【正文】 and almost no adjustment after the work was needed. Current Collection Performance In addition to shortening the work period, we aimed at reducing the stress of the contact wire by increasing the tension of the auxiliary catenary wire, and examined that effect by simulation. Fig. 3 and 4 show part of the simulation results. The simulations showed that the maximum uplift of the contact wire considerably decreased from 70 mm to 35 mm just as the contact force decreased as shown in Fig. 3. That suggests that the fatigue (stress) of the contact wire could be eased. The contact loss ratio, which increased as shown in Fig. 4, could be kept within the allowable range of 30%. Since it has been confirmed that multifractioned contact strips with less weight of movable parts significantly reduces contact loss, we expect that the actual contact loss ratio can be reduced to only a few percent.6. Obstructions to Stable Current Collection Change of the Height of the Overhead Contact Lines After starting the tests, we could observe favorable current collection including better contact loss ratio than expected。 r /2T but that could result in insufficient wave propagation velocity of the auxiliary messenger wire. And, since we kept the tension of the messenger wire asis in spite of the lighter contact wire, we had to replace all droppers to maintain the height of the contact wire. That work took a lot of time and manpower.Accordingly, we tested a method of reducing the tension of the messenger wire according to the reduced tension of the messenger wire, to eliminate the replacement work of droppers. Also, we added thatreduced weight of the contact wire to the auxiliary messenger wire to improve the wave propagation velocity up to the test speed (360 km/h) with an aim of improving the current collection performance.Formula (2) shows the calculation of the dip in the catenary curve D (see Fig. 2).D=x 參考文獻[1] 于萬聚著. 高速電氣化鐵路接觸網[M].成都: 西南交通大學出版社, 2002.[2] 李愛敏主編. 接觸網生產實習指導[M].北京: 中國鐵道出版社, 2000.[3] 李偉主編. 接觸網[M].北京: 中國鐵道出版社, 2000.[4] 吉鵬霄主編. 接觸網[M].北京: 化學工業(yè)出版社. 2000.[5] 中華人民共和國鐵道部. 接觸網運行檢修規(guī)程[M]. 中國鐵道出版社, 2000.[6] 趙印軍. 京滬高速鐵路接觸網懸掛類型的選擇分析[J]. 鐵道工程學報, 20036(2).[7] 劉麗. 接觸網補償裝置的種類與應用[J]. 電氣化鐵道, 2004(5): 3536.[8] 蔣先國. 秦沈客運專線接觸網總體設計[J]. 天津: 鐵道第三勘察設計院電化處.[9] 劉國福. 對我國發(fā)展高速電氣化鐵路接觸網的思考[J]. 鐵道工程學報, 2003(1).[10] 黃飛鵬. 電氣化鐵道接觸網施工中整體吊弦應用的探討[J]. 電氣化鐵道, 20021(4)[11] Shimodaira, Y., Sato, Y. and Kawanaka, Y.: Experiment results of feeder messenger wire type overhead contact line, . JAPAN (in Japanese)[J]. TER9854, 1999.附 錄附錄A 外文資料 Optimization of Overhead Contact Lines for Shinkansen Speed Increases In order to increase Shinkansen operational speeds, we need to conduct development on the overhead contact line equipment that supplies power to rolling stock in addition to development for rolling stock. At the start of the tests using FASTECH360, we introduced a new overhead contact line system that replaces conventional pound overhead contact line equipment (hereafter “improved pound catenary equipment”). But, as speeds in tests increased, we found many problems due to the change of the height of the overhead contact lines and the arrangement of pantographs that were not major concerns at present operational speeds. We addressed those problems through simulations and tests using an actual train and finally gained a good perspective on supplying power in the speed range of 360 km/h.1. Introduction Use of the heavy pound catenary equipment—the standard overhead contact line system for the Shinkansen—is limited to speeds of up to around 240 km/h. So, in order to carry out running tests at around 360 km/h, considerable improvement and development was required. Since the period from planning to start of the tests using FASTECH360 was only a year, we went to work on the development of the overhead contact line system taking into account shortening of the work period.2. Overhead Contact Line System Suitable for Increased Speed As is widely known, improving the wave propagation velocity of the overhead contact line shown in formula (1) is effective for increasing the running speed. For that reason, we have increased the tension of and decreased the weight of the contact wire. c= (T / r) 1/2 [km/h] 由于在工程設計、施工中，站場接觸網平面布置圖的內容是相當豐富的，許多工作還有待于進一步完善。還有其他部分如負載計算，支柱負載計算與校驗等等。本次設計的中心內容是繪制站場的平面布置圖，在繪制之前需要進行許多的設計計算，有氣象條件確定，懸掛方式的確定，有負載計算，也有拉出值與錨段的選定，有跨距的確定于校驗，有全補償簡單鏈型懸掛安裝曲線的計算，還有支柱負載的計算與校驗等等。接地裝置(包括接地線和接地體)均應有可靠的電氣連接?！苯佑|網的接地是指通過接地線而接于牽引軌。對于接近且平行于接觸網的天然氣管道，為防止感應電壓的危險影響而設置的接地，同樣屬于防護接地的范疇。為設備的安全運行而設置的接地稱工作接地，如鋼筋混凝土支柱的接地以及避雷器接地側的接地線等；以防護為目的而設置的接地稱為防護接地，如橋鐵欄柵的接地等。為避免上述情況的發(fā)生，接觸網應設立接地裝置，即接觸網的支持結構、支柱及其他電氣裝置應接地。另外，當絕緣子缺、殘及遭到破壞時，必然會形成短路電流。隨著絕緣元件的老化及出現裂紋或浸水時，絕緣強度下降，這種泄漏電流會相應增加。接觸網的絕緣元件為懸式絕緣子和棒式絕緣子。――38176。1I―33176。1I―30176。以上――路塹地段(－)17176。~37176。~32176。~22176。――38176。~321II―33176。~22176。1II―38176。~322I―33176。~22176。――38176。――33176。2I―30176。以上――路塹地段(－)17176。~37176。~32176。~22176。對于下錨支柱，需承受很大的順線路方向的拉力，為減小支柱容量，通常用打拉線的辦法以平衡順線路方向的張力，這樣可以使錨柱結構簡化、減輕重量和節(jié)省材料。橫臥板的類型分為Ⅰ型及Ⅱ型。在使用鋼筋混凝土支柱時，為了增大支柱地面以下部分與土體的接觸面積，提高土體對支柱的抗傾覆能力，使支柱具有良好的穩(wěn)定性，因此，對于鋼筋混凝土軟橫跨柱和設置在土質松散地段的鋼筋混凝土腕臂支柱，應根據支柱容量和地質與線路情況加設橫臥板。表52 承壓力[R]與安息角[]的對應表允許承壓力[R](kPa)100150200250300安息角[](度)17～2030354040以上此次畢業(yè)設計所選區(qū)間土壤承載力為+100kPa，安息角。在接觸網下部工程中，也常用安息角表示地質條件，因而，允許承壓力和安息角二者均可以表示（有時候混合使用）土壤承受外界負載的能力。如，其中負號“－”表示該區(qū)段挖方，正號“＋”表示填方。在相同支柱容量情況下，所選擇的基礎類型（或橫臥板的類型與數量）也有差異。因此，選擇鋼柱基礎的類型及鋼筋混凝土支柱的橫臥板類型和數量都與該支柱埋設的地質情況有關，即和該地段的土壤類型（砂性土、粘性土、碎石土和巖石地段等）及線路狀態(tài)（挖方、填方）等有關。本設計所需用的支柱型號為：(1)錨柱： (2)轉換柱：(3)中間柱： (4)鋼柱： 地質情況在接觸網設計的平面圖上要清晰的標明沿線路的地質情況。 支柱類型在支柱類型欄內要標明每一個支柱的材質、型號、容量、高度及數量。軟橫跨支柱的側面限界比腕臂柱大，不是因受建筑接近限界的限制。實際上，為安全起見，支柱側面限界的設計取值比建筑接近限界的規(guī)定值要大，其常用值見表51。但在機車走行線上允許降為2000mm。為了確保行車安全，要求接觸網支柱及其他電氣裝置的建筑物不得侵入《鐵路技術管理規(guī)程》規(guī)定的鐵路接近限界。同時要在CAD圖上列出所有選