WO2010120130A2 - Conductive rail facility for railway vehicles and fitting thereof - Google Patents

Abstract

The present invention relates to a conductive rail facility for railway vehicles for transmitting external power to a railway vehicle so that the railway vehicle may receive power from the outside, and a fitting thereof. Particularly, the present invention relates to a conductive rail facility for railway vehicles and a fitting thereof, wherein a rail body may include a conductive rail and an insulating rail; the connection relationships among a fitting, an insulator, and a claw which form a conductive rail support may be improved; and the fitting may be formed as a 1st type fitting or a 2nd type fitting according to rectilinear or curved railways.

Description

Railroad track rail equipment and brackets

The present invention relates to a conductive rail facility for railroad cars and a bracket thereof for transmitting external electric power to a railroad car so that the railroad car can receive electric power from the outside.

In general, the types of railway vehicles include electric cars, trains, trains, high-speed trains, locomotives, passenger cars, wagons, maglevs, etc., and operate along a predetermined track by receiving electric power from the outside of the railway cars.

There are many ways for railroad cars to receive power from the outside, and one of them is the conductive rail system.

Such a conductive rail installation method should be designed in consideration of the fact that it is installed in a very long time corresponding to the track of the railroad car, and that it is in direct frictional contact with the current collector of the railroad car.

The present invention has been made to solve the above problems of the prior art, and an object of the present invention is to provide a conductive rail facility for railroad cars and its brackets that can be installed as a rail body in which a conductive rail and an insulating rail are connected as one.

It is still another object of the present invention to provide a conductive rail facility for railroad cars and brackets thereof in which the insulation of the insulating rail can be maintained for a long time.

It is still another object of the present invention to provide a conductive rail facility for railroad cars and brackets thereof in which the railcar contact portions of the conductive rails are separable.

Still another object of the present invention is to provide a conductive rail facility for railroad cars and the brackets having improved positional coupling relations between brackets and insulators.

Still another object of the present invention is to provide a metal fitting of a conductive rail facility for a railway vehicle supporting the conductive rail so that the installation position adjustment of the conductive rail can be made precisely and easily.

In order to solve the above problems, a plurality of the present invention is arranged along a track direction of a railroad car to form a movement path of the railroad car, and is in sliding contact with a current collecting portion of the railroad car, thereby supplying power supplied from the outside to the railroad. Conductive rails for transmitting to the vehicle; And an insulating rail installed between the conductive rails to connect the conductive rails and insulate the conductive rails.

The insulating rail may include: a contact portion in sliding contact with a current collecting portion of the railway vehicle; And it may include a non-contact portion that is not in contact with the current collector of the railway vehicle.

The insulation rail may include a non-contact portion that is not in contact with the current collector portion of the railroad vehicle, and may be formed at a cross section of the current collector side of the railroad vehicle, and may include at least one insulation rail groove inclined with respect to the track direction and the width direction. have.

A rail support coupled to the conductive rail, the insulating rail and the conductive rail installed on opposite sides of the surface contacting the current collector of the railway vehicle, and coupled to the insulating rail and the conductive rail to support the insulating rail, respectively. It may further include.

The rail support may have a rail mounting groove formed therein so that the insulating rail and the conductive rail may be inserted, and the rail support may be fastened by the insulating rail and the conductive rail by a rail support fastening member. A fastening hole may be formed in the rail installation groove.

The conductive rails may include: a conductive rail body part arranged along a track direction of the railway vehicle to form a movement path of the railway vehicle; And a vehicle contact part coupled to the conductive rail main body part to be detachably attached to the current collector part of the railroad car so as to be movable so that the electric power supplied from the outside is transferred to the current collector part of the railroad car. .

The conductive rail body part may include a space part formed along the track direction, and a cutout part may be formed to be coupled to an upper portion of the vehicle contact part.

A protrusion is formed in the space portion of the conductive rail main body portion toward the space portion from at least one side of both sides with respect to the cutout portion; When the conductive rail body portion is tightened about the cutout portion, the protrusion may have a length that may contact the protrusion protruding from the opposite side of the space portion or the opposite side of the space portion.

At least one protrusion may protrude from the space portion of the conductive rail body.

The method may further include a rail fastening member which is detachably coupled to the main body so as to selectively prevent the opening of the cutout of the conductive rail main body, and tightens the conductive rail main body about the cutout of the conductive rail main body.

A first rail fitting portion may be formed at a lower portion of the conductive rail main body, and a second fitting portion corresponding to the first rail fitting portion may be formed at an upper portion of the conductive rail support for supporting the conductive rail facility.

The vehicle contact may comprise a wear boundary for identifying a maximum allowable wear boundary of the vehicle contact.

A bracket provided to support the conductive rail and including a bracket engaging portion on one surface of the conductive rail side; And an insulator provided between the bracket and the conductive rail so that the conductive rail is supported by the bracket, and an insulator engaging portion for engaging the bracket engaging portion.

The bracket engaging portion may be formed as a protrusion projecting toward the groove or the insulator, and the insulator engaging portion may be formed as a projection for inserting into the groove of the bracket engaging portion or a groove for inserting the bracket engaging portion projection.

The insulator and the insulator may further include an insulator fastening member coupled to the insulator and the bracket, and the insulator and the insulator may further include insulator fastening holes for fastening the insulator fastening member.

In addition, in order to solve the above problems, the present invention, in the bracket of the conductive rail facility for a railway vehicle for supporting the conductive rail, a bracket fastening portion formed with a bracket fastening hole; And a bias adjusting hole into which the bracket fastening part is inserted to be able to adjust the deflection, and the bracket of the conductive rail facility for a railway vehicle, characterized in that it comprises a bracket main part supporting the conductive rail.

A block including the bracket fitting hole inserted into the bias adjusting hole and movable along the bias adjusting direction of the bracket fitting part; And a boss extending from the block and having a boss fastening hole matching the bracket fastening hole.

The bias adjustment hole may include a step for supporting the block.

A plurality of first deflection adjustment engagement portions are formed in the deflection adjustment hole along the deflection adjustment direction of the bracket fastening portion; The bracket fastening part may include a second biasing engagement part for engaging with any one of a plurality of biasing engagement parts of the bracket body part.

On the outer surface of the bracket body portion, a scale is formed along the deviation adjustment direction of the bracket fastening portion; The bracket fastening part may be provided with a scale reference line for indicating any one side of the scale of the bracket body part in accordance with the position adjustment position of the bracket fastening portion.

In addition, in order to solve the above problems, the present invention is a bracket of a railroad vehicle conductive rail equipment for supporting a conductive rail, the bracket base is installed on one side of the conductive rail to support the conductive rail; And it is coupled to the bracket base rotatably, and provides a bracket of the conductive rail facility for a railway vehicle, characterized in that it comprises a bracket support coupled to the conductive rail.

The bracket base may include a biasing bracket for fastening the biasing member to which the biasing fastening member is formed; And a bracket body portion in which the bias adjustment fastening part is inserted to enable the bias adjustment to be fixed to one side of the conductive rail by the bias adjustment fastening member, and is coupled to the bracket support. have.

The bracket base may include a support coupling part protruding to be coupled to the bracket support, and the support coupling part may be formed such that the height of the end portion side is lower than the height of the center side along the rotation direction of the bracket support.

The bracket base may include a support coupling part protruding to be coupled to the bracket support, and a support fitting space forming part forming a space in which the bracket support can be inserted between the support coupling part.

The support fitting space forming unit is formed with a stopper hole for detachably engaging the first stopper for controlling the rotation state of the bracket support; The support coupling part may be formed with a guide groove for the stopper so that a part of the bracket stopper may be inserted and guided.

The second stopper may further include a second stopper coupled to the bracket base so as to restrict the rotation state of the bracket support along the rotation direction of the bracket support.

The bracket support may include a bracket insulator coupling unit coupled to the conductive rail side, and a pair of bracket base coupling units extending from the bracket insulator coupling unit and spaced apart from each other by a predetermined distance.

The bracket base may be coupled to the bracket support and may include a pair of support coupling parts formed to be spaced apart from each other by a predetermined distance.

The bracket support includes one bracket insulator coupling hole to which the insulator fastening member is fastened so as to be coupled to the conductive rail side by an insulator fastening member, and at least one bracket support that protrudes to be engaged with the conductive rail side. It may include wealth.

A rotating shaft coupling the bracket base and the bracket support to be rotatable; And a first stopper coupled to be detachable to at least one of the bracket base and the bracket support to restrain the rotation state of the bracket support.

The rotating shaft is detachably coupled to the bracket base and the bracket support; The bracket support may include a rotation shaft coupling portion having a rotation shaft hole into which the rotation shaft is fitted, and a coupling support main body portion coupled to the rotation shaft coupling portion so as to be biased and coupled to the conductive rail side.

The first stopper may include a first stopper panel having one side fixed to the first support;

A first stopper bolt having one side fixed to the other side of the first stopper panel and the other side fitted to the bracket base to be detachable; It may include a first stopper nut fastened to the first stopper bolt.

According to the present invention, since the conductive rails can be more firmly supported by the insulating rails, the insulating rails are provided as one rail between the conductive rails, so that the mechanical properties such as mechanical strength can be excellent.

In addition, the present invention, by being provided as a rail body connected between the conductive rails as one insulating rail, it can have the advantage of excellent slidability of the railway vehicle.

In addition, the present invention, since a portion of the insulating rail is formed of a non-contact portion, even if the contact portion of the insulating rail due to frequent friction, etc., the insulation can be always sufficiently maintained by the non-contact portion of the insulating rail, the advantage that the reliability is excellent Can have

In addition, the present invention, since the insulating distance can be increased by the non-contact portion of the insulating rail can be increased, the conduction by the moisture layer can be prevented, it can have the advantage that the reliability can be further improved.

In addition, the present invention has the advantage that the non-contacting portion of the insulated rail is inclined with respect to the track direction and the width direction, so that the current collector of the railroad car can smoothly cross the non-contacting portion of the insulated rail, so that the rail car has excellent slidability. Can be.

In addition, the present invention has the advantage that the cost and time due to maintenance can be reduced because only the vehicle contact portion that is in contact with the railway vehicle can be replaced.

In addition, the present invention has the advantage that the wear contact portion is formed in the vehicle contact portion, so that the vehicle contact portion can be replaced at an appropriate time, and thus maintenance is easy.

In addition, the present invention has the advantage that the main body portion can be reinforced by protruding protrusions in the space portion of the main body portion, and excessive tightening of the main body portion can be prevented.

In addition, the present invention, by fitting the claw of the body portion and the support, can be firmly coupled to each other, has the advantage that the elastic deformation and flow of the conductive rail is possible.

In addition, the present invention, since the vehicle contact portion is made of a material different from the main body portion, only the vehicle contact portion can be made of a material having excellent wear resistance, there is an advantage that can be improved wear resistance at no cost.

In addition, in the present invention, since the insulator and the bracket may be engaged with each other by the engaging portion, the relative rotation of the insulator and the bracket may be restrained by the stopper when the insulator is engaged by the fastening member, thereby facilitating fastening of the fastening member. It can have the advantage that it can be made. In addition, since the fastening holes of the insulator and the bracket do not have to be excessively formed for restraining the relative rotation of the insulator and the bracket, it may have a desirable advantage in terms of mechanical rigidity. In addition, by the engaging portion, it may have an advantage that the insulator and the bracket can be easily coupled to the correct position with each other. In addition, by the engaging portion, it may have an advantage that the insulator and the bracket can be more firmly coupled.

In addition, the present invention may have the advantage that the mounting position adjustment of the conductive rail can be made precisely and easily by supporting the conductive rail so that the position angle, the bias adjustment, etc. of the conductive rail can be made.

In addition, the present invention can be coupled to the fastening part and the main body part (compact) because the fastening portion is inserted into the inside of the biasing hole of the main body portion, it may have the advantage that the fastening portion and the main body portion can be firmly coupled.

1 is a front sectional view of a conductive rail facility for a railway vehicle according to an embodiment of the present invention.

Figure 2 is a perspective view of the main part of the conductive rail facility for a railway vehicle according to an embodiment of the present invention.

3 is a perspective view of the conductive rail and the conductive rail support of FIG. 2.

4 is an exploded perspective view of FIG. 3.

5 is a cross-sectional view taken along line AA ′ of FIG. 3.

6 is an exploded perspective view of the insulating section of FIG. 2.

7 is a plan view of the insulating rail of FIG. 2.

8 is a cross-sectional view taken along line B′B of FIG. 7.

9 is a cross-sectional view taken along the line CC ′ of FIG. 8.

FIG. 10 is an exploded perspective view of the conductive rail support including the first mold of FIG. 2.

FIG. 11 is a side cross-sectional view of the conductive rail support including the first mold of FIG. 2.

12 is an exploded perspective view of the conductive rail support including the second mold of FIG. 2.

FIG. 13 is a side cross-sectional view of the conductive rail support including the second mold tool of FIG. 2.

14 is an exploded perspective view of the first mold of FIG.

15 is a plan view of the first mold of FIG.

16 is a cross-sectional view taken along line D ?? D of FIG. 2.

17 is a perspective view of the second mold bracket of FIG. 2.

18 is an exploded perspective view of the second mold of FIG. 2.

19 is a cross-sectional view taken along the line GG of FIG. 17.

20 is a cross-sectional view taken along line H ?? H of FIG. 17.

21 is a bottom view of FIG. 17.

1 and 2 is a view showing a conductive rail facility for a railway vehicle according to an embodiment of the present invention.

The conductive rail facility 100 for a railroad vehicle according to the present invention is separate from a pair of rail rails 20 contacting the wheels of the railroad vehicle 10 to guide the operation of the railroad vehicle 10. It is installed on the railroad track surface or the support block 2 so as to be parallel to the track direction, and is a method of transferring external power to the railroad vehicle 10 while slidingly sliding with the current collector 12 of the railroad vehicle 10.

The conductive rail facility 100 may basically include a rail body 110 provided to be capable of sliding friction with the current collector 12 of the railway vehicle 10.

The rail body 110 may be configured in various ways, and basically, the rail body 110 may be slidably rubbed with the current collector 12 of the railroad vehicle 10 to supply external power to the current collector 12 of the railroad vehicle 10. It may include a rail (120).

It is preferable that a plurality of conductive rails 120 are arranged along the track direction (coordinate X) of the railway vehicle 10.

Some of the plurality of conductive rails 120 are installed to be directly connected to each other, and may be more firmly bound to each other by the joint plate 150.

Some of the plurality of conductive rails 120 are spaced apart along the track direction (coordinate X) without an insulating rail 132 interposed therebetween, and the conductive rails 120 are expanded and contracted due to temperature change. It may be connected by the elastic absorbing unit 160 that can absorb the.

In particular, the plurality of conductive rails 120 may be insulated by being spaced apart from each other by a predetermined insulation interval along the track direction (coordinate X) so as not to electrically communicate with each other in some sections. At this time, it is more preferable that the plurality of conductive rails 120 are connected as one in terms of rigidity and sliding behavior of the railroad vehicle 10.

Therefore, the conductive rail facility 100 may further include an insulating section 130 installed at the insulating intervals of the plurality of conductive rails 120 as another rail body 110. That is, the conductive rail facility 100 is installed between the conductive rails 120 along the track direction to form a rail body 110 connected to the conductive rails 120 as one, and to insulate the conductive rails 120. ) May be further included.

Since the insulating rail 132 is installed as a rail body 110 connected between the conductive rails 120 as one, the conductive rail 120 can be supported more firmly by the insulating rail 132, so that the mechanical strength and the like are dynamic. The effect that the characteristic is excellent can be obtained. In addition, since the conductive rails 120 are filled with the insulating rails 132, there is no dent, so that the current collector 12 of the railroad vehicle 10 can be contacted without shaking, so that the rail cars have excellent slidability. Can be obtained. The insulating rail 132 is formed of an insulating material or insulated for insulation.

The insulating rail 132 may be directly coupled to the conductive rail 120, but as illustrated, the rail support 134 may form the insulating section 130 together with the insulating rail 132 and may be coupled to the conductive rail 120. By being supported by), one rail body 110 can be formed with the conductive rail 120 more easily and simply. The rail support 134 may also be formed of an insulating material or insulated for insulation.

In addition, the conductive rail facility 100 may further include a conductive rail support 140 for insulating and supporting the conductive rail 120.

2 to 5 are detailed views of the conductive rails 120.

In particular, the conductive rail 120 will be described in detail with reference to FIGS. 2 to 5 as follows.

For reference, for convenience of description below, the arrangement direction of the conductive rail main body 200 and the vehicle contact portion 210 is referred to as the height direction (coordinate Z), and is perpendicular to the height direction (coordinate Z) and the track direction (coordinate X). One direction is called the width direction (coordinate Y).

The conductive rail 120 includes a conductive rail main body 200 which is installed in parallel with the track direction (coordinate X) of the railway vehicle 10 and receives electric power; The vehicle contact portion coupled to the conductive rail main body 200 to be detachably attached to the current collector 12 of the railroad vehicle 10 to be movable so that electric power is transmitted to the current collector 12 of the railroad car 10. 210 may be configured to include.

That is, since the vehicle contact portion 210 is detachable from the conductive rail main body 200, the conductive rail main body portion (when worn by the vehicle contact portion 210 due to friction with the current collector 12 of the railroad vehicle 10, etc.) Only the vehicle contact unit 210 may be replaced without leaving the 200.

Thus, maintenance and repair of the conductive rail facility 100 can be facilitated, and the cost can be significantly reduced.

The conductive rail main body 200 is formed so that the conductive rail support 140 and the more precise claw contact surface 200A are relatively extended along the width direction (coordinate Y), so that the conductive rail support 140 is more accurate. It may be more firmly coupled with the claw 320.

The conductive rail body 200 may be configured to be detachable from the vehicle contact portion 210 in various ways, and as an example, the vehicle contact portion 210 may be detachably attached to the vehicle contact portion 210 as illustrated. The fitting groove 202 may be formed on the mating surface with the 210.

The fitting groove 202 of the conductive rail body 200 may have various shapes. As an example, the vehicle contact portion 210 may be fitted only along the track direction (coordinate X), and the height direction (coordinate) may be different. Z) may be formed such that the vehicle contact portion 210 is caught by the fitting groove 202 of the conductive rail body portion 200 by the jaw.

In addition, the conductive rail main body 200 may be cut along the width direction (coordinate Y) so as to be open to both sides.

That is, since the conductive rail main body 200 may be somewhat extended to both sides along its width direction (coordinate Y), the vehicle contact portion 210 more easily fits the groove 202 of the conductive rail main body 200. Can be fitted). Therefore, the detachment workability of the vehicle contact portion 210 may be improved.

In addition, the conductive rail main body 200 is formed to have a space 206 penetrated along the track direction (coordinate X), wherein the cutout portion 204 of the conductive rail main body 200 is a conductive rail. It may be more preferably formed between the space portion 206 of the body portion 200 and the vehicle contact portion 210. Therefore, the weight and material cost of the conductive rail main body 200 can be reduced, and the conductive rail main body 200 can be more easily opened around the cutout 204.

In this case, at least one protrusion 208 is formed to protrude in the space 206 of the conductive rail main body 200, so that the conductive rail main body 200 may be reinforced by the protrusion 208.

In particular, the protrusion 208 of the conductive rail body portion 200 protrudes toward the space portion 206 from at least one of the side surfaces 200C of both sides 200C of the cutting portion, and the conductive rail body portion 200 is formed. ) May be formed to a length that can contact the protrusion 208 protruding from the opposite side 200C of the space portion 206 or the opposite side 200C of the space portion 206.

That is, as illustrated, the protrusions 208 of the conductive rail main body 200 are formed on both side surfaces 200C of the conductive rail main body 200 so that the conductive rail main body 200 is properly tightened. The protrusions 208 are in contact with each other, and the conductive rail body 200 may be prevented from being excessively tightened due to the contact of both protrusions 208.

Alternatively, in another embodiment, the protrusion 208 of the conductive rail main body 200 is formed at either side 200C of the conductive rail main body 200, so that the conductive rail main body 200 is properly tightened to the opposite side. 200C may be contacted.

The protrusion 208 of the conductive rail body 200 may be formed all along the track direction (coordinate X) as shown, and may be separately formed in a plurality of places along the track direction (coordinate X). In addition, two or more may be formed along the height direction (coordinate Z).

The conductive rail main body 200 may be formed with a conductive rail support 140, more specifically, a first rail fitting part 209 for tightly fitting with the claw 320. As illustrated, the first rail fitting portion 209 of the conductive rail body portion 200 has the second rail fitting portion 322 of the claw 320 having a height higher than the claw contact surface 200A of the conductive rail body portion 200. It may consist of a groove which can be inserted along the direction (coordinate Z). Alternatively, although not shown, on the contrary, the first rail fitting portion 209 of the conductive rail body 200 may be formed of a protrusion which may be fitted into a groove that is the second rail fitting portion 322 of the claw 320.

The first rail fitting portion 209 of the conductive rail main body portion 200 has the same purpose as the above-described elastic absorbing portion 160, the conductive rail 120 is a conductive rail support along the track direction (coordinate X) ( It may be more desirable to form a larger than the second rail fitting portion 322 of the claw 320 so as to be deformable and flowable with respect to 140.

On the other hand, the conductive rail main body 200 is a cutting portion of the conductive rail main body 200 by the rail fastening member 220 to be tightly coupled to the vehicle contact portion 210 by biting the vehicle contact portion 210. Opening of 204 can optionally be prevented.

The rail fastening member 220 is detachably coupled to the conductive rail main body 200 so that the conductive rail main body 200 can be tightened around the cutout 204 of the conductive rail main body 200. At least one rail fastening fastening hole 200B for coupling with the rail fastening member 220 may be formed in the main body 200.

At this time, the rail fastening member 220 is preferably fastened the conductive rail body portion 200 along the width direction (coordinate Y), the rail fastening fastening hole (200B) of the conductive rail body portion 200 is the conductive rail body portion Each of the side surfaces 200C of the 200 may be formed.

The rail fastening member 220 may be any one as long as it can selectively tighten the conductive rail body 200, and may be composed of, for example, a first bolt 222 and a first nut 224.

Accordingly, the conductive rail main body 200 may be tightened by the rail fastening member 220, and the conductive rail main body 200 may be opened by separating the rail fastening member 220 from the conductive rail main body 200. Do.

The vehicle contact portion 210 is worn by frictional contact with the current collector portion 12 of the railroad car 10, and is required to be replaced according to the degree of wear. In this case, the wear contact portion 212 may be formed in the vehicle contact portion 210 so that the maximum allowable wear boundary of the vehicle contact portion 210 may be easily identified with the naked eye.

Therefore, it is possible to easily check the degree of wear of the vehicle contact portion 210, it is possible to prevent accidents and poor contact due to excessive wear of the vehicle contact portion 210, to maintain the replacement of the vehicle contact portion 210, Maintenance can be easier.

The wear boundary 212 of the vehicle contact portion 210 may be any one as long as it can indicate a wear boundary, and may be formed as a groove as shown.

In addition, the vehicle contact portion 210 is easily worn due to frictional contact with the current collector portion 12 of the railroad car 10, and is formed of a material having a higher rigidity than the conductive rail body portion 200 to extend the life. It may be desirable. As a preferred example, the conductive rail body 200 may be formed of an aluminum alloy material, and the vehicle contact portion 210 may be formed of a copper alloy material.

2 and 6 to 9 are detailed views of the insulating rail 132.

The insulating rail 132 may be configured to form a contact portion 132A which is partially in sliding contact with the current collector portion of the railway vehicle along the track direction, and the other portion may be formed to form a non-contact portion 132B which is in non-contact with the current collector portion of the railway vehicle. Can be.

That is, as the contact portion 132A of the insulation rail 132 falls to the surface of the contact portion 132A of the insulation rail 132 from the current collector portion of the railway vehicle due to frequent friction with the current collector portion of the railway vehicle, It may become conductive and lose insulation. On the other hand, in the non-contact portion 132B of the insulating rail 132, the contact with the current collector of the railroad car is blocked at the source, thereby preventing the conductorization.

Therefore, since the insulation rail 132 can be maintained at all times even after a long time, the maintenance cycle can be long, and thus the maintenance can be easy and the cost can be significantly reduced. Reliability deterioration due to loss of insulation can be prevented.

In this case, the insulating rail 132 may be formed in various ways so that the non-contacting portion 132B can be formed. In particular, since the insulating rail 132 is formed of at least one groove in the current collector side cross section of the railway vehicle, the non-contacting portion 132B is easily and easily. ) Can be designed.

In addition, when the insulation rail 132 is wet due to rain or the like, and a moisture layer is formed, the conductive rail 120 and the insulation rail 132 may be electrically connected by the moisture layer. However, since the non-contact portion 132B of the insulation rail 132 is formed as a groove, sufficient space and insulation distance of the insulation rail 132 are secured, so that even if the insulation rail 132 is damaged, the electrical resistance is increased and electrical conduction is performed. Can be blocked.

Therefore, it is possible to further take advantage that the reliability of the insulation by the insulating rail 132 can be further improved.

Further, the groove forming the non-contact portion 132B of the insulating rail 132 may be formed to be inclined at a predetermined angle with respect to the track direction and the width direction.

That is, the non-contacting portion 132B of the insulating rail 132 may be an obstacle such as a puddle from the standpoint of the current collector of the railway vehicle, and only a part of the insulation rail 132 is rubbed with the current collector of the railway vehicle along the width direction. The railroad car's current collector can ride smoothly. Therefore, it is possible to further take advantage that the slidability of the railway vehicle can be improved.

In order to form the rail body 110 integrated with the conductive rail 120, the insulating rail 132 may have a longitudinal cross section corresponding to the longitudinal cross section of the conductive rail 120 as illustrated in FIG. 9. You can do it.

On the other hand, the rail support 134 is installed on the opposite side of the surface that the insulating rail 132 and the conductive rail 120 is in contact with the current collector portion of the railway vehicle, so as not to disturb the railway vehicle, the insulating rail 132 and the conductive rail It is preferred to be combined with 120, respectively.

The rail support 134 has a rail mounting groove 134A formed so that the insulating rail 132 and the conductive rail 120 can be inserted, thereby being more physically secure with the insulating rail 132 and the conductive rail 120. Can be combined and supported.

The rail support 134 may be coupled to the insulating rail 132 and the conductive rail 120 in various ways, and may be simply and easily coupled by a bolt fastening method as follows.

To this end, the rail support groove 134A of the rail support 134, so that the rail support 134 can be fastened to the insulating rail 132 and the conductive rail 120 and fastening members, in particular bolts (B1, B2), Rail support fastening holes 134C, 134D may be formed. In addition, at least one insulating rail fastening hole 132C for coupling with the rail support 134 may be formed at the contact portion 132A of the insulating rail 132. In addition, although the conductive rail 120 is not shown, a fastening hole for coupling with the rail support 134 is, of course, formed.

2 and 10 to 13 are views showing in detail with respect to the coupling relationship between the conductive rail 120 and the conductive rail support 140.

The conductive rail support 140 includes a claw 320 coupled to the conductive rail 120 and a first type and a second type bracket fixedly installed on a railroad track surface or a support block ('2' in FIG. 1) and the like. Connecting the first and second type brackets 300 and 330 and the claw 320 so that the conductive rails 120 can be supported by the first and second type brackets 300 and 330. It may be configured to include an insulator 310 installed therebetween.

The first and second type brackets 300 and 330 may be configured in plural types so that the first and second type brackets 300 and 330 can be applied according to whether they are installed in a straight / curved track or the like. Can be.

Preferably, the first and second type brackets 300 and 330 may include a first type bracket 300 installed in a straight track and a second type bracket 330 installed in a curved track.

In the linear track, only the positional relationship of the linear coordinates of the conductive rails 120 need to be adjusted, and thus the first type bracket 300 may be configured to adjust the position of the linear coordinates of the conductive rails 120.

In the curved track, not only the linear coordinates of the conductive rails 120 but also the adjustment of the rotation angle are required, and the second type bracket 330 may be configured to enable the adjustment of the linear coordinates and the rotation angle of the conductive rails 120. .

The first type bracket 300 and the second type bracket 330 may be integrally coupled by the insulator 310 and the insulator fastening member 350, respectively.

To this end, the first and second type brackets 300 and 332 may be formed in the first type bracket 300 and the second type bracket 330, respectively, so that the insulator fastening member 350 can be fastened. have. In addition, the insulator 310 is fitted with the first and second type insulator fastening holes 302 and 332 of the first type bracket 300 and the second type bracket 330 so that the insulator fastening member 350 can be fastened. Insulator fastening holes 312 may be formed.

Here, the insulator fastening holes 302 and 332 of the first type bracket 300 and the second type bracket 330 and the insulator fastening holes 312 of the insulator 310 are each formed by one of the following reasons. This may be more preferable.

That is, when two or more insulator fastening holes 302 and 332 of the first type bracket 300 and the second type bracket 330 and the insulator fastening holes 312 of the insulator 310 are formed, the first type bracket ( As the mechanical rigidity of the 300 and the second type bracket 330, and the insulator 310 becomes significantly worse, the insulator fastening member 350 is also used more than two, and as the number of fastening work of the insulator fastening member 350 increases Work slows down and costs much. Therefore, the present invention may be more preferable in terms of mechanical rigidity, productivity, and cost.

In addition, the insulator fastening member 350 is preferably formed of a metal material in order to secure a sufficient fastening force, wherein the contact area between the insulator fastening member 350 and the insulator 310 of the metal material is wider than the insulator 310 of the insulator 310; Insulation characteristics are lowered. Therefore, the present invention may be more preferable in that the insulating property of the insulator 310 can be sufficiently secured.

In addition, each of the first type bracket 300 and the second type bracket 330 is provided with a metal fitting portion 402 on one side of the conductive rail side, and the insulator 310 also has the first type and the second type bracket ( Insulator engaging portions 404 that can engage with the bracket engaging portions 402 of 300 and 330 may be formed.

That is, when the bracket engaging portions 402 of the first and second type brackets 300 and 330 and the insulator engaging portions 404 of the insulator 310 mesh with each other, the first and second type brackets 300 and 330 ) And insulator 310 are coupled to each other at the correct position. On the other hand, if the bracket engaging portion 402 of the first and second type brackets 300 and 330 and the insulator engaging portion 404 of the insulator 310 do not mesh with each other, the first and second type brackets 300, The 330 and the insulator 310 are excited at each other without being coupled to the correct position.

Therefore, by the insulator stopper 400 composed of the above-described bracket and insulator engaging portions 402 and 404, the first type and the second type brackets 300 and 330 and the insulator 310 are coupled to each other at an accurate position. Can be.

In addition, the first type and the second type brackets are simply operated to allow the bracket engaging portions 402 of the first type and the second type brackets 300 and 330 to engage with the insulator engaging portions 404 of the insulator 310. Since the 300 and 330 and the insulator 310 may be coupled to each other at the correct position, the work may be easily performed.

In addition, since the insulator stopper 400 is coupled to the first type and the second type brackets 300 and 330 and the insulator 310 at the correct positions, the state is maintained. The relative rotation of the type 2 brackets 300 and 330 and the insulator 310 may be restrained. Therefore, even when the first type and the second type brackets 300 and 330 and the insulator 310 are fastened by one insulator fastening member 350 as described above, the insulator fastening member 350 can be easily fastened sufficiently. Can be.

On the other hand, the bracket engaging portion 402 of the first and second type brackets 300 and 330 and the insulator engaging portion 404 of the insulator 310 may have any shape as long as they can be engaged with each other. The bracket engaging portions 402 of the first and second type brackets 300 and 330 may have protrusions, and the insulator engaging portions 404 of the insulator 310 may be formed as grooves.

Alternatively, although not shown, on the contrary, the bracket engaging portions 402 of the first and second type brackets 300 and 330 may be formed as grooves, and the insulator engaging portions 404 of the insulator 310 may be formed as protrusions. .

Alternatively, although not shown, the bracket engaging portions 402 of the first and second type brackets 300 and 330 are formed of both projections and grooves, and the insulator engaging portions 404 of the insulator 310 also have both projections and grooves. It can be formed as.

The grooves or protrusions forming the bracket engaging portions 402 of the first and second type brackets 300 and 330 and the insulator engaging portions 404 of the insulator 310 are the first and second type brackets 300. In order to increase mechanical properties between the 330 and the insulator 310, at least two or more may be formed.

2 and 14 to 16 are detailed views of the first type bracket 300.

The first type bracket 300 may be fixed to the support block by the first type fastener 500 and the first type fastener 500A to which the fastening member (not shown) is fastened, and the fastening member. The first type bracket adjustment hole 610 is formed so that the first type bracket fastening portion 500 is inserted to be able to adjust the deflection, and may include a first type bracket body part 600 supporting the conductive rail. have.

The first type fastening part 500 is inserted into the first type fastener adjusting hole 610 of the first type fastener main body 600, so that the first type fastener fastening part 500 is shifted (arrow F1). The first block 510 is movable along the first block fastening hole 500A and the first block 510 is formed.

That is, the first block 510 of the first type fastener 500 has a length corresponding to the length adjustment direction (arrow F1) so that the first block 510 can move along the direction of adjustment (arrow F1). It is formed shorter than the length of the first type bracket bias adjustment hole 610 of the part 600. However, the first block 510 of the first type bracket fastening part 500 may be guided by the first type bracket bias adjusting hole 610 of the first type bracket main body 600, as shown. It may be more preferable that the width is formed to correspond to the width of the first type bracket biasing hole 610 of the first type bracket main body 600.

The block 510 of the first type fastener 500 may have a substantially rectangular shape corresponding to the shape of the first type bracket biasing hole 610 of the first type bracket main body 600 as shown. And, of course, it can take a variety of shapes, such as round, oval, triangle, if necessary.

In addition, the first type bracket fastening part 500 may include the first type bracket bias adjusting hole 610 of the first type bracket main body 600 from the first block 510 of the first type fastener 500. A first boss 520 extending toward the inside of the first boss 520 in which the first type bracket fastening hole 500A is formed to coincide with the fastening hole 500A of the first block 510 of the first type fastener 500 ) May be further included. Accordingly, the fastening member may be more firmly supported by the first block 510 and the first boss 520 of the fastening member than by the block 510 of the first type fastener 500. .

Here, as will be described later, the first block 510 of the first type bracket fastening part 500 is supported by the first step 612 of the first type bracket main body 600 and the first type fastener fastening part ( The first boss 520 of the first type bracket fastening part 500 is the first boss so that the first boss 520 of the 500 may not interfere with the first step 612 of the first type bracket main body 600. It may be connected to the central portion of the first block 510 of the mold fastener 500, and the size of the flat cross-section is smaller than the block 510 of the first type fastener 500.

The first type bracket biasing hole 610 of the first type bracket main body 600 may take a long rectangular shape along the deviation adjustment direction (arrow F1) as shown in the figure. Of course it can take.

Inside the first type bracket shifting hole 610 of the first type bracket body 600, the first type bracket fastening part 500, more precisely, to prevent the first type bracket fastening part 500 from being separated. The first stepped portion 612 may protrude to support the first block 510 of the first type fastener 500. At this time, the first step 612 of the first type bracket main body 600 as shown, so as to stably support the first type bracket fastening portion 500 and to facilitate the manufacture of the first type bracket main body 600. It may be more preferably formed along the entire circumference of the first type bracket biasing hole 610.

Furthermore, a plurality of first deflection adjustment meshes are engaged in a deflection adjustment direction (arrow F1) of the first type fastener fastening part 500 in the first type fastener fastening hole 500A of the first type fastener main body 600. A portion 614 is formed, and the first fastener fastening part 500 has a first fastening that can be engaged with any one of a plurality of first biasing engagement portions 614 of the first type fastener body part 600. Sub engagement portion 514 may be formed.

That is, the first type bracket main body 600 is configured to engage the engagement portion of the first type bracket fastening part 500 with any one of the plurality of first biasing engagement portions 614 of the first type bracket main body 600. By inserting the first type bracket fastening portion 500 into the first type bracket bias adjustment hole 610 of the first type bracket, the coupling position of the first type bracket main body 600 and the first type bracket fastening portion 500 can be fixed. Can be. Therefore, when the fastening member is fastened, the shaking of the first type fastener fastening part 500 may be prevented, and thus the fastening operation of the fastening member may be easily performed.

If the first biasing engaging portion 614 of the first type bracket body portion 600 and the first fastening portion engaging portion 514 of the first type bracket fastening portion 500 can be detachably engaged with each other. Any configuration may be used, and the first type bracket main body 600 and the first type bracket fastening part 500 may be easily manufactured and assembled by taking a configuration such as a gear tooth as shown.

Here, the engaging portion 614 of the first type bracket main body 600 may be formed anywhere inside the first type bracket bias adjustment hole 610 of the first type bracket main body 600, more preferably. As shown in the drawing, the first step 612 of the main body may be formed. In addition, the first fastening portion engaging portion 514 of the first type fastener 500 may protrude from the bottom surface of the first block 510 of the first type fastener 500.

In addition, a first graduation 620 is formed on the outer surface of the first type bracket main body 600 along the bias adjustment direction (arrow F1) of the first type bracket fastening part 500, and the first type bracket fastening part The first scale reference line 512 is formed at 500 to indicate one side of the scale 620 of the first type bracket main body 600 according to the position of the first type bracket fastening portion 500. Can be. Accordingly, the first scale 620 of the first type bracket main body 600 and the first scale reference line 512 of the first type bracket fastening part 500 may be viewed to facilitate the adjustment of the deviation. Can be.

As described above, the first type bracket main body 600 and the first type bracket fastening part 500 may be configured to allow only one linear direction deviation adjustment, as shown, but not shown in two or more linear directions. Plural arrangements may be made to enable adjustment.

2 and 17 to 21 are detailed views of the second type bracket 330.

The second type bracket 330 is rotatable with the second type bracket base 700 and the second type bracket base 700 fixed to one side of the conductive rail to support the conductive rail, that is, the support block. It can be configured to include a second type bracket support (800) that is coupled and coupled to the conductive rail side, more precisely insulator 310.

Therefore, since the second type bracket support 800 can be rotated relative to the second type bracket base 700, not only the position angle of the conductive rail can be adjusted, but also its operation is easy.

Here, the second mold bracket 330 may be configured in various ways to adjust the angle, and in particular, the rotary shaft 900 for coupling the second type bracket base 700 and the second type bracket support 800 to be rotatable. , Removable to at least one of the second type bracket base 700 and the second type bracket support 800 to restrain the rotation state of the type 2 bracket support 800 relative to the type 2 bracket base 700. It may further include a first stopper (1000) (stopper) to be coupled.

That is, the second type bracket support 800 is rotated with respect to the second type bracket base 700 about the rotation axis 900, and the first type stopper 1000 is applied to the second type bracket base 700. The rotation state of the type 2 bracket support 800 can be restrained. Therefore, not only the position angle adjustment can be easily performed, but also the advantages of the structure of the second type bracket 330 for this may be advantageous.

The rotating shaft 900 may be permanently fixed to at least one of the second type bracket base 700 and the second type bracket support 800, but as shown in the present embodiment, the second type bracket base 700 and the second type bracket base 700 may be fixed. Separation of the mold bracket support 800, in particular, it can be coupled to the second type bracket base 700 and the second type bracket support 800 so as to be detachable adjustment of the rotating shaft 900 as described below.

In the latter case, the rotating shaft 900 may be variously configured to be detachable. In particular, the rotary shaft 900 may be screwed to at least one of the second type bracket base 700 and the second type bracket support 800 as in the present embodiment. It can be simply configured as a bolt type to make it possible.

The first stopper 1000 may have any configuration as long as it can restrain the rotation state of the second type bracket support 800 with respect to the second type bracket base 700, and in particular, the first stopper 1000 may be structurally simple by being configured as follows. It may be configured compactly.

The first stopper 1000 has a first stopper panel 1100 having one side fixed to the second type bracket support 800, and one side fixed to the other side of the first stopper panel 1100, and the other side having the second type bracket base. The first stopper bolt 1200 may be detachably fitted to the 700, and the first stopper nut 1300 may be coupled to the first stopper bolt 1200.

That is, according to the fastening of the first stopper bolt 1200 and the first stopper nut 1300, the length of the first stopper bolt 1200 protruding over the second type bracket base 700 is adjusted (the arrow of FIG. 19). F2), the first stopper bolt protruding above the second type bracket base 700 because the second type bracket support 800 is engaged with the first stopper bolt 1200 through the first stopper panel 1100. After the second type bracket support 800 is rotated relative to the second type bracket base 700 about the rotation axis 900 along the length of 1200 (see arrow F3 in FIG. 19), the state is maintained firmly. Can be.

Therefore, not only the position angle adjustment is easy, but also the precision adjustment of the position angle is possible, and the configuration for this can take the advantage of being very simple.

In this case, the first stopper panel 1100 may be permanently fixed to the second type bracket support 800, but coupled to the second type bracket support 800 to be detachably attached to the second type bracket support 800 as in the present embodiment, thereby simplifying the structure and facilitating manufacturing. It can further take advantage of ease of maintenance and repair. In the latter case, the first stopper panel 1100 may be coupled to the second type bracket support 800 by the insulator fastening member 350 for coupling the second type bracket 330 and the insulator 310. By forming the type 2 bracket insulator fastening hole 332, it is possible to further take advantage of reducing the overall number of parts and assembly labor.

The first stopper panel 1100 may take a variety of shapes for ease of operation and the like, and preferably, the second type bracket support such that the first stopper panel 1100 may be firmly coupled to the second type bracket support 800 as in the present embodiment. A panel contact portion 1114 that is in surface contact with the 800, a panel connection portion 1114 that is bent from the panel contact portion 1112 toward the second type bracket base 700 to prevent interference with the insulator 310, and the like. The panel fastening part 1116 bent from the panel connection part 1114 may be configured to be easily and simply coupled to the one stopper bolt 1200.

The panel contact part 1112 is formed through the space between the type 2 bracket support 800 and the type 2 bracket base 700 so as not to interfere with the engagement of the type 2 bracket support 800 and the insulator 310. It may be more preferable that the surface contact with the inner surface of the bracket support 800.

The panel contact portion 1112 may have a panel contact hole 1112A so that the insulator fastening member 350 may be fitted to be detachable.

The panel fastening part 1116 is positioned outside the space between the type 2 bracket support 800 and the type 2 bracket base 700 so that the first stopper bolt 1200 and the first stopper nut 1300 are surrounded by the panel fastening portion 1116. It may be more preferable in that it can be configured and manipulated without interference. The panel fastening holes 1116 may be formed with the panel bolt fastening holes 1116A so that the first stopper bolts 1200 may be detachably fitted as described below.

The first stopper bolt 1200 may be permanently fixed to the first stopper panel 1100, but may be configured to be detachable for ease of manufacture, maintenance, and maintenance as in the present embodiment. In this case, the first stopper bolt 1200 is positioned on both sides of the first stopper panel 1100 so as to be firmly coupled to the first stopper panel 1100. The stopper nut 1400 may be coupled to the first stopper panel 1100.

Further, the second type bracket 330 rotates in the rotational direction of the second type bracket support 800 in order to more firmly maintain the rotation state of the second type bracket support 800 with respect to the second type bracket base 700. And coupled to the second type bracket base 700 so that the rotational state of the type 2 bracket support 800 relative to the type 2 bracket base 700 on both sides of the type 2 bracket support 800 is restricted. The second stopper 1600 may be further included.

The second stopper 1600 may be configured in various ways. In particular, the second stopper bolt 1610 may be detachably coupled to the second type bracket base 700 to be in close contact with both sides of the second type bracket support 800. And a second stopper nut 1620 screwed to the second stopper bolt 1610.

On the other hand, the second type bracket 330 may be configured to allow the adjustment of the position as well as the above-described position angle adjustment.

For this purpose, for structural simplification and miniaturization, it may be more preferable that the second type bracket base 700 is configured to be biased as follows, rather than the type 2 bracket support 800.

That is, the second type bracket base 700 is the second type bracket bias adjustment fastening part 750 in which the second type bracket bias adjustment fastening hole 750A to which the second type bracket bias adjustment member 760 for bias adjustment is fastened is formed. And a second type bracket bias adjustment hole into which the second type bracket bias adjustment fastening part 750 is inserted to allow the bias adjustment to be fixed by a support block or the like by the second type bracket bias adjustment member 760. 720 may be formed and may include a second type bracket main body 710 coupled to the second type bracket support 800.

The fastening portion 750 of the second type bracket bias adjustment part is inserted into the second type bracket bias adjustment hole 720 of the second type bracket main body part 710 so that the second type bracket bias adjustment fastening part 750 is shifted in the bias direction (See arrow F4 in FIG. 19) A second block 752 that is movable and has a second type bracket biasing fastening hole 750A, and extends from the second block 752 and is second block 752. The second boss 754 may be configured to include a second boss 754 formed with a fastening hole matching the fastening hole 750A.

The second block 752 of the fastening portion 750 of the second type bracket bias adjustment part is supported by the second step 722 in the second type bracket bias adjustment hole 720 of the second type bracket body part 710. Can be.

In addition, the second type bracket bias adjustment fastening part 750 is the second type bracket body portion so that the position inserted into the second type bracket bias adjustment hole 720 of the second type bracket body portion 710 can be fixed. A second fastening portion engaging portion 750B that may be engaged with the second biasing engaging portion 724 formed in the second type bracket biasing hole 720 of 710 may be formed. The second fastening portion engaging portion 750B of the second type bracket biasing fastening portion 750 and the second biasing engagement portion 724 of the second type bracket body portion 710 may take various configurations, but are preferred. Preferably, the gear tooth configuration may be taken as shown.

In addition, the fastening portion 750 for the second type bracket bias adjustment allows the naked eye to check the position of the second type bracket bias adjustment hole 720 of the second type bracket main body portion 710 with the naked eye. A second scale reference line 750B may be formed to indicate any one of the second scales 720 of the unit 710.

The second stopper body part 710 of the second stopper base 700 may have a first stopper bolt hole 712 formed at one side thereof to be coupled to the first stopper bolt 1200 described above. The first stopper bolt hole 712 may be formed with a screw thread so that the first stopper bolt 1200 may be screwed with the first stopper bolt 1200.

The second type bracket body part 710 of the second type bracket base 700 may include a support coupling part protruding toward the second type bracket support 800 for easy coupling with the type 2 bracket support 800. 714 may be formed. The support coupling part 714 may have a rotation shaft hole 714A to which the rotation shaft 900 is detachably fastened so that the support coupling part 714 may be coupled to the second type bracket support 800 by the rotation shaft 900. At this time, the hole for the rotating shaft 714A may be threaded so that the rotating shaft 900 can be coupled like a bolt. The support coupling portion 714 may be reinforced by forming the hole forming portion 714B for the rotation shaft thicker than the other portions. The support coupling part 714 may be elongated along the direction of rotation of the second type bracket support 800 relative to the second type bracket base 700 so as to firmly support the second type bracket support 800. . In addition, the support coupling part 714 is formed along the relative rotation direction of the second type bracket support 800 with respect to the second type bracket base 700 so that the height of the end side is lower than the height of the center side. The second type bracket support 800 may be rotated toward the end of the support coupling part 714 without interference. More preferably, the support coupling portion 714 may be formed in a curved shape as in the present embodiment. In addition, the support coupling part 714 has a second stopper guide groove 714C for inserting and guiding a part of the second stopper 1600, more precisely, a part of the second stopper bolt 1610 to one side of the support side. This can be formed. By the second stopper guide groove 714C, the second stopper bolt 1610 may be fastened even if the space between the support coupling part 714 and the support fitting space forming parts 716 and 717 is narrow as described below. The fastening of the second stopper bolt 1610 may be guided. One or more of the support coupling units 714 may be configured, and in particular, the support coupling unit 714 may be configured as a pair of support coupling units 714 formed at a predetermined distance from each other. Accordingly, the second type bracket base 700 and the second type bracket support 800 can be firmly coupled, and an assembly space can be sufficiently secured by the space between the pair of support coupling portions 714.

In addition, the second type bracket body portion 710 of the second type bracket base 700 is formed between the support coupling portion 714 and the second type bracket support 800 so as to be more firmly and stably coupled. Support fitting space forming parts 716 and 717 may be formed to form a space into which the type 2 bracket support 800 may be fitted. The support fitting space forming parts 716 and 717 are positioned outside the second type bracket support 800 about the second type bracket support 800 in order to maximize the deviation adjustment range of the rotation shaft 900 as described below. It may be more preferable to be formed. The support fitting space forming parts 716 and 717 are more preferably configured as a pair spaced apart along the rotation direction of the second type bracket support 800 in order to secure a space for detachment of the rotation shaft 900 as described below. You can do it. The support fitting space forming parts 716 and 717 may be formed to be connected to the support coupling part 714 of the above-described second type bracket base 700 so that the second type bracket base 700 may be reinforced. In addition, the stopper holes H may be formed in the support fitting space forming parts 716 and 717 so that the second stopper 1600, more precisely, the second stopper bolt 1610 may be detachably fitted.

The second type bracket support 800 may also be configured to allow convenience adjustment of the rotation shaft 900 as shown by arrow F5 of FIG. 20.

That is, the second type bracket support 800 is coupled to the rotating shaft fastening portion 820 and the rotating shaft fastening portion 820 having the rotating shaft hole 822 to which the rotating shaft 900 is fitted so that the deflection can be adjusted and are electrically conductive. It may be configured to include a second type bracket support body portion 810 coupled to the rail side, that is, the insulator 310.

Here, the fastening part 820 for the rotating shaft of the second type bracket support 800 and the second type bracket support main body 810 are the second type bracket main body 710 of the second type bracket base 700 described above. Reference can be made to the deviation adjustment by the second type bracket adjustment adjustment part 750 for the displacement adjustment bar, detailed description for the adjustment of the displacement of the rotary shaft 900 will be omitted.

The second type bracket support main body 810 of the support may take various shapes, and in particular, the second type bracket insulator 812 coupled to the conductive rail side, that is, the insulator 310 and the second type bracket insulator It may be configured to include a pair of second type bracket base coupling portion 814, 815 extending from the coupling portion 812 and spaced apart from each other by a predetermined distance. Accordingly, the second type bracket support main body 810 of the second type bracket support 800 may be rigidly and easily coupled to the second type bracket base 700 and the insulator 310 while being structurally simple. As described above, the second type bracket insulator coupling unit 812 is one type 2 bracket insulator fastening hole 332 to be coupled by the first stopper panel 1100 and the insulator 310 and the insulator fastening member 350. ) May be formed. In addition, the second type bracket insulator coupling part 812 may have at least one fitting protrusion 402 protruding to fit with the conductive rail side, that is, the insulator 310. By the fitting protrusion 402, the coupling position of the second type bracket support 800 and the insulator 310 can be easily and accurately determined, and the second type bracket support 800 and the insulator 310 are more firmly determined. The relative rotation of the second type bracket support 800 and the insulator 310 having the insulator fastening member 350 as the rotation center may be constrained. The pair of second type bracket base coupling parts 814 and 815 may be provided with rotation shaft deflection adjustment grooves 814A and 815A, respectively, to adjust the deflection of the rotation shaft 900 described above.

Since the above has been described only with respect to some of the preferred embodiments that can be implemented by the present invention, the scope of the present invention, as is well known, should not be construed as limited to the above embodiments, the present invention described above It will be said that both the technical idea and the technical idea which together with the base are included in the scope of the present invention.

Claims (32)

A plurality of conductive rails arranged along a track direction of a railroad car to form a movement path of the railroad car, and sliding contact with a current collecting part of the railroad car to transfer power supplied from the outside to the railroad car; And And an insulating rail installed between the conductive rails to connect the conductive rails and insulate the conductive rails. The method according to claim 1, The insulation rail, A contact portion in sliding contact with the current collecting portion of the railway vehicle; And The railroad conductive rail facility comprising a non-contact portion that is in contact with the current collector portion of the railway vehicle. The method according to claim 1, The insulating rail may include a non-contacting portion that is in non-contact with a current collecting portion of the railway vehicle, and is formed on a current-side side of the current collecting portion of the railway vehicle and includes at least one insulating rail groove inclined with respect to the track direction and the width direction. A conductive rail facility for railway vehicles. The method according to claim 1, A rail support coupled to the conductive rail, the insulating rail and the conductive rail installed on opposite sides of the surface contacting the current collector of the railway vehicle, and coupled to the insulating rail and the conductive rail to support the insulating rail, respectively. Railroad conductive rail equipment characterized in that it further comprises. The method according to claim 4, The rail support may have a rail mounting groove formed therein so that the insulating rail and the conductive rail may be inserted, and the rail support may be fastened by the insulating rail and the conductive rail by a rail support fastening member. Railroad conductive rail equipment, characterized in that the fastening hole is formed in the rail installation groove. The method according to claim 1, The conductive rail, A conductive rail body unit arranged along a track direction of the railway vehicle to form a movement path of the railway vehicle; And, And a vehicle contact portion coupled to the conductive rail main body portion to be detachably attached to the current collector portion of the railroad vehicle so as to be movable so that the electric power supplied from the outside is transferred to the current collector portion of the railroad vehicle. Railroad conductive rail equipment. The method according to claim 6, The conductive rail body portion includes a space portion formed along the track direction, The conductive rail facility for railway vehicles, characterized in that the incision is formed so that the vehicle contact portion can be coupled to the upper portion. The method according to claim 7, In the space portion of the conductive rail body portion, A protrusion is formed toward the space portion from at least one side of both sides about the incision; And the protrusion is formed to have a length that can contact the protrusion protruding from the opposite side of the space portion or the opposite side of the space portion when the conductive rail body portion is tightened about the cutout portion. The method according to claim 7, At least one protrusion is formed in the space portion of the conductive rail body portion, the conductive rail facility for a railway vehicle. The method according to claim 7, The railroad vehicle conductive rail facility further includes a rail fastening member which is detachably coupled to the main body to tighten the conductive rail body part about the cutout of the conductive rail body part to selectively prevent the opening of the cutout of the conductive rail body part. . The method according to claim 6, The first rail fitting portion is formed at the lower portion of the conductive rail main body, and the conductive rail support for supporting the conductive rail facility has a second fitting portion corresponding to the first rail fitting portion at the upper portion. Conductive rail equipment. The method according to claim 6, And the vehicle contact portion comprises a wear boundary for identifying a maximum allowable wear boundary of the vehicle contact portion. The method according to claim 1, A bracket provided to support the conductive rail and including a bracket engaging portion on one surface of the conductive rail side; And A conductive rail facility for a railway vehicle further comprising an insulator provided between the bracket and the conductive rail so that the conductive rail is supported by the bracket and including an insulator engaging portion for engaging with the bracket engaging portion. ; The method according to claim 13, The bracket engaging portion is formed with a protrusion projecting toward the groove or the insulator, And the insulator engaging portion is formed with a projection for inserting into the groove of the bracket engaging portion or a groove for inserting the bracket engaging portion projection. The method according to claim 13, And an insulator fastening member fastened to the insulator and the bracket to couple the insulator to the bracket. The bracket and the insulator further include a conductive rail facility for a railway vehicle, characterized in that it further comprises an insulator fastening hole for fastening the insulator fastening member. In the bracket of the conductive rail equipment for railway vehicles supporting the conductive rail, Bracket fastening portion formed with a bracket fastening hole; And Bracket of the conductive rail facility for a railway vehicle, characterized in that the biasing hole is formed so that the bracket fastening portion is inserted so that the bias can be adjusted, and includes a bracket main body for supporting the conductive rail. The method according to claim 16, The bracket fastening portion A block inserted into the bias adjusting hole and movable along the bias adjusting direction of the bracket fastening part, the block including the bracket fastening hole; And And a boss extending from the block and having a boss fastening hole formed to coincide with the metal fastening hole. The method according to claim 17, The deflection adjusting hole is a bracket of a conductive rail facility for a railway vehicle, characterized in that it comprises a step for supporting the block. The method according to claim 16, A plurality of first deflection adjustment engagement portions are formed in the deflection adjustment hole along the deflection adjustment direction of the bracket fastening portion; The metal fitting of the conductive rail facility for a railroad vehicle, characterized in that the fastening portion includes a second biasing engagement portion for engaging with any one of a plurality of biasing engagement portion of the bracket body portion. The method according to claim 16, On the outer surface of the bracket body portion, a scale is formed along the deviation adjustment direction of the bracket fastening portion; The metal fitting of the railway rail conductive rail facility, characterized in that the metal fastening portion is formed with a reference line for indicating any one side of the scale of the bracket body portion according to the position adjustment position of the bracket fastening portion. In the bracket of the conductive rail equipment for railway vehicles supporting the conductive rail, A bracket base installed on one side of the conductive rail to support the conductive rail; And And a bracket support coupled to the bracket base so as to be rotatable and coupled to the conductive rail. The method according to claim 21, The bracket base is A bias adjustment bracket fastening part formed with a bracket fastening hole to which the bias adjustment fastening member is fastened; And And a biasing hole formed so that the biasing fastening part is inserted to enable the deflection adjustment so that the biasing fastening part can be fixed to one side of the conductive rail by the biasing fastening member, and a bracket body part coupled to the bracket support. Brackets for conductive rail equipment for railway vehicles. The method according to claim 21, The bracket base includes a support coupling portion protruding to be coupled to the bracket support, The support coupling part of the conductive rail equipment for a railway vehicle, characterized in that the height of the end side is formed lower than the height of the center side in the rotational direction of the bracket support. The method according to claim 21, The bracket base is A support coupling part protruding to engage with the bracket support, And a support fitting space forming portion for forming a space in which the bracket support can be inserted between the support coupling portion. The method of claim 24, The support fitting space forming unit, A stopper hole for detachably engaging a first stopper for controlling the rotational state of the bracket support; The support coupling part of the conductive rail equipment for a railway vehicle, characterized in that a guide groove for the stopper is formed so that a part of the bracket stopper is inserted and guided. The method according to claim 25, And a second stopper coupled to the bracket base to be detachable from the bracket base to restrict the rotation state of the bracket support along the rotational direction of the bracket support. The method according to claim 21, The bracket support includes a bracket insulator coupling portion coupled to the conductive rail side, and a pair of bracket base coupling portions extending from the bracket insulator coupling portion and formed to be spaced apart from each other by a predetermined distance. Bracket. The method according to claim 21, The bracket base is coupled to the bracket support, the bracket of the conductive rail facility for a railway vehicle, characterized in that it comprises a pair of support coupling portion formed to be spaced apart from each other. The method according to claim 21, The bracket support includes one bracket insulator coupling hole to which the insulator fastening member is fastened so as to be coupled to the conductive rail side by an insulator fastening member, and at least one bracket support that protrudes to be fitted to the conductive rail side. Bracket of the conductive rail equipment for railway vehicles, characterized in that it comprises a wealth. The method according to claim 21, A rotating shaft coupling the bracket base and the bracket support to be rotatable; And a first stopper coupled to at least one of the bracket base and the bracket support to restrain the rotation state of the bracket support. The method of claim 30, The rotating shaft is detachably coupled to the bracket base and the bracket support; The bracket support A rotating shaft fastening part having a rotating shaft hole into which the rotating shaft is fitted; The bracket of the conductive rail facility for a railway vehicle, characterized in that it comprises a coupling support body portion coupled to the rotation shaft fastening portion can be adjusted to the deviation, the conductive rail side. The method of claim 30, The first stopper A first stopper panel having one side fixed to the first support; A first stopper bolt having one side fixed to the other side of the first stopper panel and the other side fitted to the bracket base to be detachable; And a first stopper nut fastened to the first stopper bolt.

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