PANTOTRAIN

PANTOgraph and catenary interaction Total Regulatory Acceptance for the Interoperable Network

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 Obiettivo del progetto (Objective)

'The current interoperability approval process for new High Speed and Conventional railway vehicles in Europe is a very long and costly process. The Technical Specifications for Interoperability provide common regulations for the homologation of new rolling stock but do not directly eliminate the current burdens regarding new vehicle approval on each network. In this context, the pantograph/catenary system represents one of the major barriers to rolling stock interoperability. Indeed, each country has developed its own overhead line equipment leading to different catenary designs with variations in mechanical properties. A unified approval method is a key subject that must be addressed to provide a competitive railway system. Hence, PANTOTRAIN proposes to transfer the pantograph/catenary certification from current line testing towards laboratory testing and simulation. This will improve pantograph interoperability, increase train performances on the existing infrastructure and achieve considerable costs and time savings for the homologation of new pantographs The project is part of the TRIO-TRAIN cluster (Total Regulatory Acceptance for the Interoperable Network) which comprises 3 related projects dealing with key railway interoperability issues: Aerodynamics (AEROTRAIN), Railway Dynamics and Track Interaction (DYNOTRAIN) and Pantograph/Catenary Interaction (PANTOTRAIN) all submitted under the 2nd Call of the FP7. The objective of these projects is to propose an innovative methodology via a computer simulation/virtual homologation that will allow multi-system network and route approval in Europe to become a faster, cheaper and better process for all involved stakeholders. Therefore the success of the TRIOTRAIN cluster will lead to a time reduction for relevant parts of the certification process from 24 to 6 months; an 80% saving in effort for the acceptance of a new vehicle already accepted in an other country and an estimated financial saving of €20-50 Million/year'

Introduzione (Teaser)

Ensuring that trains are designed to adequately and safely receive current from overhead lines across different borders is no easy task. EU funded scientists have developed innovative tools to enhance interoperability and speed certification.

Descrizione progetto (Article)

Commercial trains are designed to go faster but interoperability with overhead line equipment varies from country to country introducing time and cost burdens on new vehicle approval. The pantograph mounted on the roof of a train collects current from overhead catenary lines. Compatibility of the pantograph and catenary system is thus an important consideration in achieving interoperability.

Scientists initiated the EU funded project 'Pantograph and catenary interaction total regulatory acceptance for the interoperable network' (PANTOTRAIN) to replace current line testing methods for pantographs with an optimised combination of simulation, mock-up testing and field tests. Work was focused on simplifying transnational agreement on specifications (homologation) for pantographs and cross-border service. Team members developed innovative tools as well as novel pantograph designs employing advanced systems combining mechanical and electronic systems with supporting software.

Contact force at the pantograph/catenary interface consists of a static and aerodynamic component. The former is easily measured in a lab or workshop whereas the latter is conventionally line tested. PANTOTRAIN selected an appropriate computational fluid dynamics (CFD) simulation of the aerodynamic component including contact force, uplift of the catenary wire at the supports and vertical movement of the contact point from several algorithms. Simulation results were compared to test rig measurements and line test runs with excellent agreement among all three approaches.

Scientists also developed an extremely accurate multi body model of a pantograph simulating the non-ideal behaviour of the joints by including realistic bushings in the model. Two prototypes of pantographs with active or smart control that adapts automatically via incorporation of sensors and actuators were produced and tested with simulations and a test rig.

PANTOTRAIN partners then optimised the models for use in field conformity assessments. Researchers proposed a homologation map providing mean and standard deviation of contact force and uplift, as well as a measure of the safety margin achieved by the conformity assessment.

Current Technical Specifications for Interoperability (TSI) will be updated within five years. PANTOTRAIN expects to contribute knowledge vital to appropriate changes in TSI and European standards, leading to decreased certification costs, enhanced interoperability and safer train travel.