Intensive strong heat dissipation bus duct for rail transit direct current traction

Abstract

The utility model discloses an intensive strong heat dissipation bus duct for rail transit direct current traction, which relates to the technical field of bus ducts and comprises a bus duct outer shell I and a bus duct outer shell II, a wiring groove is arranged in the bus duct outer shell I, one end of the bus duct outer shell II is positioned at the wiring groove, and the other end of the bus duct outer shell II is positioned at the wiring groove. When the first bus duct outer shell is connected with the second bus duct outer shell, the positions of the insulating partition plates, the copper connecting pieces and the busbar are consistent, insulating bolts are arranged at the connecting position of the first bus duct outer shell and the second bus duct outer shell, and a connecting mechanism is arranged at the top of the first bus duct outer shell and comprises a fixing unit, a linkage unit and a connecting unit. The fixing unit is installed at the top of the bus duct outer shell I, the fixing unit is connected with the linkage unit, and the linkage unit is fixedly connected with the connecting unit. According to the utility model, through the fixing unit and the linkage unit, the fixing range can be adjusted according to the size of the bus when the two bus ducts are connected, and the convenience and practicability of the bus ducts during connection are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of bus ducts, and in particular to a intensive strong heat dissipation bus duct for direct current traction in rail transit. Background Art

[0002] During the use of the bus duct, the internal current will generate a large amount of heat. If the heat cannot be dissipated in time, it will directly affect the performance of the bus duct or even damage it. The damage of the bus duct will directly affect some of the equipment connected to it, causing inconvenience to the surrounding environment or residents. In addition, the installation of the bus duct is also very inconvenient.

[0003] For example, a heat dissipation type intensive bus duct disclosed in Chinese patent publication number CN208862528U, the heat dissipation intensive bus duct, the bus duct is provided with several air holes on the outer shell of the bus duct, because the air holes are connected to the air outlet channel connected to the inside of the outer shell, when wind passes through the air holes, the wind will enter the air outlet channel, and when the wind passes through the air outlet channel, the wind will flow in the bus duct along the air outlet channel, so as to achieve the effect of heat dissipation, and the outer shell is fixedly connected with a ventilation slot, after the outside wind enters the ventilation slot, because the ventilation slot is a relatively closed space, the wind will have a certain circulation inside the ventilation slot, which can greatly improve the heat dissipation performance and duration, such as when the bus duct is installed in a sealed space, the bus duct can be cooled by a heat dissipation fan installed on the bottom plate of the ventilation slot, a connecting rod is connected to the ventilation slot through a fixing nut, and a baffle is fixedly connected to the end of the connecting rod away from the ventilation slot, and a connecting screw is fixedly connected to the middle of the top surface of the baffle, the bus duct can be installed in most places through the above-mentioned unit, and the installation is relatively convenient.

[0004] The existing technology has the following problems:

[0005] When the two bus duct bodies are connected, connectors are often used to connect them, so as to achieve mutual connection between the two adjacent bus duct bodies. However, the connector structure connecting the two bus duct bodies is fixed and cannot be adjusted according to the size of the bus duct body. It is only suitable for bus duct bodies of a single size, has a small scope of application, and lacks versatility. Utility Model Content

[0006] The utility model provides a intensive strong heat dissipation bus duct for rail transit DC traction to solve the problems raised in the above background technology.

[0007] In order to solve the above technical problems, the technical solution adopted by the utility model is:

[0008] A intensive strong heat dissipation bus duct for DC traction of rail transit, comprising a bus duct shell body 1 and a bus duct shell body 2, wherein the bus duct shell body 1 is provided with a wiring slot, and one end of the bus duct shell body 2 is located at the wiring slot. When the bus duct shell body 1 is connected to the bus duct shell body 2, the insulating partition is consistent with the copper connecting piece and the busbar. After the placement position of the copper sheet connecting the PE bar and the main busbar is determined, it is checked and confirmed again before the joint cover is covered. The upper and lower deviations of the overlapped parts shall not be greater than 1mm. When the copper busbars at both ends are butt-jointed, a 1-2mm telescopic spacing can be reserved. The bus duct shell Insulating bolts are provided at the connection between the first busbar duct body and the second busbar duct shell body. A connecting mechanism is provided at the top of the first busbar duct shell body. Before inserting the insulating bolts, ensure that the overall hole position of the joint is concentric. Do not use rough knocking to knock the insulating bolts. Then insert the bowl-shaped gasket, tighten the bolts with a torque wrench, and then install the joint cover plate. Tighten the joint bolts. The torque value of the M10 bolt is 17.72.6N.M, the torque value of the M12 bolt is 31.4~39.2NM, the torque value of the M14 bolt is 51.O~60.8NM, and the torque value of the M16 bolt is 78.5~98.IN.M. Use a 0.1mm feeler gauge to check. If the plugging progress is less than 10mm, it is qualified. Tighten the left and right side panels and the upper and lower cover screws. The connecting mechanism includes a fixing unit, a linkage unit and a connecting unit. The fixing unit is fixedly installed on the top of the bus duct outer shell. The fixing unit is fixedly connected to the linkage unit. The linkage unit is fixedly connected to the connecting unit. The fixing unit includes a mounting base plate. The mounting base plate is made of insulating material. Torque bolts are provided at both ends of the mounting base plate. The torque bolts are fixedly connected to the mounting base plate. When tightening the connection, tighten the outer end cap of the bolt with a wrench until the torque mark on the neck of the outer end cap of the bolt breaks and falls off. A linkage unit is provided in the middle of the mounting base plate. The linkage unit is fixedly installed on the mounting base plate. The insulation of the mounting base plate is to avoid the occurrence of safety accidents. The fixed connection with the torque bolts ensures the connectivity between the mounting base plate and the bus duct outer shell, thereby preventing the mounting base plate from loosening during long-term operation of the bus duct.

[0009] A further improvement of the technical solution of the utility model is that: the linkage unit includes an arc-shaped connecting block, the arc-shaped connecting block is located in the middle of the mounting base plate, the arc-shaped connecting block is fixedly connected to the mounting base plate, a fixing groove is provided on the arc-shaped connecting block, a linkage shaft is provided in the fixing groove, the linkage shaft is fixedly connected to the arc-shaped connecting block through the fixing groove, a linkage rod is provided on the axis of the linkage shaft, one end of the linkage rod close to the mounting base plate is rotatably connected to the linkage shaft, and the rotational connection relationship between the linkage shaft fixedly installed in the arc-shaped connecting block and the linkage rod results in that when the linkage rod rotates, it rotates with the linkage shaft as a rotation fulcrum.

[0010] A further improvement of the technical solution of the utility model lies in that: a connecting shaft 1 is provided in the middle part of the linkage rod, the connecting shaft 1 is fixedly connected to the linkage rod, and a linkage part is provided on the connecting shaft 1, the linkage part is fixedly connected to the connecting shaft 1 through a fastener, a connecting shaft 2 is provided at the end of the linkage part away from the connecting shaft 1, the connecting shaft 2 is rotatably connected to the linkage part through a fastener, a connecting pin is provided at the end of the connecting shaft 2 away from the linkage part, and the connecting pin is rotatably connected to the connecting shaft 2. In the above, when the linkage rod rotates with the linkage shaft, that is, when the user pries the linkage rod, because the connecting shaft 1 is fixedly connected to the linkage rod, when the linkage rod rotates, the connecting shaft 1 rotates, thereby driving the linkage part fixedly connected to the connecting shaft 1, and because the linkage part rotates, the connecting shaft 2 rotatably connected to the linkage part starts to move, thereby causing the connecting pin to move.

[0011] A further improvement of the technical solution of the utility model is that: the connecting unit includes a clip connector, the clip connector is located at the top of the second bus duct outer shell, the clip connector is fixedly connected to the second bus duct outer shell, a clip connector is provided inside the clip connector, the size of the clip connector is the same as the size of the pin body on one end of the connecting pin close to the clip connector, because the bus duct is divided into steel shell, aluminum alloy shell and steel-aluminum mixed shell bus duct according to its shell material, in order to ensure the fixed connection relationship between the clip connector and the bus duct and then serve as a stable connecting piece for the connecting unit as a whole, the clip connector is connected to the bus duct by welding before or during assembly.

[0012] A further improvement of the technical solution of the utility model is that: clamping mechanisms are provided at both ends of the connection between the bus duct outer shell one and the bus duct outer shell two, the clamping mechanisms are installed on the outer wall of the bus duct outer shell one, and the clamping mechanisms are movably connected with the bus duct outer shell one and the bus duct outer shell two.

[0013] A further improvement of the technical solution of the utility model is that: the clamping mechanism includes a clamping unit and a mounting unit, the clamping unit is fixedly connected to the mounting unit, and the mounting unit is fixedly connected to the second bus duct outer shell.

[0014] A further improvement of the technical solution of the utility model lies in that: the clamping unit comprises an installation valve, the top of the installation valve is fixedly connected to the installation unit, one end of the installation valve is fixedly connected to a piston column, a movable column is arranged in the piston column, the movable column is slidably connected with the piston column, a clamping groove is arranged on one end of the movable column located in the installation valve, a clamping rod is arranged in the installation valve, one end of the clamping rod is fixedly connected to a clamping block, the clamping block is clamped with the clamping groove, a buffer spring is fixedly connected between the movable column and the clamping rod, the other end of the clamping rod is fixedly connected to the installation unit, and a compression spring is fixedly connected to the clamping rod.

[0015] A further improvement of the technical solution of the utility model is that: the installation unit includes a fastening bolt, the fastening bolt is fixedly installed in the second outer shell of the bus duct, the fastening bolt is provided with an external thread, the fastening bolt is threadedly connected to the clamping rod, and the bottom of the installation valve is fixedly connected to the fastening bolt.

[0016] Due to the adoption of the above technical solution, the utility model has achieved the following technical progress compared with the prior art:

[0017] 1. The utility model provides a dense strong heat dissipation bus duct for rail transit DC traction. Through the fixing unit and the linkage unit, the fixing range of two bus ducts can be adjusted according to the size of the bus when connected, which improves the convenience and practicality of the bus duct connection. Through the clamping unit and the installation unit, the distance between the inner walls of the two bus duct bodies when connected can be directly clamped. After the bus duct is fixed in the longitudinal direction, it is fixed in the horizontal direction, making the connection of the bus duct more stable.

[0018] 2. The utility model provides a dense strong heat dissipation bus duct for rail transit DC traction. Through the selection and design of zero units in the connecting unit and the card-connecting unit, it has the advantages of small size and compact structure, which reduces the difficulty of subsequent maintenance and affects the dynamic thermal stability and heat dissipation of the bus duct. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0020] Figure 2 It is a schematic diagram of the overall structure of the utility model;

[0021] Figure 3 This is a schematic diagram of the connection mechanism structure of the utility model;

[0022] Figure 4 It is a schematic diagram of the structure of the clamping mechanism of the utility model.

[0023] In the figure: 1. bus duct outer shell 1; 2. bus duct outer shell 2; 301. mounting base plate; 302. torque bolt; 401. arc-shaped connecting block; 402. linkage shaft; 403. linkage rod; 404. connecting shaft 1; 405. linkage member; 406. connecting shaft 2; 407. connecting pin; 501. clamping member; 601. mounting valve; 602. piston column; 603. movable column; 604. clamping rod; 605. clamping block; 606. buffer spring; 607. compression spring; 701. fastening bolt. DETAILED DESCRIPTION

[0024] See also Figure 1-Figure 4 , the utility model provides a technical solution:

[0025] Embodiment 1:

[0026] A intensive strong heat dissipation bus duct for DC traction of rail transit, comprising a bus duct outer shell 1 and a bus duct outer shell 2, wherein a wiring trough is arranged inside the bus duct outer shell 1, and one end of the bus duct outer shell 2 is located at the wiring trough, and when the bus duct outer shell 1 is connected with the bus duct outer shell 2, the insulating partition is consistent with the position of the copper connecting sheet and the busbar, wherein after the placement position of the copper sheet connecting the PE bar and the main busbar is determined, it is checked and confirmed again before the joint cover is covered, and the upper and lower deviations of the overlapped parts shall not be greater than 1mm, and a 1-2mm telescopic spacing can be reserved when the copper busbars at both ends are butt-joined, an insulating bolt is arranged at the connection between the bus duct outer shell 1 and the bus duct outer shell 2, and a connecting mechanism is arranged at the top of the bus duct outer shell 1;

[0027] Before inserting the insulating bolts, ensure that the overall hole position of the joint is concentric. Do not use rough knocking to knock the insulating bolts. Then insert the bowl-shaped gasket, tighten the bolts with a torque wrench, and then install the joint cover. Tighten the joint bolts. The torque value of the M10 bolt is 17.72.6N.M, the torque value of the M12 bolt is 31.4~39.2NM, the torque value of the M14 bolt is 51.O~60.8NM, and the torque value of the M16 bolt is 78.5~98.IN.M. Check with a 0.1mm feeler gauge. If the plugging progress is less than 10mm, it is qualified. Tighten the left and right side panels and the upper and lower cover screws;

[0028] The connecting mechanism includes a fixing unit, a linkage unit and a connecting unit. The fixing unit is fixedly installed on the top of the bus duct outer shell 1, the fixing unit is fixedly connected to the linkage unit, and the linkage unit is fixedly connected to the connecting unit 6;

[0029] The fixing unit includes a mounting base plate 301, wherein the mounting base plate 301 is made of insulating material, and torque bolts 302 are arranged at both ends of the mounting base plate 301, and the torque bolts 302 are fixedly connected to the mounting base plate 301. When tightening the connection, the wrench is used to tighten the outer end cap of the bolt until the torque mark on the neck of the outer end cap of the bolt breaks and falls off. A linkage unit is arranged in the middle of the mounting base plate 301, and the linkage unit is fixedly installed on the mounting base plate 301. The insulation of the mounting base plate 301 is to avoid the occurrence of safety accidents, and the fixed connection of the torque bolts 302 ensures the connectivity between the mounting base plate 301 and the outer shell of the bus duct 1, thereby preventing the mounting base plate 301 from loosening during the long-term operation of the bus duct.

[0030] Embodiment 2:

[0031] Based on Example 1:

[0032] The linkage unit includes an arc-shaped connection block 401, which is located in the middle of the mounting base plate 301, and is fixedly connected to the mounting base plate 301. A fixing groove is provided on the arc-shaped connection block 401, and a linkage shaft 402 is provided in the fixing groove. The linkage shaft 402 is fixedly connected to the arc-shaped connection block 401 through the fixing groove, and a linkage rod 403 is provided on the axis of the linkage shaft 402. One end of the linkage rod 403 close to the mounting base plate 301 is rotatably connected to the linkage shaft 402. The rotational connection relationship between the linkage shaft 402 fixedly installed in the arc-shaped connection block 401 and the linkage rod 403 results in that when the linkage rod 403 rotates, it rotates with the linkage shaft 402 as a rotation fulcrum.

[0033] A connecting shaft 404 is provided in the middle of the linkage rod 403, and the connecting shaft 404 is fixedly connected to the linkage rod 403, and a linkage member 405 is provided on the connecting shaft 404, and the linkage member 405 is fixedly connected to the connecting shaft 404 through a fastener, and a connecting shaft 2 406 is provided at one end of the linkage member 405 away from the connecting shaft 404, and the connecting shaft 2 406 is rotatably connected to the linkage member 405 through a fastener, and a connecting pin 407 is provided at one end of the connecting shaft 2 406 away from the linkage member 405, and the connecting pin 407 is rotatably connected to the connecting shaft 2 406.

[0034] In the above, when the linkage rod 403 rotates with the linkage shaft 402, that is, when the user bends the linkage rod 403, because the connecting shaft 1 404 is fixedly connected to the linkage rod 403, when the linkage rod 403 rotates, the connecting shaft 1 404 rotates, thereby driving the linkage member 405 fixedly connected to the connecting shaft 1 404. Because the linkage member 405 rotates, the connecting shaft 2 406 rotatably connected to the linkage member 405 starts to move, which in turn causes the connecting pin 407 to move.

[0035] Embodiment three:

[0036] Based on the second embodiment:

[0037] The connection unit includes a clamping member 501, which is located at the top of the bus duct outer shell 2, and is fixedly connected to the bus duct outer shell 2. A clamping groove is provided in the clamping member 501, and the size of the clamping groove is the same as the size of the pin body of the connecting pin 407 on one end close to the clamping member 501. Among them, because the bus duct is divided into steel shell, aluminum alloy shell and steel-aluminum mixed shell bus duct according to its shell material, in order to ensure the fixed connection relationship between the clamping member 501 and the bus duct and then serve as a stable connection member for the connection unit as a whole, the clamping member 501 is connected to the bus duct by welding before or during assembly.

[0038] A clamping mechanism is provided at both ends of the connection between the bus duct outer shell 1 and the bus duct outer shell 2. The clamping mechanism is installed on the outer wall of the bus duct outer shell 1 and is movably connected to the bus duct outer shell 1 and the bus duct outer shell 2.

[0039] The clamping mechanism comprises a clamping unit and a mounting unit, wherein the clamping unit is fixedly connected to the mounting unit, and the mounting unit is fixedly connected to the bus duct outer shell 2.

[0040] Embodiment 4:

[0041] Based on Example 3:

[0042] The clamping unit includes an installation valve 601, the top of the installation valve 601 is fixedly connected to the installation unit, one end of the installation valve 601 is fixedly connected to a piston column 602, a movable column 603 is provided in the piston column 602, the movable column 603 is slidably connected to the piston column 602, one end of the movable column 603 located in the installation valve 601 is provided with a clamping groove, a clamping rod 604 is provided in the installation valve 601, one end of the clamping rod 604 is fixedly connected to a clamping block 605, the clamping block 605 is clamped with the clamping groove, a buffer spring 606 is fixedly connected between the movable column 603 and the clamping rod 604, the other end of the clamping rod 604 is fixedly connected to the installation unit, and a compression spring 607 is fixedly connected to the clamping rod 604.

[0043] The installation unit includes a fastening bolt 701, which is fixedly installed in the bus duct outer shell 2, and an external thread is arranged inside the fastening bolt 701. The fastening bolt 701 is threadedly connected to the clamping rod 604, and the bottom of the installation valve 601 is fixedly connected to the fastening bolt 701.

[0044] After the two bus duct insulation partitions are aligned with the copper connecting plates and the busbars, and the copper plates of the PE busbar connection and the main busbars are placed in the same position, they are checked and confirmed again before the joint cover is put on. Then, the user moves the linkage rod 403. The rotational connection relationship between the linkage shaft 402 fixedly installed in the arc-shaped connection block 401 and the linkage rod 403 causes the linkage rod 403 to rotate with the linkage shaft 402 as the rotation fulcrum. Because of the fixed connection relationship between the connecting shaft 404 and the linkage rod 403, When the linkage rod 403 rotates, the connecting shaft 1 404 rotates, thereby driving the linkage member 405 fixedly connected to the connecting shaft 1 404. Because the linkage member 405 rotates, the connecting shaft 2 406 rotatably connected to the linkage member 405 begins to move, which in turn causes the connecting pin 407 to move. After the connecting pin 407 is engaged with the engaging member 501, after the two bus ducts are connected to the overall frame, the grounding resistance is checked with a multimeter 1ω. The resistance value is less than 0.1ω, ensuring the grounding requirement.

[0045] The above generally describes the present invention in detail, but it is obvious to a person skilled in the art that some modifications or improvements can be made to the present invention. Therefore, modifications or improvements that do not deviate from the spirit of the present invention are within the scope of protection of the present invention.

Claims

1. A intensive strong heat dissipation bus duct for rail transit DC traction, comprising a bus duct outer shell 1 (1) and a bus duct outer shell 2 (2), characterized in that: The bus duct outer shell one (1) is provided with a wiring slot, one end of the bus duct outer shell two (2) is located at the wiring slot, when the bus duct outer shell one (1) is connected with the bus duct outer shell two (2), the insulating partition is consistent with the copper connecting plate and the busbar, the connection between the bus duct outer shell one (1) and the bus duct outer shell two (2) is provided with an insulating bolt, and the top of the bus duct outer shell one (1) is provided with a connecting mechanism; The connecting mechanism comprises a fixing unit, a linkage unit and a connecting unit, wherein the fixing unit is fixedly mounted on the top of the bus duct outer shell (1), the fixing unit is fixedly connected to the linkage unit, and the linkage unit is fixedly connected to the connecting unit; The fixing unit comprises a mounting base plate (301), torque bolts (302) are provided at both ends of the mounting base plate (301), the torque bolts (302) are fixedly connected to the mounting base plate (301), and a linkage unit is provided in the middle of the mounting base plate (301), and the linkage unit is fixedly mounted on the mounting base plate (301).

2. The intensive strong heat dissipation bus duct for rail transit DC traction according to claim 1 is characterized by: The linkage unit comprises an arc-shaped connecting block (401), the arc-shaped connecting block (401) is located in the middle of the mounting base plate (301), the arc-shaped connecting block (401) is fixedly connected to the mounting base plate (301), a fixing groove is provided on the arc-shaped connecting block (401), a linkage shaft (402) is provided in the fixing groove, the linkage shaft (402) is fixedly connected to the arc-shaped connecting block (401) through the fixing groove, a linkage rod (403) is provided on the axis of the linkage shaft (402), and one end of the linkage rod (403) close to the mounting base plate (301) is rotatably connected to the linkage shaft (402).

3. The intensive strong heat dissipation bus duct for rail transit DC traction according to claim 2 is characterized by: A connecting shaft 1 (404) is provided in the middle of the linkage rod (403), and the connecting shaft 1 (404) is fixedly connected to the linkage rod (403), and a linkage member (405) is provided on the connecting shaft 1 (404), and the linkage member (405) is fixedly connected to the connecting shaft 1 (404) through a fastener, and a connecting shaft 2 (406) is provided at one end of the linkage member (405) away from the connecting shaft 1 (404), and the connecting shaft 2 (406) is rotatably connected to the linkage member (405) through a fastener, and a connecting pin (407) is provided at one end of the connecting shaft 2 (406) away from the linkage member (405), and the connecting pin (407) is rotatably connected to the connecting shaft 2 (406).

4. The intensive strong heat dissipation bus duct for rail transit DC traction according to claim 3 is characterized by: The connection unit comprises a snap-in component (501), the snap-in component (501) is located at the top of the second bus duct outer shell (2), the snap-in component (501) is fixedly connected to the second bus duct outer shell (2), and a snap-in groove is provided in the snap-in component (501), and the size of the snap-in groove is the same as the size of the pin body on one end of the connecting pin (407) close to the snap-in component (501).

5. The intensive strong heat dissipation bus duct for DC traction of rail transit according to claim 1 is characterized in that: A clamping mechanism is provided at both ends of the connection between the bus duct outer shell one (1) and the bus duct outer shell two (2), the clamping mechanism is installed on the outer wall of the bus duct outer shell one (1), the clamping mechanism is movably connected with the bus duct outer shell one (1) and the bus duct outer shell two (2), the clamping mechanism includes a clamping unit and an installation unit, the clamping unit is fixedly connected with the installation unit, and the installation unit is fixedly connected with the bus duct outer shell two (2).

6. The intensive strong heat dissipation bus duct for rail transit DC traction according to claim 5 is characterized by: The clamping unit comprises an installation valve (601), the top of the installation valve (601) is fixedly connected to the installation unit, one end of the installation valve (601) is fixedly connected to a piston column (602), a movable column (603) is provided inside the piston column (602), the movable column (603) is slidably connected to the piston column (602), one end of the movable column (603) located inside the installation valve (601) is provided with a clamping groove, the installation valve (601) is provided with a clamping rod (604), one end of the clamping rod (604) is fixedly connected to a clamping block (605), the clamping block (605) is clamped with the clamping groove, a buffer spring (606) is fixedly connected between the movable column (603) and the clamping rod (604), the other end of the clamping rod (604) is fixedly connected to the installation unit, and a compression spring (607) is fixedly connected to the clamping rod (604).

7. The intensive strong heat dissipation bus duct for rail transit DC traction according to claim 6 is characterized by: The installation unit comprises a fastening bolt (701), the fastening bolt (701) is fixedly installed in the second bus duct outer shell (2), the fastening bolt (701) is provided with an external thread, the fastening bolt (701) is threadedly connected to the clamping rod (604), and the bottom of the installation valve (601) is fixedly connected to the fastening bolt (701).

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