Development of Simple Catenary Equipment Using PHC Contact Wire for Shinkansen

Harada, Shinji; Shimizu, Mitsuaki; Ikeda, Kunio; Sato, Junichi; Koyano, Shouichi; Chikanari, Kenji

doi:10.2219/rtriqr.49.96

Cited by 6 publications

(2 citation statements)

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“…Positive pre-sag is initially determined to improve the performance of the current collection. However, Harada et al 17 determined that no pre-sag is preferred at speeds higher than 300 km/h. No pre-sag or negative pre-sag is not optimal for the performance of the investigated catenary for the considered train velocities.…”

Section: Tension Forces In Catenary Systemsmentioning

confidence: 99%

The use of dynamic response to evaluate and improve the optimization of existing soft railway catenary systems for higher speeds

Nåvik

Rönnquist

Stichel

2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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An increasing demand for reduced travel times requires the exploitation of the full capacity of existing overhead railway catenary systems. This need has become an issue in Norway, as the majority of existing catenary systems are designed for a maximum speed of 130 km/h. In many regions, plans to reconstruct the railway line do not exist. Therefore, existing catenary sections must be optimized to increase a train's velocity and reduce the total travel time. In this paper, the dynamic response is evaluated in an optimization investigation of an existing soft catenary system. A dynamic investigation that considers finite element models of existing soft railway catenary sections with original tension forces, current tension forces and suggested new tension forces for velocities at and above the design speed is conducted. The dynamic response is quantified by the interpretation of spectral densities and variations in their peak values. Due to more movement at mid-span than at the pole support, the effects from altering the tension forces and increasing the speed can be more accurately described and estimated by considering the dynamic content of the response at mid-span instead of the peak uplift at the pole support. A 23% increase in speed is possible for the system with the best tested new tension force setting, in which only the dynamic response and uplift at the pole support are considered.

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Section: Tension Forces In Catenary Systemsmentioning

confidence: 99%

The use of dynamic response to evaluate and improve the optimization of existing soft railway catenary systems for higher speeds

Nåvik

Rönnquist

Stichel

2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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show abstract

“…Chromium-zirconium precipitation-hardened copper alloy contact wire (hereinafter referred to as PHC contact wire) was developed as a contact wire for high-speed contact lines, because it possesses both the strength and electrical conductivity required for high-speed contact lines [1]. The PHC contact wire has been in use on Japan's Shinkansen since 2011.…”

Section: Introductionmentioning

confidence: 99%