Analytical model of the pantograph–catenary dynamic interaction and comparison with numerical simulations

Gil, Jaime Gómez; Gregori, S.; Tur, M.; Fuenmayor, F. J.

doi:10.1080/00423114.2020.1802493

Cited by 20 publications

(4 citation statements)

References 21 publications

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“…Moreover, it is also mandatory to consider a catenary model as realistic and efficient as possible to be solved in real-time. To fulfill these requirements, we use the analytic catenary model proposed in [ 8 ] and a periodic catenary finite element model [ 27 ]. The code of the catenary model runs on an (Intel ® Core™ i9-9900K CPU, 3.6 GHz, 64 GB RAM) PC that allows high-speed processing.…”

Section: Methodsmentioning

confidence: 99%

“…In view of the CPI significance, much research has been done in recent years. Advanced mathematical models [ 3 , 4 , 5 , 6 , 7 , 8 , 9 , 10 ] have realistically allowed the study of CPI. These models have been used for simulation and exploring several problems affecting CPI, such as wire irregularities, track deficiencies, catenary mounting errors, or aerodynamic loads caused by the wind or by the incoming flow due to train speed.…”

Section: Introductionmentioning

confidence: 99%

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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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Section: Methodsmentioning

confidence: 99%

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

Self Cite

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show abstract

“…An alternative approach is to simplify the catenary to a periodically spring-supported string model. For example, a three-span-long string model supported by four springs, in which the relative error of the first natural frequency is 28% [14], or an infinite string model with viscoelastic support, in which the relative error of the standard deviation of contact force (SDCF) at 350 km/h and below is up to 32% [15,16].…”

Section: Introductionmentioning

confidence: 99%

Pantograph–Catenary Interaction Prediction Model Based on SCSA-RBF Network

Wu,

Xu,

Zhang

et al. 2024

Applied Sciences

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As a traditional numerical simulation method for pantograph–catenary interaction research, the pantograph–catenary finite element model cannot be applied to the real-time monitoring of pantograph–catenary contact force, and the computational cost required for the multi-parameter joint optimization of the pantograph–catenary system with the finite element model is very high. In this paper, based on the selective crow search algorithm–radial basis function (SCSA-RBF) network, the time-domain signal of the panhead acceleration, which can be obtained in real-time through non-contact test technology, is taken as the boundary condition to directly solve the pantograph dynamic equation and a data-physics coupling model that can quickly predict the pantograph–catenary interaction is proposed. The prediction model is trained and verified using the dataset generated through the finite element model. Furthermore, the prediction model is applied to the multi-parameter joint optimization of six pantograph dynamic parameters and nine pantograph dynamic parameters, considering nonlinear panhead stiffness, and optimization suggestions under various speeds and filtering frequencies are given.

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“…Since the 1950s, many studies on the dynamics of pantograph, catenary, and pantograph-catenary interaction have been carried out. A series of theoretical models of pantograph-catenary system have been established gradually, of which the pantograph model and catenary model were continuously improved and expanded [1][2][3][4][5]. Lee et al [1] established a three-dimensional catenary model considering factors such as slackening of the dropper, pre-sag, and stagger, and the reliability of the model was veri ed.…”

Section: Introductionmentioning

confidence: 99%

LQR Active Control of Fractional-Order Pantograph-Catenary System Based on Feedback Linearization

Wang

Wen

Shen

2022

Mathematical Problems in Engineering

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Fractional-order calculus has exclusive advantages in modeling the viscoelastic components with obvious fractional-order characteristics such as air springs and metal rubbers in the pantograph structure. In this paper, the air spring is tested, and fractional-order calculus is applied to the modeling of pantograph-catenary system of the high-speed train. The parameter identification method of fractional-order derivative is analytically derived. The traditional lumped mass model is improved and a coupling two-degree-of-freedom model of the fractional-order pantograph-catenary system is established. The fractional-order derivative term in the pantograph-catenary model is approximately calculated by the Oustaloup filter algorithm. Taking the time-varying nature into consideration, the catenary is treated as an extended variable to obtain an augmented model. On this basis, the system is linearized based on differential geometry theory, and an LQR controller is designed to control the pantograph-catenary system. The feedback linearized LQR control and PID control are used to control the same type of traditional pantograph, and the results are compared. Meanwhile, the control effects of feedback linearized LQR control under different pantograph parameters and at different train speeds are analyzed. The results show that the feedback linearized LQR control can present a much better control performance than PID control, and the pantograph-catenary contact force and pantograph head vibration amplitude are both reduced obviously. Even at different train speeds or under different pantograph parameters, it can also effectively reduce these control indexes and provide more robust control performance. These results help to put forward new control ideas and theoretical basis for the vibration control of the pantograph-catenary or similar dynamical system.

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Analytical model of the pantograph–catenary dynamic interaction and comparison with numerical simulations

Abstract: Catenaries are large cable structures which transmit electric current to trains through sliding contact with a pantograph. The Finite Element Method (FEM)

Cited by 20 publications

References 21 publications

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

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

Pantograph–Catenary Interaction Prediction Model Based on SCSA-RBF Network

LQR Active Control of Fractional-Order Pantograph-Catenary System Based on Feedback Linearization

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