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

Danuta Bryja
Danuta Bryja
 and 
Adam Hyliński
Adam Hyliński
   | Jun 30, 2020
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Article Category: Research Article
Published Online: Jun 30, 2020
Page range: 111 - 124
Received: Aug 20, 2019
Accepted: Nov 03, 2019
DOI: https://doi.org/10.2478/sgem-2019-0035
Keywords
© 2020 Danuta Bryja et al., published by Sciendo
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 License.

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
eISSN:
2083-831X
Language:
English
Publication timeframe:
4 times per year
Journal Subjects:
Geosciences, other, Materials Sciences, Composites, Porous Materials, Physics, Mechanics and Fluid Dynamics
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