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This document summarizes a research project that aims to reduce arcing between train pantographs and overhead lines using magnetic components. The objectives are to reduce arcing, improve power quality, and optimize magnetic forces. An experimental model simulates the pantograph-line interaction using a motor, ferric disk, train line, and graphite rod. Test results show that adding neodymium magnets significantly reduces current fluctuations compared to without magnets. The number of contact losses is also reduced. Artificial neural networks are used to optimize magnetic forces at different speeds.
Исходное описание:
ppt on Magnetic Components Used in Train Pantograph to Reduce Arcing
Оригинальное название
Magnetic Components Used in Train Pantograph to Reduce Arcing
This document summarizes a research project that aims to reduce arcing between train pantographs and overhead lines using magnetic components. The objectives are to reduce arcing, improve power quality, and optimize magnetic forces. An experimental model simulates the pantograph-line interaction using a motor, ferric disk, train line, and graphite rod. Test results show that adding neodymium magnets significantly reduces current fluctuations compared to without magnets. The number of contact losses is also reduced. Artificial neural networks are used to optimize magnetic forces at different speeds.
This document summarizes a research project that aims to reduce arcing between train pantographs and overhead lines using magnetic components. The objectives are to reduce arcing, improve power quality, and optimize magnetic forces. An experimental model simulates the pantograph-line interaction using a motor, ferric disk, train line, and graphite rod. Test results show that adding neodymium magnets significantly reduces current fluctuations compared to without magnets. The number of contact losses is also reduced. Artificial neural networks are used to optimize magnetic forces at different speeds.
2 contents Introduction Objective Review of Literatures Research Methodology Detailed description Experimental Model Experimental Results Conclusion References
Introduction A pantograph always remains in contact with the overhead train line is used to send electricity to the main transformer of the electric train, thus providing power.
Due to many external Disturbances the train line may lose contact with pantograph, causes arcing phenomena to occur.
The arcing produced creates harmonics in the electric over head line and degrades the Power Quality
Physical properties of magnetic components is used improve the contact between the pantograph and the overhead train line 3 4 Objectives To reduce the arcing caused by contact loss of overhead train line and the pantograph using magnetic components.
To improve the Power Quality in the Over head train line by reducing the current fluctuations.
To optimize the magnetic force based arc prevention methods using Artificial Neural Network.
5 Review of Literatures It is dangerous to the equipment in locomotives for the over-voltage and harmonic caused by the arcing. Over- voltage amplitude and duration caused by the arcing have been studied (T. Li et al, 2011)
Study of electrical characteristics on pantograph arcing. Arcing Voltages ,currents and their harmonics are analysed. (W. Wang et al, 2011), 6 Research Methodology Basic Physical Property of magnetic material is used that is opposite attracts and like repels by using a Neodymium Magnet.
Simulating a experimental Model and analysing the Results.
ANN Used for Optimisation of magnetic forces required at different time or motor speed. 7 Pantograph Pantograph is always placed at the top of the train Engine.
Pantograph send electricity to the main transformer of the electric train by making contact with the overhead train line.
A graphite plate is their in pantograph that slides on over head line.
Various Disturbances can cause pantograph rapidly contact and separate with train line results as arcing produced. 8 Lower Arm Upper Arm Coupling Rod Damper System Collector Head Slide Plate Base Frame Fig1: General Description of Pantograph 9 Power system Structure of the Electrified Railway Fig.2. Single-phase booster transformer (BT) power supply circuit diagram for the Taiwan rail system. 10 Artificial Neural Network Artificial neural networks are composed of Neurons or processing units.
Artificial Neuron is the basic unit of a Neural network.
Three layered Network input layer, hidden layer and output layer.
Input and output have only layer while the hidden layer may have no layer or multiple layers
A three layered network with feed forward back-propagation algorithm is shown in the figure 5. 11 Fig.3. Feed forward back-propagation network. Fig 4: Model of the artificial neuron. 12 The formula that relates the input and output in neural networks can generally be expressed using function based on the weighted sum of the input values. yj=f(WijXi+bj) f : Transfer function, which simulates the non Linear processing function. bj: The partial weighted value of jth neuron simulates the weighted value of neuron Wij: The weight value of the connection between the ith and jth neuron. Xj: The input variable for the jth neuron. Yj: The output value of jth neuron, which simulates output signal of neuron.
13 Experimental Model An Experimental model is used which resembles the same conductive and motion behaviour as between the train line and the Pantograph.
Ferric disk connected with motor is used, Piece of train line is welded around the ferric disk and touched by electrified graphite rod.
Relative motion between the Ferric Disk and electrified Graphite Rod gives the same behaviour as between the train line and Pantograph.
Neodymium Magnet is Placed above graphite rod to attract the line that is Welded to the Ferric Disk.
14 Fig. 5. Conductive and Motion behaviour between the train line and the pantograph 15 Material Hard-drawn copper Manufacturing standards UIC870 Outer diameter 12.24mm0.16mm Cross-sectional area 107mm 3% Conductivity 97% IACS Resistivity 0.0175-mm/m(20 C) Thermal expansion Coefficient 17/ C (20 C) Elongation 3-7%(200mm) Destruction Rally 3906kgf Weight 0.95kg/m TABLE I TRAIN LINE MATERIAL SPECIFICATIONS 16 Fig. 6.Forces of contact surface between the train line and the pantograph with eight magnetic blocks. 17 Fig. 7. Experiment process for setting the motion between the train line and pantograph. Set the motor speed The oscilloscope records current waveform Add neodymium magnet Eight magnetic blocks are joined Motor speed 1780 rpm Beginning of the Experiment The End of the Experiment NO YES NO 18 Experimental Results
TABLE II: EXPERIMENTAL MEASUREMENTS OF RMS CURRENT (IN MILLIAMPERES) 19 Fig. 8. Comparison chart of speed and load current with/without magnets. 20 TABLE III NUMBER OF CURRENT FLUCTUATIONS AT DIFFERENT SPEEDS 21 Fig. 9. Schematic for iteratively predicting train offline times using neural network algorithms. Conclusions The contact loss frequency between pantograph and the train overhead line is reduced.
The measured currents with magnets added is significantly greater than the absence of magnets.
Current fluctuation frequencies are reduced ,decreased collector head current loss thus increases the stability of the power supply system.
The number of pantograph contact losses can be reduced by exploiting the physical properties of magnetic elements. 22 References W. Wang et al., Experimental study of electrical characteristics on pantograph arcing, in Proc. 1st ICEPE-ST, 2011, pp. 602607. T. Li et al., Pantograph arcings impact on locomotive equipment's, in Proc. IEEE 57th Holm Conf. Elect. Contacts, 2011, pp. 15. T. Ding, G. X. Chen, and J. Bu, Effect of temperature and arc discharge on friction and wear behaviors of carbon strip/copper contact wire in pantographcatenary systems, Wear, vol. 271, no. 9/10, pp. 16291636, Jul. 2011. G. Bucca, A. Collina, and R. Manigrasso, Analysis of electrical interferences related to the current collection quality in pantographcatenary interaction, Proc. Inst. Mech. Eng., J. Rail Rapid Transit, vol. 225, no. F5, pp. 483499, 2011. 23 24 25