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<p>When trains operate in tunnel spaces, the poor elasticity of the rigid catenary and poor track smoothness induce severe fluctuations in the overall contact force. Meanwhile, complex aerodynamic behaviors, the pantograph’s structural characteristics and varying working heights, lead to large differences in the contact force distribution between the front and rear sliders. Ultimately, the poor relationship of pantograph and catenary increases operating costs and can even affect train operation safety. In order to reduce fluctuations of contact force and minimize difference between front and rear slider, this paper establishes a coupled dynamic model of catenary-pantograph during tunnel operation and designs a fuzzy PID strategy for subway train pantographs. The results show that: (1) When the train operates at speeds of 60&#xa0;km/h, 70&#xa0;km/h, and 80&#xa0;km /h, the average difference between front and rear slider contact forces is 10.13&#xa0;N, 13.81&#xa0;N, and 18.06&#xa0;N, respectively, which are key factors causing abnormal wear. (2) When the train operates at speeds ranging from 60&#xa0;km/h to 80&#xa0;km /h with fuzzy PID control applied to the pantograph, the average difference in front and rear slider contact forces is close to 0&#xa0;N, and the total contact force is close to 120&#xa0;N. (3) Fuzzy PID control can effectively reduce fluctuations in contact forces. When the train operates at speeds between 60&#xa0;km/h and 80&#xa0;km/h, the standard deviations of the contact force indicators show significant improvements: the front slider contact force is reduced by 32%–34%, the rear slider by 24%–32%, the difference between the two by 25%–40%, and the total contact force by 29%–32%.</p>

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Dynamic modeling of pantograph-catenary system considering aerodynamic forces and fuzzy PID control for subway pantograph during operation in tunnels

  • 期刊论文

  • 发表日期：

    2026年6月23日

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  • Gang Yang,
  • Xin Shen,
  • Xianchao Wang,
  • Jiqiang Niu,
  • Lei Yan

摘要

When trains operate in tunnel spaces, the poor elasticity of the rigid catenary and poor track smoothness induce severe fluctuations in the overall contact force. Meanwhile, complex aerodynamic behaviors, the pantograph’s structural characteristics and varying working heights, lead to large differences in the contact force distribution between the front and rear sliders. Ultimately, the poor relationship of pantograph and catenary increases operating costs and can even affect train operation safety. In order to reduce fluctuations of contact force and minimize difference between front and rear slider, this paper establishes a coupled dynamic model of catenary-pantograph during tunnel operation and designs a fuzzy PID strategy for subway train pantographs. The results show that: (1) When the train operates at speeds of 60 km/h, 70 km/h, and 80 km /h, the average difference between front and rear slider contact forces is 10.13 N, 13.81 N, and 18.06 N, respectively, which are key factors causing abnormal wear. (2) When the train operates at speeds ranging from 60 km/h to 80 km /h with fuzzy PID control applied to the pantograph, the average difference in front and rear slider contact forces is close to 0 N, and the total contact force is close to 120 N. (3) Fuzzy PID control can effectively reduce fluctuations in contact forces. When the train operates at speeds between 60 km/h and 80 km/h, the standard deviations of the contact force indicators show significant improvements: the front slider contact force is reduced by 32%–34%, the rear slider by 24%–32%, the difference between the two by 25%–40%, and the total contact force by 29%–32%.