A higher-order parametric nonlinear reduced-order model for imperfect structures using Neumann expansion

Nonlinear Dynamics - We present an enhanced version of the parametric nonlinear reduced-order model for shape imperfections in structural dynamics we studied in a previous work. In this model, the...     

The influence of track modelling options on the simulation of rail vehicle dynamics

This paper investigates the effect of different models for track flexibility on the simulation of railway vehicle running dynamics on tangent and curved track. To this end, a multi-body model of the rail vehicle is defined including track flexibility effects on three levels of detail: a perfectly rigid pair of rails, a sectional track model and a three-dimensional finite element track model. The influence of the track model on the calculation of the nonlinear critical speed is pointed out and it is shown that neglecting the effect of track flexibility results in an overestimation of the critical speed by more than 10%. Vehicle response to stochastic excitation from track irregularity is also investigated, analysing the effect of track flexibility models on the vertical and lateral wheel–rail contact forces. Finally, the effect of the track model on the calculation of dynamic forces produced by wheel out-of-roundness is analysed, showing that peak dynamic loads are very sensitive to the track model used in the simulation.     

Tyre Wear Model: Validation and Sensitivity Analysis

Due to their many economic and ecological implications the possibility to predict tyre wear is of major importance to tyre manufacturers, fleet owners and governments. Based on these observations, in 2000 a three-year project named Tyre and Road Wear and Slip assessment (TROWS) was started. One of the TROWS objectives was to provide a tool able to numerically predict tyre global wear as well as to qualitatively determine the wear distribution. The proposed methodology combines a mathematical model of the tyre with an experimentally determined local friction and wear law. Thus, tyre abrasion due to each single manoeuvre can be determined. Full-scale experimental tests were carried out with two Peugeot 406 cars on a public road course in Italy. Each car was equipped with a different set of tyres: one car was equipped with four all-season tyres (from now on called A tyres) and the other car was equipped with four winter tyres (from now on called B tyres). Both sets of tyres had a 195/65 R15 size. The collected data was used to validate the model. The methodology proved to give qualitatively good tyre wear predictions.     

The damping in MEMS inertial sensors both at high and low pressure levels

Except for MEMS working in a ultra high vacuum, the main cause of damping is the air surrounding the system. When the working pressure is equal to the atmospheric one (from now on called “high pressure,” i.e., 10⁵ Pa), the mean free path of an air molecule is much smaller than typical MEMS dimensions. Thus, air can be considered as a viscous fluid and two phenomena occur: flow damping and squeeze film damping. These two phenomena can be evaluated through a simplified Navier–Stokes equation. In a medium vacuum (from now on called “low pressure”), i.e., the “packaging” pressure, the air cannot be considered as a viscous fluid any more since the mean free path of an air molecule is of the same order of magnitude of typical MEMS dimensions. Thus, the molecular fluid theory must be used to estimate the damping. To predict the damping of a MEMS device both at high and low pressure levels, a multiphysics code was used. The proposed approach was validated through comparison with experimental data.