Virtual Penetration Research Articles

Prediction and analysis of wheel flange wear on small curved track considering wheel-rail conformal and lubricated contact

Wheel flange wear on curved tracks is a significant issue that poses a threat to the safety of rail vehicles and leads to increased maintenance costs for railway operators. This study aims to develop a numerical model to predict wheel flange wear on small radius curves. The model integrates an efficient wheel-rail conformal contact model with laboratory-tested wear coefficients. By using virtual penetration and influence coefficients for conformal geometries, the model accurately simulates the conformal contact between the wheel flange and the rail gauge corner. The validity of the wheel flange wear prediction model is confirmed through field tracking testing. Using the proposed model, the effects of track layout parameters and solid lubricants on wheel flange wear are investigated. This study provides theoretical guidance for the operation and maintenance of the wheel-rail system to reduce wear.

A modified Hertzian-based wheel-rail contact model for vehicle system dynamics simulation

This paper develops a modified Hertzian-based wheel-rail contact model (MHM) to improve the robustness and accuracy of the traditional Hertzian contact model in vehicle-track coupling dynamics simulation. First, the wheel-rail non-Hertzian contact area is estimated based on the virtual penetration (VP) area, and an equivalent ellipse of the non-Hertzian contact area is calculated. Then, taking the equivalent elliptical contact patch as the input, the wheel-rail normal problem is solved by using Hertzian contact theory. Finally, considering the effect of the non-elliptical contact patch on Kalker’s linear coefficient, a modified Shen–Hedrick–Elkins model is proposed. The computation accuracy, robustness, and efficiency of the developed MHM are assessed by comparing it with a robust Kalker variational method (RKVM), a VP-based non-Hertzian contact model RNHM, and two traditional Hertzian-based models. The comparison results show that the MHM improves the computational robustness and accuracy of the traditional Hertzian-based contact models. MHM achieves almost the same computational accuracy as the RNHM, but its computational efficiency is 2.4 times faster than RNHM. The developed MHM is an ideal model for vehicle-track coupling dynamics simulation.

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

PurposeUnder 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/approachThe 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.FindingsUnder 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/valueThis 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.

Robust Contact Computation in Non-Rigid Variation Simulation

Abstract Geometric variation is an inevitable element of any fabrication process. To secure the geometric quality of the assembled products, variation simulation is performed to control compliance with the set geometric requirements. In non-rigid variation simulation, contact modeling is used to avoid the virtual penetration of the components in the adjacent areas, enhancing the simulation accuracy. For frictionless contact models, numerical errors and convergence issues due to the deformation behavior of the interacting surfaces are still limiting the computational efficiency of solving this optimization problem. The optimization problem associated with a contact model is often large-scale, and in practice, fast and robust methods for achieving convergence are required. Previous implementations of contact modeling for non-rigid variation simulation have been prominently based on the Iterative or Penalty Methods. In this paper, a quadratic programming approach has been introduced, based on the Lagrangian multiplier method, for robust contact modeling in non-rigid variation simulation, and the performance of the proposed approach has been compared to the previously applied Iterative and Interior Point Method. The methods have been compared on three industrial reference cases, and the convergence and time-efficiency of each method are compared. The results show that robust optimization of the quadratic program associated with the contact model is highly dependent on the reduced stiffness matrix condition. Furthermore, it has been shown that robust and efficient contact modeling in non-rigid variation simulation is achievable through the proposed quadratic programming method.

The Influence of CRTS II Slab Ballastless Track Upper Arch Deformation on the Wheel Jumping Law of High-Speed Vehicle

To study the impact of upwarp deformation in the ballastless track on the jumping behavior of the high-speed vehicle, utilizing UM and ANSYS joint simulation, a vertical vibration model of high-speed vehicle on CRTS II slab ballastless track was developed based on the non-Hertz wheel–rail contact model of virtual penetration theory. By using the single-wave cosine curve simulating the characteristics of upwarp deformation in the track slab, we calculated the whole process of wheel jumping. This allowed us to analyze how the amplitude and wavelength of the track slab upward deformation influence the vibration response of the vehicle–track system. Our findings indicate that when a wheel passes through the arch section of the track slab, the entire wheel jumping process consists of distinct stages: “wheel–rail bonding, wheel–rail separation, wheel–rail impact (one or more times), and wheel–rail bonding.” As the amplitude of upwarp deformation increases and the wavelength decreases, significant changes occur in several parameters, including the vertical force between the wheel and rail, wheel unloading rate, wheel jump height, frequency, duration, and vertical displacement of the rail. Additionally, when the wavelength is between 2 and 6[Formula: see text]m and the amplitude is 8[Formula: see text]mm, the vertical force between the wheel and rail becomes zero, the wheel load reduction rate is one, and the wheel jumps. When the wavelength is less than 3[Formula: see text]m, the wheel jump height exceeds the flange height, increasing the risk of derailment. Meanwhile, during the first wheel–rail impact, the wheel–rail vertical force and the rail vertical displacement reach their maximum, potentially impacting rail service performance negatively. Finally, compared to the amplitude of the track slab camber deformation, its wavelength has a greater impact on the entire process of wheel jumping. It is recommended that attention be paid to the change in the wavelength of the track slab camber during the maintenance and repair of the ballastless track.

تعزيز الامن السيبراني من خلال اختبار الاختراق الفعال وفحص الثغرات

The number of computer network attacks today is increasing with the sophisticated attack tools and complicated methods hence, building secure systems is required. The demand for regular penetration testing and vulnerability scanning has become an urgent issue. This paper focuses on increase the security of the system resources being tested; Determine the weakness in the popular operating systems; Focus on methodologies and approaches to analyze the system for security that leads to protect the system against external threats. An experimental setup of a virtual penetration testing environment lab is created on a system using virtualization software. By using of the most powerful tools and techniques used today, a successful penetration testing and vulnerability scanning through three phases of processes are implemented. Eventually, the results of this process will help identify potential vulnerabilities in the operating systems and ways to patch them up. Keywords: Cybersecurity, penetration testing, vulnerability scanning tools.

Application of the virtual-fit method for fixed complete denture cases designed on intraoral scans: Effect of cement spacing

ObjectivesTo validate the virtual-fit alignment, analyze the impact of cement spacing on internal/marginal gaps, and correlate results with conventional trueness measures. MethodsFour dental abutment models were scanned using an industrial reference scanner (one time each), Emerald S (three times each), and Medit i700 (three times each) intraoral scanners (IOS). On each IOS scan (n = 24), three complete-arch fixed frameworks were designed with 70 or 140 µm cement space with no marginal space (groups 70 and 140) and 70 µm with an additional 20 µm space, including the margin (group 70+20). Two types of alignment were performed by GOM Inspect software. The reference and IOS scans were aligned through a conventional iterative closest point algorithm (ICP) where the penetration of the two scans was permitted into each other (conventional trueness method). Second, the computer-aided designs were superimposed with the reference scan also using an ICP, but preventing the design from virtual penetration into the model (virtual-fit method). The virtual-fit algorithm was validated by non-penetration alignment of the designs with the IOS scans. Internal and marginal gap was measured between the design and the abutments. The difference between spacing groups was compared by Friedman's test. A statistical correlation (Spearman's Rho Test) was computed between the measured gaps and the conventional trueness method. A significant difference was accepted at p<0.05 after the Bonferroni correction. ResultsThe gaps deviated from the set cement space by 3–13 µm on IOS scans (validation of virtual-fit algorithm). The internal gap of the design on the reference scan was not affected by cement spacing (Emerald S, p = 0.779; Medit i700, p = 0.205). The marginal gap in groups 70 and 70+20 was significantly lower than in group 140 in Emerald S (p<0.05). In Medit i700, it was lower in the 70+20 group than in the group 70 (p<0.01) and in the group 140 (p<0.05). Some Medit i700 scans exhibited high marginal gaps within group 70 but not in groups 70 and 140. The measured gaps correlated significantly (r = 0.51–0.81, p<0.05–0.001) with the conventional trueness but were 2.6–4.6 times higher (p<0.001). ConclusionVirtual-fit alignment can simulate restoration seating. A 20 µm marginal and 90 µm internal spacing could compensate for scan errors up to several hundred micrometers. However, 140 µm internal spacing is counterproductive. The conventional trueness method could only partially predict framework misfit. Clinical significanceThe virtual-fit method can provide clinically interpretable data for intraoral scanners. Emerald S and Medit i700 intraoral scanners are suitable for fabricating complete-arch fixed tooth-supported prostheses. In addition, a slight elevation of spacing at the margin could compensate for moderate inaccuracies in a scan.

A wheel–rail normal contact model using the combination of virtual penetration method and strip-like Boussinesq’s integral

This paper reports a new non-Hertz normal contact model for the engineering computations such as vehicle-track dynamics and wheel-rail damage prediction. The model is developed as a combination of virtual penetration method and Boussinesq’s integral. A first novel aspect is the proposed virtual penetration method to compensate the inconsistence introduced by this combination, (i) a ‘stepwise penetration scaling coefficient’ approach that adapts to the lateral contact boundary is presented; (ii) we propose a new formula for the longitudinal contact boundary to compensate the error introduced by the step-by-step increase of interpolated penetration. A second novelty is the use of strip-like Boussinesq’s integral for strip discretized contact patch to achieve the fast computation. On the one hand, it makes this model easier to convergence since it only considers the result in the center of each strip. On the other hand, we propose a fast method of generating influence coefficient matrix. Some numerical tests are evaluated by the CONTACT software and compared with KP method and STRIPES. In addition, the comparison of modeling approach and computational cost are discussed in detail.

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

The wheel-rail contact modeling 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.

A mathematical model for the separation behavior of a split type low-shock separation bolt

Pressure cartridge type separation devices which are widely used in fairing, stage separations of space launch systems, and many other aerospace fields generate much lower pyroshock and produce no high-speed debris compared to frangible explosive separation devices. However, because the operation is completed in a few milliseconds and the releasing mechanism is complicated, their separation behavior is difficult to experimentally identify. This paper presents a mathematical model to simulate the separation behaviors for a split-type separation bolt, one of the pressure cartridge type separation devices. The mathematical model includes a combustion model, buckling resisting model, split behavior model related to static and dynamic friction, O-ring friction model, contact force model, and slip angle model. Each composing models are obtained by mathematical formulation or numerical analysis. An efficient contact model is constructed by using virtual penetration model appropriately for complex contact phenomenon. To validate the established model, separation experiments were performed; the results are then compared with the mathematical model. Present study show that complex mechanical behaviors coupled with combustion of solid propellant charge can be efficiently simulated by the mathematical model.

A non-Hertzian wheel-rail contact model considering wheelset yaw and its application in wheel wear prediction

To obtain a relatively accurate wheel-rail contact solution with less time consuming, some so-called fast-accurate methods based on the concept of virtual penetration were provided by researchers. When dealing with the non-Hertzian contact problem with a sharply changing lateral relative curvature, it may be incorrect to calculate the penetration by the Hertzian contact parameters of the initial contact point. This paper proposes a method to get a proper penetration by considering the change of local relative curvature of wheel-rail profiles based on the semi-Hertzian method. Furthermore, the wheelset yaw angle is considered by using the ‘Trace line method’ to get a twisty contact patch which is verified by the program CONTACT. Finally, the proposed method is applied for the wheel wear prediction of a high-speed train. Field tests are carried out to determine the wear coefficient for wheel-rail contact of the high-speed train and to validate the wheel wear prediction model.

Modification of the semi-Hertz wheel–rail contact method based on recalculating the virtual penetration value

ABSTRACTWheel–rail contact calculation is of vital importance in vehicle system dynamics. In the existing methods of wheel–rail contact calculation, the finite element method and Kalker’s CONTACT program, which are based on the complementary energy principle, are the two methods with accuracy recognised. However, because of its very slow calculation speed, it cannot meet the requirement of online calculation, so a variety of fast non-elliptic algorithms have been proposed. The semi-Hertz method, which is recognised for its great contributions to the fast wheel–rail contact calculation, is based on the concept of virtual penetration. The calculation of virtual penetration is crucial to evaluate the shape and normal pressure distribution of the contact patch. In practice, the virtual penetration is related to the curvature of the whole contact patch; however, the range of the contact patch is determined by the value of penetration. Such an interaction leads the calculation into a dead loop. In the semi-Hertz method, the penetration is calculated by the Hertz parameters of the initial contact point. Thus, the practical range of the method is limited. In this paper, a fast-iterative method for solving virtual penetration is proposed, and a reliable value of virtual penetration can be obtained under any lateral wheel–rail relative curvature variation with good stability and speed. The normal and tangential solutions are analysed with different methods in this paper.

Algorithm for Virtual Aggregates’ Reconstitution Based on Image Processing and Discrete-Element Modeling

Based on the Aggregate Imaging Measurement System (AIMS) and the Particle Flow Code in Two Dimensions (PFC2D), an algorithm for modeling two-dimensional virtual aggregates was proposed in this study. To develop the virtual particles precisely, the realistic shapes of the aggregates were captured by the AIMS firstly. The shape images were then processed, and the morphological characteristics of aggregates were quantified by the angularity index. By dividing the particle irregular shape into many triangle areas and adjusting the positions of the generated balls via coordinate systems’ conversion within PFC2D, the virtual particles could be reconstructed accurately. By calculating the mapping area, the gradations in two-dimensions could be determined. Controlled by two variables (μ_1 and μ_2), which were drawn from the uniform distribution (0, 1), the virtual particles forming the specimens could be developed with random sizes and angular shapes. In the end, the rebuilt model of the SMA-13 aggregate skeleton was verified by the virtual penetration tests. The results indicated that the proposed algorithm can not only model the realistic particle shape and gradations precisely, but also predict its mechanical behavior well.

Morphological characterization and mechanical analysis for coarse aggregate skeleton of asphalt mixture based on discrete-element modeling

Focused on the aggregate microstructures to characterize the aggregate mechanical properties, this paper proposed a modeling method of coarse aggregate based on the particle morphological characteristics. By using the Aggregate Image Measurement System (AIMS), the realistic shape of granular aggregates was captured and the statistical analysis was made to quantify the morphological differences firstly. Then by using Discrete-Element Method (DEM) software named as Particle Flow Code in two dimensions (PFC2D) and with the help of the image processing techniques, an algorithm was developed to model the two-dimensional shape of aggregates. Through linking the shape to the morphological index for each aggregate, the coarse aggregate skeleton was built which is consistent with the actual composition and structure of the laboratory specimens. After that, based on laboratory penetration test for granular aggregates, virtual penetration test was built by PFC2D to verify the validity of the developed modeling algorithm. An optimized method was proposed further then to improve the simulation efficiency. This is because of the time-consuming process when modeling the actual specimen which was composed of numerous coarse aggregates with various shapes. Some representative particles were selected and reconstructed based on the angularity index to form the virtual specimens with aggregates of gradations AC-13 and SMA-13. At last the virtual penetration test of AC-13, SMA-13 was conducted to predict the mechanical behavior and the coarse aggregate skeleton structure characteristics were analyzed from the point of micro-contact state. It is proved that the proposed modeling algorithm could well capture the realistic shape of aggregates and virtual test based on the aggregates model could characterize the granular aggregates mechanical properties accurately.

Biomechanical causes of trapeziometacarpal arthroplasty failure

Trapeziometacarpal joint prosthesis revision has been widely reported, mainly due to loosening of the trapezium cup. Our hypothesis is that current prostheses do not sufficiently respect the kinematics of this joint. CT scan acquisitions enabled us to determine the position of the first metacarpal relative to the trapezium in three different characteristic postures, in subjects in different stages of arthrosis. A CAD model of a current prosthesis was inserted into the numerical 3D model of the joint under the different postures. In the numerical model, we observe penetration of the cup by the head of the prosthesis. This virtual penetration could, in vivo, amount to overstressing the prosthetic elements, which would lead to loosening of the cup or of the metacarpal stem and luxation of the prosthesis.

Solving conformal contacts using multi-Hertzian techniques

ABSTRACTRecently, publications aiming at wheel–rail contact surveys let readers think that multi-Hertzian methods present severe drawbacks with respect to ‘virtual penetration’ methods. These surveys criticise multi-Hertzian solutions mainly because presenting ‘larger contacts overlaps’ and ‘frequent secondary contacts near the border of the first contact’, both obvious geometric possibilities of which the practical occurrence and eventual inconvenience would remain purely theoretical unless established over definite methods demonstrating poor practical results. Recent surveys all quote Piotrowski–Chollet 2005 survey of wheel–rail contact models that attempted to illustrate defective multi-Hertzian techniques by concentrating on the method initiated by Sauvage in the 1990s and further developed by Pascal. The 2005 paper not only gives no evidence of practical inconveniences of Sauvage’s method but also confuses static geometric contact overlaps with the dynamical overlapping of forces. In reality it mixes Sauvage method up with a quite different technique. Thus a clarification is now necessary by reminding what the proper Sauvage technique really is and by showing some of its practical successful applications. The present paper, focusing on determination of normal contact forces in conformal situations, intends to explain clearly the advantages of the unequivocal localisation of secondary ellipses in that multi-Hertzian method which has been developed in INRETS VOCO codes in the 1990s and successfully used by SNCF and ALSTOM in the INRETS-SNCF code, VOCODYM, and later in Pascal’s online calculation of railway elastic contacts code. It proved its effectiveness for studying freight wagons derailments as well as rail wear and head-check, unrounded wheels wear, high-speed lines’ deformations or TGV comfort. While simulating American ACELA trainsets’ behaviour on the US North-East Corridor tracks, prior to actual tests, as part of the commercial contract. It has been also a major tool for bringing back together French and American Safety Standards.

A novel method to model wheel–rail normal contact in vehicle dynamics simulation

An approximate analytical method is proposed for calculating the contact patch and pressure distribution in the wheel–rail interface. The deformation of the surfaces in contact is approximated using the separation between them. This makes it possible to estimate the contact patch analytically. The contact pressure distribution in the rolling direction is assumed to be elliptic with its maximum calculated by applying Hertz' solution locally. The results are identical to Hertz's for elliptic cases. In non-elliptic cases good agreement is achieved in comparison to the more accurate but computationally expensive Kalker's variational method (CONTACT code). Compared to simplified non-elliptic contact methods based on virtual penetration, the calculated contact patch and pressure distribution are markedly improved. The computational cost of the proposed method is significantly lower than the more detailed methods, making it worthwhile to be applied to rolling contact in rail vehicle dynamics simulation. Such fast and accurate estimation of contact patch and pressure paves the way for on-line modelling of damage phenomena in dynamics simulation packages.

A geometric approach to study the contact mechanisms in the patellofemoral joint of normal versus patellofemoral pain syndrome subjects

The biomechanics of the patellofemoral (PF) joint is complex in nature, and the aetiology of such manifestations of PF instability as patellofemoral pain syndrome (PFPS) is still unclear. At this point, the particular factors affecting PFPS have not yet been determined. This study has two objectives: (1) The first is to develop an alternative geometric method using a three-dimensional (3D) registration technique and linear mapping to investigate the PF joint contact stress using an indirect measure: the depth of virtual penetration (PD) of the patellar cartilage surface into the femoral cartilage surface. (2) The second is to develop 3D PF joint models using the finite element analysis (FEA) to quantify in vivo cartilage contact stress and to compare the peak contact stress location obtained from the FE models with the location of the maximum PD. Magnetic resonance images of healthy and PFPS subjects at knee flexion angles of 15°, 30° and 45° during isometric loading have been used to develop the geometric models. The results obtained from both approaches demonstrated that the subjects with PFPS show higher PD and contact stresses than the normal subjects. Maximum stress and PD increase with flexion angle, and occur on the lateral side in healthy and on the medial side in PFPS subjects. It has been concluded that the alternative geometric method is reliable in addition to being computationally efficient compared with FEA, and has the potential to assess the mechanics of PFPS with an accuracy similar to the FEA.

Phantom element method for calculation of normal wheel/rail contact forces based on semi-Hertzian method

A new method is presented to create a wheel/rail contact model using virtual penetration theory. The concept of “isosceles pairs geometrical correspondence” is developed to determine the contact angle of each element independently. Using local linearisation, the contact area is divided to enable the use of a non-Hertzian 3D model for the wheel/rail contact problem. An advantage of this model is the low calculation cost of simulation of normal wheel/rail contact forces. Several numerical examples are presented to examine the accuracy of the developed method. It is shown that the proposed method appropriately models the wheel/rail contact phenomenon.

Mercury Intrusion Effects Modelled in Pores with Axial Symmetry and Attenuated Cross Section

The study of Hg intrusion in axially symmetric pores modelled from a circular function, including a cross-sectional attenuation, unveils or ratifies some interesting effects. One of them is the influence of the pore-wall angle of inclination on the intrusion pressure and meniscus radius of curvature. Another one is that Hg penetration in pores of this sort cannot proceed gradually but only in a jump-like manner. Virtual penetration curves indicate Laplace stable or unstable states as well as the virulence of the irreversible penetration of pores with a varying cross section. It is also important to point out that, in structures depicting a sinuous cavity to throat inter-connections, a single meniscus can be transformed into more than one meniscus by a sort of snap-off mechanism. Hysteresis in these structures can be expected to be more intense as the pore entities become more sinuous. Finally, it is also important to mention that the onset of liquid penetration is not always occurring at the minimum cross...