Experimental and simulation study of wave motion upon railway overhead wire systems

Zou, Dong; Zhou, Ning; Li, Ping; Mei, Guiming; Zhang, Wei Hua

doi:10.1177/0954409716648718

Cited by 19 publications

(8 citation statements)

References 18 publications

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“…When the frequency of interest moves up, the numerical algorithm validated for low-frequency may not be still valid for simulating high-frequency response. It has been indicated in [29] that the catenary modelled by cable element cannot describe the wave dispersion happening at over 50 Hz. Therefore, the beam element is widely adopted to include the effect of bending stiffness.…”

Section: B Literature Reviewmentioning

confidence: 99%

Assessment of the High-Frequency Response in Railway Pantograph-Catenary Interaction Based on Numerical Simulation

Song

Rönnquist

Nåvik

2020

IEEE Trans. Veh. Technol.

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The numerical model is a well-acknowledged tool to evaluate railway pantograph-catenary interaction performance. The current standard restricts most current simulation tools by a cutoff frequency of 20 Hz. This low-frequency range of interest cannot fully describe the current collection quality of pantographcatenary. This paper includes simulation with cutoff frequencies up to 200 Hz to investigate the high-frequency behaviour of pantograph-catenary interaction. The reference model of pantograph-catenary in the benchmark is taken as the analysis object. Firstly, the effect of key simulation parameters of the resulting contact force is investigated. A small element length in the finite element model is proposed to prevent the frequency range of interest being contaminated by the numerical error. The contact stiffness has an opposite effect on the contact force in low and high-frequency ranges. Then the source and the amplification factor of high-frequency components of contact force are investigated. The results show that the half and quarter of the dropper/steady arm interval length presents the primary source of high-frequency components of the contact force. The corresponding wavelength can also be found in the high-order modes of the catenary. Finally, a variable time step procedure is also proposed to capture the contact loss occurring at high frequencies accurately. The comparison of the results between the variable and constant time steps indicates that the traditional constant time step may result in errors when calculating the contact loss duration.

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Section: B Literature Reviewmentioning

confidence: 99%

Assessment of the High-Frequency Response in Railway Pantograph-Catenary Interaction Based on Numerical Simulation

Song

Rönnquist

Nåvik

2020

IEEE Trans. Veh. Technol.

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“…In general, the irregularity of the contact wire and faults of the catenary system come from many different factors, such as expansion joint defects, overlap defects, and steady arm defects. ese catenary defects may induce hard impacts on the dynamic interaction, which result in not only mechanical damage to the pantograph and local abnormal wear of the contact wire, but also the failure of the pantograph-catenary system and a reduction in its service life [23][24][25][26]. us, it is necessary to facilitate an effective monitoring scheme and an accurate diagnostic method to locate the defects and diagnose breakdowns for the safe operation of the train.…”

Section: Fault Description Of Catenary Systemmentioning

confidence: 99%

Investigation on Monitoring System for Pantograph and Catenary Based on Condition‐Based Recognition of Pantograph

Zhou

Yang

Liu

et al. 2019

Shock and Vibration

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In recent years, the length of electrified railway systems has increased along with the number of railway vehicles in China. For the pantograph-catenary system, as one of the key components of the vehicle system, an urgent problem includes diagnosing faults and proposing a safety monitoring system to assure safe operation, improve the level of detection, and decrease the cost of maintenance and repairs. For the monitoring system based on the pantograph, the design process, whole architecture, function module, fault diagnosis method, and monitoring scheme have been investigated. Two specified faults were introduced to describe how to develop such a monitoring scheme based on the pantograph condition-based recognition.

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“…Various types of mathematical models have been proposed based on the mode superposition method [1], explicit formulas [2,3], finite element method [4], absolute nodal coordinate formulation [5] as well as finite difference method [6]. To understand the effect of geometrical and material properties on interaction performance, the sensitivity analysis was performed by Zhang et al [7]. The optimisation strategy for better current collection quality was proposed [8].…”

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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Experimental and simulation study of wave motion upon railway overhead wire systems

Cited by 19 publications

References 18 publications

Assessment of the High-Frequency Response in Railway Pantograph-Catenary Interaction Based on Numerical Simulation

Assessment of the High-Frequency Response in Railway Pantograph-Catenary Interaction Based on Numerical Simulation

Investigation on Monitoring System for Pantograph and Catenary Based on Condition‐Based Recognition of Pantograph

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

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