Railway multibody simulation with the knife-edge-equivalent wheel–rail constraint equations

Escalona, José L.; Aceituno, Javier F.; Urda, Pedro; Balling, Ole

doi:10.1007/s11044-019-09708-x

Cited by 17 publications

(27 citation statements)

References 25 publications

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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%

“…There are a large number of references in the scientific literature concerning this subject and addressing it from different perspectives. One example is the work of Escalona et al [5][6][7] which analyses the dynamics of the vehicle while interacting with the track from a theoretical point of view. Other works [8] combine theory and experiments trying to achieve a more precise estimation of wheel-rail contact forces from the inertial response of the vehicle.…”

Section: Introductionmentioning

confidence: 99%

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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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Section: Dynamic Modellingmentioning

confidence: 99%

Section: Introductionmentioning

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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“…The 3D kinematics used for the geometry measurements considers a general track design geometry, and the assumed kinematic approximations and simplifications are fully described. As a result of the background of the authors in on the development of multibody dynamics models for railway simulations [14][15][16], the presented kinematic equations follow the multibody formalism. The kinematic equations used for the computer vision are adapted to this formalism.…”

Section: Introductionmentioning

confidence: 99%

“…The results of this program are now compared with the reference value of the irregularities that were obtained with the method described in the previous section. Figures [16][17][18][19] show the comparison between the reference geometry measurement explained in the previous section and the measurement of the TGMS developed in this investigation. The experiment was done with the vehicle shown in Figure 14 at a forward velocity of 2.5 m/s, that, considering the scale, it is equivalent to 25 m/s = 90 km/h of a real train.…”

mentioning

confidence: 99%

A Track Geometry Measuring System Based on Multibody Kinematics, Inertial Sensors and Computer Vision

Escalona

Urda

Muñoz

2021

Sensors

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This paper describes the kinematics used for the calculation of track geometric irregularities of a new Track Geometry Measuring System (TGMS) to be installed in railway vehicles. The TGMS includes a computer for data acquisition and process, a set of sensors including an inertial measuring unit (IMU, 3D gyroscope and 3D accelerometer), two video cameras and an encoder. The kinematic description, that is borrowed from the multibody dynamics analysis of railway vehicles used in computer simulation codes, is used to calculate the relative motion between the vehicle and the track, and also for the computer vision system and its calibration. The multibody framework is thus used to find the formulas that are needed to calculate the track irregularities (gauge, cross-level, alignment and vertical profile) as a function of sensor data. The TGMS has been experimentally tested in a 1:10 scaled vehicle and track specifically designed for this investigation. The geometric irregularities of a 90 m-scale track have been measured with an alternative and accurate method and the results are compared with the results of the TGMS. Results show a good agreement between both methods of calculation of the geometric irregularities.

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“…The contact detection methodologies to handle the wheel-rail contact can be categorized into two main groups, namely the constraint approach and the elastic formulation. The constraint approach involves the definition of nonlinear kinematic contact constraints between the wheel and rail, being the contact point determined during the resolution of the equations of motion [36][37][38][39][40]. This approach considers the contact fully rigid and reduces to five the number of degrees-of-freedom of the wheel relatively to the rail.…”

Section: Introductionmentioning

confidence: 99%

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

Marques

Magalhães

Pombo

et al. 2020

Mechanism and Machine Theory

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The wheel-rail contact modelling problem assumes a preponderant role on the dynamic analysis of railway systems using multibody systems formulations. The accurate and efficient evaluation of both location and magnitude of the wheel-rail contact forces is fundamental for the development of reliable computational tools. The wheel concave zone might be a source of numerical difficulties when searching the contact points, which has been neglected in several works. Here, it is demonstrated that the minimum distance method does not always converge when the wheel surface is not fully convex, being an alternative methodology proposed to perform the contact detection. This approach examines independently the contact between each wheel strip and the rail, where the maximum virtual penetration is determined and associated with the location of the contact point. Then, an Hertzian-based force model is considered for both normal and tangential forces. The results obtained from dynamic simulations show that the minimum distance method and the proposed methodology provide a similar response for simplified wheel profiles. However, the new approach described here is reliable in the identification of the contact point when realistic wheel profiles are considered, which is not the case with the minimum distance method.

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Railway multibody simulation with the knife-edge-equivalent wheel–rail constraint equations

Cited by 17 publications

References 25 publications

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

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

A Track Geometry Measuring System Based on Multibody Kinematics, Inertial Sensors and Computer Vision

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

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