Influence of wheel–rail contact modelling on vehicle dynamic simulation

Burgelman, Nico; Sichani, Matin Sh.; Enblom, Roger; Berg, Mats; Li, Zili; Dollevoet, Rolf

doi:10.1080/00423114.2015.1039550

Cited by 34 publications

(25 citation statements)

References 15 publications

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“…(i) In previous comparative studies [27][28][29][30], the normal modeling used simplified contact models, namely, KP, Linder, STRIPES, and ANALYN. Their normal results were only similar to the exact solution and then the inaccurate traction bound (the product of normal pressure and friction coefficient) could affect the prediction of stick-slip division and tangential stress distribution in tangential modeling.…”

Section: Generalmentioning

confidence: 99%

“…The core of these three approaches is modifying the flexibility parameters used in FASTSIM by equivalent ellipse [24] or local ellipse [25,26] to replace the original ones derived from elliptic shape. The tangential performance of these three approaches for nonelliptic contact cases was compared and verified by [27][28][29][30].…”

Section: Introductionmentioning

confidence: 99%

“…However, it is worth mentioning in [27][28][29][30] that the normal contact is solved by different simplified models that cannot provide an exact solution for nonelliptic contact. Since tangential traction boundary depends on normal pressure distribution and flexibility parameters are determined based on contact shape, the estimation errors made by simplified contact models in normal modeling may compensate the estimation errors in the tangential solution.…”

Section: Introductionmentioning

confidence: 99%

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Applying Two Simplified Ellipse‐Based Tangential Models to Wheel‐Rail Contact Using Three Alternative Nonelliptic Adaptation Approaches: A Comparative Study

Wang

Zhou

et al. 2019

Mathematical Problems in Engineering

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In the modeling of railway vehicle-track dynamics and wheel-rail damage, simplified tangential contact models based on ellipse assumption are usually used due to strict limitation of computational cost. Since most wheel-rail contact cases appear to be nonelliptic shapes, a fast and accurate tangential model for nonelliptic contact case is in demand. In this paper, two ellipse-based simplified tangential models (i.e., FASTSIM and FaStrip) using three alternative nonelliptic adaptation approaches, together with Kalker's NORM algorithm, are applied to wheel-rail rolling contact cases. It aims at finding the best approach for dealing with nonelliptic rolling contact. Compared to previous studies, the nonelliptic normal contact solution in the present work is accurately solved rather than simplification. Therefore, it can avoid tangential modeling evaluation affected by inaccurate normal contact solution. By comparing with Kalker's CONTACT code, it shows both FASTSIM-based and FaStrip-based models can provide accurate global creep force. With regard to local rolling contact solution, only the accuracy of FaStrip-based models is satisfactory. Moreover, Ayasse-Chollet's local ellipse approach appears to be the best choice for nonelliptic adaptation.

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Section: Generalmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Applying Two Simplified Ellipse‐Based Tangential Models to Wheel‐Rail Contact Using Three Alternative Nonelliptic Adaptation Approaches: A Comparative Study

Wang

Zhou

et al. 2019

Mathematical Problems in Engineering

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“…The precision of the models for the study of the lateral dynamic behaviour of the railway vehicle depends a great deal on the modelling of the vehicle-track interaction conditions [14], which proves difficult due to the nonlinearity of the wheel-rail contact -of a geometric, elastic (the normal issue of the contact) and tribological (the tangential issue of the contact) nature.…”

Section: Introductionmentioning

confidence: 99%

Analysis on the Applicability Domain of the Linear Models During Study of the Lateral Dynamic Behaviour of the Railway Vehicles

Dumitriu¹

2017

JESTR

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The use of the linear models for the study in the dynamic behaviour of the railway vehicles provides quality information regarding a series of basic phenomena of the vehicle dynamics. This paper intends to set forth the running conditions for which the linear models can be utilized during the simulations regarding the lateral dynamic behaviour of the railway vehicles. This action relies on analyses that compare the results of the numerical simulations developed on the linear model of the vehicle with the ones corresponding to the non-linear model, which considers various characteristics of the track in correlation with the velocity regime. A good analogy is emphasized between the compared units, namely the lateral accelerations calculated in three reference points -at the carbody centre and above the bogies.

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“…Some novel virtual penetration based methods include Kik-Piotrowski's method [30], Linder's method [31] and Stripes method [32]. Burgelman has compared the results of these methods and the elliptical based method FASTSIM and has concluded that the non-elliptical models predict a better curving behaviour with 12% lower creepages and 3% lower creep force than the FASTSIM elliptical model; however, the difference on straight tracks is negligible [33].…”

Section: Review Of Wheel-rail Contact Mechanicsmentioning

confidence: 99%

Locomotive traction and rail wear control

Tian¹

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Railways play one of the most important roles in today's transport systems throughout the world due to their safety, relatively high traction capacity and low operation and maintenance cost [1].With the development of electric drive and power electronics technology, the capacity and efficiency of railway transport has been improved dramatically, giving birth to higher speed passenger trains and higher capacity heavy haul trains. In Australia, the development of the mineral resources industry drives further improvement of railway operational efficiency without bringing excessive burden to infrastructural maintenance. The purpose of this thesis is to provide the required modelling and simulation to determine appropriate tractional system conditions and controllers to achieve this.The first part of this thesis is focused on building a locomotive mathematical model including all the essential dynamic components and interactions to provide prediction of locomotive dynamic response. The overall model consists of locomotive dynamics, wheel/rail contact dynamics and electrical drive and control dynamics. The locomotive dynamics include longitudinal, vertical and pitch motions of the locomotive body, front and rear bogies and six axles. For the wheel/rail contact dynamics, the Polach model is used to obtain the amount of tractive force generated due to wheel/rail interaction on the contact patch. The simplified electric drive dynamics are designed according to the traction effort curves provided by industry using constant torque and constant power regions. Modes of oscillations have been identified by eigenmode analysis and show that all the vertical and pitch modes of the locomotive dynamics are stable. The modes that are most likely to contribute to dynamic behaviour are identified and it is shown that the locomotive body pitch mode is most excited by traction perturbations. The locomotive dynamic behaviour under changes in contact conditions is also examined.The second part of this thesis is focused on achieving higher tractive force under different operating speed and wheel/rail contact conditions. The dynamic impact of a new control strategy is compared with that of a traditional fixed threshold creep/adhesion control strategy. A fuzzy logic based control strategy is employed to adjust the torque output of the motors according to the operating condition of the locomotive to achieve higher tractive force than that with the traditional constant creep control strategy. Simulation results show that by controlling the torque generated by the electric drives, tractive force can be maximized. However, the benefit in the tractive force increase is marginal under low speed operation at the cost of higher creep values. Under high speed operation, due to the impact of the electric drive traction effort characteristics, the dynamic responses with both control strategies are mostly identical. 2The last part of this thesis is focused on specialized real-time traction control that regulates the wear to low levels, which is...

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Influence of wheel–rail contact modelling on vehicle dynamic simulation

Cited by 34 publications

References 15 publications

Applying Two Simplified Ellipse‐Based Tangential Models to Wheel‐Rail Contact Using Three Alternative Nonelliptic Adaptation Approaches: A Comparative Study

Applying Two Simplified Ellipse‐Based Tangential Models to Wheel‐Rail Contact Using Three Alternative Nonelliptic Adaptation Approaches: A Comparative Study

Analysis on the Applicability Domain of the Linear Models During Study of the Lateral Dynamic Behaviour of the Railway Vehicles

Locomotive traction and rail wear control

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