Variances of Catenary-Pantograph Systems in Standards of Japan and Europe

1. PACIFIC 2011 Variances of Catenary-Pantograph Systems in Standards of Japan and Europe 2011 - 12 - 8 Railway Technical Research Institute Railway International Standards Center Hiroki Nagasawa Shinzo Noguchi Takayuki Usuda

2. Outline • Survey the catenary – pantograph systems in standards of Japan and Europe. • There are many similarities in both systems. • Some differences in the design policies. Both have merits and demerits. • Examples • A : Upward force of pantograph • B : Automatic tensioning method • C : Management of fatigue on contact wire. Railway International Standards Center

3. Standards for OCL in Japan • Law “Railway Operation Act” • Ministerial Ordinance to Provide the Technical Standard on Railway (Shorei) • performance standards • Approved specification for Ministerial Ordinance … (Kaishaku-kijun) • Specific examples of the ordinance, not obligatory. • Japanese Industrial Standards (JISs) • Other documents Manuals, Company Codes Railway International Standards Center

4. Standards for OCL in Europe I suppose • EC Directives • Technical Specifications for Interoperability (TSIs) by ERA • European Norms (ENs) • Many ENs are published by CEN and CENELEC • Examples : EN 50119, 50367, 50388, etc. Railway International Standards Center

5. A. Upward Force of Pantograph • Contact force of pantograph in Japan • Set to 50 - 65 N at standstill for many lines. • When running, it increases by aerodynamic force. • However, it is constrained to around 100 N. • Contact force of pantograph in Europe • Set to 150 N at standstill for many lines. • Intentionally increased at standstill for carbon strips. Railway International Standards Center

6. Features of both systems • The high upward force of pantograph can lead to keep steady contact between the pantograph and OCL. • Reasons for the small upward force in Japan. • To avoid trouble occurrence caused by large uplift of the contact wire in strong wind. • To avoid breakdown of contact wire by fatigue from many passages of pantographs. But it needs means to avoid contact loss of pantograph at high speed running. Railway International Standards Center

7. Means for high speed running • High voltage bus connection between two pantographs are used in Shinkansen train set. • This provides very stable current collection. • Bus connection of pantographs needs Switch-Over Sections for OCL. Railway International Standards Center

8. ≈ 1 km Switch 1 Switch 2 Train detector Composition of Switch-Over Section

9. B. Automatic Tensioning Method • For high speed line in Europe • Use of Two automatic tensioners are recommended for each contact wire and messenger wire. • Construction work for this method is easier than the jointed system (single tensioner). • Anchoring devices have to be installed at the mid-points of the whole wire lengths in this method. Railway International Standards Center

10. Automatic Tensioning Method in Japan • Several types of tensioners are used • Wheel type is the most popular. • many Spring type tensioners are also used. • Single automatic tensioner pulls both of messenger wire and contact wire by yoke. • The tension of the device is changed slightly with the position in the stroke of the device. • Because of the tension control of the device, there is No need for anchoring device. Railway International Standards Center

11. Wheel type tensioning devices in Japan

12. Spring type tensioning device in Japan

13. Tension + 5 % - S / 2 + S / 2 Stroke - 5 % Example of tension control by automatic tensioner in Japan

14. C. Managing Fatigue on Contact Wires • Contact wire has two major stresses • Tensile stress caused by tension • Bending stress caused by pantograph sliding • Bending stress increases • with upward force of pantograph • with train running speed Railway International Standards Center

15. Bending strain of contact wire caused by pantograph

16. Background of Fatigue Management • There are many lines with a large number of trains passing per day in Japan. • There are several weak points in OCL. • There had been several troubles by fatigue in the past. • There have been many laboratory and field tests on fatigue of contact wires. Railway International Standards Center

17. Vibration Support Hold Hold Support Tension mm Structure of Fatigue Test Equipment for Contact Wire

18. Maximum Stress Example of laboratory test results for contact wire fatigue life

19. Measurement of contact wire strain • The strain is measured by strain gauge attached on the contact wire. • It is not always true that the measuring point has the largest strain on the line. • We use estimation of bending strain • and setting margin. Railway International Standards Center

20. Measurement in the field Railway International Standards Center

21. Counter measures for fatigue of contact wires • Prevention of pantograph contact force increase • Lightening of fittings for OCL • Improvement of structure of contact wire crossing • Improve fitting for crossing • Avoid crossing of contact wires • Avoidance of mechanical connection of contact wires in high speed area Railway International Standards Center

22. Conclusion • There are many similarities and several differences in standards for OCL in Japan and Europe • These differences have already been taken into consideration in Working Groups (WGs) of IEC TC9. • The WGs have been developing several International Standards. Railway International Standards Center

23. IEC TC9 Standards • The following standards have been developed; • IEC 60913 Electric traction overhead contact lines (under revision) • IEC 62313 Technical criteria for the co-ordination between power supply and rolling stock to achieve interoperability (published) • IEC 62486 Current collection systems - Technical criteria for the interaction between pantograph and overhead line (published) Railway International Standards Center

24. Thank you very muchfor your kind attention