This is because the greatest source of result variation between participants and modelling approaches is expected to stem from the rail geometry and how it is represented between the given cross-sections. In doing so, this benchmark first addresses point (1) above. Traffic is represented by the passenger vehicle from the Manchester Benchmarks, data reproduced in Appendix. Rail geometry data are provided in the form of discrete cross-sections and the track properties are represented using co-running track models with specified properties. This calls for more elaborate track and wheel–rail contact modelling compared to plain line.ĭue to the varying track and rail sections throughout S&C, track properties will vary along the track by design.įor this benchmark, participants are given the task to model the switch panel and crossing panel for two different S&C designs and to simulate dynamic vehicle-track interaction in those panels. the stock rail and switch rail in the switch panel and the check rail and stock rail in the crossing panel. Wheels passing through a switch or a crossing panel can make simultaneous contact with multiple rail bodies that can deform relative to one another, i.e. Given the stiffness of the wheel–rail contact, the slightest distortion in the rail surface description can induce a significant shift in contact conditions and result in large dynamic contributions to the wheel–rail contact forces. This constitutes a challenge in terms of rail surface geometry modelling. In S&C, there are large and sudden changes in rail profile geometry along the track. S&C merit the attention of a tailored benchmark as they constitute some specific challenges in terms of modelling and simulation of dynamic vehicle-track interaction: A benchmark on Switches and Crossings (S&C, turnouts) has however been missing, and it has led the authors to develop the present benchmark initiative. A number of simulation benchmarks have been performed in railway mechanics throughout the years, for example.
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