MBS Approach to Generate Equations of Motions for HiL-Simulations in Vehicle Dynamics

Rulka, W.; Pankiewicz, E.

doi:10.1007/s11044-005-1144-8

Cited by 33 publications

(19 citation statements)

References 2 publications

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“…Typically the hardware components being tested are control systems and the method has particular applications in the automotive industry (Hong et al, 2002;Misselhorn et al, 2006;Rulka & Pankiewicz , 2005) and a range of other applications (de Carufel et al, 2000;Ferreira et al, 2004a,b;Ganguli et al, 2005;Jezernik , 2005;Lambrechts et al, 2005;Mansoor et al, 2003).…”

Section: Introductionmentioning

confidence: 99%

Emulator-based control for actuator-based hardware-in-the-loop testing

Gawthrop¹,

Virden²,

Neild³

et al. 2008

Control Engineering Practice

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Hardware-in-the-loop (HWiL) is a form of component testing where hardware components a linked with software models. In order to test mechanical components an additional transfer system is required to link the software and hardware subsystems. The transfer system typically comprises of sensors and actuators and the dynamic effects of these components need to be eliminated to give accurate results. In this paper an emulator-based control strategy is presented for actuator based HWiL. Emulator-based control can solve the twin problems of stability and fidelity caused by the unwanted transfer system (actuator) dynamics.Significantly EBC can emulate the inverse of a transfer system which is not causally invertible, allowing a wider range of more complex transfer systems to be controlled. A robustness analysis is given and experimental results presented.

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Section: Introductionmentioning

confidence: 99%

Emulator-based control for actuator-based hardware-in-the-loop testing

Gawthrop¹,

Virden²,

Neild³

et al. 2008

Control Engineering Practice

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“…In the rigid approach the contact between the bodies is guaranteed by the constraint equations [1][2][3][4]. In the formulations based on the semielastic approach, the wheel has six degrees of freedom with respect to the rail, and the normal contact forces are defined as a function of the indentation using Hertz's contact theory or using assumed stiffness and damping coefficients [5,6].…”

Section: Introductionmentioning

confidence: 99%

Multibody modeling of railway vehicles: Innovative algorithms for the detection of wheel–rail contact points

Falomi

Malvezzi

Meli

2011

Wear

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a b s t r a c tThe multibody simulation of railway dynamics needs a reliable and efficient method to properly describe the contact between wheel and rail.In this work innovative methods to evaluate the position of contact points are presented. The aim is to develop a method which can be implemented on-line, assuring a calculation time consistent with real-time calculations of multibody dynamics. At the same time it has to be very accurate, to properly predict the local forces at contact in order to describe even the wear of contact surfaces.In this work the authors present two different approaches to find stationary points during a multibody simulation. In the former the conditions to define a local minima are wrote in an analytical way. This makes possible to combine the conditions in order to reduce the analytic problem's dimension and then to solve numerically the problem with a low computational burden. The latter approach calculates the location of local minima using a method based on neural networks. The paper will cover the details of the proposed methods and the performances, in terms of computation time and accuracy, will be compared with those of the conventional algorithms used by commercial softwares, showing their reliability and low computational burden. Moreover, an implementation of the proposed models in a multibody simulator will be presented, in order to show their suitability for this application.

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“…Contact points are searched during the dynamic simulation by solving the nonlinear differential and algebraic equations of the constrained multibody system. This approach leads to a model in which the wheel has five degrees of freedom with respect to the rail, because the wheel indentation and lift are not permitted [1,3]. In the formulations based on the elastic approach, the wheel has six degrees of freedom with respect to the rail, and the normal contact forces are defined as a function of the indentation using Hertz's contact theory or using assumed stiff-ness and damping coefficients [4,5].…”

Section: Introductionmentioning

confidence: 99%

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

et al. 2009

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The multibody simulation of railway dynamics needs a reliable efficient method to evaluate the contact points between wheel and rail. In this work some methods to evaluate position of contact points are presented. The aim is to develop a method which is reliable in terms of precision and can be implemented on-line, assuring a calculation time consistent with real-time calculations of multibody dynamics.

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MBS Approach to Generate Equations of Motions for HiL-Simulations in Vehicle Dynamics

Cited by 33 publications

References 2 publications

Emulator-based control for actuator-based hardware-in-the-loop testing

Emulator-based control for actuator-based hardware-in-the-loop testing

Multibody modeling of railway vehicles: Innovative algorithms for the detection of wheel–rail contact points

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

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