Influence of Urban Rail Transit Carbody Vertical Vibration on Pantograph-catenary Current Collection Performance
Journal Title: Urban Mass Transit - Year 2024, Vol 27, Issue 4
Abstract
Objective Most existing studies on catenary system dynamics simulation are based on the assumption that the pantograph base has only longitudinal degrees of freedom, neglecting the influence of carbody vertical vibration induced by wheel-rail excitation on PC (pantograph-catenary) current collection performance. It is necessary to study the vehicle-pantograph-catenary system (hereinafter referred to as VPC) as a whole. Method Models of PC coupling dynamics and VPC multi-body dynamics are established for both rigid and flexible catenary types. Dynamic PC current collection tests are conducted on a case track, and the feasibility of the calculated results of rigid catenary VPC multi-body dynamics model is verified. Based on train speeds of 80 km/h, 90 km/h, 100 km/h, 110 km/h, and 120 km/h, two speed conditions are selected for the analysis of the vertical dynamic responses at the base of rigid catenary pantograph insulator. Comparative analysis of various dynamic response parameters of the pantograph models and VPC models for both catenary types are conducted under the above five speed conditions. Result & Conclusion The simulation calculation results of the established VPC multi-body dynamics model are reasonable. Carbody vibration has a certain influence on the pantograph current collection performance. Under flexible catenary, carbody vertical vibration has little impact on PC current collection performance, thus may be disregarded. Under rigid catenary, compared to the pantograph model without considering carbody vertical vibration, the PC statistically minimum contact pressure and the pantograph-head maximum lifting displacement calculated by the VPC model considering carbody vertical vibration increase with the increase of train operating speed. The maximum change rate of the PC statistically minimum contact pressure is 24.7%, and the maximum change rate of pantograph-head maximum lifting displacement is 4.2%.
Authors and Affiliations
Xiao DONG, Ning ZHOU, Xin ZHANG, Haifei WEI
Keywords
Related Articles
- EP ID EP734151
- DOI 10.16037/j.1007-869x.2024.04.005
- Views 56
- Downloads 0
Digital Twin Simulation System of Rail Transit Vehicle Based on Virtual Reality
[Objective] In order to improve the visualization and interactivity of the vehicle simulation system in rail transit, a digital twin simulation platform of rail transit vehicle is built based on VR (virtual reality) tech...
Study on Integration Mode of Station-level Weak Current System in Urban Rail Transit
Objective Restricted by operation and maintenance management modes, the traditional station-level weak current systems generally adopt a separate computer room mode, causing a certain waste of civil construction scale. T...
Full-Width Evacuation Door System for Urban Rail Transit Trains and Evacuation Simulation
[Objective] Due to the large passenger number in urban rail transit trains, in case of emergencies, it is necessary to evacuate passengers to a safe area within the shortest time using the optimal evacuation method. In t...
Preferable Stability Speed of Metro Vehicles Passing Steel Spring Floating Slab Tracks with Worn Wheels
[Objective] To enhance metro passenger riding experience, the speed range at which the carbody exhibits optimal stability while passing through tracks laid with floating slabs is explored. [Method] Using simulation softw...
Review of Urban Rail Transit Ticket Clearing Methods
［Objective］ With the rapid development of urban rail transit, many cities have formed rail transit line networks with multiple operating entities, and have integrated around public transportation payment methods such a...