Analysis of the two-point wheel-rail contact scenario using the knife-edge-equivalent contact constraint method

Aceituno, Javier F.; Urda, Pedro; Briales, E.; Escalona, José L.

doi:10.1016/j.mechmachtheory.2020.103803

Cited by 21 publications

(18 citation statements)

References 22 publications

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“…This is a concern for the solution of equilibrium equations such as a prescribed vertical force. These jumps may also introduce spurious, high-frequency oscillations in multibody simulations that are unphysical, and that should be prevented as much as possible [64,65].…”

Section: Combination Of Contact Patchesmentioning

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: Combination Of Contact Patchesmentioning

confidence: 99%

Detailed wheel/rail geometry processing using the planar contact approach

Vollebregt¹

2020

Vehicle System Dynamics

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“…Relative-longitudinal dynamic is ignored. Wheel-rail contact interaction is based on the equivalent conicity concept, the knife-edge contact assumption [ 6 , 28 ], and Polach’s rolling contact theory. In addition, flange contact and two-point contact scenarios are considered using an elastic penetration-based contact approach using a Hunt-Crossley model [ 29 ] that considers an elastic lateral force based on the flange and rail surfaces penetration and penetration rate.…”

Section: Dynamic Modellingmentioning

confidence: 99%

Application and Experimental Validation of a Multibody Model with Weakly Coupled Lateral and Vertical Dynamics to a Scaled Railway Vehicle

Urda

Muñoz

Aceituno

et al. 2020

Sensors

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In this paper, a multibody dynamic model of a railway vehicle that assumes that vertical and lateral dynamics are weakly coupled, has been experimentally validated using an instrumented scaled vehicle running on a 5-inch-wide experimental track. The proposed linearised model treats the vertical and lateral dynamics of the multibody system almost independently, being coupled exclusively by the suspension forces. Several experiments have been carried out at the scaled railroad facilities at the University of Seville in order to test and validate the simulation model under different working conditions. The scaled vehicle used in the experiments is a bogie instrumented with various sensors that register the accelerations and angular velocities of the vehicle, its forward velocity, its position along the track, and the wheel–rail contact forces in the front wheelset. The obtained results demonstrate how the proposed computational model correctly reproduces the dynamics of the real mechanical system in an efficient computational manner.

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“…The authors of [16] conclude that the KEC method reduces computational cost up to 20% compared to the LUT method using Matlab implicit integrator ode15s. And in [17], the KEC method proved to be 12.6 times more efficient than the 3D elastic contact simulation with the Matlab implicit integrator ode15s. Expanding on this preceding research, the objective of this work is to study the numerical and computational aspects of both methods using the multibody model of the Manchester wagon 1 proposed in [3].…”

Section: Introductionmentioning

confidence: 99%

“…The exact position of the contact points can be determined from the online solution of the KEC constraints. In addition, [17] proposed a regularization method to apply a continuous transition from tread to flange between each wheel/rail pair for the dynamic simulation of a two-point contact scenario. This regularization method can help avoid the finite contact point jumps that occur between tread and flange.…”

Section: Introductionmentioning

confidence: 99%

Comparison of numerical and computational aspects between two constraint-based contact methods in the description of wheel/rail contacts

Aceituno

Kurvinen

et al. 2022

Multibody Syst Dyn

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The numerical and computation aspects of the Knife-edge Equivalent Contact (KEC) constraint and lookup table (LUT) methods are compared in this paper. The LUT method implementation uses a penetration-based elastic contact model for the flange and a constraint-based formulation at the wheel tread. For the KEC method, where an infinitely narrow rail contacts an equivalent wheel, regularization of the tread-flange transition is adopted to simultaneously account for tread and flange contacts using constraints. A comparison between the two methods is carried out using well-known numerical integrators to show the applicability and limitations of both methods.Two fixed-step-size integrators, the explicit Runge–Kutta (RK4) and the predictor–corrector Adam–Bashforth–Moulton (ABM) methods, and two variable-step-size Matlab built-in function integrators, the explicit $ode45$ o d e 45 and implicit $ode15s$ o d e 15 s , were applied to get the numerical solutions to the dynamic problems and study the relative numerical performance of the two contact description methods. To complete the railway vehicle model, both contact methods were implemented for the multibody model of a benchmark railway vehicle (the Manchester wagon 1). Numerical results were obtained for different railway tracks with and without irregularities. Profiles of the S1002 wheel and LB-140-Area rail, which demonstrate the two-point contact phenomenon, were considered. Both methods were implemented in Matlab and validated against commercial simulation software. The kinematic results for both approaches show good agreement, but the KEC method was up to 20% more efficient than the LUT method regardless of integrator used.

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Analysis of the two-point wheel-rail contact scenario using the knife-edge-equivalent contact constraint method

Cited by 21 publications

References 22 publications

Detailed wheel/rail geometry processing using the planar contact approach

Detailed wheel/rail geometry processing using the planar contact approach

Application and Experimental Validation of a Multibody Model with Weakly Coupled Lateral and Vertical Dynamics to a Scaled Railway Vehicle

Comparison of numerical and computational aspects between two constraint-based contact methods in the description of wheel/rail contacts

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