Overhead contact rail

Abstract

The utility model relates to the technical field of contact rails, in particular to an overhead contact rail. The technical problems that at present, a rigid overhead contact system is mostly adopted for providing electric energy power for an electric passenger car in a power supply mode, the rigid overhead contact system is low in operation cost, high in reliability, easy to maintain and small in accident state failure damage range, however, the rigid overhead contact system is rapidly abraded, the service life of the overhead contact system can be greatly shortened due to serious abrasion of a pantograph net, and the operation cost is increased are solved. According to the technical scheme, the overhead contact rail comprises a contact rail body and a fastening installation assembly. The power supply system is arranged in a power supply system, an original rigid contact net power supply mode is cancelled, the overhead steel-aluminum composite rail and the cable are connected, power supply for vehicles is achieved, the current-carrying capacity and the resistance value per meter of the rigid contact net in an existing line are met in the electrical aspect, and the electrical performance of the rigid contact net is far higher than that of the rigid contact net; and under the condition of ensuring the flow rate, the good matching of the pantograph and the catenary can be promoted.

Description

Technical Field

[0001] The utility model relates to the technical field of contact rails, in particular to an overhead contact rail. Background Art

[0002] At present, urban rail transit mostly adopts the rigid overhead catenary power supply mode to provide electric energy for electric multiple units. The rigid catenary has low operation cost, high reliability, simple maintenance, and small failure damage range in accident state. However, the rigid catenary wears relatively fast, and serious pantograph-catenary wear will greatly reduce the service life of the catenary and increase the operation cost. Therefore, there is an urgent need to set up an overhead contact rail that uses an overhead steel-aluminum composite rail to replace the rigid catenary to improve the wear condition of the catenary, promote good matching between the pantograph and the catenary, improve the equipment quality, and ensure the equipment safety. Content of the Utility Model

[0003] In order to overcome the problem that at present, the rigid overhead catenary power supply mode is mostly adopted to provide electric energy for electric multiple units. The rigid catenary has low operation cost, high reliability, simple maintenance, and small failure damage range in accident state. However, the rigid catenary wears relatively fast, and serious pantograph-catenary wear will greatly reduce the service life of the catenary and increase the operation cost.

[0004] The technical solution of the utility model is: an overhead contact rail, which includes a contact rail body, an end connection component, an insulating clamping component, and a fastening installation component; end connection components are installed at both ends of the contact rail body for gradually lifting the current collection surface and ensuring that a certain length of the contact rail body and another section of the contact rail body are collinear; an insulating clamping component for anti-loosening clamping installation at the positioning position on the contact rail body is installed outside the contact rail body; a fastening installation component is installed outside the insulating clamping component.

[0005] Preferably, in the power supply system, the original rigid catenary power supply mode is cancelled, and the power supply for the vehicle is realized through the overhead steel-aluminum composite rail and cable connection. Electrically, it not only meets the current-carrying capacity and resistance per meter of the rigid catenary in the existing line, but also is much higher than the electrical performance of the rigid catenary. While ensuring the current collection, it can promote good matching between the pantograph and the catenary to avoid the replacement of the contact wire, reduce the operation and maintenance cost, improve the equipment quality, and ensure the equipment safety, fundamentally solving the problem of abnormal wear of the catenary. The pantograph-catenary wear relationship between the rigid catenary and the pantograph is the wear relationship between the arc top of the contact wire and the linear wear surface or very narrow surface of the carbon skateboard; the wear relationship between the steel-aluminum composite rail and the carbon skateboard is the wear relationship between the wide top surface of the composite rail and the wear wide surface of the carbon skateboard. Therefore, from the perspective of the wear surface, the wider friction surface between the composite rail and the carbon skateboard is not only beneficial to reducing the wear of the catenary, but also greatly improves the wear of the carbon skateboard of the pantograph, which can improve quality and efficiency and save costs.

[0006] Preferably, the contact rail body has a hollow internal structure; the contact rail body includes a track groove and a positioning point; track grooves are provided on both sides of the contact rail body; a positioning point is provided at the upper end of the contact rail body, and the positioning point can be used to achieve the effect of rapid positioning and assembly.

[0007] Preferably, the end connection assembly includes an end elbow, an installation groove, and a contact rail fishplate; arc-shaped end elbows are installed at both ends of the contact rail body; an installation groove is provided inside the end elbow, and the installation groove enables the end elbow to be quickly butt-jointed and installed.

[0008] Preferably, a contact rail fishplate for disassembling and assembling through connection bolts is installed on the outer side of the end elbow to connect the connection part of the end elbow and the contact rail body. By using the contact rail fishplate to connect the connection part of the end elbow and the contact rail body, tightening the connection bolts of the contact rail fishplate, the end elbows are installed at both ends of the contact rail body anchor section to gradually lift the current collection surface, and it is ensured that the contact rail body of a certain length and another section of the contact rail body are collinear. The contact rail bodies of the two anchor sections are connected by cables, and the contact rail body and the rigid catenary are powered synchronously, and there will be no phenomena such as arcing when the pantograph passes.

[0009] Preferably, the insulation clamping assembly includes a claw, a connecting rod, and an insulator; a claw is detachably connected to the positioning point; a connecting rod is installed at the upper end of the claw; an insulator is installed at the upper end of the connecting rod, and the claw can be stably clamped on the contact rail body.

[0010] Preferably, the fastening and installation assembly includes a channel steel, a T-shaped stud, and a fastening bolt; a channel steel is installed at the upper end of the connecting rod; threaded holes are penetrated through both ends of the channel steel, and the channel steel can play a role in stable installation.

[0011] Preferably, two groups of T-shaped studs are detachably connected to the outside of the channel steel; the two groups of T-shaped studs pass through the threaded holes and are detachably connected to the fastening bolts, and the number of fastening bolts can be adjusted accordingly according to the adjustment of the number of T-shaped studs.

[0012] The beneficial effects of the present utility model:

[0013] 1. In the power supply system, the original rigid catenary power supply method is cancelled, and the power supply for the vehicle is realized through the overhead steel-aluminum composite rail and cable connection. Electrically, it not only meets the current-carrying capacity and resistance per meter of the rigid catenary in the existing line, but also is much higher than the electrical performance of the rigid catenary. While ensuring the current collection, it can promote good pantograph-catenary matching, avoid the replacement of the contact wire, reduce the operation and maintenance cost, improve the equipment quality, and ensure the equipment safety.

[0014] 2. The wear relationship between the rigid catenary and the pantograph is the wear relationship between the top arc of the contact wire and the linear wear surface or very narrow surface of the carbon skateboard; the wear relationship between the steel-aluminum composite rail and the carbon skateboard is the wear relationship between the wide top surface of the composite rail and the wide wear surface of the carbon skateboard. Therefore, from the perspective of the wear surface, the wider friction surface between the composite rail and the carbon skateboard is not only beneficial to reducing the wear of the catenary, but also greatly improves the wear of the carbon skateboard of the pantograph. Improving the abnormal wear of the pantograph-catenary in this form is a first in the industry and fundamentally solves the problem of abnormal wear of the catenary;

[0015] 3. This overhead contact rail can improve quality and efficiency and save costs. Calculated based on the replacement cycle and quantity of the contact wire on a certain line in a certain city, it is estimated that 20.48 million yuan can be saved for this line within 20 years. By replacing the rigid catenary with the form of overhead contact rail, the purpose of cost reduction and efficiency improvement is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 The three-dimensional structure diagram of the contact rail of the present utility model is shown;

[0017] Figure 2 The structure diagram of the contact rail body of the contact rail of the present utility model is shown;

[0018] Figure 3 The split structure diagram of the channel steel of the contact rail of the present utility model is shown;

[0019] Figure 4 The installation structure diagram of the channel steel of the contact rail of the present utility model is shown.

[0020] Description of the reference numerals: 1. Contact rail body; 2. End connection assembly; 3. Insulating clamping assembly; 4. Fastening installation assembly; 101. Rail groove; 102. Positioning point; 201. End elbow; 202. Installation groove; 203. Contact rail fishplate; 301. Claw; 302. Connecting rod; 303. Insulator; 401. Channel steel; 402. T-shaped stud; 403. Fastening bolt. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0021] The present utility model will be further described below with reference to the drawings and embodiments.

[0022] Please refer to Figure 1, the present utility model provides an embodiment: an overhead contact rail, which includes a contact rail body 1, an end connection assembly 2, an insulating clamping assembly 3, and a fastening installation assembly 4; both ends of the contact rail body 1 are installed with an end connection assembly 2 for gradually lifting the current collection surface and ensuring that a certain length of the contact rail body 1 and another section of the contact rail body 1 are collinear; the outside of the contact rail body 1 is installed with an insulating clamping assembly 3 for anti-loosening clamping installation at the positioning position on the contact rail body 1; the outside of the insulating clamping assembly 3 is installed with a fastening installation assembly 4. In the power supply system, the original rigid catenary power supply method is cancelled, and power supply for the vehicle is achieved through an overhead steel-aluminum composite rail and cable connection. Electrically, it not only meets the current-carrying capacity and resistance per meter of the rigid catenary in the existing line, but also far exceeds the electrical performance of the rigid catenary. While ensuring the current collection, it can promote good pantograph-catenary matching to avoid the replacement of the contact wire, reduce operation and maintenance costs, improve equipment quality, ensure equipment safety, and fundamentally solve the problem of abnormal wear of the catenary. The wear relationship between the rigid catenary and the pantograph is the wear relationship between the arc top of the contact wire and the linear wear surface or very narrow surface of the carbon skateboard; the wear relationship between the steel-aluminum composite rail and the carbon skateboard is the wear relationship between the wide top surface of the composite rail and the wear wide surface of the carbon skateboard. Therefore, from the perspective of the wear surface, the wider friction surface between the composite rail and the carbon skateboard is not only beneficial to reducing the wear of the catenary, but also greatly improves the wear of the carbon skateboard of the pantograph, which can improve quality and efficiency and save costs. The contact rail body 1 is an internal hollow structure; the contact rail body 1 includes a track groove 101 and a positioning point 102; both sides of the contact rail body 1 are provided with track grooves 101; the upper end of the contact rail body 1 is provided with a positioning point 102, and the positioning point 102 can be used to achieve the effect of rapid positioning and assembly. The end connection assembly 2 includes an end elbow 201, an installation groove 202, and a contact rail fishplate 203; both ends of the contact rail body 1 are installed with arc-shaped end elbows 201; the inside of the end elbow 201 is provided with an installation groove 202, which enables the end elbow 201 to be quickly butt-jointed and installed. The outside of the end elbow 201 is installed with a contact rail fishplate 203 for disassembly and assembly through connection bolts to connect the connection between the end elbow 201 and the contact rail body 1. The connection between the end elbow 201 and the contact rail body 1 is connected by the contact rail fishplate 203, and the connection bolts of the contact rail fishplate 203 are tightened. The end elbows 201 are installed at both ends of the catenary section of the contact rail body 1 to gradually lift the current collection surface and ensure that a certain length of the contact rail body 1 and another section of the contact rail body 1 are collinear. The contact rail bodies 1 of the two catenary sections are connected by cables, and the contact rail body 1 and the rigid catenary are powered synchronously. When the pantograph passes through, there will be no phenomena such as arcing and sparking.

[0023] Please refer to Figures 2 - 4, in this embodiment, the insulating clamping assembly 3 includes a claw 301, a connecting rod 302, and an insulator 303; the claw 301 is detachably connected to the positioning point 102; the connecting rod 302 is installed at the upper end of the claw 301; the insulator 303 is installed at the upper end of the connecting rod 302. The claw 301 can be stably clamped on the contact rail body 1. The fastening installation assembly 4 includes a channel steel 401, a T-shaped stud 402, and a fastening bolt 403; the channel steel 401 is installed at the upper end of the connecting rod 302; threaded holes are penetrated through both ends of the channel steel 401. The channel steel 401 can play a role in stable installation. Two groups of T-shaped studs 402 are detachably connected to the outside of the channel steel 401; the two groups of T-shaped studs 402 pass through the threaded holes and are detachably connected to the fastening bolt 403. The number of fastening bolts 403 can be adjusted accordingly according to the adjustment of the number of T-shaped studs 402. The channel steel 401 is 8# channel steel.

[0024] During installation, first refer to the measured values and process the added contact rail body 1. Before construction, prefabricate the contact rail body 1 and the end elbows 201 at both ends according to the measured length, and complete the prefabrication and meet the replacement standard;

[0025] Then lift the prefabricated contact rail body 1 to the ladder car operation platform, install the prefabricated contact rail body 1, and strictly construct according to the installation technical standards. Check whether the parts are complete according to the product schematic diagram; check whether the parts have quality defects or deformations that affect use; whether the cooperation between the fasteners is flexible;

[0026] Use the contact rail fishplate 203 to connect the joint of the end elbow 201 and the contact rail body 1, tighten the connection bolts of the contact rail fishplate 203, install the end elbows 201 at both ends of the contact rail body 1 anchor section to gradually lift the current collection surface, and ensure that a certain length of the contact rail body 1 and another section of the contact rail body 1 are collinear. Connect the contact rail bodies 1 of the two anchor sections through cables, and supply power to the contact rail body 1 and the rigid catenary synchronously. When the pantograph passes, there will be no phenomena such as arcing and sparking;

[0027] After the operation is completed, the personnel of the first and second groups of the ladder car check the straightness of the contact rail body 1, whether it is completely in the claw 301, measure the remaining thickness of the stainless steel with a thickness gauge, record the data, tighten the T-shaped stud 402 and the fastening bolt 403 with a torque wrench, and the personnel drawing the anti-loosening line count the tools to ensure that all personnel, tools and materials are evacuated.

[0028] Through the above steps, the overhead steel-aluminum composite rail and cable connection are set up to achieve power supply for the vehicle. Electrically, it not only meets the current-carrying capacity and resistance per meter of the rigid catenary in the existing line, but also far exceeds the electrical performance of the rigid catenary. While ensuring the current-taking capacity, it can promote good matching between the pantograph and the catenary to avoid the replacement of the contact wire, reduce the operation and maintenance costs, improve the equipment quality, ensure the equipment safety, and fundamentally solve the problem of abnormal wear of the catenary. The wear relationship between the rigid catenary and the pantograph is the wear relationship between the arc top of the contact wire and the linear wear surface or very narrow surface of the carbon skateboard; the wear relationship between the steel-aluminum composite rail and the carbon skateboard is the wear relationship between the wide top surface of the composite rail and the wear wide surface of the carbon skateboard. Therefore, from the perspective of the wear surface, the wider friction surface between the composite rail and the carbon skateboard is not only beneficial to reducing the wear of the catenary, but also greatly improves the wear of the carbon skateboard of the pantograph, which can improve quality and efficiency and save costs.

[0029] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the purpose of the present invention.

Claims

1. An overhead contact rail, comprising a contact rail body (1); characterized in that: The invention also comprises an end connection component (2), an insulating clamping component (3), and a fastening and installation component (4); both ends of the contact rail body (1) are installed with an end connection component (2) for gradually lifting the current receiving surface and ensuring that a certain length of the contact rail body (1) and another section of the contact rail body (1) are in line; an insulating clamping component (3) for anti-loosening clamping installation at a positioning position on the contact rail body (1) is installed on the outside of the contact rail body (1); and a fastening and installation component (4) is installed on the outside of the insulating clamping component (3).

2. An overhead contact rail according to claim 1, characterized in that: The contact rail body (1) is an internal hollow structure; the contact rail body (1) comprises a track groove (101) and a positioning point (102); track grooves (101) are provided on both sides of the contact rail body (1); and the positioning point (102) is provided at the upper end of the contact rail body (1).

3. An overhead contact rail according to claim 1, characterized in that: The end connection assembly (2) comprises an end elbow (201), a mounting groove (202) and a contact rail fishtail plate (203); arc-shaped end elbows (201) are mounted on both ends of the contact rail body (1); and a mounting groove (202) is provided inside the end elbow (201).

4. An overhead contact rail according to claim 3, characterized in that: A contact rail fishplate (203) is installed on the outside of the end elbow (201) and is used to connect the end elbow (201) and the contact rail body (1) by means of connecting bolts.

5. The overhead contact rail according to claim 2, characterized in that: The insulating clamping assembly (3) comprises a clamping claw (301), a connecting rod (302) and an insulator (303); the clamping claw (301) is detachably connected to the positioning point (102); the connecting rod (302) is installed on the upper end of the clamping claw (301); and the insulator (303) is installed on the upper end of the connecting rod (302).

6. An overhead contact rail according to claim 5, characterized in that: The fastening and mounting assembly (4) comprises a channel steel (401), a T-shaped stud (402) and a fastening bolt (403); the channel steel (401) is mounted on the upper end of the connecting rod (302); and threaded holes are provided through both ends of the channel steel (401).

7. An overhead contact rail according to claim 6, characterized in that: Two groups of T-shaped studs (402) are detachably connected to the outer side of the channel steel (401); the two groups of T-shaped studs (402) are detachably connected to fastening bolts (403) passing through threaded holes.

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