Details and dimensions of the contact network. Selection of support racks of the contact network. When checking the condition of all elements and their attachment points, identify the presence of damage: deformations, delamination, cracks and corrosion of metal

06.11.2021

Toolkit

To the implementation of practical exercises

In the discipline "Contact network".

1. Selection of parts and materials for contact network nodes.

2. Determination of loads acting on the wires of the contact network.

3. Selection of standard consoles and clamps for a given arrangement of supports.

4. Calculation of the bending moment acting on the support and selection of a typical intermediate support.

5. Registration of operational and technical documentation in the course of work on the contact network.

6. Registration of operational and technical documentation in the course of work on the contact network.

7. Checking the technical condition, adjusting and repairing the air switch.

8. Checking the condition, adjusting and repairing the section insulator.

9. Checking the condition, adjusting and repairing the section disconnector.

10. Checking the condition, adjusting and repairing arresters of various types.

11. Checking the condition, adjusting and repairing the isolating interface.

12. Mechanical calculation of the anchor section of the overhead catenary.

13. Determination of the tension of the loaded carrying cable.

14. Calculation of sag arrows and construction of assembly curves of the bearing cable and contact wire.

15. Drawing up a list of necessary materials, supporting and fixing devices for the overhead line of the haul.

Explanatory note.

The manual contains options for practical exercises in the discipline "Contact network". The purpose of the classes is to consolidate the knowledge gained in the theoretical course of the discipline, to acquire practical skills in checking the condition and adjusting individual nodes of the contact network, skills in using technical literature. The topic of the offered practical classes was chosen according to the work program of the discipline and the current standard of specialty 1004.01 "Electricity supply in railway transport".

To carry out classes in the "Contact network" classroom, you must have the main elements of the contact network or their models, stands, necessary posters, photographs, measuring and adjusting tools.

In a number of works, for better memorization and assimilation of the material, it is proposed to depict individual nodes of the contact network, describe their purpose and requirements for them.

When performing practical exercises, students should use reference, normative and technical literature.

Attention should be paid to safety measures to ensure the safety of maintenance and repair work on the overhead contact line devices.

Practical lesson number 1

Selection of parts and materials for contact network nodes.

The purpose of the lesson: learn how to practically select parts for a given overhead catenary.

Initial data: type of chain catenary, chain catenary assembly (set by the teacher according to tables 1.1, 1.2).

Table 1.1. Types of contact suspensions.

Option number	Carrying cable	Contact wire	Current system	Suspension type
lateral path
-	PBSM-70	MF-85	constant variable	CS 70
Main way
	M-120	BrF-100	constant	CS 140
	M-95	MF-100	constant	CS 160
	M-95	2MF-100	constant	CS 120
	M-120	2MF-100	constant	CS 140
	M-120	2MF-100	constant	CS 160
	PBSM-95	NlF-100	variable	CS 120
	M-95	BrF-100	variable	CS 160
	PBSM-95	BrF-100	variable	CS 140
	M-95	MF-100	variable	CS 160
	PBSM-95	MF-100	variable	CS 140

Table 1.2. Catenary overhead catenary assembly.

Brief theoretical information:

When choosing a support unit for a chain overhead suspension and determining a method for anchoring the wires of a chain overhead suspension, it is necessary to take into account the speed of train movement along a given section and the fact that the higher the speed of the train, the more elasticity the chain overhead suspension should have.

The armature of contact networks is a complex of parts intended for fastening structures, fixing the rein and cables, assembling various nodes of the contact network. The armature must have sufficient mechanical strength, good coupling, high reliability and the same corrosion resistance, and for high-speed current collection - also a minimum weight.

All details of contact networks can be divided into two groups: mechanical and conductive.

The first group includes parts designed for purely mechanical loads. It includes: a wedge clamp, a collet clamp for a carrying cable, saddles, fork eyes, split and continuous ears, etc.

The second group includes parts designed for mechanical and electrical loads. It includes: collet butt clamps for joining the supporting cable, oval connectors, butt clamps for the contact wire, string, connecting and transition clamps. According to the material of manufacture, the fittings are divided into cast iron (malleable or gray cast iron), steel, from non-ferrous metals and their alloys (copper, bronze, aluminum, brass).

Cast iron products have a protective anti-corrosion coating - hot-dip galvanizing, and steel products - electrolytic galvanizing followed by chromium-plating.

The order of the practical lesson:

1. Select a support node for a given overhead catenary and sketch it with all geometric parameters (L.1, p.80).

2. Select the material and cross-section of wires for simple and spring strings of the support unit.

3. Select parts for a given unit using L.9 or L10 or L11.

Enter the selected parts in table 1.3.

4. Select a part for joining the contact wire and connecting the supporting cable. Enter the selected parts in table 1.3.

Table 1.3. Details for overhead catenary assemblies.

5. Describe the purpose and location of the longitudinal and transverse electrical connectors.

6. Describe the purpose of non-insulating mates. Sketch the non-insulating interface diagram and mark all the main dimensions.

7. Prepare a report. Draw conclusions on the completed lesson.

Control questions:

1. What loads are perceived by the details of the contact network?

2. What determines the choice of the type of support unit for the overhead catenary?

3. What methods can be used to make the elasticity of the overhead catenary even?

4. Why can non-conductive materials be used for load-bearing cables?

5. Formulate the purpose and types of medium anchors.

6. What determines the method of attaching the supporting cable to the supporting structure?

Figure 1.1. Anchoring compensated catenary variable catenary ( a) and constant ( b) current:

1- anchor guy; 2- anchor bracket; 3, 4, 19 - steel compensator cable with a diameter of 11 mm and a length of 10, 11, 13 m, respectively; 5- compensator block; 6- rocker; 7 - bar "eye-double eyelet" 150 mm long; 8- adjusting plate; 9- insulator with pestle; 10- insulator with earrings; 11- electrical connector; 12- rocker with two rods; 13, 22 - clamp, respectively, for 25-30 loads; 15- reinforced concrete cargo; 16- load limiter cable; 17- weight limiter bracket; 18- mounting holes; 20 - bar "pestle-eyelet" 1000 mm long; 21- rocker arm for fastening two contact wires; 23 - bar for 15 weights; 24- limiter for a single garland of weights.

Figure 1.2 Anchorage of semi-compensated AC chain suspension with double expansion joint ( a) and direct current with a three-block compensator ( b):

1- anchor guy; 2- anchor bracket; 3- rod "pestle-double eyelet" 1000 mm long; 4- insulator with a pestle; 5- insulator with an earring; 6- steel cable of the compensator with a diameter of 11 mm; 7- compensator block; 8 - rod "pestle - eyelet" 1000 mm long; 9- bar for loads; 10 - reinforced concrete cargo; 11- limiter for a single garland of loads; 12- load limiter cable; 13- weight limiter bracket; 14 - steel cable of the compensator with a diameter of 10 mm, a length of 10 m; 15- cargo clamp; 16- limiter for a double garland of loads; 17- rocker arm for anchoring two wires.

Figure 1.3. Medium anchorage compensated ( hell) and semi-compensated ( e) chain contact suspensions; for a single contact wire ( b), double contact wire ( G); on an isolated console ( v) and on a non-isolated console ( d).

EXPLANATORY NOTE.

Methodical instructions are intended for full-time and part-time students of the Saratov Technical School of Railway Transport - a branch of SamGUPS in the specialty 13.02.07 Power supply (by industry) ( railway transport). Methodical instructions are drawn up in accordance with the work program of the professional module PM 01. Maintenance of equipment for electrical substations and networks.

As a result of practical work on MDK 01.05 "Arrangement and maintenance of the contact network", the trainer must:

master professional competencies:

PC 1.4. Maintenance of electrical distribution equipment;

PC 1.5. Operation of overhead and cable power lines;

PC 1.6. Application of instructions and regulations in the preparation of reports and the development of technological documents;

have general competences:

OK 1. Understand the essence and social significance of your future profession, show a steady interest in it;

OK 2. Organize your own activities, choose standard methods and ways of performing professional tasks, evaluate their effectiveness and quality;

OK 4. Search and use the information necessary for the effective performance of professional tasks, professional and personal development;

OK 5. Use information and communication technologies in professional activities;

OK 9. To navigate in the conditions of frequent changes in technologies in professional activities;

have practical experience:

Software 1. drawing up electrical diagrams of devices for electrical substations and networks;

PO 4. maintenance of equipment of switchgear of electrical installations;

Software 5. operation of overhead and cable power lines;

be able to:

U 5 to monitor the condition of overhead and cable lines, organize and carry out work on their maintenance;

Have 9 use normative technical documentation and instructions;

know:

Conditional graphic designations of elements of electrical circuits;

The logic of constructing circuits, typical circuit solutions, schematic diagrams of operated electrical installations.

Types and technologies of work on maintenance of switchgear equipment;

The design of the contact network of a station is a complex process and requires a systematic approach to the implementation of the project using the achievements of modern technology and best practices, as well as using computer technology.

The methodological guidelines consider the issues of determining the distributed loads on the bearing cable of the overhead suspension, determining the length of the equivalent span and the critical one, determining the values of the tension of the bearing cable depending on the temperature, and plotting assembly curves.

According to the given scheme of the station, it is required:

1. Calculation of the distributed loads on the bearing cable of the overhead catenary for the main and side tracks.

4. Determination of the size of the sag arrows of the contact wire and the carrying cable for the main track, with the construction of curves. Calculation of the average string length.

5. Organization of safe work.

Individual assignments for practical work are given immediately before implementation, in the classroom. The time to complete each practical work is 2 academic hours, the time to defend the work done is 15 minutes included in the total time.

General guidance and control over the progress of practical work is carried out by the teacher of the interdisciplinary course.

PRACTICAL LESSON No. 1

SELECTION OF PARTS AND MATERIALS FOR CONTACT NETWORK NODES

The purpose of the lesson: learn how to practically select parts for a given chain suspension.

Initial data: type and assembly of the overhead catenary (set by the teacher)

Table 1.1

Table 1.2

When choosing a support node and determining the method of anchoring the wires of a chain overhead suspension, it is necessary to take into account the speed of train movement along a given section and the fact that the higher the speed of the train, the more elasticity the chain overhead suspension should have.

The armature of contact networks is a complex of parts intended for fastening structures, fixing wires and cables, assembling various nodes of the contact network. It must have sufficient mechanical strength, good coupling, high reliability and the same corrosion resistance, and for high-speed current collection - also a minimum weight.

All details of contact networks can be divided into two groups: mechanical and conductive.

The first group includes parts designed only for mechanical loads: wedge and collet clamps for a carrying cable, saddles, fork eyes, split and continuous ears, etc.

The second group includes parts designed for mechanical and electrical loads: collet clamps for joining a supporting cable, oval connectors, butt clamps for clamps for a contact wire, string, string and transition clamps. According to the material of manufacture, the fittings are divided into: cast iron, steel, non-ferrous metals and their alloys (copper, bronze, aluminum).

Cast iron products have a protective anti-corrosion coating - hot-dip galvanizing, and steel products - electrolytic galvanizing followed by chromium-plating.

Fig. 1.1 Anchorage of compensated catenary catenary with alternating current (a) and direct current (b) current.

1- Anchor guy; 2- anchor bracket; 3,4,19 - steel cable of the compensator with a diameter of 11mm, lengths of 10.11 and 13 m, respectively; 5- compensator block; 6- rocker; 7 - bar "eye-double eyelet" 150 mm long; 8- adjusting plate; 9- insulator with pestle; 10- insulator with an earring; 11- electrical connector; 12- rocker with two rods; 13.22 - clamp, respectively, for 25-30 loads; 14- limiter for garlands of loads single (a) and double (b); 15- reinforced concrete cargo; 16- load limiter cable; 17 weight limiter bracket; 18- mounting holes; 20 - bar "pestle-eyelet" 1000 mm long; 21- rocker arm for fastening two contact wires; 23 - bar for 15 weights; 24- limiter for a single garland of loads; H0 is the nominal height of the overhead wire suspension above the rail head level; bМ - distance from cargo to ground or foundation, m.

Rice. 1.2 Anchoring a semi-compensated AC chain suspension with a two-block compensator (a) and direct current with a three-block compensator (b).

1- anchor guy; 2- anchor bracket; 3 - bar "pestle-eyelet" 1000 mm long; 4- insulator with pestle; 5- insulator with an earring; 6- steel cable of the compensator with a diameter of 11 mm; 7- compensator block; bar "pestle-eyelet" 1000 mm long; 9- bar for loads; 10 - reinforced concrete cargo; 11- limiter for a single garland of loads; 12- load limiter cable; 13- weight limiter bracket; 14 - steel cable of the compensator with a diameter of 10 mm, a length of 10 m; 15- cargo clamp; 16- limiter for a double garland of loads; 17- rocker arm for anchoring two wires.

Fig. 1.3 Medium anchorage of the compensated (a-e) and semi-compensated (e) contact hangers for a single contact wire (b), double contact wire (d), fastening the supporting cable and the medium anchorage cable on an insulated console (c) and on an uninsulated console (e).

1- main bearing cable; 2- rope of the middle anchorage of the contact wire; 3- additional rope; 4-pin wire; 5- connecting clamp; 6- clamping middle anchoring; 7- insulated console; 8 - double saddle; 9- middle anchoring clamp for fastening to a load-bearing cable; 10- insulator.

Rice. 1.4 Fastening the support cable to a non-insulated console.

Rice. 1.5 Fastening the supporting cable on a rigid cross member: a - general view with a fixing cable; b - with a locking rack; and - triangular suspension with brackets.

1-support; 2- crossbar (crossbar); 3- triangular suspension; 4- fixing cable; 5- fixing rack; 6- retainer; 7 - rod with a diameter of 12 mm; 8- bracket; 9- earring with a pestle; 10- hook bolt.

Execution order.

1. Select a support node for a given overhead catenary and sketch it with all geometric parameters (Fig. 1.1, 1.2, 1.3,)

2. Select the material and cross-section of wires for simple and spring strings of the support unit.

3. Select using fig. 1.1, 1.2, 1.3, 1.4, 1.5, details for a given unit, the name and characteristics of which must be entered in table. 1.3.

Table 1.3

4. Apply a part for joining the contact wire and connecting the supporting cable, which should also be entered in the table. 1.3.

5. Describe the purpose and location of the longitudinal and transverse connectors.

6. Describe the purpose of non-insulating mates. Sketch the non-insulating interface diagram and mark all the main dimensions.

7. Prepare a report. Draw conclusions.

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console catenary suspension network

Introduction

1. Theoretical section

1.1 Calculation of loads acting on a catenary

1.2 Calculation of the maximum allowable span lengths

1.4 Tracing the overhead line

2. Technology section

2.1 Maintenance of consoles

3. Economic section

4.1 Organizational and technical measures to ensure the safety of workers. Working conditions in the area of the contact network

Conclusion

Bibliographic list

Introduction

The contact network is the most important element of the traction power supply system for electric vehicles. The successful performance of the main function of railway transport - the timely transportation of passengers and cargo in accordance with a given traffic schedule - largely depends on the reliable operation of the contact network.

The main task of the overhead network is the transmission of electricity to the rolling stock due to reliable, economical and environmentally friendly current collection in the calculated weather conditions at set speeds, types of current collectors and values of the transmitted current.

The main elements of a catenary with an overhead catenary are overhead wires (overhead wire, carrying cable, reinforcing wire, etc.), supports, supporting devices (consoles, flexible beams and rigid beams) and insulators.

When designing a contact network, the number and brand of wires are selected based on the results of calculations of the traction power supply system, as well as traction calculations; determine the type of catenary in accordance with the maximum speeds of the electric rolling stock and other conditions of current collection; find the length of the span; choose the length of the anchor sections, types of supports and support devices for the spans; develop overhead catenary structures in artificial structures; place supports and make plans for the overhead network at stations and tracks with the coordination of wire zigzags and taking into account the execution of air switches and elements of the overhead circuit sectioning (insulating interfaces of anchor sections and neutral inserts, sectional insulators and disconnectors).

In recent years, the movement of heavy and long-haul trains has been expanding on the country's roads, new high-capacity electric rolling stock is being commissioned, the speed of passenger and freight trains is increasing, and freight traffic is growing.

This thesis project examines the design of a direct current overhead contact network in order to acquire skills in design, selection of equipment, construction of installation curves and condition check, adjustment and repair of a sectional insulator.

1. Theoretical section

1.1 Calculation of loads acting on the suspension

Of the whole variety of combinations of meteorological conditions acting on the wires of the contact network, three design modes can be distinguished at which the forces (tension) in the supporting cable can be the greatest, dangerous for the strength of the cable:

Minimum temperature mode - cable compression;

Maximum wind mode - stretching the cable;

Ice mode - stretching the cable.

For these design modes, the load on the supporting cable is determined.

1.1.1 Minimum temperature mode

The carrier cable only experiences vertical load from its own weight and from the weight of the contact wire, strings and clamps.

The vertical load from the dead weight of 1 running meter of wires in daN / m is determined by the formula:

where gt, gk is the load from the dead weight of one meter of the carrier and contact wires, daN / m; you should take and;

n is the number of contact wires;

gс - load from own weight of strings and clamps evenly

distributed along the length of the span is taken equal to 0.05 daN / m for each wire.

The main tracks of the station and the haul:

1.1.2 Maximum wind mode

In this mode, a vertical load from the weight of the catenary wires and a horizontal load from the wind pressure on the carrier and contact wires act on the bearing cable (there is no ice). The wind of maximum intensity is observed at an air temperature of +. The vertical load from the weight of the overhead catenary wires is determined above using the formula (1.1).

The horizontal wind load on the carrying cable is determined by the formula:

where Cx is the aerodynamic coefficient of the wind resistance of the wire is determined according to the table on page 105;

The coefficient taking into account the influence of local conditions, the location of the suspension on the wind speed, is determined according to table 19, page 104;

Normative wind speed of the highest intensity, m / s; repeatability once every 10 years is determined according to table 18, page 102;

d is the diameter of the carrying cable, mm; page 33.

The horizontal wind load on the contact wire is determined by the formula:

where H is the height of the contact wire page 26.

Excavation up to 7 m deep:

Embankment more than 5 m high:

The resulting (total) load on the carrying cable in daN / m is determined by the formula:

Excavation up to 7 m deep:

Straight section, curves of different radii:

Embankment more than 5 m high:

When determining the resulting load on the contact wire, it will not be taken into account, because mostly perceived by retainers.

1.1.3 Ice with wind mode

In this mode, the catenary wires are subject to a vertical load from their own weight, ice weight and horizontal wind pressure load on the catenary wires, the wind speed in icy conditions minus C, the vertical load from the dead weight of the catenary wires is defined above.

The vertical load from the weight of the ice on the carrying cable daN / m is determined by the formula:

where - the overload factor can be taken: = 0.75 - for protected sections of the contact network (recess); 1 - for normal conditions of the contact network (station, curve); = 1.25 - for unprotected sections of the contact network (embankment);

Ice wall thickness on the carrying cable, mm.

d is the diameter of the carrying cable, mm; - 3.14.

The thickness of the ice wall on the carrying cable, mm, is determined by the formula:

where is the standard thickness of the ice wall, mm;

Coefficient taking into account the influence of the wire diameter on the accumulation of ice p. 100;

Coefficient taking into account the influence of the height of the overhead catenary p. 100.

For the main tracks of the station and the haul for the carrying cable M-95, we take = 0.98.

For excavations more than 5m deep = 0.6.

For a straight section of the stretch and curves of different radii = 0.8.

For embankments over 5m = 1.1.

The vertical load from the weight of ice on the contact wire in daN / m is determined by the formula:

where is the thickness of the ice wall on the contact wire, mm; on the contact wire, the ice wall thickness is taken equal to 50% of the ice thickness on the supporting cable;

Average diameter of the contact wire, mm

where H and A are respectively the height and width of the cross-section of the contact wire, mm.

Straight section and curves of various radii:

Excavation up to 7m deep:

Embankment more than 5m high:

Straight section and curves of various radii:

Excavation up to 7 m deep:

Embankment more than 5 m high:

The total vertical load from the weight of the ice on the overhead catenary wires in daN / m is determined by the formula:

where is the vertical load uniformly distributed along the length of the span from the weight of ice on strings and clamps with one contact wire, daN / m, which, depending on the thickness of the ice wall, is

Straight stretch and curves of various radii:

Excavation up to 7m deep:

Embankment more than 5m high:

The horizontal wind load on the load-bearing cable covered with ice in daN / m is determined by the formula:

where is the standard wind speed in ice, m / s. = 13 m / s.

Excavation up to 7m deep:

Embankment more than 5m high:

The horizontal wind load on the ice-covered overhead wire in daN / m is determined by the formula:

Straight section and curves of various radii:

Excavation up to 7m deep:

Embankment more than 5m high:

The resulting (total) load on the carrying cable in daN / m is determined by the formula:

Straight section and curves of various radii:

Excavation up to 7m deep:

Embankment more than 5m high:

1.1.4 Selection of the initial design mode

The results of calculating the loads acting on the wires of the overhead catenary are summarized in table 1.1; Comparing the loads of different modes (the mode of minimum temperatures, maximum wind and wind with ice), we determine the mode for subsequent calculations.

Table 1.1

Loads acting on the overhead catenary, in daN

Site of terrain

Loads acting on the catenary

P. at. (curve)

As a result of calculations, it was found that the resulting load in the maximum wind mode is greater than the load in the wind with ice mode, based on this, we take the design mode - wind.

1.2 Determination of span lengths on straight and curved track sections

Rules for the construction and technical operation of the contact network of electrified railways (TsE-868). It is recommended to carry out the length of spans according to the current collection condition no more than 70 m.

The span length for a straight section of the track is determined by the formula:

On curves:

Finally, we determine the span length, taking into account the specific equivalent load, according to the formulas:

On curves:

where K is the nominal tension of the contact wires, daN;

Greatest permissible horizontal deviation

contact wires; from the axis of the pantograph in the span; - on straight lines and - on curves;

a - zigzag of the contact wire, - on straight lines and - on curves;

The elastic deflection of the support, m, is taken from the table at the appropriate wind speed;

where h is the design height of the suspension;

g 0 - load on the carrying cable from the weight of all wires of the chain suspension;

T 0 - tension of the carrying cable when the contact wire is in the free position.

The specific equivalent load, taking into account the interaction of the supporting cable and the contact wire with their wind deflection, daN / m, is determined by the formula:

where T is the tension of the bearing cable of the overhead catenary in the design mode, daN;

The length of the hanging string of insulators, m, the length of the string of insulators can be taken: 0.16 m (the length of the earring and saddle) with insulated consoles; 0.56 m with two suspended insulators in a garland, 0.73 m with three, 0.90 m with four insulators;

Span length, m

Finally, we determine the span length, taking into account the specific equivalent load:

Straight haul section:

Excavation up to 7m deep:

Embankment more than 5m high:

Curve with a radius of 1300 m:

We accept the span length equal to 45m.

Curve with a radius of 2000 m:

Further calculations will be summarized in Table 1.2.

Table 1.2

Span lengths on straight and curved track sections

1.3 Development and justification of the power supply scheme and sectioning of the contact network of the station and adjacent spans

1.3.1 Drawing up a power supply diagram and sectioning of the contact network

To ensure reliable operation and ease of maintenance, the contact network of the electrified section is divided into separate sections, electrically independent from each other. Sectioning is carried out by insulating joints of anchor sections, section insulators, section disconnectors, cut-in sectioning insulators.

Longitudinal sectioning provides for the separation of the station overhead line from the overhead line of the tracks along each main track.

Longitudinal sectioning is carried out by four-span and three-span insulating interfaces, which are located between the input signal and the extreme turnout.

Longitudinal sectional disconnectors shunting them are installed on insulating junctions, denoted by capital letters of the Russian alphabet: A, B, C, G.

Transverse sectioning between tracks is carried out by sectional insulators, transverse disconnectors and cut-in insulators in the fixing cables of the transverse and in the non-working branches of the contact suspensions. Transverse disconnectors connecting the catenary of different sections of the stations are designated with the letter "P".

The connection of overhead tracks of tracks, where work is carried out near the contact network, is performed by sectional disconnectors with grounding knives; denote by the letter "Z".

Modern requirements provide for the use of remote and telecontrol of sectional disconnectors; therefore, linear, longitudinal and transverse disconnectors should be designed with motor drives.

The power supply of the contact network from the traction substation is carried out by supply lines (feeders), usually overhead. They feed on feeders: even paths F2, F4; odd F1, F3, F5.

On double-track DC sections, the power supply of the line extending from the traction substation to the overhead line of the railway tracks is designed separately for each track. The feeder line feeding the station tracks is allocated separately. In the supply lines of the direct current contact network, linear disconnectors are installed in the places where they are connected to the contact network.

Disconnectors of supply lines are designated "F" with digital indexes.

The power supply circuit of the station sectioning is shown in Figure 1.1.

Figure 1.1 Scheme of power supply and sectioning of the contact network of the station

1.4 Traces of the overhead line

Tracing contact the network haul

The plans of the overhead line of the railway line are drawn on a scale of 1: 2000 on graph paper. The required sheet length is determined based on the specified span length, taking into account the scale and the required margin on the right side of the drawing for the placement of general data and the title block.

The plan of the overhead line of the haul is drawn in the following sequence:

Preliminary breakdown of the stretch into anchor sections. The placement of supports on the stretch begins with the transfer of the insulating mating supports to the plan of the stretch. The location of these supports on the route plan should be linked to their location on the station plan. The linking is carried out according to the input signal, which is also indicated on the station plan;

Outline of the anchor sections of the contact network, the approximate location of their junctions. In the middle of the anchor sections, the places of the middle anchors are outlined, where subsequently it is necessary to reduce the length of the spans.

When planning the anchor sections of the suspension, it is necessary to proceed from the following considerations:

The number of anchor sections on the stretch should be minimal;

The maximum length of the anchor section of the contact wire on a straight line is taken no more than 1600m;

Further, the placement of supports on the stretch. The placement of supports is carried out by spans, if possible, equal to the permissible for the corresponding section of the terrain, obtained as a result of calculating the lengths of the spans. Spans with medium anchors should be shortened with compensated: two spans by 5% of the maximum calculated length for the relevant terrain;

Ferry plan processing. Having completed the arrangement of the supports and zigzags of the overhead wire, the final breakdown of the overhead line of the haul into anchor sections is carried out and their mates are drawn.

Figure 1.2 shows the passage of a catenary in artificial structures.

Figure 1.2 Passage of a catenary in artificial structures

1.5 Selection of supporting structures

The selection of typical supporting and fixing devices is performed in the design of the contact network by linking the developed structures to the specific conditions of their installation.

Non-insulated channel consoles # 5 (НР-II-5) were used in the project. Channel consoles are marked with HP (non-insulated with a stretched rod) and HC (non-insulated with a compressed rod).

The selection of consoles in various installation conditions is carried out in accordance with the tables developed in Transelektroproekt for areas with a standard ice wall thickness of up to 20 mm inclusive and with a wind speed of up to 35 m / s with a repeatability of climatic loads at least once every 10 years.

The selection of typical non-insulated and insulated consoles for DC and AC lines is performed depending on the type of supports and their place of installation. In addition, for direct current lines on straight sections of the track, it is necessary to take into account the size of the installation of the anchor supports.

Standard brackets are designed in metal and wood. The wires of the DPR lines, amplifying, supplying, suction and return current wires (in areas with suction transformers) are suspended on metal wires. On wooden brackets, wires of 6 and 10 kV overhead lines with voltages up to 1000 V and waveguards are attached.

Tips and racks are used in cases where the height of the supports is insufficient to install the required bracket, and also if it is required to position the wires over a rigid cross member.

Extensions and racks are selected depending on the purpose, if necessary, they are checked for specific loads.

Rigid typical beam-type cross-members are through trusses of rectangular cross-section, consisting of separate blocks. Diagonal grating: directed in vertical planes and non-directional in horizontal ones. The crossbeams in the usual design, intended for areas with a design temperature of up to -40C, are made of steel VSt3ps6 of the 1st and 2nd strength groups. The crossbeams are completed from two, three or four blocks, depending on the length of the calculated span. The joints of the cross member blocks are welded in the usual design, and bolted in the northern design. Marking of crossbeam blocks in the usual version - BK (extreme), BS (middle), in the northern version - BKS, BSS. The serial number of the block is added to the letter designation through a dash, for example BKS-29.

Typical articulated clamps developed at Transelectroproject are selected depending on the type of consoles and the place of their installation, and for transitional supports - taking into account the location of the working and anchored suspension branches relative to the support. In addition, take into account which of them the retainer is intended for.

In the designation of typical clamps, the letters F (clamp), P (direct), O (reverse) are used. The marking contains Roman numerals I, II, etc., characterizing the lengths of the main clips. In the project, clamps of the FO-II, FP-III brands were used - on the straight section of the stretch and embankment, FP-IV and FO-V in the curved sections of the stretch, in the cut.

Catenary supports can be divided into two main groups: bearing ones, on which there are any supporting devices (consoles, brackets, rigid or flexible crossbars), and fixing ones, on which only locking devices (clips or locking crossbars). In the first case, the supports perceive both vertical and horizontal loads, in the second - only horizontal ones.

Depending on the type of supporting device, there are cantilever bearing supports (with single-track or double-track consoles), rigid crossbeam racks (single and paired) and flexible crossbeam supports. Cantilever supports are usually divided into intermediate (one catenary is attached to them) and transitional, installed at the junctions of the anchor sections and air switches (two catenaries are attached to them).

In addition to loads in the plane perpendicular to the axis of the track, the supports can perceive the forces from the anchoring of certain wires that create loads in the plane parallel to the axis of the track. In this case, the supports are called anchor. As a rule, the supports of the contact network perform several functions at the same time, for example, the transitional cantilever support can be an anchor and, in addition, also support the supply wires.

For installation on newly electrified lines, CO-type supports are designed for direct current sections. The supports are used, fixed on the foundation - separate, which, when connected to the foundation of the TC type, become one-piece. Reinforced concrete supports - SS108.6-1, anchor - SS108.7-3, transitional - SS108.6-2. Support plates of the OP-2 brand were used in the project; Anchors type TA-1 and TA-3.

2 . Technological chapter

2.1 Maintenance of consoles

Catenary support console - a supporting device fixed on the support, consisting of a bracket in a rod. Depending on the number of overlapping paths of the console, the support of the contact network can be one-, two- and multi-track. On domestic railways, single-track overhead support consoles are most often used, since with a larger number of overhead support consoles, the mechanical connection between overhead catenaries of different tracks reduces the reliability of the overhead. Use single-track consoles of the support of the contact network, uninsulated, or grounded, when insulators are located between the supporting cable and the bracket, as well as in the retainer rod, and insulated, with insulators placed in the brackets and rods. Non-insulated consoles of the contact network support (Figure 2. 1) in shape can be curved, inclined and horizontal.

Figure.2 1 Non-insulated console: 1 - carrying cable; 2 - console pull; 3 - console bracket; 4 - fixing insulator; 5 - retainer; 6 carrier cable insulators

Previously, curved overhead support brackets were widely used. Inclined consoles of the contact network support are much lighter than curved ones and are more convenient to manufacture and transport. The brackets of the inclined consoles of the contact network support are made of two channels or pipes. The clips are attached to the console brackets through insulators. For supports installed with an increased size (5.7 m from the axis of the track), brackets with a strut are used. At the junctions of the anchor sections, when mounted on one support of two consoles, the support of the contact network uses a special traverse. Horizontal consoles of the contact network support are used in cases where the height of the supports is sufficient to secure the rod.

With insulated overhead support consoles, it is possible to carry out work on the supporting cable near the overhead support consoles without disconnecting the voltage, which is unacceptable with non-insulated overhead support consoles.Lack of a string of insulators on the console ensures greater stability of the supporting cable, which is especially important at high train speeds. Insulated consoles are made only inclined, with brackets in which rod porcelain (cantilever) insulators are included, and rods with rod insulators or strings of disc insulators.

Console classification

Consoles are single-track and double-track (multi-track). Single-track consoles are of two types: inclined and straight - horizontal. The main advantage of the tilting arm is that it requires a lower support height than the straight arm, since with the tilted arm the link is horizontal and attached to the support, approximately at the height of the carrying cable. The advantage of the straight console is that it allows wider adjustment of the position of the carrying cable in the direction across the path and allows you to conveniently place reinforcing wires on the same console.

The type of console that has received the most widespread use in our country. There is a horizontal overhang at the end of the console behind the point of attachment of the rod to it, which makes it possible to adjust the position of the insulator in the direction across the path.

Consoles are usually made of two channels or corners, fastened together at several points by welding or rivets. Channels or angles are located with a small gap between them, sufficient to accommodate the eyelet of the rod from the yoke for attaching the insulator. Consoles of tubular section and I-beams can also be used. The rod of the console is made of round iron, and the adjustment of the length of the rod during the installation of the console is carried out by means of the thread at the end of the rod.

A stepwise method of adjusting the length of the rod is also used by including between the rod and the part installed on the support for its fastening of adjusting strips made of strip iron with holes located at equal distances. On metal supports, the console and the rod are attached to the corners fixed to the supports. The bracket for attaching the console heel has two welded sections of the bracket with a hole for the stud with the head, by means of which the console heel is attached. The corner for attaching the rod has a through hole (in the case of fastening the rod to the thread) or is made in the same way as the corner for attaching the heel of the console (in the case of using adjusting strips). On wooden supports, the fixing part of the console heel is fastened with wood grouses and has several holes to adjust the height of the console.

In areas equipped with a compensated chain suspension, pivoting consoles are used, usually tubular, articulated on supports.

When the supports are located on the inner side of the curve and on the transitional supports, instead of reverse locks, sometimes reverse consoles are used, having a vertical stand that serves to fix the lock on the side opposite to the support. The purpose of the reverse consoles is the same as that of the reverse braces. The use of reverse consoles has the disadvantage that, due to the path close to the axis of the location of the grounded parts, the possibility of carrying out live work near them is limited. On double-track and multi-track sections, if, due to the terrain conditions, it is impossible to arrange the suspension of each track on separate consoles, sometimes double-track consoles are used. Double-track consoles are usually supported by two rods and have a vertical rack along the axis of the path between the electrified tracks for fixing the second track lock.

When a support with a double-track cantilever is located on the inner side of the curve, reverse double-track cantilevers are used. In addition to consoles for chain suspension, brackets for reinforcing wires, fixing brackets and angles for attaching wires anchored to the support are attached to the overhead contact network supports. All these parts are fixed on wooden supports, usually using wood grouses or through bolts, on metal supports, using hook bolts.

Brackets for reinforcing wires and fixing brackets on newly installed lines must be of such a length that a distance of at least 0.8 m remains from the nearest edge of the support to the live parts of the suspension

3. Economic section

3.1 Calculation of the cost of building a contact network on the stretch

In the course project, an estimate of the cost of building a contact network on a stretch or station should be made. The initial data for the preparation of estimates for construction and installation work are specifications for the plans of the contact network and the prices for the performance of work.

We accept a course of cu. as of June 1, 2013 equal to 31.75.

The entire economic calculation is summarized in Table 3.1.

Table 3.1

Estimation of the cost of the construction of a contact network on the stretch

Name of works or costs	Units of measurement	Estimated cost of c.u.	Total amount

Construction works
Installation of reinforced concrete double supports in glass-type foundations, installed with a base plate by burying at the station
Waterproofing reinforced concrete supports
Installation of reinforced concrete anchors with guyed vibratory immersion at the station and haul
The cost of reinforced concrete supports of the type:



The cost of three-beam foundations of the type:

Cost of three-beam anchors type:

Guy cost:


The cost of tubular insulated galvanized consoles
The cost of embedded parts for mounting consoles	set

Minor unaccounted expenses
Overheads
The same for the installation of metal structures and their cost
Planned savings
Total costs:
Installation work
Rolling out "on top" of the contact wire:
Lonely on the main tracks
Adjustment of a catenary with two contact wires: chain elastic (spring)
Installation of one-sided rigid anchorage: a load-bearing cable or a single
Installation of one-sided compensated anchorage: contact wire
Installation of the combined compensated anchoring of the carrier cable and a single contact wire
Installation of a three-span interface of anchor sections without sectioning
Installation of middle anchoring with compensated suspension
Installation of the first wire (reinforcing) on suspension insulators, taking into account the installation of brackets and insulator strings
Cost of brackets type KF-6.5
Group ground wire installation
Installation of a diode earthing switch
Installation of surge arrester and arrester

Minor unaccounted works
Overheads
Planned savings
Total costs:
Materials (edit)





Bimetallic wire BSM-1 with a diameter of 4 mm (strings)
Other materials not included in the price tag
Planned savings
Total costs:
Equipment
Disconnector RS3000 / 3.3-1U1 / RSU-3000 / 3.3
Horn arresters with two breaks
Diode grounding device ZD-1
Porcelain insulator with pestle PF-70V
Equipment charges
Total costs:
Cost of costs:

4. Labor protection and traffic safety

4.1 Organizational and technical measures to ensure the safety of work on the contact network. Working conditions in the area of the contact network

Work on contact the network under tension

Energized works are carried out from isolated platforms of railcars and railroad cars, from removable insulating ladders. The peculiarity of these works is that the work performer is in direct contact with high voltage, therefore, he must be reliably isolated from the ground and the possibility of touching grounded structures must be excluded.

Before work, inspect the insulating parts of the towers, make sure that all parts are in good working order, wipe the stairs and insulators. Insulation is tested with operating voltage directly from the contact network. To do this, after climbing an insulated platform or staircase, without touching the contact network and being as far from it as possible, the hook of the shunt rod touches one of the live elements of the contact network (string, electrical connector or latch). It is not allowed with a shunt rod to approach the insulator at a distance of less than 1 m and touch the wire under significant mechanical load, since if the tower or ladder insulation fails, an arc arises that can damage the insulator or cause the wire to burn out.

After checking the insulation, the shunt rods are hung on the catenary wires and left in this position for the entire duration of the work. If movement occurs and it is required to temporarily remove the shunt rods, the worker, being on the site, should not touch the wires and structures.

The suspended shunt bar reliably monitors the insulation condition and equalizes the potential of all parts that the worker touches at the same time. No more than three electricians can be and work at the same time on an isolated platform of railroad cars and railcars, and no more than two electricians can work on an insulating removable tower. They switch to isolated platforms one by one with the shunt rods removed. The insulating removable tower can be climbed by two electricians simultaneously from both sides.

In contrast to work from the towers of railcars and railroad cars, work from an insulating removable tower, as a rule, is performed, as a rule, without stopping the movement of trains. Therefore, in order to be able to timely remove it from the path, the team consists (depending on the weight of the tower) of at least four or five people, not counting the signalmen.

In areas with single-strand track chains, the tower is installed on the track in such a way that the wheel, which is not insulated from its lower part, is on the traction rail. When installing a removable tower on the ground, the lower part of it is connected to the traction rail with a ground copper wire of the same section as the wires used for shunting.

When workers are at the work site, they move the insulating tower, railroad car or railroad car only at the command of the work performer who is there, who warns all his assistants working on the site to stop work and, making sure that they do not touch the wires, removes the shunt rods for the duration of the movement ... The movement should be smooth at a speed of no more than 5 km / h for a removable tower and no more than 10 km / h for a railroad car and a railroad car.

Work under voltage is performed without the order of the energy dispatcher, but with his permission. The energy dispatcher is notified of the place and nature of the work planned to be carried out, as well as the time of their completion.

If work is carried out at the points of sectioning of the contact network (at an insulating interface, sectional insulator or cut-in insulator separating two sections of the contact network), an order from the energy dispatcher is required. In this case, the sections must be bridged (the sectional disconnector is turned on), and the bridging rods must be installed on the wires of both sections of the contact network. To equalize the potentials in the sections and exclude the flow of the equalizing current through the mounting devices at the place of work, no further than one span between the supports, a removable shunt jumper is installed from a copper flexible wire with a cross section of at least 50 mm 2.

Live work is not allowed under pedestrian bridges, rigid crossbars and in other places where the distance to grounded structures or structures and wires under other voltage is less than 0.8 m at direct current and 1 m at alternating current. It is not allowed to work under voltage during rain, fog and sleet, as under these conditions the leakage current through the insulating parts becomes dangerous. In order to avoid accidental overwhelming of wires and overturning of a removable tower under voltage, do not work at a wind speed above 12 m / s.

When working from insulating towers, it is prohibited to: leave tools and other objects on the working platform that may fall during installation and removal of the tower; for those working below, touch directly or through any objects to the removable tower above the grounded belt; to carry out work in which forces are transferred to the top of the tower, causing the danger of its overturning; move the removable tower on the ground when workers are on it.

In all cases, the manager and other employees strictly ensure that the possibility of shunting the insulating part of the tower or insulators of the insulated platform with any objects (rods, wire, clamp, ladder, etc.) is excluded.

If it is necessary to climb a supporting cable and other wires, use a light wooden ladder with a length of no more than 3 m with hooks for hanging onto a cable or wire. When working on a ladder, they are fixed to the cable with a safety belt sling.

Technical measures to ensure the safety of work under voltage

Technical measures to ensure the safety of live work are:

- issuing warnings to trains and fencing of the work site;

- performance of work only with the use of protective equipment;

- switching on disconnectors, imposing stationary and portable shunt rods and jumpers;

- lighting of the place of work in the dark.

When working in the places of sectioning of the contact network under voltage (insulating interfaces of anchor sections, sectional insulators and cut-in insulators), as well as when disconnecting the loops of disconnectors, arresters, suction transformers from the contact network and installing inserts in the wires of the contact network, shunt rods installed on insulating removable towers, insulating work platforms of railroad and railroad cars, as well as portable shunt rods and shunt jumpers.

The cross-sectional area of copper flexible wires of the indicated rods and jumpers must be at least 50 mm 2.

To connect wires of different sections, ensuring the transmission of traction current, it is necessary to use jumpers made of flexible copper wire with a cross-sectional area of at least 70% of the cross-sectional area of the wires to be connected.

When working on the insulating interface of the anchor sections, on the sectional insulator separating the two sections of the contact network, cut-in insulators should include the sectional disconnectors shunting them.

In all cases, a shunt bridge must be installed at the place of work, connecting the contact suspensions of adjacent sections. The distance from the working one to this lintel should be no more than 1 mast span.

If the distance to the shunt section disconnector is more than 600 m, the cross-sectional area of the shunt bulkhead at the place of work must be at least 95 mm 2 in copper.

The technological process of comprehensive inspection and repair of the console

The work on repair and inspection of the console is carried out with the removal of voltage from overhead catenary directly from the support or using a 9 m ladder; with a rise to a height; without interruption in the movement of trains. By the side, and the order of the energy dispatcher. According to the technological map.

Comprehensive inspection and repair of the console

Table 4.1

Cast

Conditionsfulfillmentworks

The work is being done:

1.With relieving stress from overhead catenary directly from the support or using a 9 m ladder; with a rise to a height; without interruption in the movement of trains.

2. By the side, and by order of the energy dispatcher.

3. Mechanisms, mounting devices, tools, protective equipment and signaling accessories:

1. Attachable ladder 9 m (when working on a conical reinforced concrete support) 1 pc.

2. Grounding rod according to the number specified in the order

3. Wrench, 2 pcs.

3. Scraper 1 piece

4. "Fishing rod" rope 1 pc.

5. Pliers 1 pc.

6. Bench hammer 1 pc.

7. Indicator clip or vernier caliper with needle "jaws" 1 pc

8. Notepad for writing with writing accessories 1 set.

9. Dielectric gloves 1 pair.

10. Measuring ruler 1 pc.

11. Safety belt 2 pcs.

12. Protective helmet according to the number of performers.

13. Signal vest according to the number of performers.

14. Signal accessories 1 set.

15. First aid kit 1 set.

Table 4.2

Time rate for one console Per person h

Types of jobs	When performing work
	directly	from the ladder
Comprehensive condition check and repair:
Single track non-insulated console on an intermediate support
The same on the transitional support of the mates of the anchor sections
Isolation nodes of fasteners of insulated console elements on the support
- double track console
Adjusting the position of the console along the path with one load-bearing cable

Notes:

1. When adjusting the position of the console with more than one Suspended cables (wires). To the norm of time add 0.15 people for each suspension point. h. when working from a support and 0.24 people. hours - when working with a ladder.

2. When checking the condition and repairing a single-track console with a strut, the time rate should be correspondingly increased by 1.1 times.

3. When checking the condition and repairing a single-track non-insulated console with a reverse locking strut, increase the time rate by 1.25 times, respectively.

Preparatoryworkandadmissionwork

1. On the eve of the work, submit to the energy dispatcher an application for work with stress relief in the work area, directly from the support or using a 9 m ladder, with a rise to a height, without interruption in the movement of trains, indicating the time, place and nature of the work.

2. Receive a work order and instructions from the person who issued it.

3. In accordance with the results of detours and detours with inspection, diagnostic tests and measurements, select the necessary materials and parts to replace worn-out ones. Check their condition, completeness, workmanship and protective coating by external inspection, drive the thread on all threaded connections and apply a smear on it.

4. Select mounting devices, protective equipment, signaling accessories and tools, check their serviceability and test terms. Load them, as well as the selected materials and parts on the vehicle, arrange delivery together with the team to the place of work.

5. Upon arrival at the place of work, conduct the current Safety Briefing with a list of everyone in the outfit.

6. Receive an order from the energy dispatcher indicating the removal of voltage in the work area, the start and end time of work.

7. Ground wires and equipment, which are de-energized, with portable grounding rods on both sides of the place of work in accordance with the order.

8. When working on a reinforced concrete conical support, install and fix a 9 m ladder to the support.

9. Carry out admission to the production of works.

2.3 Sequential technological process

1. The contractor climb to the place of work directly on the support or on the ladder.

2. Check by external inspection the condition of the attachment points of the heel and the console rods on the support, as well as the connections of the grounding descent to them. If there are embedded parts on the reinforced concrete support, check the condition of the insulating bushings.

At the junctions of the anchor sections of the compensated suspension, check the position and fastening of the traverses on the support.

Pay attention to ensuring articulated mobility in the horizontal and vertical planes when moving the consoles.

3. Check the distance from the top of the reinforced concrete support to the cantilever rod clamp. It must be at least 200 mm. On a support with embedded parts, the rod must be attached to the part installed in the second hole.

4. Check, if present, the condition and attachment of the strut on the console bracket and on the support. The strut should be taut (compressed), lightly loaded. The attachment point of the strut to the console bracket should be no more than 300 mm from the fixture attachment part.

5. On insulated consoles, check the condition and repair the attachment points for rods, struts and console brackets on the support (including traverses on the transitional supports of the anchor sections and insulators in these nodes).

Checking the rest of the nodes and elements of the insulated console is carried out under voltage in the process of checking the condition and repair of the chain suspension, as well as non-insulating and insulating joints of the anchor sections, respectively, according to Technological maps No. 2.1.1, 2.1.2 and No. 2.2.1.

6. For a double-track console, check the correct assembly of the console heel, the presence of rollers (rivets) at the junction of the adapter piece with the console bracket.

Check the adjustment of the tension of the rods. Both rods must be evenly loaded, the tension is checked by vibration when hitting the guys with a metal object.

7. Check the correct installation of the console in the vertical plane. The trunk of the curved consoles and the bracket of the horizontal consoles must be horizontal.

Notes:

1. Check the condition, determine the extent of damage and the degree of their danger in accordance with the Instructions for the maintenance and repair of the support structures of the contact network (K-146-96).

2. When checking the condition of all elements and their attachment points, identify the presence of damage: deformations, delamination, cracks and corrosion of metal.

Pay special attention to the condition of the welded seams, the presence of lock nuts and cotter pins, as well as to the wear of elements in the joints; will assess the condition of the protective anti-corrosion coating and determine the need to renew the painting.

Tighten the loosened fasteners, install the missing locknuts, replace the worn out cotter pins and insulator locks (part K-078), apply anti-corrosion grease to the threaded connections.

Deformation or displacement of the console elements and fasteners is not allowed

3. When checking the condition of the insulators, clean them from contamination. Insulators with persistent contamination of more than yj of the insulating surface or defects.

The endingworks

1. Disconnect the ladder from the support and lower it to the ground.

2. Remove the grounding rods.

3. Collect materials, mounting devices, tools, protective equipment and load them onto the vehicle.

4. Give a notice to the energy dispatcher about the completion of work.

5. Return to the ECHK production base.

Conclusion

In this diploma project, a mechanical calculation of the M-95 + 2NlFO-100 overhead catenary has been made. As a result of these calculations, data on the load on the wires from wind, ice and dead weight were obtained. Based on these data, the calculated maximum wind regime was selected.

Based on the design mode, the span lengths on the stretch were calculated: 55 m; 70 m; 56 m; 50 m; 66 m.According to the assignment for the diploma design, a plan of the overhead line of the railway was built, in which the equipment for the corresponding type of current was selected and summarized in the specification.

- Embankment more than 5 meters high

Straight stretch and curves of different radii;

Excavation up to 7 meters deep;

In the economic section, the cost of structures on the overhead line on the stretch is calculated.

In the technological section, the issue is considered - dangerous places on the contact network.

In the labor protection section, technical measures are considered to ensure the safety of work under voltage

Completed: tracing co ...

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Introduction

On electrified lines, the electric rolling stock receives power through the contact network from traction substations located at such a distance between them so that a stable rated voltage on the electric rolling stock is ensured and protection against short-circuit currents works.

The overhead network is the most critical component of electrified railways. The contact network must ensure a reliable and uninterrupted supply of electricity to the rolling stock in any climatic conditions. Catenary devices are designed in such a way that they do not limit the speed set by the train schedule, and provide uninterrupted current collection at extreme air temperatures, during the period of the greatest ice formations on the wires and at the maximum wind speed in the area where the road is located. The contact network, unlike all other devices of the traction power supply system, does not have a reserve. Therefore, high requirements are imposed on the contact network, both in terms of improving designs, and in terms of the quality of installation work and careful maintenance in operating conditions.

The contact network is a catenary, located in the correct position relative to the axis of the track with the help of supporting, fixing devices, which in turn are fixed on the supporting structures.

The contact suspension, in turn, consists of a supporting cable and a contact wire (or two contact wires) connected to it by means of strings.

On the main tracks, depending on the category of the line, as well as on station tracks where the train speed does not exceed 70 km / h, a semi-compensated chain suspension (KS-70) with vertical strings offset from the supports by 2-3 m and articulated clamps.

Semi-compensated spring suspension KS-120 or compensated KS-140 is used on the main and receiving-departure tracks, which provide for non-stop passage of trains at speeds up to 120 km / h.

On the main tracks of spans and stations at a train speed of more than 120 (up to 160) km / h, as a rule, a compensated spring suspension with one or two KS-160 contact wires is used. On operating electrified lines, it is allowed to operate semi-compensated spring suspensions KS-120 with articulated clamps and compensated spring suspensions KS-140 - 160 km / h before renovation or reconstruction.

On the railways of the Russian Federation, there are several types of main catenary suspensions, each suspension is selected for different transport operating conditions (speed, current loads, climatic and other local conditions) on the basis of a technical and economic comparison of options. At the same time, a possible in the future increase in the speed and size of the movement of trains and the mass of freight trains is taken into account.

Supports of the contact network, depending on the purpose and nature of the loads received from the wires of the overhead catenary, are divided into intermediate, transitional, anchor and fixing.

Intermediate supports perceive the loads from the weight of the wires of the contact suspensions and additional loads on them (ice, frost) and horizontal loads from the wind pressure on the wires and from the change in the direction of the wires on curved sections of the path.

Transitional supports are installed in the places of the interface of the anchor sections of contact suspensions and air switches and perceive loads similar to intermediate supports, but from two contact suspensions. The transition supports are also affected by the forces from changing the direction of the wires when they are withdrawn to the anchorage and on the arrow curve.

Anchor supports can only take the tension loads of the wires attached to them or, in addition, carry the same loads as intermediate, transitional or fixing supports.

The fixing supports do not carry loads from the weight of the wires and take only horizontal loads from changing the direction of the wires on curved sections of the path, on air switches, when leaving for anchoring and from wind pressure on the wires.

By the type of support devices of the contact network fixed on the supports, they are distinguished:

Cantilever supports mounted on the overhead catenary cantilever of one, two or more tracks;

Supports with a rigid cross-beam, or, as they are called, girders or gantries, with the fastening of contact suspensions of electrified tracks on a rigid cross-member (girder);

Supports with a flexible crossbar with the attachment of contact suspensions of electrified tracks overlapped by this crossbar.

For tracing the contact network on single-track and double-track sections (hauls), string-concrete conical supports with a height of 13.6 m and a concrete wall thickness of 60 mm of type C are used for AC sections and CO for DC sections. Recently, SS, SSA supports have been introduced on direct and alternating current (Fig. 1).

The posts of these supports are hollow conical continuous pipes made of prestressed reinforced concrete reinforced with high-strength wire. The transverse reinforcement is adopted in the form of a spiral. To prevent contraction of the longitudinal reinforcement when winding the spiral along the length of the posts, the installation of mounting rings is provided.

Mixed reinforcement is provided in the lower part of the supports - i.e. with the installation of additional rods of non-tensioned reinforcement: at supports with a rack height of 10.8 m by 2 meters from the bottom of the support, at supports with a height of 13.6 m - by 4 meters. Mixed reinforcement increases the fracture toughness of the supports.

The most important characteristic of the supports is their bearing capacity - the permissible bending moment M0 at the level of the conventional cut - UOF, which is 500 mm below the level of the rail head (UGR). According to the bearing capacity, the types of supports are selected for use in specific installation conditions.

Picture 1

Reinforced concrete racks have holes: in the upper part - for embedded parts of the supports, in the lower part - for ventilation (to reduce the influence of the temperature difference between the outer and inner surfaces).

For the installation of reinforced concrete supports, glass foundations such as DS-6 and DS-10 are used. DS foundations consist of two main structural parts: the upper part - the glass and the lower - the foundation part. The upper part is a rectangular reinforced concrete glass. The lower part of the foundations of the DS has an I-section. The conjugation of the top of the foundation with the lower I-section is made in the form of a pyramidal cone.

To fix the guy wires of the anchor reinforced concrete supports in the ground, I-beam anchors of the DA-4.5 type were used. Anchors are made of the same dimensions as the DS foundation, but without the glass part. For fastening the guy wires, lugs made of strip steel are laid in the upper part of the anchor.

The grounding of the overhead line supports is made by individual grounding conductors connected to the traction rails using spark gaps, as well as by a group grounding cable for the supports behind the platform.

The choice of supports begins, as a rule, with the calculation and selection of supports for curved track sections, because these conditions for the installation of supports are the most burdensome, especially in curves of small radii.

For the calculation, it is necessary to draw up a design scheme, showing on it all the forces acting on the support, and the shoulders of these forces relative to the point of intersection of the support axis with the UOF. The calculation of the total bending moments at the base of the supports is determined for three design modes for standard loads: in the modes of ice with wind, maximum wind, and minimum temperature. For the largest of the obtained moments and choose a support for installation.

To maintain the wires at a given level from the head of the rails, there are supporting devices - brackets with rods, called consoles, which are classified:

By the number of overlapped tracks - single track, in accordance with Figure 2 (a, b, c); double-track, in accordance with Figure 2 (d, e); in some cases, three-track;

In shape - straight, curved, oblique;

By the presence of insulation - non-insulated and insulated.

Figure 2 - Consoles of the contact network: a - curved inclined console; b - straight inclined console; в - straight horizontal; d - double-track horizontal with one fixing post; d - double-track horizontal with two fixing posts; 1 - bracket; 2 - thrust; 3 - support; 4 - fixing rack

Consoles used for fastening the wires of the overhead catenary, as a rule, choose single-track - eliminating mechanical connection with other suspensions. According to the degree of isolation, they can be non-isolated from the support of the contact network, and isolated. According to the type of bracket location, there are inclined, curved and horizontal consoles. Inclined insulated consoles, regardless of the size, are equipped with struts.

When routing the contact network, the type of consoles is selected depending on the type of support device (console support, rigid cross member), size, installation location (straight section, inner or outer side of the curve) and the purpose of the support (intermediate, transitional), as well as the loads acting on the console ... When selecting cantilever devices for a transitional support, it is necessary to take into account the type of mating of the anchor sections of the contact suspensions, the location of the working and anchored suspension branches relative to the support and which of the branches is attached to this console.

The console consists of a bracket, a rod and a brace; it is pivotally attached to the support by means of a heel and is held on the support by means of a pull rod. The feet of the consoles and rods can be swivel and non-swivel; consoles, which also have pivoting units, are called pivotal. The rods of the cantilevers, depending on the direction of application of the loads, can be stretched and compressed.

Single-track cantilevers can be: non-insulated, when insulators are located between the supporting cable and the bracket and in the retainer; insulated, in accordance with Figure 4, when the insulators are mounted in the bracket, the rod and brace at the support; insulated with reinforced (double) insulation, in which there are insulators both in the bracket, the rod and the brace at the supports, and between the supporting cable and the bracket.

In recent years, insulated (Fig. 3) or non-insulated double straight inclined consoles (Fig. 4) have been installed with normal and increased dimensions, the bracket of which has a straight shape and consists of two channels with connecting strips or pipes.

Figure 3 - Insulated inclined single-track console: 1 - crumb; 2 - thrust (stretched); 3 - adjusting plate; 4 - lamellar yoke with an earring; 5 - thrust (compressed); 6 - regulating pipe; 7 - fixing bracket; 8 - brace

Figure 4 - Non-insulated straight inclined consoles: 1 - adjustable insert; 2 - console pull; 3 - yoke; 4 - straight bracket; 5 - fixing brackets; 6 - clamps

The dynamic resistance to pressing the pantograph is achieved by a more perfect design of the catenary. The verticality of the KS-200 suspension with a fixed position relative to the axis of the path of the carrying cable provides greater wind and dynamic stability than traditional hangers for attaching the bearing cable of the main tracks with a zigzag corresponding to the zigzag of the contact wire; insulated horizontal cantilevers with a strut are used made of galvanized steel or aluminum pipes with the fastening of the carrying cable in a pivoting support saddle suspended on the horizontal rod of the cantilever. The consoles are designed for dimensions 3.3-3.5 m; 4.9 m; 5.7 m and provides convenience, speed and accuracy of their assembly. Additional clamps - from an aluminum profile, without wind strings; articulated retainer posts - steel, galvanized. Single-track insulated consoles of the compensated overhead catenary of the main tracks on the tracks and stations are installed on supports or on rigid cross-beams on cantilever posts.

Figure 5 - Non-horizontal isolated console

Insulated consoles are usually used for AC catenary, and non-insulated consoles for DC catenary.

Straight inclined non-insulated consoles of two channels are designated by the letters НР (Н - inclined, Р - stretched rod) or НС (С - compressed rod), from the pipe - by the letters НТР (Т - tubular) and НТС.

Insulated consoles from a pipe designate ITR (I - insulated) or ITS, and from channels - IS or IR. The Roman numeral indicates the number of the console type along the length of the bracket, the Arabic numerals - the number of the channel from which the console bracket is made, the letter p - for the presence of a brace, the letter y - for reinforced insulation. Inclined insulated consoles, regardless of the type and size of the support, must be equipped with struts.

On multi-track sections of the railway (stations), as well as in the case of installing supports with an increased size in the recesses behind the ditch, rigid crossbars are used. Rigid cross-members (crossbars) are metal trusses with parallel belts and a braced triangular lattice with spacers at each node. For reinforcement in the nodes, one more spacer is installed diagonally. The individual truss blocks are joined together with angle steel plates (welded or bolted). Depending on the number of tracks covered by rigid crossbeams, they can have a length of 16.1 to 44.2 m and be assembled from two, three and four blocks. Rigid cross-members with an estimated length of more than 29.1 m, on which floodlights are installed to illuminate the paths of stations, are equipped with a flooring and a railing. The crossbars of rigid frame-type cross-members are installed on reinforced concrete posts of type C and CA with a length of 13.6 m and 10.8 m.

Devices by which the contact wires are held in a horizontal plane in the required position relative to the track axis (pantograph axis) are called clamps.

Articulated clamps are installed on the main tracks of spans and stations and receiving-departure tracks, where the speed exceeds 50 km / h, consisting of main and light additional rods connected directly to the overhead wire.

The overturning of the clips of the high-speed catenary (KS-200) is prevented by an unloaded wind string with a length of 600 mm, connecting the additional rod of the retainer with the main rod (Fig. 7).

Direct clamps are used with minus (to the support) zigzags of the contact wire or with a horizontal force directed from the support in case of a change in the direction of the contact wire; reverse clamps - with positive (from the support) zigzags of the contact wire or horizontal force to the support (supporting device).

Figure 6 - Types of clamps: a - FP-3; b - UVP; c - FO-25; d - UFO; d - FR; 1, 8, 9 - insulators; 2 - joint detail; 3 - core core; 4 and 11 - racks of forward and reverse clamps; 5 - additional retainer; 6 - fixing clip; 7 and 10 - inclined and safety strings; 12 - holders of a string and a contact wire; 13 - steel thimble; 14 - UFO retainer rack

Figure 7 - Reverse retainer with a wind string: a - installation diagram of the wind string on the reverse retainer; b - a diagram of the installation of a wind string on a straight clamp; c - general view of the wind string; 1 - rod of the main reverse lock; 2 - wind string; 3 - fixing clamp; 4 - additional retainer; 5 - rack; 6 - rod of the main direct retainer

Figure 8 - Direct fixator FP with a wind string

With great efforts (more than 200N) from changing the direction of the contact wire, flexible clamps are mounted on the outer side of the curve. In the Rules for the device and technical operation of the contact network, the conditions for the installation of flexible clamps are determined.

In the designation of the latches, letters and numbers indicate its design, the voltage in the overhead network for which it is intended, and the geometric dimensions: F - retainer, P - straight, O - reverse, A - anchored branch, T - cable of an anchored branch, G - flexible, C - air gunner, P - diamond-shaped hangers, I - insulated consoles, U - reinforced, number 3 - for a voltage of 3 kV (for DC lines), 25 - for a voltage of 25 kV (for AC lines); Roman numerals I, II, III, etc. - characterize the length of the main rod of the retainer.

The lengths of the main rods of the clamps are selected depending on the size of the installation of the supports, the direction of the zigzag of the contact wire, the length of the additional rod. The length of the additional rod is taken as 1200mm.

Clamps for insulated consoles differ from clamps for non-insulated consoles in that at the end of the main rod facing the console, instead of a threaded rod for connecting to the insulator, an eyelet is welded for connecting to the console.

In those places where electrified railway tracks intersect, an intersection of the corresponding contact suspensions is formed in the contact network, which is called an air arrow. Air arrows should ensure a smooth, without shocks and sparks, the transition of the pantograph runner from the contact wires of one path (exit) to the contact wires of another, free mutual movement of the suspensions forming the air arrow, and the minimum mutual vertical movement of the contact wires in the area of picking up the adjacent wire by the current collector rail paths.

Figure 9 - Diagram of the air arrow of the contact network: 1 - the passage zone of the inoperative part of the current collector runner under the inoperative part of the contact wire; 2 - main electrical connector; 3 - non-working branch of the contact wire; 4 - the area of the location of the fixing device; 5 - the area of pickup by the skid of the current collector of the contact wires; 6 - contact wire of the direct path; 7 - contact wire of the deviated path; 8 - additional electrical connector; 9 - the place of intersection of contact wires

Air switches over ordinary and cross turnouts and over blind intersections of tracks should be fixed with the possibility of mutual longitudinal movements of contact wires. On secondary routes, it is allowed to use non-fixed air switches.

Strings are used to fasten the contact wires to the carrying cable in the chain suspensions. The strings must ensure the elasticity of the suspension, and in a semi-compensated chain suspension also the possibility of free longitudinal movements of the contact wire relative to the carrying cable with temperature changes. The string material must have the required mechanical strength, durability and resistance to atmospheric corrosion. The connection between the contact wire and the supporting cable should not be rigid, therefore the strings are made in separate links.

Link strings of chain suspensions are made of steel-copper wire with a diameter of 4 mm (Fig. 10), individual links are hingedly connected to each other. Depending on the length, the string can be made of two or more links, while the lower link connected to the contact wire should be no more than 300 mm long in order to avoid kinking. to reduce the wear of the strings, thimbles are installed at the joints of the links. The link strings are attached to the contact wire and the supporting cable with string clamps, the double contact wires of the semi-compensated suspension are attached to common strings with separate lower links. When the temperature changes, there is a mutual movement of the contact wire and the carrying cable (on both sides of the middle anchorage).

Mutual movement of the wires leads to a skew of the strings. As a result, both the position of the contact wire in height and the tension of the wires of the chain suspension change. To reduce this influence, the angle of inclination of the string should not exceed 30 ° to the vertical along the axis of the path (Fig. 10, c).

Figure 10 - Strings of chain contact suspensions: a - link string; b and c - the location of the string on the compensated and semi-compensated suspension; g - permissible inclination of the string to the vertical; 1 - bearing hummock; 2 - contact wire; 3 - pantograph runner; 4 - string clamp 046

For more uniform elasticity and reducing the sag of the contact wire during temperature changes at the supporting structures, it is suspended on spring strings (cables) of the BM - 6 brand. Spring strings are made of steel-copper wire with a diameter of 6 mm. The link strings are attached on one side to the spring string (cable) with string clamps or copper brackets, and on the other to the contact wire with the usual fastening of strings with clamps.

To ensure the flow of current through all the wires included in the overhead catenary or through all the wires included in one section, as well as in the case of unanchoring of wires on the support or bypassing an artificial structure, electrical connectors are used. Electrical connectors are installed at the junctions of anchor sections and individual sections at railway stations, at the junction of reinforcing wires with overhead catenary and carrying cables with overhead wires. They must provide reliable electrical contact, the elasticity of the catenary and the possibility of longitudinal temperature displacement of the wires along the entire length.

Cross connectors (Fig. 11) are installed between all wires of the contact network belonging to one track or group of tracks (sections) at the station (contact, reinforcing wires and supporting cables). This connection allows current to flow through all parallel wires.

Longitudinal connectors (Fig. 12) are installed at the mating points of the anchor sections, at the points where the reinforcing and supply wires are connected to the overhead catenary. The total cross-sectional area of the longitudinal connectors should be equal to the cross-sectional area of the suspensions they connect, and for reliable contact, the longitudinal connectors on the main tracks and other critical places of the contact network are made of two or more parallel wires.

Figure 11 - Diagrams of installation of transverse electrical connectors (a, b) and connection of reinforcing wires (c) and disconnector loops (arrester, surge arrester) to the overhead catenary (d); 1 and 5 - connecting and supply clamps; 2- carrying cable; 3- electrical connector (MGG wire); 4 and 7-pin and reinforcing wires; 6- "C-shaped" electrical connector (wire M, A and AC); 8- loop from the disconnector (arrester, surge arrester); 9-clip transitional

Figure 12 - Longitudinal electrical connector: 1 - electrical connector (MG wire); 2 - connecting clamp; 3 - carrying cable; 4 - contact wire; 5 - supply clamp

Longitudinal electrical connectors must have a cross-sectional area corresponding to the cross-section of the hangers they connect. Longitudinal electrical connectors to the supply and reinforcing wires at the anchors should be connected to the free ends emerging from the termination, and at non-insulating joints and bypasses - to each carrying cable with two connecting clamps and to the contact wire with one supply clamp. With compensated suspension, the length of the electrical connector must be at least 2 m.

All types of electrical connectors and loops are made of copper wires M with a section of 70-95 mm2 in alternating current sections, it is allowed to use copper wires of MG of the same section.

Transverse electrical connectors between the supporting cables and contact wires on the tracks are installed outside the spring or first vertical strings at a distance of 0.2 - 0.5 m from their attachment points.

There are several traction power supply schemes for power supply of the contact network from traction substations. The most widespread are DC systems with a voltage of 3.3 kV and AC systems with a voltage of 25 kV and 2x25 kV.

With a DC power supply system, electrical energy is supplied to the contact network from the 3.3 kV positive-polarity buses of traction substations and returns after passing through the traction motors of the electric rolling stock along the track circuits connected to the negative-polarity buses. The distance between DC traction substations, depending on the load intensity, ranges from 7 km to 30 km.

In the AC power supply system, electricity is supplied to the contact network from two phases A and B with a voltage of 27.5 kV (on the buses of traction substations) and returns along the rail circuit to the third phase C. In this case, power is supplied in one phase opposite to the feeder zone (parallel operation adjacent traction substations) with alternating power supply for subsequent feeder zones in order to equalize the loads of individual phases of the power supply system. With this power supply system, due to the high voltage, traction substations are located every 40-60 km.

In recent years, along with the solution of various problems and assigned tasks, special attention has been paid to the problem of the throughput capacity of lines and stations on the Russian railway network. This problem arises in conditions of fierce competition between railways and other sectors of the transport industry of the Russian Federation (maritime, automobile, etc.). Success in this largely depends on the fast, high-quality and safe delivery of goods and passengers, which is greatly complicated by the constantly growing cargo and passenger traffic. One of the most preferable options for solving this problem is to increase the weight of freight trains.

According to the instructions for organizing the movement of freight trains of increased length and weight, heavy trains are considered to be trains weighing more than 6,000 tons or a length of more than 350 axles.

The circulation of trains of increased weight and length is allowed on single-double-track sections at any time of the day at a temperature not lower than -30 C, and trains from empty cars - not lower than -40 C [L5].

United trains are organized at stations or hauls of two, and, if necessary, of three trains, each of which must be formed along the length of the receiving-departure tracks, but not more than 0.9 of their length, established by the traffic schedule, as well as taking into account the strength restrictions traction and power of the locomotive and power supply devices.

The connection and disconnection of trains of increased weight and length is allowed on descents and ascents up to 0.006, subject to traffic safety conditions stipulated by local instructions.

On electrified sections, the procedure for the passage of connected freight trains is established according to the conditions for heating by a wire of the contact network of one track. The total current of all electric locomotives in trains of increased weight and length should not exceed the permissible current for heating the contact network specified in the Rules for the Design and Technical Operation of the Contact Network of Electrified Railways. At subzero temperatures, the permissible currents of the overhead catenary wires can be increased by 1.25 times.

The number of trains of increased weight and length (for normal power supply) in the area between the traction substations should not exceed the one laid down in the schedule. At the same time, to calculate the load of power supply devices, a train with a double unified weight and length is considered two trains, a triple train - three, etc.

A decrease in the interval to a given value is possible by alternating the passage of trains of increased weight with lighter trains, the introduction of PS and PPS, or an increase in the permissible current of the contact network.

The introduction of additional substations and substations on double-track sections with significant (at least twice) different loads along the tracks can reduce approximately 1.1 - 1.4 times the calculated inter-train interval due to a decrease in currents in the wires of the contact network.

The minimum inter-train interval is checked by the power of traction power supply devices, the voltage at the current collector of the electric locomotive, the current of the protection setting of the supply lines (feeders) of the traction substations, the operation of the traction rail circuit elements.

To organize the circulation of trains of increased weight and length on the roads, measures are being developed that envisage an increase in the cross-sectional area of the overhead catenary, improve the current distribution in wires, increase the voltage level in the contact network and other measures.

One of the directions of the transport policy is the further development of high-speed train traffic, which poses a number of new technical tasks for the electrifiers. In international practice, to date, the following classification has developed: high-speed lines are considered to be with a speed of 160-200 km / h, high-speed lines - with a speed of over 200 km / h.

It should be noted that changes in design solutions, in the choice of highly conductive materials and corrosion-resistant coatings, in the use of new insulators, improved supporting and supporting structures, in the design of the catenary itself, etc., which appeared in connection with the introduction of the KS-200 suspension, show modern trends. development of the contact network and are already widely used in the reconstruction carried out on a number of roads to increase the speed of movement up to 160 km / h.

The labor and economic costs required for the operation and overhaul of the overhead network on an extended range of electrified railways makes it necessary to improve the design of the overhead contact network, the methods of their installation and maintenance.

The KS-200 contact network should provide reliable current collection with the number of current collector passes up to 1.5 million, high operational reliability, durability of at least 50 years, as well as a significant reduction in operating costs for its maintenance due to improved characteristics of the suspension: equalization of elasticity in the spans; reducing the weight of clamps and clamps, the use of compatible corrosion-resistant materials; anti-corrosion coatings; high thermal conductivity and low electrical resistance of the materials used.

There are several options for rebuilding the contact network. Modernization is carried out if the permanent elements of the overhead contact network have developed more than 75% of the standard service life (resource) at the site and have reduced the bearing capacity or permissible loads by more than 25%. Depending on the volume of replacement of the main permanent elements, complete or partial modernization of the contact network is carried out.

A complete modernization involves a complete renewal of all permanent elements of the overhead catenary system according to standard overhead catenary projects. Replacement of contact wires is carried out depending on the degree of their wear. The decision to preserve the supports that were installed during the previous major overhaul and did not exhaust their resource is taken during the design process, depending on the possibility of their use in the suspension and the breakdown of the places for installing the supports.

With a partial modernization, a significant renewal of permanent elements is carried out and, if necessary, a complete renewal of individual elements - supporting structures, compensating devices, insulation, supporting cables, fittings.

1. Theoretical aspects of the projected site

Technical description of the projected site.

The technical description is a characteristic of the projected area, which should be stated in the following order:

Type of current and power supply system of the projected site;

Length of the station (distance between traffic lights), picketage of the axis of the passenger building;

The number of main and secondary tracks, the distance between the tracks, the presence of dead ends and tracks that are not subject to electrification;

Access roads to cargo yards and warehouses;

The length of the adjacent stretch and its characteristics (curves, embankments, excavations, artificial structures)

Development and description of the power supply scheme and sectioning of the contact network of the station and adjacent spans.

On electrified lines, the EPS receives electricity through the contact network from traction substations located at such a distance between them so that a stable nominal voltage on the EPS is provided and protection against short-circuit currents works.

For each section of the electrified line, during its design, a power supply and sectioning scheme for the contact network is developed. When developing power supply and sectioning schemes for the contact network of an electrified line, standard circuit sectioning schemes are used, developed on the basis of operating experience, taking into account the costs of constructing a contact network.

The role of the "human factor" in ensuring the safety of train traffic.

Analysis of literary sources shows that the activities of the world's railways have a lot in common, including problems. One of them is the safety of train traffic.

Every human error is always the result of his action or inaction, i.e. manifestations of his psyche, the definition of his aspect. The cause of the error is often not one, but a whole complex of negatively acting factors.

The operation of railway transport is inevitably associated with risk, which is defined as a measure of the likelihood of a hazard and the severity of damage (consequences) from a safety violation. Transport risk is the result of the manifestation of many factors, both subjective and objective. Therefore, it will always exist. "You can't win the battle for security once and for all."

The accident cannot be completely excluded by technical or organizational measures. They only reduce the likelihood of its occurrence. The more effective the counteraction to the risk of emergency situations, the higher the costs of manpower and resources. Safety costs can sometimes even exceed losses from accidents, crashes and defects in train and shunting operations, which can lead to a temporary deterioration in the economic performance of the industry. And yet, such costs are socially justified and must be taken into account in economic calculations.

Train traffic safety, safety of the railway transport system is an integral concept that cannot be directly measured. Usually, safety is understood as the absence (exclusion) of hazards. In this case, danger is understood as any circumstance that can harm human health and the environment, the functioning of the system or cause material damage.

Train traffic safety is a central system-forming factor that unites various components of railway transport into a single system.

Railway transport is the most important component of the economic activity of a modern state. Security breaches are associated with irrecoverable economic, environmental and, above all, human losses.

Considering railway transport as a system "man - equipment - environment", four groups of factors can be distinguished that affect operational safety;

TECHNOLOGY (malfunction of the track and rolling stock, failures of signaling and communication facilities, safety devices, power supply, etc.);

TECHNOLOGY (violation and inconsistency of legislative norms, rules, regulations, orders, instructions, poor working conditions, contradictions between industry and external infrastructure, ergonomics deficiencies, errors of developers of technical equipment, incorrect control algorithms, etc.);

ENVIRONMENT (unfavorable objective conditions - terrain, meteorological conditions, natural disasters, increased radiation, electromagnetic interference, etc.).

A PERSON who directly manages technical means and performs supporting functions (improper performance of their work duties deliberately or due to deterioration in health, insufficient training, inability to perform them at the required level).

Railway transport includes thousands of different technical means, which individually pose a danger to the environment and human life. As a whole, human-machine systems carry a much greater danger that must be taken into account when developing, implementing and operating them. All this indicates the need to create a theory of safety - a methodological basis for measures to ensure safety on the railways.

Any disruption in technology and technology is ultimately caused by a person, if not the one who controls the technical means, then the commander or service personnel. Therefore, "... any violation of the correct functioning, firstly, secondly and thirdly, comes from a person." About 90% of all accidents and crashes have occurred on the railways of the Russian Federation over the past five years due to human fault.

A person makes mistakes, and this must be reckoned with. A person has the right to make a mistake (of course, we are not talking about intentional violations). And the greater the deviation of a person's state from its optimal, the greater the likelihood of an error. Therefore, it is necessary to build a security system in such a way as to minimize the consequences of these errors.

To effectively solve the problem of monitoring the state of a person and building automatic devices that partially duplicate his actions, a modern approach is needed that considers a person in relationship and interaction with his environment.

At the same time, the "human factor" is understood rather broadly. It:

Actions of managers, railway operators, employees not directly related to the movement of trains;

Various kinds of regulation, document flow, development and implementation of orders, instructions, orders, rules, laws, etc .;

Selection, selection, placement and training of personnel, both managerial and engineering, operator and blue-collar professions (personnel management);

Errors of developers of technical means and algorithms of technological processes;

Research and consideration of the influence of the specifics of the railway environment on the level of human health (working and rest conditions);

Monitoring and assessing the current state of employees (before shift, during and after work).

Ensuring traffic safety is the most important task in railway transport and includes three relatively independent functions: structural and operational reliability; highly efficient control and reliability of the locomotive crew.

At the same time, if the percentage of occurrence of various incidents of a technical and technological plan plays a relatively small role, then the proportion of causes of marriage of "human" origin, united by the concept of "personal factor", is very high.

A significant reserve here is the study of the causes of human-related incidents and the development of measures to eliminate them on this basis.

Occupational Safety and Health.

The workplace of electricians is the electrified area within the boundaries established for the area of the contact network.

Performing work on the overhead contact network requires a solid knowledge of safety rules and their rigorous implementation.

These requirements are due to the increased danger: work on the contact network is carried out in the presence of train traffic, with a rise to a height, in various meteorological conditions, sometimes at night, as well as close to wires and structures that are under high voltage, or directly on them without stress relief, in compliance with organizational and technical measures to ensure the safety of workers.

Conditions for the performance of work.

When working with stress relief and grounding, the voltage is completely removed and the wires and equipment that are working are grounded. The work requires increased attention and high qualifications of the service personnel, since wires and structures may remain energized in the work area. It is forbidden to approach wires under operating or induced voltage, as well as to neutral elements at a distance of less than 0.8 m.

When working under voltage, the worker is in direct contact with the parts of the contact network that are under operating or induced voltage. In this case, the safety of the worker is ensured by the use of basic means of protection: insulating removable towers, insulating working platforms of railcars and railcars, insulating rods that isolate the worker from the ground. In order to increase the safety of performing work under voltage, the contractor in all cases hangs the shunt rods necessary to equalize the potential between the parts to which he simultaneously touches, and in case of breakdown or overlap of insulating elements. When working under voltage, pay special attention to this. so that the person working at the same time does not touch the grounded structures and is at a distance of no closer than 0.8 m from them.

Work near live parts is carried out on permanently earthed supporting and supporting structures, and there may be a distance of less than 2 m between the working and live parts, but in all cases it should not be less than 0.8 m.

If the distance to live parts is more than 2 m, then these works are classified as carried out away from live parts. At the same time, they are subdivided into work with lifting and without lifting to a height. Work at height is considered to be all work performed with a rise from ground level to the feet of the worker at a height of 1 m or more.

During work with voltage removal and grounding and near live parts, it is prohibited to:

Work in a bent position if the distance from the worker while straightening to hazardous elements is less than 0.8 m:

Work in the presence of electrical hazardous elements on both sides at a distance of less than 2 m from the worker;

Perform work at a distance closer than 20 m along the axis of the track from the sectioning site (sectional insulators, isolating interfaces, etc.) and disconnector stubs, which disconnect when preparing the place of work;

Use metal stairs.

When working under voltage and near live parts, the team must have a grounding rod in case of an urgent need to remove voltage.

At night, the work area should have lighting that ensures the visibility of all insulators and wires at a distance of at least 50 m.

Dangerous places on the contact network include:

cut-in and sectional insulators separating loading and unloading routes, inspection routes for roof equipment, etc.;

decaying overhead catenary and cables of disconnectors and arresters passing over it at a distance of less than 0.8 m or surge arresters of another section of the catenary with different potentials;

supports where two or more disconnectors, arresters or anchors of various sections are located;

places of convergence of consoles or clamps of various sections at a distance of less than 0.8 m;

places of passage of supply, suction and other wires along the cables of flexible crossbars;

common racks of clamps of various sections of the contact network with a distance between clamps less than 0.8 m;

supports with anchor waste of catenary of various sections and grounded anchor waste, the distance from the place of work on which to live parts is less than 0.8 m;

locations of electrorepellant protection;

supports with a horn gap or surge arrester, on which the suspension of one track is mounted, and the loop is connected to another track or feeder track.

Dangerous places on the contact system are marked with special warning signs (red arrow or. "Attention! Dangerous Place" poster). Work to ensure safety in such places is carried out in accordance with the "Cards for the production of work in a dangerous place of the contact network".

Card of work in a dangerous place on the contact network.

Organizational measures to ensure the safety of workers are:

issuance of a work permit or order to the manufacturer of works;

instructing the person in charge, the work supervisor, by the issuer of the outfit;

issuance by the energy dispatcher of a permit (order, agreement of the dispatcher) to prepare a place of work;

instruction by the manufacturer of the work of the brigade and admission to work:

supervision during work;

registration of work breaks, transitions to another workplace, extension of the work order and the end of work.

Technical measures to ensure the safety of workers are:

closure of railway tracks and stations for train traffic, issuing warnings for trains and fencing of work sites;

removal of working voltage and taking measures against erroneous supply of it to the place of work;

* checking the absence of voltage;

* the imposition of grounding, shunt rods or jumpers, the inclusion of disconnectors;

* lighting of the place of work in the dark.

Control over compliance with safety rules is carried out primarily in the team directly at the work site. In addition, the organization of work in the area of the contact network is periodically checked.

The work of the brigade on the line is regularly checked by the heads of the contact network area - the chief or an electrician. Periodic inspections are carried out by the managers and engineering and technical personnel of the power supply distance and the electrification and power supply services. At the same time, the discipline of the brigade in ensuring labor safety and the literacy of the conduct and organization of work are assessed.

The basis for successful work without injuries and disruptions to normal work is maintaining a constantly stable production and technological discipline at all levels, avoiding violations of existing rules and regulations.

2. Settlement and technological part

Determination of loads acting on the wires of the contact network.

For overhead lines, climatic loads are decisive: wind, ice and air temperature, acting in different combinations. These loads are random in nature: their calculated values for any period of time can be determined by statistical processing of observational data in the area of the electrified line.

To establish the estimated climatic conditions, they use the zoning maps of the territory of Russia; for simplified calculations, the data for the assignments are given by the teacher.

The load from the weight of the wires is a uniformly distributed vertical load, which can be determined using the literature.

Ice load is caused by ice, which is a layer of dense ice of a vitreous structure with a density of 900 kg / m3. For calculations, we assume that ice falls out of a cylindrical shape with a uniform ice wall thickness, according to the effect, the load is vertical.

The intensity of ice formations is greatly influenced by the height of the wire above the earth's surface. Therefore, when calculating the ice wall thickness on wires located on embankments, the ice wall thickness value should also be multiplied by the correction factor kb.

Wind loads on the wires of the contact network depend both on the average wind speed and on the nature of the surface of the surrounding area and the height of the wires above the ground. In accordance with building codes and regulations “Loads and Impacts. Design standards "the calculated wind speed for given conditions (the height of the wires above the surface and the roughness of the surface of the surrounding area) is determined by multiplying the standard wind speed by the coefficient kv, which depends on the height of the wires above the earth's surface and on its roughness, the standard value of wind pressure, Pa, q0, the coefficient of unevenness of the wind pressure along the span, with a mechanical calculation adopted.

The wind load on the catenary wires is a horizontal load.

From a different combination of meteorological conditions acting on the wires of the contact network, three design modes can be distinguished under which the force (tension) in the supporting cable can be the greatest, i.e. dangerous for the strength of the rope:

· Mode of minimum temperature - compression of the rope;

· Maximum wind mode - stretching of the cable;

· Ice mode with wind - stretching the cable.

For these design modes, the loads acting on the bearing cable are determined. In the mode of the minimum temperature, the carrying cable experiences only vertical load - from its own weight; there is no wind and ice; in the maximum wind mode, a vertical load from the weight of the catenary wires and a horizontal load from the wind pressure on the carrying cable act on the carrying cable, there is no ice. In the mode of ice with wind, vertical loads from the own weight of the catenary wires, from the weight of ice on the suspension wires and horizontal load from the wind pressure on the carrying cable covered with ice at the appropriate wind speed act on the carrying cable.

So, we will calculate the loads for three design modes, the calculation procedure is given below.

Settlement procedure.

In minimum temperature mode.

1. The choice of loads from the dead weight of the carrying cable and overhead wire.

Linear loads from the weight of the contact wire to (N / m) and the weight of the carrying cable (N / m) are determined depending on the wire brand according to the tables.

where, k - linear loads from its own weight (1 m) of the carrying cable and contact wire, H / m.

The load from the dead weight of the strings and clamps, taken uniformly distributed along the length of the span; the value of this load can be taken equal to 1.0 N / m for each contact wire;

The number of contact wires.

where 0.009 N / mm3 is the density of ice;

d is the diameter of the carrying cable;

Ice wall thickness on the carrying cable, mm

where kb is a correction factor that takes into account the influence of the local conditions of the location of the suspension on the accumulation of ice (Appendix 5, v. 5.7);

0.8 is a correction factor for the weight of ice deposits on the supporting cable.

The standard thickness of the ice wall bн, mm, at a height of 10 meters with a repeatability of 1 time in 10 years, depending on the specified ice area, is found according to Appendix 5 (point 5.6)

The calculated ice wall thickness, taking into account the correction factors, may be rounded to the nearest whole figure.

On the contact wires, the calculated ice wall thickness is set equal to 50% of the wall thickness adopted for other wires of the contact network, since here the reduction of ice formation due to the movement of electric trains and melting of ice (if any) is taken into account.

where is the wall thickness of the ice on the contact wire, mm. On contact wires, the thickness of the ice wall is taken equal to 50% of the thickness of the ice wall on the supporting cable.

where is the thickness of the ice wall on the carrying cable, mm.

5. Full vertical load from the weight of ice on the catenary wires.

where is the number of contact wires;

The vertical load evenly distributed along the length of the span from the weight of ice on the strings and clamps with one contact wire (N / m), which, depending on the thickness of the ice wall, can be approximately taken according to Appendix 5 (point 5.6).

6. The standard value of the horizontal wind load on the bearing cable in N / m is determined by the formula:

...

Details and dimensions of the contact network. Selection of support racks of the contact network. When checking the condition of all elements and their attachment points, identify the presence of damage: deformations, delamination, cracks and corrosion of metal

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2 . Technological chapter

2.1 Maintenance of consoles

Figure.2 1 Non-insulated console: 1 - carrying cable; 2 - console pull; 3 - console bracket; 4 - fixing insulator; 5 - retainer; 6 carrier cable insulators

Console classification

The type of console that has received the most widespread use in our country. There is a horizontal overhang at the end of the console behind the point of attachment of the rod to it, which makes it possible to adjust the position of the insulator in the direction across the path.

In areas equipped with a compensated chain suspension, pivoting consoles are used, usually tubular, articulated on supports.

Brackets for reinforcing wires and fixing brackets on newly installed lines must be of such a length that a distance of at least 0.8 m remains from the nearest edge of the support to the live parts of the suspension

3. Economic section

3.1 Calculation of the cost of building a contact network on the stretch

We accept a course of cu. as of June 1, 2013 equal to 31.75.

The entire economic calculation is summarized in Table 3.1.

Table 3.1

Estimation of the cost of the construction of a contact network on the stretch

Disconnector

4. Labor protection and traffic safety

4.1 Organizational and technical measures to ensure the safety of work on the contact network. Working conditions in the area of ​​the contact network

Work on contact the network under tension

After checking the insulation, the shunt rods are hung on the catenary wires and left in this position for the entire duration of the work. If movement occurs and it is required to temporarily remove the shunt rods, the worker, being on the site, should not touch the wires and structures.

Work under voltage is performed without the order of the energy dispatcher, but with his permission. The energy dispatcher is notified of the place and nature of the work planned to be carried out, as well as the time of their completion.

In all cases, the manager and other employees strictly ensure that the possibility of shunting the insulating part of the tower or insulators of the insulated platform with any objects (rods, wire, clamp, ladder, etc.) is excluded.

If it is necessary to climb a supporting cable and other wires, use a light wooden ladder with a length of no more than 3 m with hooks for hanging onto a cable or wire. When working on a ladder, they are fixed to the cable with a safety belt sling.

Technical measures to ensure the safety of work under voltage

Technical measures to ensure the safety of live work are:

- issuing warnings to trains and fencing of the work site;

- performance of work only with the use of protective equipment;

- switching on disconnectors, imposing stationary and portable shunt rods and jumpers;

- lighting of the place of work in the dark.

The cross-sectional area of ​​copper flexible wires of the indicated rods and jumpers must be at least 50 mm 2.

To connect wires of different sections, ensuring the transmission of traction current, it is necessary to use jumpers made of flexible copper wire with a cross-sectional area of ​​at least 70% of the cross-sectional area of ​​the wires to be connected.

When working on the insulating interface of the anchor sections, on the sectional insulator separating the two sections of the contact network, cut-in insulators should include the sectional disconnectors shunting them.

In all cases, a shunt bridge must be installed at the place of work, connecting the contact suspensions of adjacent sections. The distance from the working one to this lintel should be no more than 1 mast span.

If the distance to the shunt section disconnector is more than 600 m, the cross-sectional area of ​​the shunt bulkhead at the place of work must be at least 95 mm 2 in copper.

The technological process of comprehensive inspection and repair of the console

Comprehensive inspection and repair of the console

Table 4.1

Cast

Conditionsfulfillmentworks

The work is being done:

1.With relieving stress from overhead catenary directly from the support or using a 9 m ladder; with a rise to a height; without interruption in the movement of trains.

2. By the side, and by order of the energy dispatcher.

3. Mechanisms, mounting devices, tools, protective equipment and signaling accessories:

1. Attachable ladder 9 m (when working on a conical reinforced concrete support) 1 pc.

2. Grounding rod according to the number specified in the order

3. Wrench, 2 pcs.

3. Scraper 1 piece

4. "Fishing rod" rope 1 pc.

5. Pliers 1 pc.

6. Bench hammer 1 pc.

7. Indicator clip or vernier caliper with needle "jaws" 1 pc

8. Notepad for writing with writing accessories 1 set.

9. Dielectric gloves 1 pair.

10. Measuring ruler 1 pc.

11. Safety belt 2 pcs.

12. Protective helmet according to the number of performers.

13. Signal vest according to the number of performers.

14. Signal accessories 1 set.

15. First aid kit 1 set.

Table 4.2

Time rate for one console Per person h

directly

Notes:

1. When adjusting the position of the console with more than one Suspended cables (wires). To the norm of time add 0.15 people for each suspension point. h. when working from a support and 0.24 people. hours - when working with a ladder.

2. When checking the condition and repairing a single-track console with a strut, the time rate should be correspondingly increased by 1.1 times.

3. When checking the condition and repairing a single-track non-insulated console with a reverse locking strut, increase the time rate by 1.25 times, respectively.

Preparatoryworkandadmissionwork

1. On the eve of the work, submit to the energy dispatcher an application for work with stress relief in the work area, directly from the support or using a 9 m ladder, with a rise to a height, without interruption in the movement of trains, indicating the time, place and nature of the work.

2. Receive a work order and instructions from the person who issued it.

4. Select mounting devices, protective equipment, signaling accessories and tools, check their serviceability and test terms. Load them, as well as the selected materials and parts on the vehicle, arrange delivery together with the team to the place of work.

5. Upon arrival at the place of work, conduct the current Safety Briefing with a list of everyone in the outfit.

6. Receive an order from the energy dispatcher indicating the removal of voltage in the work area, the start and end time of work.

7. Ground wires and equipment, which are de-energized, with portable grounding rods on both sides of the place of work in accordance with the order.

8. When working on a reinforced concrete conical support, install and fix a 9 m ladder to the support.

9. Carry out admission to the production of works.

2.3 Sequential technological process

1. The contractor climb to the place of work directly on the support or on the ladder.

2. Check by external inspection the condition of the attachment points of the heel and the console rods on the support, as well as the connections of the grounding descent to them. If there are embedded parts on the reinforced concrete support, check the condition of the insulating bushings.

At the junctions of the anchor sections of the compensated suspension, check the position and fastening of the traverses on the support.

Pay attention to ensuring articulated mobility in the horizontal and vertical planes when moving the consoles.

4.1 Organizational and technical measures to ensure the safety of work on the contact network. Working conditions in the area of the contact network

The cross-sectional area of copper flexible wires of the indicated rods and jumpers must be at least 50 mm 2.

To connect wires of different sections, ensuring the transmission of traction current, it is necessary to use jumpers made of flexible copper wire with a cross-sectional area of at least 70% of the cross-sectional area of the wires to be connected.

If the distance to the shunt section disconnector is more than 600 m, the cross-sectional area of the shunt bulkhead at the place of work must be at least 95 mm 2 in copper.