Rigid-flexible composite contact net system suitable for electrified road
By adopting a rigid-flexible composite contact network system on electrified highways, utilizing columns and beams for support, and combining aluminum alloy profiles and stainless steel materials, the problems of high construction and maintenance costs, small contact area and high wear, small minimum curve radius and insufficient current carrying capacity of the contact network on electrified highways have been solved, achieving low-temperature and high-temperature adaptability and efficient power supply.
Patent Information
- Application Number
- CN202520447264.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-13
- Publication Date
- 2025-12-26
- Estimated Expiration
- 2035-03-13
AI Technical Summary
Existing rail transit overhead contact system solutions in electrified highways suffer from problems such as high construction and maintenance costs, small contact area and high wear, small minimum curve radius, excessive performance margin and insufficient current carrying capacity.
A rigid-flexible composite contact network system suitable for electrified highways is adopted, including columns, beams, suspension system and contact rail assembly with rigid structure. The load is supported by columns and beams. The busbars and current-collecting rails are made of aluminum alloy profiles and stainless steel materials. The system combines expansion joints and fixed joints to achieve adaptive installation to adapt to temperature changes. Curve support cables are added in small curve sections to reduce construction costs.
It achieves the self-adaptability of contact rail assembly length shrinking at low temperatures and thermal expansion at high temperatures, reducing construction costs and difficulty, improving the wear resistance and current carrying capacity of the contact surface, reducing maintenance requirements, and adapting to the high traffic density requirements of electrified highways.
Smart Images
Figure CN223720708U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to the technical field of highway transportation, and specifically relates to a rigid-flexible composite catenary system suitable for electrified highways. BACKGROUND
[0002] With the development of new energy and green low-carbon energy-saving technology, electrified highways, as a green low-carbon and low-cost transportation mode, have become an important technical development trend for highway freight lines. At present, the electrified highway test lines that have been implemented in China have a broad application prospect in the future. Based on the comprehensive consideration of economy and actual transportation operations, the mode of using small vehicle-mounted power batteries to operate off the network and using DC 1500V overhead catenary (positive and negative poles) to supply power at the top of the catenary for driving has become the mainstream technical solution for electrified highways.
[0003] Rail transit catenary mainly has two modes of flexible catenary and rigid catenary. Generally, flexible catenary is used for ground lines, and rigid catenary is used for subway lines in tunnels. Electrified highways run on the ground, and the catenary uses the flexible catenary solution for rail transit. The flexible catenary wire is a copper alloy conductor, and a post is erected about 50m along the line; the rigid catenary uses an aluminum alloy profile as a busbar, and a copper alloy conductor is embedded at the bottom of the profile for current collection. To adapt to the limited cross-sectional size of the tunnel, about 8-10m is provided with a suspension point. The structure of the flexible and rigid catenary is shown in Figure 1 . The flexible catenary has low construction and maintenance costs and requires a large vertical space for construction. At the same time, the flexible catenary uses wire current collection and current carrying. The rigid catenary has high construction and maintenance costs and requires a small vertical space for construction. It uses a busbar for current carrying and a lower wire for current collection. In the rail transit industry, flexible catenary is generally used for ground lines, and rigid catenary is generally used for tunnel lines, which can reduce the cross-sectional size of the tunnel and construction costs.
[0004] Due to the great difference between electrified highways and rail transit, directly applying the catenary solution in the rail transit industry to electrified highways has many inadaptations.
[0005] (1) The existing catenary solution has high construction and maintenance costs
[0006] In the existing catenary solution for rail transit, in order to reduce the weight of the catenary, the contact wire uses expensive copper alloy conductors, resulting in high overall construction costs. In the flexible catenary, the wire is a through line along the entire line (about 1km per contact wire span), which is affected by temperature expansion and contraction and accumulates. It needs to adjust the tension, smoothness, wear and tear of the suspension cable in summer and winter, which has a large amount of maintenance work and high maintenance costs. The rigid catenary has many wire clamps, and the maintenance workload of the wire clamps and sizes is large.
[0007] In addition, the flexible catenary single wire has a large resistivity, and the line loss is large during power supply, and the use cost is high. If the technical solution of rail transit is directly used, the construction and use cost will be high.
[0008] (2) Small current collection contact area and large abrasion
[0009] Whether the rigid catenary or the flexible catenary, the current collection wire is a copper alloy wire with a small cross-sectional area, and when the pantograph is current collected, the contact area is small and the contact stress is large, so the abrasion speed is fast. The rail transit runs in the form of train, and the driving interval time is long, so even if the single abrasion is fast, it has little effect on the overall life. The single vehicle volume of the electrified highway is small, and in order to improve the overall volume of the line and the utilization rate of the line, the driving density needs to be increased, and the abrasion of the contact wire is relatively fast. If the existing catenary scheme is continued to be used, the abrasion cost will be very large.
[0010] (3) The minimum curve radius of the electrified highway line is small
[0011] The minimum curve radius of the rail transit line is R250m, and the minimum curve radius of the electrified highway line is even less than R50m. For such a small curve radius line, if the flexible catenary is used, a large number of columns need to be set to reduce the geometric offset of the catenary.
[0012] (4) The performance margin of the rail transit catenary used for highway traffic is too high
[0013] At present, the running speed of the general speed railway is 160km / h, and the running speed of the high-speed railway reaches 350km / h. In order to adapt to such running speed, the smoothness of the steel rail and the catenary is very small. The running speed of the transport vehicle of the electrified highway is relatively small, the highest design speed is about 90km / h, and the actual driving speed of the heavy load line is about 50km / h, so the smoothness of the catenary does not need to reach the standard of the rail transit. At the same time, the smoothness of the ground is much lower than that of the steel rail, and even there are pits and protrusions on the ground. Even if the performance of the smoothness of the catenary is very high, the positive effect brought to the overall system operation performance is not obvious.
[0014] (5) The current carrying capacity of the contact wire is insufficient
[0015] The driving density of the electrified highway is high, and each vehicle has power demand, so the total power demand is very large. The resistivity of the flexible catenary contact wire is large, and the current carrying capacity is limited, and the power supply arm of the substation is short. Practical new type content
[0016] The technical problem to be solved by the utility model is to solve the problems of the prior art, and provide a rigid-flexible composite catenary system suitable for electrified highways, which has simple principle, is convenient to maintain, has good wear resistance, good temperature adaptability and large current carrying capacity.
[0017] To solve the above technical problems, the utility model adopts the technical scheme that
[0018] A rigid-flexible composite catenary system suitable for electrified highways, comprising a stand, a cross beam, a suspension system and a rigid structure catenary group, the suspension system comprising a dropper and a load cable; the cross beam is arranged on the upper part of the stand, the two ends of the load cable are fixed on two adjacent cross beams respectively, and two load cables are arranged side by side on each cross beam, the catenary group corresponds to the load cable one by one, the load cable is connected with the catenary group through the dropper, so as to realize the suspension of the catenary group under the load cable; along the laying direction of the rigid-flexible composite catenary system, the two stands are connected through the expansion joint between the two adjacent catenary groups, and the two adjacent catenary groups are connected through the fixed joint at the position close to the cross beam.
[0019] As a further improvement of the utility model, the suspension system further comprises a curved load cable and a curved cable; in a small curve road section, the catenary group is pre-bent according to the curved profile, and the curved load cable is arranged between the two adjacent stands, and the curved load cable pulls the load cable to the outside of the curve through the curved cable.
[0020] As a further improvement of the utility model, the catenary group comprises a busbar and a current collector rail, and the busbar and the current collector rail are connected through plastic deformation.
[0021] As a further improvement of the utility model, the busbar is prepared from aluminum alloy profile, and the current collector rail is prepared from stainless steel material.
[0022] As a further improvement of the utility model, the length of the catenary group is 1 / 2 of the distance between the two adjacent stands.
[0023] As a further improvement of the utility model, two mounting seats are arranged side by side on the cross beam, the mounting seats are connected with the load cable on both sides, and the mounting seat bottom is connected with the catenary group through the insulator and the fixing screw rod.
[0024] As a further improvement of the utility model, a plurality of mounting positions are arranged side by side on the bottom of the mounting seat, and the insulator is mounted on any one of the mounting positions; a plurality of connecting ears are arranged side by side on both sides of the mounting seat, the load cable is connected with any one of the connecting ears, and the mounting position of the load cable and the insulator on the mounting seat is matched, so as to realize the inconsistent mounting position of the catenary group on different cross beams, and the transverse displacement of the contact point between the catenary group and the pantograph of the vehicle when the vehicle runs along the line.
[0025] As a further improvement of the utility model, the catenary group comprises a positive contact rail and a negative contact rail, and corresponding positive and negative pantographs are arranged on the vehicle; when the vehicle runs, the vehicle receives current through the positive contact rail and returns current through the negative contact rail.
[0026] As a further improvement of the utility model, the phase separation area is arranged between the adjacent four columns, the positive contact rail and the negative contact rail breaking point are arranged in the area between the outer column and the middle column, and the area between the two middle columns is the phase separation area without electricity; the vehicle can normally receive current when passing through the area without electricity; when the vehicle drives into the area without electricity, the vehicle passes through under the movement inertia or is driven by the vehicle-mounted energy storage power supply.
[0027] As a further improvement of the utility model, the fixed screw rod is connected with the contact rail group through the fixed wire clamp, and the hanging string is connected with the contact rail group through the hanging string wire clamp.
[0028] Compared with the prior art, the utility model has the advantages that:
[0029] 1. The rigid-flexible composite contact net system suitable for electrified highways of the utility model is supported by the columns and the cross beams, the system strength and the structural reliability are ensured, the suspension installation of the rigid structure contact rail group is realized through the load bearing cable and the hanging string, the overall contact rail group is parallel to the ground by adjusting the length of the hanging string; along the laying direction of the rigid-flexible composite contact net system, the two groups of contact rail groups are connected through the expansion joint between the two columns, the two groups of contact rail groups are connected through the fixed joint at the position close to the cross beam, the length of the contact rail group is cold contracted at low temperature and is compensated through the expansion joint; the length of the contact rail group is hot expanded at high temperature, and the contact rail group is freely suspended and consumes the elongation through the side bending, the load bearing cable tension does not need to be regularly maintained, and the contact net system can be self-adapted to eliminate the influence of thermal expansion and cold contraction in different seasons. The utility model can continuously supply power to the running highway vehicle, and realizes the electrified highway green low-carbon energy saving.
[0030] 2. The rigid-flexible composite contact net system suitable for electrified highways of the utility model increases the curve load bearing cable between the two adjacent columns in the small curve line section, pulls the load bearing cable to the outside of the curve through the curve cable, simultaneously, the contact rail group is pre-bent according to the line, and the contact rail group is connected with the load bearing cable through the hanging string, so that the contact rail group can follow the curve of the line in the small curve road section without increasing the column, and the construction cost and the construction difficulty are greatly reduced.
[0031] 3. The rigid-flexible composite contact net system suitable for electrified highways of the utility model, the current collection rail is a conductor made of stainless steel material and has a larger contact surface than the traditional contact net contact wire, the hardness of the stainless steel material is higher than that of the copper alloy, the contact surface is larger, the wear resistance is better, and the service life of the contact net is longer.
[0032] 4. The rigid-flexible composite catenary system suitable for electrified highways has the advantages that the busbar of aluminum alloy profile and the current collection rail of stainless steel material are combined into a contact rail group, which can be used for current collection and is also a current collection carrier, the conductor cross-sectional area is larger than that of the traditional contact net contact line, the line resistance is small, the current carrying capacity is larger, and the application requirements of electrified highways are met. BRIEF DESCRIPTION OF DRAWINGS
[0033] Figure 1 It is a structure diagram of the flexible and rigid catenary in the prior art; wherein, Fig. (a) is a flexible catenary diagram, and Fig. (b) is a rigid catenary diagram;
[0034] Figure 2 It is a structure principle diagram of the rigid-flexible composite catenary system suitable for electrified highways in the embodiment of the utility model;
[0035] Figure 3 It is a structure principle diagram of the rigid-flexible composite catenary system suitable for electrified highways in the embodiment of the utility model; Figure 2
[0036] Figure 4 It is a structure principle diagram of the rigid-flexible composite catenary system suitable for electrified highways in the embodiment of the utility model; Figure 2
[0037] Figure 5 It is a structure principle diagram of the rigid-flexible composite catenary system suitable for electrified highways in the embodiment of the utility model; Figure 2
[0038] Figure 6 It is a laying principle diagram of the rigid-flexible composite catenary system at a curve in the embodiment of the utility model;
[0039] Figure 7 It is a structure principle diagram of the rigid-flexible composite catenary system suitable for electrified highways in the embodiment of the utility model; Figure 6
[0040] Figure 8 It is a structure principle diagram of the rigid-flexible composite catenary system suitable for electrified highways in the embodiment of the utility model; Figure 6
[0041] Figure 9 It is a principle diagram of power supply partition setting in the embodiment of the utility model;
[0042] Figure 10 It is a structure principle diagram of the catenary section in the embodiment of the utility model;
[0043] Legend: 1, stand; 2, cross beam; 3, insulator; 4, fixed screw rod; 5, fixed wire clamp; 6, dropper clamp; 7, dropper; 8, load bearing cable; 9, mounting seat; 10, busbar; 11, current collection rail; 12, expansion joint; 13, fixed joint; 14, curve load bearing cable; 15, curve cable; 16, contact rail group; 161, positive contact rail; 162, negative contact rail; 100, vehicle. DETAILED DESCRIPTION
[0044] The utility model will be further described below in conjunction with the drawings of the specification and specific preferred embodiments, but not therefore limit the protection scope of the utility model.
[0045] In the description of the utility model, it is understood that the orientation or positional relationship indicated by the terms "side", "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as limiting the utility model indicated or implied by the device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the utility model.
[0046] In addition, the terms "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features, so that the features limited by "first" and "second" can explicitly or implicitly include one or more features, and in the description of the utility model, the meaning of "multiple" is two or more, unless otherwise explicitly specified.
[0047] Example 1
[0048] As Figure 2 shown, the rigid-flexible composite catenary system suitable for electrified highway of the utility model includes a column 1, a cross beam 2, a suspension system and a rigid structure contact rail group 16, and the suspension system includes a dropper 7 and a load-bearing cable 8. The column 1 is a vertical structure fixed to the ground, used for bearing various loads of the catenary system, ensuring the strength and structural reliability of the system. As Figure 10 shown, the cross beam 2 is fixedly coupled to the upper part of the column 1, the cross beam 2 is parallel to the ground and perpendicular to the line, used for installing catenary components and transmitting loads to the column 1. The two ends of the load-bearing cable 8 are fixed on two adjacent cross beams 2 respectively, and two load-bearing cables 8 are arranged side by side on each cross beam 2, the contact rail group 16 corresponds to the load-bearing cable 8 one by one, and the two groups of contact rail groups 16 arranged side by side form a catenary. The load-bearing cable 8 is connected with the contact rail group 16 through the dropper 7, so as to realize that the contact rail group 16 is suspended and arranged below the load-bearing cable 8. In this embodiment, the rigid contact rail group 16 is flexibly suspended, a small amount of load-bearing cable 8 can adjust the contact rail group 16 to keep parallel to the ground, the tension of the load-bearing cable 8 is small, the strength of the column 1 required is low, and the construction cost is low. As Figure 2 、 Figure 3 and Figure 5As shown, along the laying direction of the rigid-flexible composite catenary system, the two groups of contact rail groups 16 between the two columns 1 are connected through the expansion joint 12, and the two groups of contact rail groups 16 between the positions close to the cross beam 2 are connected through the fixed joint 13.
[0049] In this embodiment, the load support is realized through the columns 1 and the cross beam 2, the system strength and structural reliability are ensured, the suspension installation of the rigid structure contact rail group 16 is realized through the bearing cable 8 and the dropper 7, and the whole contact rail group 16 is parallel to the ground by adjusting the length of the dropper 7. Along the laying direction of the rigid-flexible composite catenary system, the two groups of contact rail groups 16 between the two columns 1 are connected through the expansion joint 12, and the two groups of contact rail groups 16 between the positions close to the cross beam 2 are connected through the fixed joint 13. The length of the contact rail group 16 is cold contracted at low temperature, and the expansion joint 12 is compensated. The length of the contact rail group 16 is hot expanded at high temperature, and the contact rail group 16 freely suspended consumes the elongation through the side bending. The thermal expansion and cold contraction of each section of the contact rail group 16 is automatically adapted between the two adjacent columns 1, the tension of the bearing cable 8 does not need to be regularly maintained, and the catenary system can be self-adapted to eliminate the influence of thermal expansion and cold contraction in different seasons. The utility model can continuously supply power to the running highway vehicle, and realizes the electrified highway green low-carbon energy saving.
[0050] As shown in Figure 6 , Figure 7 and Figure 8 , the suspension system further comprises a curve bearing cable 14 and a curve cable 15. On a small curve road section with a radius less than R50m, the contact rail group 16 is pre-bent according to the curve contour, the spacing between the two groups of contact rail groups 16 is fixed and unchanged, the curve bearing cable 14 is arranged between the two adjacent columns 1, the curve bearing cable 14 pulls the bearing cable 8 to the outside of the curve through the curve cable 15, and then the contact rail group 16 is connected with the bearing cable 8 through the dropper 7. The contact rail group 16 can follow the curve of the line without increasing the column 1 on the small curve road section, which greatly reduces the construction cost and construction difficulty
[0051] The single-vehicle volume of the electrified highway is small, in order to improve the overall traffic volume and line utilization rate, the line has a high driving density. As shown in Figure 2 and Figure 4 , the contact rail group 16 comprises a busbar 10 made of an aluminum alloy profile and a current collector rail 11 made of stainless steel, and the busbar 10 and the current collector rail 11 are connected through plastic deformation to form a composite contact rail group 16 penetrating the entire line length. The contact rail group 16 is used for current collection and current collection, and has good rigidity.
[0052] For convenient transportation, the length of the contact rail group 16 is cut to 1 / 2 of the distance between two adjacent uprights 1. When installed on the line, it is connected into the length of the line through the expansion joint 12 and the fixed joint 13.
[0053] In this embodiment, the current collector rail 11 is a conductor made of stainless steel material, and the contact surface is larger than that of the conventional contact rail group to form a contact line, the line resistance is small, the current carrying capacity is larger, and the hardness of the stainless steel material is higher than that of the copper alloy, the contact surface is larger, the wear resistance is better, and the service life of the contact rail group 16 is longer.
[0054] As shown in Figure 2 , two mounting seats 9 are arranged side by side on the cross beam 2, and the mounting seats 9 are connected with the cable 8 on both sides, respectively. The bottom of the mounting seat 9 is connected with the contact rail group 16 through the insulator 3 and the fixed screw 4.
[0055] As shown in Figure 3 and Figure 7 , three mounting positions are arranged side by side at the bottom of the mounting seat 9, and the insulator 3 is installed in any one of the mounting positions. Three connecting ears are arranged side by side on both sides of the mounting seat 9, and the cable 8 is connected with any one of the connecting ears. The installation position of the cable 8 and the insulator 3 on the mounting seat 9 is matched, for example, the insulator 3 is installed in the first mounting position, and the cable 8 is connected with the first connecting ear, so as to ensure that the cable 8 and the contact rail group 16 are flush in the vertical direction, and reduce the stress of the hanging string 7 between the cable 8 and the contact rail group 16.
[0056] By arranging multiple mounting positions on the mounting seat 9, the mounting positions of the contact rail group 16 on different cross beams 2 are inconsistent. When the vehicle 100 runs along the line, the contact point between the contact rail group 16 and the pantograph will produce a transverse displacement, which eliminates the single-point wear of the pantograph.
[0057] As shown in Figure 7 , the fixed screw 4 is connected with the contact rail group 16 through the fixed wire clamp 5. The contact rail group 16 is installed at the lower part of the insulator 3, and the contact rail group 16 is fixed with the insulator 3 through the fixed screw 4. The fixed screw 4 passes through the fixed wire clamp 5 to limit the longitudinal displacement of the contact rail group 16. Through the limitation of the fixed screw 4, the geometric size of the contact rail group 16 affected by temperature is accumulated in the catenary. By adjusting the length of the fixed screw 4, the installation height of the contact rail group 16 can be adjusted.
[0058] As shown in Figure 8As shown, the suspension wire 7 is connected between the contact rail group 16 through the suspension wire clamp 6. In this embodiment, the bearing cable 8 is used to bear the load of the contact rail group 16 and adjust the height of the contact rail group 16, and the two ends of the bearing cable 8 are respectively installed on the mounting seat 9 of the adjacent cross beam 2 and correspond to the fixed position of the contact rail group 16. The suspension wire 7 connects the bearing cable 8 and the contact rail group 16, and when installed, the length of the suspension wire 7 is adjusted so that the whole contact rail group 16 is parallel to the ground. The suspension wire clamp 6 is an intermediate connecting piece of the suspension wire 7 and the contact rail group 16, which facilitates the adjustment of the installation position of the suspension wire 7 and reduces the stress concentration of the stress point.
[0059] As shown in Figure 9 The contact rail group 16 includes a positive contact rail 161 and a negative contact rail 162, and corresponding positive and negative pantographs are arranged on the vehicle 100. When driving, the vehicle 100 receives power through the positive contact rail 161 and returns current through the negative contact rail 162.
[0060] As shown in Figure 9 A phase separation area is arranged between the four adjacent columns 1, and the positive contact rail 161 and the negative contact rail 162 are arranged at the breaking point between the outer column 1 and the middle column 1, which are respectively arranged as the upper power supply area and the lower power supply area of the phase separation area, and the area between the two middle columns 1 is the non-electric area of the phase separation area. The vehicle 100 can normally receive power before the non-electric area, and the vehicle 100 can pass through the non-electric area under the motion inertia or be driven by the on-board energy storage power supply.
[0061] Embodiment 2
[0062] The rigid-flexible composite catenary system in embodiment 1 is laid in the electrified highway, including the following steps:
[0063] Step S1, installing the column
[0064] The column 1 of the steel structure is prefabricated in the factory, the column 1 is 6-6.5m high, the lower part of the column 1 is provided with a connecting flange for connecting and fixing with the ground base, and the upper part of the column 1 is provided with a cross beam 2 for installing components such as the bearing cable 8, the insulator 3, the contact rail group 16, etc., and the length of the cross beam 2 is about 4m. The bottom and both sides of the cross beam 2 are provided with the installation positions of the insulator 3 and the connecting ears of the bearing cable 8 at positions of 2.4m, 2.4m±75mm, 2.4m+1.15m, 2.4m+1.15m±75mm away from the column 2.
[0065] A column base is made along the right side of the line at an interval of 30-35m, and the center of the base is about 3m away from the center of the line. After the column 1 is installed, the lower surface of the cross beam 2 is 5-6m away from the ground.
[0066] The insulator 3 is installed at the bottom of the cross beam 2 along the line, and the installation positions of the insulators 3 on the adjacent cross beams 2 are alternately arranged at 0, ±75mm.
[0067] Step S2, laying contact rail group
[0068] Busbar 10, current collector rail 11 is 16m long, and is made into 16m long composite contact rail group 16. The composite contact rail group 16 is connected alternately by expansion joint 12 and fixed joint 13 into long contact rail.
[0069] The force cable 8 is connected to the adjacent cross beam 2 at both ends, and the connection position is the connection lug position corresponding to the insulator mounting position. The tension of the force cable 8 is adjusted.
[0070] The fixed wire clamp 5 is installed near the fixed joint 13 of the contact rail group 16, then the long contact rail is hoisted, the fixed wire clamp 5 is passed through the fixed screw rod 4 and fixed, and the suspension chord clamp 6 is installed, and then the suspension chord 7 is connected to the suspension chord clamp 6 and the force cable 8. The length of the fixed screw rod 4 and the suspension chord 7 is adjusted, so that the lower surface of the current collector rail 11 is 4.8-5.2mm away from the ground, and the maximum height difference of the lower surface is 30mm.
[0071] In the small curve section, the force cable 8 between the adjacent stand columns 1 is increased by the curved force cable 14, and the force cable 8 is pulled to the outside of the curve through the curved cable 15, and the contact rail group 16 is pre-bent according to the line, and then the contact rail group 16 is connected to the force cable 8 through the suspension chord 7, so that the contact rail group 16 matches the curve of the line.
[0072] Step S3, application
[0073] After the contact rail group 16 is erected, the projection track of the contact rail group 16 to the ground is marked by the plumb line, and the ground guide line is drawn according to the track to guide the operation of the vehicle 100. When the vehicle 100 is running on the line, the center of the vehicle 100 is kept on the guide line, and the vehicle 100 can obtain a better current collecting position.
[0074] The above only describes the preferred embodiments of the present application, and the protection scope of the present application is not limited to the above-mentioned embodiments. Any technical solution falling within the concept of the present application belongs to the protection scope of the present application. It should be noted that for ordinary skilled in the art, some improvements and decorations without departing from the principle of the present application are also considered as the protection scope of the present application.
Claims
1. A rigid-flexible composite catenary system suitable for electrified highways, characterized in that, The contact rail group (16) comprises a column (1), a cross beam (2), a suspension system and a rigid structure, the suspension system comprises a suspender (7) and a bearing cable (8); the cross beam (2) is arranged on the upper part of the column (1), the two ends of the bearing cable (8) are fixed on two adjacent cross beams (2) respectively, and two bearing cables (8) are arranged side by side on each cross beam (2), the contact rail group (16) corresponds to the bearing cable (8) one by one, the bearing cable (8) is connected with the contact rail group (16) through the suspender (7), so that the contact rail group (16) is suspended below the bearing cable (8); along the laying direction of the rigid-flexible composite catenary system, the adjacent two groups of contact rail groups (16) are connected through expansion joints (12) between two columns (1) and between the adjacent two groups of contact rail groups (16) at the position close to the cross beam (2) through fixed joints (13).
2. The rigid-flexible composite catenary system suitable for electrified highways according to claim 1, characterized in that, The suspension system further comprises a curved bearing cable (14) and a curved cable (15); in the small curve section, the contact rail group (16) is pre-bent according to the curved profile, and the curved bearing cable (14) is arranged between the adjacent two columns (1), and the curved bearing cable (14) pulls the bearing cable (8) to the outside of the curve through the curved cable (15).
3. The rigid-flexible composite catenary system suitable for electrified highways according to claim 2, characterized in that, The contact rail group (16) comprises a busbar (10) and a current rail (11), and the busbar (10) and the current rail (11) are connected through plastic deformation.
4. The rigid-flexible composite catenary system suitable for electrified highways according to claim 3, characterized in that, The busbar (10) is prepared from an aluminum alloy profile, and the current rail (11) is prepared from stainless steel material.
5. The rigid-flexible composite catenary system suitable for electrified highways according to claim 3, characterized in that, The length of the contact rail group (16) is 1 / 2 of the distance between the adjacent two columns (1).
6. The rigid-flexible composite catenary system suitable for electrified highways according to claim 3, characterized in that, Two mounting seats (9) are arranged side by side on the cross beam (2), the mounting seats (9) are connected with the bearing cables (8) on both sides respectively, and the mounting seats (9) are connected with the contact rail group (16) through insulators (3) and fixing screws (4) at the bottom.
7. The rigid-flexible composite catenary system suitable for electrified highways according to claim 6, characterized in that, A plurality of mounting positions are arranged side by side at the bottom of the mounting seat (9), and the insulator (3) is mounted on any one mounting position; a plurality of connecting ears are arranged side by side on both sides of the mounting seat (9), the bearing cable (8) is connected with any one connecting ear, and the mounting position of the bearing cable (8) and the insulator (3) on the mounting seat (9) is matched, so that the mounting positions of the contact rail group (16) on different cross beams (2) are inconsistent, and when the vehicle (100) runs along the line, the contact point between the contact rail group (16) and the pantograph of the vehicle (100) produces transverse displacement.
8. The rigid-flexible composite catenary system for electrified highways according to any one of claims 1 to 7, characterized in that, The contact rail group (16) comprises a positive contact rail (161) and a negative contact rail (162), and corresponding positive and negative pantographs are arranged on the vehicle (100); during driving, the vehicle (100) receives current through the positive contact rail (161) and returns current through the negative contact rail (162).
9. The rigid-flexible composite catenary system suitable for electrified highways according to claim 8, characterized in that, The phase separation area is arranged between the adjacent four columns (1), the positive contact rail (161) and the negative contact rail (162) are arranged at the area between the outer column (1) and the middle column (1), and the area between the middle two columns (1) is the phase separation area without electricity; the vehicle (100) can normally receive power before the area without electricity; when the vehicle (100) drives to the area without electricity, it passes through under the motion inertia or is self-driven by the on-board energy storage power supply.
10. The rigid-flexible composite catenary system suitable for electrified highways according to claim 7, characterized in that, The fixed screw rod (4) and the contact rail group (16) are connected through the fixed wire clamp (5), and the pendant (7) and the contact rail group (16) are connected through the pendant wire clamp (6).