Contact rail intermediate joint and rail system

Abstract

The utility model discloses a contact rail intermediate joint and a rail system, and the contact rail intermediate joint comprises two inner plates which are respectively embedded into inner grooves of two adjacent contact rails; the outer plate is arranged on one side, far away from the working surface of the contact rail, of the inner plate; the adjusting plate is arranged between the contact rail and the outer plate, the surface, making contact with the outer plate, of the adjusting plate is an inclined plane, and the thickness of the section of the adjusting plate is gradually increased in the extending direction of the contact rail; and the number of the locking assemblies is at least two, and the locking assemblies are used for fixing the outer plate, the adjusting plate and the inner plate. According to the contact rail intermediate joint and the rail system, compared with the prior art, the working faces of the adjacent contact rails can be in smooth butt joint, the impact effect generated when a rail vehicle runs is reduced, and the service life of the contact rails and the service life of the collector shoes are prolonged.

Description

Technical Field

[0001] The present application relates to the technical field of magnetic levitation contact rails, and more specifically, to a contact rail intermediate joint and a track system. Background Art

[0002] With the development of urban rail transit, rail transit modes such as maglev, straddle monorail, and skytrain have been gradually promoted, and contact rails have been widely used as the main form of power supply system.

[0003] Current contact rail joints primarily utilize inner and outer clamping plates, which are bolted to the contact rails to secure adjacent contact rails. However, during the actual production, processing, and assembly process, due to inherent defects in the contact rails, such as machining tolerances and installation errors, these errors accumulate on the working surface of the contact rail, creating a visible height difference. This cutting effect, caused by the high-speed sliding of the current shoe across the joint, exacerbates shoe wear, increases operating costs, and in severe cases, can cause offline shoe-rail ablation, shortening the service life of the contact rail.

[0004] Therefore, there is an urgent need for a contact rail intermediate joint and a rail system that can achieve smooth docking of the working surfaces of adjacent contact rails, reduce the impact during the operation of rail vehicles, and increase the service life of the contact rails and the current receiving shoes. Utility Model Content

[0005] In order to solve the above technical problems, the present application provides a contact rail intermediate joint and a rail system, which can achieve smooth docking of the working surfaces of adjacent contact rails, reduce the impact during the operation of rail vehicles, and improve the service life of the contact rails and the current receiving shoes.

[0006] The technical solutions provided in this application are as follows:

[0007] A contact rail intermediate joint, comprising:

[0008] Inner plates, two of the inner plates are respectively embedded in the inner grooves of two adjacent contact rails;

[0009] an outer plate, arranged on a side of the inner plate away from a working surface of the contact rail;

[0010] an adjustment plate, the adjustment plate being arranged between the contact rail and the outer plate, the surface of the adjustment plate in contact with the outer plate being an inclined surface, and the cross-sectional thickness of the adjustment plate gradually increasing along the extending direction of the contact rail;

[0011] A locking assembly, wherein at least two groups of the locking assembly are provided, and the locking assembly is used to fix the outer plate, the adjustment plate and the inner plate.

[0012] Preferably, the locking assembly comprises:

[0013] a threaded hole provided on the inner plate;

[0014] a mounting hole provided on the outer panel;

[0015] An adjustment slot is provided on the adjustment plate, wherein the adjustment slot extends along the length direction of the contact rail;

[0016] A locking screw passes through the mounting hole and the adjusting slot and is threadedly connected to the threaded hole.

[0017] Preferably, it also includes:

[0018] Anti-slip grooves are provided on the first and second planes of the adjustment plate; wherein,

[0019] The first plane is specifically a surface where the adjustment plate contacts the outer plate, and the second plane is specifically a surface where the adjustment plate contacts the contact rail.

[0020] Preferably, the anti-slip groove extends in a direction perpendicular to the length direction of the contact rail, and a plurality of anti-slip grooves are arranged at intervals along the length direction of the contact rail.

[0021] Preferably, the cross-sectional shape of the anti-slip groove is a U-shaped groove or a V-shaped groove.

[0022] Preferably, the outer plate comprises a plane section, an inclined section and an adjustment section arranged in sequence; wherein,

[0023] The inclined surface section is fitted with the adjustment plate, and the adjustment section is arranged between the plane section and the inclined surface section. The adjustment section is arranged parallel to the working surface of the contact rail. The cross-sectional thickness of the adjustment section is smaller than the cross-sectional thickness of the plane section and larger than the cross-sectional thickness of the inclined surface section. The cross-sectional thickness of the inclined surface section gradually decreases along the direction from the plane section to the adjustment section.

[0024] Preferably, it also includes:

[0025] A marking waistline is provided in the middle of the outer panel, and an extending direction of the marking waistline is perpendicular to the length direction of the contact rail.

[0026] Preferably, the alignment waistline is provided between the plane segment and the adjustment segment, and the sum of the lengths of the adjustment segment and the inclined segment is equal to the length of the plane segment.

[0027] A track system, characterized by comprising the contact rail intermediate joint described above.

[0028] The utility model provides a contact rail intermediate joint for connecting two adjacent contact rails. First, due to the provision of an inner plate, an outer plate, an adjustment plate, and a locking assembly, the two inner plates are respectively embedded in the inner grooves of adjacent contact rails, the outer plate is arranged on the side of the inner plate away from the working surface of the contact rail, the adjustment plate is arranged between the inner and outer plates, the surface of the adjustment plate in contact with the outer plate is specifically an inclined surface, the side of the adjustment plate away from the outer plate contacts the bottom of the contact rail, the cross-sectional thickness of the adjustment plate gradually increases along the direction of extension of the contact rail, and the cross-sectional thickness of the surface of the outer plate in contact with the adjustment plate gradually decreases, and the locking assembly is used to fix the outer plate, the adjustment plate, and the inner plate. The locking assembly is provided in two groups and is respectively connected to the inner plates of adjacent contact rails. By moving the adjustment plate along the length direction of the contact rail, the cross-sectional thickness of the adjustment plate is adjusted to compensate for the height difference between the working surfaces of adjacent contact rails, thereby ensuring a smooth butt connection between the working surfaces of adjacent contact rails. It can be seen that compared with the prior art, the contact rail intermediate joint in the embodiment of the utility model can achieve smooth docking of the working surfaces of adjacent contact rails, reduce the impact during the operation of the rail vehicle, and improve the service life of the contact rail and the current shoe.

[0029] Furthermore, the utility model also provides a rail system, including the above-mentioned contact rail intermediate joint, which can also achieve smooth docking of the working surfaces of adjacent contact rails, reduce the impact during the operation of the rail vehicle, and improve the service life of the contact rail and the power shoe. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0031] Figure 1 This is a structural diagram of a contact rail intermediate joint in the prior art;

[0032] Figure 2 for Figure 1 A partial enlarged view of point A in the middle;

[0033] Figure 3 This is a structural diagram of a contact rail intermediate joint in an embodiment of the present utility model;

[0034] Figure 4 This is a schematic diagram of an exploded structure of the contact rail intermediate joint in an embodiment of the present utility model;

[0035] Figure 5 for Figure 3 A structural schematic diagram of a front view of

[0036] Figure 6 for Figure 5 A schematic cross-sectional view of AA;

[0037] Figure 7 A structural diagram of an adjustment plate;

[0038] Figure 8 for Figure 7 A structural schematic diagram of a top view of FIG.

[0039] Figure 9 for Figure 8 A partial enlarged view of point B in the middle;

[0040] Figure 10 A structural diagram of the outer plate.

[0041] Prior art reference numerals: 02, outer splint; 03, fastening bolt; 04, existing contact rail; 05, working surface of existing contact rail;

[0042] The accompanying drawings of this application are as follows: 1. inner plate; 2. contact rail; 3. outer plate; 4. adjustment plate; 6. anti-slip groove; 21. first contact rail; 22. second contact rail; 31. plane section; 32. inclined section; 33. adjustment section; 34. alignment waistline; 41. first plane; 42. second plane; 51. threaded hole; 52. mounting hole; 53. adjustment groove; 54. locking screw; 55. flat washer; 56. elastic washer; 7. working surface. DETAILED DESCRIPTION

[0043] In order to help those skilled in the art better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making any creative efforts shall fall within the scope of protection of this application.

[0044] It should be noted that when an element is referred to as being “fixed on” or “set on” another element, it can be directly on the other element or indirectly set on the other element; when an element is referred to as being “connected to” another element, it can be directly connected to the other element or indirectly connected to the other element.

[0045] It should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0046] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. Throughout the description of this application, "plurality" or "several" means two or more, unless otherwise specifically defined.

[0047] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the conditions under which this application can be implemented. Therefore, they have no substantive technical significance. Any structural modification, change in proportional relationship or adjustment of size should still fall within the scope of the technical content disclosed in this application without affecting the efficacy and purpose that can be achieved by this application.

[0048] The embodiments of the present invention are written in a progressive manner.

[0049] like Figures 3 to 10 As shown, an embodiment of the present invention provides an intermediate joint of a contact rail, comprising: an inner plate 1, wherein two inner plates 1 are respectively embedded in the inner grooves of adjacent contact rails 2; an outer plate 3, which is arranged on the side of the inner plate 1 away from the working surface 7 of the contact rail 2; an adjustment plate 4 arranged between the contact rail 2 and the outer plate 3, wherein the surface of the adjustment plate 4 in contact with the outer plate 3 is an inclined surface, and along the extension direction of the contact rail 2, the cross-sectional thickness of the adjustment plate 4 gradually increases, and the cross-sectional thickness of the surface of the outer plate 3 in contact with the inclined surface gradually decreases; a locking assembly, wherein at least two groups of locking assemblies are provided, and the locking assembly is used to fix the outer plate 3, the adjustment plate 4 and the inner plate 1.

[0050] In the field of maglev transportation, a contact rail system is often used to provide vehicle driving power, with the current collected by the current collecting shoe. The contact rail system is a rigid suspension structure composed of countless sections of contact rail hard-connected by connectors to maintain the continuity of the contact rail along the line direction. At the same time, to ensure stable current collection by the current collecting shoe of the maglev vehicle under high-speed coupling conditions, the height difference of the current collecting surface of the contact rail intermediate joint must not exceed 0.1mm. However, during the actual production, processing, construction and assembly process, due to the tolerances of the contact rail components, installation errors, and the lack of adjustable margin in the existing connecting splint, all these errors accumulate on the contact rail working surface, forming a visible height difference. When the current collecting shoe slides across the joint at high speed, a cutting effect is generated, which increases the wear of the current collecting shoe, increases operating costs, and in severe cases, causes the shoe rail to burn offline, shortening the service life of the contact rail.

[0051] The contact rail system is the only device that has mechanical contact with the maglev vehicle. The inherent height difference of the middle joint of the contact rail causes the maglev train to be subjected to continuous impact when traveling at high speed. The carbon slide plate of the receiving shoe is prone to impact cracks, abnormal mechanical wear and even the risk of shoe collision, which has a great impact on the life of the contact rail body and the receiving shoe.

[0052] Please Figure 1 and Figure 2 As shown, the conventional joint includes an inner clamping plate (not shown in the drawings), an outer clamping plate 02, and a fastening bolt 03. Two inner clamping plates are provided, each positioned within the inner groove of an adjacent existing contact rail 04. The outer clamping plate 02 is positioned at the base of the existing contact rail 04. The inner and outer clamping plates 02 are secured together by fastening bolts 03, thereby securing the adjacent existing contact rail 04. However, due to inherent defects in the existing contact rail 04, such as machining tolerances and installation errors, these errors accumulate on the working surface 05 of the existing contact rail, resulting in a visible height difference h. When the current shoe slides at high speed across the working surface of the existing contact rail to the joint location, a cutting effect occurs, exacerbating shoe wear and increasing operating costs. In severe cases, this can cause offline shoe rail ablation, shortening the service life of the existing contact rail 04. At present, physical height differences are often polished manually, which is time-consuming and labor-intensive to install and adjust, with low efficiency, long time consumption, and poor precision control. Manual polishing is also prone to causing irreversible damage such as secondary depressions and hard spots at the joints, which affects the power supply quality and the stable current intake of the maglev train.

[0053] In order to solve the above problems, Figures 3 to 10As shown, the present invention provides a contact rail intermediate joint for connecting two adjacent contact rails. First, it is provided with an inner plate 1, an outer plate 3, an adjustment plate 4, and a locking assembly. The two inner plates 1 are respectively embedded in the inner grooves of adjacent contact rails 2. The outer plate 3 is arranged on the side of the inner plate 1 away from the working surface 7 of the contact rail 2. The adjustment plate 4 is arranged between the inner plate 1 and the outer plate 3. The surface of the adjustment plate 4 contacting the outer plate 3 is specifically an inclined surface. The side of the adjustment plate 4 away from the outer plate 3 contacts the bottom of the contact rail 2. The cross-sectional thickness of the adjustment plate 4 increases along the extension direction of the contact rail 2, and the cross-sectional thickness of the outer plate 3 at the contact position of the adjustment plate 4 gradually decreases. The locking assembly is used to fix the outer plate 3, the adjustment plate 4, and the inner plate 1. Two sets of locking assemblies are provided, and each is connected to the inner plate 1 of the adjacent contact rail 2. By moving the adjustment plate 4 along the length direction of the contact rail 2, the cross-sectional thickness of the adjustment plate 4 is adjusted to compensate for the height difference of the working surface 7 of the adjacent contact rails 2, thereby ensuring a smooth connection between the working surfaces 7 of the adjacent contact rails 2. It can be seen that compared with the prior art, the intermediate joint of the contact rail 2 in the embodiment of the utility model can achieve smooth docking of the working surfaces 7 of adjacent contact rails 2, reduce the impact during the operation of the rail vehicle, and improve the service life of the contact rail and the current shoe.

[0054] Furthermore, in the above structure, as one of the embodiments, the cross-sectional shape of the inner plate 1 in the embodiment of the utility model is adapted to the cross-sectional shape of the inner groove of the contact rail, the inner plate 1 is embedded in the inner groove of the contact rail, and can slide along the length direction of the contact rail.

[0055] Furthermore, as one embodiment, the adjustment plate 4 is specifically a wedge-shaped structure, the surface of the adjustment plate 4 contacting the bottom of the contact rail is specifically a plane surface, and the surface of the adjustment plate 4 contacting the outer plate 3 is specifically an inclined surface.

[0056] Furthermore, to further stabilize the connection between adjacent contact rails, as one embodiment, multiple locking assemblies are arranged in an array along the length and width of the contact rails. More specifically, in this embodiment, two sets of locking assemblies are provided along the width of the contact rails, and six locking assemblies are provided along the length of the contact rails. These assemblies are symmetrically arranged along the centerline of the outer panel 3, where the centerline of the outer panel 3 is perpendicular to the length of the contact rails.

[0057] In the above structure, as one of the embodiments, the locking assembly in the embodiment of the present invention includes a threaded hole 51, a mounting hole 52, an adjustment slot 53 and a locking screw 54, wherein the threaded hole 51 is provided on the inner plate 1, the mounting hole 52 is provided on the outer plate 3, the adjustment slot 53 is provided on the adjustment plate 4, and the adjustment slot 53 extends along the length direction of the contact rail, and the locking screw 54 passes through the mounting hole 52 on the outer plate 3 and the adjustment slot 53 on the adjustment plate 4, and the locking screw 54 is threadedly connected to the threaded hole 51, thereby achieving fixation between two adjacent contact rails. When there is a height difference between two adjacent contact rails, the adjustment plate 4 is moved along the length direction of the contact rail so that the height between the two adjacent contact rails reaches a preset range, and then the outer plate 3, the adjustment plate 4 and the inner plate 1 are fixed by the locking screw 54. In this way, the working surfaces 7 of the adjacent contact rails can be smoothly docked, thereby reducing the impact during the operation of the rail vehicle and improving the service life of the contact rail and the power shoe.

[0058] Furthermore, as one embodiment, the locking assembly in the embodiment of the present invention includes a flat washer 55 and an elastic washer 56. The flat washer 55 is disposed on the side of the outer panel 3 away from the adjustment plate 4, and the elastic washer 56 is disposed on the side of the flat washer 55 away from the outer panel 3. The locking bolt passes through the elastic washer 56, the flat washer 55, the outer panel 3, and the adjustment plate 4 in sequence to be fixedly connected to the inner panel 1. Due to the provision of the flat washer 55 and the elastic washer 56, the tightening effect of the locking bolt is better.

[0059] In the above structure, the adjustment groove 53 in the embodiment of the present utility model is specifically a strip-shaped barrel groove.

[0060] Furthermore, as one embodiment, the intermediate joint of the contact rail in the embodiment of the present invention further includes an anti-skid groove 6, which is provided on the first plane 41 and the second plane 42 of the adjustment plate 4. The first plane 41 is specifically the surface of the adjustment plate 4 in contact with the outer plate 3, and the second plane 42 is specifically the surface of the adjustment plate 4 in contact with the bottom of the contact rail. By providing the anti-skid groove 6 on the first plane 41 and the second plane 42 of the adjustment plate 4, the friction between the adjustment plate 4 and the outer plate 3 and between the adjustment plate 4 and the contact rail is increased, thereby preventing the adjustment plate 4 from moving, and improving reliability.

[0061] Furthermore, as one of the embodiments, the anti-slip groove 6 in the embodiment of the utility model extends in a direction perpendicular to the length direction of the contact rail, and multiple anti-slip grooves 6 are arranged at intervals along the length direction of the contact rail, thereby increasing the friction between the adjustment plate 4 and the contact rail and the outer plate 3, and preventing the adjustment plate 4 from moving between the contact rail and the outer plate 3.

[0062] Furthermore, the anti-skid groove 6 in this embodiment is specifically a V-shaped groove or a U-shaped groove. More specifically, the anti-skid groove 6 in this embodiment is preferably a V-shaped groove, and the length of the V-shaped groove in this embodiment is 100 mm, the width of the notch of the V-shaped groove is 1 mm, and the notch height of the V-shaped groove is 0.5 mm.

[0063] In the above structure, as one embodiment, the outer panel 3 of the present invention includes a planar section 31, an inclined section 32, and an adjustment section 33, which are sequentially arranged. The inclined section 32 mates with the inclined surface of the adjustment plate 4, the planar section 31 mates with the bottom of the first contact rail 21, and the adjustment section 33 is disposed between the planar section 31 and the inclined section 32. The adjustment section 33 is parallel to the working surface 7 of the contact rail. The cross-sectional thickness of the adjustment section 33 is less than that of the planar section 31, and greater than that of the inclined section 32. The cross-sectional thickness of the inclined section 32 decreases along the direction from the planar section 31 to the adjustment section 33. Thus, the planar section 31 of the outer panel 3 mates with the bottom of the first contact rail 21, the inclined section 32 of the outer panel 3 contacts the adjustment plate 4, and the side of the adjustment plate 4 away from the outer panel 3 mates with the bottom of the second contact rail 22. Thus, by moving the adjustment plate 4, the height difference between the working surfaces 7 of the first and second contact rails 21 and 22 can be adjusted.

[0064] More specifically, the inclined surface of the adjustment plate 4 in this embodiment of the present invention has an inclination angle of 3°. The cross-sectional thickness of the large end of the adjustment plate 4 is 10 mm, and the cross-sectional thickness of the small end of the adjustment plate 4 is 1.65 mm. The cross-sectional thickness of the adjustment section 33 in this embodiment of the present invention is 0.5 mm less than that of the planar section 31, and the adjustment section 33 is arranged parallel to the working surface 7 of the contact rail.

[0065] In the above structure, as one specific embodiment, the contact rail joint in the embodiment of the present invention further includes an alignment line 34, wherein the alignment line 34 is provided in the middle of the outer panel 3 and extends perpendicularly to the length of the contact rail. When the outer panel 3 is installed, the alignment line 34 is aligned with the contact surface of the first contact rail 21 and the second contact rail 22. The alignment line 34 is provided at the top and bottom of the outer panel 3, which facilitates installation.

[0066] Furthermore, as one implementation method, the length of the marking waistline 34 in the embodiment of the present invention is 25 mm, the width of the marking waistline 34 is 1 mm, and the height of the marking waistline 34 is 0.5 mm.

[0067] In the above structure, as one embodiment, the marking waistline 34 in the embodiment of the utility model is set between the plane section 31 and the adjustment section 33, and the sum of the lengths of the adjustment section 33 and the inclined section 32 is equal to the length of the plane section 31.

[0068] Furthermore, the outer plate 3, the inner plate 1 and the adjustment plate 4 in the embodiment of the present invention are all made of aluminum alloy.

[0069] Furthermore, the outer plate 3, the inner plate 1 and the adjustment plate 4 in the embodiment of the present invention are all treated by metal sandblasting. Sandblasting increases the surface roughness of the substrate, thereby improving the mechanical properties of the workpiece surface and enhancing the fatigue resistance of the workpiece.

[0070] A rail system comprising any of the above-mentioned contact rail intermediate joints, the contact rail intermediate joint is used to connect two adjacent contact rails, and can also achieve smooth docking of the working surfaces of adjacent contact rails, reducing the impact of rail vehicles during operation and extending the service life of the contact rails and the current receiving shoes

[0071] The above description of the disclosed embodiments will enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A contact rail intermediate joint, characterized in that: include: Inner plates (1), two inner plates (1) are respectively embedded in the inner grooves of two adjacent contact rails; An outer plate (3) is arranged on a side of the inner plate (1) away from the working surface of the contact rail; an adjustment plate (4), the adjustment plate (4) being arranged between the contact rail and the outer plate (3), the surface of the adjustment plate (4) in contact with the outer plate (3) being an inclined surface, and the cross-sectional thickness of the adjustment plate (4) gradually increasing along the direction in which the contact rail extends; A locking assembly, wherein at least two groups of the locking assembly are provided, and the locking assembly is used to fix the outer plate (3), the adjustment plate (4) and the inner plate (1).

2. The contact rail intermediate joint according to claim 1, characterized in that: The locking assembly comprises: A threaded hole (51) provided on the inner plate (1); A mounting hole (52) provided on the outer plate (3); an adjustment slot (53) provided on the adjustment plate (4), the adjustment slot (53) extending along the length direction of the contact rail; A locking screw (54) passes through the mounting hole (52) and the adjustment slot (53) and is threadedly connected to the threaded hole (51).

3. The contact rail intermediate joint according to claim 1, characterized in that: Also includes: Anti-slip grooves (6) are provided on the first plane (41) and the second plane (42) of the adjustment plate (4); wherein, The first plane (41) is specifically the surface where the adjustment plate (4) contacts the outer plate (3), and the second plane (42) is specifically the surface where the adjustment plate (4) contacts the contact rail.

4. The contact rail intermediate joint according to claim 3, characterized in that: The anti-slip groove (6) extends in a direction perpendicular to the length direction of the contact rail, and a plurality of anti-slip grooves (6) are arranged at intervals along the length direction of the contact rail.

5. The contact rail intermediate joint according to claim 4, characterized in that: The cross-sectional shape of the anti-slip groove (6) is specifically a U-shaped groove or a V-shaped groove.

6. The busbar intermediate joint according to any one of claims 1 to 5, characterized in that: The outer plate (3) comprises a plane section (31), an inclined section (32) and an adjustment section (33) which are arranged in sequence; wherein, The inclined surface section (32) is fitted with the adjustment plate (4); the adjustment section (33) is arranged between the plane section (31) and the inclined surface section (32); the adjustment section (33) is arranged parallel to the working surface of the contact rail; the cross-sectional thickness of the adjustment section (33) is smaller than the cross-sectional thickness of the plane section (31) and larger than the cross-sectional thickness of the inclined surface section (32); and the cross-sectional thickness of the inclined surface section (32) gradually decreases in a direction from the plane section (31) to the adjustment section (33).

7. The contact rail intermediate joint according to claim 6, characterized in that: Also includes: A marking waistline (34) is provided in the middle of the outer plate (3), and the extending direction of the marking waistline (34) is perpendicular to the length direction of the contact rail.

8. The contact rail intermediate joint according to claim 7, characterized in that: The alignment waistline (34) is arranged between the plane section (31) and the adjustment section (33), and the sum of the lengths of the adjustment section (33) and the inclined section (32) is equal to the length of the plane section (31).

9. A track system, characterized in that: The utility model comprises the contact rail intermediate joint according to any one of claims 1 to 8.

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