Effect of Overhead Contact Line Pre-Sag on the Interaction Performance with a Pantograph in Electrified Railways

Mei, Guiming; Song, Ye‐Qiong

doi:10.3390/en15196875

Cited by 4 publications

(3 citation statements)

References 64 publications

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“…The OCS's geometric structure is shown in Figure 3 [26, 27]. OCS a and OCS b are powered by different traction substations or different buses of the same traction substation.…”

Section: Auto‐passing Neutral Section Systemmentioning

confidence: 99%

“…Position sensors PS1 and PS3 are located outside the NS, and PS2 is within the NS and near NS's centre.As illustrated in Figure2, each thyristor-based switch contains some series connected thyristors, connected in parallel to an RC circuit. Thyristor-based switches have a sufficient withstand voltage and can be directly connected to an OCS without any step-down transformer.The OCS's geometric structure is shown in Figure 3[26,27]. OCS a and OCS b are powered by different traction substations…”

mentioning

confidence: 99%

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Electromagnetic transient suppression for thyristor switch‐based auto‐passing neutral section system

Liran,

Mingli,

Qiujiang

et al. 2023

IET Power Electronics

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The auto‐passing neutral section (ANS), applied in the traction substation or section post (SP), is one of the effective methods to improve the continuity of power supply, and the electromagnetic transient is the key issue impacting its application value. An equivalent switching circuit is established to reveal the causes of the electromagnetic transient. The suppression methods for reducing transient overvoltage and inrush current are proposed, adopting an improved RLC filter to suppress the transient overvoltage with low active power loss, and a switching strategy to minimize magnetic flux variation. The correctness of the proposed methods has been confirmed by simulation and experimental results, which can improve the transient performance and increase the practicality of the ANS.

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“…The OCS's geometric structure is shown in Figure 3 [26, 27]. OCS a and OCS b are powered by different traction substations or different buses of the same traction substation.…”

Section: Auto‐passing Neutral Section Systemmentioning

confidence: 99%

mentioning

confidence: 99%

Electromagnetic transient suppression for thyristor switch‐based auto‐passing neutral section system

Liran,

Mingli,

Qiujiang

et al. 2023

IET Power Electronics

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“…It is worth underlining that the tests documented in the literature were carried out mostly at low-medium contact force values, in the order of some tens of N up to a hundred. With increasing speed the contact force increases and for high-speed trains values in the order of few hundreds N are common, as documented in [95], where the effect of pre-sag of the catenary and in general the dynamic behaviour of the contact force during a train run are shown. A significant oscillation of the contact force takes place, touching a minimum in the order of 50 N to 80 N every 50 m of simulated catenary (50 m corresponds to the separation of catenary masts).…”

mentioning

confidence: 92%

The Electrical Behaviour of Railway Pantograph Arcs

Mariscotti

2023

Energies

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Electric arcing is an unavoidable consequence of the current collection process by sliding contact in railways and metros, and in general in many electrified transportation systems (ETSs). The most relevant consequences in an electrical perspective are: the occurrence of transients triggering resonant behaviour and transient responses, reduction of the energy efficiency of the system, conducted and radiated disturbance, in particular for the new radio systems widely employed for signalling and communication. The involved parameters are many (type of materials, current intensity, DC and AC supply, relative speed, temperature), as well as the studied characteristics (arc instability and lifetime, dynamic behaviour, electrical system response, radiation efficiency and coupling to external radio systems). This work reports the state of the art in arc modelling, arcing experimental characterisation, interaction with the supply system, radiated emissions and disturbance to radio systems, providing a complete description of phenomena and of reference data, critically discussing similarity and differences between sources. Proposed arc models are many with different assumptions and simplifications for various applications, so that a critical review and discussion are a necessity, considering the many different approaches and not-so-obvious applicability. The comparison with experimental results highlights unavoidable discrepancies, also because of intrinsic arc variability and for the many involved parameters and operating conditions. The impact of the arc as embedded in the railway system is then considered, speaking of conducted and radiated phenomena, including interference to radio communication systems and arc detection. The most prominent effect for conducted emissions is the excitation of system resonances, including the LC filters onboard rolling stock and substations in DC railways, with consequences for disturbance and energy efficiency, and this is discussed in detail. Conversely, for high frequency emissions, the attenuation along the line circuit is significant and the effective distance of propagation is limited; nevertheless radiated electromagnetic field emissions are a relevant source of disturbance for radio systems within the ETS premises and outside (e.g., at airports). The published approaches to quantify performance reduction are discussed with emphasis on experimental methods.

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Numerical analysis of pantograph–catenary coupling vibration for high-speed railways

Pan,

Peng,

Chen

et al. 2024

AIP Advances

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There is a pronounced coupling vibration between the catenary and pantograph during operation for high-speed railways. In this paper, a pantograph–catenary coupling vibration model is constructed to investigate the vibration characteristics under various working conditions. Two different types of catenaries (simple and elastic chain types) are simulated and compared using the finite element method. The pantograph is simplified into a mass–spring–damping combination member, the contact and messenger wires are set to linear beam cells, and the dropper and stitch wire are set to truss cells. The results suggest that the vibration characteristics of the two types of catenaries and pantograph exhibit different trends. The maximum stresses of the messenger wire, dropper, and contact wire do not follow a monotonically increasing trend with the train speed. The maximum stress of the messenger wire under the simple chain type of catenary is higher when the initial contact force increases from 80 to 120 N. However, the maximum stress under the elastic chain type of catenary is higher when the initial contact force is 60 or 140 N. Except for the initial contact force of 140 N, the maximum stresses of the dropper and contact wire under the simple chain type of catenary are lower than those under the elastic chain type. This work provides a valuable reference for optimizing the design of pantograph–catenary systems.

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Effect of Overhead Contact Line Pre-Sag on the Interaction Performance with a Pantograph in Electrified Railways

Cited by 4 publications

References 64 publications

Electromagnetic transient suppression for thyristor switch‐based auto‐passing neutral section system

Electromagnetic transient suppression for thyristor switch‐based auto‐passing neutral section system

The Electrical Behaviour of Railway Pantograph Arcs

Numerical analysis of pantograph–catenary coupling vibration for high-speed railways

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