Contact Force Of Pantograph Research Articles

The use of PI-algorithm for high-speed electric rolling stock automatic control system

The article is devoted to analysis of automatic control systems used to optimize current collection on high-speed railway electric rolling stock. A classification of automatic control systems has been developed. The use of automatic control systems that change the pantograph static force can significantly improve the quality of the current collection. However, their use changes the compression of the elastic elements of the panhead suspension, which can ultimately lead to its complete compression and breakaways. To solve this problem, authors propose using intra-spring pneumatic elements in panhead suspension. The automatic control system must simultaneously control the pantograph static force and the panhead suspension static characteristics. The authors proposed and described an automatic control system of the pantograph contact force and the panhead suspension static characteristics. To test the prospects of the proposed automatic control system, a three-mass mathematical model of a pantograph equipped with intra-spring pneumatic elements in panhead suspension has been developed and implemented in the MATLAB Simulink software package. The obtained results indicate the possibility of using intra-spring pneumatic elements in panhead suspension when using an automatic control system. It allows you to avoid vertical impacts causing a sharp increase in contact force and breakaways of the panhead.

Hardware-in-the-Loop Test Bench for Simulation of Catenary-Pantograph Interaction (CPI) with Linear Camera Measurement.

Catenary-pantograph contact force is generally used for assessment of the current collection quality. A good current collection quality not only increases catenary lifetime but also keeps a stable electric supply and helps to avoid accidents. Low contact forces lead to electric arcs that degrade the catenary, and high contact forces generate excessive wear on the sliding surfaces. Railway track operators require track tests to ensure that catenary-pantograph force remains between safe values. However, a direct measure of the contact force requires an instrumented pantograph which is generally costly and complicated. This paper presents a test bench that allows testing virtual catenaries over real pantographs. Therefore, the contact point force behavior can be tested before the track test to guarantee that the test is passed. Moreover, due to its flexibility, the system can be used for model identification and validation, catenary testing, or contact loss simulation. The test bench also explores using computer vision as an additional sensor for each application. Results show that the system has high precision and flexibility in the available tests.

The pantograph contact force measurement method in overhead catenary system using sparse modelling

The pantograph contact force measurement method in overhead catenary system using sparse modelling

A new small sample test configuration for fatigue life estimation of overhead contact wires

Fatigue in railway overhead line electrification (OLE) contact wires can cause sudden catastrophic failures. The contact wire interacting with the pantograph both mechanically and electrically is subjected to tension and repetitive bending due to the pantograph contact force. Recently, fatigue failures of OLE have risen in prominence with increases in train speed. To address this a new fatigue test configuration has been developed. The study focuses on a method for testing the wire as a component enabling fatigue life evaluation of worn wires, or exploring the effect of installation damage, through component level evaluation of crack initiation and propagation. The new test configuration places a 400 mm-length contact wire in a combination of bending and pretension with realistic boundary conditions replicating service conditions for longer spans. The results are presented in a strain-life format to provide data for a wide range of potential service conditions.

An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction

Abstract In this article, the computational methodology of the catenary–train–track system vibration analysis is presented and used to estimate the influence of vehicle body vibrations on the pantograph–catenary dynamic interaction. This issue is rarely referred in the literature, although any perturbations appearing at the pantograph–catenary interface are of great importance for high-speed railways. Vehicle body vibrations considered in this article are induced by the passage of train through the track stiffness discontinuity, being a frequent cause of significant dynamic effects. First, the most important assumptions of the computational model are presented, including the general idea of decomposing catenary–train–track dynamic system into two main subsystems and the concept of one-way coupling between them. Then, the pantograph base vibrations calculated for two train speeds (60 m/s, 100 m/s) and two cases of track discontinuity (a sudden increase and a sudden decrease in the stiffness of track substrate) are analyzed. Two cases of the railway vehicle suspension are considered – a typical two-stage suspension and a primary suspension alone. To evaluate catenary–pantograph dynamic interaction, the dynamic uplift of the contact wire at steady arm and the pantograph contact force is computed. It is demonstrated that an efficiency of the two-stage suspension grows with the train speed; hence, such vehicle suspension effectively suppresses strong sudden shocks of vehicle body, appearing while the train passes through the track stiffness discontinuity at a high speed. In a hypothetical case when the one-stage vehicle suspension is used, the pantograph base vibrations may increase the number of contact loss events at the catenary–pantograph interface.

Study on Wind-Induced Vibration Behavior of Railway Catenary in Spatial Stochastic Wind Field Based on Nonlinear Finite Element Procedure

Due to its long-span structure and large flexibility, an electrified railway catenary is very sensitive to environmental wind load, especially the time-varying stochastic wind, which may lead to a strong forced vibration of contact line and deteriorate the current collection quality of the pantograph–catenary system. In this paper, in order to study the wind-induced vibration behavior of railway catenary, a nonlinear finite element procedure is implemented to construct the model of catenary, which can properly describe the large nonlinear deformation and the nonsmooth nonlinearity of dropper. The spatial stochastic wind field is developed considering the fluctuating winds in along-wind, vertical-wind, and cross-wind directions. Using the empirical spectra suggested by Kaimal, Panofsky, and Tieleman, the fluctuating wind velocities in three directions are generated considering the temporal and spatial correlations. Based on fluid-induced vibration theory, the model of fluctuating forces acting on catenary are developed considering the spatial characteristics of catenary. The time- and frequency-domain analyses are conducted to study the wind-induced vibration behavior with different angles of wind deflection, different angles of attack, as well as different geometries of catenary. The effect of spatial wind load on contact force of pantograph–catenary system is also investigated.

電車線架設情報に誤差を含む場合のパンタグラフの接触力制御について

電車線架設情報に誤差を含む場合のパンタグラフの接触力制御について

<b>Estimation Method of Static Height of Contact Wire by Using Pantograph Contact Force</b>

Prevention of accident occurring at the contact area between overhead contact lines and pantograph requires careful maintenance of overhead contact lines, resulting in high maintenance costs. Current on-board overhead contact line monitoring systems mainly check the dynamic geometry of contact wires. However, their static geometry is also extremely important for efficient maintenance work. This paper therefore presents the development of two methods which estimate static height of contact wires using contact force and pantograph height. This paper describes the new methods in detail and shows some simulation and experimental results.

팬터그래프와 전차선간 최소 이선아크 지속시간에 따른 이선율 변화량 분석

Quality criteria for interaction between a pantograph and overhead contact wire is a most important requirement to assess of the performance for the current collection system. Interaction performance between pantograph and catenary system is subject to approval by the infrastructure manager when a new design and contraction of overhead contact line and pantograph are installed. Among the various performance, percentage of arcing at maximum line speed is a simple test method compared with contact force of pantograph due to direct sensing of pantagraph, calibrations, installations of train, and etc. On the other hand, percentage of arcing is need to reliable arcing detector and general requirements with accordance with EN 50317. In this paper, percentage of arcing are investigated on the function of duration of arc and proposed which is satiable of percentage of arcing. As a results, we proposed which duration of arcs are unsuitable from infrastructures point of view as performance testing for quality of current collection.

Feedforward control of pantograph contact force based on phase-locked loop (Phase-locked loop for control force generation)

Feedforward control of pantograph contact force based on phase-locked loop (Phase-locked loop for control force generation)

A Study on the Measuring System of Contact Force of Pantograph for the High-Speed Train

The overhead pantograph for the high speed train is a mechanical and electrical part mounted on the train roof to supply the train with electrical power from the catenary system. So, the interaction between the pantograph and the catenary system is very important to prevent contact loss and overload to the contact wire. The contact force generally includes the static force by pneumatic pressure supplied from the compressor and the aerodynamic force on the pantograph structure by increasing speed. The on-line test for evaluation of pantograph performance was executed on the Kyoung-Bu high speed line by measuring the contact force between the contact strip of the pantograph and the contact wire of the catenary system. This paper introduces the methodology of measuring system and the procedure of analysis for the final evaluation results, and shows that it was useful and acceptable considering the environmental conditions of the on-line test with the commercial line, not test track.

101 ラインCCDカメラと台形マーカーを用いたパンタグラフの接触力測定手法(セッション1 画像応用・可視化)

101 ラインCCDカメラと台形マーカーを用いたパンタグラフの接触力測定手法(セッション1 画像応用・可視化)

Diagnosis Method of Overhead Contact Line Stress Based on Contact Force of Pantograph

The contact wire strain is one of the most important indices to evaluate the safety of current collection system in high-speed operations. The authors proposed a new method estimating the contact wire strain based on the measured contact force between pantograph and contact wire, and carried out running tests to verify the utility of the method at current-collection testing equipment. It has been confirmed that the estimated contact wire strain by the method is more accurate than the value derived by the conventional method, and consequent errors are less than approximately 15% in dynamic simulation results of catenary-pantograph system. As the result of running tests, the estimated strain was almost consistent with the measured one. It is highly likely to contribute to the improvement of the diagnosis techniques of overhead equipment.

143 架線におけるパンタグラフ接触力モニタリング手法

143 架線におけるパンタグラフ接触力モニタリング手法

Estimation of Wear and Strain of Contact Wire Using Contact Force of Pantograph

The contact force of pantograph is one of the most important indexes in evaluating current-collection performance. Quality of contact wires maintenance will be more improved by use of observed contact force. However, specific methods for applying the contact force have yet to be proposed. This paper discusses possibility of estimation of wear and strain of contact wire using the contact force data. For this purpose, the learning capability of an artificial neural network is used. A complex number version of a backpropagation algorithm is used for a learning weight. As the result of this study, the author verified that estimation of the wear and the strain of contact wire using the contact force is valid.

A study on the measurement of contact force of pantograph on high speed train

Appropriate contact force is required for the pantograph on the high speed train to collect current from the catenery system without separation. However, at high speed, large aerodynamic lifting force is generated by the contact plate and the body of pantograph, which may cause wear of the contact wire. In this study, to confirm the interface performance of the pantograph on Korea High Speed Train, a method to measure the contact force of the pantograph was proposed and the related measuring system was developed. The forces acting on the pantograph were clarified and a practical procedure to estimate the forces was proposed. A special device was invented and applied to measure the aerodynamic lifting force. Measured contact forces were displayed by the developed system and evaluated based on the criteria.

Dynamic Interaction Between Pantograph and Overhead Track Equipment for Heavy Haul Operations

SUMMARYThe work described in this paper sets out to determine the optimal operating parameters for the dynamic interaction between the pantograph and the overhead for heavy haul train operations. The development of a measurement system that was used to determine and study important operating parameters is discussed. This lead to the development of an integrated three-dimensional simulation model. Data from on-track tests and that obtained from simulations show a good correlation. The model developed is representative of service conditions and includes different contact wire gradients, different span lengths as well as a bridge. A sensitivity analysis was done to evaluate the dynamic interactions due to changes in contact and catenary wire tensions, mean pantograph contact force as well as pantograph spacing in multiple locomotive consists.