CN113954699A - Rigid-flexible transition system of variable cross-section busbar - Google Patents
Rigid-flexible transition system of variable cross-section busbar Download PDFInfo
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- CN113954699A CN113954699A CN202111448373.1A CN202111448373A CN113954699A CN 113954699 A CN113954699 A CN 113954699A CN 202111448373 A CN202111448373 A CN 202111448373A CN 113954699 A CN113954699 A CN 113954699A
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- 230000007704 transition Effects 0.000 title claims abstract description 71
- 230000005484 gravity Effects 0.000 claims description 7
- 239000012212 insulator Substances 0.000 claims description 3
- 230000003137 locomotive effect Effects 0.000 abstract description 14
- 230000008859 change Effects 0.000 abstract description 13
- 238000011900 installation process Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 230000010355 oscillation Effects 0.000 description 2
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 239000011133 lead Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/12—Trolley lines; Accessories therefor
- B60M1/20—Arrangements for supporting or suspending trolley wires, e.g. from buildings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/12—Trolley lines; Accessories therefor
- B60M1/20—Arrangements for supporting or suspending trolley wires, e.g. from buildings
- B60M1/24—Clamps; Splicers; Anchor tips
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
Abstract
The invention belongs to the technical field of overhead contact networks of electrified railways, and particularly relates to a rigid-flexible transition system of a variable cross-section busbar. The invention includes a first bus bar; a second bus bar having one end connected to one end of the first bus bar and a cross-sectional area gradually increasing in a direction from the second bus bar to the first bus bar; a contact wire clamped on the first busbar and the second busbar; a tensioner mounted on the contact wire, the tensioner for providing tension to the contact wire. The rigid contact system can eliminate hard spots caused by the stepped change of the rigidity of the second bus bar, and further can ensure the stable transition of the pantograph between the rigid contact system and the flexible contact system of the electric locomotive at the speed per hour of 200-250 KM/h; meanwhile, the elastic unevenness of the contact line in the rigid-flexible transition section can be reduced.
Description
Technical Field
The invention belongs to the technical field of overhead contact networks of electrified railways, and particularly relates to a rigid-flexible transition system of a variable cross-section busbar.
Background
At present, when the operation mileage is short and the operation speed is low, the rigid overhead contact network system has the advantages of simple structure, relatively less operation and maintenance workload and relatively low requirement on tunnel clearance, and is widely applied to urban rail transit with the speed grade of 140km/h and below in China; the long tunnel of the electrified railway also partially adopts an overhead rigid contact network system, and the operation speed is mostly 120 km/h-140 km/h.
The rigid overhead contact system has more key equipment, and particularly, rigid-flexible transition, anchor section joints and the like are the keys for restricting the design and operation speed.
Overhead contact networks of electrified railways comprise rigid contact networks and flexible contact networks, the rigid contact networks are generally adopted in tunnels, and the flexible contact networks are adopted on the ground or elevated places. The rigid-flexible transition is the connection transition between two power supply forms of a rigid contact network and a flexible contact network. With the continuous increase of the train running speed, the rigid-flexible transition becomes an important factor for limiting the train running speed.
In the existing rigid-flexible transition method, for example, a bus bar rigid-flexible transition device disclosed in patent No. CN200620078307, rigidity is sequentially changed by adopting a groove which is gradually deepened along the direction of a flexible contact network, so that the rigid-flexible transition function is realized. But the two grooves are discontinuous, hard points are weakened but not eliminated, and the high-speed bow net has poor dynamic performance and is generally suitable for rail transit projects with the speed grade of 120km/h and below. Moreover, the high-speed bow net is complex in processing process, the bus bar needs to be cut for many times to form the groove, and the production cost is high.
For another example, patent No. CN201320687441 discloses a rigid-flexible transition busbar, the upper surface of the rigid-flexible transition portion is two continuous inclined surfaces, and the inclined surfaces are provided with a plurality of connecting through holes for installing locking bolts, so as to provide clamping force of the busbar on a contact line. Overcome the hard spot of hard and soft transition busbar through continuous transition inclined plane, nevertheless too much locking bolt makes the rigidity of hard and soft transition busbar body be cascaded change, can't eliminate the hard spot in the hard and soft transition completely. Meanwhile, the supporting structure is rigid, the elasticity is poor, the difference of the elasticity unevenness of the rigid transition interface and the flexible transition interface is large, the track traffic project with the speed of 200 kilometers per hour and above cannot be met, and the installation process is extremely complicated due to the excessive locking bolts.
Disclosure of Invention
The invention aims to: to among the prior art, the rigidity of current busbar is cascaded change, can't eliminate the hard spot in the rigid-flexible transition, and in the great problem of rigidity and the great difference of flexible transition cross-section elasticity unevenness, provide a rigid-flexible transition system of variable cross-section busbar.
In order to achieve the purpose, the invention adopts the technical scheme that:
a rigid-flexible transition system of a variable cross-section bus bar comprises
A first bus bar;
a second bus bar having one end connected to one end of the first bus bar and a cross-sectional area gradually increasing in a direction from the second bus bar to the first bus bar;
a contact wire clamped on the first busbar and the second busbar;
a tensioner mounted on the contact wire, the tensioner for providing tension to the contact wire.
In the present invention, the first busbar is at the rigid, suspended end and the second busbar is at the flexible, suspended end. Therefore, the direction from the first bus to the second bus is a transition direction from rigid to flexible. The cross section area of the second busbar in the invention is gradually increased in the direction from the second busbar to the first busbar, so that the rigidity of the second busbar is gradually reduced in a transition direction from rigid to flexible of the device, and further hard points caused by the rigidity of the second busbar due to step change can be eliminated, the vibration of a pantograph of the electric locomotive in the transition region can be reduced, the power receiving effect of the pantograph in the transition region is better, and the stable transition of the pantograph between a rigid contact net and a flexible contact net of the electric locomotive in a state of 200 KM/h-250 KM/h per hour can be ensured.
Meanwhile, the tension of the contact wire can be increased by the tensioning device, and the contact wire is clamped by the first bus bar and the second bus bar. Therefore, after the tension of the contact line is increased by the tension device, the rigidity of the contact line can be improved, and the elastic unevenness of the contact line in the rigid-flexible transition section can be reduced.
Therefore, the invention can eliminate hard points caused by the stepped change of the rigidity of the second bus bar, thereby ensuring the stable transition of the pantograph between the rigid contact net and the flexible contact net of the electric locomotive at the speed per hour of 200 KM/h-250 KM/h; meanwhile, the elastic unevenness of the contact line in the rigid-flexible transition section can be reduced.
Further, the second busbar comprises a first mounting plate and a variable cross-section plate fixedly arranged above the first mounting plate, and a first groove for clamping the contact line is arranged below the first mounting plate;
the distance between the top surface of the variable cross-section plate and the surface of the first mounting plate increases linearly in the direction from the second busbar to the first busbar.
Furthermore, the cross section of the variable cross-section plate is rectangular.
Furthermore, the first busbar comprises a second mounting plate and a mounting seat fixedly arranged above the second mounting plate, the mounting seat is connected with the variable cross-section plate, and a second groove used for clamping the contact line is arranged below the second mounting plate.
Furthermore, the mounting seat comprises a top plate and two side plates which are arranged oppositely, and the variable cross-section plate is connected with the side plates through connecting plates.
Further, the first groove and the second groove have the same structure.
Further, the hanging device also comprises a hanging string, wherein the hanging string is arranged on the variable cross section plate; and the hanger is used for hoisting the second busbar on the upper wall of the tunnel, or the hanger is used for hoisting the second busbar on an insulator on the upper wall of the tunnel.
Furthermore, the hanging strings are connected with the variable cross-section plate through hanging string wire clamps.
Furthermore, a positioning wire clamp is arranged on the first busbar and used for fixing the first busbar on the upper wall of the tunnel, or the positioning wire clamp is used for fixing the first busbar on a cantilever of the upper wall of the tunnel.
Furthermore, the tensioning device comprises a steering wheel and a gravity block, one end of the contact line is connected with the upper wall of the tunnel, the other end of the contact line is connected with the gravity block after bypassing the steering wheel, and the gravity block can tension the contact line through self weight.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
1. the cross section area of the second busbar is gradually increased in the direction from the second busbar to the first busbar, so that the rigidity of the second busbar is gradually reduced in a transition direction from rigid to flexible of the device, hard spots caused by the rigidity of the second busbar due to step change can be eliminated, vibration of a pantograph of the electric locomotive in the transition region can be reduced, the pantograph has a better power receiving effect in the transition region, and stable transition of the pantograph between a rigid contact net and a flexible contact net of the electric locomotive in a state of 200 KM/h-250 KM/h at the speed per hour can be guaranteed. Meanwhile, the tension of the contact wire can be increased by the tensioning device, and the contact wire is clamped by the first bus bar and the second bus bar. Therefore, after the tension of the contact line is increased by the tension device, the rigidity of the contact line can be improved, and the elastic unevenness of the contact line in the rigid-flexible transition section can be reduced. Therefore, the invention can eliminate hard points caused by the stepped change of the rigidity of the second bus bar, thereby ensuring the stable transition of the pantograph between the rigid contact net and the flexible contact net of the electric locomotive at the speed per hour of 200 KM/h-250 KM/h; meanwhile, the elastic unevenness of the contact line in the rigid-flexible transition section can be reduced.
2. In the invention, the first groove in the second busbar and the second groove in the first busbar have the same structure, so that when the contact wire is clamped between the first busbar and the second busbar, additional locking screws are not needed, the installation process of the whole contact wire is simple and convenient, fewer parts are used in the installation process, and the safety of workers during operation is improved.
3. The hanging strings are arranged on the variable cross-section plate, so that the elasticity of the structure of the electric locomotive can be improved, and the electric locomotive can meet the requirement of the electric locomotive at the speed per hour of 200-250 KM/h.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Fig. 2 is an enlarged view of a portion a in fig. 1.
Fig. 3 is an enlarged view of a portion B in fig. 1.
FIG. 4 is a schematic cross-sectional view of a second busbar clamping contact line.
FIG. 5 is a schematic cross-sectional view of a first busbar clamping contact line.
Fig. 6 is a schematic diagram comparing the stiffness change of the present invention with that of the prior art in the rigid-flexible transition section.
The labels in the figure are: 1-a first busbar, 11-a second mounting plate, 111-a second groove, 12-a mounting seat, 121-a top plate, 122-a side plate, 2-a second busbar, 21-a first mounting plate, 211-a first groove, 22-a variable cross-section plate, 3-a contact line, 4-a tensioning device, 41-a steering wheel, 42-a gravity block, 5-a dropper, 51-a dropper wire clamp, 6-a positioning wire clamp and 7-a connecting plate.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings.
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The embodiment provides a rigid-flexible transition system of variable cross section busbar, can eliminate the hard spot in the rigid-flexible transition, and can connect the great problem of solution rigidity and flexible transition section elasticity unevenness difference as far as possible.
As shown in fig. 1 to 5, the present embodiment includes a first busbar 1, a second busbar 2, a contact wire 3, and a tensioner 4.
As shown in fig. 1, 2 and 5, the first busbar 1 of the present embodiment includes a second mounting plate 11 and a mounting seat 12, the mounting seat 12 is fixed above the second mounting plate 11, a second groove 111 is provided below the second mounting plate 11, and the second groove 111 is used for clamping the contact wire 3.
In the present embodiment, the second mount 12 can be rotated into a rectangular-shaped structural plate. The specific configuration of the second groove 111 is not limited and is generally selected based on the configuration of the contact wire 3. Preferably, as shown in fig. 5, two clamping jaws may be disposed below the second mounting plate 11, and the two clamping jaws and the second mounting plate 11 together form a second groove 111 for clamping the contact wire 3. As shown in fig. 5, the mounting seat 12 of the present embodiment includes a top plate 121 and two side plates 122 disposed opposite to each other, so that the mounting seat 12 has a hollow structure, and the weight of the first bus bar 1 can be reduced.
In the present embodiment, one end of the second bus bar 2 is connected to one end of the first bus bar 1, and the cross-sectional area of the second bus bar 2 gradually increases in a direction from the second bus bar 2 to the first bus bar 1. Preferably, the cross-sectional area of the second busbar 2 increases linearly in the direction from the second busbar 2 to the first busbar 1.
As shown in fig. 1, 2 and 4, the second busbar 2 of the present embodiment includes a first mounting plate 21 and a variable cross-section plate 22, wherein the variable cross-section plate 22 is fixedly disposed above the first mounting plate 21, and a first groove 211 for holding the contact wire 3 is disposed below the first mounting plate 21. Further, the distance between the top surface of the variable cross-section plate 22 and the plate surface of the first mounting plate 21 increases linearly in the direction from the second bus bar 2 to the first bus bar 1. Preferably, the cross-sectional shape of the variable section plate 22 is rectangular.
Preferably, in the present embodiment, the first groove 211 in the second busbar 2 and the second groove 111 in the first busbar 1 have the same structure, so that when the contact wire 3 is clamped between the first busbar 1 and the second busbar 2, no additional locking screw is required, the installation process of the whole contact wire 3 is simple and convenient, and fewer parts are used in the installation process, which is beneficial to improving the safety of workers during operation.
As shown in fig. 2, the variable cross plate 22 in the second busbar 2 is connected to the side plate 122 in the first busbar 1 by the connecting plate 7. Preferably, both sides of the variable cross-section plate 22 are connected to the two side plates 122 of the first bus bar 1 through the connecting plates 7, respectively. In particular, the connecting plate 7 may be selected to be a rectangular plate.
Furthermore, the mounting seat 12 in the first busbar 1 is hollow, and when the variable cross-section plate 22 is connected with the side plate 122 on the first busbar 1, the two connecting plates 7 can be uniformly arranged inside the mounting seat 12.
In use in this embodiment, the first busbar 1 is at a rigid, suspended end and the second busbar 2 is at a flexible, suspended end. As shown in fig. 1 and 3, the present embodiment further includes a hanger 5, and the hanger 5 is provided on the variable cross section plate 22. Preferably, the hanger 5 can be connected to the variable cross section plate 22 by a hanger clamp 51. Thus, the second bus bar 2 can be hung on the upper wall of the tunnel by the hanger 5, or the second bus bar 2 can be hung on the insulator of the upper wall of the tunnel by the hanger 5. In the embodiment, the suspension strings 5 are arranged on the variable cross-section plate 22, so that the elasticity of the structure in the embodiment can be increased, and the embodiment can be adapted to the requirement of the electric locomotive at the speed per hour of 200 KM/h-250 KM/h.
As shown in fig. 1, the first bus bar 1 of the present embodiment is provided with a positioning clip 6, so that the first bus bar 1 can be fixed on the upper wall of the tunnel by the positioning clip 6, or the positioning clip 6 is used to fix the first bus bar 1 on the cantilever of the upper wall of the tunnel.
In the present embodiment, as shown in fig. 1, the tensioner 4 comprises a steering wheel 41 and a weight block 42. Preferably, the weight 42 may be a lead, copper or iron block, etc. In use, the contact line 3 is connected at one end to the tunnel upper wall and at the other end to a weight block 42 after passing around the diverting wheel 41, and the weight block 42 is able to tension the contact line 3 by its own weight.
In the present embodiment, the direction of the first busbar 1 to the second busbar 2 is a transition direction from rigid to flexible. And the cross section area of the second busbar 2 in this embodiment linearly increases in the direction from the second busbar 2 to the first busbar 1, so that the rigidity of the second busbar 2 linearly decreases in a transition direction from rigid to flexible, and then a hard spot caused by stepwise change in the rigidity of the second busbar 2 can be eliminated, vibration of a pantograph of the electric locomotive in a transition region can be reduced, a pantograph receiving effect of the pantograph in the transition region is better, and stable transition of the pantograph between a rigid catenary and a flexible catenary of the electric locomotive in a state of 200 KM/h-250 KM/h per hour can be ensured.
Meanwhile, the tension of the contact wire 3 can be increased by the tension device 4 in the present embodiment, and the contact wire 3 is held by the first busbar 1 and the second busbar 2. Therefore, after the tension of the contact wire 3 is increased by the tension device 4, the rigidity of the contact wire 3 can be increased, and the elastic unevenness of the contact wire 3 in the rigid-flexible transition section can be reduced.
Fig. 6 shows a schematic diagram comparing the stiffness change of the present embodiment with that of the rigid-flexible transition structure in the rigid-flexible transition section. In the view shown in fig. 6, the mileage of the catenary is gradually increased from left to right, and the rigidity of the catenary is gradually increased from bottom to top. The solid oscillation line in fig. 6 is the variation line of the rigidity of the catenary in the rigid-flexible transition section of the present embodiment; the dashed oscillation line in fig. 6 is a change line of the rigidity of the catenary in the rigid-flexible transition section of the rigid-flexible transition structure in the prior art; the vertical dashed lines in fig. 6 represent the critical lines for the rigid-flexible transition.
As can be seen from the content shown in fig. 6, in the rigid-flexible transition section, the rigidity of the catenary is a gradual change process. In the rigid-flexible transition section of the rigid-flexible transition structure in the prior art, the rigidity of the contact net is an abrupt process.
Therefore, the hard spots caused by the stepped change of the rigidity of the second bus bar 2 can be eliminated through the embodiment, and the stable transition of the pantograph between the rigid contact net and the flexible contact net of the electric locomotive at the speed per hour of 200 KM/h-250 KM/h can be further ensured; meanwhile, the elastic unevenness of the contact line 3 in the rigid-flexible transition section can be reduced.
The present invention is not limited to the above preferred embodiments, and any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. The utility model provides a rigid-flexible transition system of variable cross section busbar which characterized in that: comprises that
A first busbar (1);
a second busbar (2), one end of the second busbar (2) being connected to one end of the first busbar (1), and a cross-sectional area of the second busbar (2) gradually increasing in a direction from the second busbar (2) to the first busbar (1);
a contact wire (3) clamped on the first busbar (1) and the second busbar (2);
a tensioning device (4) mounted on the contact wire (3), the tensioning device (4) being for providing tension to the contact wire (3).
2. The rigid-flexible transition system of a variable cross-section busbar according to claim 1, wherein: the second busbar (2) comprises a first mounting plate (21) and a variable cross-section plate (22) fixedly arranged above the first mounting plate (21), and a first groove (211) for clamping the contact line (3) is arranged below the first mounting plate (21);
the distance between the top surface of the variable cross-section plate (22) and the plate surface of the first mounting plate (21) linearly increases in the direction from the second busbar (2) to the first busbar (1).
3. The rigid-flexible transition system of a variable cross-section busbar according to claim 2, wherein: the cross section of the variable section plate (22) is rectangular.
4. The rigid-flexible transition system of a variable cross-section busbar according to claim 2, wherein: the first busbar (1) comprises a second mounting plate (11) and a mounting seat (12) fixedly arranged above the second mounting plate (11), the mounting seat (12) is connected with the variable cross-section plate (22), and a second groove (111) used for clamping the contact wire (3) is formed below the second mounting plate (11).
5. The rigid-flexible transition system of a variable cross-section busbar according to claim 4, wherein: the mounting seat (12) comprises a top plate (121) and two side plates (122) which are arranged oppositely, and the variable cross-section plate (22) is connected with the side plates (122) through a connecting plate (7).
6. The rigid-flexible transition system of a variable cross-section busbar according to claim 4, wherein: the first groove (211) and the second groove (111) are identical in structure.
7. The rigid-flexible transition system of a variable cross-section busbar according to any one of claims 2 to 6, wherein: the hanging string (5) is arranged on the variable cross-section plate (22); and the hanger (5) is used for hanging the second bus bar (2) on the upper wall of the tunnel, or the hanger (5) is used for hanging the second bus bar (2) on an insulator on the upper wall of the tunnel.
8. The rigid-flexible transition system of a variable cross-section busbar according to claim 7, wherein: the hanger (5) is connected with the variable cross-section plate (22) through a hanger wire clamp (51).
9. The rigid-flexible transition system of a variable cross-section busbar according to any one of claims 1 to 6, wherein: the first busbar (1) is provided with a positioning wire clamp (6), the positioning wire clamp (6) is used for fixing the first busbar (1) on the upper wall of the tunnel, or the positioning wire clamp (6) is used for fixing the first busbar (1) on a cantilever of the upper wall of the tunnel.
10. The rigid-flexible transition system of a variable cross-section busbar according to any one of claims 1 to 6, wherein: the tensioning device (4) comprises a steering wheel (41) and a gravity block (42), one end of the contact line (3) is connected with the upper wall of the tunnel, the other end of the contact line is connected with the gravity block (42) after bypassing the steering wheel (41), and the gravity block (42) can tension the contact line (3) through self weight.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111448373.1A CN113954699A (en) | 2021-11-30 | 2021-11-30 | Rigid-flexible transition system of variable cross-section busbar |
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| CN202111448373.1A CN113954699A (en) | 2021-11-30 | 2021-11-30 | Rigid-flexible transition system of variable cross-section busbar |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115266064A (en) * | 2022-08-02 | 2022-11-01 | 中国铁道科学研究院集团有限公司标准计量研究所 | Rigid-flexible transition busbar rigid-flexible characteristic test device and test method thereof |
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|---|---|---|---|---|
| CN115266064A (en) * | 2022-08-02 | 2022-11-01 | 中国铁道科学研究院集团有限公司标准计量研究所 | Rigid-flexible transition busbar rigid-flexible characteristic test device and test method thereof |
| CN115266064B (en) * | 2022-08-02 | 2023-09-01 | 中国铁道科学研究院集团有限公司标准计量研究所 | Rigid-flexible characteristic test device and test method for rigid-flexible transition busbar |
| WO2024027020A1 (en) * | 2022-08-02 | 2024-02-08 | 中国铁道科学研究院集团有限公司标准计量研究所 | Rigidity and flexibility test device for rigid-flexible transition busbar and a test method thereof |
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