The influence of handrim design on the contact forces on hands'surface: a preliminary study

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

Wheel-Rail Contact Forces in High-Speed Simply Supported Bridges at Resonance

The response of high-speed bridges at resonance, particularly under flexural vibrations, constitutes a subject of research for many scientists and engineers at the moment. The topic is of great interest because, as a matter of fact, such kind of behaviour is not unlikely to happen due to the elevated operating speeds of modern rains, which in many cases are equal to or even exceed 300 km/h ( [1,2]). The present paper addresses the subject of the evolution of the wheel-rail contact forces during resonance situations in simply supported bridges. Based on a dimensionless formulation of the equations of motion presented in [4], very similar to the one introduced by Klasztorny and Langer in [3], a parametric study is conducted and the contact forces in realistic situations analysed in detail. The effects of rail and wheel irregularities are not included in the model. The bridge is idealised as an Euler-Bernoulli beam, while the train is simulated by a system consisting of rigid bodies, springs and dampers. The situations such that a severe reduction of the contact force could take place are identified and compared with typical situations in actual bridges. To this end, the simply supported bridge is excited at resonace by means of a theoretical train consisting of 15 equidistant axles. The mechanical characteristics of all axles (unsprung mass, semi-sprung mass, and primary suspension system) are identical. This theoretical train permits the identification of the key parameters having an influence on the wheel-rail contact forces. In addition, a real case of a 17.5 m bridges traversed by the Eurostar train is analysed and checked against the theoretical results. The influence of three fundamental parameters is investigated in great detail: a) the ratio of the fundamental frequency of the bridge and natural frequency of the primary suspension of the vehicle; b) the ratio of the total mass of the bridge and the semi-sprung mass of the vehicle and c) the ratio between the length of the bridge and the characteristic distance between consecutive axles. The main conclusions derived from the investigation are: The wheel-rail contact forces undergo oscillations during the passage of the axles over the bridge. During resonance, these oscillations are more severe for the rear wheels than for the front ones. If denotes the span of a simply supported bridge, and the characteristic distance between consecutive groups of loads, the lower the value of , the greater the oscillations of the contact forces at resonance. For or greater, no likelihood of loss of wheel-rail contact has been detected. The ratio between the frequency of the primary suspension of the vehicle and the fundamental frequency of the bridge is denoted by (frequency ratio), and the ratio of the semi-sprung mass of the vehicle (mass of the bogie) and the total mass of the bridge is denoted by (mass ratio). For any given frequency ratio, the greater the mass ratio, the greater the oscillations of the contact forces at resonance. The oscillations of the contact forces at resonance, and therefore the likelihood of loss of wheel-rail contact, present a minimum for approximately between 0.5 and 1. For lower or higher values of the frequency ratio the oscillations of the contact forces increase. Neglecting the possible effects of torsional vibrations, the metal or composite bridges with a low linear mass have been found to be the ones where the contact forces may suffer the most severe oscillations. If single-track, simply supported, composite or metal bridges were used in high-speed lines, and damping ratios below 1% were expected, the minimum contact forces at resonance could drop to dangerous values. Nevertheless, this kind of structures is very unusual in modern high-speed railway lines.

Force elements and reaction forces

"Series title: Springerbriefs in applied sciences and technology, ISSN 2191-530X"

Contact force models for multibody dynamics

"Series: Solid mechanics and its applications, vol. 226"

Effect of tibial tray inclination on the femoro-tibial contact pattern of a mobile total knee arthroplasty

Introduction: The posterior inclination of the tibial component is an important factor that can affect the success of total knee arthroplasty. It can reduce the posterior impingement and thus increase the range of flexion, but it may also induce instability in flexion, anterior impingement between the polyethylene of postero-stabilizing knee prosthesis, and anterior conflict with the cortical bone and the stem. Although the problem is identified, there is still a debate on the ideal inclination angle and the surgical technique to avoid an excessive posterior inclination. The aim of this study was to predict the effect of a posterior inclination of the tibial component on the contact pattern on the tibial insert, using a numerical musculoskeletal model of the knee joint. Methods: A 3D finite element model of the knee joint was developed to simulate an active and loaded squat movement after total knee arthroplasty. Flexion was actively controlled by the quadriceps muscle and muscle activations were estimated from EMG data and were synchronized by a feedback algorithm. Two inclinations of the tibial tray were considered: a posterior inclination of 0° or 10°. During the entire range of flexion, the following quantities were calculated: the tibiofemoral and patello-femoral contact force, and the contact pattern on polyethylene insert. The antero-posterior displacement of the contact pattern was also measured. Abaqus 6.7 was used for all analyses. Results: The tibio-femoral and patello-femoral contact forces increased during flexion and reached respectively 4 and 7 BW (bodyweight) at 90° of flexion. They were slightly affected by the inclination of the tibial tray. Without posterior inclination, the contact pattern on the tibial insert remained centered. The contact pressure was lower than 5 MPa below 60° of flexion, but exceeded 20 MPa at 90° of flexion. The posterior inclination displaced the contact point posteriorly by 2 to 4 mm. Conclusion: The inclination of the tibial tray displaced the contactpattern towards the posterior border of the tibial insert. However, even for 10° of inclination, the contact center remained far from the posterior border (12 mm). There was no instability predicted for this movement.

Contact with friction using the augmented Lagrangian Method: a conditional constrained minimization problem

This work presents a formulation of the contact with friction between elastic bodies. This is a non linear problem due to unilateral constraints (inter-penetration of bodies) and friction. The solution of this problem can be found using optimization concepts, modelling the problem as a constrained minimization problem. The Finite Element Method is used to construct approximation spaces. The minimization problem has the total potential energy of the elastic bodies as the objective function, the non-inter-penetration conditions are represented by inequality constraints, and equality constraints are used to deal with the friction. Due to the presence of two friction conditions (stick and slip), specific equality constraints are present or not according to the current condition. Since the Coulomb friction condition depends on the normal and tangential contact stresses related to the constraints of the problem, it is devised a conditional dependent constrained minimization problem. An Augmented Lagrangian Method for constrained minimization is employed to solve this problem. This method, when applied to a contact problem, presents Lagrange Multipliers which have the physical meaning of contact forces. This fact allows to check the friction condition at each iteration. These concepts make possible to devise a computational scheme which lead to good numerical results.

Encodage des forces tactiles dans le cortex somatosensoriel primaire

Les deux fonctions principales de la main sont la manipulation d’objet et l’exploration tactile. La détection du glissement, rapportée par les mécanorécepteurs de la peau glabre, est essentielle pour l’exécution de ces deux fonctions. Durant la manipulation d’objet, la détection rapide du micro-glissement (incipient slip) amène la main à augmenter la force de pince pour éviter que l’objet ne tombe. À l’opposé, le glissement est un aspect essentiel à l’exploration tactile puisqu’il favorise une plus grande acuité tactile. Pour ces deux actions, les forces normale et tangentielle exercées sur la peau permettent de décrire le glissement mais également ce qui arrive juste avant qu’il y ait glissement. Toutefois, on ignore comment ces forces contrôlées par le sujet pourraient être encodées au niveau cortical. C’est pourquoi nous avons enregistré l’activité unitaire des neurones du cortex somatosensoriel primaire (S1) durant l’exécution de deux tâches haptiques chez les primates. Dans la première tâche, deux singes devaient saisir une pastille de métal fixe et y exercer des forces de cisaillement sans glissement dans une de quatre directions orthogonales. Des 144 neurones enregistrés, 111 (77%) étaient modulés à la direction de la force de cisaillement. L’ensemble de ces vecteurs préférés s’étendait dans toutes les directions avec un arc variant de 50° à 170°. Plus de 21 de ces neurones (19%) étaient également modulés à l’intensité de la force de cisaillement. Bien que 66 neurones (59%) montraient clairement une réponse à adaptation lente et 45 autres (41%) une réponse à adaptation rapide, cette classification ne semblait pas expliquer la modulation à l’intensité et à la direction de la force de cisaillement. Ces résultats montrent que les neurones de S1 encodent simultanément la direction et l’intensité des forces même en l’absence de glissement. Dans la seconde tâche, deux singes ont parcouru différentes surfaces avec le bout des doigts à la recherche d’une cible tactile, sans feedback visuel. Durant l’exploration, les singes, comme les humains, contrôlaient les forces et la vitesse de leurs doigts dans une plage de valeurs réduite. Les surfaces à haut coefficient de friction offraient une plus grande résistance tangentielle à la peau et amenaient les singes à alléger la force de contact, normale à la peau. Par conséquent, la somme scalaire des composantes normale et tangentielle demeurait constante entre les surfaces. Ces observations démontrent que les singes contrôlent les forces normale et tangentielle qu’ils appliquent durant l’exploration tactile. Celles-ci sont également ajustées selon les propriétés de surfaces telles que la texture et la friction. Des 230 neurones enregistrés durant la tâche d’exploration tactile, 96 (42%) ont montré une fréquence de décharge instantanée reliée aux forces exercées par les doigts sur la surface. De ces neurones, 52 (54%) étaient modulés avec la force normale ou la force tangentielle bien que l’autre composante orthogonale avait peu ou pas d’influence sur la fréquence de décharge. Une autre sous-population de 44 (46%) neurones répondait au ratio entre la force normale et la force tangentielle indépendamment de l’intensité. Plus précisément, 29 (30%) neurones augmentaient et 15 (16%) autres diminuaient leur fréquence de décharge en relation avec ce ratio. Par ailleurs, environ la moitié de tous les neurones (112) étaient significativement modulés à la direction de la force tangentielle. De ces neurones, 59 (53%) répondaient à la fois à la direction et à l’intensité des forces. L’exploration de trois ou quatre différentes surfaces a permis d’évaluer l’impact du coefficient de friction sur la modulation de 102 neurones de S1. En fait, 17 (17%) neurones ont montré une augmentation de leur fréquence de décharge avec l’augmentation du coefficient de friction alors que 8 (8%) autres ont montré le comportement inverse. Par contre, 37 (36%) neurones présentaient une décharge maximale sur une surface en particulier, sans relation linéaire avec le coefficient de friction des surfaces. La classification d’adaptation rapide ou lente des neurones de S1 n’a pu être mise en relation avec la modulation aux forces et à la friction. Ces résultats montrent que la fréquence de décharge des neurones de S1 encode l’intensité des forces normale et tangentielle, le ratio entre les deux composantes et la direction du mouvement. Ces résultats montrent que le comportement d’une importante sous-population des neurones de S1 est déterminé par les forces normale et tangentielle sur la peau. La modulation aux forces présentée ici fait le pont entre les travaux évaluant les propriétés de surfaces telles que la rugosité et les études touchant à la manipulation d’objets. Ce système de référence s’applique en présence ou en absence de glissement entre la peau et la surface. Nos résultats quant à la modulation des neurones à adaptation rapide ou lente nous amènent à suggérer que cette classification découle de la manière que la peau est stimulée. Nous discuterons aussi de la possibilité que l’activité des neurones de S1 puisse inclure une composante motrice durant ces tâches sensorimotrices. Finalement, un nouveau cadre de référence tridimensionnel sera proposé pour décrire et rassembler, dans un même continuum, les différentes modulations aux forces normale et tangentielle observées dans S1 durant l’exploration tactile.

Finite element based estimation of contact areas and pressures of the human scaphoid in various functional positions of the hand

The scaphoid is the most frequently fractured carpal bone. When investigating fixation stability, which may influence healing, knowledge of forces and moments acting on the scaphoid is essential. The aim of this study was to evaluate cartilage contact forces acting on the intact scaphoid in various functional wrist positions using finite element modeling. A novel methodology was utilized as an attempt to overcome some limitations of earlier studies, namely, relatively coarse imaging resolution to assess geometry, assumption of idealized cartilage thicknesses and neglected cartilage pre-stresses in the unloaded joint. Carpal bone positions and articular cartilage geometry were obtained independently by means of high resolution CT imaging and incorporated into finite element (FE) models of the human wrist in eight functional positions. Displacement driven FE analyses were used to resolve inter-penetration of cartilage layers, and provided contact areas, forces and pressure distribution for the scaphoid bone. The results were in the range reported by previous studies. Novel findings of this study were: (i) cartilage thickness was found to be heterogeneous for each bone and vary considerably between carpal bones; (ii) this heterogeneity largely influenced the FE results and (iii) the forces acting on the scaphoid in the unloaded wrist were found to be significant. As major limitations, accuracy of the method was found to be relatively low, and the results could not be compared to independent experiments. The obtained results will be used in a following study to evaluate existing and recently developed screws used to fix scaphoid fractures.

Simulation of Distributed Contact in String Instruments: a Modal Expansion Approach

Impactive contact between a vibrating string and a barrier is a strongly nonlinear phenomenon that presents several challenges in the design of numerical models for simulation and sound synthesis of musical string instruments. These are addressed here by applying Hamiltonian methods to incorporate distributed contact forces into a modal framework for discrete-time simulation of the dynamics of a stiff, damped string. The resulting algorithms have spectral accuracy, are unconditionally stable, and require solving a multivariate nonlinear equation that is guaranteed to have a unique solution. Exemplifying results are presented and discussed in terms of accuracy, convergence, and spurious high-frequency oscillations.

A simple procedure for reliability assessment of thin composite plates against buckling

In some circumstances ice floes may be modeled as beams. In general this modeling supposes constant thickness, which contradicts field observations. Action of currents, wind and the sequence of contacts, causes thickness to vary. Here this effect is taken into consideration on the modeling of the behavior of ice hitting inclined walls of offshore platforms. For this purpose, the boundary value problem is first equated. The set of equations so obtained is then transformed into a system of equations, that is then solved numerically. For this sake an implicit solution is developed, using a shooting method, with the accompanying Jacobian. In-plane coupling and the dependency of the boundary terms on deformation, make the problem non-linear and the development particular. Deformation and internal resultants are then computed for harmonic forms of beam profile. Forms of giving some additional generality to the problem are discussed.

Vehicle Dynamic Safety in Measured Rough Pavement

Dynamic vehicle behavior is used to identify safe traffic speed limits. The proposed methodology is based on the vehicle vertical wheel contact force response excited by measured pavement irregularities on the frequency domain. A quarter-car model is used to identify vehicle dynamic behavior. The vertical elevation of an unpaved road surface has been measured. The roughness spectral density is quantified as ISO Level C. Calculations for the vehicle inertance function were derived by using the vertical contact force transfer function weighed by the pavement spectral density roughness function in the frequency domain. The statistical contact load variation is obtained from the vehicle inertance density function integration. The vehicle safety behavior concept is based on its handling ability properties. The ability to generate tangential forces on the wheel/road contact interface is the key to vehicle handling. This ability is related to tire/pavement contact forces. A contribution to establish a traffic safety speed limit is obtained from the likelihood of the loss of driveability. The results show that at speeds faster than 25 km/h the likelihood of tire contact loss is possible when traveling on the measured road type. DOI: 10.1061/(ASCE)TE.19435436.0000216. (C) 2011 American Society of Civil Engineers.

Environmental and track perturbations on multiple pantograph interaction with catenaries in high-speed trains

The top velocity of high-speed trains is generally limited by the ability to supply the proper amount of energy through the pantograph-catenary interface. The deterioration of this interaction can lead to the loss of contact, which interrupts the energy supply and originates arcing between the pantograph and the catenary, or to excessive contact forces that promote wear between the contacting elements. Another important issue is assessing on how the front pantograph influences the dynamic performance of the rear one in trainsets with two pantographs. In this work, the track and environmental conditions influence on the pantograph-catenary is addressed, with particular emphasis in the multiple pantograph operations. These studies are performed for high speed trains running at 300 km/h with relation to the separation between pantographs. Such studies contribute to identify the service conditions and the external factors influencing the contact quality on the overhead system. (C) 2013 Elsevier Ltd. All rights reserved.

Application of robust fixed point transformations for technological operation of robots

A robot’s drive has to exert appropriate driving forces that can keep its arm and end effector at the proper position, velocity and acceleration, and simultaneously has to compensate for the effects of the contact forces arising between the tool and the workpiece depending on the needs of the actual technological operation. Balancing the effects of a priori unknown external disturbance forces and the inaccuracies of the available dynamic model of the robot is also important. Technological tasks requiring well prescribed end effector trajectories and contact forces simultaneously are challenging control problems that can be tackled in various manners.

Railway vehicle modelling for the vehicle-track interaction compatibility analysis

Railway vehicle homologation, with respect to running dynamics, is addressed via dedicated norms. The results required, such as, accelerations and/or wheel-rail contact forces, obtained from experimental tests or simulations, must be available. Multibody dynamics allows the modelling of railway vehicles and their representation in real operations conditions, being the realism of the multibody models greatly influenced by the modelling assumptions. In this paper, two alternative multibody models of the Light Rail Vehicle 2000 (LRV) are constructed and simulated in a realistic railway track scenarios. The vehicle-track interaction compatibility analysis consists of two stages: the use of the simplified method described in the norm "UIC 518-Testing and Approval of Railway Vehicles from the Point of View of their Dynamic Behaviour-Safety-Track Fatigue-Running Behaviour" for decision making; and, visualization inspection of the vehicle motion with respect to the track via dedicated tools for understanding the mechanisms involved.