外文翻譯---鐵路系統(tǒng)接觸網(wǎng)中集電板碳合金的含量對其與接觸線磨影響

1、<p>　　附錄1 外文資料翻譯</p><p><b>　　A1.1 譯文</b></p><p>　　鐵路系統(tǒng)接觸網(wǎng)中集電板碳合金的含量對其與接觸線磨影響</p><p>　　本文主要是對發(fā)生在接觸網(wǎng)中接觸線和集電板之間磨損情況的研究，它們之間的磨損由機械和電氣兩個方面引起。這方面的研究對設施的維修成本和受電弓與接觸線的工作壽命有

2、著密切的關系。由于接觸網(wǎng)中維修機車和基礎設施方面的重要性，在過去幾十年世界上一直對這個問題十分重視。</p><p>　　為了探討機械和電氣兩方面引起的接觸線和滑板之間的磨損，在米蘭設計并安裝了一種新型的測試裝置。一系列的實驗測試已經(jīng)完成，其中涉及了多種材料的集電板和在不同轉(zhuǎn)速與電流強度的接觸條件。</p><p>　　研究中涉及到了3kV直流線路所需要的各種不同結(jié)構(gòu)的集電板。研究中發(fā)現(xiàn)集

3、電板中的銅和碳合金的不同含量對滑板與接觸線的磨損有著很大的影響。</p><p><b>　　前言</b></p><p>　　高速鐵路運輸系統(tǒng)的發(fā)展意味著對電能需求的增加，但是從目前通過受電弓在架空線（接觸網(wǎng)）獲取電能的水平來看，就需要受電弓集電板具有較高的工作性能。這個問題不僅僅由于高速列車的原因，而且與線路的容量和貨運列車的長期運行有關。意大利鐵路系統(tǒng)決定把所有

4、的銅材料的集電板換為Kasperowski型，隨后又把碳合金用于集電板，這些在線路材料方面的改進都是對3kv直流線路的挑戰(zhàn)。當接觸線上的電流達到1000A以上時就會由于產(chǎn)生的機械熱加重受電弓集電板的損壞。眾所周知，接觸線和受電弓集電板的磨損主要取決于以下幾個因素：接觸線材料的類型，運行條件（滑動速度 接觸力 電流強度等）以及它們之間是否發(fā)出電火花和電弧等。</p><p>　　在Klapas et al. 和 B

5、ecker的的著作中，對以上提到的決定線路磨損程度的各種原因以及它們之間的相互影響都有說明?；诤唵畏奖闫鹨?，在集電板和接觸線之間產(chǎn)生的磨損可以分為兩種：一種是由于機械摩擦引起的磨損，另外一種是由于電火花引起的磨損，這兩者相互作用并影響。特別是越來越多的磨損不僅和線路的電流強度有關，而且和弓網(wǎng)之間的接觸壓力有關，同時和火花強度有關的磨損也隨著接觸壓力的增大而加重。再者，高電流在某些情況下可以通過所謂的當前潤滑作用減少整體磨損。并且速度的

6、增加并不會總是造成磨損的加重，甚者在一些特殊的情形下由于熱力條件增加引起的摩擦反而會減少磨損。戴安娜和她的同事已經(jīng)報道了有關這些內(nèi)容的簡要介紹。</p><p>　　本文將對以上提及到的幾個方面通過測試裝配實驗進行詳細研究。人們考慮了幾種集電板：所有的銅材型，包括外包銅的碳合金（Kasperowski型）和普通碳合金。所有的集電板的設計都是基于3kv的直流線路。值得一提的是它的滑動速度相當快（可達200km/h）

7、,并且電流強度也高于其他研究成果，直流電可達1000A。</p><p>　　以下對一些設備進行了試驗并對結(jié)果進行了分析。在試驗中把磨損率和嚴格實驗的程度相關連。它們的關系基于耗散功率的假設，從而說明機械和電氣兩個方面的磨損的實質(zhì)。</p><p><b>　　實驗裝配架概況</b></p><p>　　這里要闡明的是試驗裝配架的主要特點。該設

8、備可以測試在時速達220km/h并通過1200A直流電或500A交流電的線路上受電弓的運行情況。試驗臺的主要組成部分是一個直徑4m的磁盤，它可以290rpm的最高速度繞垂直軸線旋轉(zhuǎn)。</p><p>　　接觸線安裝在磁盤外圓周部位并朝向磁盤的徑向方向，并且使滑動面水平的朝向受電弓的頭部。通過控制90千瓦直流電機由傳送帶帶動磁盤轉(zhuǎn)動。受電弓被懸放在一個平臺上面，并且它隨一個三角波信號沿磁盤徑向方向移動。為了顯示試驗

9、中對接觸線的具體作用需要對磁盤的旋轉(zhuǎn)進行同步測速。試驗中采用液壓驅(qū)動的方式在接觸線上產(chǎn)生平均壓力。為了在試驗中模擬實際列車運行而產(chǎn)生的空氣對流，要用管子使接觸區(qū)的空氣流動（常溫下）。</p><p>　　接觸線是由一組鋼鋁絞線組成。試驗架創(chuàng)建初始階段進行的初步實驗表明，如果接觸線在磁盤上受到擠壓時，那在集電板上將產(chǎn)生過大的垂直加速度（可達200m/s2）。這種狀況將使集電板產(chǎn)生異常的動態(tài)特性，這將給滑板帶來嚴重的

10、磨損損失，并在實際運行中出現(xiàn)嚴重的刮弓事故。</p><p>　　試驗中的電路測試平臺是由電容器饋電輸出和一個絕緣柵雙極晶體管構(gòu)成三相全橋整流器組成的，從而由逆變器控制負載電流的輸出電感。將逆變器的開關頻率適當提高，則可以降低電流中的諧波含量。該逆變器可以仿真各種形式的電流（歐洲地區(qū)）：直流電可達1kA，0.5kA—16.6Hz和0.5kA—50Hz三種。</p><p>　　為了平衡各有

11、關量，采取了適當?shù)臏y量措施。通過放置在受電弓回錨的儀器可測量線路傳輸電流。對接觸滑動區(qū)和轉(zhuǎn)動磁盤底部之間的壓降的測量時，即假定的接觸線和滑板之間的壓降，可允許適當?shù)木€路損失。等效的接觸電阻可認為是兩者之間的壓降和電流強度之比。在計算等效的接觸電阻時，要考慮到兩者實際接觸面積的影響。</p><p><b>　　結(jié)論</b></p><p>　　集電板和接觸線材料的磨損

12、情況已經(jīng)在實驗室通過仿真高速列車運行環(huán)境完成了具體的實驗。在線路傳輸1000A直流電并有時速達200 km/h列車運行的仿真工作環(huán)境條件下，對不同材料的集電板進行了測試。經(jīng)過詳細研究弄清楚了滑板中碳合金的含量在其與接觸線之間的磨損中所起的作用。</p><p>　　滑板的磨損與其單位長度的總耗散功率有關。其中幾中磨損的程度與碳合金和銅的含量有關，同時也發(fā)現(xiàn)以銅為主要材料的滑板由于摩擦力的原因而產(chǎn)生的磨損比較嚴重；

13、以碳合金為主要材料的滑板則可以降低在電力線路上由于焦耳效應而產(chǎn)生的磨損，這是由于它的電阻比較高的緣故。</p><p>　　以銅為主要材料的集電板的磨損程度要比含碳合金的集電板高大約四倍。這需要在一種有理想光滑面的接觸線上檢驗，使得不造成在碳材料上的嚴重損失。在滑動過度階段中，碳滑板卻要比銅的滑板受到更嚴重的磨損，而且在這個過程中還會在接觸線和銅基之間造成擦痕。</p><p>　　當接觸

14、線單位長度的無功功率不一致時，在兩區(qū)域就會產(chǎn)生不同的磨損率。從這個方面來看以銅為基本材料的接觸滑板具有高的磨損性能，而以碳為基本材料的接觸滑板則屬于低耐磨區(qū)。</p><p><b>　　A1.2 原文</b></p><p>　　Effect of metallised carbon content of collector strip on the wear of

15、 contact wire–collector strip pair in railway systems</p><p>　　Among the topics related to the interaction between the contact wire of the overhead line and the collector strip, the wear that takes place at

16、the contact interface, depending on both electrical and mechanical quantities, represents an important aspect of maintenance costs, affecting the mean lifetime of collectors and contact line duration. Due to its importan

17、ce in the global maintenance of both rolling stock and infrastructure, this topic deserved the attention of several regulations in the l</p><p>　　In order to investigate the effects of electro-mechanical wea

18、r on both contact wire and contact strip, a new test equipment has been designed and installed at Politecnico di Milano. A series of tests have been performed, involving different kinds of collector strip materials and c

19、ontact conditions, tested at varying speeds and current intensities.</p><p>　　This investigation concerned different collector strip con?gurations intended for 3 kV D.C. lines. The combination of different c

20、ontents of copper and metallised carbon in the collector has been found to in?uence the wear rate of both collector strip and contact wire. </p><p>　　key words: contact strip; contact wire; wear; friction; m

21、etallised carbon</p><p>　　INTRODUCTION</p><p>　　The development of higher speeds in railway transportation systems demands an increase of the required electrical power, and therefore of the leve

22、l current to be collected by the pantograph from the overhead line (catenary), calling for higher performance from collector strips. This problem is not limited to high-speed trains but also concerns high-capacity lines

23、and long-freight trains. The decision of Italian railways to move from all copper collector strips to the Kasperowski type, and subseq</p><p>　　The previously mentioned factors mutually interact in determini

24、ng the level of wear, as shown in Klapas et al. and Becker et al., so that multidimensional maps can be de?ned. For the sake of convenience, wear at the collector–contact wire interface could be divided into mechanically

25、 and electrically caused contributions, even though it is clear that they are strongly correlated and mutually in?uencing. In particular, the increasing wear due to current intensity depends also on the level of conta<

26、;/p><p>　　This paper presents the results of an investigation carried out by means of a test rig on some of the previously mentioned aspects. Several kinds of collector strips have been considered: all copper,

27、metallised carbon with an external envelope of copper (Kasperowski type) and metallised carbon. All the strips are designed for 3 kV D.C. lines. It is worth mentioning that the sliding speeds are quite high (up to 200 km

28、/h), and the currents are higher than in other published research, being up to 1</p><p>　　Following a description of the test rig, the main experimental results are presented. A correlation between the wear

29、of collector strips and contact wire with the operating conditions is reported. A correlation between wear rates and indexes of the test severity is also proposed. The relationship is based on the assumption of dependenc

30、e from the dissipated power, and on the wear of both mechanical and electrical nature.</p><p>　　TEST RIG OVERVIEW</p><p>　　The main features of the test rig, are herein recalled. The equipment e

31、nables testing of a collector to be performed at speeds up to 220 km/h under the passage of electrical current up to 1200 A D.C. and 500 A A.C. The main element of the test bench is a 4-m-diameter disc, rotating at a max

32、imum speed of 290 rpm around a vertical axis.</p><p>　　A contact wire is ?tted on the outer circumference, with the sliding surface horizontally oriented towards the collector head of the pantograph, which i

33、s placed under the disc in a radial direction. The disc is moved by a controlled 90 kW A.C. motor through a transmission belt. The collector is elastically mounted on a suspension placed on a platform, which moves along

34、the radial direction of the disc following a triangular wave signal. The period of the movement is synchronized with the test sp</p><p>　　A pipe is used to blow air (at environment temperature) on the contac

35、t zone in order to reproduce the convective heat transfer due to the air ?ow around real moving vehicles.</p><p>　　The contact wire is elastically suspended by means of a series of aluminium strands. Prelimi

36、nary tests carried out during the set-up stage of the test rig put into evidence that the contact strip was subjected to excessive levels of vertical acceleration (up to 200 m/s2) if the contact wire is rigidly ?xed on t

37、he disc. This condition leads to unrealistic dynamics of the contact strip, characterised by an unacceptable level of contact losses leading to more severe arching phenomena than in real o</p><p>　　The elect

38、ric circuit of the test bench is made up of a three-phase full-bridge recti?er with capacitor output feeds and an Insulated Gate Bipolar Transistor (IGBT) inverter which controls the load current of the output inductor.

39、The commutation frequency of the inverter is suitably high to ensure low-current harmonic content. The inverter allows the emulation of all the currents of the European catenaries: up to 1 kA D.C. current, 0.5 kA–16.6 Hz

40、 and 0.5 kA–50 Hz.</p><p>　　A proper measurement set-up has been adopted in order to measure all relevant quantities. Transferred current is measured by means of an amperometer placed on the return cable fro

41、m the collector. The voltage drop measured between the sliding contact and the base of the rotating disc is assumedas an indicator of the voltage drop between the contact wire and contact strip, and allows to estimate th

42、e percentage of contact loss occurrence. The equivalent contact resistance is estimated as the ratio </p><p>　　CONCLUSIONS</p><p>　　The loss of collector strip and contact wire material has been

43、 evaluated in a laboratory test rig simulating the conditions of high-speed trains. Different types of collector strips were tested under working conditions of up to 200 km/h sliding speed and a current transfer of 1000

44、A D.C. The effect of the content of metallised carbon in the contact strip on the wear of both contact strips and contact wire was investigated.</p><p>　　The wear of the contact strips shows a correlation wi

45、th the total dissipated power divided by the longitudinal dimension of the contact strip. Several wear regions are found depending on the ratio between the content of copper and metallised carbon. This index also points

46、out that Cu-based contact strips seem to suffer more from increasing the frictional power. C-based contact strips seems to be less sensitive to an increase of electrical power due to the Joule effect, correlated to the h

47、igher r</p><p>　　The wear of the Cu-based collector strips is approximately four times higher than the wear of the all-carbon contact strip. This behaviour requires an ideal smooth surface of the contact wir

48、e, which does not cause signi?cant abrasion on the carbon. During a transition phase from an all-copper collector test to an all-carbon collector test, the all-carbon collector might undergo intense abrasive wear. This a

49、brasion is caused by asperities on the wire surface formed when worn against the Cu-based</p><p>　　contact strips.</p><p>　　The wear rate of the contact wire reveals two distinct regions when pl