DE202004009420U1 - conductor rail - Google Patents

Abstract

Busbar for holding a contact wire with two clamping arms, between which the contact wire is held, characterized in that
that the busbar (1) has an elongated, one-piece, longitudinally slotted profile with a cross member (3) and the two clamping arms (4, 5) projecting essentially perpendicularly therefrom,
that the clamping arms (4, 5) are each connected to a clamping arm (7, 8) which extends at an acute angle to an axis of symmetry (6),
that the clamping arms (4, 5) and / or the clamping arms (7, 8) are designed to be resilient, and
that the contact wire (2) is held exclusively by the spring force of the tensioning arms (4, 5) and / or the clamping arms (7, 8).

Description

The Innovation relates to a track for rail-bound vehicles. Rail vehicles, e.g. electrically powered railways, are about a catenary system powered. The catenary system exists in most cases from contact wires that hung on suspension cables are and about Structures are kept. Power transmission from the contact wire, too Catenary called, is carried out by one attached to the vehicle Pantograph that acts as an abrasive bracket or pantograph. Although the suspension cables are very tight are, can not avoid this between the individual suspension points sag so that the height of the contact wire above the Rail fluctuates constantly what has to be compensated for by movements of the pantograph. This will change but also the contact forces between pantograph and contact wire, resulting in vibrations, uneven contact resistance and cause sparking can.

In the DE 24 36 640 It has therefore already been proposed to provide the suspension of the overhead lines at fastening points of different distances and irregular sequences in order to achieve wave propagation of the vibrations of different wavelengths and to avoid resonances. However, this measure is not enough for high-speed lines that are to be driven at 240 km / h and faster.

Rigid busbars are also used as wearable conductors for power transmission, busbars being used as overhead lines predominantly only in tunnels, since they require less space. Such busbars are from the DE 201 00 960 U1 . DE 201 01 581 U1 . DE 42 07 622 C2 . DE 195 48 103 C1 and AT 409 904 B.

Busbars in which a copper contact wire is clamped between holding arms and thus held are also from the US 918,761 , FR 2 470 020 and US 4,230,209 known. A so-called grooved wire is used, ie a copper wire with V-shaped grooves, in which clamping arms of the busbar engage in a form-fitting manner in order to hold the contact wire. The contact wire, which is ground by the pantograph and is therefore subject to wear, can therefore be replaced.

The grooved wire is clamped by screwing the two mirror-symmetrically opposite clamping arms above the grooved wire together ( US 4,230,209 , FR 2 470 020, DE 43 33 446 A1 . DE 195 48 103 C1 ) or riveted ( US 918 761 ) become.

The Installation of the grooved wire on the conductor rail, be it with original equipment or the later Replacing a ground contact wire is therefore very time-consuming and laborious there in short spatial intervals Screw or rivet connections have to be manufactured.

The In practice, individual elements of the busbars have a length of approx. 10 m to 12 m. At joints the subsequent problem then arises between two adjacent busbars, that for a possible exact linear alignment of the busbars on both sides the joint attached to a structure or the ceiling of a tunnel have to, which is also a considerable effort requires. One fastens namely for example, each conductor rail only in the middle of a supporting structure or a tunnel wall, so can the two ends of the conductor rail bend due to their own weight, so that the joint noticeable kinks opposite occur on the rail axis, which mechanically load the contact wire and lead to vibrations during power consumption.

task The innovation is therefore to create a track that unites you Grooved wire holds securely, which is easy to assemble, where the contact wire is simply replaced can be and the one if possible ensures straight line of the contact wire and also on Joints of neighboring Busbar elements.

This Task is by the features specified in claim 1 protection solved. Advantageous refinements and developments of the innovation are the subclaims refer to.

The basic principle of the innovation is to design the busbar as an elongated, one-piece, slotted profile in the longitudinal direction, which has a flat cross member and two clamping arms projecting essentially perpendicularly from it. The clamping arms are each connected to a clamping arm that runs at an acute angle to an axis of symmetry. The tensioning arms and / or the clamping arms are designed to be resilient, so that the contact wire is held only by the spring force of the tensioning arms and / or the clamping arms. A screw connection for clamping the contact wire is no longer necessary. Rather, a closed box profile that is only interrupted by a longitudinal slot is created, which has a high degree of flexural rigidity and holds the contact wire in a straight axis, thus ensuring an absolutely constant distance between the contact wire and the rail. The insertion and replacement of the contact wire is very easy and quick to carry out. According to a development of the invention, the cross member is wider than the distance between the clamping arms transverse to the longitudinal direction of the busbar, so that that is, the crossbeam protrudes on both sides beyond the clamping arms. This increases the moment of inertia and thus the rigidity of the busbar.

To A further development of the innovation are in the transition area from the tension arms cantilever arms projecting laterally to the clamping arms, their to the cross member facing top is flat and its bottom facing the contact wire has a groove. On the one hand, these cantilevers are used for mounting and leadership a wire insertion device that the two clamping arms for insertion or removing the contact wire spreads apart. This device can run along the top of the cantilever arms and through into the grooves on the underside for spreading the clamping arms intervention. additionally these cantilever arms also serve to increase the area moment of inertia and thus to improve the bending stiffness of the busbar.

To The clamping arms have a further development of the innovation on each of them on the other side facing the tension arm at least one, preferably two ledges, who are about the entire length extend the track. These projections also make the area moment of inertia and thus increases the rigidity of the track. Have these tabs a rectangular, trapezoidal or triangular profile, the trapezoidal profile being the special preferred embodiment is.

This projections serve additionally after a further development of the innovation at frontal joints successive busbars as a tongue and groove joint between the tension arms and butt straps, that bridge the joint. The fishplates have the lead corresponding grooves and are on both sides of the joint fastened to the clamping arms with only one or two screws each. For this purpose, the clamping arms have a hole and the butt straps a threaded hole. This tongue and groove connection also at joints adjacent busbars an exact, straight line alignment of the contact wire and there is no more kink on the Joints. This means that these tracks are also suitable for high speeds of usable up to 250 km / h and more. Preferably, per joint two butt flaps used, which are connected to one of the two clamping arms.

To A further development of the innovation can take place between the respective butt strap and the associated tension arm at least one, preferably two Contact lamella strips can be arranged, the electrical connection between the butt flaps and improve the tension arms of adjacent busbars. For the clear Fixing and better assembly of the contact lamella strips can fishplates for recording and holding the contact lamella strips a recess with both sides Have undercuts.

To Another further development of the innovation can be found on the top of the crossbeam one over the whole length the busbar running web may be provided, the vertical from the surface of the cross member projects. It can several such webs can also be used in parallel.

in the The following is the innovation based on exemplary embodiments in connection explained in more detail with the drawing. It shows:

1 a cross section of a busbar according to a first embodiment of the innovation;

2 a busbar according to a second embodiment of the innovation;

3 a cross section of a busbar according to a third embodiment of the innovation;

4 a side view of the power rail of the 3 ;

5 a cross section of a bumper plate;

6 an enlarged view of section A of 6 ; and

7 a side view of the butt flap of the 6 with inserted contact blades.

The 1 shows a track 1 , which has a longitudinally slotted profile into which a contact wire 2 inserted and held there positively. The track 1 has a plate-shaped cross member 3 with a flat surface, of which two clamping arms 4 and 5 that are mirror symmetric to an axis of symmetry 6 protrude substantially vertically. Starting from the cross member are the tension arms 4 and 5 slightly tapered, the angle between the inner and outer surface of the clamping arms being approximately 1.5 °. At the free ends of the tension arms 4 and 5 are each clamp arms 7 and 8th attached, which protrude from the clamping arms at an acute angle and run towards each other, the clamping arms each having a tip, which in correspondingly shaped grooves 9 respectively. 10 of the contact wire 2 intervention. The mentioned tips and the grooves 9 and 10 for example have an angle of 78 °. The grooves 9 and 10 are above one through a central axis of the contact wire tes current level arranged.

At the transition area between the clamping arms 4 respectively. 5 and the clamp arms 7 respectively. 8th are lateral cantilevers pointing away from the axis of symmetry 11 respectively. 12 attached to the crossbeam 3 facing top is flat and that of the cross member 3 forward underside of a recess or groove 13 respectively. 14 has, which serves as a guide for a movable contact wire insertion device, which spreads the clamping and clamping arms apart for inserting the contact wire.

The cross member 3 protrudes laterally over the tension arms 4 and 5 and is thickened over slopes in the transition area to the tensioning arms.

The entire track described so far 1 is designed as a one-piece profile that can be produced using the extrusion process. The material used is, for example, aluminum or an aluminum alloy which has good electrical conductivity, so that the current is fed to the contact wire 2 also via the busbar 1 can be done.

The track 1 forms a largely closed and only through a longitudinal slot for receiving the contact wire 2 broken box profile, the contact wire 2 only holds by spring forces of the clamping and clamping arms. The profile as a whole is highly resistant to bending and torsion, with the clamping and clamping arms being slightly resilient with respect to the axis of symmetry 6 can be moved back and forth to insert or replace the contact wire. On the other hand, this possibility of movement is so limited by the shape, dimensioning and material properties that the contact wire 2 is held securely and is held securely even under mechanical loads by the pantograph of a vehicle.

For reasons of transport, manageability and assembly, busbars have a maximum length of 10 m to 12 m on a route. For a distance, several conductor rails are then butted together at the end, which is achieved by means of butt straps 15 . 16 takes place, which are inserted into the interior of the conductor rail profile and bridge the joint between two adjacent conductor rails (cf. 4 ).

1 shows two such butt flaps 15 . 16 , which generally have a rectangular profile and each on the inside of an assigned clamping arm 4 respectively. 5 be attached. The length of the butt flaps 15 . 16 is of the order of 40 cm. The butt straps are used both for the electrical connection between two adjacent conductor rail profiles and for the transmission of mechanical forces. The butt flaps 15 . 16 are by screws 17 . 18 through holes 19 . 20 the tension arms 4 . 5 protrude through and in threaded holes 21 . 22 the butt flaps 15 . 16 are screwed in, fastened. You only need two to four screws per butt strap, which are screwed to adjacent busbars on both sides of a busbar joint.

Due to a hole play in the holes 19 . 20 a small but nevertheless unfavorable deflection of the busbar axes could occur, which could result in a kink at the joint. Such a kink has a negative influence on the current consumption, since the current collector is deflected there, and therefore not continuously on the contact wire 2 can grind, with which the contact forces between pantograph and contact wire increase or decrease, whereby there is a risk that the pantograph jumps off the profile, loses contact force and thus also the power supply. These mechanical-geometric and electrical disadvantages cannot be accepted for a high-speed overhead conductor rail. For this purpose, in addition to the screw connection, a positive connection between the busbars and the butt straps is also realized, in principle with a tongue and groove connection.

For this purpose are on the inside of the tension arms 4 and 5 projections 23 . 24 respectively. 25 . 26 attached, which protrude inwards into the cavity of the track profile. The projections run the entire length of a busbar, since it is an extruded profile. The distance of the protrusions 23 and 24 respectively. 25 and 26 is chosen as large as possible, ie the respective projections are as close as possible to the two ends of the clamping arms 4 respectively. 5 ,

The butt flaps 15 and 16 have corresponding grooves 27 . 28 respectively. 29 . 30 in which the assigned projections 23 - 26 intervention. This form-fitting tongue and groove connection has a possible hole play in the holes 19 respectively. 20 no more effects and, even if the tongue and groove connection should have a slight play, due to the length of the butt straps and thus the length of the tongue and groove connection, a deflection or a kink between adjacent conductor rails is effectively zero. This means that the overhead conductor rail can be laid practically exactly in one axis and there are no discontinuities, which improves power consumption and also enables high speeds of up to 250 km / h and higher. Any deformations are continuously distributed over the entire busbar investment. Deflections in the vertical direction no longer occur at the joints.

In addition, through the protrusions 23 . 24 respectively. 25 . 26 an additional stiffening of the track profile is achieved.

In the embodiment of the 1 have the lead 23 - 26 in cross section a trapezoidal profile, preferably the profile of an isosceles trapezoid. The grooves have accordingly 27 - 30 also a trapezoidal profile, the depth of which is slightly greater than the height of the projections 23 - 26 , This results in a wedge effect, which ensures that there is always a tight connection of the tongue and groove connection, even if there is some play in the manufacture of the projections and / or the grooves. As a result, a defined mechanical connection is always achieved and, at the same time, perfect electrical contact. It should also be noted that the screws 17 . 18 no (vertical) transverse forces have to be absorbed, so that a total of four to eight screws are required per conductor rail joint, namely two per joint plate. It should also be pointed out that the front edges of the projections and the front edges of the grooves can have a chamfer or rounding in order to facilitate the insertion of the butt flaps.

In order to achieve a better electrical connection between the butt straps and the tensioning arms, a further development of the innovation can additionally provide between the outside of the butt straps 15 and 16 and the inside of the tension arms 4 and 5 one or two contact lamella strips each 31 . 32 . 33 . 34 to arrange what is more detailed related to the 5 . 6 and 7 is described. This ensures that the electrical connection is not only made in the area of the tongue and groove connection, but also between the larger-area vertical surfaces of the butt straps and the tensioning arms.

In the embodiment of the 2 are the tabs 23 - 26 and the grooves 27 - 30 Rectangular, which led to improved power transmission in tests. Because the depth of the grooves 27 - 30 is greater than the height of the protrusions 23 - 26 , it is always guaranteed that the vertical, opposing surfaces of the butt straps and the clamping arms come into contact with each other. Therefore, it is not absolutely necessary to use the contact lamella strips 31 - 34 provided. Nevertheless, these can of course be provided to improve the contact resistance.

In addition, in the embodiment 2 for further stiffening of the conductor rail profile on the top of the cross member 3 a bridge projecting perpendicularly from this 34 provided that extends over the entire length of the busbar. This web is in the embodiment of the 2 arranged in the middle. It is also possible to provide a plurality of such webs, which then run parallel to one another at a distance.

At this point it should be pointed out that such webs also on the busbars according to the other exemplary embodiments, in particular the 1 and 3 - 7 , can be provided.

In the embodiment of the 3 are the grooves 27 - 30 and the ledges 23 - 26 triangular in cross section. Here too, appropriate dimensioning of the projections and / or of the grooves ensures that the vertical surfaces of the butt straps and the clamping arms always touch, so that the contact lamella strips can also be omitted here.

4 shows a side view of a joint 35 two adjacent busbars 1 and 1a that at the joint 35 , which is shown here for clarification as an enlarged gap, follow each other and through the butt flaps 15 and 16 (in 4 not visible) can be bridged. In practice, the gap is kept as small as possible and is due to the spacing of the holes 19 and 20 to the front 36 respectively. 36a the track 1 respectively. 1a on the one hand and the distance between the threaded holes 21 respectively. 22 on the respective bumper 15 respectively. 16 specified. In practice, with a length of the butt straps of approx. 400 mm, the distance between the threaded holes on a butt strap will be 200 mm, these holes being arranged symmetrically to the center of the butt strap.

5 shows a cross section of a butt plate accordingly 2 and 6 shows an enlarged section of detail A. To attach the contact lamella strips is on the vertical surface 36 , which is opposite the tension arm in the assembled state, a recess 37 provided the undercuts on the edge 38 and 39 having. In this deepening 37 a contact strip can be inserted and through the undercuts 38 and 39 being held. The undercuts each have a radius in their base. The contact lamella strips extend over the entire length of the butt flaps, as from 7 can be seen. Such contact lamella strips are commercially available. They are made of a material with good electrical conductivity, such as copper or aluminum, and have a large number of flexible fins. The depth of the depression 37 is in practice about 0.5 mm, while the width of the depressions is in the order of 13 to 14 mm. The angle of the back Tailoring 38 is of the order of 30 °.

How out 5 visible, the butt flap has two recesses 37 and 37a , which are preferably symmetrical to the central axis of the threaded bore 22 are arranged.

7 shows a side view of a butt strap with inserted contact lamella strips 31 and 32 and the two threaded holes 19 ,

With the innovation one very stable and easy to assemble busbars as longitudinally slotted Hollow profiles that have no vertical deflections and therefore for High-speed lines are suitable. Through a positive connection two longitudinally slotted hollow profiles receives you have a good electrical connection through contact lamella strips can still be improved. Due to the special shape of the busbars is an insert and also a later one Exchange of a contact wire is easy and automated possible.

Claims (12)

Conductor rail for holding a contact wire with two tension arms, between which the contact wire is held, characterized in that the contact rail ( 1 ) an elongated, one-piece, longitudinally slotted profile with a cross member ( 3 ) and the two clamping arms, which protrude essentially vertically from it ( 4 . 5 ) has that the clamping arms ( 4 . 5 ) each with a clamp arm ( 7 . 8th ) are connected at an acute angle to an axis of symmetry ( 6 ) runs that the clamping arms ( 4 . 5 ) and / or the clamping arms ( 7 . 8th ) are designed to be resilient, and that the contact wire ( 2 ) exclusively by the spring force of the tension arms ( 4 . 5 ) and / or the clamp arms ( 7 . 8th ) is held. Conductor rail according to Claim 1, characterized in that the cross member ( 3 ) is wider than the distance between the clamping arms ( 4 . 5 ) transverse to the longitudinal direction of the busbar. Conductor rail according to Claim 1 or 2, characterized in that in the transition region from the tensioning arms ( 4 . 5 ) to the clamp arms ( 7 . 8th ) cantilevered arms ( 11 . 12 ) are provided, whose to the cross member ( 3 ) facing top is flat and its towards the contact wire ( 2 ) facing underside a groove ( 13 . 14 ) having. Busbar according to one of claims 1 to 3, characterized in that the clamping arms ( 3 . 4 ) on their inner side facing the other tension arm at least one projection ( 23 . 24 . 25 . 26 ) that extend over the entire length of the busbar ( 3 ) extends. Busbar according to claim 4, characterized in that each clamping arm ( 4 . 5 ) two ledges ( 23 . 24 ; 25 . 26 ) near the two ends of the respective tension arm ( 4 . 5 ) are arranged. Conductor rail according to claim 4 or 5, characterized in that the projections ( 23 . 24 . 25 . 26 ) have a rectangular, trapezoidal or triangular profile in cross section. Conductor rail according to one of Claims 4 to 6, characterized in that at the end faces ( 35 ) successive busbars ( 1 . 1a ) at least one butt strap ( 15 . 16 ) is provided, which is the joint ( 35 ) bridges that the butt strap ( 15 . 16 ) the ledges ( 23 - 26 ) corresponding grooves ( 27 - 30 ) and that the butt strap ( 15 . 16 ) on both sides of the joint ( 35 ) one threaded hole each ( 21 . 22 ) over which the butt strap ( 15 . 16 ) with the ends of two successive busbars ( 1 . 1a ) is screwable. Conductor rail according to claim 7, characterized in that per joint ( 35 ) two butt flaps ( 15 . 16 ) are provided, each with one of the two clamping arms ( 4 . 5 ) are connectable. Conductor rail according to Claim 7 or 8, characterized in that between the butt strap ( 15 . 16 ) and the assigned tension arm ( 4 . 5 ) at least one contact lamella strip ( 31 - 34 ) is arranged. Busbar according to claim 9, characterized in that each butt strap ( 15 . 16 ) two parallel contact lamella strips ( 31 . 32 ; 33 . 34 ) assigned. Conductor rail according to claim 9 or 10, characterized in that the butt strap ( 15 . 16 ) for receiving and holding the contact lamella strips ( 31 - 34 ) a deepening ( 37 ) with undercuts on both sides ( 38 ) having. Conductor rail according to one of Claims 1 to 11, characterized in that on the top of the cross member ( 3 ) at least one bridge projecting vertically upwards ( 37 ) is provided, which extends over the entire length of the busbar.