A three-dimensional approach for contact detection between realistic wheel and rail surfaces for improved railway dynamic analysis

Marques, Filipe; Magalhães, H.; Pombo, João; Ambrósio, Jorge; Flores, Paulo

doi:10.1016/j.mechmachtheory.2020.103825

Cited by 51 publications

(25 citation statements)

References 73 publications

(128 reference statements)

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“…The benefit of the contact locus is that it reduces the contact search to a one-dimensional problem. Other ways to achieve the same were presented by different authors [45,76,77]. Wang's method was extended further to wheel-on-rollers [72,78].…”

Section: Contact Locusmentioning

confidence: 99%

Detailed wheel/rail geometry processing using the planar contact approach

Vollebregt¹

2020

Vehicle System Dynamics

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The use of detailed wheel/rail contact models has long been frustrated by the complicated preparations needed, to analyse the profiles for the local geometry and creep situation for the planar contact approach. A new software module is presented for this that automates the calculations in a generic way. Building on many components developed by others, this greatly simplifies the running of CONTACT for generic wheel/rail contact situations. Fully 3-d contact search algorithms are implemented. This uses the contact locus approach, that's simplified for wheel-on-rail situations and extended to wheel-on-roller contacts. A main characteristic of the new module is its extensive use of the multibody formalism, using markers to represent coordinate systems, using a newly designed, generic, object oriented-like software foundation. The contact geometry is analysed twice; first for the location of contact patches, and then for the local geometry of the contact patches. The contact search starts from profiles in their actual, overlapping positions. This yields the extent of interpenetration areas as needed for the potential contact definition. Different strategies may be employed for the tangent plane needed in the planar contact method. Creepages are formed automatically using rigid body kinematics, including wheel and track flexible bending. Numerical results illustrate the viability, generality, and robustness of the approach. The extension to conformal contacts is presented in an accompanying paper.

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Section: Contact Locusmentioning

confidence: 99%

Detailed wheel/rail geometry processing using the planar contact approach

Vollebregt¹

2020

Vehicle System Dynamics

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“…Multibody simulations are widely used to appraise safety against derailment [15][16][17][18], virtual homologation [15,19], wear [20], comfort assessment [21], sensitivity of the vehicle with respect to design and operation parameters [11,22] and to support the vehicle design process [13]. Better predictive multibody models are being obtained by using a more realistic description of the wheel-rail interface [23] or new and more advanced wheel-rail contact models [24][25][26].…”

Section: Introductionmentioning

confidence: 99%

“…The benefits and accuracy of multibody models of railway systems are well demonstrated experimentally [27]. Various commercial software such as VAMPIRE, VI-RAIL(ADAMS), SIMPACK and NUCARS have been developed to support the industry in the context of design and analysis, besides a good number of in-house software such as MUBODyn [24][25][26][28][29][30].…”

Section: Introductionmentioning

confidence: 99%

Derailment study of railway cargo vehicles using a response surface methodology

Pagaimo

Magalhães

Costa

et al. 2020

Vehicle System Dynamics

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Railway bogies of the Y25 family are the most common type of bogies used in freight wagons in Europe. Their widespread use is associated with their low cost and low maintenance requirements. However, this family of bogies presents poor curving performance and a history of derailments. Although numerical simulations are a powerful tool to study railway dynamics, derailment scenarios involve complex operational and vehicle conditions that increase the multivariate aspect of the problem. Thus, simulating all possible scenario variants is unfeasible from a computational point of view due to limitations of time and computational resources. This paper proposes an approach based on a Response Surface Methodology to study the combined influence of uncertain parameters on the derailment potential of a railway vehicle running in realistic conditions. A case study of a real derailment is used to demonstrate the potential of this approach. A set of scenario configurations is identified using a Design of Experiments approach, and each one of them is simulated on the commercial software VAMPIRE. Then, the response surface functions of the quantities used to assess derailment are generated, and the conditions that maximise the derailment potential are identified. The results reveal a combination of asymmetric loading, excessive speed, and failure of a Lenoir link may cause extreme wheel unloading in the study developed. This work reveals the advantages of using a Response Surface Methodology to identify the conditions that maximise the derailment potential.

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“…[47][48][49][50][51][52][53][54][55] The study of the interaction between the vehicle and the track consists of the solution of the contact between the wheels and the rails. [56][57][58][59][60][61][62][63] This issue plays a key role since it not only affects the motion of the vehicle but also allows to study the effect of track irregularities, [64][65][66][67] the prediction of some damaging phenomena such as wear, [68][69][70][71][72][73][74][75] rolling contact fatigue 76,77 or corrugation [78][79][80] and other track singularities. [81][82][83][84] In Kuka et al 1 a methodology to study how the varying characteristics of the vehicle components can impact on the vehicle-track interaction loads and on the track damage was illustrated.…”

Section: Introductionmentioning

confidence: 99%

Impact of rail infrastructure maintenance conditions on the vehicle-track interaction loads

Ariaudo¹,

Verardi²,

Pombo

2020

Proceedings of the Institution of Mechanical Engineers, Part C:

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The rail infrastructure and the track components are expensive assets with long life spans and high maintenance costs. The cost efficiency, performance and punctuality of train operations heavily depend on the track conditions. Ideally, the railway track would be completely smooth providing continuous support to the rolling stock running on it. In practice, however, the infrastructure cannot be installed without irregularities. These defects will increase over time due to the service loads imposed by the railway vehicles. The aim of this work is to use advanced computational tools to predict how the vehicles will respond to changing levels of track defects. For this purpose, the track and its maintenance conditions are characterized in realistic operation scenarios and modelled with detail in order to enable studying the interaction loads that are imposed to the vehicles by the track conditions. The presented methodology enables to identify the track health indexes that have higher influence on the dynamic loads transmitted to the rolling stock. It was observed that the track layout, track irregularities and degradation of the rails have the larger influence on the vehicle-track interaction loads with consequences in terms of safety and maintenance costs. In this way, this work contributes to the development of solutions with technological relevance, giving answer to the industry’s most recent needs in terms of reducing the maintenance costs and decreasing the incidents that cause traffic disruptions, contributing to improve the competitiveness of the railway transport.

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A three-dimensional approach for contact detection between realistic wheel and rail surfaces for improved railway dynamic analysis

Cited by 51 publications

References 73 publications

Detailed wheel/rail geometry processing using the planar contact approach

Detailed wheel/rail geometry processing using the planar contact approach

Derailment study of railway cargo vehicles using a response surface methodology

Impact of rail infrastructure maintenance conditions on the vehicle-track interaction loads

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