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An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction Cover

An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction

Studia Geotechnica et Mechanica
Volume 42 (2020): Issue 2 (June 2020)
By: Danuta Bryja and  Adam Hyliński  
Open Access
|Jun 2020

Figures & Tables

Figure 1

Scheme of catenary–train–track system with distinctive particular elements.
Scheme of catenary–train–track system with distinctive particular elements.

Figure 2

Dynamic model of the catenary-pantographs subsystem.
Dynamic model of the catenary-pantographs subsystem.

Figure 3

Schematic diagram of the track test section.
Schematic diagram of the track test section.

Figure 4

Dynamic model of the train-track subsystem with marking vehicle degrees of freedom.
Dynamic model of the train-track subsystem with marking vehicle degrees of freedom.

Figure 5

Displacements, velocities and accelerations of the pantograph base, during a passage through the track stiffness discontinuity, depending on the vehicle suspension: blue color line indicates vehicle with two-stage suspension and red color line indicates vehicle without secondary suspension.
Displacements, velocities and accelerations of the pantograph base, during a passage through the track stiffness discontinuity, depending on the vehicle suspension: blue color line indicates vehicle with two-stage suspension and red color line indicates vehicle without secondary suspension.

Figure 6

Displacements, velocities and accelerations of the pantograph base, during a passage through the track stiffness discontinuity, depending on the suspension parameters of the vehicle: blue color line indicates vehicle with two-stage suspension and red color line indicates vehicle without secondary suspension.
Displacements, velocities and accelerations of the pantograph base, during a passage through the track stiffness discontinuity, depending on the suspension parameters of the vehicle: blue color line indicates vehicle with two-stage suspension and red color line indicates vehicle without secondary suspension.

Figure 7

Contact wire uplift at the right steady arm of the middle catenary span and the pantograph contact force, computed under the following conditions: yellow color line indicates a case when vehicle vibrations are not taken into account, blue color line indicates vehicle with two-stage suspension, and red color line indicates vehicle without secondary suspension.
Contact wire uplift at the right steady arm of the middle catenary span and the pantograph contact force, computed under the following conditions: yellow color line indicates a case when vehicle vibrations are not taken into account, blue color line indicates vehicle with two-stage suspension, and red color line indicates vehicle without secondary suspension.

Figure 8

Contact wire uplift at the right steady arm of the middle catenary span and the pantograph contact force, computed under the following conditions: yellow color line indicates a case when vehicle vibrations are not taken into account, blue color line indicates vehicle with two-stage suspension, and red color line indicates vehicle without secondary suspension.
Contact wire uplift at the right steady arm of the middle catenary span and the pantograph contact force, computed under the following conditions: yellow color line indicates a case when vehicle vibrations are not taken into account, blue color line indicates vehicle with two-stage suspension, and red color line indicates vehicle without secondary suspension.

Catenary and pantograph parameters_

Messenger wire specific mass1.07 kg/mMass of the pantograph collector head7.2 kg
Messenger wire tension16 kNMass of the pantograph articulated frame15.0 kg
Messenger wire axial stiffness12 MNPantograph static force120 N
Contact wire specific mass1.35 kg/mStiffness of the upper spring of the pantograph4200 N/m
Contact wire tension20 kNStiffness of the lower spring of the pantograph50 N/m
Dropper tensile stiffness100 kN/mParameter of the upper damper of the pantograph10 Ns/m
Single span length60 mParameter of the lower damper of the pantograph90 Ns/m
Number of droppers within span9Stiffness of the contact spring50 kN/m
Material damping coefficient of the messenger wire0.5%Material damping coefficient of the contact wire0.5%

Vehicle parameters (from Bryja et al_ [23])_

Mass of fully loaded vehicle body3.60×104 kgStiffness of primary suspension (single spring)2.540×106 N/m
Central rotational moment of the vehicle body mass1.894×106 kgm2Damping of primary suspension (single damper)1.963×104 Ns/m
Mass of the bogie4.95×103 kgStiffness of secondary suspension (single spring)8.870×105 N/m
Central rotational moment of the bogie mass6.150×103 kgm2Damping of secondary suspension (single damper)4.335×104 Ns/m
Mass of the wheelset2.40×103 kgArrangement of a train
DOI: https://doi.org/10.2478/sgem-2019-0035 | Journal eISSN: 2083-831X | Journal ISSN: 0137-6365
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Language: English
Page range: 111 - 124
Submitted on: Aug 20, 2019
|
Accepted on: Nov 3, 2019
|
Published on: Jun 30, 2020
Published by: Wroclaw University of Science and Technology
In partnership with: Paradigm Publishing Services
Publication frequency: 4 issues per year
Keywords:
catenary–train–track system,
track stiffness discontinuity,
railway vehicle suspension,
vibration simulations,
catenary–pantograph dynamic interaction
Related subjects:
Geosciences,
Geosciences, other,
Materials sciences,
Composites,
Porous materials,
Physics,
Mechanics and fluid dynamics

© 2020 Danuta Bryja, Adam Hyliński, published by Wroclaw University of Science and Technology
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 License.

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