Interactive simulation of flexible parts

Computer simulations play an ever growing role for the development of automotive products. Assembly simulation, as well as many other processes, are used systematically even before the first physical prototype of a vehicle is built in order to check whether particular components can be assembled easily or whether another part is in the way. Usually, this kind of simulation is limited to rigid bodies. However, a vehicle contains a multitude of flexible parts of various types: cables, hoses, carpets, seat surfaces, insulations, weatherstrips... Since most of the problems using these simulations concern one-dimensional components and since an intuitive tool for cable routing is still needed, we have chosen to concentrate on this category, which includes cables, hoses and wiring harnesses. In this thesis, we present a system for simulating one dimensional flexible parts such as cables or hoses. The modeling of bending and torsion follows the Cosserat model. For this purpose we use a generalized spring-mass system and describe its configuration by a carefully chosen set of coordinates. Gravity and contact forces as well as the forces responsible for length conservation are expressed in Cartesian coordinates. But bending and torsion effects can be dealt with more effectively by using quaternions to represent the orientation of the segments joining two neighboring mass points. This augmented system allows an easy formulation of all interactions with the best appropriate coordinate type and yields a strongly banded Hessian matrix. An energy minimizing process accounts for a solution exempt from the oscillations that are typical of spring-mass systems. The use of integral forces, similar to an integral controller, allows to enforce exactly the constraints. The whole system is numerically stable and can be solved at interactive frame rates. It is integrated in the DaimlerChrysler in-house Virtual Reality Software veo for use in applications such as cable routing and assembly simulation and has been well received by users. Parts of this work have been published at the ACM Solid and Physical Modeling Conference 2006 and have been selected for the special issue of the Computer-Aided-Design Journal to the conference.

Mechanical microcontacts of powder particles studied with the quartz crystal microbalance

Within this work, a particle-polymer surface system is studied with respect to the particle-surface interactions. The latter are governed by micromechanics and are an important aspect for a wide range of industrial applications. Here, a new methodology is developed for understanding the adhesion process and measure the relevant forces, based on the quartz crystal microbalance, QCM. rnThe potential of the QCM technique for studying particle-surface interactions and reflect the adhesion process is evaluated by carrying out experiments with a custom-made setup, consisting of the QCM with a 160 nm thick film of polystyrene (PS) spin-coated onto the quartz and of glass particles, of different diameters (5-20µm), deposited onto the polymer surface. Shifts in the QCM resonance frequency are monitored as a function of the oscillation amplitude. The induced frequency shifts of the 3rd overtone are found to decrease or increase, depending on the particle-surface coupling type and the applied oscillation (frequency and amplitude). For strong coupling the 3rd harmonic decreased, corresponding to an “added mass” on the quartz surface. However, positive frequency shifts are observed in some cases and are attributed to weak-coupling between particle and surface. Higher overtones, i.e. the 5th and 7th, were utilized in order to derive additional information about the interactions taking place. For small particles, the shift for specific overtones can increase after annealing, while for large particle diameters annealing causes a negative frequency shift. The lower overtones correspond to a generally strong-coupling regime with mainly negative frequency shifts observed, while the 7th appears to be sensitive to the contact break-down and the recorded shifts are positive.rnDuring oscillation, the motion of the particles and the induced frequency shift of the QCM are governed by a balance between inertial forces and contact forces. The adherence of the particles can be increased by annealing the PS film at 150°C, which led to the formation of a PS meniscus. For the interpretation, the Hertz, Johnson-Kendall-Roberts, Derjaguin-Müller-Toporov and the Mindlin theory of partial slip are considered. The Mindlin approach is utilized to describe partial slip. When partial slip takes place induced by an oscillating load, a part of the contact ruptures. This results in a decrease of the effective contact stiffness. Additionally, there are long-term memory effects due to the consolidation which along with the QCM vibrations induce a coupling increase. However, the latter can also break the contact, lead to detachment and even surface damage and deformation due to inertia. For strong coupling the particles appear to move with the vibrations and simply act as added effective mass leading to a decrease of the resonance frequency, in agreement with the Sauerbrey equation that is commonly used to calculate the added mass on a QCM). When the system enters the weak-coupling regime the particles are not able to follow the fast movement of the QCM surface. Hence, they effectively act as adding a “spring” with an additional coupling constant and increase the resonance frequency. The frequency shift, however, is not a unique function of the coupling constant. Furthermore, the critical oscillation amplitude is determined, above which particle detach. No movement is detected at much lower amplitudes, while for intermediate values, lateral particle displacement is observed. rnIn order to validate the QCM results and study the particle effects on the surface, atomic force microscopy, AFM, is additionally utilized, to image surfaces and measure surface forces. By studying the surface of the polymer film after excitation and particle removal, AFM imaging helped in detecting three different meniscus types for the contact area: the “full contact”, the “asymmetrical” and a third one including a “homocentric smaller meniscus”. The different meniscus forms result in varying bond intensity between particles and polymer film, which could explain the deviation between number of particles per surface area measured by imaging and the values provided by the QCM - frequency shift analysis. The asymmetric and the homocentric contact types are suggested to be responsible for the positive frequency shifts observed for all three measured overtones, i.e. for the weak-coupling regime, while the “full contact” type resulted in a negative frequency shift, by effectively contributing to the mass increase of the quartz..rnThe interplay between inertia and contact forces for the particle-surface system leads to strong- or weak-coupling, with the particle affecting in three mentioned ways the polymer surface. This is manifested in the frequency shifts of the QCM system harmonics which are used to differentiate between the two interaction types and reflect the overall state of adhesion for particles of different size.rn

Rheology of arrested colloids : a parameter study using novel experimental methods

The steadily increasing diversity of colloidal systems demands for new theoretical approaches and a cautious experimental characterization. Here we present a combined rheological and microscopical study of colloids in their arrested state whereas we did not aim for a generalized treatise but rather focused on a few model colloids, liquid crystal based colloidal suspensions and sedimented colloidal films. We laid special emphasis on the understanding of the mutual influence of dominant interaction mechanisms, structural characteristics and the particle properties on the mechanical behavior of the colloid. The application of novel combinations of experimental techniques played an important role in these studies. Beside of piezo-rheometry we employed nanoindentation experiments and associated standardized analysis procedures. These rheometric methods were complemented by real space images using confocal microscopy. The flexibility of the home-made setup allowed for a combination of both techniques and thereby for a simultaneous rheological and three-dimensional structural analysis on a single particle level. Though, the limits of confocal microscopy are not reached by now. We show how hollow and optically anisotropic particles can be utilized to quantify contact forces and rotational motions for individual particles. In future such data can contribute to a better understanding of particle reorganization processes, such as the liquidation of colloidal gels and glasses under shear.

Wet bioadhesion in tree frogs

Viele Tiere wie etwa Geckos oder Laubfrösche können mittels ihrer Haftscheiben an Oberflächen kleben. Diese Haftscheiben ermöglichen es den Tieren, sich während ihrerrnFortbewegung an Oberflächen anzuheften und wieder zu lösen unabhängig von denrnvorherrschenden Umweltbedingungen. Frösche besitzen mikro- und nanostrukturierternsowie charakteristisch geformte Haftscheiben an Finger- und Zehenenden. Ihre besonderernevolutionäre Errungenschaft, sich stark und zugleich reversibel in sowohl trockenen alsrnauch feuchten Umgebungen anzuhaften, hat die Wissenschaft zur Nachahmung und Untersuchungrndieser Strukturen inspiriert. Zum besseren Verständnis der Mechanismen vonrnAnhaftung und Loslösung bei Laubfröschen wurden weiche, elastische und mikrostrukturierternOberflächen hergestellt, indem PDMS (Polydimethylsiloxan) auf einer Siliziummaskernmit Hexagonstruktur aufgetragen und vernetzt wurde. Dadurch wurden Anordnungenrnvon hexagonalen Mikrosäulen mit spezifischen geometrischen Eigenschaften undrnunterschiedlichen Kontaktgeometrien (normale, flache Form, T-Form und konkave Formrnder Säulenenden) erhalten. Um den Einfluss der van-der-Waals, hydrodynamischen,rnKapillar-und Adhäsionskräfte zu verstehen, wurden verschiedene experimentelle Ansätzernverfolgt: Die auf eine einzelne Säule wirkenden Adhäsionskräfte wurden mittelsrnRasterkraftmikroskopie gemessen. Dazu wurden speziell hergestellte kolloidale Sensorenrnverwendet. Diese Experimente wurden sowohl mit als auch ohne Flüssigkeitsfilm auf derrnSäule durchgeführt. Die Ergebnisse zeigten den Beitrag von Kapillarkraft und direktenrnKontaktkräften zur Adhäsionskraft bei Vorliegen eines Flüssigkeitsfilms. Die Adhäsionrnfiel umso größer aus, je weniger Flüssigkeit zwischen Sensor und Säule vorhanden war.rnIm Falle einer trockenen Adhäsion zeigte die Säule mit T-Form die höchste Adhäsion. Darndie Haftscheiben der Laubfrösche weich sind, können sie dynamisch ihre Form ändern,rnwas zu einer Änderung der hydrodynamischen Kraft zwischen Scheibe und Oberflächernführt. Der Einfluss der Oberflächenverformbarkeit auf die hydrodynamische Kraft wurderndaher am Modellsystem einer Kugel untersucht, welche sich einer weichen und ebenenrnOberfläche annähert. Dieses System wurde sowohl theoretisch über die Simulation finiterrnElemente als auch experimentell über die Messung mit kolloidalen Sonden untersucht.rnSowohl experimentelle Ergebnisse als auch die Simulationen ergaben eine Abnahme derrnhydrodynamischen Kraft bei Annäherung des kolloidalen Sensors an eine weiche undrnelastische Oberfläche. Beim Entfernen der Sensors von der Oberfläche verstärkte sichrndie hydrodynamische Anziehungskraft. Die Kraft, die zur Trennung eines Partikels von einer Oberfläche in Flüssigkeit notwendig ist, ist für weiche und elastischen Oberflächenrngrößer als für harte Oberflächen. In Bezug zur Bioadhäsion bei Laubfröschen konnternfestgestellt somit festgestellt werden, dass sich der hydrodynamische Anteil zur feuchtenrnBioadhäsion aufgrund der weichen Oberfläche erhöht. Weiterhin wurde der Einflussrndes Aspektverhältnisses der Säulen auf die Reibungskraft mittels eines kolloidalen Sensorsrnuntersucht. Gestreckte Säulen zeigten dabei eine höhere Reibung im Vergleich zu.rnSäulen mit einem gestreckten Hexagon als Querschnitt.

Ligament balancing in TKA: Evaluation of a force-sensing device and the influence of patellar eversion and ligament release

Ligament balancing in total knee arthroplasty may have an important influence on joint stability and prosthesis lifetime. In order to provide quantitative information and assistance during ligament balancing, a device that intraoperatively measures knee joint forces and moments was developed. Its performance and surgical advantages were evaluated on six cadaver specimens mounted on a knee joint loading apparatus allowing unconstrained knee motion as well as compression and varus-valgus loading. Four different experiments were performed on each specimen. (1) Knee joints were axially loaded. Comparison between applied and measured compressive forces demonstrated the accuracy and reliability of in situ measurements (1.8N). (2) Assessment of knee stability based on condyle contact forces or varus-valgus moments were compared to the current surgical method (difference of varus-valgus loads causing condyle lift-off). The force-based approach was equivalent to the surgical method while the moment-based, which is considered optimal, showed a tendency of lateral imbalance. (3) To estimate the importance of keeping the patella in its anatomical position during imbalance assessment, the effect of patellar eversion on the mediolateral distribution of tibiofemoral contact forces was measured. One fourth of the contact force induced by the patellar load was shifted to the lateral compartment. (4) The effect of minor and major medial collateral ligament releases was biomechanically quantified. On average, the medial contact force was reduced by 20% and 46%, respectively. Large variation among specimens reflected the difficulty of ligament release and the need for intraoperative force monitoring. This series of experiments thus demonstrated the device's potential to improve ligament balancing and survivorship of total knee arthroplasty.

Discrete element methods for asphalt concrete : development and application of user-defined microstructural models and a viscoelastic micromechanical model

As an important Civil Engineering material, asphalt concrete (AC) is commonly used to build road surfaces, airports, and parking lots. With traditional laboratory tests and theoretical equations, it is a challenge to fully understand such a random composite material. Based on the discrete element method (DEM), this research seeks to develop and implement computer models as research approaches for improving understandings of AC microstructure-based mechanics. In this research, three categories of approaches were developed or employed to simulate microstructures of AC materials, namely the randomly-generated models, the idealized models, and image-based models. The image-based models were recommended for accurately predicting AC performance, while the other models were recommended as research tools to obtain deep insight into the AC microstructure-based mechanics. A viscoelastic micromechanical model was developed to capture viscoelastic interactions within the AC microstructure. Four types of constitutive models were built to address the four categories of interactions within an AC specimen. Each of the constitutive models consists of three parts which represent three different interaction behaviors: a stiffness model (force-displace relation), a bonding model (shear and tensile strengths), and a slip model (frictional property). Three techniques were developed to reduce the computational time for AC viscoelastic simulations. It was found that the computational time was significantly reduced to days or hours from years or months for typical three-dimensional models. Dynamic modulus and creep stiffness tests were simulated and methodologies were developed to determine the viscoelastic parameters. It was found that the DE models could successfully predict dynamic modulus, phase angles, and creep stiffness in a wide range of frequencies, temperatures, and time spans. Mineral aggregate morphology characteristics (sphericity, orientation, and angularity) were studied to investigate their impacts on AC creep stiffness. It was found that aggregate characteristics significantly impact creep stiffness. Pavement responses and pavement-vehicle interactions were investigated by simulating pavement sections under a rolling wheel. It was found that wheel acceleration, steadily moving, and deceleration significantly impact contact forces. Additionally, summary and recommendations were provided in the last chapter and part of computer programming codes wree provided in the appendixes.

Ankle joint pressure changes in a pes cavovarus model: supramalleolar valgus osteotomy versus lateralizing calcaneal osteotomy

BACKGROUND: A fixed cavovarus foot deformity can be associated with anteromedial ankle arthrosis due to elevated medial joint contact stresses. Supramalleolar valgus osteotomies (SMOT) and lateralizing calcaneal osteotomies (LCOT) are commonly used to treat symptoms by redistributing joint contact forces. In a cavovarus model, the effects of SMOT and LCOT on the lateralization of the center of force (COF) and reduction of the peak pressure in the ankle joint were compared. METHODS: A previously published cavovarus model with fixed hindfoot varus was simulated in 10 cadaver specimens. Closing wedge supramalleolar valgus osteotomies 3 cm above the ankle joint level (6 and 11 degrees) and lateral sliding calcaneal osteotomies (5 and 10 mm displacement) were analyzed at 300 N axial static load (half body weight). The COF migration and peak pressure decrease in the ankle were recorded using high-resolution TekScan pressure sensors. RESULTS: A significant lateral COF shift was observed for each osteotomy: 2.1 mm for the 6 degrees (P = .014) and 2.3 mm for the 11 degrees SMOT (P = .010). The 5 mm LCOT led to a lateral shift of 2.0 mm (P = .042) and the 10 mm LCOT to a shift of 3.0 mm (P = .006). Comparing the different osteotomies among themselves no significant differences were recorded. No significant anteroposterior COF shift was seen. A significant peak pressure reduction was recorded for each osteotomy: The SMOT led to a reduction of 29% (P = .033) for the 6 degrees and 47% (P = .003) for the 11 degrees osteotomy, and the LCOT to a reduction of 41% (P = .003) for the 5 mm and 49% (P = .002) for the 10 mm osteotomy. Similar to the COF lateralization no significant differences between the osteotomies were seen. CONCLUSION: LCOT and SMOT significantly reduced anteromedial ankle joint contact stresses in this cavovarus model. The unloading effects of both osteotomies were equivalent. More correction did not lead to significantly more lateralization of the COF or more reduction of peak pressure but a trend was seen. CLINICAL RELEVANCE: In patients with fixed cavovarus feet, both SMOT and LCOT provided equally good redistribution of elevated ankle joint contact forces. Increasing the amount of displacement did not seem to equally improve the joint pressures. The site of osteotomy could therefore be chosen on the basis of surgeon's preference, simplicity, or local factors in case of more complex reconstructions.

Dynamic Analysis of high Speed Railway Traffic Loads on Ballasted Track

This paper reports the studies carried out to develop and calibrate the optimal models for the objectives of this work. In particular, quarter bogie model for vehicle, rail-wheel contact with Lagrangian multiplier method, 2D spatial discretization were selected as the optimal decisions. Furthermore, the 3D model of coupled vehicle-track also has been developed to contrast the results obtained in the 2D model. The calculations were carried out in the time domain and envelopes of relevant results were obtained for several track profiles and speed ranges. Distributed elevation irregularities were generated based on power spectral density (PSD) distributions. The results obtained include the wheel-rail contact forces, forces transmitted to the bogie by primary suspension. The latter loads are relevant for the purpose of evaluating the performance of the infrastructure

Models for Lateral Dynamic Interaction of High-Speed Trains and Bridges

In this work a methodology for analysing the lateral coupled behavior of large viaducts and high-speed trains is proposed. The finite element method is used for the structure, multibody techniques are applied for vehicles and the interaction between them is established introducing wheel-rail nonlinear contact forces. This methodology is applied for the analysis of the railway viaduct of the R´ıo Barbantino, which is a very long and tall bridge in the north-west spanish high-speed line.

Comparison of dynamic effects of high-speed traffic load on ballasted track using a simplified two-dimensional and full three-dimensional model.

The vertical dynamic actions transmitted by railway vehicles to the ballasted track infrastructure is evaluated taking into account models with different degree of detail. In particular, we have studied this matter from a two-dimensional (2D) finite element model to a fully coupled three-dimensional (3D) multi-body finite element model. The vehicle and track are coupled via a non-linear Hertz contact mechanism. The method of Lagrange multipliers is used for the contact constraint enforcement between wheel and rail. Distributed elevation irregularities are generated based on power spectral density (PSD) distributions which are taken into account for the interaction. The numerical simulations are performed in the time domain, using a direct integration method for solving the transient problem due to the contact nonlinearities. The results obtained include contact forces, forces transmitted to the infrastructure (sleeper) by railpads and envelopes of relevant results for several track irregularities and speed ranges. The main contribution of this work is to identify and discuss coincidences and differences between discrete 2D models and continuum 3D models, as wheel as assessing the validity of evaluating the dynamic loading on the track with simplified 2D models

Nonlinear models for lateral dynamics of railway vehicles on bridges subject to wind action

The study of lateral dynamics of running trains on bridges is of importance mainly for the safety of the traffic, and may be relevant for laterally compliant bridges. These studies require threedimensional coupled vehicle-bridge models, wheree consideration of wheel to rail contact is a key aspect. Furthermore, an adequate evaluation of safety of rail traffic requires nonlinear models. A nonlinear coupled model is proposed here for vehicle-structure vertical and lateral dynamics. Vehicles are considered as fully three-dimensional multibody systems including gyroscopic terms and large rotation effects. The bridge structure is modeled by means of finite elements which may be of beam, shell or continuum type and may include geometric or material nonlinearities. The track geometry includes distributed track alignment irregularities. Both subsystems (bridge and vehicles) are described with coordinates in absolute reference frames, as opposed to alternative approaches which describe the multibody system with coordinates relative to the base bridge motion. The wheelrail contact employed is a semi-Hertzian model based on realistic wheel-rail profiles. It allows a detailed geometrical description of the contact patch under each wheel including multiple-point contact, flange contact and uplift. Normal and tangential stresses in each contact are integrated at each time-step to obtain the resultant contact forces. The models have been implemented within an existing finite element analysis software with multibody capabilities, Abaqus (Simulia Ltd., 2010). Further details of the model are presented in Antolín et al. (2012). Representative applications are presented for railway vehicles under lateral wind action on laterally compliant viaducts, showing the relevance of the nonlinear wheel-rail contact model as well as the interaction between bridge and vehicle.

Estudio de la respuesta dinámica transversal de viaductos altos de líneas de ferrocarril de alta velocidad bajo la acción de cargas de uso

Es conocido que las dimensiones de los puentes de ferrocarril han ido cambiando debido a las estrictas condiciones de trazado impuestas en las líneas de alta velocidad. Además, la creciente preocupación de la sociedad por cuidar y proteger el medio ambiente, reflejado en la correspondiente normativa, ha generado nuevos condicionantes en el diseño de estas infraestructuras. En concreto, se ha limitado el movimiento de grandes volúmenes de terreno particularmente en los espacios protegidos. Por estas razones, hoy en día se proyectan y construyen puentes de ferrocarril más altos y más largos en todo el mundo. En España se han construido varios viaductos de pilas altas para líneas de alta velocidad. Ejemplos de estas infraestructuras son el Viaducto O’Eixo y el Viaducto de Barbantiño, situados en la línea de alta velocidad Madrid-Galicia, Estos viaductos altos se caracterizan por tener una mayor flexibilidad lateral y una frecuencia fundamental de oscilación baja, de hasta 0.2 Hz. La respuesta dinámica de este tipo de estructura puede aumentar como consecuencia de la aproximación entre la frecuencias propias de la misma y las de excitación debidas al paso del tren y a la acción del viento. Por lo tanto, estas estructuras pueden presentar problemas a la hora de cumplir con las limitaciones impuestas en las normas de diseño de puentes de ferrocarril, y otras, para garantizar la seguridad del tráfico y el confort de los viajeros. La respuesta dinámica lateral de viaductos de pilas altas no ha sido suficientemente estudiada en la literatura científica. Se pueden intuir varios de los motivos para explicar esta carencia. El primero es la relativamente reciente aparición de este tipo de viaductos asociados al desarrollo de la alta velocidad. Por otro lado, se hace necesario, para estudiar este tema, construir nuevos modelos numéricos adecuados para el estudio de la interacción dinámica lateral del puente y del tren. La interacción entre el puente y un tren viajando sobre él es un problema dinámico no lineal, dependiente del tiempo y de acoplamiento entre los dos subsistemas que intervienen (vehículo y puente). Los dos subsistemas, que pueden ser modelados como estructuras elásticas, interaccionan el uno con el otro a través de las fuerzas de contacto, que tiene una marcada naturaleza no lineal por el rozamiento entre rueda y carril, y por la geometría de los perfiles de estos dos elementos en contacto. En esta tesis, se desarrolla la formulación completa de un modelo no lineal de interacción tren-vía-puente-viento que reproduce adecuadamente las fuerzas laterales de contacto rueda-carril, fuerzas que van a tener una gran influencia en los índices de seguridad del tráfico. Este modelo se ha validado a partir de casos resueltos en la literatura científica, y de medidas experimentales tomadas en eventos dinámicos ocurridos en los viaductos de Arroyo de Valle y Arroyo de las Piedras. Puentes altos que han estado monitorizados en servicio durante dos años. En los estudios realizados en este trabajo, se cuantifican, empleando el modelo construido, los niveles de seguridad del tráfico y de confort de los pasajeros de trenes ligeros de alta velocidad, como el tren articulado AVE S-100, que viajan sobre viaductos altos sometidos, o no, a fuertes vientos laterales racheados. Finalmente, se ha obtenido el grado de mejora de la seguridad del tráfico y del confort de los viajeros, cuando se emplean pantallas anti-viento en el tablero y amortiguadores de masa sintonizados en la cabeza de las pilas de un viaducto alto. Resultando, el uso simultaneo de estos dos dispositivos (pantallas y amortiguadores de masa), en puentes altos de líneas de alta velocidad, una opción a considerar en la construcción de estas estructuras para elevar significativamente el nivel de servicio de las mismas. It is known that dimensions of railway bridges have been changing due to the strict high-speed lines layout parameters. Moreover, the growing concern of society to take care of and protect the environment, reflected in the corresponding regulations, has created new environment requirements for the design of these infrastructures. Particularly, the mentioned regulations do not allow designers to move far from terrain to build these railway lines. Due to all these reasons, longer and higher railway bridges are being designed and built around the world. In Spain, several high pier railway viaducts have been built for high speed lines. Barbantiño Viaduct and Eixo Viaduct, belonging to the Madrid-Galicia high speed line, are examples of this kind of structures. These high viaducts have great lateral flexibility and a low fundamental vibration frequency of down to 0.2 Hz. The dynamic response of high speed railway bridges may increase because of the approximation between the natural viaduct frequencies and the excitation ones due to the train travel and the wind action. Therefore, this bridge response could not satisfy the serviceability limits states, for traffic safety and for passenger comfort, considered by the design standards of high speed bridges. It is difficult to find papers in the scientific literature about the lateral response of high-speed trains travel over long viaducts with high piers. Several reasons could explain this issue. On one hand, the construction of this kind of viaduct is relatively recent and it is associated to the development of the high speed railway. On the other hand, in order to study the dynamic lateral interaction between the train and the high bridge, it is necessary to build new numerical and complex models. The interaction between the bridge-track subsystem and the vehicle subsystem travelling over the bridge is a coupling, nonlinear and time dependent problem. Both subsystems, train and bridge, which can be modelled as elastic structures, interact each other through the contact forces. These forces have a strong nonlinear nature due to the friction and the geometry of rail and wheel profiles. In this thesis, the full formulation of a train-track-bridge-wind nonlinear interaction model is developed. This model can reproduce properly the lateral contact wheel-rail forces, which have a great influence on traffic safety indices. The validation of the model built has been reached through interaction solved cases found in the scientific literature and experimental measures taken in dynamic events which happened at Arroyo de las Piedras and Arroyo del Valle Viaducts. These high bridges have been controlled during two years of service by means of structural health monitoring. In the studies carried out for this thesis, the levels of traffic safety and passenger comfort are quantified using the interaction model built, in the cases of high speed and light trains, as AVE S-100, travelling over high pier bridges and with or without lateral turbulent winds acting. Finally, the improvement rate of the traffic safety and passenger comfort has been obtained, when wind barriers are used at the bridge deck and tuned mass dampers are installed at the pier heads of a high viaduct. The installation of both devices, wind barriers and tuned mass damper, at the same time, turned out to be a good option to be considered in the design of high pier railway viaducts, to improve significantly the serviceability level of this kind of structures.

Führungsbauteile aus faserverstärkten Kunststoffen in intralogistischen

In vielen Anwendungen der Intralogistik lassen sich Führungssysteme mit Stützrollen finden, die hohen Belastungen ausgesetzt sind. Hierbei werden oftmals Profilträger aus Stahlwerkstoffen als führende Bauteile eingesetzt. Deren Bewegung erfordert aufgrund der hohen Eigenmassen einen erheblichen Energiebedarf. Im vorliegenden Artikel wird die Entwicklung von derartigen Komponenten aus faserverstärkten Kunststoffen beschrieben. Der Fokus liegt auf der Eintragung hoher Kontaktkräfte in das Bauteil. Es werden die notwendigen Anforderungen dargestellt sowie die Entwicklung eines speziellen Rollenprüfstandes erläutert. Zudem beinhaltet der Artikel die systematische Entwicklung neuer Funktionselemente und die Herleitung einer Methodik zur Untersuchung der Belastbarkeit des faserverstärkten Kunststoffes beim Einwirken einer Rolle als Teilergebnisse des Forschungsvorhabens.

On the study of train-track dynamic interactions caused by rail welds on discrete supported rails

The paper studies the influence of rail weld dip on wheel-rail contact dynamics, with particular reference to freight trains where it is important to increase the operating speed and also the load transported. This has produced a very precise model, albeit simple and cost-effective, which has enabled train-track dynamic interactions over rail welds to be studied to make it possible to quantify the influence on dynamic forces and displacements of the welding geometry; of the position of the weld relative to the sleeper; of the vehicle's speed; and of the axle load and wheelset unsprung mass. It is a vertical model on the spatial domain and is drawn up in a simple fashion from vertical track receptances. For the type of track and vehicle used, the results obtained enable the quantification of increases in wheel-rail contact forces due to the new speed and load conditions.