Multi-Body Dynamics Modeling of Heavy Goods Vehicle-Rail Interaction

Based on the principle of vehicle-track coupling dynamics, SIMPACK multi-body dynamics software is used to establish a C80 wagon line-coupled multi-body dynamics model with 73 degrees of freedom. And the reasonableness of the line-coupled dynamics model is verified by using the maximum residual acceleration, the nonlinear critical speed of the wagon. The experimental results show that the established vehicle line coupling dynamics model meets the requirements of vehicle line coupling dynamics modeling.

Study on the tunnel shape and soil-lining interaction influencing the lining behavior under seismic loading

The response of tunnels subjected to seismic loading is a complex mechanism and depends not only on the seismic nature but also on tunnel structure and surrounding soil properties.The individual behavior of circular,rectangular,and sub-rectangular tunnels subjected to seismic loadings has already been studied in the literature.In the present research,two case scenarios of circular,rectangular tunnels and four sub-rectangular shaped tunnels,with similar cross-section areas,were adopted to perform a comprehensive numerical investigation.The purpose of the study was to determine the mechanical behavior of tunnels of different shapes,depending upon seismic conditions.Analyses were performed by considering the influence of soil-lining interaction,soil parameters,and lining thickness,as well as lining rigidity.Computations were performed for no-slip and full-slip conditions.The results indicate that the tunnel shape design is of great importance when regarding the mechanical behavior of the surrounding soil.This concerns no-slip as well as full-slip soil-lining interaction,especially when the lining is subjected to seismic loading.Moreover,it is shown that changes in incremental bending moments for circular,rectangular and sub-rectangular tunnels that depend upon the soil-lining interaction conditions differ significantly.

Research on the influence of flexible wheelset rotation effect on wheel rail contact force

Purpose-Under the high-speed operating conditions,the effects of wheelset elastic deformation on the wheel rail dynamic forces will become more notable compared to the low-speed condition.In order to meet different analysis requirements and selecting appropriate models to analyzing the wheel rail interaction,it is crucial to understand the influence of wheelset flexibility on the wheel-rail dynamics under different speeds and track excitations condition.Design/methodology/approach-The wheel rail contact points solving method and vehicle dynamics equations considering wheelset flexibility in the trajectory body coordinate system were investigated in this paper.As for the wheel-rail contact forces,which is a particular force element in vehicle multibody system,a method for calculating the Jacobian matrix of the wheel-rail contact force is proposed to better couple the wheel-rail contact force calculation with the vehicle dynamics response calculation.Based on the flexible wheelset modeling approach in this paper,two vehicle dynamic models considering the wheelset as both elastic and rigid bodies are established,two kinds of track excitations,namely normal measured track irregularities and short-wave irregularities are used,wheel-rail geometric contact characteristic and wheel-rail contact forces in both time and frequency domains are compared with the two models in order to study the influence of flexible wheelset rotation effect on wheel rail contact force.Findings-Under normal track irregularity excitations,the amplitudes of vertical,longitudinal and lateral forces computed by the flexible wheelset model are smaller than those of the rigid wheelset model,and the virtual penetration and equivalent contact patch are also slightly smaller.For the flexible wheelset model,the wheel rail longitudinal and lateral creepages will also decrease.The higher the vehicle speed,the larger the differences in wheel-rail forces computed by the flexible and rigid wheelset model.Under track short-wave irregularity excitations,the vertical force amplitude computed by the flexible wheelset is also smaller than that of the rigid wheelset.However,unlike the excitation case of measured track irregularity,under short-wave excitations,for the speed within the range of 200 to 350 km/h,the difference in the amplitude of the vertical force between the flexible and rigid wheelset models gradually decreases as the speed increase.This is partly due to the contribution of wheelset's elastic vibration under short-wave excitations.For low-frequency wheel-rail force analysis problems at speeds of 350 km/h and above,as well as high-frequency wheel-rail interaction analysis problems under various speed conditions,the flexible wheelset model will give results agrees better with the reality.Originality/value-This study provides reference for the modeling method of the flexible wheelset and the coupling method of wheel-rail contact force to the vehicle multibody dynamics system.Furthermore,by comparative research,the influence of wheelset flexibility and rotation on wheel-rail dynamic behavior are obtained,which is useful to the application scope of rigid and flexible wheelset models.

Growth and Interactions of Multi-Source Perturbations in Convection-Allowing Ensemble Forecasts

This study investigated the growth of forecast errors stemming from initial conditions(ICs),lateral boundary conditions(LBCs),and model(MO)perturbations,as well as their interactions,by conducting seven 36 h convectionallowing ensemble forecast(CAEF)experiments.Two cases,one with strong-forcing(SF)and the other with weak-forcing(WF),occurred over the Yangtze-Huai River basin(YHRB)in East China,were selected to examine the sources of uncertainties associated with perturbation growth under varying forcing backgrounds and the influence of these backgrounds on growth.The perturbations exhibited distinct characteristics in terms of temporal evolution,spatial propagation,and vertical distribution under different forcing backgrounds,indicating a dependence between perturbation growth and forcing background.A comparison of the perturbation growth in different precipitation areas revealed that IC and LBC perturbations were significantly influenced by the location of precipitation in the SF case,while MO perturbations were more responsive to convection triggering and dominated in the WF case.The vertical distribution of perturbations showed that the sources of uncertainties and the performance of perturbations varied between SF and WF cases,with LBC perturbations displaying notable case dependence.Furthermore,the interactions between perturbations were considered by exploring the added values of different source perturbations.For the SF case,the added values of IC,LBC,and MO perturbations were reflected in different forecast periods and different source uncertainties,suggesting that the combination of multi-source perturbations can yield positive interactions.In the WF case,MO perturbations provided a more accurate estimation of uncertainties downstream of the Dabie Mountain and need to be prioritized in the research on perturbation development.

Wheel-rail contact model for railway vehicle-structure interaction applications:development and validation

An enhancement in the wheel-rail contact model used in a nonlinear vehicle-structure interaction(VSI)methodology for railway applications is presented,in which the detection of the contact points between wheel and rail in the concave region of the thread-flange transition is implemented in a simplified way.After presenting the enhanced formulation,the model is validated with two numerical applications(namely,the Manchester Benchmarks and a hunting stability problem of a sus-pended wheelset),and one experimental test performed in a test rig from the Railway Technical Research Institute(RTRI)in Japan.Given its finite element(FE)nature,and contrary to most of the vehicle multibody dynamic commercial software that cannot account for the infrastructure flexibility,the proposed VSI model can be easily used in the study of train-bridge systems with any degree of complexity.The validation presented in this work proves the accuracy of the proposed model,making it a suitable tool for dealing with different railway dynamic applications,such as the study of bridge dynamics,train running safety under different scenarios(namely,earthquakes and crosswinds,among others),and passenger riding comfort.

Direct AFM measurements of morphology and interaction force at solid-liquid interfaces between DTAC/CTAC and mica

The adsorption of dedecyltrimethylammoium chloride(DTAC) and hexadecyltrimethylammoium chloride(CTAC) on muscovite mica substrates was examined using atomic force microscopy(AFM). Adsorption morphology images and interaction forces of cationic surfactants at solid-solution interfaces were measured in tapping mode and Pico Force mode, respectively. The images demonstrated that the adsorbed structure was varied by a variety of surfactant concentrations. The adsorbed layer on mica was monolayer at first, and then became bilayer. A striped adsorbed structure was observed in a higher concentration of CTAC,which could not be found in any other concentrations of DTAC. For force measurements, the repulsive force was exponentially decreasing with the concentration increasing till a net attractive force appeared. A largest attractive force could be observed at a certain concentration, which was close to the point of charge neutralization. The results also showed a significant impact of hydrocarbon chain length on adsorption. An adsorption simulation was established to give a clear understanding of the interaction between cationic surfactants and mica.

Hydration film measurement on mica and coal surfaces using atomic force microscopy and interfacial interactions

The hydration film on particle surface plays an important role in bubble-particle adhesion in mineral flotation process. The thicknesses of the hydration films on natural hydrophobic coal and hydrophilic mica surfaces were measured directly by atomic force microscopy （AFM） based on the bending mode of the nominal constant compliance regime in AFM force curve in the present study. Surface and solid-liquid interfacial energies were calculated to explain the forming mechanism of the hydration film and atomic force microscopy data. The results show that there are significant differences in the structure and thickness of hydration films on coal and mica surfaces. Hydration film formed on mica surface with the thickness of 22.5 nm. In contrast, the bend was not detected in the nominal constant compliance regime. The van der Waals and polar interactions between both mica and coal and water molecules are characterized by an attractive effect, while the polar attractive free energy between water and mica （-87.36 mN/m） is significantly larger than that between water and coal （-32.89 mN/m）, which leads to a thicker and firmer hydration layer on the mica surface. The interfacial interaction free energy of the coal/water/bubble is greater than that of mica. The polar attractive force is large enough to overcome the repulsive van der Waals force and the low energy barrier of film rupture, achieving coal particle bubble adhesion with a total interfacial free energy of-56.30 mN/m.

Parallel Processing Based on Ship Maneuvering in Identification of Interaction Force Coefficients

The parallel processing based on the free running model test was adopted to predict the interaction force coefficients （flow straightening coefficient and wake fraction） of ship maneuvering. And the multipopulation genetic algorithm （MPGA） based on real coding that can contemporarily process the data of free running model and simulation of ship maneuvering was applied to solve the problem. Accordingly the optimal individual was obtained using the method of genetic algorithm. The parallel processing of multiopulation solved the prematurity in the identification for single population, meanwhile, the parallel processing of the data of ship maneuvering （turning motion and zigzag motion） is an attempt to solve the coefficient drift problem. In order to validate the method, the interaction force coefficients were verified by the procedure and these coefficients measured were compared with those ones identified. The maximum error is less than 5%, and the identification is an effective method.

Minimizing electrostatic interactions from piezoresponse force microscopy via capacitive excitation

Piezoresponse force microscopy(PFM)has emerged as one of the most powerful techniques to probe ferroelectric materials at the nanoscale,yet it has been increasingly recognized that piezoresponse measured by PFM is often influenced by electrostatic interactions.In this letter,we report a capacitive excitation PFM(ce-PFM)to minimize the electrostatic interactions.The effectiveness of ce-PFM in minimizing electrostatic interactions is demonstrated by comparing the piezoresponse and the effective piezoelectric coefficient measured by ce-PFM and conventional PFM.The effectiveness is further confirmed through the ferroelectric domain pattern imaged via ce-PFM and conventional PFM in vertical modes,with the corresponding domain contrast obtained by ce-PFM is sharper than conventional PFM.These results demonstrate ce-PFM as an effective tool to minimize the interference from electrostatic interactions and to image ferroelectric domain pattern,and it can be easily implemented in conventional atomic force microscope(AFM)setup to probe true piezoelectricity at the nanoscale.

Multi-dimensional force sensor for haptic interaction:a review

Haptic interaction plays an important role in the virtual reality technology,which let a person not only view the 3D virtual environment but also realistically touch the virtual environment.As a key part of haptic interaction,force feedback has become an essential function for the haptic interaction.Therefore,multi-dimensional force sensors are widely used in the fields of virtual reality and augmented reality.In this paper,some conventional multi-dimensional force sensors based on different measurement principles,such as resistive,capacitive,piezoelectric,are briefly introduced.Then the mechanical structures of the elastic body of multi-dimensional force sensors are reviewed.It is obvious that the performance of the multi-dimensional force sensor is mainly dependent upon the mechanical structure of elastic body.Furthermore,the calibration process of the force sensor is analyzed,and problems in calibration are discussed.Interdimensional coupling error is one of the main factors affecting the measurement precision of the multi-dimensional force sensors.Therefore,reducing or even eliminating dimensional coupling error becomes a fundamental requirement in the design of multi-dimensional force sensors,and the decoupling state-of-art of the multi-dimensional force sensors are introduced in this paper.At last,the trends and current challenges of multi-dimensional force sensing technology are proposed.

Generation of Nonlinear Force Driven Blocks from Skin Layer Interaction of Petawatt-Picosecond Laser Pulses for ICF

The discovery of the essential difference of maximum ion energy for TW-pslaser plasma interaction compared with, the 100 ns laser pulses led to the theory of a skin layermodel where the control of prepulses suppressed the usual relativistic self-focusing. The subsequentgeneration of two nonlinear force driven blocks has been demonstrated experimentally and inextensive numerical studies where one block moves against the laser light and the other block intothe irradiated target. These blocks of nearly solid state density DT plasma correspond to ion beamcurrent densities exceeding 10^(10) A/cm^2 where the ion velocity can be chosen up to highlyrelativistic values. Using the results of the expected ignition of DT fuel by light ion beams, aself-sustained fusion reaction front may be generated even into uncompressed solid DT fuel similarto the Nuckolls-Wood scheme where 10 kJ laser pulses produce 100 MJ fusion energy. This new andsimplified scheme of laser-ICF needs and optimisation of the involved parameters.

Effective Interaction Force between an Electric Charge and a Magnetic Dipole and Locality (or Nonlocality) in Quantum Effects of the Aharonov–Bohm Type

Classical electrodynamics foresees that the effective interaction force between a moving charge and a magnetic dipole is modified by the time-varying total momentum of the interaction fields. We derive the equations of motion of the particles from the total stress-energy tensor, assuming the validity of Maxwell’s equations and the total momentum conservation law. Applications to the effects of Aharonov–Bohm type show that the observed phase shift may be due to the relative lag between interfering particles caused by the effective local force.

Analysis of Electrical Dipoles Interaction Forces as a Function of the Distance and of the Form of Electrical Force Law

Here, we initially introduced and demonstrated two principles: orientation OR principle and attraction AT principle of electrical dipoles. The OR principle stipulates that any two electrical dipoles P1A, P1B, from two bodies A and B, at any distance in the free state each, will be reciprocally oriented parallel and in the same sense if the electrical interaction forces F between them are of decreasing type with distance r. If the electrical interaction forces F are of increasing type with distance, the two dipoles will be reciprocally oriented parallel but on the opposite sense. The AT principle stipulate that any two electrical dipoles P1A, P1B, at any distance in the free state each, will present always a reciprocal force of attraction FD in both cases of orientation accordingly to OR principle in case of any type of electrical force F decreasing or increasing with distance. These findings may complete our previous work where we found that FD force, between two electrical dipoles P1A, P1B considered at atomic and nuclear level, is in fact the actual gravitation Newton force FN. The paper must be considered together with this work for more consistency.

Cyclic testing of moment-shear force interaction in reinforced concrete shear wall substructures

Previous quasi-static cyclic tests of shear walls,which routinely used an incremental lateral displacement test protocol with a constant axial load,failed to reflect the character of moment-shear force interaction of prototype buildings.To study the effect of the moment-shear force interaction on the seismic performance of shear walls,three identical 2-story shear wall specimens with different loading patterns were constructed at 1/2 scale,to represent the lower portion of an 11-story high-rise building,and were tested under reversed cyclic loads.The axial force,shear force and bending moment were simultaneously applied to simulate the effects of gravity loads and earthquake excitations on the prototype.The axial force and bending moment delivered from the upper structure were applied to the top of the specimens by two vertical actuators,and the shear force was applied to the specimens by two horizontal actuators.A mixed force-displacement control test program was adopted to ensure that the bending moment and the lateral shear were increased proportionally.The experimental results show that the moment-shear force interaction had a significant effect on the failure pattern,hysteretic characteristics,ductility and energy dissipation of the specimens.It is recommended that moment-shear force interaction should be considered in the loading condition of RC shear wall substructures cyclic tests.

Experimental Verification of the Theory of Non-Force (Information) Interaction

The work is devoted to the demonstration of the possibility of applying the formulas of information handling obtained in the theory of non-force interaction for the natural language processing. These formulas were obtained in computer experiments in modelling the movement and interaction of material objects by changing the amount of information that triggers this movement. The hypothesis, objective and tasks of the experimental research were defined. The methods and software tools were developed to conduct the experiments. To compare different results of the simulation of the processes in a human brain during speech production, there was a range of methods proposed to calculate the estimate of sequence of fragments of natural language texts including the methods based on linear approximation. The experiments confirmed that the formulas of information handling obtained in the theory of non-force interaction reflect the processes of language formation. It is shown that the offered approach can successfully be used to create systems of reactive artificial intelligence machines. Experimental and, presented in this work, practical results constitute that the non-force (informational) interaction formulae are generally valid.

An integrated approach for the optimization of wheel-rail contact force measurement systems

A comprehension of railway dynamic behavior implies the measure of wheel-rail contact forces which are affected by disturbances and errors that are often difficult to be quantified. In this study, a benchmark test case is proposed, and a bogie with a layout used on some European locomotives such as SIEMENS El90 is studied. In this layout, an additional shaft on which brake disks are installed is used to transmit the braking torque to the wheelset through a single-stage gearbox. Using a mixed approach based on finite element techniques and statistical considerations, it is possible to evaluate an optimal layout for strain gauge positioning and to optimize the measurement system to diminish the effects of noise and disturbance. We also conducted preliminary evaluations on the precision and frequency response of the proposed system.

Comparative study on wheel-rail dynamic interactions of side-frame cross-bracing bogie and sub-frame radial bogie

Improving freight axle load is the most effective method to improve railway freight capability; based on the imported technologies of railway freight bogie, the 27 t axle load side-frame cross-bracing bogie and sub-frame radial bogie are developed in China. In order to analyze and compare dynamic interactions of the two newly developed heavy-haul freight bogies, we establish a vehi- cle-track coupling dynamic model and use numerical calculation methods for computer simulation. The dynamic performances of the two bogies are simulated separately at various conditions. The results show that at the dipped joint and straight line running conditions, the wheel-rail dynamic interactions of both bogies are basically the same, but at the curve negotiation condition, the wear and the lateral force of the side-frame cross-bracing bogie are much higher than that of the sub-frame radial bogie, and the advantages become more obvious when the curve radius is smaller. The results also indicate that the sub- frame radial bogie has better low-wheel-rail interaction characteristics.

Influence of railway wheel tread damage on wheel-rail impact loads and the durability of wheelsets

Dynamic wheel-rail contact forces induced by a severe form of wheel tread damage have been measured by a wheel impact load detector during full-scale field tests at different vehicle speeds.Based on laser scanning,the measured three-dimensional damage geometry is employed in simulations of dynamic vehicle-track interaction to calibrate and verify a simulation model.The relation between the magnitude of the impact load and various operational parameters,such as vehicle speed,lateral position of wheel-rail contact,track stiffness and position of impact within a sleeper bay,is investigated.The calibrated model is later employed in simulations featuring other forms of tread damage;their effects on impact load and subsequent fatigue impact on bearings,wheel webs and subsurface initiated rolling contact fatigue of the wheel tread are assessed.The results quantify the effects of wheel tread defects and are valuable in a shift towards condition-based maintenance of running gear,and for general assessment of the severity of different types of railway wheel tread damage.

NP-MBO:A newton predictor-based momentum observer for interaction force estimation of legged robots

Swift perception of interaction forces is a crucial skill required for legged robots to ensure safe human-robot interaction and dynamic contact management.Proprioceptive-based interactive force is widely applied due to its outstanding cross-platform versatility.In this paper,we present a novel interactive force observer,which possesses superior dynamic tracking performance.We propose a dynamic cutoff frequency configuration method to replace the conventional fixed cutoff frequency setting in the traditional momentum-based observer(MBO).This method achieves a balance between rapid tracking and noise suppression.Moreover,to mitigate the phase lag introduced by the low-pass filtering,we cascaded a Newton Predictor(NP)after MBO,which features simple computation and adaptability.The precision analysis of this method has been presented.We conducted extensive experiments on the point-foot biped robot BRAVER to validate the performance of the proposed algorithm in both simulation and physical prototype.

Instability Mechanism of a Rotating Disc Subjected to Various Transverse Interactive Forces

In the past three decades, numerous papers have bee n publishedon the dynamics of rotating discs. most of them have focused on the ma thematical modeling and solution for a specific interactive force, such as a n elastic force produced by a stationary spring or a damping force from a statio nary viscous damper. Few of them have looked into the instability mechanisms. This study has established a generalized approach to investigate the instability mechanisms that are involved in the interaction between a rotating and an arbit rary interactive force. An energy flux equation has been developed, which leads to the following conclusions: (1) The possibility of the occurrence of instability due to any interactive forc es may be identified based on the energy flux analysis, even without solving equ ations. (2) Instabilities will occur if the interactive forces are in phase with the vel ocity measured at the interactive point from the coordinates rotating with the d isc. (3) Instability cannot occur when a rotating disc is subjected to a stationary c onstant lateral force, but a stationary harmonic lateral force, a moving constan t lateral force or a moving harmonic lateral force may cause instability. (4) Conservative forces may only cause coupling instability associated with two modes, and non-conservative forces usually cause terminal instability where onl y one mode is involved.