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Pantograph arcing in ac traction system generates transients, and causes asymmetries and distortion in supply voltage and current waveforms. These asymmetric voltage and current lead to a net dc component and harmonics that propagate within the traction power and signalling system and cause electromagnetic interference. This problem is enhanced during winter because of the layer of ice/snow on the overhead contact wire. The sliding contact becomes poor and a visible arc moves along with the pantograph. In this paper, it is shown how different parameters like traction current, line speed, power factor, and supply voltage influence the arcing, its characteristics, and the dc components. It is shown that the dc current component increases with increasing train speed and traction current, and reduces at a lower power factor. It is also discussed how the presence of an ice layer influences the arcing and the dc components. It is found that running the trains below the normal operating power factors is an effective choice to mitigate this problem. The findings presented in this paper could be beneficial to estimate the probable limit of the dc component at the planning stage so that proper precautions can be taken at the design stage itself.

Pantograph arcing is a common phenomenon in electrified railway systems. This is also a source of broadband-conducted and radiated electromagnetic interference (EMI) for vehicle as well as traction power and signaling systems. In this paper and the companion paper, experimental analyses of pantograph arcing phenomena are presented for dc and ac feeding systems, respectively. Influences of different parameters on dc traction system, such as supply-voltage polarity, relative motion between pantograph and overhead contact wire, namely, forward motion along the track (longitudinal), and lateral sliding motion of the pantograph (zigzag) are presented here. From the voltage and current waveforms of the test runs, it is shown that pantograph arcing is a polarity-dependent phenomenon. For the positive-fed overhead traction system, where pantograph is cathode, the supply interruptions due to zigzag motion are comparatively less compared to negatively fed traction systems. As a result, the transients, due to pantograph arcing, are more frequent in negatively fed traction systems. It is found that the arc root movement along the electrode surfaces (pantograph-contact wire) is governed by the relative motion and polarity of the electrodes. The analyses presented in this paper also form a foundation to understand the pantograph arcing process and the corresponding influential parameters with the ac supply presented in the companion paper. The findings presented in this paper could be beneficial for coming up with appropriate mitigation techniques from the EMI due to pantograph arcing in dc-fed traction systems.

One of the most common and yet unavoidable problems in electrified railways are because of pantograph arcing. The intensity of arcing increases during winter because of the ice layer on the overhead contact wire. In AC traction system, pantograph arcing distorts the sinusoidal waveforms of the supply voltage and current. It also generates transients at the current zero crossings (CZC). All these result in a net DC component, harmonics and radiated emission. In this paper we will present an experimental investigation to understand pantograph arcing and influence of power factor on conducted and radiated emission. We found that pantograph arcing generates both conducted and radiated emission in a wide band, starting from DC. Both the DC component and higher order conducted and radiated emission increases with line speed. Running the train at lower power factor can reduce the DC component and emerging as the most preferred solution against problems due to ice in cold weather.

The most common and yet unavoidable EMC problems with electrified railways are due to pantograph arcing. This distorts the waveform of the supply voltage and current, can generates transients during the zero crossings of the current and can cause interference with the traction power and signalling system. Pantograph arcing is a complex phenomenon and depends on speed of the train, current, presence of inductance etc. In a sliding contact like pantograph and contact wire, the arc root moves across both electrodes because of the relative motion between them. In this paper, we will present an experimental analyses of the arc root movement and influence of different parameters on it using a laboratory setup.

Pantograph arcing generates a net DC voltage which create interference with the track circuit signaling, saturate transformer core, generate even harmonics, create problems on control of the switching of power electronics and drives. Experiments were conducted by Bombardier Transportation and ABB as a part of the ICE project to understand the physical processes that generates this DC component, the coupling mechanisms and the distribution paths, the identification of DC vulnerable components and their response to this DC. The amplitude of the DC voltage shows a wide variation with respect to applied voltage, train speed, type of electrical load, gap between the contact wire and the pantograph and current. In this paper, the authors analyzed those experimental data to understand the typical nature of sliding arc between the pantograph and the contact wire and possible mechanisms involved with this.