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A forward-thinking Indian railroad is necessary to meet global climate protection goals in the transportation sector. As a result, the Indian railway intends to dramatically increase rail freight transportation and double passenger travel by 2027. The digitization of the railway system for more effective resource usage is one of the key directions, along with other ideas for the expansion of railway infrastructure for safe, affordable, and environmentally friendly. More than half of the railways in every country are electrified. This article describes numerous monitoring techniques for the pantograph's dependable operation. Automatic detection systems that indicate all potential flaws and evaluate the state of the pantographs and contact network have been developed to assure the safe functioning of the high-speed railway and to remove hidden dangers for workers. Pantograph monitoring is a problem in many nations where real-time detection is challenging. The characteristics of dynamic and static geometry, current collection, and faulty component operating states, as well as the operational state of the pantographs and contact network, can all be measured by on-board devices. The systems are based on an automatic verification algorithm that can provide a fully three-dimensional (3D) representation of pantographs using stereo cameras, categorize pantograph models, and evaluate the integrity of the pantograph's key parts, like the slide and coal inserts. The state of the pantograph can evaluate by using 3D scanning together with the image. Pantographs and contact networks are currently being monitored in several nations throughout the world. The major goals of monitoring systems are service optimization, downtime reduction, and increased infrastructure and railroad availability. This article's primary objective is to analyze monitoring systems in Europe and offer a feasible advanced solution for Indian Railway (IR) in near future.
Introduction
The majority of railroads are electrified in most nations since using electricity is safe, efficient, and environmentally friendly. Electric current must be delivered to rolling stock via the traction network. The network is made up of electricity systems contact cables. Electric locomotive contact parts are constructed from either copper or coal. Dry contacts are the main cause of contact insert wear because both the contact wire and the contact element deteriorate quickly. Electrical degradation causes still another issue.
The primary requirement for the Railway network is to guarantee consistent and dependable contact between the wire and the pantograph in order to promote the safety of train traffic and increase the accuracy of control. The speed of the trains or variations in the climatic and atmospheric circumstances should not have an impact on the contact's dependability. The equipment is not shielded against temperature fluctuations, humidity changes, lateral and longitudinal vibrations, vibration, or aerodynamic forces. The electric locomotive's current receiver is subjected to strong electrical loads that can occasionally approach hundreds of amperes. At the same time, even the slightest failure can cause the resistance to rise, an arc to form, and the contact wire to burn. Train delays can result from wire damage and breakage caused by pantograph damage. The usage of pantograph [1, 2–3] and catenary monitoring and diagnostics systems in real-time can be utilized to detect failures beforehand [4]. The provision of traction motors and ancillary equipment with an uninterrupted power supply is one of the most crucial challenges with electric transportation [5]. Therefore dependable electricity current receivers are required [6, 7]. The contact element's dependability, which must provide consistent sliding contact between the external electrical network and the electric circuit of the electric locomotive or electric train, is the fundamental issue with pantographs [8, 9–10].
According to Wu et al. [11], the pantograph's contact pads' material, the amount of current passing through them, and the speed all have a substantial impact on how reliable the contact pair "pantograph—contact wire" is. The nature of contact wire and insert wear, which interferes with the maintenance of contact pressure, is particularly significant in this process. It is not always practical to change the tension of the contact wire since different types of electric locomotives and trains can operate at various currents and speeds on the same piece of track. Therefore, it would be ideal to have a pantograph that could both smoothly adjust its pressure on the contact wire in response to changes in height at stations and sections, as well as monitor changes in pressure on it from the contact wire. Mechanical wear increases when the current collector's pressure is noticeably surpassed, and the increased electrical wear is made worse by a lack of pressure.
According to works [12], the qualities and operational circumstances of the pantograph and the contact network affect their dynamic interaction on the railway. The speed, quantity, and spacing of the pantographs, as well as the location of the vehicle, all affect how the pantographs interact throughout an electric train's operation. The rail network requires knowledge about the state of overhead lines and pantographs in order to guarantee and improve the safety and efficiency of infrastructure and vehicles. When the "pantograph-contact wire" contact pair's regular interaction is disrupted, there are issues that affect both the movement of the train and the safety of the road causing significant material losses. Bruni et al. [13] described the pantograph–catenary interaction where recent achievements and future research challenges are also discussed. In this paper, an attempt is made to highlight the possible technology that can be adapted Indian Railway to modernize the Pantograph systems for improved efficiency and reduced downtime.
System Architecture
The research and development work on the system architecture of railway pantograph monitoring system is in focus since last decade. Many works in these areas are proposed to monitor railway pantograph. Some of the technique used as optical sensors where optic fiber sensors used to monitor the contact force of the pantograph and catenary [14]. Application and use of fiber optical sensors on pantograph-catenary systems through contact forces and accelerations was reported by in recent years [15, 16]. This system was also extended for the underground lines [17, 18]. A study on the mechanism of vehicle body vibration affecting the dynamic interaction in the pantograph–catenary system was studied by Yao et al. [19, 20]. Zhu et al.[21] reported on the enhancing pantograph-catenary dynamic performance using an inheritance-integrated damping system. Very limited work reported of such systems implementation in the Indian Railway or by RDSO where failure and improvement mode of pantograph and catenary system was discussed. During dynamic actions of pantograph-catenary system different failure modes and possible monitoring of the failure to prevent and real-time monitor (including diagnoses the operational status, predictive health of the structure in advance) is utmost necessary to enhance the efficiency and reduce the downtime.
An on-board system, a data processing facility, a server on the ground, and a server in the cloud have all been proposed as part of a pantograph condition-based monitoring system. Figure 1 depicts the design of this monitoring system. The on-board system is a crucial subsystem that primarily consists of a number of modules, such as modules for sensors and data collecting, modules for positioning, modules for data processing and diagnosis, modules for displays and data storage, etc.
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Fig. 1
Architecture of railway pantograph monitoring system
Methodology
The rolling stock and pantograph conditions must be known to ensure and improve the security and effectiveness of the vehicles and infrastructure owned by companies operating in the railway industry. The downtime of the rolling stocks is evident if there is any problem in parts or structures. Presently there is no proper process or system to access the nature and origin of the problem. Digitization and use of proper technology can reduce and eliminate the problem also the same time it will increase the efficiency of the railway throughput. As railway operations are so delicate and interdependence that even a minor mishaps can cause protracted delay leading to the dissatisfactory service. Emulating from the European Union's (EU) strategy and technology the IR aim will be to increase the productivity of the railroad system and reduce the downtime. There are constraints of live/free tracks for higher rate of transport in IR rail network. This is further highlighted by the freight transit.
The railways must employ clever solutions to assist prevent various dangers to businesses and infrastructure in general to meet the desired goals. Capturing only images of pantograph are usually insufficient for a thorough examination unless they are captured from several angles and orientations. For accurate evaluation the state of the pantograph a three-dimensional (3D) scanning is necessary with proper image capturing tool. Control and monitoring are the primary instruments for adequate robustness and dependability of the system.
The primary objective of the article is to examine European pantograph monitoring systems and suitable path is laid for implementing those for the Indian railway. IR has deployed several agencies to monitor and manage rolling stocks inventory where maintaining and operation cost is higher side. To monitor in real-time condition with reduced cost the most popular real-time monitoring options are needed review and possibly implemented.
According to research by the Research Designs & Standards Organization (RDSO), pantograph line failure that entangles with overhead equipments (OHE) seriously disturbs traffic, causing delay in the service line. To stop the recurrence of entanglement cases, it is imperative that even a single pantograph entanglement case be taken seriously, and that a thorough failure study is done to determine the primary cause of failure. This article presents a road map for integrating European railway pantograph monitoring and checking systems into Indian railways. From the existing literature and the present pantograph monitoring system in India it is evident that advanced technologies need to adopt for efficient monitoring the OHE (overhead equipments) and to reduce the downtime. In this paper, several advanced technique with possible implementation have been discussed which will be beneficial for the Indian Railway.
Present Constraint, Fault Areas of Indian Railway Pantograph and Scope
To get the proper quantity of energy to run locomotive, the pantograph must be in continuous touch with the contact wire; however, this contact must be made without applying excessive pressure to prevent wear. If the wire on the pantograph ever breaks, there will be a brief power outage. When there is not enough contact between the contact wire and the current collector's contact rail, there is a chance that the contact wire will burn. Pantograph of a train sometimes entangled with overhead wire causing delay and disruption. A similar incident is shown in Fig. 2. On the other hand, a large force between the wire and the current collector can create severe wear, which is also undesirable because it will need replacing the components sooner. Operational failure of pantographs are generally seen in several category, majority of them are discussed here:
Sometimes electric locomotive pantographs needs to undergo through adverse environmental condition. They are adversely affected by freezing temperatures, snowfall, and ice throughout the winter, as well as a variety of dynamic loads and strong electric current impacts. Maintaining constant close contact between the slide and contact wire is the main objective and also challenging. Failures are seen due to adverse operating condition. Heavy-duty pantographs are needed to install in direct current electric locomotives.
Faulty current collectors can cause increased wear and burning of the contact wires, as well as damage to the contact network's insulators, fasteners, and air arrows. Prior to disassembly, every element and component is needed inspected, and the static parameters of the pneumatic actuator—such as how long it takes for it to raise and lower at room pressure—have to be confirmed. The upper unit of the current collector and the contact system, in particular the carriages, are malfunctioning, resulting in sharp skewing of the rail and damage to the contact network. Proper examination are must for intricacies of the carriages to ensure that there are no overproductions, breakdowns, distortions, or cracks.
The pantograph slide operates under difficult conditions. When in use, current collector rails are susceptible to severe pollution, frost, and corrosion since they are not shielded from ambient influences. The pantograph slide is affected by lateral and longitudinal vibrations that are conveyed from the E-procurement system (EPS) bodies in addition to aerodynamic forces and vibrations.
Anomalies in the overhead line can be identified by data analysis before they result in serious damage. Thus, the real-time data can be collected form fleet for proper maintenance, to increase availability. Schunk OnTrack Monitoring systems can provide a good solution for infrastructure and transportation operators to collect data on pantograph and overhead line conditions while it is in use. This system can reduce unforeseen repairs and substantial time and cost savings.
Dynamic laboratory tests covering the entire system are very beneficial for both simulation and test runs. For proper design and longer life pantograph should be designed and tested according to European standards. Pantographs must meet the strictest manufacturing quality requirements because of the large-scale testing facilities. Siemens Mobility in Austria manages every step of the development process, including design, building, computation, simulation, prototyping, and manufacturing. The unique hardware-loop test apparatus is unique in the world and allows for the modeling of the pantograph's interaction with the simulated contact line in real-time.
Based on artificial intelligence and stereo vision technology, a European provider of intelligent monitoring solutions developed the world's first Pantograph Condition Monitoring System (PCMS) to improve operational decision-making about train monitoring. Dedicating the inspection points along the train route, they have devised a wayside system to take images of the pantographs as they move through the inspection site.
The interaction between the two parts, the "pantograph-contact wire," should be of the highest caliber, and close attention should be paid to the indicators of the contact network and pantograph. It might not be possible to prevent a malfunction or flaw in the contact insert, which is an essential part of the pantograph. By regularly monitoring and assessing the condition of the contact inserts, wear can be identified early and replacements can be planned at the appropriate intervals.
The material of the OHE and the pantograph should be light enough as much as possible to reduce the dead weight. This will enhance the performance. High grade of Aluminum alloy with good thermal conductivity can be considered. The alloy EN AW-6101B is a medium strength alloy, specifically dedicated to applications where a high electrical conductivity is promising one.
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Fig. 2
Pantograph of a train entangled with overhead wire causing delay and disruption
Possible Technology and Solutions to be Adopted by Indian Railway(IR)
Digitization has enormous potential benefits for the railway sector. By doing this, according to Deutsche Bahn AG (Germany), the capacity of the railway network may be increased by almost 20% without adding a single kilometer of new rails. One explanation is that, thanks to digital monitoring, trains may now run at shorter intervals. For example, analysts estimated digitization of railway system will cost Rs. 25 K crore. The break-even phase will take an additional 5 years, although the implementation time may be as short as 5 years. For the foreseeable future, the Indian railway network will be more dependable and efficient.
A safer working environment and the ability to streamline maintenance schedules by eliminating the need for maintainers to physically access the top of the carriage for manual checks are two benefits of the pantograph monitoring system. Enhancing operating efficiency, expanding the fleet of available train equipment, and propelling the railway toward a sustainable and digital future for network operations are also advantageous. For greater economic and operational efficiency, reduced downtime is desired by both infrastructure and transport providers. Therefore, there is a requirement for the pantographs to have a longer lifespan, which can be accomplished by constant inspection, maintenance cycles, and monitoring systems. Monitoring systems provide analyzed data to infrastructure or traffic operators so they may utilize it most effectively. 3D laser triangulation provides the most accurate pantograph measurements on the market, with an accuracy of up to 1 mm. Most 3D technologies are commonly exposed to sunshine, precipitation, fog, and snow when used in an uncontrolled outdoor environment.
An automated pantographic examination called PantoInspect was created in 2008 by the Danish corporation Banedanmark, which is in charge of maintaining and managing traffic on the whole network of public railroads in Denmark. One of the most recognizable and renowned brands in the world today is PantoInspect. Deutsche Bahn, RATP, Infrabel, Sydney Trains, Network Rail, and TRA are well-known, top global companies that manage infrastructure and rolling stock. They also develop technology for the worldwide train industry's real-time monitoring. The possible technology and solutions for the pantograph systems that Indian Railway can adopt for improvement from the existing systems are discussed in the next Sect. "PantoSystem" to "PANTOBOT".
PantoSystem
The PantoSystem (shown in Fig. 3), which makes use of a laser and filter system that operates in all weather. The PantoSystem will measure broken pantographs starting today by fusing 3D laser triangulation with picture recognition.
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Fig. 3
Innovative PantoSystem for possible adoption by IR
Optical laser triangulation, one of the most precise and quick techniques to create digital three-dimensional models of actual objects, is the technique utilized in PantoSystem. The technique is based on lighting the object with a laser beam and using a CCD (charge-coupled device) or other recording apparatus to capture the radiation reflected from the object. A substantial cost is wasted due to unavoidable damage to infrastructure, rolling stock, and network delays. The use of advanced monitoring systems can reduce the same for Indian railway.
Application of PantoSystem in various nations are shown in Fig. 4. This provides a number of benefits. Firstly, it offers early notice of emerging issues and produces immediate alarms in the event of serious damage. Secondly, the frequency of scans also enables predictive maintenance techniques, such as the planned replacement of pantograph carbon inserts based on wear. A comparable installation would allow Sydney Trains to avoid replacing one in three pantograph contact inserts.
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Fig. 4
Applications of the pantograph system in different countries
An average costs due to train delay approximately 100 euros every minute, according to data from Infrabel, the manager of Belgian railway infrastructure. However, this cost varies for country wise and it depends on the circumstances and priority/commodity basis. For example for a huge nation like India average 13.4 lakh minutes time per month is lost due to train delay for mail/express train only. The detailed analysis of train delay cost is presented by Lovett et al. [22]. The railway track delay that can result from various reason, OHE failure is one of them and the costs of interruption is significant. PantoSystem can assist in reducing costs associated to this delay.
Employees in the maintenance and control center can view rapid notifications on a computer or mobile device because the PantoSystem detects issues in real-time. The scanner can add a physical alarm (PantoAlerter) and be coupled with pre-existing early warning systems. For crowded mainline railroads, this is frequently a helpful supplemental feature.
Additionally, PantoSystem requires almost no maintenance. The sensors may only need to be cleaned once a year, depending on the location. The PantoSystem is made to resist a variety of weather extremes, including harsh heat or cold, hail, severe rain, snow, and wind.
PanMon
The PanMon system is meant to take the position of the Panchex system, which Network Rail built in the 1980s as shown in Fig. 5. It accurately coordinates the positioning of laser technology and high-definition cameras throughout a network. Panchex system is successfully able to set up the PanMon system on networks in the US, Canada, and Latin America.
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Fig. 5
High-definition PanMon system
The test findings revealed:
The technology has shown that it is capable of offering consistent and precise measurements of lifting force and pantograph flaws,
stable detection of chips and flaws greater than 25% of the coal insert's surface width,
Monitor and recognize each passing vehicle during its operation.
The local weather conditions are also noted.
The system has demonstrated its capacity to provide continuous and accurate measurements of lifting force and pantograph defects, such as chips, damaged tips, and worn carbon contact strips, on trains moving at up to 200 km/h while also satisfying Network's Rail technical requirements and performance criteria.
PanMon was installed at certain network locations in Great Britain in 2019 as part of a contract with Network Rail to boost the usage of preventative maintenance methods in regular operations. In the group of intelligent monitoring of railways, the company also provides systems like InfraMon and CatMon (which track problems with tracks or contact networks). PanMon offers uninterrupted real-time diagnostic data in a continuous stream. On electrified highways in Europe, Australia, and Africa, the systems are already in place. PanMon cameras are mounted on suspension catenary bridges and pointed down the tracks at every passing train's pantograph in order to capture three-dimensional images of it.
Lasers scan the whole width of the pantograph to assess symmetry, pitch angle, and the quality of the carbon contact insert, while gantry-mounted high-definition cameras collect 3,000 frames per second. At least once each day, every pantograph on the routes is scanned. The technology's developer, the Danish company PantoInspect, analyzes the scanned images for chips and faults, damage to the end protrusions, and wear to the contact inserts before storing them digitally in the cloud. Through adaptable information systems that identify unfavorable trends and sound the alarms when predetermined thresholds are surpassed, analysis is shared with Network Rail's maintenance staff. This PantoSystem is a fully automated pantograph inspection system that offers the industry's most accurate and reliable measurement technology for the detection of damaged pantographs. The system uses a combination of AI, Advanced algorithms, and 3D laser triangulation.
PantoSystem on-Board System
The PantoSystem on-board system (shown in Fig. 6), consists of hardware and software and is installed on train pantographs. With the help of the pantograph and catenary, this system gathers data (acceleration, temperature, position, and video/image qualities) and transfers it to the server. In order to examine the obtained data, machine learning methods might be used. Using these analytics, the system can forecast pantograph and catenary repair schedules as well as evaluate damage trends. The system's primary responsibility is to maintain monitoring reports and a preventative maintenance schedule for both the contact network and the pantograph. The train driver will be able to choose the best time to replace or repair the parts of pantograph based on the findings of the system. The best maintenance schedule (time and type of repair) and the quality of the infrastructure will both be known to infrastructure operators.
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Fig. 6
PantoSystem on-board system
a) PantoCheck It is a pantographic measuring system used in Italy. PantoCheck is an automatic pantograph control system using video and laser technology. By immediately detecting all current collectors flowing past the detection point, the PantoCheck pantograph diagnostics system guards against pantograph breakdowns and subsequent contact line damage. Pantograph defects and ensuing damage to the overhead line are avoided with the help of PantoCheck, which automatically identifies all pantographs moving through the detection site. High-speed cameras and lasers make up the pantograph measuring system, which is located trackside.
b) Considering the Italian 3D pantograph inspection system. A roadside device called the pantograph three-dimensional visual control system collects high-resolution color photographs of train pantographs. The system's goal is to evaluate the live condition of the pantograph. The system can operate at a maximum speed of 320 km/h for trains, and data collecting is possible in all-weather situations.
The generated photographs are processed locally, and the finished product is promptly uploaded to the infrastructure management system in the cloud, where it will be stored alongside the images and 3D graphics. The pantograph model is automatically recognized by the system, which also examines its geometric condition and wear characteristics. The infrastructure management system receives information about each inspected pantograph for any possible malfunction.
c) Any point of time the real-time monitoring and all the important parameter with detailed report may be conveniently accessed by railway infrastructure operators via the online application. To prevent data loss, power outage or disconnection, the roadside system also may be fitted with an external memory to save all the captured data.
Technicians primarily use manual method to inspect railway systems in India. However this railway visual inspection system is a quick, precise, and affordable transportation monitoring system that efficiently combines data gathering, monitoring, and image-processing technologies to identify faults in railway systems.
Functions of the visual control system 3D pantograph inspection systems are:
There is an interception system to stop the incoming train.
A high-resolution color image for a detailed 3D model.
Machine learning algorithms for identifying pantograph models.
A stereo image acquisition system for reconstructing a three-dimensional pantograph.
Lighting for the best image acquisition in any weather; internal processing and storage units for speedier processing and data loss prevention.
Real-time image transmission from the roadside system to the competent control system; automatic.
Automatic train code recognition using the PIC platform or train code reading using an Optical Character Recognition(OCR) or Radio Frequency Identification (RFID) device, with user-friendly software interface.
The benefits of acquiring three-dimensional (3D) reconstruction of pantographs and high-resolution color photographs will be enabled in the following cases:
Plan emergency maintenance procedures in case of a malfunction
Check pantograph performance without stopping rolling stock
Elimination of disruptions in passenger or cargo transportation
Reduce infrastructure, maintenance costs
Improve railway safety.
In order to reduce the issues related to its installation and maintenance, a 3D pantograph inspection system (shown in Fig. 7) is used infrastructure close to the railway. The parts of the system are positioned close to the railroad lines for close capturing, making maintenance easy and preventing it from obstructing the movement of rolling stock.
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Fig. 7
3D pantograph inspection system
The quality of the most recent collection is determined by the following classification of contemporary systems and businesses involved in monitoring and controlling pantographs. Different pantograph monitoring system across the globe with the respective owner and operating agencies are portrayed in Table 1.
Table 1. Different pantograph monitoring system across the globe
System | By location | Company | Country |
|---|---|---|---|
Pantograph monitoring | On the infrastructure | Network Rail | Great Britain |
PANTOBOT3D | On the infrastructure | Camlin Rail | Italy |
Pantograph monitoring system | On the infrastructure | Neousys Technology America | United States |
PantoSystem | On the infrastructure | PANTOhealth | Germany |
SicatPMS | On the infrastructure | SiemensAG | Germany |
PantoCheck | On the infrastructure | SelvistecSrl | Italy |
Overhead catenary inspection system | On the infrastructure | Meiden Malaysia Sdn.Bhd | Malaysia |
PantoSystem | On the infrastructure | MERMECS.p.A | Italy |
Pantograph video surveillance | On the infrastructure | Shandong Tienuo | China |
CATENARYEYE | On the infrastructure | Meidensha Corporation | Japan |
The pantograph condition monitoring system (PCMS) | On the infrastructure | Australian Rail Technology | Australia |
Mantenimiento de catenariasypantógrafos | On the infrastructure | HottingerBrüel & Kjær | Spain |
PanMon | On the infrastructure | Ricardo PLC | Great Britain |
PantoSystem | On the infrastructure | Pantoinspect A/S | Denmark |
Inspection system pantograph measurement | On the infrastructure | PantoView | North America, Australia |
PANTOBOT
The PANTOBOT 3D technology was introduced by Camlin Rail (Italy) in February 2019 (shown in Fig. 8). An automated three-dimensional pantograph monitoring system that enables railroad operators to accurately assess the state of the pantographs in real-time, minimizing catenary risks brought on by damaged pantographs.
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Fig. 8
Pantobot 3D
2D images captured by camera ( accuracy range 1 mm) will help to built the real-time status. PANTOBOT 3D can autonomously assess high-resolution images taken by a specialized stereoscopic machine vision system. From this system carbon inserts damage, higher wear, and typical variations are immediately shown. Faulty pantograph can damage the overhead wire causing significant delays and broad service interruptions. To improve the state of pantographs and catenary, railway infrastructure operators may accurately get accurate information from PANTOBOT 3D, which can identify and assess pantograph damage on each axis. Machine learning techniques enable PANTOBOT 3D to track the condition of pantographs over time, giving network operators useful information about the risk of pantograph failure. Preventive maintenance thus becomes a crucial stage of managing the acquired information.
The essential component of a high-speed railway is the pantograph-catenary system (PCS), which transfers electrical energy from the traction substations to the high-speed trains in motion. The unique sliding-contact-current-collection system in high-speed rail is formed by the arrangement of the pantograph on the train's roof and the catenary above the track centerline. To prevent impact or arc damage, the dynamic contact force must precisely adhere to the specified contact quality, which means it cannot be too big or too confined. Magnetic forces are used in hyperloop systems to propel and lift the cars off the guideway. During the operation, there is no direct physical contact between the guideway and the moving train. Hyperloop systems are designed to operate at extremely high speeds by operating inside low-pressurized tubes, which minimize aerodynamic drag. Technologies of many kinds have been developed worldwide to implement systems such as the hyperloop and maglev trains. Hyperloop systems, meanwhile, are still in the early stages of development and IR is unlikely to adopt that advanced systems in near future considering the existing track of IR.
The fourth-biggest railway in the world is the Indian Railway. As evidenced by the gross domestic product in the most recent budget for 2023, Indian Railways has emerged as the country's economic powerhouse in the current context. Most significant advancement in Indian infrastructure from 1850 to the present is the railway system and 100% electrification with minimum downtime, higher throughput is main focus. The only practical and dependable option to move resources and goods over land is through Indian railways. Markets and people from all throughout this vast nation have been connected by the Indian Railways network. Railways would be heavily focused on track improvement, environmental sustainability, network growth, capacity creation, train safety, lowering carbon dioxide footprint, introducing high-speed trains, and technological superiority, according to Vision 2027.
Conclusions
Based on the present work presented in this paper the following conclusions can be summarized.
On-board equipment can be used to measure the climb of the pantograph to the contact network, as well as the condition, contact force, and aerodynamic balance of the pantograph.
To ensure a dependable link between the contact network and the pantograph, the proper operation of the pantographs is now monitored and managed through the use of video surveillance control systems.
The pantograph must be able to follow the movement of the contact wire despite varying in height and speed without appreciably altering the force of pressure applied to the wire. If there is a large distance between the pantograph and the contact network, an electric arc could occur between them. Consequently, there is a chance that the touch surfaces will get damaged or the existing collection's quality would deteriorate.
As railroads get busier, more automated technologies need to be used to boost production. Monitoring systems help in the accurate detection, evaluation, and tracking of pantograph faults. 3D laser triangulation provides the most accurate pantograph measurements on the market, with an accuracy of up to 1 mm.
Infrastructure enhancement, railroad availability, downtime reduction, and service optimization are the main objectives of monitoring systems. The Indian Railway will see less downtime and improved performance through the use and use of this innovative technology.
Installation and operating cost will be high, but down the line the easy monitoring, reducing downtime, minimizing accident and the related expenditure including maintenance will reduce the return on investment which is expected to be 3 to 5 years.
Acknowledgements
The authors acknowledges State University of Infrastructure and Technologies, Department of Cars and Carriage Facilities, Kyiv, Ukraine for providing the data for European standard and guidance during preparation of this work.
Funding
The author(s) received no financial support for this research work.
Declaration
Conflict of interest
The author(s) declared no potential conflicts of interest with respect to the research, authorship, and/or publication of this article.
Publisher's Note
Springer Nature remains neutral with regard to jurisdictional claims in published maps and institutional affiliations.
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