Heating contact net wire structure for railway

Abstract

The utility model relates to the field of high-speed rail cable equipment, in particular to a heating overhead line system wire structure for a railway, which can effectively ensure that a high-voltage overhead line system wire of the railway is not frozen and further ensure that a train pantograph normally takes electricity in a frozen territorial scope, and comprises a wire which comprises a high-voltage copper alloy naked wire layer, the naked high-voltage copper alloy conductor layer is connected with a locomotive pantograph, and the conductor is sequentially sleeved with a steel core, a bottom insulating layer, a low-voltage heating alloy wire layer, a middle insulating layer and the naked high-voltage copper alloy conductor layer from inside to outside. And the low-voltage heating alloy wire layer is used for generating a heating temperature of 40-80 DEG C so as to ensure that the surface of the high-voltage copper alloy naked wire layer is not frozen. The high-speed rail cable anti-freezing device is especially suitable for being used in road sections where the high-speed rail cable freezing phenomenon is prone to occurring in winter.

Description

Technical Field

[0001] The utility model relates to the field of high-speed railway cable equipment, in particular to a heating contact network conductor structure for railways. Background Art

[0002] In existing high-speed rail cables, the voltage of the high-voltage copper alloy bare conductor layer in contact with the locomotive pantograph is generally between 25-27.5KV. Its high voltage and low current ensure low cable heat generation, reduce energy consumption, enhance the strength of the cable itself and improve durability. However, at present, there are no heating contact wires for use in extreme weather and special areas in the railway and electrical fields to adapt to areas with temperatures as low as freezing rain and ice. Once the temperature is low or there is heavy snow, the contact wire will be covered by a layer of frozen ice, causing the locomotive pantograph to be unable to draw electricity, which in turn causes the passenger train to "stall" on the railway transportation line, causing a large amount of economic losses to the railway transportation system and affecting the normal operation of the entire traffic artery. Utility Model Content

[0003] The technical problem to be solved by the utility model is to provide a railway heating contact network conductor structure which can effectively ensure that the railway high-voltage contact network conductor does not freeze in an area with ice, thereby ensuring that the train pantograph can normally draw power.

[0004] The utility model solves the technical problem by adopting the following technical solution: a heating contact wire structure for railways, comprising a wire, wherein the wire comprises a high-voltage copper alloy bare wire layer, wherein the high-voltage copper alloy bare wire layer is connected to a locomotive pantograph, wherein the wire is sequentially sleeved with a steel core, a bottom insulating layer, a low-voltage heating alloy wire layer, an intermediate insulating layer and a high-voltage copper alloy bare wire layer from the inside to the outside, wherein the low-voltage heating alloy wire layer is used to generate a heating temperature of 40°C to 80°C, thereby ensuring that the surface of the high-voltage copper alloy bare wire layer is not frozen.

[0005] Furthermore, it includes a low-voltage current input terminal, and the low-voltage heating alloy wire layer is connected to the low-voltage current input terminal.

[0006] The beneficial effect of the utility model is that the low-voltage heating alloy wire layer in the middle generates a heating temperature of 40°C to 80°C, and then the generated heat penetrates the middle insulating layer to melt the ice layer originally covering the high-voltage copper alloy bare wire layer, so that the high-voltage copper alloy bare wire layer and the locomotive pantograph are normally connected and are not affected by freezing weather. The utility model is particularly suitable for use in sections where high-speed rail cables are prone to freezing in winter. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 It is a schematic diagram of the internal structure of the utility model.

[0008] Marked in the figure are: steel core 1, bottom insulation layer 2, low-voltage heating alloy wire layer 3, middle insulation layer 4, high-voltage copper alloy bare wire layer 5. DETAILED DESCRIPTION

[0009] The utility model is further described below in conjunction with the accompanying drawings.

[0010] like Figure 1 The structure of the heating overhead wire for railway is shown, in which the conductor is provided with multiple layers from the inside to the outside, namely, a steel core 1, a bottom insulating layer 2, a low-voltage heating alloy wire layer 3, an intermediate insulating layer 4 and a high-voltage copper alloy bare wire layer 5. Among them, the steel core 1 is used as the force-bearing material of the overhead wire to support the gravity and tension of the cable, and is preferably a high-strength steel core 1. The bottom insulating layer 2 is used to protect the steel core 1 from being charged when the low-voltage heating alloy wire 3 is energized, thereby improving the safety of the system and the safety of the operator.

[0011] The low-voltage heating alloy wire 3 is the main auxiliary heating functional material of the heating high-voltage contact network line. In the low-temperature season, by inputting low-voltage current, a temperature of 40-80°C is generated to ensure that the outer layer of high-voltage alloy wire does not freeze. The intermediate insulating layer 4 is used to protect the low-voltage heating alloy wire 3 from being affected by the high-voltage wire when it is working, so that the low-voltage heating alloy wire 3 can work normally, and the generated heat energy can be smoothly transmitted to the high-voltage copper alloy bare wire 5. This layer of material has the characteristics of anti-stretching, anti-puncture and strong durability.

[0012] The high-voltage copper alloy bare conductor 5 is the power-taking conductor of the locomotive pantograph and is also the core component of the cable. The auxiliary structure of the cable, the low-voltage heating alloy wire 3, is used to protect the conductor from freezing under special circumstances to ensure that the railway system, especially the EMU, can operate normally all year round.

[0013] Due to the heating effect of the low-voltage heating alloy wire 3, the railway locomotive can be operated normally in low-temperature icy weather and areas, avoiding traffic obstruction and economic losses.

Claims

1. A heating overhead wire structure for railways, comprising a wire, wherein the wire comprises a high-voltage copper alloy bare wire layer (5), wherein the high-voltage copper alloy bare wire layer (5) is connected to a locomotive pantograph, and wherein: The conductor is provided with a steel core (1), a bottom insulating layer (2), a low-voltage heating alloy wire layer (3), an intermediate insulating layer (4) and a high-voltage copper alloy bare wire layer (5) in sequence from the inside to the outside, and the low-voltage heating alloy wire layer (3) is used to generate a heating temperature of 40° C. to 80° C. to ensure that the surface of the high-voltage copper alloy bare wire layer (5) is not frozen.

2. The railway heating contact wire structure according to claim 1, characterized in that: It comprises a low-voltage current input end, and the low-voltage heating alloy wire layer (3) is connected to the low-voltage current input end.

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