A high-speed rail catenary galloping suppression device and method based on stiffness control

Abstract

This invention belongs to the field of electrified railway catenary technology, specifically relating to a high-speed railway catenary galloping suppression device and method based on stiffness control. It includes a galloping suppressor, comprising a base fixed to the support pillars on both sides of the high-speed railway. A mounting groove is fixedly provided in the center of the top of the base, and rods are rotatably connected to both sides of the mounting groove via bearings. Movable sliders are sleeved on the rods, and the tops of the movable sliders are fixedly connected to the catenary cable. The core idea of ​​this invention is to introduce an adjustable stiffness control mechanism at the catenary cable suspension point, enabling the overall dynamic characteristics of the catenary system to adaptively adjust in real time according to changes in the external environment, thereby effectively reducing wind-induced galloping and ice-induced vibration, and improving the operational safety and stability of the high-speed railway catenary structure.

Description

Technical Field

[0001] This invention belongs to the field of electrified railway catenary technology, specifically relating to a high-speed railway catenary galloping suppression device and method based on stiffness control. Background Technology

[0002] Currently, in high-speed railway overhead contact systems, the stability of the contact system structure directly affects the safety of train operation and the stability of power transmission. Under adverse weather conditions, the contact system is prone to icing, leading to contact system galloping. Although some methods exist for controlling contact system galloping, such as anti-galloping devices and detuned pendulums, these methods have limited effectiveness in the complex structure of high-speed railway contact systems and cannot respond in real time to changes in wind speed and ice layer. Existing galloping suppression technologies rely on fixed structural parameters and cannot adapt to changes in external disturbances, nor can they effectively cope with complex changes in wind speed and ice layer distribution, especially under special weather conditions (such as low temperature, high humidity, freezing rain, etc.), resulting in insufficient control over contact system galloping. Specifically: 1. The galloping of the overhead contact system of high-speed railway is affected by various factors such as wind speed, ice thickness, and structural parameters. Simply relying on structural optimization is not enough to effectively suppress the galloping; 2. Existing galloping suppression methods fail to consider real-time environmental disturbances, such as sudden changes in wind speed or non-uniform ice growth, which leads to the failure of the galloping strategy; 3. How to change the dynamic response of the overhead contact system by adjusting its stiffness, thereby effectively suppressing the galloping of the overhead contact system and improving its wind resistance and robustness.

[0003] Meanwhile, the transmission contact network galloping suppression equipment is often fixed in stiffness or damping. This one-size-fits-all approach makes it difficult for the equipment to be applied to contact networks in different regions, and the application range of a single model is relatively narrow. Furthermore, setting excessively large stiffness and damping devices can easily cause contact network wear problems, leading to a reduction in service life. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a high-speed railway catenary galloping suppression device based on stiffness control. Its core idea is to introduce an adjustable stiffness control mechanism at the catenary suspension point, enabling the overall dynamic characteristics of the catenary system to be adaptively adjusted in real time according to changes in the external environment, thereby effectively reducing wind-induced galloping and ice-induced vibration, and improving the operational safety and stability of the high-speed railway catenary structure.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: A high-speed railway overhead contact line galloping suppression device based on stiffness control includes a galloping suppressor. The galloping suppressor includes a base fixed to the support columns on both sides of the high-speed railway. A mounting groove is fixedly provided in the middle of the top of the base. The two sides of the mounting groove are rotatably connected to the rods via bearings. A movable slider is sleeved on the rod, and the top of the movable slider is fixedly connected to the catenary cable. A variable pitch compression spring is sleeved on the rod. Dampers are symmetrically fixedly installed on the outside of the two sides of the mounting groove. The output rods of the two dampers pass into the interior of the mounting groove and are fixedly connected together. The two sides of the movable slider are fixedly connected to the connection points of the output rods. A stiffness adjustment mechanism is also installed on the rod.

[0006] Furthermore, the stiffness adjustment mechanism includes a stiffness adjustment motor fixedly installed on one side of the mounting groove, the rod body is a lead screw, and the output end of the stiffness adjustment motor is fixedly connected to one end of the lead screw; a lead screw nut is threaded onto the lead screw, and the openings at both ends of the lead screw nut are slidably connected to the adjacent output rod; the lead screw nut abuts against a variable pitch compression spring; and a force sensor is fixedly installed on the other side of the mounting groove.

[0007] Furthermore, a damping adjustment mechanism is fixedly installed at both ends of the top of the base. The damping adjustment mechanism includes a damping adjustment motor. An inner tube outer layer is fixedly provided inside the damper. Multiple overflow holes are evenly opened on the inner tube outer layer. The inner tube inner layer is inserted into the inner tube outer layer. Multiple adjustment holes are evenly opened on the inner tube inner layer. An adjustment knob is rotatably connected to one end of the damper. One end of the adjustment knob is fixedly connected to one end of the inner tube inner layer. The other end of the adjustment knob is fixedly connected to the output end of the damping adjustment motor. The output rod of the damper is sealed and inserted into the inner tube inner layer. The inner tube inner layer is filled with hydraulic oil.

[0008] Furthermore, environmental monitoring mechanisms are installed on the top of the pillars on both sides of the high-speed rail. These mechanisms include wind speed sensors and wind direction sensors. The galloping suppressor includes a controller fixed to one side of the base. The controller is electrically connected to the environmental monitoring mechanism, force sensor, stiffness adjustment motor, and damping adjustment motor, respectively.

[0009] Furthermore, a load-bearing cable support clamp is fixedly connected to the top of the moving slider, and a load-bearing cable pressure block is fixedly connected to the top of the load-bearing cable support clamp; a load-bearing cable is threaded between the load-bearing cable support clamp and the load-bearing cable pressure block.

[0010] Furthermore, the high-speed rail catenary includes a catenary and a contact wire. Multiple droppers are fixedly connected between the catenary and the contact wire. The two ends of the catenary and the contact wire are fixedly connected by elastic suspension cables. The catenary is threaded between the corresponding catenary seat clamp and the catenary pressure block. The two ends of the contact wire are fixedly connected to the lower end of the support column through positioning components.

[0011] This invention also claims a method for operating the above-mentioned high-speed railway catenary galloping suppression device based on stiffness control, which, in automatic mode, includes the following steps: S11. During the monitoring phase, the wind speed sensor collects the wind field status in real time; the force sensor monitors the force on the suspension point of the catenary. S12, Identification phase: The controller determines whether the dancing critical zone has been entered based on the feedback signal; S13. During the adjustment phase, if the set threshold is reached, the controller controls the stiffness adjustment motor to change the compression amount of the variable pitch compression spring and controls the damping adjustment motor to change the damping of the damper, thereby consuming the contact wire galloping energy and suppressing the contact wire vibration. S14. Closed-loop control and stable operation: The controller continuously receives new environmental and vibration feedback data and adjusts the stiffness and damping in real time to keep the contact network in a stable operating range.

[0012] Furthermore, in manual mode, the following steps are included: S21. Determine the risk of catenary galloping: When meteorological data shows any of the following situations: local icing is found during on-site inspection, freezing rain is predicted in the weather forecast, or gusts reach the catenary galloping risk value, it is determined to be a risk of catenary galloping. S22. During the adjustment phase, after confirming the risk of galloping, staff enter the site or adjust the controller during the maintenance window. The stiffness adjustment motor is driven to change the compression of the variable pitch compression spring, and the damping adjustment motor is driven to change the damping of the damper. Accordingly, the stiffness and damping of the catenary suspension point are adjusted so that the dynamic characteristics of the suspension point match the expected wind field conditions, thereby reducing the possibility of galloping. S23. After the manual setting is completed, the device enters a completely passive working state. The entire suppression process does not require power or sensors and works automatically only by relying on the mechanical structure. S24. Manual inspection and restoration: After severe weather conditions such as strong winds, freezing rain, and snowfall have ended, staff will manually restore the equipment.

[0013] Furthermore, under wind load, the transmission line experiences air resistance F. D Lift F L and torque M T The function, and the calculation formula are: In the formula, ρ air U, D, and U represent air density, wind load, and conductor diameter, respectively. C i (i=D, L, M) are the aerodynamic coefficients of drag, lift and torque, respectively; the aerodynamic coefficients are calculated by two-dimensional wind tunnel numerical simulation.

[0014] Furthermore, the Davenport wind speed spectrum is used to generate a simulated fluctuating wind field to construct a time-series wind speed with actual atmospheric turbulence characteristics, in the following form: Where U is the average wind speed, k is an empirical coefficient related to surface roughness, and L is the turbulence scale length. =U / L is the reference frequency.

[0015] Compared with the prior art, the present invention has the following beneficial effects: (1) By combining the stiffness adjustment mechanism and the damping adjustment mechanism, this invention can minimize the damping of the moving slider and the contact wire in the absence of wind, thus preventing problems such as reduced wear life of the contact wire caused by excessive damping. At the same time, by coordinating the stiffness adjustment and the damping adjustment, the natural frequency of the contact wire can be changed by the variable pitch compression spring when the contact wire is dancing, thus preventing resonance. Meanwhile, the output rod of the damper can consume vibration energy, greatly reduce the amplitude, and provide stable guidance for the movement of the moving slider, and provide stable compression for the variable pitch compression spring, thereby achieving stable small-amplitude oscillation, greatly reducing the dancing amplitude and improving stability.

[0016] (2) This invention achieves active stiffness control, breaking through the traditional passive anti-galling approach. Traditional contact wire galloping control mainly relies on passive measures such as increasing tension, adjusting structural height or span, and adding anti-galling devices. Once the parameters are determined, they are difficult to adjust, and the adaptability to different wind speeds and icing conditions is poor. This patent constructs an active control unit of "variable stiffness + damping" by introducing adjustable stiffness components and additional damping elements at the catenary suspension point. It can adjust the stiffness and damping of key nodes in real time according to working conditions such as wind speed and icing thickness, so that the dynamic characteristics of the contact wire have adaptive capabilities. It weakens the positive feedback process between wind-induced excitation and structural response from the mechanism, effectively suppressing icing galloping. Therefore, it is applicable to galloping suppression in different regions, avoiding the problem of excessively small or large stiffness and damping caused by a one-size-fits-all approach, and has a wide range of applications.

[0017] (3) This invention addresses the characteristics of multi-span mesh structures and significantly reduces low-frequency galloping response. The high-speed railway contact network of this invention is a multi-span prestressed mesh structure composed of catenary cables, contact wires, and droppers, and its galloping mechanism differs from that of a single transmission conductor. This patent adjusts the axial stiffness of the catenary cable suspension arm to change the main vibration modes of the contact network, avoiding the low-frequency region where atmospheric pulsating wind energy is concentrated, significantly reducing the maximum galloping amplitude of the contact network, effectively suppressing large-amplitude low-frequency galloping under icing conditions, and improving wind resistance stability.

[0018] (4) This invention takes into account the safety of current collection without significantly changing the structural mass and force system. Compared with measures such as adding anti-galling devices, detuned pendulums, and disturbance components at the contact wire, this patent prioritizes arranging variable stiffness and damping components at the catenary suspension point. This has little impact on the geometry of the contact wire and the load path, and will not significantly change the contact wire tension and the pantograph-contact wire contact relationship, thus avoiding adverse effects on current collection quality and electrical safety. At the same time, the introduced stiffness and damping components have a small mass, which has a limited impact on the overall structural self-weight and the internal forces of the support foundation, and has good engineering adaptability.

[0019] (5) The present invention has a simple structure and can be modularly installed, making it suitable for the renovation of existing lines. The stiffness control device proposed in this patent is mainly composed of adjustable elastic elements, damping elements, connecting seats and simplified force transmission components. The structure is relatively simple and can be made into standardized and modular units. The device can be quickly connected and disassembled with the existing cantilever and catenary suspension points through bolts, clamps, etc., without large-scale changes to the original contact network layout or civil engineering foundation. It is suitable for segmented pilot application and promotion on existing high-speed railway lines, and the engineering implementation cost is low.

[0020] (6) This invention has promotional value and provides a new technical path for preventing contact wire malfunctions. Unlike existing "post-event emergency" methods that rely on weather forecasts, online monitoring, and operational scheduling, this patent starts from structural dynamics mechanisms and achieves "pre-event / in-event proactive prevention and control" by adjusting the equivalent stiffness of key nodes. This method is not limited to a specific type of overhead contact line or the climate conditions of a particular region; it can provide a unified anti-galling design approach for overhead contact line systems of different lines and speed levels. It can flexibly switch between automatic and manual modes, and has significant engineering application prospects and promotional value for improving the operational safety of high-speed railways under extreme weather conditions. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall installation structure of a high-speed railway overhead contact line galloping suppression device based on stiffness control according to the present invention. Figure 2 This is a schematic diagram of the overall structure of a high-speed railway overhead contact line galloping suppression device based on stiffness control according to the present invention. Figure 3 This is a schematic diagram of the damping adjustment mechanism of a high-speed railway catenary galloping suppression device based on stiffness control according to the present invention. Figure 4 This is a schematic diagram of the stiffness adjustment mechanism of a high-speed railway catenary galloping suppression device based on stiffness control according to the present invention. Figure 5 This is a schematic diagram of a simulated overhead contact line structure for a high-speed rail overhead contact line galloping suppression device based on stiffness control, according to the present invention. Figure 6The present invention relates to a high-speed railway overhead contact line galloping suppression device based on stiffness control, which describes the galloping amplitude under wind excitation. Figure 1 ; Figure 7 This is a schematic diagram illustrating the galloping amplitude of a high-speed railway overhead contact line galloping suppression device based on stiffness control after the addition of a stiffness damping adjustment mechanism. Figure 1 ; Figure 8 The present invention relates to a high-speed railway overhead contact line galloping suppression device based on stiffness control, which describes the galloping amplitude under wind excitation. Figure 2 ; Figure 9 This diagram illustrates the galloping amplitude of a high-speed rail overhead contact line galloping suppression device based on stiffness control, after incorporating a stiffness damping adjustment mechanism. Figure 2 .

[0022] The attached figures are labeled as follows: Variable pitch compression spring-1, motion slider-2, base-3, output rod-4, controller-5, damping adjustment motor-6, stiffness adjustment motor-7, load-bearing cable seat clamp-8, load-bearing cable-9, load-bearing cable seat pressure plate-10, force sensor-11, elastic sling-13, contact wire-14, positioning component-15, suspension wire-16. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments. Of course, the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0024] Although the steps in this invention are arranged by reference numerals, this is not intended to limit the order of the steps. Unless the order of the steps is explicitly stated or the execution of a step requires other steps as a basis, the relative order of the steps can be adjusted. It is understood that the term "and / or" as used herein refers to and covers any and all possible combinations of one or more of the associated listed items.

[0025] Example To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of protection of this invention. Furthermore, the technical features described in the embodiments of this invention can be arbitrarily combined and used as long as there is no conflict.

[0026] As attached Figures 1-9As shown, a high-speed rail contact network galloping suppression device based on stiffness control includes a galloping suppressor. The galloping suppressor includes a base 3 fixed on the support pillars on both sides of the high-speed rail. A mounting groove is fixedly provided in the middle of the top of the base 3. The two sides of the mounting groove are rotatably connected to the rods through bearings. A moving slider 2 is sleeved on the rod. The top of the moving slider 2 is fixedly connected to the load-bearing cable 9. A variable pitch compression spring 1 is sleeved on the rod. Dampers are symmetrically fixedly installed on the outside of the two sides of the mounting groove. The output rods 4 of the two dampers pass into the interior of the mounting groove and are fixedly connected together. The two sides of the moving slider 2 are fixedly connected to the connection of the output rods 4. A stiffness adjustment mechanism is also installed on the rod.

[0027] Furthermore, the stiffness adjustment mechanism includes a stiffness adjustment motor 7 fixedly installed on one side of the mounting groove, the rod body is a lead screw, and the output end of the stiffness adjustment motor 7 is fixedly connected to one end of the lead screw; a lead screw nut is threaded on the lead screw, and the openings at both ends of the lead screw nut are slidably connected to the adjacent output rod 4; the lead screw nut abuts against the variable pitch compression spring 1; and a force sensor 11 is fixedly installed on the other side of the mounting groove.

[0028] This invention, through the cooperation of a stiffness adjustment mechanism and a damping adjustment mechanism, can minimize the damping of the moving slider 2 and the contact wire in the absence of wind, preventing problems such as reduced contact wire wear and lifespan caused by excessive damping. At the same time, through the synchronous cooperation of stiffness adjustment and damping adjustment, the natural frequency of the contact wire's movement can be changed by the variable pitch compression spring 1 during contact wire oscillation, preventing resonance. The output rod 4 of the damper can also consume vibration energy, greatly reducing the amplitude and providing stable guidance for the movement of the moving slider 2, and providing stable compression for the variable pitch compression spring 1, thereby achieving stable small-amplitude oscillation, greatly reducing the oscillation amplitude and improving stability.

[0029] Stiffness adjustment is achieved through a variable pitch compression spring 1. The stiffness of the variable pitch compression spring 1 gradually increases with the increase of deformation, exhibiting a significant nonlinear "progressive stiffness" characteristic. In this invention, the rotation of the stiffness adjustment motor 7 drives the lead screw to rotate, and the lead screw nut compresses the variable pitch compression spring, thereby changing the system stiffness.

[0030] Furthermore, a damping adjustment mechanism is fixedly installed at both ends of the top of the base 3. The damping adjustment mechanism includes a damping adjustment motor 6. An inner tube outer layer is fixedly provided inside the damper. Multiple overflow holes are evenly opened on the inner tube outer layer. The inner tube inner layer is inserted into the inner tube outer layer. Multiple adjustment holes are evenly opened on the inner tube inner layer. An adjustment knob is rotatably connected to one end of the damper. One end of the adjustment knob is fixedly connected to one end of the inner tube inner layer. The other end of the adjustment knob is fixedly connected to the output end of the damping adjustment motor 6. The output rod 4 of the damper is sealed and inserted into the inner tube inner layer. The inner tube inner layer is filled with hydraulic oil.

[0031] By utilizing the flow resistance of hydraulic oil in a controlled throttling channel, mechanical vibration energy is converted into heat energy and dissipated. In this invention, the damping adjustment motor 6 changes the rotation of the inner layer of the inner tube and the position of the adjustment orifice, thereby changing the opening size of the throttling orifice and flexibly adjusting the hydraulic oil flow resistance to achieve damping adjustment.

[0032] This invention achieves active stiffness control, breaking through the traditional passive anti-galling approach. Traditional catenary galloping control mainly relies on passive measures such as increasing tension, adjusting structural height or span, and adding anti-galling devices. Once the parameters are determined, they are difficult to adjust, and their adaptability to different wind speeds and icing conditions is poor. This patent constructs an active control unit of "variable stiffness + damping" by introducing adjustable stiffness components and additional damping elements at the catenary suspension points. It can adjust the stiffness and damping of key nodes in real time according to wind speed, icing thickness, and other conditions, giving the catenary dynamic characteristics adaptive capabilities. It weakens the positive feedback process between wind-induced excitation and structural response from a mechanistic perspective, effectively suppressing icing galloping. It is applicable to galloping suppression in different regions, avoiding the problem of excessively low or high stiffness and damping caused by a one-size-fits-all approach, and has a wide range of applications.

[0033] Furthermore, environmental monitoring mechanisms are installed on the tops of the pillars on both sides of the high-speed rail. These mechanisms include wind speed sensors and wind direction sensors. The galloping suppressor includes a controller 5 fixed to one side of the base 3. The controller 5 is electrically connected to the environmental monitoring mechanisms, force sensor 11, stiffness adjustment motor 7, and damping adjustment motor 6. The controller 5 has an embedded processor or industrial computing unit. Monitoring data is transmitted to the controller 5 via connecting cables.

[0034] This invention achieves automatic stiffness and damping control as well as manual control through the control method of controller 5, with flexible switching, which will be described in detail later.

[0035] Furthermore, a load-bearing cable support clamp 8 is fixedly connected to the top of the motion slider 2, and a load-bearing cable pressure clamp plate 10 is fixedly connected to the top of the load-bearing cable support clamp 8; a load-bearing cable 9 is threaded between the load-bearing cable support clamp 8 and the load-bearing cable pressure clamp plate 10.

[0036] This invention features a simple structure that can be modularly installed, making it suitable for upgrading existing lines. The stiffness control device proposed in this patent mainly consists of adjustable elastic elements, damping elements, connecting seats, and simplified force transmission components. Its relatively simple structure allows for standardized, modular unit construction. The device can be quickly connected and disassembled with existing cantilever arms and catenary suspension points using bolts, clamps, etc., without requiring large-scale modifications to the original contact network layout or civil engineering foundations. This makes it suitable for segmented pilot applications and widespread adoption on existing high-speed railway lines, resulting in lower engineering implementation costs.

[0037] This invention balances current collection safety with minimal alteration to the structural mass and load-bearing system. Compared to measures such as adding counterweights, anti-galling devices, detuned pendulums, or flow-disrupting components at the contact wire, this patent prioritizes the placement of variable stiffness and damping components at the catenary suspension point. This has minimal impact on the contact wire geometry and load path, and does not significantly alter the contact wire tension or the pantograph-contact wire contact relationship, thus avoiding adverse effects on current collection quality and electrical safety. Furthermore, the introduced stiffness and damping components have a relatively small mass, limiting their impact on the overall structural weight and the internal forces of the support foundation, resulting in good engineering adaptability.

[0038] Furthermore, the high-speed rail catenary includes a catenary cable 9 and a contact wire 14. Multiple droppers 16 are fixedly connected between the catenary cable 9 and the contact wire 14. Elastic suspension cables 13 are provided at the suspension points of the catenary cable 9 and the contact wire 14. The catenary cable 9 is threaded between the corresponding catenary cable seat support clamp 8 and the catenary cable seat pressure clamp 10. The contact wire 14 is fixed by the positioning clamp 15 of the support arm support device.

[0039] This invention addresses the characteristics of multi-span mesh structures, significantly reducing low-frequency galloping response. The high-speed railway overhead contact system of this invention is a multi-span prestressed mesh structure composed of catenary cables, contact wires, and droppers, and its galloping mechanism differs from that of a single transmission conductor. This patent, by adjusting the axial stiffness of the catenary cable suspension arms, alters the main vibration modes of the contact system, avoiding the low-frequency region where atmospheric pulsating wind energy is concentrated. This significantly reduces the maximum galloping amplitude of the contact system, effectively suppressing large-amplitude low-frequency galloping under icing conditions and improving wind resistance stability.

[0040] This invention also claims a method for operating the above-mentioned high-speed railway catenary galloping suppression device based on stiffness control, which, in automatic mode, includes the following steps: S11, during the monitoring phase, the wind speed sensor collects the wind field status in real time; the force sensor 11 monitors the force on the suspension point of the catenary 9. S12, Identification phase: Controller 5 determines whether the system has entered the galloping critical zone based on feedback signals; such as increased wind speed, increased force at the suspension point of the catenary, and obvious periodicity. S13. During the adjustment phase, if the set threshold is reached, the controller 5 controls the stiffness adjustment motor 7 to change the compression amount of the variable pitch compression spring 1, and controls the damping adjustment motor 6 to change the damping of the damper, thereby consuming the contact wire galloping energy and suppressing the contact wire vibration. S14. Closed-loop control and stable operation: Controller 5 continuously receives new environmental and vibration feedback data and adjusts stiffness and damping in real time to keep the contact network in a stable operating range.

[0041] Furthermore, when manual monitoring (such as by meteorological stations along the route, operation and dispatch centers, or other external monitoring platforms) indicates a potential risk of icing or high-wind galloping, the following steps are included: S21. Determine the risk of catenary galloping: When meteorological data shows any of the following situations: local icing is found during on-site inspection, freezing rain is predicted in the weather forecast, or gusts reach the catenary galloping risk value, it is determined to be a risk of catenary galloping. S22. During the adjustment phase, after confirming the risk of galloping, staff enter the site or adjust the controller 5 during the maintenance window. The stiffness adjustment motor 7 drives the variable pitch compression spring 1 to change the compression amount, and the damping adjustment motor 6 drives the damping to change the damping of the damper. Accordingly, the stiffness and damping of the catenary suspension point are adjusted so that the dynamic characteristics of the suspension point match the expected wind field conditions, thereby reducing the possibility of galloping. S23. After the manual setting is completed, the device enters a completely passive working state. The entire suppression process does not require power or sensors and works automatically only by relying on the mechanical structure. S24. Manual inspection and restoration: After severe weather conditions such as strong winds, freezing rain, and snowfall have ended, staff will manually restore the equipment.

[0042] This invention has significant potential for widespread application, providing a new technical approach for catenary dance prevention. Unlike existing "post-event emergency" methods that rely on weather forecasts, online monitoring, and operational scheduling, this patent starts from structural dynamics mechanisms and achieves "pre-event / in-event proactive prevention" by adjusting the equivalent stiffness of key nodes. This method is not limited to a specific type of catenary or the climate conditions of a particular region; it can provide a unified anti-dance design approach for catenary systems of different lines and speed levels. It can flexibly switch between automatic and manual modes, and has important engineering application prospects and widespread application value for improving the operational safety of high-speed railways under extreme weather conditions.

[0043] Furthermore, under wind load, the transmission line experiences air resistance F. D Lift F L and torque M T The function, and the calculation formula are: In the formula, ρ air U, D, and U represent air density, wind load, and conductor diameter, respectively. C i (i=D, L, M) are the aerodynamic coefficients of drag, lift and torque, respectively; the aerodynamic coefficients are calculated by two-dimensional wind tunnel numerical simulation.

[0044] Overhead contact network model, such as Figure 5 As shown. The suspension cable uses a JTMH35mm elastic sling. 2 The catenary cable uses JTMM120mm 2 The contact wire uses CTMH150mm 2The contact wire material parameters refer to the national standard GB / T 1.1—2009. The tension of the catenary cable is 23kN, the tension of the contact wire is 28.5kN, the structural height is b=1.6m, and the span is uniformly a=50m; the suspension wires are evenly distributed in 6 wires per span, and the spacing between the suspension wires is d=7.6m.

[0045] Furthermore, the Davenport wind speed spectrum is used to generate a simulated fluctuating wind field to construct a time-series wind speed with actual atmospheric turbulence characteristics, in the following form: Where U is the average wind speed, k is an empirical coefficient related to surface roughness, and L is the turbulence scale length. =U / L is the reference frequency. It is used to calculate wind-induced vibrations and the interaction between wind and structures.

[0046] Set U to 10 m / s, k to 0.05, and L to 100 to obtain the wind speed spectrum, as follows: Figure 6 As shown. Figure 7 The left image shows the system's swaying amplitude when 15mm of ice accumulates and it is subjected to wind-induced vibration. After adding the stiffness-damping adjustment mechanism, the stiffness of the catenary cable along the cantilever arm axial direction is adjusted to... Damping set to Afterwards, the amplitude of the dance decreased significantly, such as Figure 7 As shown on the right.

[0047] Set U to 10 m / s, k to 0.05, and L to 1000 to obtain the wind speed spectrum, as follows: Figure 8 As shown. Figure 9 This is a diagram showing the amplitude of the system's swaying under wind-induced vibration when it is 15mm iced. After adding the stiffness-damping adjustment mechanism, the stiffness of the catenary cable along the cantilever arm axial direction is adjusted to... Damping set to Afterwards, the amplitude of the dance decreased significantly, such as Figure 9 As shown.

[0048] The above description is only a preferred embodiment of the present invention. It should be noted that those skilled in the art can make several improvements and modifications without departing from the inventive concept of the present invention, and these all fall within the protection scope of the present invention.

Claims

1. A high-speed railway overhead contact line galloping suppression device based on stiffness control, characterized in that, The device includes a galloping suppressor, which includes a base (3) fixed on the support pillars on both sides of the high-speed rail. The base (3) has a mounting groove fixed in the middle of its top. The two sides of the mounting groove are rotatably connected to the rods via bearings. A motion slider (2) is sleeved on the rod. The top of the motion slider (2) is fixedly connected to the load-bearing cable (9). A variable pitch compression spring (1) is sleeved on the rod. Dampers are symmetrically fixed on the outside of the mounting groove. The output rods (4) of the two dampers are inserted into the inside of the mounting groove and fixedly connected together. The two sides of the motion slider (2) are fixedly connected to the connection of the output rod (4). A stiffness adjustment mechanism is also installed on the rod. The stiffness adjustment mechanism includes a stiffness adjustment motor (7) fixedly installed on one side of the mounting groove. The rod is a lead screw, and the output end of the stiffness adjustment motor (7) is fixedly connected to one end of the lead screw. A lead screw nut is threaded onto the lead screw, and the openings at both ends of the lead screw nut are slidably connected to the adjacent output rod (4). The lead screw nut abuts against a variable pitch compression spring (1). A force sensor (11) is fixedly installed on the other side of the mounting groove. The base (3) is fixedly installed with a damping adjustment mechanism at both ends of the top. The damping adjustment mechanism includes a damping adjustment motor (6). The damper is fixedly provided with an inner tube outer layer. Multiple overflow holes are evenly opened on the inner tube outer layer. The inner tube inner layer is inserted into the inner tube outer layer. Multiple adjustment holes are evenly opened on the inner tube inner layer. One end of the damper is rotatably connected to an adjustment knob. One end of the adjustment knob is fixedly connected to one end of the inner tube inner layer. The other end of the adjustment knob is fixedly connected to the output end of the damping adjustment motor (6). The output rod (4) of the damper is sealed and inserted into the inner tube inner layer. The inner tube inner layer is filled with hydraulic oil. An environmental monitoring mechanism is installed on the top of the pillars on both sides of the high-speed rail. The environmental monitoring mechanism includes a wind speed sensor and a wind direction sensor. The galloping suppressor includes a controller (5) fixed on one side of the base (3). The controller (5) is electrically connected to the environmental monitoring mechanism, the force sensor (11), the stiffness adjustment motor (7), and the damping adjustment motor (6), respectively. The top of the motion slider (2) is fixedly connected to a load-bearing cable seat clamp (8), and the top of the load-bearing cable seat clamp (8) is fixedly connected to a load-bearing cable seat pressure clamp (10); a load-bearing cable (9) is threaded between the load-bearing cable seat clamp (8) and the load-bearing cable seat pressure clamp (10).

2. The high-speed railway overhead line system galloping suppression device based on stiffness control according to claim 1, characterized in that, The high-speed rail catenary includes a catenary (9) and a contact wire (14). Multiple droppers (16) are fixedly connected between the catenary (9) and the contact wire (14). Elastic suspension cables (13) are installed at the suspension points of the catenary (9) and the contact wire (14). The catenary (9) is threaded between the corresponding catenary seat support clamp (8) and the catenary seat pressure clamp (10). The contact wire (14) is fixed by the positioning clamp (15) of the support arm support device.

3. A method for working with the high-speed railway overhead line system galloping suppression device based on stiffness control according to any one of claims 1-2, characterized in that, In automatic mode, the following steps are included: S11, during the monitoring phase, the wind speed sensor collects the wind field status in real time; the force sensor (11) monitors the force at the suspension point of the load-bearing cable (9); S12, during the identification phase, the controller (5) determines whether the ballistic critical zone has been entered based on the feedback signal; S13. During the adjustment phase, if the set threshold is reached, the controller (5) controls the stiffness adjustment motor (7) to change the compression amount of the variable pitch compression spring (1), and controls the damping adjustment motor (6) to change the damping of the damper, thereby consuming the contact wire galloping energy and suppressing the contact wire vibration. S14. Closed-loop control and stable operation: The controller (5) continuously receives new environmental and vibration feedback data and adjusts the stiffness and damping in real time to keep the contact network in a stable working range.

4. The method of claim 3, wherein, In manual mode, the following steps are included: S21. Determine the risk of catenary galloping: When meteorological data shows any of the following situations: local icing is found during on-site inspection, freezing rain is predicted in the weather forecast, or gusts reach the catenary galloping risk value, it is determined to be a risk of catenary galloping. S22. During the adjustment phase, after confirming the existence of galloping risk, staff enter the site or adjust the controller (5) during the maintenance window, drive the stiffness adjustment motor (7) to change the compression amount of the variable pitch compression spring (1), drive the damping adjustment motor (6) to change the damping of the damper, and adjust the stiffness and damping of the suspension point of the catenary cable accordingly, so that the dynamic characteristics of the suspension point match the expected wind field conditions, thereby reducing the possibility of galloping. S23. After the manual setting is completed, the device enters a completely passive working state. The entire suppression process does not require power or sensors and works automatically only by relying on the mechanical structure. S24. Manual inspection and restoration: After severe weather conditions such as strong winds, freezing rain, and snowfall have ended, staff will manually restore the equipment.

5. The method of claim 4, wherein, Under wind load, transmission lines experience air resistance F. D Lift F L and torque M T The function, and the calculation formula are: In the formula, ρ air U, D, and U represent air density, wind load, and conductor diameter, respectively. C i (i=D, L, M) are the aerodynamic coefficients of drag, lift and torque, respectively; the aerodynamic coefficients are calculated by two-dimensional wind tunnel numerical simulation.

6. The method according to claim 4, characterized in that, The Davenport wind speed spectrum is used to generate a simulated fluctuating wind field to construct a time-series wind speed with actual atmospheric turbulence characteristics, in the following form: Where U is the average wind speed, k is an empirical coefficient related to surface roughness, and L is the turbulence scale length. This is the reference frequency.

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