Static form-finding of normal and defective catenaries based on the analytical exact solution of the tensile Euler–Bernoulli beam

Vesali, Farzad; Rezvani, Mohammad Ali; Molatefi, Habibollah; Hecht, Markus

doi:10.1177/0954409718808990

Cited by 23 publications

(18 citation statements)

References 16 publications

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“…The realistic contact wire commonly exhibits a significant irregularity along the track length. However, besides local defects considered by Antunes et al [10] and Vesali et al [16], this variability has not been considered in the initialisation of the catenary.…”

Section: Literature Reviewmentioning

confidence: 99%

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A methodology to study high-speed pantograph-catenary interaction with realistic contact wire irregularities

Song

Antunes

Pombo

et al. 2020

Mechanism and Machine Theory

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In high-speed rail operations, the irregularity of the overhead system is a typical disturbance that affects the pantograph-catenary interaction performance. The existing methods, which treat the contact wire irregularities as hard spots, overestimate the negative effect of the irregularities on the contact force, leading to conservative results. In this work, a more accurate methodology aiming to include the effect of contact wire irregularities in the assessment of the pantographcatenary dynamic performance is proposed. Measured contact wire irregularity data, collected from the Chinese high-speed network, is added to the initial configuration of the catenary model, through a developed Target Configuration Under Dead-loads (TCUD) method. This approach is used here to investigate the effect of the contact wire irregularities on the contact forces. The results indicate that the catenary imperfections have a direct impact on the pantograph-catenary interaction, leading to an increment of the contact forces amplitude, an increase of their standard deviation and an expansion of the contact forces range. A frequency analysis of the results shows that the contact wire irregularity increases the Power Spectral Density (PSD) peaks of the contact force at specific frequencies relevant to the span length and to the dropper spacing.

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Section: Literature Reviewmentioning

confidence: 99%

“…If x l , y l , and z l are given, 16 ff can be obtained by solving Eq. (1-2) through the Newton-Raphson method.…”

Section: Cable and Truss Elementsmentioning

confidence: 99%

A methodology to study high-speed pantograph-catenary interaction with realistic contact wire irregularities

Song

Antunes

Pombo

et al. 2020

Mechanism and Machine Theory

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“…Recently, the modelling of degradation has been an emerging technique to utilise the numerical model to predict service performance [18]. Based on this idea, the defective droppers [19,20], irregularity [21], contact wire wear [22] and the tension variation [23] are correctly modelled and included in the assessment of pantographcatenary interaction. It is worthwhile to mention the works of Van et al [24] and Gregori et al [25].…”

Section: Introductionmentioning

confidence: 99%

Geometry deviation effects of railway catenaries on pantograph–catenary interaction: a case study in Norwegian Railway System

et al. 2021

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This paper presents a non-contact measurement of the realistic catenary geometry deviation in the Norwegian railway network through a laser rangefinder. The random geometry deviation is included in the catenary model to investigate its effect on the pantograph–catenary interaction. The dispersion of the longitudinal deviation is assumed to follow a Gaussian distribution. A power spectrum density represents the vertical deviation in the contact wire. Based on the Monte Carlo method, several geometry deviation samples are generated and included in the catenary model. A lumped mass pantograph with flexible collectors is employed to reproduce the high-frequency behaviours. The stochastic analysis results indicate that the catenary geometry deviation causes a significant dispersion of the pantograph–catenary interaction response. The contact force standard deviations measured by the inspection vehicle are within the scope of the simulation results. A critical cut-off frequency that covers 1/16 of the dropper interval is suggested to fully describe the effect of the catenary geometry deviation on the contact force. The statistical minimum contact force is recommended to be modified according to the tolerant contact loss rate at high frequency. An unpleasant interaction performance of the pantograph–catenary can be expected at the catenary top speed when the random catenary geometry deviation is included.

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“…The moving mesh methods [18, 19] were widely employed to improve simulation efficiency. The defects of catenary, including the tension loss [20], irregularities [21], variant height [22], defective droppers [23] and wear [24] were properly modelled, and their effects on the current collection quality were assessed.…”

Section: Introductionmentioning

confidence: 99%

Development of steady arm damper for electrified railway overhead contact line with double pantographs based on numerical and experimental analysis

Chu

Song

Duan

et al. 2021

IET Electrical Systems in Transportation

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To improve the carrying capacity, double pantographs are normally used to collect the electric current from the catenary. The mechanical wave excited by the leading pantograph affects the contact of the trailing pantograph and the contact wire, which usually deteriorates the current collection quality. To address this issue, a steady arm damper is developed in this work to reduce the wave intensity caused by the leading pantograph. The catenary is modelled by Absolute Nodal Coordinate Formulation. The numerical simulations indicate that the steady arm damper with certain values reduces the contact force variation of the trailing pantograph. But overlarge damping may behave as a hard spot and aggravates the interaction performance. The acceptable steady arm damping should be lower than 300 Ns/m. The optimal value of the steady arm damping coefficient varies with the train speed. The realistic damping ratio should be determined based on the operating speed of a railway line. Based on the simulation results, several realistic steady arm dampers are developed, which are placed between the cantilever and the end of the steady arm. An experimental test is conducted to investigate the effect of the steady arm damper on the reduction of vibration caused by the dropping sinker. The experimental results demonstrate that the steady arm damper can reduce the mechanical wave amplitude and eliminate its effect on the trailing pantograph.This is an open access article under the terms of the Creative Commons Attribution License, which permits use, distribution and reproduction in any medium, provided the original work is properly cited.

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Static form-finding of normal and defective catenaries based on the analytical exact solution of the tensile Euler–Bernoulli beam

Cited by 23 publications

References 16 publications

A methodology to study high-speed pantograph-catenary interaction with realistic contact wire irregularities

A methodology to study high-speed pantograph-catenary interaction with realistic contact wire irregularities

Geometry deviation effects of railway catenaries on pantograph–catenary interaction: a case study in Norwegian Railway System

Development of steady arm damper for electrified railway overhead contact line with double pantographs based on numerical and experimental analysis

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