An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction
| Autor: | Danuta Bryja, Adam Hyliński (Popiołek) |
|---|---|
| Rok vydání: | 2020 |
| Předmět: |
Computer science
02 engineering and technology 01 natural sciences Discontinuity (geotechnical engineering) 0203 mechanical engineering 0103 physical sciences Catenary medicine TA703-712 Computers in Earth Sciences 010301 acoustics Civil and Structural Engineering business.industry Stiffness Engineering geology. Rock mechanics. Soil mechanics. Underground construction Structural engineering Geotechnical Engineering and Engineering Geology track stiffness discontinuity vibration simulations Vibration railway vehicle suspension 020303 mechanical engineering & transports catenary–train–track system Mechanics of Materials catenary–pantograph dynamic interaction Pantograph medicine.symptom business |
| Zdroj: | Studia Geotechnica et Mechanica, Vol 42, Iss 2, Pp 111-124 (2020) |
| ISSN: | 2083-831X |
| DOI: | 10.2478/sgem-2019-0035 |
| Popis: | In this article, the computational methodology of the catenary–train–track system vibration analysis is presented and used to estimate the influence of vehicle body vibrations on the pantograph–catenary dynamic interaction. This issue is rarely referred in the literature, although any perturbations appearing at the pantograph–catenary interface are of great importance for high-speed railways. Vehicle body vibrations considered in this article are induced by the passage of train through the track stiffness discontinuity, being a frequent cause of significant dynamic effects. First, the most important assumptions of the computational model are presented, including the general idea of decomposing catenary–train–track dynamic system into two main subsystems and the concept of one-way coupling between them. Then, the pantograph base vibrations calculated for two train speeds (60 m/s, 100 m/s) and two cases of track discontinuity (a sudden increase and a sudden decrease in the stiffness of track substrate) are analyzed. Two cases of the railway vehicle suspension are considered – a typical two-stage suspension and a primary suspension alone. To evaluate catenary–pantograph dynamic interaction, the dynamic uplift of the contact wire at steady arm and the pantograph contact force is computed. It is demonstrated that an efficiency of the two-stage suspension grows with the train speed; hence, such vehicle suspension effectively suppresses strong sudden shocks of vehicle body, appearing while the train passes through the track stiffness discontinuity at a high speed. In a hypothetical case when the one-stage vehicle suspension is used, the pantograph base vibrations may increase the number of contact loss events at the catenary–pantograph interface. |
| Databáze: | OpenAIRE |
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