective device includes a crimping tube connection part, a transition part and a main line connection part which are connected in sequence from one end to the other end; the crimping tube connection part is fastened to any crimping tube, and the main line connection part is fastened to the main line of the suspension string.
[0010] A further technical solution of the present invention is that the protection device is integrally formed of an elastic material; the crimping tube connection part and the main wire connection part are respectively sleeve-shaped with open ends at both ends. There is a tube-passing hole on the crimping tube connection part and a wire-passing hole on the main wire connection part. The crimping tube connection part is fixedly sleeved on the outer wall of the crimping tube through the tube-passing hole, and the main wire connection part is fixedly sleeved on the main body wire of the suspension wire through the wire-passing hole. The transition part has no connection relationship with both the main body wire of the suspension wire and the crimping tube.
[0011] A further technical solution of the present invention is that the protection device is composed of a male split body and a female split body. The male split body and the female split body respectively and sequentially include half of the crimping tube connection part, half of the transition part, and half of the main wire connection part from one end to the other end. The half of the crimping tube connection part on the male split body and the half of the crimping tube connection part on the female split body respectively include a half tube-passing hole axially cut. The half of the main wire connection part on the male split body and the half of the main wire connection part on the female split body respectively include a half wire-passing hole axially cut; there is an insertion post A on the half of the crimping tube connection part on the male split body, and there is a jack A on the half of the crimping tube connection part on the female split body that matches the insertion post A; there is an insertion post B on the half of the main wire connection part on the male split body, and there is a jack B on the half of the main wire connection part on the female split body that matches the insertion post B; when the male split body and the female split body are assembled, the insertion post A on the male split body is inserted into the jack A on the female split body, and the half tube-passing holes respectively included in the male split body and the female split body are assembled to form a complete tube-passing hole. The insertion post B on the male split body is inserted into the jack B on the female split body, and the half wire-passing holes respectively included in the male split body and the female split body are assembled to form a complete wire-passing hole.
[0012] A further technical solution of the present invention is that there are two groups of insertion posts A on the male split body, each group includes at least one insertion post A, and the two groups of insertion posts A are symmetrically arranged on both sides of the half tube-passing hole on the male split body; correspondingly, the distribution positions of the jacks A on the female split body are the same as the distribution positions of the insertion posts A on the male split body, and the number of the jacks A on the female split body is the same as the number of the insertion posts A on the male split body.
[0013] A further technical solution of the present invention is that there are two groups of insertion posts B on the male split body, each group includes at least one insertion post B, and the two groups of insertion posts B are symmetrically arranged on both sides of the half wire-passing hole on the male split body; correspondingly, the distribution positions of the jacks B on the female split body are the same as the distribution positions of the insertion posts B on the male split body, and the number of the jacks B on the female split body is the same as the number of the insertion posts B on the male split body.
[0014] A further technical solution of the present invention is that the protection device as a whole is a plastic wire, and the plastic wire has the characteristic of being shaped immediately after bending. One end of the plastic wire is spirally wound around the outer wall of the compression joint tube, thus forming the compression joint tube connection part. The other end of the plastic wire is spirally wound around the main body line of the suspension wire, thus forming the main body line connection part. The middle part of the plastic wire is the transition part, and the transition part has no connection relationship with the main body line of the suspension wire and the compression joint tube.
[0015] The technical solution of the present invention is an electrified railway catenary vibration shunting method, based on the above-mentioned electrified railway catenary suspension wire protection device. The method shunts and partially absorbs the vibration waves transmitted to the suspension wire, thereby reducing the damage of the vibration waves to the suspension wire.
[0016] A further technical solution of the present invention is that when only one set of protection device is installed on the suspension wire, the method is as follows: Install the protection device between the upper compression joint tube and the main body line of the suspension wire. The vibration waves generated by the running of the electric locomotive are transmitted to the catenary through the pantograph, and then transmitted to the main body line of the suspension wire through the catenary suspension wire clamp, and conducted from bottom to top. When the vibration waves reach the connection between the main body line connection part and the main body line of the suspension wire, they are shunted into two relatively weak vibration waves. One of them is transmitted to the protection device and is shunted and partially absorbed by the protection device. The other one continues to conduct upward along the main body line of the suspension wire to achieve vibration shunting. When two sets of protection devices are installed on the suspension wire, the method is as follows: One set of protection device is installed between the upper compression joint tube and the main body line of the suspension wire, and the other set of protection device is installed between the lower compression joint tube and the main body line of the suspension wire. The vibration waves generated by the running of the electric locomotive are transmitted to the catenary through the pantograph, and then transmitted to the main body line of the suspension wire through the catenary suspension wire clamp, and then pass through the protection device at the lower end and the protection device at the upper end in turn. When the vibration waves reach the connection between the compression joint tube connection part of the lower protection device and the lower compression joint tube, they are shunted into two relatively weak vibration waves. One of them is transmitted to the lower protection device and is shunted and partially absorbed by the lower protection device. The other one continues to conduct upward along the main body line of the suspension wire to achieve the first vibration shunting. When the shunted vibration waves reach the connection between the main body line connection part of the upper protection device and the main body line of the suspension wire, they are shunted into two relatively weaker vibration waves again. One of them is transmitted to the upper protection device and is shunted and partially absorbed by the upper protection device. The other one continues to conduct upward along the main body line of the suspension wire to achieve the second vibration shunting.
[0017] In the above method, the two compression joint tubes on the suspension wire are named the upper compression joint tube and the lower compression joint tube in sequence from top to bottom.
[0018] The present invention has the following advantages compared with the prior art: 1. It effectively shunts and partially absorbs the vibration energy transmitted to the suspension insulator at points A - B during locomotive operation, significantly reducing the stress concentration at these two parts, remarkably decreasing the probability of broken wires / disconnection of the suspension insulator, and ensuring the stability of the catenary system.
[0019] 2. Extend the service life of the suspension insulator and reduce maintenance costs: The protection device reduces the fatigue damage of the suspension insulator wire at the crimping joint by shunting and partially absorbing vibrations, extends the overall service life of the suspension insulator, and reduces the operation and maintenance costs caused by frequent replacement.
[0020] 3. Multi - stage vibration shunting to improve the seismic performance of the system: By installing single - set or double - set protection devices, hierarchical absorption and shunting of vibration waves are achieved, gradually weakening the vibration intensity. Especially when the two devices work together, two - stage energy shunting can be completed, further enhancing the ability to resist vibration waves.
[0021] 4. Flexible installation and strong adaptability: The split - type design (male split and female split) or the plastic wire structure allows the protection device to be quickly assembled or wound and fixed, adapting to different working conditions, and there is no need to disassemble the original suspension insulator components, simplifying the installation process.
[0022] 5. If the suspension insulator wire breaks or disconnects at points A - B, the protection device still confines the suspension insulator wire, preventing it from prolapsing and ensuring the operation safety of the electric locomotive.
[0023] The present invention will be further described below in conjunction with the drawings and embodiments. Description of the Drawings
[0024] Figure 1 It is a usage state diagram of the protection device in Embodiment 1; Figure 2 It is a schematic structural diagram of the protection device in Embodiment 1 from the first perspective; Figure 3 It is a schematic structural diagram of the protection device in Embodiment 1 from the second perspective; Figure 4 It is a schematic structural diagram of the protection device in Embodiment 1 from the third perspective; Figure 5 It is a usage state diagram of the protection device in Embodiment 2; Figure 6 It is a schematic structural diagram of the suspension insulator applied in the present invention; Figure 7 It is a schematic diagram of vibration wave shunting in the present invention.
[0025] Legend: suspension string 1; heart-shaped section 11; main line 12; heart-shaped guard ring 13; crimping tube 2; load-bearing cable suspension string clamp 3; contact line suspension string clamp 4; crimping tube connection part 51; pipe threading hole 511; transition part 52; main line connection part 53; threading hole 531; male body 54; plug post A 541; plug post B 542; female body 55; load-bearing cable 100; contact line 200. DETAILED DESCRIPTION Example 1
[0026] like Figures 1 - 4 As shown, the protective device for the overhead contact network of an electrified railway is applied to the hanging string. The hanging string includes a hanging string line 1, a crimping tube 2, a load-bearing cable hanging string line clamp 3 and a contact line hanging string line clamp 4. The hanging string line 1 is bent at the upper and lower ends to form a heart-shaped segment 11, and the two heart-shaped segments 11 of the hanging string line 1 are respectively gathered side by side through the crimping tube 2. The hanging string line 1 is a main line 12 between the two crimping tubes 2, and the inner sides of the two heart-shaped segments 11 of the hanging string line 1 are respectively covered with heart-shaped protective rings 13. The load-bearing cable hanging string line clamp 3 and the contact line hanging string line clamp 4 are respectively connected to the heart-shaped protective rings 13 at the upper and lower ends of the hanging string line 1.
[0027] The electric railway overhead line dropper string protection device includes a protection device. The protection device includes a crimping tube connection part 51, a transition part 52 and a main line connection part 53 which are sequentially connected from one end to the other end. The crimping tube connection part 51 is fastened to any crimping tube 2, and the main line connection part 53 is fastened to the main line 12 of the dropper string 1.
[0028] The protective device as a whole is made of an elastic material that is integrally formed (and has a certain hardness and toughness). The crimping tube connection part 51 and the main line connection part 53 are sleeve-shaped with open ends respectively. The crimping tube connection part 51 is provided with a tube-through hole 511, and the main line connection part 53 is provided with a threading hole 531. The crimping tube connection part 51 is fixedly sleeved on the outer wall of the crimping tube 2 through the tube-through hole 511 (there is no relative slippage between the crimping tube connection part 51 and the crimping tube 2), and the main line connection part 53 is fixedly sleeved on the main line 12 of the suspension string 1 through the threading hole 531 (there is no relative slippage between the main line connection part 53 and the main line 12 of the suspension string 1), and the transition part 52 has no connection relationship with the main line 12 of the suspension string 1, and the transition part 52 has no connection relationship with the crimping tube 2.
[0029] The protection device is formed by splicing a male component 54 and a female component 55. The male component 54 and the female component 55 respectively include, from one end to the other end, half of a crimping tube connection part, half of a transition part, and half of a main body wire connection part in sequence. The half of the crimping tube connection part on the male component 54 and the half of the crimping tube connection part on the female component 55 respectively contain half of a tube-passing hole axially cut open. The half of the main body wire connection part on the male component 54 and the half of the main body wire connection part on the female component 55 respectively contain half of a wire-passing hole axially cut open. An insertion post A541 is provided on the half of the crimping tube connection part of the male component 54, and a jack A that cooperates with the insertion post A541 is provided on the half of the crimping tube connection part of the female component 55. An insertion post B542 is provided on the half of the main body wire connection part of the male component 54, and a jack B that cooperates with the insertion post B542 is provided on the half of the main body wire connection part of the female component 55. When the male component 54 and the female component 55 are spliced, the insertion post A541 on the male component 54 is inserted into the jack A on the female component 55, and the half of the tube-passing holes respectively contained in the male component 54 and the female component 55 are spliced to form a complete tube-passing hole 511. The insertion post B542 on the male component 54 is inserted into the jack B on the female component 55, and the half of the wire-passing holes respectively contained in the male component 54 and the female component 55 are spliced to form a complete wire-passing hole 531.
[0030] Preferably, there are two groups of insertion posts A on the male component. Each group contains two insertion posts A, and the two groups of insertion posts A are symmetrically arranged on both sides of the half of the tube-passing hole on the male component; correspondingly, the distribution positions of the jacks A on the female component are the same as the distribution positions of the insertion posts A on the male component, and the number of the jacks A on the female component is the same as the number of the insertion posts A on the male component.
[0031] Preferably, there are two groups of insertion posts B on the male component. Each group contains three insertion posts B, and the two groups of insertion posts B are symmetrically arranged on both sides of the half of the wire-passing hole on the male component; correspondingly, the distribution positions of the jacks B on the female component are the same as the distribution positions of the insertion posts B on the male component, and the number of the jacks B on the female component is the same as the number of the insertion posts B on the male component. Embodiment 2
[0032] Refer to Figure 5 , compared with Embodiment 1, the difference in this embodiment is that: the whole protection device is a plastic wire that can be bent and shaped immediately. One end of the plastic wire is spirally wound around the outer wall of the crimping tube 2, thus forming the crimping tube connection part 51 (no relative slip occurs between the crimping tube connection part 51 and the crimping tube 2). The other end of the plastic wire is spirally wound around the main body wire 12 of the suspension string 1, thus forming the main body wire connection part 53 (no relative slip occurs between the main body wire connection part 53 and the main body wire 12 of the suspension string 1). The middle part of the plastic wire is the transition part 52. The transition part 52 has no connection relationship with the main body wire 12 of the suspension string 1 and no connection relationship with the crimping tube 2.
[0033] Briefly describe the working principle of the present invention: The vibration shunting method for the catenary of electrified railways is based on the above-mentioned catenary suspension string protection device for electrified railways. Its essential feature is to shunt and partially absorb the vibration waves conducted to the suspension string, thereby reducing the damage of the vibration waves to the suspension string.
[0034] When only one set of protection device is installed on the suspension string, the method is as follows: Refer to Figure 7 , install the protection device between the upper compression joint and the main body line of the suspension string; the vibration waves generated by the running of the electric locomotive are transmitted to the contact wire through the pantograph, and then transmitted to the main body line of the suspension string through the contact wire suspension string clamp, and conducted from bottom to top; when the vibration waves reach the connection between the main body line connection part and the main body line of the suspension string, they are shunted into two relatively weak vibration waves, one of which is conducted to the protection device and is shunted and partially absorbed by the protection device; the other one continues to conduct upward along the main body line of the suspension string to achieve vibration shunting (the technical effect brought is: greatly slowing down the vibration of the suspension string at point A, thereby slowing down the process of wire breakage / fracture at point A of the suspension string, and thus extending the service life of the suspension string).
[0035] When two sets of protection devices are installed on the suspension string, the method is as follows: One set of protection device is installed between the upper compression joint and the main body line of the suspension string, and the other set of protection device is installed between the lower compression joint and the main body line of the suspension string; the vibration waves generated by the running of the electric locomotive are transmitted to the contact wire through the pantograph, and then transmitted to the main body line of the suspension string through the contact wire suspension string clamp, and then pass through the protection device at the lower end and the protection device at the upper end in sequence; when the vibration waves reach the connection between the compression joint connection part of the lower-end protection device and the lower compression joint, they are shunted into two relatively weak vibration waves, one of which is transmitted to the lower-end protection device and is shunted and partially absorbed by the lower-end protection device; the other one continues to conduct upward along the main body line of the suspension string to achieve the first vibration shunting (the technical effect brought is: greatly slowing down the vibration of the suspension string at point B, thereby slowing down the process of wire breakage / fracture at point B of the suspension string, and thus extending the service life of the suspension string); when the shunted vibration waves reach the connection between the main body line connection part of the upper-end protection device and the main body line of the suspension string, they are shunted again into two relatively weaker vibration waves, one of which is transmitted to the upper-end protection device and is shunted and partially absorbed by the upper-end protection device; the other one continues to conduct upward along the main body line of the suspension string to achieve the second vibration shunting (the technical effect brought is: greatly slowing down the vibration of the suspension string at point A, thereby slowing down the process of wire breakage / fracture at point A of the suspension string, and thus extending the service life of the suspension string).
[0036] In the above method, the two compression joints on the suspension string are sequentially named the upper compression joint and the lower compression joint from top to bottom.
Claims
1. An electrified railway overhead contact network hanging string protection device, applied to hanging strings; the hanging strings include hanging string wires, crimping tubes, load-bearing wire hanging string wire clamps and contact wire hanging string wire clamps; the hanging string wires are bent at the upper and lower ends to form heart-shaped sections, the two heart-shaped sections of the hanging string wires are respectively crimped by crimping tubes to gather the two sections of wire bodies in parallel, the hanging string wire is the main wire between the two crimping tubes, and the inner sides of the two heart-shaped sections of the hanging string wire are respectively covered with heart-shaped guard rings; the load-bearing wire hanging string wire clamps and the contact wire hanging string wire clamps are respectively connected to the heart-shaped guard rings at the upper and lower ends of the hanging string wire; It is characterized in that: It includes a protective device; the protective device includes a crimping tube connection part, a transition part and a main line connection part which are connected in sequence from one end to the other end; the crimping tube connection part is fastened to any crimping tube, and the main line connection part is fastened to the main line of the suspension string.
2. The catenary suspension protection device for electrified railways according to claim 1, characterized in that: The protective device as a whole is made of an integrally formed elastic material; the crimping tube connection part and the main line connection part are respectively sleeve-shaped with open ends, the crimping tube connection part is provided with a pipe penetration hole, and the main line connection part is provided with a wire threading hole, the crimping tube connection part is fixedly sleeved on the outer wall of the crimping tube through the pipe penetration hole, and the main line connection part is fixedly sleeved on the main line of the suspension string through the wire threading hole, and the transition part has no connection relationship with the main line of the suspension string and the crimping tube.
3. The catenary suspension protection device for electrified railways according to claim 2, characterized in that: The protective device is composed of a male body and a female body. The male body and the female body respectively include half of a crimping tube connection part, half of a transition part and half of a main line connection part from one end to the other. The half of the crimping tube connection part on the male body and the half of the crimping tube connection part on the female body respectively include half of a pipe through hole cut along the axial direction, and the half of the main line connection part on the male body and the half of the main line connection part on the female body respectively include half of a wire through hole cut along the axial direction; the half of the crimping tube connection part on the male body is provided with a plug A, and the half of the crimping tube on the female body is provided with a plug A. A socket A matching with the plug post A is provided on the connecting part; a plug post B is provided on the half main line connecting part of the male body, and a socket B matching with the plug post B is provided on the half main line connecting part of the female body; when the male body and the female body are assembled, the plug post A on the male body is inserted into the socket A on the female body, and the half of the pipe-through holes respectively included in the male body and the female body are assembled to form a complete pipe-through hole, and the plug post B on the male body is inserted into the socket B on the female body, and the half of the wire-through holes respectively included in the male body and the female body are assembled to form a complete wire-through hole.
4. The catenary suspension protection device for electrified railways according to claim 3, wherein: There are two groups of pins A on the male body, each group contains at least one pin A, and the two groups of pins A are symmetrically arranged on both sides of the half pipe hole on the male body; correspondingly, the distribution position of the sockets A on the female body is consistent with the distribution position of the pins A on the male body, and the number of the sockets A on the female body is consistent with the number of the pins A on the male body.
5. The catenary suspension protection device for electrified railways according to claim 4, characterized in that: There are two groups of pins B on the male body, each group contains at least one pin B, and the two groups of pins B are symmetrically arranged on both sides of half of the threading hole on the male body; correspondingly, the distribution position of the sockets B on the female body is consistent with the distribution position of the pins B on the male body, and the number of sockets B on the female body is consistent with the number of pins B on the male body.
6. The catenary suspension protection device for electrified railways according to claim 1, characterized in that: The protection device as a whole is a plastic wire, and the plastic wire has the characteristic of being shaped immediately after being bent; one end of the plastic wire is spirally wound around the outer wall of the compression joint pipe, thus forming a compression joint pipe connection part, and the other end of the plastic wire is spirally wound around the main body line of the suspension wire, thus forming a main body line connection part. The middle part of the plastic wire is the transition part, and the transition part has no connection relationship with the main body line of the suspension wire and the compression joint pipe.
7. Method for vibration shunting of catenary in electrified railway, based on the catenary suspension string protection device for electrified railway described in any one of claims 1-6; characterized in that: The shock waves conducted to the suspension wire are shunted and partially absorbed, thereby reducing the damage of the shock waves to the suspension wire.
8. The vibration shunting method for the catenary of electrified railways according to claim 7, characterized in that: when When only one set of protection device is installed on the suspension wire, the method is as follows: Install the protection device between the upper compression joint pipe and the main body line of the suspension wire; the shock waves generated by the running of the electric locomotive are transmitted to the contact wire through the pantograph, and then transmitted to the main body line of the suspension wire through the contact wire suspension clamp, and are conducted from bottom to top; when the shock waves reach the connection between the main body line connection part and the main body line of the suspension wire, they are shunted into two relatively weak shock waves, one of which is conducted to the protection device and is shunted and partially absorbed by the protection device; the other one continues to be conducted upward along the main body line of the suspension wire to achieve shock shunting. When two sets of protection devices are installed on the suspension wire, the method is as follows: One set of protection device is installed between the upper compression joint pipe and the main body line of the suspension wire, and the other set of protection device is installed between the lower compression joint pipe and the main body line of the suspension wire; the shock waves generated by the running of the electric locomotive are transmitted to the contact wire through the pantograph, and then transmitted to the main body line of the suspension wire through the contact wire suspension clamp, and then pass through the protection device at the lower end and the protection device at the upper end in sequence; when the shock waves reach the connection between the compression joint pipe connection part of the lower protection device and the lower compression joint pipe, they are shunted into two relatively weak shock waves, one of which is transmitted to the lower protection device and is shunted and partially absorbed by the lower protection device; the other one continues to be conducted upward along the main body line of the suspension wire to achieve the first shock shunting; when the shunted shock waves reach the connection between the main body line connection part of the upper protection device and the main body line of the suspension wire, they are shunted into two relatively weaker shock waves again, one of which is transmitted to the upper protection device and is shunted and partially absorbed by the upper protection device; the other one continues to be conducted upward along the main body line of the suspension wire to achieve the second shock shunting. In the above method, the two compression joint pipes on the suspension wire are sequentially named as the upper compression joint pipe and the lower compression joint pipe from top to bottom.