A study on the mechanism of vehicle body vibration affecting the dynamic interaction in the pantograph–catenary system

Yao, Yongming; Zou, Dong; Zhou, Ning; Mei, Guiming; Wang, Jiangwen; Zhang, Weihua

doi:10.1080/00423114.2020.1752922

Cited by 40 publications

(13 citation statements)

References 26 publications

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“…e aerodynamic instability has been found to have an incredible effect on the catenary [29,30], which may cause a large amplitude vibration and make it impossible for the pantograph to operate [31]. e vehicle-track vibration was included as the vertical and spatial perturbations to assess pantographcatenary interaction performance [32][33][34].…”

Section: Literature Reviewmentioning

confidence: 99%

Validation and Analysis on Numerical Response of Super‐High‐Speed Railway Pantograph‐Catenary Interaction Based on Experimental Test

Yang

Song

et al. 2021

Shock and Vibration

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The numerical tools can be used to facilitate the design of the railway pantograph-catenary system. The validation of the current numerical results is mostly performed at a speed slower than 350 km/h. This paper aims at the validation and analysis of the numerical results at a super-high-speed. The catenary model is constructed based on a nonlinear finite element approach employing the absolute nodal coordinate formulation. A multibody dynamics model is adopted to represent the pantograph. The measurement data are collected by an inspection vehicle equipped with an instrumented pantograph operating at 378 km/h in Chengdu-Chongqing high-speed line. Comparing the numerical simulation and the field test shows that the present pantograph-catenary model can provide reliable numerical results at 378 km/h. The numerical analysis of pantograph-catenary interaction at super-high-speed shows that the trailing pantograph performance does not comply with the assessment standard at 378 km/h. The adjustment of double-pantograph interval and messenger wire tension can effectively improve the trailing pantograph performance.

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Section: Literature Reviewmentioning

confidence: 99%

Validation and Analysis on Numerical Response of Super‐High‐Speed Railway Pantograph‐Catenary Interaction Based on Experimental Test

Yang

Song

et al. 2021

Shock and Vibration

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“…The authors investigate the effect of contact wire irregularities on the CPI force and conclude that these irregularities directly impact the CPI. The influence of vehicle body vibrations due to track irregularities on CPI is described in [ 11 , 12 ]. Installation errors on the catenary and their effect on CPI are presented in [ 10 , 13 ].…”

Section: Introductionmentioning

confidence: 99%

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

Correcher

Ricolfe-Viala

Tur

et al. 2023

Sensors

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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.

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“…The ANCF cable element was applied to the multibody dynamic system (MBS) via a contact formulation to analyze the dynamic behavior of the pantographcatenary system [1,2,5,9]. Several computational models that examine inclement weather and the effect of the aerodynamic force on the pantograph-catenary interaction were developed earlier [10][11][12][13][14][15]. The vibration conditions or irregular pro le of the pantograph-catenary system is part of the reason why operational problems supply the desired electric power supply [15][16][17].…”

Section: Introductionmentioning

confidence: 99%

Effects of Crosswind on the Pantograph–Catenary Wear Using Nonlinear Multibody System Dynamic Algorithms

Daocharoenporn

Mongkolwongrojn

2023

Preprint

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In this study, a multibody system (MBS) computational framework is developed to determine the exact location of the contact point and wear prediction resulting from the pantograph–catenary interaction. The railroad vehicle models in the MBS computational framework comprise rigid-body railroad vehicles, rigid-body pantograph systems, and flexible catenary systems. To avoid the incremental rotation and cosimulation processes, the nonlinear finite element absolute nodal coordinate formulation is used to model a flexible catenary system in the MBS computational framework and to integrate the rigid-body railroad vehicle and the pantograph and flexible catenary systems into the MBS algorithms. The pantograph–catenary interaction is modeled using an elastic contact formulation developed to include the effect of pantograph–catenary separation and sliding contact. The proposed MBS approach evaluates the location of the contact point, contact force, and normal wear rate (NWR) from the mechanical and electrical contributions. In particular, this investigation considers the vibration caused by a crosswind scenario, the numerical result in the case of a steady crosswind scenario, which contains the advantage of the pantograph–catenary aerodynamic design, and the vibration of the catenary system remains significantly after the excitation of steady crosswind. In the case of steady crosswind, the higher value of the steady crosswind effect significantly increases the mean contact force and NWR from the mechanical contribution. After crosswind load disturbances, the mean contact force decreases but the standard deviation of the contact force increases. Therefore, the NWR from the electrical contribution increases significantly. However, the total NWR increases with the crosswind velocity.

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A study on the mechanism of vehicle body vibration affecting the dynamic interaction in the pantograph–catenary system

Cited by 40 publications

References 26 publications

Validation and Analysis on Numerical Response of Super‐High‐Speed Railway Pantograph‐Catenary Interaction Based on Experimental Test

Validation and Analysis on Numerical Response of Super‐High‐Speed Railway Pantograph‐Catenary Interaction Based on Experimental Test

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

Effects of Crosswind on the Pantograph–Catenary Wear Using Nonlinear Multibody System Dynamic Algorithms

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