###### Abstract
The benefits of this test device are as follows: this test apparatus can simulate the laterally relative sliding (zigzag) and vertical vibration between the pantograph contact strip and the copper contact wire, as well as the different vibration conditions between the pantograph and the catenary wire under different tensile forces due to the adjusted tension of the contact. In [6], wind tunnel studies and nonlinear finite element analysis are employed to analyze railway catenary wind-induced deflection. Catenary models using absolute nodal coordinates capture the system's geometrical nonlinearity. The paper shows how to create a 3D fluctuating wind field across the catenary and estimate maximum wind deflection using a Poisson-based extreme value distribution. Wind tunnel tests verify an aeroelastic catenary model. Simulations analyze the contact wire's deflection response, statistics, frequency, and extreme values. Adjustments to catenary features can reduce the intensity of turbulence-induced deflections by more than 15%. At a 9% turbulence intensity, empirical maximum wind deflection estimates match the FEM results, but higher intensities are unreliable. Only 10-min gusts are studied for safety. Wind deflections over 20% can violate the safety limits, requiring careful design in varied terrains to reduce mishaps from unstable, turbulent winds. The research [7] provides a nonlinear finite element approach for modeling an OCL (overhead contact line) with a local dropper defect. The results demonstrate that increasing the defect degree increases the contact force peak around the defective dropper point. The local dropper fault generates an increase in the contact force peak around the defective dropper. The most damaging fault comes at the beginning or last droppers in a span, increasing the maximum contact force. To limit the maximum contact force, the degree of dropper flaws should be controlled. The dropper defect reduces the energy at dropper interval-associated frequencies. The presence of a local dropper defect causes a large 'break' in the time-frequency representation of the contact forces. These phenomena can be exploited to detect the local dropper defect using a time-frequency representation of the contact forces. Based on four years of measurement data, the study [8] analyzes pantograph-catenary interaction performance with varying levels of CWW (contact wire wear). The authors developed a nonlinear finite element model for the catenary with a lumped-mass pantograph. In the case study, the optimal pantograph-catenary interaction performance occurs in the second year after CWW is constructed, depending on railway line traffic density. Increased service time leads to a reduction in performance. Higher operating speed creates a greater dispersion in assessment indices, indicating lower current collecting quality, especially at the maximum speed (70% of the catenary wave propagation speed). In [9] the study examines how the operating speed, current, fluctuating amplitude, and frequency of the compressive load affect friction and the wear rate. The results of the research suggest that friction and the wear rate increase with higher operating speeds or variable compressive loads. High current increases wear and decreases friction. The effects of compressive load fluctuations on friction and wear are unclear. Contact surface roughness from arc erosion and mechanical wear is the primary cause of increased friction and wear. The material wears easily, yet high temperatures lubricate and reduce friction. The wear rate and friction are favorably associated with constant current. Research in [10] simulated the dynamic performance of the simple catenary and pantograph. The pantograph was simplified as a lumped mass model, and the catenary was modeled using FEM. The simulation indicates that the pantograph can run at 250 km/h and detects contact loss above that speed.