Determination of wheel–rail contact points: comparison between classical and neural network based procedures

Falomi, Stefano; Malvezzi, Monica; Meli, Enrico; Rindi, Andrea

doi:10.1007/s11012-009-9202-6

Cited by 31 publications

(17 citation statements)

References 12 publications

(20 reference statements)

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“…The first task is entrusted to an algorithm developed by authors in previous works (the DIST method [9,14,15]) that takes into account the original multi-dimensional contact problem and reduces it to a simpler scalar problem, which can be easily handled by means of numerical methods, with remarkable advantages:…”

Section: The Global Contact Modelmentioning

confidence: 99%

“…The algorithm for the detection of contact points is based on the standard idea that the distance between the wheel surface and the rail surface is stationary in the considered points [4,9,[14][15][16]. Two reference systems are introduced to formulate the problem: the auxiliary system O r x r y r z r and the local system O w x w y w z w .…”

Section: The Global Contact Modelmentioning

confidence: 99%

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Development of a model for the analysis of wheel wear in railway vehicles

et al. 2012

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In railway applications, the estimation of the wear at the wheel-rail contact is an important field of study, mainly correlated to the planning of maintenance interventions, vehicle stability and the possibility to carry out specific strategies for the wheel profile optimization.In this work Authors present a model conceived for the evaluation of the wheel profile evolution due to wear, which is organized in two parts, mutually interactive: a vehicle model for the dynamic analysis and a model for the wear estimation.The wheel wear evolution is reproduced by dividing the overall chosen mileage to be simulated in discrete spatial steps: at each step the dynamic simulations are performed by means of the vehicle model keeping the wheel profile constant, while the wheel geometry is updated through the wear model only at the end of the discrete step. Thus, the two parts of the whole model work alternately until the completion of the whole established mileage. Clearly, the choice of an appropriate step length is one of the most important aspect of the procedure and it affects directly the result accuracy and the required computational time to complete the analysis.The entire model has been validated in collaboration with Trenitalia S.p.A and RFI, which has provided the technical documentation and the experimental results relating to some tests performed on a scenery that exhibits serious problems in terms of wear represented by the vehicle ALn 501 "Minuetto" on the Aosta-Pre Saint Didier line.

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Section: The Global Contact Modelmentioning

confidence: 99%

Section: The Global Contact Modelmentioning

confidence: 99%

Development of a model for the analysis of wheel wear in railway vehicles

et al. 2012

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“…For real-time simulations it is preferable to reduce Equation (9) to one dimensional form in one variable ) which can easily be solved numerically. Introducing the definitions of the contact positions for the wheel and the rail in the respective frames in Equation (9) it yields [8,9];…”

Section: Fig 6 Minimum Difference (Right Wheel-rail Contact)mentioning

confidence: 99%

“…In this paper the minimum difference method (semi-analytic method) is used to determine the location of wheel-rail contact points based on the calculated local minima [8,9]. This method reduces the problem to a one dimensional scalar problem that can be easily solved numerically without iterations.…”

Section: Introductionmentioning

confidence: 99%

Modeling the dynamic behaviour of the wheel rail interface using a novel 3D wheel-rail contact model

Anyakwo¹,

Pislaru²,

Ball³

et al. 2011

5th IET Conference on Railway Condition Monitoring and Non-Destructive Testing (RCM 2011)

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Methods for multibody modelling and simulation should accurately replicate the dynamic behaviour of rail-wheel interface including precise values for wheel-rail contact positions. This paper studies the development of a novel 3-D wheel-rail contact model which is used for dynamic simulation of a suspended wheelset with parameters listed for a typical Mark IV coach. The contact point locations on the wheel and rail are determined by the minimum difference method considering the lateral displacement, yaw angle and the roll angle. The proposed new 3D wheel-rail contact model can be applied in railway condition monitoring techniques to estimate the wheel geometry parameters and thus to achieve practical optimised wheel-rail interfaces.

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“…The main approaches employ either constraint equations [42,43] or exact analytical methods aimed at the reduction of the algebraic problem dimension [9,10,15,22,23,34]. Generally, the normal problem solution is based on the Lagrange multipliers [42,43] and on improvements of Hertz theory [6,11,29].…”

Section: Introductionmentioning

confidence: 99%

An innovative degraded adhesion model for railway vehicles: development and experimental validation

2013

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The realistic description of the wheel-rail interaction is crucial in railway systems because the contact forces deeply influence the vehicle dynamics, the wear of the contact surfaces and the vehicle safety. In the modelling of the wheel-rail contact, the degraded adhesion represents a fundamental open problem. In fact an accurate adhesion model is quite hard to be developed due to the presence of external unknown contaminants (the third body) and the complex and highly non-linear behaviour of the adhesion coefficient; the problem becomes even more complicated when degraded adhesion and large sliding between the contact bodies (wheel and rail) occur.In this work the authors describe an innovative adhesion model aimed at increasing the accuracy in reproducing degraded adhesion conditions. The new approach has to be suitable to be used inside the wheelrail contact models usually employed in the multibody applications. Consequently the contact model, comprising the new adhesion model, has to assure both a good accuracy and a high numerical efficiency to be implemented directly online within more general ve- The model studied in the work considers some of the main phenomena behind the degraded adhesion: the large sliding at the contact interface, the high energy dissipation, the consequent cleaning effect on the contact surfaces and, finally, the adhesion recovery due to the external unknown contaminant removal.The new adhesion model has been validated through experimental data provided by Trenitalia S. p. A. and coming from on-track tests carried out in Velim (Czech Republic) on a straight railway track characterised by degraded adhesion conditions. The tests have been performed with the railway vehicle UIC-Z1 equipped with a fully-working Wheel Slide Protection (WSP) system.The validation showed the good performances of the adhesion model both in terms of accuracy and in terms of numerical efficiency. In conclusion, the adhesion model highlighted the capability of well reproducing the complex phenomena behind the degraded adhesion.

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Determination of wheel–rail contact points: comparison between classical and neural network based procedures

Cited by 31 publications

References 12 publications

Development of a model for the analysis of wheel wear in railway vehicles

Development of a model for the analysis of wheel wear in railway vehicles

Modeling the dynamic behaviour of the wheel rail interface using a novel 3D wheel-rail contact model

An innovative degraded adhesion model for railway vehicles: development and experimental validation

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