| Since the operation of first high-speed rail Qinhuangdao-Shenyang Passenger Rail Lines in2003, the construction of China high-speed rail network has been advanced greatly. With more than ten years of building new high-speed line and improving the old rail lines, China has set up the biggest and fastest high-speed rail network all over the world. However, a number of test data and research findings of pantograph and catenary have not been applied to direct or to assist the high-speed rail construction.To serve the catenary design of China high-speed rail, this paper has done research in precise modeling of flexible overhead contact line and its dropper length calculation, dynamic simulating of pantograph/catenary, structural parameter optimizing of SiFCAT350catenary, and software programming of parametric pantograph/catenary simulation. The research findings are as follows:A) It set up a computing model for overhead contact system (OCS) based on an entire contact line section. The finite element method was proposed to set up the form-finding model for the entire section and modification methods were discussed under different rail conditions such as horizontal curve and transition curve. The dropper lengths of several sections for Zhengzhou-Xi’an Passenger Rail Lines were computed. Compared with the computed results of the SIEMENS’s Candrop, the provided model’s precision at the above rail conditions was as accurate as Candrop’s results and satisfied the construction requirement of high-speed rail dropper. A finite element model of an entire contact line section was further established by coupling the overlapping joints’horizontal translations of contact wires/dropper/catenary wire. This model was applied to a simulation study on the static stiffness of the flexible OCS.B) A computing model of dynamic simulation was proposed and tested for high-speed rail pantograph/catenary coupling. Based on the finite element method, a2-D model of an entire contact line section for OCS and a model of non-linear three-mass pantograph were established. Then a model of pantograph/catenary coupling was set up by using overlap unit to connect pantograph and OCS so that the pantograph/catenary simulation was built by computing the dynamic finite element model. The simulation was tested under the procedures of EN50318. The computing results of this model were proven effective after comparison.C) Based on the established pantograph/catenary computing model, the dynamic features of OCS were simulated in multiple working conditions. The structural parameters of the OCA SiFCAT350at the speed of350km/h were examined to reveal the pantograph/catenary dynamics. The computing results showed that the following conditions can decrease the standard deviations of pantograph contact pressure and improve current collection quality:a) to increase the contact wire tensile force; b) to adopt a shorter span length (50meters); c) to adopt a narrower pantograph spacing (190meters); d) to use5-stride overlap. It also simulated the pantograph/catenary dynamic properties of higher tension OCS at the speed of over350km/h.D) A parametric software program was written for high-speed rail pantograph/catenary simulation. The software can be run to automatically model the parameters for simple-catenary OCS and stitched-catenary flexible OCS, compute the dropper length of OCS, analyze the static stiffness of OCS, and compute the simulated pantograph/catenary dynamics. It provides a reliable, efficient and handy tool for the research and design of high-speed rail pantograph/OCS.E) It simulated and computed the unsteady state condition and transient conduction of pantograph under the current-collecting condition. Information such as temperature field distribution and heat flux distribution was obtained, providing reference for the design of pantograph and OCS. |
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