Electric requirements and design

Kießling, Friedrich; Nefzger, Peter; Nolasco, João Felix; Kaintzyk, Ulf

doi:10.1007/978-3-642-97879-1_2

Cited by 1 publication

(2 citation statements)

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“…For reliable operation of high-speed railways, large volumes of simulations and measurements on the dynamic interaction between pantograph and catenary are performed during the development and approval process [1]. An example is the Green Train project study for a new high-speed train in Sweden from 2005 to 2011.…”

Section: Introductionmentioning

confidence: 99%

“…In the dynamic pantograph-catenary interaction, the critical speed is an important design metric that is defined at 70 % of the wave propagation speed. Exceeding this speed in operation leads to excessive dynamic amplification factors in the interaction and should therefore be avoided [1]. For the mentioned measurement run, the train reached a speed of up to 84 % of the wave propagation speed.…”

Section: Introductionmentioning

confidence: 99%

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Modelling of pantograph-catenary interaction around critical speed

Schick¹,

Liu²,

Stichel³

Civil-Comp Conferences

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The dynamic interaction of pantograph and catenary in electrified railway systems has considerable research attention, both in terms of simulation and of measurements. The simulation benchmark of 2015 proved a good base of agreement between established models, but also showed that deviations between the different models increase when the simulated system approaches critical speeds. From these deviations it can be concluded that some of the models in the benchmark better depict the system behaviour around critical speed than others. Therefore, this paper analyses and compares measurement data from the Green Train project in Sweden, which includes speed at and over critical level, to simulations performed with one of the participating models, the finite element (FE) based CaPaSIM model. Based on this comparison, modelling alternatives are implemented and tested in CaPaSIM, to examine if they improve the accuracy of the model in the speed range around critical speeds. These alternative modelling approaches are to a large extent based on previous studies in the field, such as other models that participated in the benchmark. The varied aspects include choice of element type for single components of the catenary and element mesh resolution. On the pantograph side, the effect of separately modelling independent flexible collector strips is studied. The modelling choices that prove to be most promising during the initial variation tests are presented and recommendations are given for further investigations of possible improvements.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%