Rigid contact net busbar anti-stuck guide and slide positioning clamp
The anti-jamming guide positioning clamp, designed with a guide sliding limit unit and a detachable clamping seat, solves the jamming problem on curved road sections, achieves stable guidance and limiting of the busbar, and reduces maintenance workload and costs.
Patent Information
- Application Number
- CN202521857771.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-29
- Publication Date
- 2026-08-25
- Estimated Expiration
- 2035-08-29
AI Technical Summary
Existing positioning lines are prone to jamming on curved road sections due to complex multi-directional impacts, and environmental factors such as thermal expansion and contraction and dust accumulation can cause deformation that leads to circuit failures, resulting in high maintenance workload and costs.
The rigid contact wire busbar anti-jamming guide and positioning clamp adopts an asymmetrical split structure. Through the design of guide and limit units and detachable clamping and positioning seats, combined with multiple sets of guide components and limit guide wheels, it realizes the guidance and limit of the busbar, absorbs impact force and prevents jamming.
It effectively prevents the busbar from getting stuck on curved sections of road, improves maintenance efficiency, reduces repair costs, and ensures the stable operation of electrical equipment.
Smart Images
Figure CN224675919U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of positioning clamp technology, and in particular to a rigid contact wire busbar anti-jamming guide sliding positioning clamp. Background Technology
[0002] Ordinary positioning clamps, as mature and standardized products for connecting rigid contact network busbars, offer stable and reliable performance on straight sections of tunnels. However, on curved sections, due to the multi-directional and complex impact forces from high-speed vehicles, they often jam with the busbars and transmit irregular forces to the suspension points. This leads to busbar displacement and deformation, decreased contact network elasticity, and jamming between the busbar and the positioning clamp. Increased pantograph-catenary pressure and severe pantograph wear result in a surge in maintenance workload on curved sections, reaching 3-5 times that of straight sections, and significantly increasing maintenance costs. Furthermore, existing busbars commonly suffer from deformation due to environmental factors (such as thermal expansion and contraction, tunnel leakage and contamination), which can cause jamming and lead to circuit failures. Therefore, a rigid contact network busbar anti-jamming guide-slip positioning clamp is proposed. Utility Model Content
[0003] This utility model provides a rigid contact wire busbar anti-jamming guide sliding positioning clamp to solve at least one of the above-mentioned technical problems.
[0004] This utility model provides a rigid contact wire busbar anti-jamming guide sliding positioning clamp, comprising: A clamping base, the clamping base including a transverse portion and a longitudinal portion, the longitudinal portion being disposed at one end of the transverse portion and integrally formed with the transverse portion; A positioning seat is detachably mounted on the end of the transverse portion of the clamping seat away from the longitudinal portion, so that the clamping seat and the positioning seat cooperate to guide and limit the busbar. A guide sliding limit unit is disposed on the clamping seat and the positioning seat, and is used to guide and limit the busbar.
[0005] In one embodiment, the guide sliding limiting unit includes multiple sets of first guide sliding components. The longitudinal portion of the clamping seat and the positioning seat are each provided with at least one set of first guide sliding components. Each set of first guide sliding components includes a first guide wheel shaft and a first guide sliding bearing. The first guide wheel shaft is disposed in the first shaft hole of the positioning seat or the first shaft hole of the longitudinal portion of the clamping seat along the second direction. The first guide sliding bearing is sleeved on one end of the first guide wheel shaft near the transverse portion of the clamping seat.
[0006] In one embodiment, the guide sliding limiting unit further includes multiple sets of second guide sliding components, and the longitudinal portion of the clamping seat and the positioning seat are each provided with at least one set of the second guide sliding components.
[0007] In one embodiment, each group of the second guide slide assembly includes a second guide wheel shaft and a second guide slide bearing. The second guide wheel shaft is disposed in the second shaft hole of the positioning seat or the second shaft hole of the longitudinal portion of the clamping seat along a first direction. The second guide slide bearing is sleeved on the second guide wheel shaft and disposed in the first mounting groove of the longitudinal portion of the positioning seat or the clamping seat.
[0008] In one embodiment, the guide sliding limiting unit further includes multiple sets of third guide sliding components, all of which are installed on the transverse portion of the clamping seat. The third guide sliding components work together with the first guide sliding components to absorb the impact from the busbar on the positioning clamp in the first direction.
[0009] In one embodiment, the third guide wheel assembly includes a third guide wheel shaft, a limiting guide wheel, and a plurality of wear-resistant pads. The third guide wheel shaft is installed in a third shaft hole in the transverse portion of the clamping seat along a second direction. The limiting guide wheel is sleeved on the third guide wheel shaft and installed in a second mounting groove in the transverse portion of the clamping seat. The wear-resistant pads are sleeved on the third guide wheel shaft and disposed between the limiting guide wheel and the side wall of the second mounting groove.
[0010] In one embodiment, the third guide wheel shaft is fixed to the transverse portion of the clamping seat by a fixing assembly. The fixing assembly includes a set screw hole, a set screw groove, and a set screw. The set screw hole is disposed on the transverse portion of the clamping seat along a first direction, and the set screw groove is disposed on the third guide wheel shaft. When the third guide wheel shaft is installed, the set screw hole and the set screw groove are located on the same axis, and the set screw is embedded in the set screw hole and the set screw groove.
[0011] In one embodiment, an adjusting screw is provided at the center of the transverse portion of the clamping seat, and the positioning clamp is connected to the insulator through the adjusting screw. In one embodiment, the bottom of the second guide bearing is higher than the top of the first guide bearing.
[0012] In one embodiment, the gap between the first guide bearing and the limiting guide wheel is greater than the thickness of the flange of the busbar. Compared with the prior art, the advantages of this utility model are that by setting a guide sliding limit unit, the busbar is guided and positioned to prevent the busbar from getting stuck; the design of the clamping seat and the positioning seat enables the quick disassembly of the positioning clamp. Attached Figure Description
[0013] The present invention will be described in more detail below based on embodiments and with reference to the accompanying drawings.
[0014] Figure 1 This is a schematic diagram of the positioning clamp guide of this utility model; Figure 2 This is a perspective view of the positioning clamp of this utility model; Figure 3 yes Figure 2 The front view; Figure 4 yes Figure 2 Side view; Figure 5 yes Figure 2 Top view; Figure 6 yes Figure 5 A sectional view of AA; Figure 7 yes Figure 5 A cross-sectional view of BB; Figure 8 yes Figure 5 A cross-sectional view of CC; Figure 9 This is a perspective view of the positioning seat of this utility model; Figure 10 This is a schematic diagram of the adjusting screw of this utility model; Figure 11 This is a schematic diagram of the first guide wheel shaft of this utility model; Figure 12 This is a schematic diagram of the second guide wheel shaft of this utility model; Figure 13 This is a schematic diagram of the third guide wheel shaft of this utility model; Figure 14 This is a schematic diagram of the locking washer of this utility model; Figure label: 1. Positioning clamp; 101. Clamping seat; 1011. First shaft hole; 1012. Second shaft hole; 1013. Third shaft hole; 1014. Limiting step; 1015. Square groove; 1016. First mounting groove; 1017. Second mounting groove; 102. Positioning seat; 2. Adjusting screw; 201. Clamping; 202. Rod part; 3. Second guide slide assembly; 301. Second guide wheel shaft; 3011. First part; 3012. Second part; 3013. Second shoulder; 3014. Second limiting shoulder; 302. Second guide slide bearing; 4. Third 401. Guide slide assembly; 402. Limiting guide wheel; 403. Wear-resistant gasket; 404. Third guide wheel shaft; 5. Fixing assembly; 501. Set screw hole; 502. Set screw groove; 503. Set screw; 6. First guide slide assembly; 601. First guide wheel shaft; 6011. First shoulder; 6012. First limiting shoulder; 602. First guide slide bearing; 7. First retaining ring; 8. Second retaining ring; 9. Third retaining ring; 10. Fourth retaining ring; 11. Bolt; 12. Busbar; 1201. Flange; 13. Stop washer; 1301. Lug; 1302. Connecting plate. Detailed Implementation
[0015] The present invention will be further described below with reference to the accompanying drawings.
[0016] Traditional subway rigid suspension contact wire clamps typically use low-resistance materials such as polytetrafluoroethylene (PTFE) as gaskets to provide some free movement space for the busbars. However, the following problems exist in practical applications: 1. Construction defects causing jamming: If the clamps and busbars are not installed perpendicularly during the initial installation, jamming may easily occur.
[0017] 2. Manufacturing tolerances causing jamming: Inconsistencies in the manufacturing process of the positioning clamp may cause the gasket gap to be too small, which can also lead to jamming with the busbar.
[0018] 3. Deformation caused by lateral load on curves: On curved sections, the sliding load generated by high-speed vehicles acts on the side of the positioning clamp, which can easily cause the clamp to deform.
[0019] These jamming and deformation defects can, in severe cases, cause vehicles to stop operating and result in significant losses. In underground areas with dense drainage systems and during the rainy season, impurities seeping into the water mix with dust adhering to the surface of the manifold and flow into the gap between the positioning clamp and the manifold. After the moisture dries, it forms clumps of dirt, clogging the gap and ultimately causing the manifold to jam.
[0020] In addition, due to the tunnel's own structure, the piston wind generated by subway operation causes a large amount of dust to adhere to the surface of the busbar. The long-term accumulation of dust and dirt in the gap between the positioning clamp and the busbar prevents the busbar from moving within the positioning clamp. The thermal expansion and contraction of the busbar caused by temperature differences in different seasons also causes the positioning clamp to jam.
[0021] This new type of positioning clamp adopts an asymmetrical split structure, which can be pre-assembled into components for easy installation on subway lines. Its convenient on-site assembly and disassembly significantly improves maintenance efficiency.
[0022] In this embodiment, the first direction refers to the direction perpendicular to the lateral portion of the clamping seat 101; the second direction refers to the direction parallel to the lateral portion of the clamping seat 101.
[0023] Please refer to Figure 1-3 A rigid contact wire busbar anti-jamming guide and positioning clamp includes: a clamping base 101, a positioning base 102, and a guide and limiting unit. The clamping base 101 includes a transverse portion and a longitudinal portion, with the longitudinal portion located at one end of the transverse portion and integrally formed therefrom. The positioning base 102 is detachably mounted on the end of the transverse portion of the clamping base 101 away from the longitudinal portion, so that the clamping base 101 and the positioning base 102 cooperate to guide and limit the busbar 12. Figure 9 The structure of the positioning seat 102 shown is such that the end of the lateral portion of the positioning seat 102 away from the longitudinal portion is fixed to the clamping seat 101 by a plurality of bolts 11. In this embodiment, two bolts 11 are provided, and a locking washer 13 is provided between the two bolts 11 and the side wall of the positioning seat 102. The locking washer 13 serves as both a washer and a mechanical anti-loosening measure for the bolts 11. Figure 4 and Figure 14 As shown, where Figure 14 After the stop washer 13 shown is installed, the four lugs 1301 are bent at 90° and attached to the bolt head surface of the bolt 11. The connecting plate 1302 in the middle restrains the two bolts 11 to prevent loosening. The guide sliding limit unit is set on the clamping seat 101 and the positioning seat 102 to guide and limit the busbar 12.
[0024] Specifically, during the installation of the positioning clamp 1 and the busbar 12, on the curved path, the clamping seat 101 is positioned on the outside of the bend. The transverse and longitudinal portions of the clamping seat 101 are integrally cast to provide high strength to resist lateral load deformation. Meanwhile... Figure 3 The second guide bearing 302, located in the first mounting groove 1016 on the right side, effectively assists the smooth displacement of the 12-row busbar along the curved path, preventing jamming. In this embodiment, the positioning clamp 1 is made of stainless steel and aluminum alloy, such as 6061-T4 material, which can effectively prevent jamming caused by corrosion.
[0025] To better implement this utility model, refer to Figure 1 , Figure 5 , Figure 6 and Figure 11 In one embodiment, the guide sliding limiting unit includes multiple sets of first guide sliding components 6. The longitudinal portion of the clamping seat 101 and the positioning seat 102 each have at least one set of first guide sliding components 6. Each set of first guide sliding components 6 includes a first guide wheel shaft 601 and a first guide sliding bearing 602. The first guide wheel shaft 601 is disposed along a second direction within the first shaft hole 1011 of the positioning seat 102 or the first shaft hole 1011 of the longitudinal portion of the clamping seat 101. The first guide wheel shaft 601 is fitted with a first guide sliding bearing 602 at one end near the transverse portion of the clamping seat 101. Preferably, the first guide sliding components 6 are symmetrically arranged along the adjusting screw 2, and two sets of first guide sliding components 6 are provided in the longitudinal portions of both the positioning seat 102 and the clamping seat 101.
[0026] Specifically, the diameter of the middle part of the first guide wheel shaft 601 is larger than the diameter of the two side parts, so that the end faces connecting the middle part and the two side parts of the first guide wheel shaft 601 respectively form a first shoulder 6011 and a first limiting shoulder 6012. The first shoulder 6011 is used for positioning during the cold pressing or hot fitting installation of the first guide bearing 602. The first shoulder 6011 abuts against the first guide bearing 602, and the first limiting shoulder 6012 abuts against the limiting step 10 in the first shaft hole 1011. 14 Abuts against each other, and a third retaining ring 9 and a fourth retaining ring 10 are respectively fitted at both ends of the first guide wheel shaft 601. That is, the third retaining ring 9 and the fourth retaining ring 10 are fitted and installed in the limiting grooves at both ends of the first guide wheel shaft 601, and the third retaining ring 9 is in contact with the outer side wall of the positioning seat 102 or the outer side wall of the longitudinal part of the clamping seat 101. The third retaining ring 9 and the fourth retaining ring 10 are used to prevent the first guide wheel shaft 601 from coming out of the first shaft hole 1011 and the first guide bearing 602 from coming out of the first guide wheel shaft 601.
[0027] To better implement this utility model, refer to Figure 1 , Figure 6 and Figure 12In one embodiment, the guide sliding limiting unit further includes multiple sets of second guide sliding components 3. The longitudinal portion of the clamping seat 101 and the positioning seat 102 are each provided with at least one set of second guide sliding components 3. Each set of second guide sliding components 3 includes a second guide wheel shaft 301 and a second guide sliding bearing 302. The second guide wheel shaft 301 is disposed along a first direction in the second shaft hole 1012 of the positioning seat 102 or the second shaft hole 1012 of the longitudinal portion of the clamping seat 101. The second guide wheel shaft 301 is sleeved with the second guide sliding bearing 302, and the second guide sliding bearing 302 is disposed in the first mounting groove 1016 of the longitudinal portion of the positioning seat 102 or the clamping seat 101. The second guide sliding bearing 302 protrudes from the first mounting groove 1016, so that the second guide sliding bearing 302 can smoothly abut against the edge of the flange 1201 of the busbar 12. In this embodiment, two sets of second guide slide components 3 are respectively provided on the longitudinal part of the clamping seat 101 and the positioning seat 102, and the second shaft hole 1012 is not connected to the first shaft hole 1011.
[0028] Specifically, the second guide wheel shaft 301 includes a first part 3011 and a second part 3012. The first part 3011 is located at the upper end of the second part 3012, and the diameter of the first part 3011 is smaller than that of the second part 3012, so that the end face of the second part 3012 connected to the first part 3011 forms a second shoulder 3013. The lower end of the second part 3012 is provided with a cylindrical boss with a diameter larger than that of the second part 3012, so that the surface of the cylindrical boss connected to the second part 3012 forms a second limiting shoulder 3014. The second limiting shoulder 3014 fits against the bottom of the positioning seat 102 or the longitudinal direction of the clamping seat 101. At the bottom of the part, the second shoulder 3013 abuts against the bottom of the second guide bearing 302 installed in the first mounting groove 1016. The second shoulder 3013 is used for positioning when the second guide bearing 302 is heat-fitted. That is, the second limiting shoulder 3014 and the second shoulder 3013 play a positioning role during the installation of the second guide wheel shaft 301. The second retaining ring 8 is sleeved in the groove at the top of the clamping seat 101 or the top of the positioning seat 102 of the second guide wheel shaft 301. The second retaining ring 8 is used to prevent the second guide wheel shaft 301 from coming out of the second shaft hole 1012 and to ensure that the second guide wheel shaft 301 is in a stable position.
[0029] Specifically, the preset gap range between the second guide bearing 302 located in the positioning seat 102 and the second guide bearing 302 symmetrically arranged in the longitudinal part of the clamping seat 101 is 80-90mm. After the busbar 12 is installed, a 1-3mm movement margin is left in the second direction to ensure that the busbar 12 has sufficient space for movement in the second direction. In this embodiment, the gap between the two corresponding second guide bearings 302 is preferably 87mm, and a 2mm movement margin is left after the busbar 12 is installed.
[0030] To better implement this utility model, refer to Figure 6 , Figure 8 and Figure 13 In one embodiment, the guide sliding limiting unit further includes multiple sets of third guide sliding components 4. These multiple sets of third guide sliding components 4 are all installed on the transverse portion of the clamping seat 101. The third guide sliding components 4 work together with the first guide sliding components 6 to absorb the impact from the busbar 12 on the positioning clamp 1 in the first direction. Preferably, two sets of third guide sliding components 4 are provided. Each third guide sliding component 4 includes a third guide wheel shaft 403 and a limiting guide wheel 401. The third guide wheel shaft 403 is installed in the third shaft hole 1013 of the transverse portion of the clamping seat 101 along the second direction. The limiting guide wheel 401 is sleeved on the third guide wheel shaft 403 and installed in the second mounting groove 1017 of the transverse portion of the clamping seat 101. The lower end of the limiting guide wheel 401 is lower than the bottom of the transverse portion of the clamping seat 101. The third guide wheel shaft 403 is inserted into the third shaft hole 1013 from the end of the lateral portion of the clamping seat 101 near the positioning seat 102. After the positioning seat 102 is connected to the lateral portion of the clamping seat 101, the position of the third guide wheel shaft 403 can be limited. Then, the position of the third guide wheel shaft 403 is limited a second time by the fixing component 5, thereby limiting the axial displacement and radial rotation of the third guide wheel shaft 403.
[0031] To better implement this utility model, refer to Figure 6 In one embodiment, the third guide wheel shaft 403 is fixed to the transverse portion of the clamping seat 101 by a fixing assembly 5. The fixing assembly 5 includes a set screw hole 501, a set screw groove 502, and a set screw 503. The set screw hole 501 is disposed on the transverse portion of the clamping seat 101 along a first direction, and the set screw groove 502 is disposed on the third guide wheel shaft 403. When the third guide wheel shaft 403 is installed, the set screw hole 501 and the set screw groove 502 are located on the same axis, and the set screw 503 is embedded in the set screw hole 501 and the set screw groove 502. The set screw groove 502 is used to prevent the protrusion generated by the set screw 503 on the surface of the third guide wheel shaft 403 from exceeding the outer surface of the third guide wheel shaft 403 and affecting the removal of the third guide wheel shaft 403. This is because when the set screw 503 is tightened, its tip will generate high stress locally on the third guide wheel shaft 403, squeezing out micro-burrs. If the third guide wheel shaft 403 needs to be replaced, these burrs can easily scrape against the third shaft hole 1013. The set screw groove 502 is designed to "collect" the burrs in the groove, preventing them from contacting the hole wall, allowing the third guide wheel shaft 403 to be pulled out smoothly. The set screw 503 is mainly used to ensure the stability of the third guide wheel shaft 403 during installation.
[0032] Specifically, the third guide slide assembly 4 also includes multiple wear-resistant pads 402, which are sleeved on the third guide wheel shaft 403 and disposed between the limiting guide wheel 401 and the side wall of the second mounting groove 1017.
[0033] To better implement this utility model, refer to Figure 1 , Figure 7 and Figure 10 In one embodiment, an adjusting screw 2 is inserted through the center of the transverse portion of the clamping seat 101, and the positioning clamp 1 is connected to the insulator through the adjusting screw 2. The adjusting screw 2 includes a rod portion 202 and a retaining square 201. The retaining square 201 is disposed at the lower end of the rod portion 202. After the rod portion 202 passes through the transverse portion of the clamping seat 101, the retaining square 201 at the lower end is fitted into the square groove 1015 of the transverse portion of the clamping seat 101 to prevent the positioning clamp 1 from deflecting at an angle and causing jamming. A first retaining ring 7 is also sleeved on the rod portion 202 of the adjusting screw 2. The bottom of the first retaining ring 7 is in contact with the top of the transverse portion of the clamping seat 101, and the first retaining ring 7 is used to prevent the adjusting screw 2 from coming out.
[0034] To better implement this utility model, refer to Figure 3 In one embodiment, the bottom of the second guide bearing 302 is higher than the top of the first guide bearing 602, so that the second guide bearing 302 can abut against the edge of the flange 1201 of the busbar 12, and the top of the first guide bearing 602 abuts against the bottom of the flange 1201 of the busbar 12. By using rolling friction to drive traditional sliding friction, interference and jamming caused by construction errors (such as the positioning clamp 1 not being perpendicular to the busbar 12) can be effectively avoided.
[0035] To better implement this utility model, refer to Figure 1 In one embodiment, the gap between the first guide bearing 602 and the limiting guide wheel 401 is greater than the thickness of the flange 1201 of the busbar 12. In this embodiment, the gap between the first guide bearing 602 and the limiting guide wheel 401 is 8.5-9.5 mm, and after the busbar 12 is installed on the positioning clamp 1, a 2.5-3.5 mm allowance for movement in the first direction is still retained. In this embodiment, the preferred gap between the first guide bearing 602 and the limiting guide wheel 401 is 9.2 mm, and after the busbar 12 is installed, a 3.2 mm allowance for movement in the first direction is still retained.
[0036] In this embodiment, the first guide bearing 602 and the second guide bearing 302 are bearings with rubber self-sealing caps, which effectively prevent dust and other impurities from entering the bearing interior and prevent jamming caused by impurities.
[0037] In this embodiment, the positioning clamp 1 is symmetrically distributed with the adjusting screw 2, which can not only restrict the busbar 12, but also guide the busbar 12 to move on the curved path to release its impact energy.
[0038] When installing the positioning clamp 1, the clamping seat 101 and the positioning seat 102 are pre-assembled and then assembled on the subway line. During assembly on the subway line, the clamping seat 101 is placed on the outside of the busbar 12 at the curve, and the positioning seat 102 is then fastened to the clamping seat 101 with bolts 11. Thus, when a high-speed vehicle passes by and the busbar 12 experiences impacts in the first and second directions, sufficient clearances are provided between the second guide bearing 302 and the limiting guide wheel 401, and between the first guide bearings 602 on both sides, to ensure the displacement of the busbar 12 in different directions and to prevent the impact from being transmitted to the positioning clamp 1. At the same time, the rolling friction between the first guide bearing 602, the second guide bearing 302, and the limiting guide wheel 401 effectively guides the thermal expansion and contraction movement of the busbar 12 under different temperature differences, preventing jamming.
[0039] Although the present invention has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.
Claims
1. A rigid contact wire busbar anti-jamming guide sliding positioning clamp, characterized in that, include: A clamping base, the clamping base including a transverse portion and a longitudinal portion, the longitudinal portion being disposed at one end of the transverse portion and integrally formed with the transverse portion; A positioning seat is detachably mounted on the end of the transverse portion of the clamping seat away from the longitudinal portion, so that the clamping seat and the positioning seat cooperate to guide and limit the busbar. A guide sliding limit unit is disposed on the clamping seat and the positioning seat, and is used to guide and limit the busbar.
2. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 1, characterized in that, The guide sliding limiting unit includes multiple sets of first guide sliding components. The longitudinal portion of the clamping seat and the positioning seat are each provided with at least one set of first guide sliding components. Each set of first guide sliding components includes a first guide wheel shaft and a first guide sliding bearing. The first guide wheel shaft is disposed in the first shaft hole of the positioning seat or the first shaft hole of the longitudinal portion of the clamping seat along the second direction. The first guide sliding bearing is sleeved on one end of the first guide wheel shaft near the transverse portion of the clamping seat.
3. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 2, characterized in that, The guide sliding limiting unit also includes multiple sets of second guide sliding components, and the longitudinal portion of the clamping seat and the positioning seat are each provided with at least one set of the second guide sliding components.
4. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 3, characterized in that, Each group of the second guide slide assembly includes a second guide wheel shaft and a second guide slide bearing. The second guide wheel shaft is disposed in the second shaft hole of the positioning seat or the second shaft hole of the longitudinal portion of the clamping seat along the first direction. The second guide slide bearing is sleeved on the second guide wheel shaft and disposed in the first mounting groove of the longitudinal portion of the positioning seat or the clamping seat.
5. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 2, characterized in that, The guide sliding limiting unit also includes multiple sets of third guide sliding components. The multiple sets of third guide sliding components are all installed on the transverse part of the clamping seat. The third guide sliding components work together with the first guide sliding components to absorb the impact from the busbar on the positioning clamp in the first direction.
6. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 5, characterized in that, The third guide wheel assembly includes a third guide wheel shaft, a limiting guide wheel, and multiple wear-resistant pads. The third guide wheel shaft is installed in the third shaft hole of the transverse portion of the clamping seat along the second direction. The limiting guide wheel is sleeved on the third guide wheel shaft and installed in the second mounting groove of the transverse portion of the clamping seat. The wear-resistant pads are sleeved on the third guide wheel shaft and disposed between the limiting guide wheel and the side wall of the second mounting groove.
7. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 6, characterized in that, The third guide wheel shaft is fixed to the transverse portion of the clamping seat by a fixing assembly. The fixing assembly includes a set screw hole, a set screw groove, and a set screw. The set screw hole is provided on the transverse portion of the clamping seat along a first direction, and the set screw groove is provided on the third guide wheel shaft. When the third guide wheel shaft is installed, the set screw hole and the set screw groove are located on the same axis, and the set screw is embedded in the set screw hole and the set screw groove.
8. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 1, characterized in that, An adjusting screw is inserted through the center of the transverse portion of the clamping seat, and the positioning clamp is connected to the insulator through the adjusting screw.
9. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 4, characterized in that, The bottom of the second guide bearing is higher than the top of the first guide bearing.
10. The rigid contact wire busbar anti-jamming guide sliding positioning clamp according to claim 6, characterized in that, The gap between the first guide bearing and the limiting guide wheel is greater than the thickness of the flange of the busbar.