Modellazione multibody di veicoli ferroviari: sviluppo ed implementazione di modelli innovativi per l'analisi del contatto ruota - rotaia

The wheel - rail contact analysis plays a fundamental role in the multibody modeling of railway vehicles. A good contact model must provide an accurate description of the global contact phenomena (contact forces and torques, number and position of the contact points) and of the local contact phenomena (position and shape of the contact patch, stresses and displacements). The model has also to assure high numerical efficiency (in order to be implemented directly online within multibody models) and a good compatibility with commercial multibody software (Simpack Rail, Adams Rail). The wheel - rail contact problem has been discussed by several authors and many models can be found in the literature. The contact models can be subdivided into two different categories: the global models and the local (or differential) models. Currently, as regards the global models, the main approaches to the problem are the so - called rigid contact formulation and the semi – elastic contact description. The rigid approach considers the wheel and the rail as rigid bodies. The contact is imposed by means of constraint equations and the contact points are detected during the dynamic simulation by solving the nonlinear algebraic differential equations associated to the constrained multibody system. Indentation between the bodies is not permitted and the normal contact forces are calculated through the Lagrange multipliers. Finally the Hertz’s and the Kalker’s theories allow to evaluate the shape of the contact patch and the tangential forces respectively. Also the semi - elastic approach considers the wheel and the rail as rigid bodies. However in this case no kinematic constraints are imposed and the indentation between the bodies is permitted. The contact points are detected by means of approximated procedures (based on look - up tables and simplifying hypotheses on the problem geometry). The normal contact forces are calculated as a function of the indentation while, as in the rigid approach, the Hertz’s and the Kalker’s theories allow to evaluate the shape of the contact patch and the tangential forces. Both the described multibody approaches are computationally very efficient but their generality and accuracy turn out to be often insufficient because the physical hypotheses behind these theories are too restrictive and, in many circumstances, unverified. In order to obtain a complete description of the contact phenomena, local (or differential) contact models are needed. In other words wheel and rail have to be considered elastic bodies governed by the Navier’s equations and the contact has to be described by suitable analytical contact conditions. The contact between elastic bodies has been widely studied in literature both in the general case and in the rolling case. Many procedures based on variational inequalities, FEM techniques and convex optimization have been developed. This kind of approach assures high generality and accuracy but still needs very large computational costs and memory consumption. Due to the high computational load and memory consumption, referring to the current state of the art, the integration between multibody and differential modeling is almost absent in literature especially in the railway field. However this integration is very important because only the differential modeling allows an accurate analysis of the contact problem (in terms of contact forces and torques, position and shape of the contact patch, stresses and displacements) while the multibody modeling is the standard in the study of the railway dynamics. In this thesis some innovative wheel – rail contact models developed during the Ph. D. activity will be described. Concerning the global models, two new models belonging to the semi – elastic approach will be presented; the models satisfy the following specifics: 1) the models have to be 3D and to consider all the six relative degrees of freedom between wheel and rail 2) the models have to consider generic railway tracks and generic wheel and rail profiles 3) the models have to assure a general and accurate handling of the multiple contact without simplifying hypotheses on the problem geometry; in particular the models have to evaluate the number and the position of the contact points and, for each point, the contact forces and torques 4) the models have to be implementable directly online within the multibody models without look - up tables 5) the models have to assure computation times comparable with those of commercial multibody software (Simpack Rail, Adams Rail) and compatible with RT and HIL applications 6) the models have to be compatible with commercial multibody software (Simpack Rail, Adams Rail). The most innovative aspect of the new global contact models regards the detection of the contact points. In particular both the models aim to reduce the algebraic problem dimension by means of suitable analytical techniques. This kind of reduction allows to obtain an high numerical efficiency that makes possible the online implementation of the new procedure and the achievement of performance comparable with those of commercial multibody software. At the same time the analytical approach assures high accuracy and generality. Concerning the local (or differential) contact models, one new model satisfying the following specifics will be presented: 1) the model has to be 3D and to consider all the six relative degrees of freedom between wheel and rail 2) the model has to consider generic railway tracks and generic wheel and rail profiles 3) the model has to assure a general and accurate handling of the multiple contact without simplifying hypotheses on the problem geometry; in particular the model has to able to calculate both the global contact variables (contact forces and torques) and the local contact variables (position and shape of the contact patch, stresses and displacements) 4) the model has to be implementable directly online within the multibody models 5) the model has to assure high numerical efficiency and a reduced memory consumption in order to achieve a good integration between multibody and differential modeling (the base for the local contact models) 6) the model has to be compatible with commercial multibody software (Simpack Rail, Adams Rail). In this case the most innovative aspects of the new local contact model regard the contact modeling (by means of suitable analytical conditions) and the implementation of the numerical algorithms needed to solve the discrete problem arising from the discretization of the original continuum problem. Moreover, during the development of the local model, the achievement of a good compromise between accuracy and efficiency turned out to be very important to obtain a good integration between multibody and differential modeling. At this point the contact models has been inserted within a 3D multibody model of a railway vehicle to obtain a complete model of the wagon. The railway vehicle chosen as benchmark is the Manchester Wagon the physical and geometrical characteristics of which are easily available in the literature. The model of the whole railway vehicle (multibody model and contact model) has been implemented in the Matlab/Simulink environment. The multibody model has been implemented in SimMechanics, a Matlab toolbox specifically designed for multibody dynamics, while, as regards the contact models, the CS – functions have been used; this particular Matlab architecture allows to efficiently connect the Matlab/Simulink and the C/C++ environment. The 3D multibody model of the same vehicle (this time equipped with a standard contact model based on the semi - elastic approach) has been then implemented also in Simpack Rail, a commercial multibody software for railway vehicles widely tested and validated. Finally numerical simulations of the vehicle dynamics have been carried out on many different railway tracks with the aim of evaluating the performances of the whole model. The comparison between the results obtained by the Matlab/ Simulink model and those obtained by the Simpack Rail model has allowed an accurate and reliable validation of the new contact models. In conclusion to this brief introduction to my Ph. D. thesis, we would like to thank Trenitalia and the Regione Toscana for the support provided during all the Ph. D. activity. Moreover we would also like to thank the INTEC GmbH, the society the develops the software Simpack Rail, with which we are currently working together to develop innovative toolboxes specifically designed for the wheel rail contact analysis.

Centrifuge modeling of earth-reinforced retaining walls

Object of this thesis has been centrifuge modelling of earth reinforced retaining walls with modular blocks facing in order to investigate on the influence of design parameters, such as length and vertical spacing of reinforcement, on the behaviour of the structure. In order to demonstrate, 11 models were tested, each one with different length of reinforcement or spacing. Each model was constructed and then placed in the centrifuge in order to artificially raise gravitational acceleration up to 35 g, reproducing the soil behaviour of a 5 metre high wall. Vertical and horizontal displacements were recorded by means of a special device which enabled tracking of deformations in the structure along its longitudinal cross section, essentially drawing its deformed shape. As expected, results confirmed reinforcement parameters to be the governing factor in the behaviour of earth reinforced structures since increase in length and spacing improved structural stability. However, the influence of the length was found out to be the leading parameter, reducing facial deformations up to five times, and the spacing playing an important role especially in unstable configurations. When failure occurred, failure surface was characterised by the same shape (circular) and depth, regardless of the reinforcement configuration. Furthermore, results confirmed the over-conservatism of codes, since models with reinforcement layers 0.4H long showed almost negligible deformations. Although the experiments performed were consistent and yielded replicable results, further numerical modelling may allow investigation on other issues, such as the influence of the reinforcement stiffness, facing stiffness and varying backfills.

Evoluzione Morfotettonica delle Aree Alpine "Sempione" e "Brennero" attraverso Studi Termocronologici di bassa temperatura

E’ mostrata l’analisi e la modellazione di dati termocronologici di bassa temperatura da due regioni Alpine: il Sempione ed il Brennero. Le faglie distensive presenti bordano settori crostali profondi appartenenti al dominio penninico: il duomo metamorfico Lepontino al Sempione e la finestra dei Tauri al Brennero. I dati utilizzati sono FT e (U-Th)/He su apatite. Per il Sempione i dati provengono dalla bibliografia; per il Brennero si è provveduto ad un nuovo campionamento, sia in superficie che in sotterraneo. Gli attuali lavori per la galleria di base del Brennero (BBT), hanno consentito, per la prima volta, di raccogliere dati di FT e (U-Th)/He in apatite in sottosuolo per la finestra dei Tauri occidentale. Le analisi sono state effettuate tramite un codice a elementi finiti, Pecube, risolvente l’equazione di diffusione del calore per una topografia evolvente nel tempo. Il codice è stato modificato per tener conto dei dati sotterranei. L’inversione dei dati è stata effettuata usando il Neighbourhood Algorithm (NA), per ottenere il più plausibile scenario di evoluzione morfotettonico. I risultati ottenuti per il Sempione mostrano: ipotetica evoluzione dello stile tettonico della faglia del Sempione da rolling hinge a low angle detachment a 6.5 Ma e la cessazione dell’attività a 3 Ma; costruzione del rilievo fino a 5.5 Ma, smantellamento da 5.5 Ma ad oggi, in coincidenza dei cambiamenti climatici Messiniani e relativi all’inizio delle maggiori glaciazioni; incremento dell’esumazione da 0–0.6 mm/anno a 0.6–1.2 mm/anno a 2.4 Ma nell’emisfero settentrionale. I risultati al Brennero mostrano: maggiore attività tettonica della faglia del Brennero (1.3 mm/anno), maggiore attività esumativa (1–2 mm/anno) prima dei 10 Ma; crollo dell’attività della faglia del Brennero fra 10 Ma e oggi (0.1 mm/anno) e dell’attività esumativa nello stesso periodo (0.1–0.3 mm/anno); nessun aumento del tasso esumativo o variazioni topografiche negli ultimi 5 Ma.

Konstruktion und Analyse einer funktionalen Renormierungsgruppengleichung für Gravitation im Einstein-Cartan-Zugang

Während das Standardmodell der Elementarteilchenphysik eine konsistente, renormierbare Quantenfeldtheorie dreier der vier bekannten Wechselwirkungen darstellt, bleibt die Quantisierung der Gravitation ein bislang ungelöstes Problem. In den letzten Jahren haben sich jedoch Hinweise ergeben, nach denen metrische Gravitation asymptotisch sicher ist. Das bedeutet, daß sich auch für diese Wechselwirkung eine Quantenfeldtheorie konstruieren läßt. Diese ist dann in einem verallgemeinerten Sinne renormierbar, der nicht mehr explizit Bezug auf die Störungstheorie nimmt. Zudem sagt dieser Zugang, der auf der Wilsonschen Renormierungsgruppe beruht, die korrekte mikroskopische Wirkung der Theorie voraus. Klassisch ist metrische Gravitation auf dem Niveau der Vakuumfeldgleichungen äquivalent zur Einstein-Cartan-Theorie, die das Vielbein und den Spinzusammenhang als fundamentale Variablen verwendet. Diese Theorie besitzt allerdings mehr Freiheitsgrade, eine größere Eichgruppe, und die zugrundeliegende Wirkung ist von erster Ordnung. Alle diese Eigenschaften erschweren eine zur metrischen Gravitation analoge Behandlung.rnrnIm Rahmen dieser Arbeit wird eine dreidimensionale Trunkierung von der Art einer verallgemeinerten Hilbert-Palatini-Wirkung untersucht, die neben dem Laufen der Newton-Konstante und der kosmologischen Konstante auch die Renormierung des Immirzi-Parameters erfaßt. Trotz der angedeuteten Schwierigkeiten war es möglich, das Spektrum des freien Hilbert-Palatini-Propagators analytisch zu berechnen. Auf dessen Grundlage wird eine Flußgleichung vom Propertime-Typ konstruiert. Zudem werden geeignete Eichbedingungen gewählt und detailliert analysiert. Dabei macht die Struktur der Eichgruppe eine Kovariantisierung der Eichtransformationen erforderlich. Der resultierende Fluß wird für verschiedene Regularisierungsschemata und Eichparameter untersucht. Dies liefert auch im Einstein-Cartan-Zugang berzeugende Hinweise auf asymptotische Sicherheit und damit auf die mögliche Existenz einer mathematisch konsistenten und prädiktiven fundamentalen Quantentheorie der Gravitation. Insbesondere findet man ein Paar nicht-Gaußscher Fixpunkte, das Anti-Screening aufweist. An diesen sind die Newton-Konstante und die kosmologische Konstante jeweils relevante Kopplungen, wohingegen der Immirzi-Parameter an einem Fixpunkt irrelevant und an dem anderen relevant ist. Zudem ist die Beta-Funktion des Immirzi-Parameters von bemerkenswert einfacher Form. Die Resultate sind robust gegenüber Variationen des Regularisierungsschemas. Allerdings sollten zukünftige Untersuchungen die bestehenden Eichabhängigkeiten reduzieren.

Gesù continuatore di Giovanni. Studio storico-esegetico sulla relazione tra Gesù di Nazaret e Giovanni il Battista

L’enigma della relazione tra Gesù e Giovanni il Battista ha da sempre stimolato l’immaginazione storica degli studiosi, suscitando una varietà di ipotesi e valutazioni, spesso assai diverse. Ciò nonostante, tutti concordano su un punto: che, almeno nella sua fase maggiore in Galilea, il ministero di Gesù fosse una realtà essenzialmente autonoma, diversa, originale e irriducibile rispetto alla missione di Giovanni. In controtendenza con questa “impostazione predefinita”, il presente studio sostiene la tesi secondo cui Gesù portò avanti la sua missione come intenzionale e programmatica prosecuzione dell’opera prematuramente interrotta di Giovanni. Nella prima parte, si esamina approfonditamente quale memoria della relazione sia conservata nelle fonti più antiche, cioè Q (qui analizzata con particolare attenzione) e Marco – a cui si aggiunge Matteo, che, in ragione dello stretto legame storico-sociologico con Q, offre un esempio illuminante di rinarrazione della memoria altamente originale eppure profondamente fedele. La conclusione è che la memoria più antica della relazione Gesù-Giovanni è profondamente segnata da aspetti di accordo, conformità e allineamento. Nella seconda parte si esaminano una serie di tradizioni che attestano che Gesù era percepito pubblicamente in relazione al Battista e che egli stesso condivideva e alimentava tale percezione riallacciandosi a lui in polemica con i suoi avversari, e dipingendolo come una figura di capitale importanza nella predicazione e nell’insegnamento a seguaci e discepoli. Infine, si argomenta l’esistenza di ampie e sostanziali aree di accordo tra i due a livello di escatologia, istruzioni etiche e programma sociale, missione penitenziale verso i peccatori e attività battesimale. L’ipotesi che Gesù portasse avanti l’attività riformatrice di Giovanni, in termini di una campagna purificatoria “penitenziale-battesimale-esorcistica” in preparazione dell’avvento di Dio, consente infine di armonizzare in modo soddisfacente i due aspetti più caratteristici dell’attività di Gesù (normalmente giustapposti, quando non contrapposti): escatologia e miracoli, il Gesù profeta e il Gesù taumaturgo.

Quantitative analysis of O(6)-methylguanine DNA methyltransferase (MGMT) promoter methylation in patients with low-grade gliomas

Methylation of the MGMT promoter is supposed to be a predictive and prognostic factor in glioblastoma. Whether MGMT promoter methylation correlates with tumor response to temozolomide in low-grade gliomas is less clear. Therefore, we analyzed MGMT promoter methylation by a quantitative methylation-specific PCR in 22 patients with histologically verified low-grade gliomas (WHO grade II) who were treated with temozolomide (TMZ) for tumor progression. Objective tumor response, toxicity, and LOH of microsatellite markers on chromosomes 1p and 19q were analyzed. Histological classification revealed ten oligodendrogliomas, seven oligoastrocytomas, and five astrocytomas. All patients were treated with TMZ 200 mg/m2 on days 1-5 in a 4 week cycle. The median progression-free survival was 32 months. Combined LOH 1p and 19q was found in 14 patients; one patient had LOH 1p alone and one patient LOH 19q alone. The LOH status could not be determined in two patients and was normal in the remaining four. LOH 1p and/or 19q correlated with longer time to progression but not with radiological response to TMZ. MGMT promoter methylation was detectable in 20 patients by conventional PCR and quantitative analysis revealed the methylation status was between 12 and 100%. The volumetric response to chemotherapy analyzed by MRI and time to progression correlated with the level of MGMT promoter methylation. Therefore, our retrospective case series suggests that quantitative methylation-specific PCR of the MGMT promoter predicts radiological response to chemotherapy with TMZ in WHO grade II gliomas.