Effect of metallised carbon content of collector strip on the wear of contact wire–collector strip pair in railway systems

Abstract

Among the topics related to the interaction between the contact wire of the overhead line and the collector strip, the wear that takes place at the contact interface, depending on both electrical and mechanical quantities, represents an important aspect of maintenance costs, affecting the mean lifetime of collectors, in terms of travelled kilometers (in terms of tenth of thousands), and contact line duration, in terms of years (between 15 and 40). Due to its importance in the global maintenance of both rolling stock and infrastructure, this topic deserved the attention of several regulations in the last decade.In order to investigate the effects of electro-mechanical wear on both contact wire and contact strip, a new test equipment has been designed and installed at Politecnico di Milano. A series of tests have been performed, involving different kinds of collector strip materials and contact conditions, tested at varying speeds and current intensities. This investigation concerned different collector strip configurations intended for 3 kV D.C. lines. The combination of different contents of copper and metallised carbon in the collector has been found to influence the wear rate of both collector strip and contact wire. Differences in wear up to four times for the former and up to six times for the latter have been found depending on the composition of the collector.

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“…Dynamics and wear aspects of the contact interactions between conductor wire and collector strip in railway systems is experimentally investigated at the Politecnico of Milano with the test rig purposely designed and built (Fig. 21) [171][172][173][174][175]. This contact is of crucial importance for the performance of the catenary-pantograph system because it often represents one of the factors limiting the maximum speed of a train.…”

“…This contact is of crucial importance for the performance of the catenary-pantograph system because it often represents one of the factors limiting the maximum speed of a train. Wear aspects in particular are investigated in references [171], [172], and [175], while the dynamic behaviour is mainly addressed in references [173] and [174], also by means of numerical simulation.…”