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Research Papers: Friction and Wear

Prediction of the Pantograph/Catenary Wear Using Nonlinear Multibody System Dynamic Algorithms

[+] Author and Article Information
Siripong Daocharoenporn

Department of Mechanical Engineering,
Faculty of Engineering,
King Mongkut’s Institute of Technology Ladkrabang,
Bangkok 10520, Thailand
e-mail: saoya_4@hotmail.com

Mongkol Mongkolwongrojn

Department of Mechanical Engineering,
Faculty of Engineering,
King Mongkut’s Institute of Technology Ladkrabang,
Bangkok 10520, Thailand
e-mail: kmmongko@gmail.com

Shubhankar Kulkarni

Department of Mechanical and Industrial Engineering,
University of Illinois at Chicago,
842 West Taylor Street,
Chicago, IL 60607
e-mail: skulka22@uic.edu

Ahmed A. Shabana

Department of Mechanical and Industrial Engineering,
University of Illinois at Chicago,
842 West Taylor Street,
Chicago, IL 60607
e-mail: shabana@uic.edu

1Corresponding author.

Contributed by the Tribology Division of ASME for publication in the Journal of Tribology. Manuscript received July 23, 2018; final manuscript received January 9, 2019; published online March 11, 2019. Assoc. Editor: Satish V. Kailas.

J. Tribol 141(5), 051603 (Mar 11, 2019) (13 pages) Paper No: TRIB-18-1292; doi: 10.1115/1.4042658 History: Received July 23, 2018; Accepted January 10, 2019

In this investigation, computational multibody system (MBS) algorithms are used to develop detailed railroad vehicle models for the prediction of the wear resulting from the pantograph/catenary dynamic interaction. The wear is predicted using MBS algorithms for different motion scenarios that include constant-speed curve negotiation and acceleration and deceleration on a tangent (straight) track. The effect of the vehicle vibration in these different motion scenarios on the contact force is further used to study the wear rates of the contact wire. The wear model used in this investigation accounts for the electrical and the mechanical effects. The nonlinear finite element (FE) absolute nodal coordinate formulation (ANCF), which is suitable for implementation in MBS algorithms, is used to model the flexible catenary system, thereby eliminating the need for using incremental-rotation procedures and co-simulation techniques. In order to obtain efficient solutions, both the overhead contact line and the messenger wire are modeled using the gradient-deficient ANCF cable element. The pantograph/catenary elastic contact formulation employed in this study allows for separation between the pantograph panhead and the contact wire, and accounts for the effect of friction due to the sliding between the pantograph panhead and the catenary cable. The approach proposed in this investigation can be used to evaluate the electrical contact resistance, contribution of the arcing resulting from the panhead/catenary separation, mechanical and electrical wear contributions, and the effect of the pantograph mechanism uplift force on the wear rate. Numerical results are presented and analyzed to examine the wear rates for different motion scenarios.

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References

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Figures

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Fig. 1

Catenary computational model

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Fig. 2

Schematic diagram of the catenary system

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Fig. 3

Relative lateral sliding in the curved track negotiation (dotted curve, contact wire; solid curve, panhead center; dashed curve, panhead sweep)

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Fig. 4

Rail vehicle model

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Fig. 5

Pantograph/catenary model

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Fig. 6

Contact force in the curved track motion scenario

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Fig. 7

Comparison of the lateral displacement on the contact strip (solid curve, Simulation; dashed curve, Design)

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Fig. 8

Electric contact resistance—curved track

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Fig. 9

NWR electrical contribution—curved track

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Fig. 10

NWR mechanical contribution—curved track

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Fig. 11

Total NWR mechanical and electrical contribution—curved track

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Fig. 12

Contact force comparison between acceleration and constant speed (dashed curve, case 1; solid curve, case 5)

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Fig. 13

Contact force—acceleration (dashed curve, case 3; dotted curve, case 4; solid curve, case 5)

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Fig. 14

Contact force—deceleration (solid curve, case 6; dotted curve, case 8)

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Fig. 15

Contact force—deceleration (solid curve, case 1; dotted curve, case 3)

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Fig. 16

Electric contact resistance—deceleration (solid curve, case 1; dotted curve, case 3)

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Fig. 17

NWR electrical contribution—deceleration (solid curve, case 1; dotted curve, case 3)

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Fig. 18

NWR mechanical contribution—deceleration (solid curve, case 1; dotted curve, case 3)

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Fig. 19

NWR mechanical and electrical contribution - deceleration (solid curve, case 2; dotted curve, case 3)

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Fig. 20

Contact force—acceleration (solid curve, case 4; dotted curve, case 6)

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Fig. 21

Electric contact resistance—acceleration (solid curve, case 4; dotted curve, case 6)

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Fig. 22

NWR electrical contribution—acceleration (solid curve, case 4; dotted curve, case 6)

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Fig. 23

NWR mechanical contribution—acceleration (solid curve, case 4; dotted curve, case 6)

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Fig. 24

NWR mechanical and electrical contribution—acceleration (solid curve, case 5; dotted curve, case 6)

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Fig. 25

Comparison of worn area of the contact wire (line with cross, wear map model [7]; closed circle, proposed approach)

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