Review of pantograph and catenary interaction

Zhang, Weihua; Zou, Dong; Tan, Mengying; Zhou, Ning; Li, Ruiping; Mei, Guiming

doi:10.1007/s11465-018-0494-x

Cited by 42 publications

(19 citation statements)

References 47 publications

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“…These two wires are longitudinally supported by a cantilever array describing a zig-zag distribution along the electric system (overhead catenary). Both the OCW and messenger wire are distanced by dropper cables responsible to minimize falls and maintain the vertical elasticity [1][2][3], (Fig. 1).…”

Section: Introductionmentioning

confidence: 99%

“…Although both the contact and the energy collection capabilities might be enhanced, it is also true that both systems suffer rapid wear. Several studies have been carried out to understand and measure the wear mechanism [1][2][3][4], and to develop new chemical compositions of OCW, shifting from pure copper to copper-based carbon composites [5][6][7]. In order to ensure railway service quality and safety, OCW wear measurements are required.…”

Section: Introductionmentioning

confidence: 99%

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Railway overhead contact wire monitoring system by means of FBG sensors

Ciro

Lupi

Felli

et al. 2021

Frattura Ed Integrità Strutturale

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Safety of infrastructures represents one of the most significant concerns for governments and service providers to preserve people's well-being. One of the main ways to keep in safe facilities (buildings, bridges, railways, etc.) involves the use of monitoring sensor systems in charge of measuring critical operating conditions. Those measurements together with periodical maintenance, contribute to minimize potential risks that the infrastructure faces. The paper aims at designing, developing, and testing a monitoring system for mechanical stresses acting on the overhead contact wire (OCW) to ensure the operational safety of the railway network. In this regard, the paper proposes two Fiber Bragg Grating (FBG) sensors-based solutions, relying on the ability of these sensors to allow real-time and continuous data acquisition. The first one consists in a polyimide-coated sensor bonded on an OCW clamp, the second one is a copper-coated sensor hanging between the two separated halves of an OCW clamp. Significant results have been obtained mechanically testing both solutions, trying to simulate the operative conditions.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Railway overhead contact wire monitoring system by means of FBG sensors

Ciro

Lupi

Felli

et al. 2021

Frattura Ed Integrità Strutturale

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“…e OCL is widely used in modern electrified railway systems and serves as the only source of power for electric trains [1]. As shown in Figure 1, the OCL is a tensioned cable structure constructed along the railway track, which transmits the electric current to the locomotive through the sliding contact with the pantograph installed on the carbody's roof.…”

Section: Introductionmentioning

confidence: 99%

A Comparative Study on the Wind Deflection of Railway Overhead Contact Line Based on Empirical Formula and Finite Element Approach

Chu

Song

Liu

2021

Shock and Vibration

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The assessment of wind deflection of the railway overhead contact line (OCL) is of great importance to ensure the safe and reliable operation of the electrified railway. This paper performs a comparative study of the railway OCL wind deflection based on the traditional empirical formula and finite element method (FEM). Considering the geometrical nonlinearity, a nonlinear finite element approach is adopted to model the OCL. The crosswind load is applied to the OCL through an iterative procedure. The comparative study indicates that the maximum wind deflection estimated by the empirical formula is generally the same as the FEM result when the turbulence intensity is 10%. However, with more than 10% of the turbulence intensity, the empirical formula may give a risky result. Then, some coefficients are introduced to modify the empirical formula according to the FEM results. The numerical examples are presented with different OCL tension classes to verify the validation of the modified empirical formula.

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“…Due to the complexity of the modern high-speed railway system, many independent relationships exist among the vehicle [1], the infrastructure [2], the overhead system [3] and the environmental disturbance [4], which interact, depend upon and restrict each other. A significant example is the pantograph-catenary system, responsible for transmitting electric power to the electric train [5]. As shown in Figure 1, the catenary is a tensioned cable structure constructed along the railroad.…”

Section: Introductionmentioning

confidence: 99%

Crosswind Effects on Interaction Performance of High-speed Railway Pantograph-catenary System: A Case Study in Chengdu-Chongqing Passenger Special Railway

Song¹,

Duan²,

Gao³

et al. 2021

Preprint

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As a common disturbance to the railway pantograph-catenary system, the crosswind may deteriorate the current collection quality and threat operational safety. The main topic of this paper is to study the effect of crosswind on the interaction performance of pantograph-catenary considering the aerodynamic forces acting on both the pantograph and catenary. The pantograph-catenary system of the Chengdu-Chongqing passenger special railway is adopted as the analysis object. The absolute nodal coordinate formulation (ANCF) is employed to build the catenary model, of which the numerical accuracy is validated via the comparison with the field measurement data collected from an inspection vehicle operating at 378 km/h. A special spatial grid is defined for the pantograph-catenary system to generate the stochastic wind field based on the empirical spectrum. According to the quasi-steady theory, the wind load acting on the catenary is derived. Computational fluid dynamics (CFD) is employed to calculate the lift and drag forces acting on each component of the pantograph, which are used to derive the equivalent aerodynamic force that can be applied in the lumped-mass model. The simulation results indicate that the pantograph-catenary system of Chengdu-Chongqing passenger special railway has an acceptable performance with a crosswind speed of 20 m/s. But when the crosswind increases up to 30 m/s, some contact force statistics exceed the safety threshold with a turbulence intensity of more than 17%. Through the analysis of the operational safety, it is found that the contact wire always works within the safety range of the pantograph head with a crosswind speed of 30 m/s. But some safety issues can be seen from the maximum uplift of the pantograph head with a turbulence intensity of more than 21%.

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Review of pantograph and catenary interaction

Cited by 42 publications

References 47 publications

Railway overhead contact wire monitoring system by means of FBG sensors

Railway overhead contact wire monitoring system by means of FBG sensors

A Comparative Study on the Wind Deflection of Railway Overhead Contact Line Based on Empirical Formula and Finite Element Approach

Crosswind Effects on Interaction Performance of High-speed Railway Pantograph-catenary System: A Case Study in Chengdu-Chongqing Passenger Special Railway

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