張云程 吳積欽 關(guān)金發(fā) 高曙光

(1.中交機電工程局有限公司,430060,武漢; 2.西南交通大學電氣工程學院,610031,成都∥第一作者,助理工程師)

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特殊區(qū)段牽引供電接觸網(wǎng)支持裝置的安裝及調(diào)整

張云程1吳積欽2關(guān)金發(fā)2高曙光2

(1.中交機電工程局有限公司,430060,武漢; 2.西南交通大學電氣工程學院,610031,成都∥第一作者,助理工程師)

結(jié)合武漢天興洲公鐵兩用橋牽引供電接觸網(wǎng)安裝工程,對小限界、低凈空特殊區(qū)段接觸網(wǎng)支持裝置的安裝及調(diào)整的限制因素進行分析,并提出解決方法,以確保支持裝置安裝及調(diào)整達到要求。實踐證明,小限界、低凈空特殊區(qū)段接觸網(wǎng)支持裝置采用改變支持形式、適當調(diào)整技術(shù)參數(shù)的方法切實可行。

軌道交通; 牽引供電; 接觸網(wǎng); 支持裝置

First-author′s address CCCC Mechanical & Electrical Engineering Co.,Ltd., 430060,Wuhan,China

軌道交通牽引供電的接觸網(wǎng)支持裝置是安裝在支柱上或者倒立支柱上,用于將接觸懸掛的所有部件懸掛在軌道上方的設(shè)備總稱。其承擔接觸懸掛負荷并將負荷傳給支柱和其它建筑物,是接觸網(wǎng)的主要組成部分。接觸網(wǎng)支持裝置主要分單腕臂、多線路腕臂、軟橫跨以及硬橫梁等形式。不同區(qū)段接觸網(wǎng)具有不同的支持裝置類型,在實際工程運用中支持裝置的安裝調(diào)整應充分考慮機械、電氣、環(huán)境的要求。

在橋、隧道、車站等小限界、低凈空特殊區(qū)段,接觸網(wǎng)支持裝置多采用單腕臂形式,但支持裝置的安裝及調(diào)整能否到位受到現(xiàn)場因素制約。為了滿足行車安全,實現(xiàn)接觸網(wǎng)功能,須改變接觸網(wǎng)腕臂支持裝置結(jié)構(gòu)。本文結(jié)合武漢天興洲公鐵兩用大橋牽引供電接觸網(wǎng)工程,對特殊區(qū)段接觸網(wǎng)支持裝置的安裝調(diào)整方法進行研究。

1 影響接觸網(wǎng)支持裝置安裝及調(diào)整的因素

(1) 側(cè)面限界。側(cè)面限界是指線路軌道中心到接觸網(wǎng)支柱或吊柱靠線路側(cè)面的水平距離。限界的大小必須符合設(shè)計和驗收規(guī)范要求。限界過小會造成接觸網(wǎng)腕臂支持定位侵限,影響行車安全,必須對支持裝置進行調(diào)整。

(2) 軌面凈空高度。在橋、隧等特殊區(qū)段,電氣化鐵路鋼軌軌面到上方建筑物下表面最低點的垂直距離稱為軌面凈空高度。接觸網(wǎng)必須與建筑物保持足夠的距離,以滿足電氣絕緣的要求。軌面凈空高度直接關(guān)系到接觸網(wǎng)導高的調(diào)整,制約接觸線的導高。

2 小限界、低凈空接觸網(wǎng)支持裝置的安裝調(diào)整措施

小限界、低凈空特殊區(qū)段,接觸網(wǎng)常規(guī)支持裝置無法滿足不侵限和電氣絕緣要求,必須根據(jù)現(xiàn)場情況對腕臂柱支持裝置進行變動,否則將影響甚至威脅到列車的安全可靠運行?，F(xiàn)場接觸網(wǎng)支持裝置的調(diào)整必須滿足接觸網(wǎng)導高、拉出值、絕緣距離,以確保行車安全。直線段接觸網(wǎng)按之字形布置,支持裝置中接觸線定位裝置分為正定位和反定位。由于正定位安裝調(diào)整較反定位安裝調(diào)整難度大,故本文對小限界、低凈空特殊區(qū)段接觸網(wǎng)區(qū)間普通正定位支持裝置的應用進行探討。

2.1 改變支持結(jié)構(gòu)

如圖1所示,腕臂定位環(huán)到定位點的水平距離K可表示為:

(CX-a-D)

(1)

式中:

CX——支柱限界(支柱的線路側(cè)斜率設(shè)為0),mm;

a——拉出值,mm;

H——腕臂上下底座間距,mm;

h——接觸網(wǎng)結(jié)構(gòu)高度,mm;

D——平腕臂處套管雙耳到承力索座的距離,mm。

注:350 mm為定位器開口高度

圖 1 支持結(jié)構(gòu)示意圖

常用的腕臂定位器長1 250 mm或1 050 mm。小限界、低凈空區(qū)段通常采用1 050 mm長度定位器。正定位考慮到定位管與腕臂連接部位、腕臂鋼管直徑和定位支座寬度,K只要大于1 250 mm就能滿足定位調(diào)整要求。K過小,列車通過時,由于車輛振動,容易發(fā)生打弓現(xiàn)象,影響行車安全。

限界由線路狀況決定,按現(xiàn)場測量得到。拉出值在不同區(qū)段的設(shè)計值不同,區(qū)間直線段一般為300 mm。高速接觸網(wǎng)結(jié)構(gòu)高度一般大于1 400 mm。為簡化分析模型,式(1)中CX、a、h設(shè)為定值,減小H、增大D就可以增大K值,從而使所選定位器滿足調(diào)整要求。

K對H進行微分求導并取絕對值得:

(2)

K對D進行微分求導得:

(3)

由微分求導結(jié)果可知，當H為變量，其它參數(shù)一定時，K對應H的圖象為曲線(見圖2)，且K值與H值的變化呈指數(shù)關(guān)系，H減小時，K值增加的量要遠大于H減少的量；當D為變量，其它參數(shù)一定時，K對應D的圖象為直線(見圖3)，K值與D值的變化呈線性關(guān)系，且K小于1，D增大時，K值增加的量要小于D增加的量。所以，減小H比增大D能更有效滿足定位調(diào)整要求。

圖2 K值對應H變化示意圖

圖3 K值對應D變化關(guān)系示意圖

武漢天興洲大橋普速鐵路線接觸網(wǎng)支持裝置就采用了減小H和增大D的調(diào)整措施(見圖4、圖5),取得了較好效果。

圖4 武漢天興洲大橋普速鐵路線接觸網(wǎng)調(diào)速措施(減小H)

腕臂結(jié)構(gòu)的調(diào)整,導致接觸懸掛結(jié)構(gòu)高度減小。結(jié)構(gòu)高度對受流質(zhì)量起改善作用,不起決定作用。結(jié)構(gòu)高度減小主要造成跨中最短吊弦長度過短,吊弦越短,發(fā)生故障的概率越高。文獻[5]5.1.6規(guī)定,接觸網(wǎng)區(qū)間和站場正線最短吊弦長度不宜小于500 mm,隧道內(nèi)最短吊弦長度不宜小于400 mm。當受現(xiàn)場條件制約,最短吊弦長度不滿足要求時,可先采用較短的彈性吊索,最后才選擇使用滑動吊弦。

圖5 武漢天興洲大橋普速鐵路線接觸網(wǎng)調(diào)整措施(增大D)

腕臂結(jié)構(gòu)的調(diào)整充分考慮了零部件的機械強度安全裕量,既可實現(xiàn)接觸網(wǎng)的功能,又保證了安全。根據(jù)現(xiàn)場情況,優(yōu)先選用減小腕臂上下底座間距,并輔以增大平腕臂處套管雙耳到承力索座間距,能滿足小限界、低凈空特殊區(qū)段接觸網(wǎng)支持裝置安裝調(diào)整要求。

2.2 使用特殊結(jié)構(gòu)部件

(1) 使用特殊定位支座。接觸網(wǎng)定位支座有很多類型,其中有一種特型定位支座能增大定位器的調(diào)整量,在限界較小、凈空較低的情況下一般能滿足定位調(diào)整要求。該特型定位支座在車站硬橫梁吊柱腕臂支持定位使用較多。圖6所示為采用特型定位支座的武漢灄口車站接觸網(wǎng)。

(2) 選用短型定位器。定位器越短,定位拉出值、導高調(diào)整越容易,但定位支座與受電弓中心的距離必須滿足使定位支座處于受電弓最大動態(tài)包絡(luò)線范圍之外,以防止出現(xiàn)打弓現(xiàn)象。

圖6 武漢灄口車站接觸網(wǎng)調(diào)整措施(采用特型定位支座)

2.3 調(diào)整技術(shù)參數(shù)

接觸網(wǎng)屬于站后工程,所以在橋梁、隧道、車站的土建設(shè)計時應充分考慮接觸網(wǎng)的施工設(shè)計,否則,一旦土建完工就很難更改。接觸網(wǎng)設(shè)計應與土建設(shè)計同時進行,并跟蹤、監(jiān)督、檢查土建預留施工,杜絕預留不足等缺陷,為站后接觸網(wǎng)施工創(chuàng)造條件。

土建施工完畢,現(xiàn)場條件無法改變,在不影響列車運行、滿足行車安全的條件下,可以適當調(diào)整技術(shù)參數(shù)。在困難條件下定位點可適當調(diào)整拉出值、導高參數(shù),從而降低支持裝置安裝調(diào)整的難度。武漢天興洲過江大橋普客線公鐵兩用橋區(qū)段接觸網(wǎng)工程由于站前預留吊柱限界過小(不足2 800 mm)、凈空過低(為7 960 mm),為滿足支持裝置調(diào)整要求,接觸網(wǎng)拉出值的設(shè)計值從敞開段300 mm調(diào)整為公路橋下200 mm,導高設(shè)計值從6 450 mm調(diào)整為6 350 mm。技術(shù)參數(shù)調(diào)整屬于讓步接收技術(shù)方案處理,且必須進過嚴格安全驗算,在工程實踐中不應提倡。

3 結(jié)語

接觸網(wǎng)施工是一個系統(tǒng)工程,其支持裝置安裝、調(diào)整很難一步到位,需要綜合考慮多方面的因素。在實際工程中,應從實際出發(fā),采用科學方法,結(jié)合相關(guān)經(jīng)驗找到最優(yōu)方案,以滿足設(shè)計要求,實現(xiàn)使用功能,并方便施工。武漢天興洲公鐵兩用橋區(qū)段接觸網(wǎng)吊柱支持裝置的安裝調(diào)整實例證明,小限界、低凈空特殊區(qū)段接觸網(wǎng)支持裝置采用改變支持形式、適當調(diào)整技術(shù)指標是能夠?qū)崿F(xiàn)其功能的。

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[2] 吳積欽.受電弓與接觸網(wǎng)系統(tǒng)[M].成都:西南交通大學出版社,2010.

[3] 劉啟明.最新電氣化鐵道接觸網(wǎng)規(guī)劃、設(shè)計、施工使用全書[M].北京:中國電力出版社,2004.

[4] 劉永紅,周軍.接觸網(wǎng)-受電弓系統(tǒng)受流質(zhì)量的評價和分析[J].鐵道標準設(shè)計,1994(4):45-48.

[5] 中華人民共和國鐵道部.鐵路電力牽引供電設(shè)計規(guī)范:TB 10009—2005/J 452—2005[S].北京:中國鐵道出版社,2014.

(Continued from Commentary)

Railway Station.The second is to increase the urban traffic burden.Shanghai Hongqiao Railway Station’s passenger transport traffic scale is sending 60 million person-time average per year,and 160 000 person-time average per day.That is to say,there are 160 000 person-time who come into the Shanghai urban area from Shanghai Hongqiao Railway Station or go out of the Shanghai urban area to Shanghai Hongqiao Railway Station each day.This increases Shanghai’s traffic pressure for no reason.The third is that the advantage of being more convenient by taking high-speed rail trains than by civil aviation could not make a full play.Most of the passengers still have to spend more time on coming and going between the high speed rail station and the destination.The resources of Shanghai Railway Station and Shanghai South Railway Station are not fully utilized.To this end,the following comments and suggestions are put forward.

1.The Beijing-Shanghai High-speed Railway should be extended to Shanghai Railway Station,and the high-speed rail connecting line from Shanghai Railway Station to Hongqiao Railway Station should be constructed.Shanghai Railway Station should be set up as an arriving and departing station of the Beijing-Shanghai High-speed Railway.Shanghai Railway Station was built in 1982.There are 6 two-sided station platforms,1 single side station platform,and totally 14 rail lines,which include 13 arriving and departing rail lines and 1 crane rail line.Before 2006,Shanghai Railway Station was the only passenger transport hub station and passenger transport distribution center in Shanghai.Among the existing rail transit lines,Line 1,Line 3 and Line 4 pass by Shanghai Railway Station,and around which,there are 65 bus lines.Its North Square is adjacent to Shanghai Long-distance Bus Station.Here is the passenger transport distribution center in the north central urban area of Shanghai.In 2010,the Shanghai-Nanjing Intercity Railway Line was completed,and Shanghai Railway Station is its arriving and departing station.

2.The Shanghai-Hangzhou High-speed Railway Line should be extended to Shanghai South Railway Station,and the high-speed rail connecting line from Shanghai South Railway Station to Hongqiao Railway Station should be constructed.Shanghai South Railway Station should be set up as an arriving and departing station of the Shanghai-Hangzhou High-speed Railway Line.Shanghai South Railway Station was built in 2006.There are 6 station platforms,and totally 11 rail lines,which include 10 arriving and departing rail lines and 1 crane rail line.There is Rail Transit Line 1 and Line 3 that pass by Shanghai South Railway Station.And around which,there are 36 bus lines.It is adjacent to Shanghai South Long-distance Bus Station.The Shanghai South Railway Station area is another passenger transport distribution center in the south central urban area of Shanghai.After 2006,it was ever the Shanghai-Hangzhou EMU trains’ arrival and departure station.And now it is only used for serving existing railway lines and suburban railways.

3.The functional partitioning of Shanghai Hongqiao Railway Station,Shanghai Railway Station and Shanghai South Railway Station should be changed.The current function partitioning of three railway stations is that Hongqiao Railway Station is mainly responsible for high-speed rail transport,while Shanghai Railway Station and Shanghai South Railway Station mainly serve for the train beginning with D-word (EMU trains),the train beginning with Z-word (Direct Special Express trains),the train beginning with T-word (Special Express trains),the train beginning with K-word (Express trains) and the general fast-speed trains.It is now suggested that Shanghai Hongqiao Railway Station should still be set up as a high-speed rail hub station and its arrival and departure station,and Shanghai Railway Station and Shanghai South Railway Station also serve as a high-speed rail arrival and departure station.The Shanghai-Nanjing Intercity high-speed rail trains,the trains beginning with D-、Z-、T-、and K-word (hereinafter referred to as D-train,Z-train,T-train and K-train,etc.) and the general fast-speed trains should also be properly dispersed to Shanghai Hongqiao Railway Station and Shanghai South Railway Station,arriving and departing.

At present,in Shanghai Hongqiao Railway Station,G-trains and D-trains depart and arrive each for 264 train-time per day.In the Shanghai-Nanjing direction,there are 135 train-time each,and in the Shanghai-Hangzhou direction,there are 129 train-time each.It is envisaged that two-thirds or so of G-trains and D-trains that originally depart and arrive in Shanghai Hongqiao Railway Station should be transferred respectively to Shanghai Railway Station or Shanghai South Railway Station to depart and arrive.In Shanghai Railway Station,G-trains of Shanghai-Nanjing Intercity High-speed Railway depart and arrive each for 67 train-time per day.It is envisaged that two-thirds or so of them should be transferred respectively to Shanghai Hongqiao Railway Station or Shanghai South Railway Station to depart and arrive.After such adjustments,the situations of the number of departing and arriving trains every day in the above three railway stations are as followings: In Shanghai Railway Station,G-trains and D-trains depart and arrive each for 95 train-time every day,including 57 train-time in the Shanghai-Nanjing direction and 38 train-time each in the Shanghai-Hangzhou direction.In Shanghai South Railway Station,G-trains and D-trains depart and arrive each for 82 train-time every day,including 47 train-time each in the Shanghai-Nanjing direction and 38 train-time each in the Shanghai-Hangzhou direction.In Shanghai Hongqiao Railway Station,G-trains and D-trains depart and arrive each for 238 train-time every day,including 144 train-time each in the Shanghai-Nanjing direction and 94 train-time each in the Shanghai-Hangzhou direction.

If such adjustments could be made,most of the passengers who depart from Shanghai or arrive in Shanghai to take G-trains or D-trains could choose one station in Shanghai Railway Station,Shanghai South Railway Station and Shanghai Hongqiao Railway Station to travel.This would bring great convenience to most passengers,would be conducive to easing the traffic pressure in Shanghai inner city,also would be conducive to better bringing the high-speed rail advantage into a full play and making full play of Shanghai Railway Station and Shanghai South Railway Station.Of course,the above adjustments are just initial and slight ideas,only reflecting the general intention.The specific programs are still needed to make in-depth studies.

(Translated by SUN Zheng)

Installation and Adjustment of Overhead Contact Line Support Device in Special Section

ZHANG Yuncheng, WU Jiqin, GUAN Jinfa, GAO Shuguang

Combined with the traction power overhead contact line installation on the highway/railway dual bridge in Wuhan City,factors in special sections like the small limit and low clearance of the overhead contact line are analyzed,solutions are put forward to ensure the satisfactory installation of support device and adjustment.Practical engineering proves that changes of the supporting mode in special sections and proper adjustment of the technical parameters in the installation of overhead contact line support device in special section are feasible.

rail transit; traction power supply; catenary; support device

U225.4+2

10.16037/j.1007-869x.2017.06.035

2015-05-26)