|
|
|
| Research on the Vibration of the Catenary System of Rigid Dropper for High-speed Railway in Strong Wind Region |
| YU Gang |
| China Railway First Survey and Design Institute Group Co. Ltd, Xi'an, Shaanxi 710043, China |
|
|
|
|
Abstract Research purposes： When the pantograph passes through the rigid dropper at high speed, it will cause the separation between the rigid dropper and the insulating sleeve, generate dropper force, and cause the vibration of the catenary. After the wind load is superimposed, the vibration will intensify, affecting the pantograph catenary relationship, causing serious wear and even fracture of the dropper. To confirm the key points for the design, operation and maintenance of rigid dropper for high-speed railways in strong wind areas, and to determine the maximum wind speed that the contact network system of high-speed trains can adapt to when operating at full speed, a simulation model was established using finite element dynamics equations to simulate and calculate the digital characteristics and offline rate of dropper force on the Guangzhou-Shenzhen-Hong Kong Railway as the research object; Using the Davenport forward spectrum and Panofsky vertical spectrum to simulate fluctuating wind speed, study the coupling relationship between the overhead contact system and the pantograph under different speed and wind speed conditions, and seek the safe operation boundary and equipment weakness points of the rigid dropper overhead contact system in strong wind areas.Research conclusions： (1) Under the combined action of dropper force and wind load, the dropper closest to the positioning point is subjected to the greatest impact and vibration. Local reinforcement of the equipment should be considered in design, and special attention should also be paid during operation and maintenance. (2) The higher the wind speed, the more significant the trend of vibration increase. When the wind speed exceeds 20 m/s, the deterioration rate of the pantograph catenary relationship significantly accelerates. (3) The wind speed is greater than 20 m/s, and the dynamic performance of the pantograph and catenary exceeds the standard requirements. The rear pantograph problem is particularly prominent, which cannot meet the operating requirements of the high-speed train unit at a speed of 300 km/h. (4) The research results can provide reference for the design, operation and maintenance of the rigid suspension wire system contact network in strong wind areas, as well as for the organization of train operation during strong winds.
|
|
|
|
|
|
|
|
|
