Proceedings of the 7th IASME/WSEAS International Conference on FLUID MECHANICS and AERODYNAMICS

Aerodynamic Characteristics of High Speed Train Pantograph

with the Optimized Panhead Shape
Yeongbin Lee, Joohyun Rho, Minho Kwak, Jaeho Lee, Kyuhong Kim, and Dongho Lee
School of Mechanical and Aerospace Engineering
Seoul National University, Institute of Advanced Aerospace Technology
San 56-1, Shinlim-dong, Gwanak-Gu
Seoul, Republic of Korea
aerocfd1@snu.ac.kr, http://hypersonic.snu.ac.kr
Abstract: - One of the most important reasons which restrict the speed increasing is the limitation of power transmission
between the pantograph and the contact lines. It is due to an unexpected aerodynamic characteristics that is vortex
shedding behind the pantograph. It causes an acoustic noise and structural vibration. The aerodynamic characteristics as
shapes of pantograph are the main issue. For removing those problems, a new pantograph shapes had been proposed for
the Korea high speed train. In this research, the optimized shape was selected through the previous research and then
alanyzed by experimental test. The pantograph with the optimized panhead shape was compared with the basic
pantograph system as the commercial high speed train(KTX-II) in korea for aerodynamical advantages. The optimized
panhead shape showed the increasement of the aerodynamic performance of entire pantograph system on the high speed
train.
Key-Words: - Aerodynamics, High speed train, Pantograph system, Optimized panhead shape, Wind tunnel experiment

important device to determine the aerodynamic

characteristics of high speed pantograph system as shown
in table 1.

1 Introduction
A high speed train (HST) has been rapidly developed all
over the world. Researchers realized that one of the most
important reasons which restrict the speed increasing of
electric locomotives is the capability of power
transmission between the pantograph and the contact
lines. The Korean high speed train named HEMU-400X
is being devleoped for 400 km/h as maximum speed.
There are many problems encountered when it runs. The
problems are an aerodynamic drag, instability caused by
a structural vibration, acoustic noise and so on [1,2].
When vehicles travel at high speed, power transmission is
influenced by aerodynamic characteristics of the
pantograph. A favorable aerodynamics performance of
the pantograph system ensures perfect track capability,
the stable contact between of panhead and the contact
lines. It can help to reduce an wear and acoustics noise
[3,4]. However, it is difficult to prevent the diffusion of
such problems, because the pantograph system is located
on train roof. Therefore, several researchers have studied
the aerodynamic characteristics around the pantograph
and made an effort to solve the problems [3,5,6].
General pantograph system is shown in Fig.1 and that is
for Korea high speed train(HST-350X). It consists of
many subparts and is so complex. Thus, it is so difficult to
analyze the aerodynamic characteristics of each subpart
and to find what are grave importance.[7] Through the
researches, the panhead part was known the most

ISSN: 1790-5095

Table 1 Aerodynamic load on pantograph [7]

Sub part

Fx

Fy

Fz [kgf]

(1) Lower arm

(2) Strut road
(3) Upper arm
(4) Balance road
(5)
Plunger
(6)
Panhead

5.3
4.2
3.2
0.8
12.8
94.5

0.0
0.0
0.0
0.0
0.0
0.0

12.5
7.2
- 9.2
- 2.7
0.0
13.5

Fig.1 Pantograph system

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Proceedings of the 7th IASME/WSEAS International Conference on FLUID MECHANICS and AERODYNAMICS

Fig.2 Panhead aerodynamic acoustic noise [8]

Fig.4 Wind tunnel test model (1/4 scale)

General panhead shapes are square or circular cylinder.

After this blunt body, the flow is separated and/or
developed to be turbulent. In some flow condition, the
Karman vortex street is founded. This complex flow
induces a structural vibration due to an unexpected
increasement of lift and drag force. It may causes a
damage for the panhead and unstability of the current
supply by electric wire. For resolving these problems, an
optimized stream lined shape should be needed. And the
passive flow control strategy using holes was studied as
shown in Fig.2[8,9]
In this research, the optimized shape is selected firstly
and then analyzed by wind tunnel experiments for
investigating an aerodynamic characteristics as the given
panhead shapes. The pantograph system with optimized
panhead shape compared with basis pantograph system
as the KTX-II train(commercial korean high speed train)
in the point of aerodynamical advantages. The
experimental results showed that the aerodynamic
performance of entire pantograph system was increased
by the optimized panhead shape increase on high speed
train.

Fig.5 Model and DAQ system

Two scaled models (1:0.25) were examined to know the
performance improvement. One was a basis model as the
KTX-II pantograph system which will be served in
commercial service. And the other was pantograph with
optimized sectionnl shape as shown in right side of Fig. 4.
The model height was 275 mm from upper base fairing as
shown in left side of Fig 4. Total weight was about 5.5kg
and it made of Al alloy and heat treatment iron.

2.2 Experimental Setup

The experiments were performed in a closed-type low
turbulence wind tunnel in Postech, Korea. The dimension
of the closed test section is 1.5 m (height) 1.8 m (width)
4.6 m (length) and the maximum wind speed is about
75m/s with a turbulence intensity being less than 0.2%.
The blockage ratio of the experimental model is about
2.5%. The data acquisition program is made use of
LABView with multi-purpose DAQ system which has
E-6110 board from National Instruments Company as
shown in Fig. 5. The aerodynamic forces were measured
by 2 axis load cell. The data were measured 18 times
which were performed 10 times in preliminary test and 8
times in main test because of hysteresis and accuracy.
The experimental Reynolds number range was controlled
from 2 105 to 6 105 and characteristic length was
defined the panhead length (145mm).

2 Experimental model and setup

2.1 Experimental model
Robust optimized panhead shapes have been designed by
previous researches for favorable aerodynamic
characteristics of the pantograph system as shown in Fig.
3 [10]. For optimization of the shape, CFD studies were
also conducted by In-house code was 2-D Navier-Stokes
solver including Roes FDS scheme for spatial
discretization and LU-SGS with dual time stepping for
time integration. All analysis and optimization are carried
out with Integrated Super Computing System (ISS) in
Tohoku University.

3 Experimental results
These figures show the experimental results of the
panhead and the pantograph systems in basis model and
the optimized one. As the results of the basis panhead
shape and the optimized panhead shape [Fig. 6~9], the

Fig.3 Sectional shape of optimized panhead

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Fig.6 Basis panhead drag (forward direction)

Fig.10 Basis pantograph bidirectional mean drag

Fig.7 Optimized panhead drag (forward direction)

Fig.11 Optimized pantograph bidirectional mean drag

Fig.8 Basis panhead lift (forward direction)

Fig.12 Basis pantograph bidirectional mean lift

Fig.9 Optimized panhead lift (forward direction)

Fig.13 Optimized pantograph bidirectional mean lift

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optimized panhead shape has lower drag and lift than

basis shape. The basis panhead shape is the parallel
square cylinder. Because of blunt body shape, it makes
the larger vortex shedding from the panhead. It caused the
unsteady lift force fluctuation, the structural instability
and severe acoustic noise. Contrary to the basis shape, the
optimized panhead shape showed to prevent the large
vortex shedding.
The optimized shape reduced the drag about 40% and
maximum amplitude of lift about 25% than basis panhead
shape.
In addition, the flow diection effect was studied because a
train would move bidirectionally. As the flow direction is
backward shown in [Fig. 10~13], the mean drag and lift
force value(averaged for eight test cases) measured
similar to forward flow case when panhead was basis
shape. This result arise from the non-directional shape of
the square cylinder.
In case of the optimized panhead shape, mean drag force
measured lower than the basis panhead shape in
backward flow. But, the mean lift is higher. It is
disadvantage for streamlined body shape. The leading
edge of the optimized shape showed good aerodynamic
performance for any angles of attack. But, sharp trailing
edge is not good. That is to say, the optimized panhead
shape has the weakness when the pantograph system is in
the backward flow. However, it will not be important
issue because the korean high speed train use only
forward direction because of using intensify the push-pull
type.
From the present results of the mean drag and lift force
distribution as flow direction [Fig.14~17], the panhead
shape effect has over half porting of whole drag and lift
production. The present work showed that an important
key to make a decision the aerodynamic performance
because the pantograph system is consisted of various
parts. Therefore, the efficient way to design a whole
pantograph system is optimized a panhead shape.

Fig.14 Mean drag distribution (forward direction)

Fig.15 Mean drag distribution (backward direction)

Fig.16 Mean lift distribution (forward direction)

4 Conclusion
The experiments were performed to know aerodynamic
characteristics of pantograph system using wind tunnel.
The optimized panhead shape is chosen through
reviewing the previous research results. Then the
aerodynamic characteristics of pantograph with the
optimized panhead shape was compared with basis
pantograph system for performance advantage of
commercial high speed train.
From this work, the panhead shape was important on
whole performance of the pantograph system.
Considring flow conditions, the optimized panhead shape
showed the low mean drag and lift force than basis
panhead shape. Therefore the optimized panhead shape

Fig.17 Mean lift distribution (backward direction)

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increases the aerodynamic performance of entire

pantograph system on the high speed train.

of high-speed trains, Proc. Instn Mech. Engrs, Vol 217.

Part F: J. Rail and Rapid Transit. pp. 249-257.
[6] Jaeho Hwang, Dongho Lee, 2001, Investigation on
Severe Aerodynamic Load Condition about
Pantograph, KSME conference paper, pp. 1-6.
[7] K. R. Chung, S.H. Park, 2001, Structural Design
Verification and Design Optimization of Pantograph
for Korean Very High Speed Train, KSNVE
conference paper. pp. 1229-1234.
[8] Mitsuru Ikeda, Takehisa Takaishi, 2004, Perforated
Pantograph Horn Aeolian Tone Suppression
Mechanism, QR of RTRI, Vol. 45, No. 3, pp.
169-174.
[9] T. Takashi, M. Miyazawa and C. Kato, 2007, A
computational method of evaluating noncompact
sound based on vortex sound theory. J. Acoust. Soc.
Am. Vol. 121(3), pp. 1353-1361.
[10] Joohyun Rho, Shinkyu Jeong, Dongho Lee, 2007,
Robust Design Optimization of the Pantograph
Panhead Shape on high Speed Train, KSME
conference paper, Vol. 10, pp. 1-4.

Acknowledgements:
This work was supported by the BK 21 Project, GCOE,
NSL(S10801000121-08A0100-12110) and
Railroad
Technology Development Program.
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[2] Joseph A. Schetz, 2001, Aerodynamics of High-Speed
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