CJ/T 3011-1993 Planning and design of trolleybus power supply network
Some standard content:
Engineering Construction Standard Full-text Information System
Town Construction Industry Standard of the People's Republic of China CJ/T3011-93
Project and design of power
supplynetworkfortrolleybus
Published on 18 May 1993
Ministry of Construction of the People's Republic of China
Engineering Construction Standard Full-text Information System
Implemented on 12 December 1993
Engineering Construction Standard Full-text Information System
Subject Content and Scope of Application
Cited Standards
Planning Guidelines
Feedback, General provisions for contact network devices
Main materials and components of feeder and contact network
8 Special requirements for the installation of contact network in maintenance yards (factories) 9 Design and calculation of feeder and contact network
Appendix A Typical meteorological zone (supplement)
Appendix B
Typical meteorological applicable zone (supplement) ..·Appendix ℃ Suspension type calculation formula (reference)………Additional notes
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Urban Construction Industry Standard of the People's Republic of China Planning and design of power
supply network for trolleybus This standard refers to the international standard IEC913 "Electric traction overhead lines" (1998). 1 Subject content and scope of application
CJ/T3011—93
This standard specifies the planning guidelines, coordination requirements and professional technical design standards for trolleybus projects in the overall urban construction plan.
This standard applies to the overall urban construction plan, power supply network planning and line network design in urban trolleybus projects. The corresponding power supply network in rail transit can be used as a reference. 2
Referenced standards
GB5951 Urban trolleybus and tram power supply system GB12178 Urban trolleybus and tram power supply network poles. 3 Terminology
3.1 Trolleybus power supply network
A power supply network specifically designed for trolleybuses to transmit electrical energy. 3.2 Contact wire
A conductor that supplies power to the tram collector in a sliding contact manner. 3.3 Contact wire network
A network composed of contact wires and their components. 3.4 Feeder
Wires that transmit electricity from the tram rectifier station to the contact wire network. 3.5 Feeder network
Network composed of feeders and their components. 3.6 Trolleybus overhead line network
Network composed of feeder and contact wire networks to feed electricity to trolleybuses. 3.7 Repeating line
Contact wire lines shared by two or more operating trolleybus lines. Approved by the Ministry of Construction of the People's Republic of China on May 18, 1993
Implementation on December 1, 1993
Contact wire lines that avoid each other are set at the driving stop. 3.9 Contact wire positioning
Setting the position of the center line of the positive and negative contact wires according to the tram's driving trajectory. 3.10 Tram track
refers to the center line of the ideal tram route. 3.11 Derailment
The phenomenon that the collector of a trolleybus is detached from the contact wire while it is running. 3.12 Horizontal tension wire support form
The form in which the pole and the horizontal tension wire are used as support. 3.13 Single-arm beam support form
The form in which the pole and the pipe beam mounted thereon are used as support. 3.14 Inclined pendulum suspension form
The suspension form in which the contact wire is suspended in a zigzag shape in the longitudinal plane by a parallelogram inclined pendulum suspender. 3.15 Chain suspension form
The form in which the contact wire is suspended by a chain.
3.16 Rigid suspension form
The suspension form in which the contact wire net has no or basically no elastic structure. 3.17 Bat-pull iron suspension type
The contact wire net adopts the suspension type of pipes, rows, etc. to suspend the contact wires and connecting hub components with large bending angles. 3.18 Tension
The force borne on the feeder and contact wire cross section.
3.19 Sag
The maximum distance in the vertical direction between the sag point of the feeder and contact wire and the line connecting the two adjacent suspension points. 3.20 Oblique sag
The vertical distance between the tangent point and the line connecting the two suspension points of the tangent line on the contact wire catenary curve parallel to the line connecting the two suspension points in the case of unequal height suspension.
3.21 Span
The distance between two parallel vertical lines made by two adjacent suspension points. 3.22 Pole spacing (span)
The distance between the centers of two adjacent poles.
3.23 Overhead contact line slope
The ratio of the height difference between the two adjacent suspension points of the contact or other sliding wear body to the road surface to the span length. 3.24 Anchor line
A device used to anchor and balance the tension of the contact. 3.25 Feeder
The connecting line between the feeder and the contact.
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3.26 Interconnection feeder
Feeder that feeds in parallel or serves as a backup for different rectifier stations. 3.27 Equalizing line
The horizontal connecting line that equalizes the voltage value between the same polarity contacts in the contact network. 3.28 Suspender
Various components of the suspended contact composed of insulators and wire clamps. 3.29 Horizontal tension wire
The rope for suspending the contact wire horizontally.
3.30 Chain wire
The rope for suspending the contact wire longitudinally.
3.31 Splitter
The contact net component erected when the overhead contact line is bifurcated from one line into two lines. 3.32 Combiner
The contact net component erected when the overhead contact line is combined from two lines into one line. 3.33 Crosser
The contact net component erected at the intersection of two overhead contact lines. 3.34 Hub component
The general term for components such as splitters, combiners and crossers. 3.35 Section insulator
The insulating component that connects the overhead contact lines of adjacent feeding sections to isolate them electrically. 3.36 Single-arm beam
Single-side cantilever tube beam supporting assembly for suspending contact wire. 3.37 Feeder cross arm
Beam on the pole used to support overhead feeder assembly. 3.38 Feeder box
Box with feeder cable termination and knife switch. 3.39 Harbor-bend station
A station set up by widening the road surface on one side of the road. 4 Planning guidelines
4.1 In the overall urban planning, trolleybus projects should be coordinated and considered comprehensively with urban land use, power distribution, traffic network planning, green island belts, bridge and culvert facilities, major buildings, and pipe and line laying projects. 4.2 Trolleybus projects include rectifier stations, feeder and contact wire networks, tram power supply stations, maintenance, parking lots (plants), station facilities, and management and living facilities systems, which should be fully equipped. 4.3 Trolleybuses have the advantages of no pollution, low noise, good starting and acceleration performance and compliance with national energy policies. They should be recommended for adoption and development in public transportation in large and medium-sized cities. 4.4 The planning of the development of trolleybus lines should be determined based on passenger flow forecasts, taking full account of the economic nature of operation and giving full play to the social service benefits.
4.5 Trolleybus lines should be closely connected with railway stations, subways, docks and other transportation hubs to facilitate passenger transfers.
4.6 Basic conditions for the erection of trolleybus overhead wire networks 4.6.1 The roads, green islands and facilities along which trolleybus lines pass should have the requirements for poles, cables, and reserved pre-placement, and should be coordinated during construction. 4.6.2 Within 1m from the side of the sidewalk, other pipe and wire facilities should not be occupied vertically and continuously. 4.6.3
At the entrances and exits of transportation hubs such as railway stations, subways and docks, the requirements for erecting electric poles should be met. 4.6.4 Overpasses and pedestrian bridges should consider reserving tram poles or burying anchor devices. 4.6.5 Without affecting the safety of buildings, the contact wire net should use the buildings on both sides of the road as support as much as possible. 4.6.6 If the road width exceeds 40m, it is not appropriate to set up a trolleybus contact wire net. 4.6.7
If the length of the bridge exceeds 40m or the elevation difference between the bridge top and the bridge handle exceeds 0.30m, the location for erecting electric poles and laying tram cables should be reserved on the bridge when building the bridge.
4.6.8 Overhead feeder lines for trolleybuses and overhead power lines should be installed on both sides of the road, and overhead feeder lines for trolleybuses should be installed on the east and south sides of the road.
4.7 Road conditions for trolleybuses
4.7.1 The longitudinal slope of the road should not be greater than 70%. 4.7.2 On roads designed for passage vehicles, trolleybus lines shall not be installed where the radius of the centerline of the road is less than 13m at the bend, the driving width is less than 9m, and the radius of the inner side of the intersection is less than 7.5m. 5 Coordination
5.1 Coordination between trolleybus projects and other infrastructure for urban construction. 5.1.1 Tram rectifier station
5.1.1.1 The location of the trolleybus rectifier station should be close to the power load center of the contact line network. The feeding distance should be comprehensively considered based on the load size, the configuration of the feeder network, and the division of the contact line network sections, combining the near and far. It is necessary to attach importance to the overall reliability of the power supply system and the rationality of technology and economy.
5.1.1.2 The trolleybus rectifier station should have two high-voltage AC 10kV household power supplies supplied by different substations. 5.1.1.3 When selecting the site for the trolleybus rectifier station, the requirements of transportation, installation location of grounding devices, water supply and drainage facilities, cable laying entry and exit locations, main building, streetscape, fire protection, greening, etc. should be considered. 5.1.1.4 The type and area of the trolleybus rectifier station should comply with the provisions of GB5951. 5.1.2 Parking and maintenance yard (factory)
5.1.2.1 The location principle of the parking and maintenance yard (factory) should be close to the center of gravity of the vehicle operation line network. 5.1.2.2 The land use of the parking and maintenance yard (factory) can be comprehensively calculated based on the land use of each standard vehicle of not less than 220m2. 5.1.3 The first and last stations and the intermediate interval return station. 5.1.3.1 The scale of the first and last stations of trolleybuses should be determined according to the number of lines and the total number of operating vehicles. At the same time, the deviation distance when the vehicle turns and the turning radius of the tram not more than 11m and the possibility of setting up a contact wire network should be considered. The land area is generally 90-100m2 per standard vehicle. Independent station facilities should also be considered for the intermediate interval return station. Engineering 4 Construction Standard Full Text Information System
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5.1.3.2 The intermediate station should be a bay type.
5.1.4 The distance between the greening branches and the feeder and contact wires The distance between the greening tree crown or branches and the feeder and contact wires should be not less than 1m. 5.1.5 Clearance Boundary
5.1.5.1 When the limit height of the moving body under the contact wire exceeds 4m, an application should be submitted to the tram unit in advance to request a vehicle to escort it through. For double-decker buses, this should also be agreed upon in advance. 5.1.5.2 The clearance height of bridges and culverts should not be less than 5.40m. 5.1.5.3 When other engineering facilities (including wires, cables, and pipes for electricity, telecommunications, and traffic signals) cross contact wires, their height from the ground must be maintained at more than 9m. Wires, cables, and pipes below 9m should be equipped with protective devices to avoid damage when the tram collector pole is disconnected. If conditions permit, it is better to run underground.
5.1.5.4 The distribution transformers, cable heads, knife switches, bare wires, neon advertisements, signs and other devices along the trolleybus line should be relocated or equipped with protective facilities if they are likely to be touched when the tram collector pole is disconnected. 5.1.6 Coordination between municipal construction, traffic management and overhead line network When the overhead line network and stations are required to be coordinated and modified due to the needs of municipal construction and traffic management, whether it is a permanent or temporary change, the tram department should be contacted in advance, measures should be taken, and a coordination plan should be formulated, and the relevant provisions of this standard should be followed.
5.2 Coordination between trolleybus power supply network and bus operation 5.2.1 An operating line can set up interval return lines according to the needs of passenger flow section and the convenience of operation and scheduling, and it is advisable not to set up more than two places.
5.2.2 For tram lines operating under repeated lines, it is advisable not to set up more than two lines. There should not be more than 3 repeated line segments within 1km.
5.2.3 Avoidance lines can be set up at the stops of key stations in the repeated line section. 5.2.4 In the trolleybus operating line, there should not be more than 8 overhead contact lines. 5.2.5 The contact wire network should not be too complicated at the gate of the maintenance yard (factory), intersection or other traffic hub. For complex areas with more than 10 groups of intersection components, a decentralized installation method can be adopted to solve the problem. 5.2.6 The installation location of the splitter should be no less than 100m before the stop line at the intersection and no less than 40m before the stop station.
5.2.7 The splitter and the line combiner shall not be installed under the same horizontal tension wire or the same single-arm beam, nor shall they be installed in the middle of the curved line. 5.2.8 Two groups of splitters, two groups of line combiners or one group of splitters and one group of line combiners shall not be installed in a single distance of less than 30m in the trolleybus operation line.
5.2.9 The installation location of the segment insulator should be installed on a smooth straight road 50m before entering the stop station. It should also meet the management of reasonable power supply and convenient power supply dispatch. 5.2.10 The calculation of the feeder power supply shall meet the needs of tram operation, but the maximum number of vehicles per line shall not exceed the limit of the calculated allowable value.
5.2.11 During the non-operating hours of the trolleybus, there must be a power outage time to meet the maintenance of the overhead line network. Engineering Construction Standard Full-text Information System
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6 General provisions for feeder and contact network devices
6.1 Voltage
6.1.1 The nominal DC voltage of the system is 750V or 600V. 6.1.2 The voltage variation limits of the system are shown in Table 1. Table 1 Voltage variation limits
Minimum value
Nominal value
Note: For the DC traction system of the trolleybus to be built in the future, it is clearly recommended that the voltage of the system should be 750V. 6.2 Suspension height of feeder and contact wire
6.2.1 The height of the overhead feeder support point from the ground shall not be less than 7m. 6.2.2 Standard height of contact wire or other sliding wear body from the ground at the suspension point: the highest value
5.50±%m for road sections and 5.30+2m for intersections. The horizontal height difference between the positive and negative contact wires (or sliding wear bodies) at each pair of suspension points at the same level shall not exceed 0.05m.
6.2.3 When crossing the railway, the height of the contact wire from the top of the rail shall not be less than 5.5m. If it is necessary to exceed this value, it shall be resolved through negotiation between the two parties. 6.2.4 The minimum height of uninsulated feeder and contact wire or other sliding wear body from the ground: 4.40m for dedicated lanes and 4.80m for non-dedicated lanes.
6.2.5 The height of the contact wire or other sliding wear body from the ground at each suspension point should be as similar as possible. If the height of the contact wire needs to be changed due to local conditions (tunnels and culverts), the speed requirement should be met with an appropriate slope, and the slope should not exceed 10%0 in any case.
6.3 Feeder and contact wire arrangement
6.3.1 The feeder wire arrangement order should be the negative line on the side of the sidewalk and the positive line on the center of the road. 6.3.2 The contact wires should be laid in the order of the left side of the driving direction as the positive line and the right side as the negative line. 6.4 Feeder and contact wire spacing
6.4.1 Feeder spacing
The spacing of overhead feeders should not be less than 0.30m, preferably 0.45m. 6.4.2 Contact wire spacing
6.4.2.1 The standard spacing at the positive and negative contact wire suspension points: 0.60m for straight roads, 0.70m for curves and intersections, and the allowable construction error value is 0.02m.
6.4.2.2 The distance between the center lines of two adjacent pairs of contact wires on a straight track shall not be less than 1.30m. 6.4.2.3 The distance between the center lines of two adjacent pairs of contact wires on a curve shall not be less than 1.40m. 6.5 Contact wire positioning
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The center line positioning between the positive and negative contact wires shall comply with the requirements of the tram's running track to avoid derailment and abnormal wear of the contact wires. 6.5.1 The contact wire on a straight track shall be positioned within 1.25m to the left and right of the tram's running track. 6.5.2 The contact wire on a curve shall be positioned 1.00 to 2.50m inside the tram's running track. 6.5.3 The contact wire on a parallel branch line shall be positioned within 1.50m to the left and right of the tram's running track. 6.5.4 The contact wire at the stop should be positioned within 3.5m to the left and right of the tram's running track. In other special cases, it should be positioned within 4m.
5 The contact wire positioning at the junction of straights and curves should be gradually adjusted. 6.6 Support form
6.6.1 Horizontal wire support
6.6.1.1 Horizontal wire support can be used in inclined pendulum suspension, rigid suspension, curves and intersections. 6.6.1.2 For lines with a wide road width and more driving contact wires, horizontal chain wire support can be used or the contact wires for the round trip can be supported by separate horizontal wires. 6.6.2 Single-arm beam support
6.6.2.1 Single-arm beam erection can be used in chain suspension, inclined pendulum suspension and rigid suspension. It is not suitable for places where the contact wire on the inside of the curve has a large bending angle and where the contact wire network at the intersection is more complex. 6.6.2.2 When the single-arm beam is installed without load, it should have a certain degree of upward tilt, generally 1/75 is appropriate. When loaded, it should be basically horizontal and should not tilt downward.
6.7 Suspension type
6.7.1 Elastic suspension type
According to road and weather conditions, the contact wire net can be selected into an inclined pendulum type or chain elastic suspension type. 6.7.2 Rigid suspension type
Rigid suspension is suitable for the positioning of hub components, bridges, culverts, yards, garages and bends where height is restricted, and is not suitable for the erection of contact wire nets in hand-length sections.
6.7.3 Bat-pulled iron suspension type
The bat-pulled iron suspension type should be used at the joints of hub components and at bends with large contact wire bending angles. 6.8 Feeder and contact wire net insulation
6.8.1 The feeder is single-stage insulated to the ground.
6.8.2 Double-stage insulation must be used between the positive and negative contact wires. 6.8.3 Double-stage insulation must be used between the contact wires and conductive components and the poles and other supporting parts. 6.8.4 The feeder and contact wire net should adopt reinforced insulation in special environments such as areas with frequent lightning and severe pollution. 6.8.5 The test voltage value of each insulator with single-stage insulation and double-stage insulation shall meet the following requirements: The impact resistance voltage is 10~20kV (peak value) when dry: When the insulator is installed vertically, the voltage of 1min rain resistance at power frequency is 5~10kV (effective value). 6.8.6 The overall insulation of the feeder and contact wire net in the feeder section: It should not be less than 1MQ on sunny days and not less than 0.20M2 on rainy days. 6.9 Position of poles
6.9.1 The pole should be erected on the sidewalk, with the center of the pole 0.50~0.80m away from the right side. It can also be erected on the green island belt or the roundabout at the intersection.
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2 The pole should be erected so that it is basically vertical under the action of permanent load. It should not be tilted towards the center of the road. 6.9.2
6.10 Anchor line
6.10.1 Anchor lines should be set at the starting and ending points of overhead contact lines, branch lines and chain lines. 6.10.2 In the middle of the overhead contact line, anchor lines can be set at appropriate locations according to operational needs. 6.10.3 Anchor lines can be set as needed for lines in factory areas, bridges, bends and other special areas. 6.11
Contact line equalizing line
The interval between contact line equalizing lines should be determined based on calculations. Generally, it is appropriate to set one every 500 to 1000 meters. 6.12
Feeder laying
Feeder laying can be done in two ways: overhead and underground. Cable trenches are recommended for underground laying. Direct burial is allowed when cable trenches are not available.
The distance between overhead feeders and other lines and non-charged objects shall comply with the provisions of Table 2. 6.12.1
Table 2 Distance between overhead feeders and other lines and non-charged objects Items
Vertical distance to 1~10kV high-voltage lines
Vertical distance to 400V low-voltage AC lines
Vertical distance to other lines such as broadcasting and telecommunications Height from the ground when crossing roads and railways
Vertical distance when crossing houses
Clear distance from the protruding parts of the houses
When overhead feeders cross the contact wire net, their height from the ground must be kept above 9m. The distance between underground feeder cables and other facilities shall comply with the provisions of Table 3. 6.12.3
Table 3 Distance sequence between underground feeder cables and other facilities
Minimum distance
When parallel
Between power cables and between them and control cables (1) 10 kV and below (2) 10 kV and above
Between cables of different use departments
Thermal pipes (trenches) and thermal equipment
Oil pipelines (trenches)
Combustible gas and flammable liquid pipelines (trenches) Other pipelines (trenches)
Railways (with the track when parallel, with the bottom of the track when crossing) Highways (with the roadside when parallel, with the road surface when crossing) Engineering Construction Standards Full Text Information System
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Electrified Railway Track
Building and Structure Foundation (Sideline)
Electric Pole Foundation (Sideline)
Continued Table 3
Note: ①The clearance listed in the table should be calculated from the outer edge of various facilities (including protective outer layer). Flow
Minimum Clearance
When parallel
When crossing
②The numbers in brackets in the table refer to the minimum clearance allowed after the cables are put through pipes in local areas and protected by partitions or thermal insulation layers. 6.12.4 It is strictly forbidden to lay cables parallel to or below pipelines. 6.12.5 Provisions for laying cables in cable trenches 6.12.5.1 Cables laid in cable trenches and indoors should use bare armor, non-flammable outer sheath cables or stripped hemp sheaths.
Waterproof measures should be taken for the cable trench, and the bottom should be a drainage ditch with a slope of not less than 0.5%. 6.12.5.2
6.12.5.3 Minimum clearance when laying cables in the cable trench: when laying horizontally, it should not be less than the outer diameter of the cable. When laying vertically, it should not be less than 0.20m.
6.12.6 Provisions for DC cables
6.12.6.1 For cables buried underground directly, armored cables should be selected. Protective measures should be taken in areas where the cables may be mechanically damaged, chemically damaged, subjected to underground current, vibration, heat affected, humus, insects and rodents, etc. along the cable laying route. 6.12.6.2 The depth of the cable buried outdoors should not be less than 0.70m, and should not be less than 1m when crossing farmland. In cold areas, the cable should be buried below the frozen soil layer, and measures should be taken to prevent the cable from being damaged when it is impossible to bury it deep. 6.12.6.3 Direct buried cables must be supplemented with soft soil or sand layers not less than 0.10m thick above and below, and covered with concrete protective plates or bricks, the covering width of which should exceed 0.05m on both sides of the cable. 6.12.7 Provisions for laying cables on bridges 6.12.7.1 Cables laid on bridges that are often subject to vibration should have anti-vibration measures. Cables at both ends of the piers and at the expansion joints should be left with slack to prevent the cables from being damaged due to structural expansion and contraction when the temperature changes. 6.12.7.2 Cables installed on the bridge should be passed through iron pipes. Cables installed on bridges of other structures should be placed in cable trenches under the sidewalk or passed through pipes made of fire-resistant materials. If no one touches them, the cables can also be laid exposed on the bridge, but they should be protected from direct sunlight. Sunshades can be installed if necessary. 6.12.8 Cable protection in pipes
6.12.8.1 When cables pass through areas with vibration and pressure, they should be protected by pipes. The inner diameter of the pipe should not be less than 1.5 times the outer diameter of the cable and should not be less than 0.10m.
6.12.8.2 When cables are introduced into and led out of the foundations of buildings and structures, the protective pipes they pass through should extend 0.10m beyond the building's slope; Engineering Construction Standards Full Text Information System
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6.12.8.3 When cables cross urban streets, railways, highways and areas that may be subject to mechanical damage, the protective pipes should extend 2m on both sides of the roadbed: 0.50m from the drainage ditch and 2m from the urban street lane pavement. 6.12.8.4 Cables should be protected from 2m above the ground to 0.20m underground and in places where pedestrians can easily touch and may be subject to mechanical damage.
6.13 Atmospheric overvoltage protection
The feeder and contact wire net should be equipped with lightning protection devices according to the intensity and frequency of regional lightning activity, line environmental conditions and line insulation level. Its grounding resistance should not be greater than 109.
7 Main materials and components of feeder and contact wire net 7.1 Materials of feeder and contact wire net
7.1.1 Feeder selection
7.1.1.1 Overhead feeder should use 240mm2 hard copper stranded wire or 400mm2 aluminum stranded wire. 7.1.1.2 Cable should use 300mm2 copper core cable or 500mm2 aluminum core cable. 7.1.2 Contact wire selection
7.1.2.1 Contact wire should use 85mm2 or 100mm2 double groove hard copper contact wire, or alloy conductive material with equivalent cross section and performance as above.
7.1.2.2 The tensile strength of the 85mm2 contact wire shall not be less than 353MPa, and that of the 100mm2 contact wire shall not be less than 343MPa. 7.1.3 Cables
7.1.3.1 For single-strand wires, it is advisable to use galvanized iron wires with a diameter of 2.00 to 6.00mm. 7.1.3.2 For multi-strand wires, it is advisable to use galvanized steel strands with a diameter of 7×2.00 to 7×2.60mm and other steel strands with corrosion-resistant layers.
7.1.4 Insulators
7.1.4.1 Feeder network insulators generally use pin-type, butterfly-type and suspension-type, and their voltage level generally uses 6 to 10kV. 7.1.4.2 Contact network insulators generally use spherical, egg-shaped, polygonal and various suspension-type electric porcelain insulators, and insulators and insulating connectors such as polymer synthetic plastics, nylon, epoxy resin, etc. can also be used. 7.2 Feeder and contact wire network components
7.2.1 Feeder crossarm
The feeder crossarm components used to fix and install feeder insulators should be in the form of straight line, corner and terminal according to the different angles of the overhead feeder line. 7.2.2 Splitter
7.2.2.1 The splitter should be divided into left and right directions, and the turning angle of its guide tongue should not be greater than 7°. The components of the splitter should be interchangeable.
7.2.2.2 The splitter operation mode has two forms: electric and manual. Generally, electric splitters should be used on operating lines. 7.2.2.3 The splitter should adopt a structure that does not bear the contact wire tension, and it should have rain and snow protection devices. 7.2.2.4 The starting current of the electric splitter should meet the minimum starting current requirements of different control systems of trolleybuses, and the action time should ensure smooth passage at a speed of 30km/h. 7.2.2.5 The positive and negative contact wire splitters should be guaranteed to start synchronously during vehicle operation.
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