A method and medium for analyzing the pantograph-catenary current collection performance based on the coupled vibration of a suspension bridge

Abstract

The present invention relates to a method and medium for analyzing the pantograph-catenary current collection performance based on the coupled vibration of a suspension bridge. Based on the train-bridge system dynamics model, the displacement vectors caused by the vibration of the car body where the pantograph is located and the displacement vectors at each support position of the catenary on the bridge are calculated, and further, the positions of the two ends of the pantograph in the global coordinate system, as well as the coordinates of the locator base points and the carrier cable base points of each support of the catenary in the vertical direction are calculated. Then, in combination with the pantograph-catenary dynamics model, the displacements of the pantograph and the contact points on the catenary in the vertical direction are calculated, thereby calculating the contact force between the pantograph and the catenary to analyze the pantograph-catenary current collection performance. Based on this solution, it can be more applicable to the analysis of the pantograph-catenary current collection performance of a suspension bridge to better evaluate the pantograph-catenary current collection quality under the condition of traveling through a suspension bridge.

Description

Technical Field

[0001] The present invention relates to the technical field of pantograph-catenary current collection performance analysis of trains, and particularly relates to a pantograph-catenary current collection performance analysis method and medium based on the coupled vibration of a suspension bridge. Background Art

[0002] The trains of electrified railways obtain continuous current supply through the contact between the pantograph on the top of the locomotive and the catenary. The dynamic performance of the pantograph-catenary system is the direct determinant of the current collection quality. A stable pantograph-catenary contact force is the prerequisite for the train to obtain a reliable energy supply. The pantograph-catenary system usually operates in a harsh environment and is subjected to multiple excitations of trains, wind loads, temperature changes, and electric arcs. Therefore, it has always been widely regarded as the most vulnerable part of the railway traction power system. Ensuring the good dynamic performance of the pantograph-catenary system in a harsh operating environment is of great significance for the safe operation and speed increase of electrified railways.

[0003] With the development of electrified railways, many countries are starting railway infrastructure projects in mountainous areas with challenging geographical conditions. These areas have high altitudes and numerous ravines, and it is necessary to build suspension bridges as reliable supports for electrified railways. Currently, the world's first suspension bridge has been built on the Lijiang-Shangri-La Railway in China. When a train passes through a suspension bridge, the train-track-bridge-pantograph-catenary can be regarded as a coupled system that affects each other. The coupled vibration of the train-bridge causes geometric changes in the pantograph-catenary system, directly leading to a decline in the current collection quality.

[0004] In recent years, the dynamic performance of the pantograph-catenary system affected by disturbances has been concerned by scholars at home and abroad. These disturbances can be roughly divided into external excitations caused by complex working environments and internal defects and abnormalities. In particular, wind loads, electromagnetic forces, and vehicle-rail vibrations are considered the main sources of external excitations. The impacts of these excitations on the pantograph-catenary system have been well studied in previous work.

[0005] In some current technologies, the current collection quality of the pantograph-catenary system under the catenary wind-off phenomenon and galloping phenomenon caused by wind loads is evaluated based on wind tunnel tests and numerical simulations. In some technologies, the influence of vehicle vertical vibration on the current collection quality under different degrees of track unevenness is analyzed. Similar to the above external excitations, the vehicle-bridge interaction also has a non-negligible impact on the current collection quality of the pantograph-catenary system. To ensure the safety and comfort of train operation, various research methods have been proposed to understand the coupled dynamics of the train-bridge system. According to different requirements for the amount of calculation and accuracy, two-dimensional and three-dimensional models of the train-bridge system are established based on the multi-body dynamics theory and the finite element method respectively, and the influence of the train-bridge interaction on track wear, bridge fatigue life and train ride comfort is evaluated through numerical simulations and tests. Ordinary bridge structures are usually considered to have high stiffness. Therefore, the influence of vehicle-bridge coupled vibration on the pantograph-catenary interaction has not been fully discussed in previous studies. However, due to its strong flexible characteristics, obvious vibrations will occur when a suspension bridge interacts with a train. It is very necessary to incorporate the influence of the suspension bridge into the evaluation of the dynamic performance of the pantograph-catenary system. Summary of the Invention

[0006] The technical problem to be solved by this application is to provide an analysis method and medium for the current collection performance of the pantograph-catenary system based on the coupled vibration of a suspension bridge, which has the characteristics of being more applicable to the analysis of the current collection performance of the pantograph-catenary system of a suspension bridge, so as to better evaluate the current collection quality of the pantograph-catenary system under the condition of passing through a suspension bridge.

[0007] In a first aspect, in one embodiment, an analysis method for the current collection performance of the pantograph-catenary system based on the coupled vibration of a suspension bridge is provided, including:

[0008] Obtain the dynamic model of the train-bridge system and the dynamic model of the pantograph-catenary system;

[0009] For any moment,

[0010] Based on the dynamic model of the train-bridge system, calculate the displacement vector caused by the vibration of the car body where the pantograph is located and the displacement vector of each catenary support position on the bridge;

[0011] Based on the displacement vector caused by the vibration of the car body where the pantograph is located, the positions of the two ends of the pantograph in the local coordinate system, and the position of the pantograph base point in the global coordinate system, calculate the positions of the two ends of the pantograph in the global coordinate system;

[0012] Based on the displacement vector of each catenary support position on the bridge and the initial coordinates of the base points of the positioner and the base points of the carrier cable in the vertical direction of the corresponding support, calculate the coordinates of the base points of the positioner and the base points of the carrier cable of each catenary support in the vertical direction;

[0013] Based on the positions of the two end points of the pantograph in the global coordinate system, the coordinates of the locator base points and the catenary base points of each support in the vertical direction, and the pantograph-catenary dynamic model, the displacements of the pantograph and the contact point on the catenary in the vertical direction are calculated;

[0014] Based on the displacements of the pantograph and the contact point on the catenary in the vertical direction, the contact force between the pantograph and the catenary at any moment is calculated;

[0015] Based on the contact forces between the pantograph and the catenary at multiple moments, the current collection performance of the pantograph-catenary is analyzed.

[0016] In a second aspect, an embodiment provides a computer-readable storage medium, in which a program is stored, and the program can be loaded and executed by a processor to perform the current collection performance analysis method of the pantograph-catenary described in any one of the above embodiments.

[0017] The beneficial effects of the present invention are:

[0018] The vibration of the car body is considered as an external excitation, which affects the pantograph-catenary interaction through the transmission of the pantograph base. In a specific solution, based on the train-bridge system dynamic model, the displacement vectors caused by the vibration of the car body where the pantograph is located and the displacement vectors of each support position of the catenary on the bridge can be calculated, and further the positions of the two end points of the pantograph in the global coordinate system, and the coordinates of the locator base points and the catenary base points of each support of the catenary in the vertical direction can be calculated. Combining with the pantograph-catenary dynamic model, the displacements of the pantograph and the contact point on the catenary in the vertical direction are calculated, so as to calculate the contact force between the pantograph and the catenary to analyze the current collection performance of the pantograph-catenary. Based on this solution, the current collection quality of the pantograph-catenary under the condition of passing through a suspension bridge can be better evaluated. Description of the Drawings

[0019] Figure 1 is a schematic flow chart of the contact force calculation method between the pantograph and the catenary at any moment in an embodiment of the present application;

[0020] Figure 2 is a schematic diagram of the suspension bridge structure in an application embodiment of the present application;

[0021] Figure 3 is a schematic diagram of the local coordinate system and the global coordinate system established in an embodiment of the present application;

[0022] Figure 4 is a schematic diagram of the contact force simulation in the time domain obtained in an embodiment of the present application;

[0023] Figure 5 is the present application Figure 4Schematic diagram of the contact force simulation in the frequency domain obtained in the embodiment;

[0024] Figure 6 This application Figure 4 Schematic diagram of the time-domain curve of train vibration obtained in the embodiment;

[0025] Figure 7 This application Figure 4 Schematic diagram of the frequency-domain analysis of train vibration obtained in the embodiment;

[0026] Figure 8 This application Figure 4 Schematic diagram of the standard deviation of the contact force obtained in the embodiment. Detailed implementation manners

[0027] The present invention will be further described in detail below in conjunction with the accompanying drawings through specific implementation manners. Similar elements in different implementation manners are labeled with related similar element numbers. In the following implementation manners, many details are described to enable a better understanding of this application. However, those skilled in the art can easily recognize that some of the features can be omitted in different situations, or can be replaced by other elements, materials, or methods. In some cases, some operations related to this application are not shown or described in the specification to avoid the core part of this application being overwhelmed by excessive description. For those skilled in the art, it is not necessary to describe these related operations in detail, and they can fully understand the related operations based on the description in the specification and the general technical knowledge in the art.

[0028] In addition, the features, operations, or characteristics described in the specification can be combined in any appropriate manner to form various implementation manners. At the same time, the steps or actions in the method description can also be reordered or adjusted in an obvious manner by those skilled in the art. Therefore, the various sequences in the specification and drawings are only for clearly describing a certain embodiment and do not mean a necessary sequence unless it is stated that a certain sequence must be followed.

[0029] The serial numbers assigned to the components herein, such as "first", "second", etc., are only used to distinguish the described objects and do not have any sequential or technical meaning. And the "connection" and "coupling" mentioned in this application, unless otherwise specified, both include direct and indirect connection (coupling).

[0030] For the convenience of explaining the inventive concept of this application, the pantograph-catenary current collection analysis technology will be briefly described below.

[0031] Due to its strong flexible characteristics, a suspension bridge will generate obvious vibrations when interacting with a train. However, in the current dynamic performance analysis of the pantograph-catenary system, the influence of the suspension bridge is not incorporated into the dynamic analysis of the pantograph-catenary system.

[0032] The applicant found in the research that when a train passes through a suspension bridge, the interaction generated by wheel-rail contact will cause the vibration of the car body.

[0033] In view of this, the present application provides a method and medium for analyzing the current collection performance of the pantograph-catenary system based on the coupled vibration of the suspension bridge, incorporating the influence of the suspension bridge into the analysis of the current collection performance of the pantograph-catenary system. In the solution, the vibration of the car body is considered as an external excitation, which affects the pantograph-catenary interaction through the transmission of the pantograph base. In a specific solution, the displacement vector caused by the vibration of the car body where the pantograph is located and the displacement vector of each catenary support position on the bridge can be calculated based on the train-bridge system dynamics model, and further, the positions of the two ends of the pantograph in the global coordinate system, as well as the coordinates of the locator base points and the carrier cable base points of each catenary support in the vertical direction, can be calculated. Then, combined with the pantograph-catenary dynamics model, the displacements of the pantograph and the contact point on the catenary in the vertical direction are calculated, so as to calculate the contact force between the pantograph and the catenary, and analyze the current collection performance of the pantograph-catenary system. Based on this solution, the current collection quality of the pantograph-catenary system under the condition of passing through a suspension bridge can be better evaluated.

[0034] A method for analyzing the current collection performance of the pantograph-catenary system based on the coupled vibration of the suspension bridge provided in an embodiment of the present application includes: obtaining a train-bridge system dynamics model and a pantograph-catenary dynamics model, and based on the train-bridge system dynamics model and the pantograph-catenary dynamics model, obtaining the contact force between the pantograph and the catenary at any moment, and analyzing the current collection performance of the pantograph-catenary system based on the contact forces between the pantograph and the catenary at multiple moments. Among them, please refer to Figure 1 , obtaining the contact force between the pantograph and the catenary at any moment includes:

[0035] Step S10, calculating the displacement vector caused by the vibration of the car body where the pantograph is located and the displacement vector of each catenary support position on the bridge based on the train-bridge system dynamics model.

[0036] In an embodiment, the train-bridge system dynamics model includes the dynamics model of the train, the dynamics model of the track, and the dynamics model of the bridge.

[0037] For the dynamic model of the train, in one embodiment, it is established based on the multi-body dynamics theory. In one embodiment, in order to fully consider the geometric non-linear factors in the train-bridge system, by introducing the dynamic wheel-rail relationship, data exchange between the train and bridge subsystems is realized at the discrete points of the contact surface between the train wheels and the track, and the coupled vibration response of the train passing through the suspension bridge is calculated. The train model includes multiple identical carriages, and each carriage includes a car body, a bogie, a wheel set and connectors. Based on this train model, it is generated based on the mass matrix, damping matrix and stiffness matrix of each component of each carriage of the train, the global acceleration vector matrix, global velocity vector matrix and global displacement vector matrix of each carriage, and the force vector matrix acting on the car body and the front and rear bogies of each carriage. Among them, the global displacement vector matrix includes the displacement vector caused by the vibration of the car body of the carriage where the pantograph is located.

[0038] Based on the generation method of the above embodiment, in one embodiment, the dynamic model of the train can be expressed as:

[0039]

[0040] Among them, H is an intermediate quantity, M c,i represents the mass matrix of the car body of any carriage i of the train, represents the mass matrix of the front bogie of any carriage i of the train, represents the mass matrix of the rear bogie of any carriage i of the train. I is an intermediate quantity, D c,i represents the damping matrix of the car body of any carriage i of the train, represents the damping matrix of the connector between the front bogie and the car body of any carriage i of the train, represents the damping matrix of the connector between the rear bogie and the car body of any carriage i of the train, represents the damping matrix of the front bogie of any carriage i of the train, represents the damping matrix of the rear bogie of any carriage i of the train; J is an intermediate quantity, K c,i represents the stiffness matrix of the car body of any carriage i of the train, represents the stiffness matrix of the connector between the front bogie and the car body of any carriage i of the train, represents the stiffness matrix of the connector between the rear bogie and the car body of any carriage i of the train, represents the stiffness matrix of the front bogie of any carriage i of the train, represents the stiffness matrix of the rear bogie of any carriage i of the train. and respectively represent the global acceleration vector matrices of the carbody, front bogie, and rear bogie of any carbody i of the train. and respectively represent the global velocity vector matrices of the carbody, front bogie, and rear bogie of any carbody i, and U c,i , and respectively represent the global displacement vector matrices of the carbody, front bogie, and rear bogie of any carbody i; F c,i , and respectively represent the force vector matrices of the carbody, front bogie, and rear bogie of any carbody i.

[0041] For the dynamic model of the track, in one embodiment, it is generated based on the mass matrix, damping matrix, and stiffness matrix of the track, the acceleration vector matrix, velocity vector matrix, and displacement vector matrix of the track, and the train load vector matrix acting on the track. In one embodiment, the dynamic model of the track can be expressed as:

[0042]

[0043] where M R , D R and K R respectively represent the mass matrix, damping matrix, and stiffness matrix of the track; and U R respectively represent the acceleration vector matrix, velocity vector matrix, and displacement vector matrix of the track; F R represents the train load vector matrix acting on the track.

[0044] The dynamic model of this track represents a continuous elastic discrete support beam model, and the track and the foundation are connected by discrete distributed spring damping elements. The rail is modeled as an Euler beam, which can represent the bending deformation of the rail during wheel-rail contact.

[0045] where the wheel-rail force can be calculated through the non-linear Hertz contact theory, including:

[0046]

[0047] where G represents the Hertz wheel diameter constant. δZ wr (t) represents the normal elastic shrinkage deformation of the wheel and the track at the contact point. The contact force acts on the wheel-rail system through a two-stage suspension.

[0048] For the dynamic model of the bridge, to truly simulate the geometric non-linear characteristics of a long-span suspension bridge, please refer to Figure 2, a three-dimensional beam element, a rod element, and an elastic shell element that can consider large geometric deformations are used to perform finite element modeling of the suspension bridge. In one embodiment, it is generated based on the mass matrix, damping matrix, and stiffness matrix of the bridge, the acceleration vector matrix, velocity vector matrix, and displacement vector matrix of the bridge, and the vector matrix of the loads acting on the bridge. Among them, the acceleration vector matrix of the bridge includes the displacement vectors at the positions of each support of the overhead line on the bridge. In one embodiment, the dynamic model of the bridge can be expressed as:

[0049]

[0050] where M B , D B and K B respectively represent the mass matrix, damping matrix, and stiffness matrix of the bridge; and U B respectively represent the acceleration vector matrix, velocity vector matrix, and displacement vector matrix of the bridge; F B represents the vector matrix of the loads acting on the bridge.

[0051] For the vector matrix of the loads acting on the bridge, it can be further expressed as

[0052] F B = F e + F wr

[0053] where F e is the vector sum matrix of external loads (such as wind loads and seismic loads), and F wr is the force vector matrix of the train acting on the bridge deck.

[0054] For the above-established train-bridge system dynamic model, the natural frequencies and modal vibration modes are calculated. The obtained calculation results are compared with the measured data of long-span suspension bridges with the same structure in past studies. The modal vibration modes calculated by simulation are highly consistent with the measured results, which proves the effectiveness of the train-bridge system dynamic model of the suspension bridge established in this application.

[0055] Those skilled in the art can understand that in the above train-bridge system dynamic model, the global displacement vector matrix includes the displacement vectors caused by the vibration of the car body where the pantograph is located, and the acceleration vector matrix of the bridge includes the displacement vectors at the positions of each support of the overhead line on the bridge. Then we can calculate the displacement vector u G→λ caused by the vibration of the car body where the pantograph is located at any moment based on the train-bridge system dynamic model and the displacement vectors at the positions of each support of the overhead line on the bridge

[0056] Step S20: Calculate the positions of the two ends of the pantograph in the global coordinate system based on the displacement vector caused by the vibration of the car body where the pantograph is located, the positions of the two ends of the pantograph in the local coordinate system, and the position of the pantograph base point in the global coordinate system.

[0057] The applicant found in the research that when the train passes through a suspension bridge, the interaction generated by wheel-rail contact will cause the vibration of the car body. The car body vibration is considered as an external excitation, which affects the pantograph-catenary interaction through the transmission of the pantograph base. Based on this, please refer to Figure 3 , a local coordinate system (X P , Y P , Z P ) of the pantograph can be defined, and the coordinate origin is O P . When the train is in a stationary state, the local coordinate system (X P , Y P , Z P ) is parallel to the global coordinate system (X G , Y G , Z G ) (the coordinate origin of the global coordinate system is O G ). The vibration of the train is transmitted to the bottom of the pantograph through the car body, causing the displacement of the local coordinate system (X P , Y P , Z P ). This will further lead to a change in the position of the pantograph contact point, affecting the calculation of the pantograph-catenary contact force. The local coordinate system (X P , Y P , Z P ) is displaced to

[0058] Based on this, in one embodiment, step S20 may include:

[0059]

[0060] where u G→λ represents the displacement vector caused by the vibration of the car body where the pantograph is located, represents the position of one end point A p of the pantograph in the local coordinate system, represents the position of the other end point B p of the pantograph in the local coordinate system, represents the position of the pantograph base point in the global coordinate system, represents the position of one end point A p of the pantograph in the global coordinate system, represents the position of the other end point B p of the pantograph in the global coordinate system.

[0061] In this way, the positions of the two ends A p and B p of the pantograph in the global coordinate system are obtained.

[0062] Step S30: Based on the displacement vectors at the positions of each support of the catenary on the bridge and the initial coordinates of the base point of the positioner and the base point of the carrier cable of the corresponding support in the vertical direction, calculate the coordinates of the base point of the positioner and the base point of the carrier cable of each support of the catenary in the vertical direction.

[0063] In one embodiment, based on the local coordinate system and the global coordinate system established in step S20, step S30 may include:

[0064]

[0065] Among them, represents the displacement vector at the position of any support n, represents the initial coordinate of the base point S of the positioner of any support n n in the vertical direction, represents the initial coordinate of the base point M of the carrier cable of any support n n in the vertical direction, represents the coordinate of the base point S of the positioner of any support n n in the vertical direction, represents the coordinate of the base point M of the carrier cable of any support n n in the vertical direction.

[0066] In this way, the coordinates of the base point of the positioner and the base point of the carrier cable of each support of the catenary in the vertical direction are obtained.

[0067] Step S40: Based on the positions of the two ends of the pantograph in the global coordinate system, the coordinates of the base point of the positioner and the base point of the carrier cable of each support in the vertical direction, and the pantograph-catenary dynamic model, calculate the displacements of the pantograph and the contact point on the catenary in the vertical direction.

[0068] In one embodiment, a spatial non-linear catenary finite element model was constructed based on the design parameters of a large-span railway catenary system. The motion of the pantograph was simulated using a reduced mass model, and a pantograph-catenary dynamics model was established, including a catenary dynamics model and a pantograph dynamics model. Moreover, the accuracy of the pantograph-catenary dynamics model was verified according to European standard EN50318-2018. To fully describe the large deformation geometric non-linearity of the catenary, three-dimensional Timoshenko beam elements were used to model the contact wire, carrier cable, and positioner, and non-linear rod elements were used to simulate the non-smooth non-linearity of the dropper elongation. The fixed fixtures on the wire were regarded as mass points for simulation.

[0069] For the catenary dynamics model, in one embodiment, it is generated based on the mass matrix, damping matrix, and stiffness matrix of the catenary, the global acceleration vector matrix, global velocity vector matrix, and global displacement vector matrix of the catenary, and the external load vector matrix applied to the catenary. Among them, the global acceleration vector matrix, global velocity vector matrix, and global displacement vector matrix of the catenary include the vertical coordinates of the positioner base points and carrier cable base points of each catenary support, and the vertical displacement of the contact point (only one contact point) on the catenary.

[0070] Based on the finite element method, the catenary dynamics model can be expressed as:

[0071]

[0072] where M C , D C , and K C represent the mass matrix, damping matrix, and stiffness matrix of the catenary; , and U C represent the global acceleration vector matrix, global velocity vector matrix, and global displacement vector matrix of the catenary; F C represents the external load vector matrix applied to the catenary.

[0073] For the pantograph dynamics model, a three-mass reduced model is used to model the pantograph. Generally, it is considered that the reduced mass model can accurately describe the physical structure characteristics of the actual pantograph. The equivalent mass, stiffness, and damping of the reduced mass model are usually obtained from experimental tests. In one embodiment, it is generated based on the mass matrix, damping matrix, and stiffness matrix of the pantograph, the acceleration vector matrix, velocity vector matrix, and displacement vector matrix of the pantograph, and the force vector matrix applied to the pantograph including contact force, lift force, and external excitation; among them, the acceleration vector matrix, velocity vector matrix, and displacement vector matrix of the pantograph include the positions of the two ends of the pantograph in the global coordinate system and the vertical displacement of the pantograph.

[0074] In one embodiment, the pantograph dynamic model can be expressed as:

[0075]

[0076] Wherein, M p , D p and K p represent the mass matrix, damping matrix and stiffness matrix of the pantograph, and U p represent the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the pantograph; F p represents the force vector matrix including contact force, lifting force and external excitation applied to the pantograph.

[0077] Those skilled in the art can understand that in the above pantograph-catenary dynamic model, the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the pantograph in the pantograph dynamic model include the positions of the two ends of the pantograph in the global coordinate system and the displacement of the pantograph in the vertical direction. The global acceleration vector matrix, global velocity vector matrix and global displacement vector matrix of the catenary in the catenary dynamic model include the coordinates of the locator base points and the messenger wire base points of each catenary support in the vertical direction, and the displacement of the contact point on the catenary in the vertical direction. Then, based on the pantograph-catenary dynamic model, combined with the positions of the two ends of the pantograph in the global coordinate system and the coordinates of the locator base points and the messenger wire base points of each support in the vertical direction, we can calculate the displacements z p and z c in the vertical direction of the pantograph and the contact point on the catenary.

[0078] Step S50, calculate the contact force between the pantograph and the catenary at any moment based on the displacements of the pantograph and the contact point on the catenary in the vertical direction.

[0079] The applicant found in the research that the contact between the pantograph and the catenary can be described by the penalty function method. A virtual contact spring is set between the pantograph and the catenary, which has a certain contact stiffness. Therefore, in one embodiment, the contact force between the pantograph and the catenary can be expressed as:

[0080]

[0081] Wherein, z p represents the displacement of the pantograph in the vertical direction; z c represents the displacement of the contact point on the catenary in the vertical direction; k c is a constant representing the catenary stiffness; f cRepresents the contact force between the pantograph and the catenary.

[0082] To verify the correctness of the established model, the static and dynamic standards of the catenary in EN50318:2018 are used to verify the model. According to the requirements of EN 50318, the results of the static form-finding of the catenary and the errors relative to the standard values are given in Table 1. The calculation results are within the range of the standard requirements, indicating that the established pantograph-catenary model has sufficient accuracy.

[0083] Table 1 Results of the static form-finding of the catenary model

[0084] Initial position [mm] Result [mm] Required range [mm] Equivalent elasticity [mm / N] Result [mm / N] Required range [mm / N] Positioning point 0 0.03 ±5 0.197 0.1902 ±0.1 1 0 0.5 ±5 0.176 0.1759 ±0.1 2 0 1.4 ±5 0.223 0.232 ±0.1 3 0 1.9 ±5 0.247 0.254 ±0.1 4 0 1.9 ±5 0.247 0.254 ±0.1 5 0 1.4 ±5 0.223 0.232 ±0.1 6 0 0.5 ±5 0.176 0.1759 ±0.1 Positioning point 0 0.03 ±5 0.197 0.1902 ±0.1

[0085] Evaluate the influence of train-bridge excitation on the dynamic performance of the pantograph-catenary, and reveal the deterioration mechanism of the current collection quality of the pantograph-catenary under the condition of the train passing through the long suspension bridge. The standard deviation of the pantograph-catenary contact force is used as the key evaluation index of the current collection quality. Based on the contact forces between the pantograph and the catenary at any number of moments, the current collection performance of the pantograph-catenary can be analyzed.

[0086] When the train travels to the main span position of the suspension bridge, the vibrations of the car body and the bridge body are more intense than those of the side span, which will generate a more obvious excitation on the pantograph-catenary system. Therefore, this application mainly focuses on the response of the pantograph-catenary system within the range of 345m - 840m. The behavior of the vehicle-bridge system interaction often shows low-frequency vibrations. To evaluate the pantograph-catenary interaction performance under the influence of vehicle-bridge coupled vibrations, the analyzed pantograph-catenary contact force is filtered through the 0 - 20hz range specified by the European standard EN50367.

[0087] To clearly observe the influence of vehicle-bridge coupled vibrations on the pantograph-catenary interaction, a simulation of the vehicle-rail-bridge-pantograph-catenary dynamics model (vehicle-bridge system dynamics model + pantograph-catenary dynamics model) at a high speed of 240km / h is carried out. For the simulation results, please refer to Figure 4 and Figure 5 . The structural frequency of the catenary is usually considered the dominant component in the pantograph-catenary contact force, which describes the signal component caused by the periodic catenary structure in terms of the span and the distance between drip points. Several main structural frequencies such as the span passing frequency (SPF), 2SPF, dropper-dropper passing frequency (DDPF), and 2DDPF are marked in the figure. It can be seen that the amplitude of the pantograph-catenary contact force at 2 times the span passing frequency of 0.65Hz at a speed of 240km / h is significantly increased compared with the pantograph-catenary model without vehicle-bridge vibrations, which leads to the discretization of the pantograph-catenary contact force waveform in the time domain. The contact forces of the two models show a high degree of consistency at other main structural frequencies.

[0088] The vibration behavior of the car body when passing through the bridge is further analyzed. The excitation generated by wheel-rail contact is transmitted to the car body through the primary suspension system (primary vertical damper), bogie, and secondary suspension system (air spring and secondary vertical damper). The vertical accelerations of the bogie and car body are analyzed to illustrate the vibration transmission characteristics of the train. Please refer to Figure 6 and Figure 7 . The dominant frequencies of bogie vibration include the main bridge structure frequencies with higher frequencies, including the sling-sling passing frequency and the stiffening girder-stiffening girder passing frequency. However, these frequencies are filtered due to the shock absorption effect of the secondary suspension system. Only the main vibration frequency of 0.59 Hz is retained and transmitted to the car body, which ultimately leads to an increase in the contact force amplitude at approximately twice the span passing frequency. For the standard deviation of the contact force of the vehicle-rail-bridge-catenary model and the original catenary model at different speed levels, please refer to Figure 8 . It can be seen that with the increase in speed, the influence of vehicle-bridge interaction on the current collection quality of the catenary increases gradually.

[0089] In summary, the present application introduces vehicle-bridge interaction into the catenary coupling model. A suspension bridge-railway-train dynamics model and a catenary coupling dynamics model are established respectively. The connection between the two dynamic systems is realized through spatial transformation, and a vehicle-rail-bridge-catenary system simulation model is obtained. Based on this model, the influence mechanism of vehicle-bridge interaction on the current collection quality of the catenary is analyzed, and the variation of the dynamic performance of the vehicle-rail-bridge-catenary system with the increase in speed is explored. The results show that in the influence of vehicle-bridge interaction on the dynamic performance of the catenary, the vibration of the car body plays a dominant role. The vibration of the car body will affect the contact force frequency component close to its vibration frequency. According to the analysis results, the current collection quality of the catenary when the train passes through the suspension bridge can be effectively evaluated, and an optimization method for the current collection quality of the catenary under the vibration interference of the vehicle and bridge can be proposed based on this.

[0090] In an embodiment of the present application, a computer-readable storage medium is provided. A program is stored on the storage medium, and the stored program includes a method that can be loaded and processed by a processor in any of the above embodiments.

[0091] Those skilled in the art can understand that all or part of the functions of the various methods in the above embodiments can be implemented by hardware or by computer programs. When all or part of the functions in the above embodiments are implemented by computer programs, the programs can be stored in a computer-readable storage medium, which can include: read-only memory, random access memory, magnetic disks, optical disks, hard disks, etc. The above functions can be realized by a computer executing these programs. For example, the program is stored in the memory of the device, and when the processor executes the program in the memory, the above-mentioned all or part of the functions can be realized. In addition, when all or part of the functions in the above embodiments are implemented by computer programs, the programs can also be stored in storage media such as servers, other computers, magnetic disks, optical disks, flash drives or mobile hard disks, and are saved to the memory of the local device by downloading or copying, or the system of the local device is updated. When the processor executes the program in the memory, all or part of the functions in the above embodiments can be realized.

[0092] The above uses specific examples to illustrate the present invention, which is only for helping to understand the present invention and is not intended to limit the present invention. For those skilled in the art of the present invention, according to the idea of the present invention, several simple deductions, deformations or substitutions can also be made.

Claims

1. A method for analyzing the current collection performance of a pantograph-catenary system based on coupled vibration of a suspension bridge, characterized in that: include: Obtaining a train-bridge system dynamics model and a pantograph-contact network dynamics model; the pantograph-contact network dynamics model includes a contact network dynamics model and a pantograph dynamics model; wherein the contact network dynamics model is generated based on the mass matrix, damping matrix and stiffness matrix of the contact network, the global acceleration vector matrix, the global velocity vector matrix and the global displacement vector matrix of the contact network, and the external load vector matrix applied to the contact network; wherein the global acceleration vector matrix, the global velocity vector matrix and the global displacement vector matrix of the contact network include the coordinates of the locator base point and the load-bearing cable base point of each pillar of the contact network in the vertical direction, and the displacement of the contact point on the contact network in the vertical direction; At any moment, the displacement vector caused by the vibration of the carriage where the pantograph is located and the displacement vector of each support position of the overhead contact network on the bridge are calculated based on the train-bridge system dynamics model; Based on the displacement vector caused by the vibration of the car body of the pantograph, the positions of the two end points of the pantograph in the local coordinate system and the position of the pantograph base point in the global coordinate system, the positions of the two end points of the pantograph in the global coordinate system are calculated; Based on the displacement vector of each column position of the overhead contact network on the bridge and the initial coordinates of the locator base point and the catenary base point of the corresponding column in the vertical direction, the coordinates of the locator base point and the catenary base point of each column of the overhead contact network in the vertical direction are calculated; Based on the positions of the two end points of the pantograph in the global coordinate system, the coordinates of the locator base point and the catenary base point of each support in the vertical direction and the pantograph-contact network dynamics model, the displacement of the pantograph and the contact point on the contact network in the vertical direction is calculated; The contact force between the pantograph and the contact network at any moment is calculated based on the displacement of the contact point between the pantograph and the contact network in the vertical direction; The current collecting performance of the pantograph and the contact network is analyzed based on the contact force between the pantograph and the contact network at multiple moments.

2. The method for analyzing the current receiving performance of the pantograph-catenary system according to claim 1, characterized in that: The train-bridge system dynamics model includes a train dynamics model, a track dynamics model and a bridge dynamics model; The dynamic model of the train is generated based on the mass matrix, damping matrix and stiffness matrix of each component of each carriage of the train, the global acceleration vector matrix, global velocity vector matrix and global displacement vector matrix of each carriage, and the force vector matrix acting on the body and front and rear bogies of each carriage; wherein the global displacement vector matrix includes the displacement vector caused by the vibration of the body of the carriage where the pantograph is located; The dynamic model of the track is generated based on the mass matrix, damping matrix and stiffness matrix of the track, the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the track, and the train load vector matrix acting on the track; The dynamic model of the bridge is generated based on the mass matrix, damping matrix and stiffness matrix of the bridge, the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the bridge, and the vector matrix of the load on the bridge. Among them, the acceleration vector matrix of the bridge includes the displacement vector of each support position of the contact network on the bridge.

3. The method for analyzing the current receiving performance of the pantograph-catenary system according to claim 2, characterized in that: The dynamic model of the train includes: Among them, H is the intermediate quantity, , represents the body mass matrix of any car i of the train, represents the front bogie mass matrix of any car i of the train, represents the mass matrix of the rear bogie of any car i of the train; I is the intermediate quantity, , represents the damping matrix of the body of any car i of the train, represents the damping matrix of the connection between the front bogie and the car body of any car i of the train, represents the damping matrix of the connection between the rear bogie and the car body of any car i of the train, represents the damping matrix of the front bogie of any car i of the train, represents the damping matrix of the rear bogie of any car i of the train; J is the intermediate quantity, , represents the stiffness matrix of the body of any carriage i of the train, represents the stiffness matrix of the connection between the front bogie and the car body of any car i of the train, represents the stiffness matrix of the connection between the rear bogie and the car body of any car i of the train, represents the stiffness matrix of the front bogie of any car i of the train, represents the stiffness matrix of the rear bogie of any car i of the train; , and They represent the global acceleration vector matrices of the body, front bogie and rear bogie of any car i of the train, respectively. , and denote the global velocity vector matrices of the car body, front bogie and rear bogie of any car i, respectively. , and denote the global displacement vector matrices of the car body, front bogie and rear bogie of any car i respectively; , and They represent the force vector matrices of the car body, front bogie and rear bogie of any car i respectively; The dynamic model of the track includes: in, , and denote the mass matrix, damping matrix and stiffness matrix of the track respectively; , and Respectively represent the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the orbit; represents the train load vector matrix acting on the track; The dynamic model of the bridge includes: in, , and represent the mass matrix, damping matrix and stiffness matrix of the bridge respectively; , and They represent the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the bridge respectively; A vector matrix representing the loads acting on the bridge.

4. The method for analyzing the current receiving performance of the pantograph-catenary system according to claim 1, characterized in that: The pantograph dynamic model is generated based on the mass matrix, damping matrix and stiffness matrix of the pantograph, the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the pantograph, and the force vector matrix applied to the pantograph including contact force, lifting force and external excitation; among which, the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the pantograph include the positions of the two endpoints of the pantograph in the global coordinate system and the displacement of the pantograph in the vertical direction.

5. The method for analyzing the current receiving performance of the pantograph-catenary system according to claim 1, characterized in that: The contact network dynamics model includes: in, , and Represent the mass matrix, damping matrix and stiffness matrix of the catenary; , and Representing the global acceleration vector matrix, global velocity vector matrix and global displacement vector matrix of the contact network; represents the external load vector matrix applied to the contact network; The pantograph dynamics model includes: in, , and represents the mass matrix, damping matrix and stiffness matrix of the pantograph, , and represents the acceleration vector matrix, velocity vector matrix and displacement vector matrix of the pantograph; Represents the force vector matrix applied to the pantograph, including contact force, lifting force and external excitation.

6. The method for analyzing the current receiving performance of the pantograph-catenary system according to claim 1, characterized in that: The calculation of the positions of the two end points of the pantograph in the global coordinate system based on the displacement vector caused by the vibration of the car body where the pantograph is located, the positions of the two end points of the pantograph in the local coordinate system and the position of the pantograph base point in the global coordinate system includes: in, represents the displacement vector caused by the vibration of the car body where the pantograph is located, Indicates one end point A of the pantograph p The position in the local coordinate system, Indicates the other end point B of the pantograph p The position in the local coordinate system, represents the position of the pantograph base point in the global coordinate system, Indicates one end point A of the pantograph p The position in the global coordinate system, Indicates the other end point B of the pantograph p Position in the global coordinate system.

7. The method for analyzing the current receiving performance of a pantograph-catenary system according to claim 1, characterized in that: The coordinates of the locator base point and the catenary cable base point of each column of the contact network in the vertical direction are calculated based on the displacement vector of each column position of the contact network on the bridge and the initial coordinates of the locator base point and the catenary cable base point of the corresponding column in the vertical direction, including: in, represents the displacement vector of any pillar n position, Denotes the locator base point S of any pillar n n The initial coordinate in the vertical direction, Denotes the base point M of the load-bearing cable of any support n n The initial coordinate in the vertical direction, Denotes the locator base point S of any pillar n n The vertical coordinates, Denotes the base point M of the load-bearing cable of any support n n The vertical coordinate.

8. The method for analyzing the current receiving performance of a pantograph-catenary system according to claim 1, characterized in that: The contact force between the pantograph and the contact network at any moment is obtained by calculating the displacement of the contact point between the pantograph and the contact network in the vertical direction, including: Among them, z p represents the vertical displacement of the pantograph; z c Indicates the vertical displacement of the contact point on the contact network; k c is a constant, indicating the stiffness of the contact network; f c Represents the contact force between the pantograph and the contact network.

9. The method for analyzing the current receiving performance of a pantograph-catenary system according to claim 1, characterized in that: The analysis of the pantograph-catenary current collecting performance based on the contact force between the pantograph and the catenary at multiple moments includes: A contact force curve is formed based on the contact force between the pantograph and the contact network at multiple moments, and the current collecting performance of the pantograph and the contact network is analyzed based on the contact force curve.

10. A computer-readable storage medium, characterized in that: The medium stores a program, which can be loaded by a processor and execute the method for analyzing the current collecting performance of a pantograph-catenary system as claimed in any one of claims 1 to 9.

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