Analysis of Wheel/Rail Contact Geometry on Railroad Turnout Using Longitudinal Interpolation of Rail Profiles

Sugiyama, Hiroyuki; Tanii, Yoshimitsu; Matsumura, Ryosuke

doi:10.1115/1.4002342

Cited by 14 publications

(8 citation statements)

References 7 publications

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“…Geometric models can have different levels of complexities by considering different maximum numbers of contact points (patches). 3–7 These can be single point, 3 two points 4–6 or multiple points. 7 The second step involves a normal force model that can determine the shapes of the contact patches as well as the magnitudes of the normal forces.…”

Section: Introductionmentioning

confidence: 99%

Parallel computing of wheel-rail contact

Spiryagin

Persson

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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Railway wheel–rail contact simulations are the most important and time-consuming tasks when simulating the system dynamics of vehicles. Parallel computing is a good approach for improving the numerical computing speed. This paper reports the advances in parallel computing of the wheel–rail contact simulations. The proposed method uses OpenMP to parallelise the multiple contact points of all the wheel–rail interfaces of a locomotive model. The method has been implemented in the vehicle system dynamics simulation package GENSYS. Simulations were conducted using two numerical solvers (4th Runge-Kutta and HeunC) and a maximum of four computer cores. Simulation cases have shown exactly the same numerical results using serial computing and parallel computing, which prove the effectiveness of the parallel computing method. The HeunC solver achieved the same simulation results and is 3.5 times faster than the 4th Runge-Kutta method. Simulation results obtained from both numerical solvers show that parallel computing using 2, 3 and 4 computer cores can improve the simulation speeds by roughly 29, 39 and 41%, respectively. There is an apparent diminishing of the rate of improvement due to the increase of the communication resource overhead when more computer cores are used. Using up to four computer cores does not require revision of the GENSYS code, and simulations can be executed using personal computers.

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Section: Introductionmentioning

confidence: 99%

Parallel computing of wheel-rail contact

Spiryagin

Persson

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Kassa et al, 8 Kassa and Nielsen, 9 and Alfi and Bruni 10 considered a switch rail and a stock rail as one rail participating in the system's vibration when studying the medium/low frequency (0-500 Hz) dynamic interaction between a vehicle and a turnout, and the wheel-rail contact problem was solved based on the Hertzian theory. Sugiyama et al 11,12 presented a numerical method for calculating the geometric wheel-rail contact parameters in a turnout zone. For this method, the profile data of a switch rail and a stock rail at each section are combined for the sake of easy calculation.…”

Section: Introductionmentioning

confidence: 99%

“…The influence of the relative motion between a switch rail and a stock rail on the wheel-rail contact behavior is neglected in the literature. [8][9][10][11][12][13][14][15] In this article, the wheel-rail contact characteristics of turnout switch panels were studied based on the relative spatial positions between a switch rail and a stock rail as well as the supporting elasticity from the slide baseplates, and a solution for calculating the contact geometries and contact forces of switch panels when considering the relative motion between a switch rail and a stock rail is presented. The influence of the relative motion between a switch rail and a stock rail on the wheel-rail contact mechanics is analyzed by taking a switch panel from the Chinese No.…”

Section: Introductionmentioning

confidence: 99%

Effect of the vertical relative motion of stock/switch rails on wheel–rail contact mechanics in switch panel of railway turnout

Wang

et al. 2018

Advances in Mechanical Engineering

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In order to enable the vehicle to change among the tracks, the stock and switch rails are separated and provided with different rail resilience levels on the baseplate in the railway turnout switch panel. Therefore, there will be vertical relative motion between stock/switch rails under wheel loads, and the relative motion will change the combined profile of stock/switch rails and consequently affect the wheel-rail contact mechanics. A method is developed in this article to investigate the effect of the relative motion of stock/switch rails on the wheel-rail contact mechanics along the railway turnout switch panel. First, the possible rigid wheel-rail contact points, called primary and secondary stock/switch rail contact points, are calculated based on the trace line method; second, the actual contact points are determined by the presented equations; finally, the distribution of wheel-rail contact forces on the stock/switch rails is obtained based on the continuity of interface displacements and forces. A numerical example is presented in order to investigate the effect of the relative motion of stock/switch rails on the wheel-rail contact points, stresses, and forces, and the results are presented and discussed.

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“…A similar approach is presented by Alfi and Bruni [1]. Sugiyama et al [18] employed a procedure in which the derivatives of the profile curves, which are described using three-layer splines, are also computed via linear interpolation of two adjacent profiles. Kassa et al uses the distance traveled along the rail and the lateral shift of the vehicle to define a set of tabular contact functions which contain the information necessary to define the location and forces associated with the wheel/rail contact.…”

Section: Introductionmentioning

confidence: 99%

A Spatial Geometry Approach to Variable Cross-Section Rail Modeling: Application to Switches and Turnouts

Hamper

Ruppert

Wei

et al. 2014

2014 Joint Rail Conference

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Contact between the wheel and rail can have a significant effect on the dynamics of vehicle/track interaction models. Many existing rail surface models rely on curve based geometry which may lead to some geometric inaccuracy in the case of variable cross-section rails. This investigation will focus on the development of a new spatial geometry based rail surface description which reduces this geometric inaccuracy. It has been shown in literature that certain CAD geometry types, such as B-Spline curves and surfaces, may be converted to equivalent absolute nodal coordinate formulation (ANCF) finite elements without a loss of geometric accuracy. To this end, a new ANCF surface description of variable cross-section rails is developed. This investigation also demonstrates the feasibility of using, in the future, 3D surface scanning techniques as well as profile curve measurements to develop a rail surface geometry model using the new ANCF surface which can be systematically integrated with complex multibody system (MBS) models. A realistic railroad vehicle example of a turnout, which includes variable cross-section rails, is tested for the case of the new ANCF surface. A study of the numerical results reveals the benefits of using the ANCF surface geometry developed in this investigation.

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Analysis of Wheel/Rail Contact Geometry on Railroad Turnout Using Longitudinal Interpolation of Rail Profiles

Cited by 14 publications

References 7 publications

Parallel computing of wheel-rail contact

Parallel computing of wheel-rail contact

Effect of the vertical relative motion of stock/switch rails on wheel–rail contact mechanics in switch panel of railway turnout

A Spatial Geometry Approach to Variable Cross-Section Rail Modeling: Application to Switches and Turnouts

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