###### Abstract
After discussing the effect of design parameters on contact force and optimizing them, the results showed that the stiffness and damping of the pan-head and frame, the static lifted force, and the contact wire tension all affect the dynamic performance of the pantograph and catenary system. The final comparison of the contact force with the test data shows that the simulation results and the test data agree well. Paper [11] uses a harmonic T-equivalent circuit model to examine pantograph arcs and disconnections on traction transformer harmonic losses, leading to the following findings: a higher pantograph arc voltage lowers the primary voltage but increases the primary current, increasing the copper and core harmonic losses. Pantograph arcs have uncertain effects on primary and secondary equivalent interfering currents, but excitation EC increases with arc voltage. A circuit arc doubles harmonic copper loss and greatly increases harmonic core loss. Copper losses may be lower than in non-arc situations at the lowest arc ratios, but core losses are always larger. Average harmonic losses increase with arc ratio and voltage. An adaptive neuro-fuzzy system is shown in [12] for predicting the distance between the pantograph and the contact line of railway electrical locomotives. Any electrical incident in railway transport can disrupt traffic and harm equipment. Thus, the accurate predictions of such events are valuable. The paper investigated the possibilities of modeling and predicting the pantograph-contact line distance evolution using intelligent methods. The aerodynamic instability of the overhead contact lines (OCLs) in electric railways is investigated in the paper [13], with a particular emphasis on the way in which wind loads can cause harmful galloping at considerable amplitudes. The study replicates OCL galloping using a nonlinear finite element model and demonstrates that the wear level and wind angle have a significant impact on galloping amplitude, particularly at 8\({}^{\circ}\) and 9\({}^{\circ}\) angles, for wear levels of 20% and 30%, respectively. Additionally, the report investigates the application of damping droppers as a means to alleviate galloping, suggesting the utilization of a 100 Ns/m dropper to counterbalance the impacts of high gusts. Novel aspects of this work include a real-time method to measure the zigzag length based on the tracking of a specific track image. This paper is organized as follows: Section 1 presents the research background and significance, summarizes related studies, and emphasizes the value and novelty of this research. Section 2, Materials and Methods, begins by discussing the design and possible defects in the catenary suspension. It also presents two methods for determining the zigzag length involving image processing techniques. Section 3, Results, presents the zigzag length determined using the two methods mentioned in the previous section. This section additionally discusses the potential benefits of modeling and predicting zigzag length by employing hybrid deep neural networks. Section 4 contains some remarks on the results generated utilizing the offered approaches, as well as suggestions for future studies.