Benchmarking Signorini and exponential contact laws for an industrial train brake squeal application

Contact representation of structure interactions for finite element models is nowadays of great interest in the industry. Two contact modellig strategies exist in the literature, either based on a perfect contact with no interpenetration of structures at contact points, or based on functional laws releasing the contact constraint through pressure-penetration relationships. Both strategies require very different and rarely documented numerical implementations, making difficult any objective comparison. This paper presents a benchmark between ideal contact and a functional law of the exponential type applied to squeal simulations by complex mode analysis of an industrial railway brake

Damping characterization of a high speed train catenary

Catenary damping has long been a tuning parameter in pantograph-catenary dynamic interaction models. As the computed contact force is highly sensitive to the choice of damping model or coefficients, it became critical to measure it independently of the pantograph. Original tests have been conducted on a real catenary and damping identification shows a very low level of damping for a large frequency range. A fitted Rayleigh model and a combined modal and Rayleigh model are proposed and compared with a reference damping model found in literature as well as with the tests. Finally, the consequences on a typical contact force simulation are analysed and the most relevant model is chosen

Physically based bead topology model coupled with electro-mechanical power source model applied for wire and arc additive manufacturing

The present work is carried out in the framework of the WAS project [1] which deals with WAAM process. The process relies on an automatized welding process in which a part is built by successively deposed metal bead. We propose a physically based bead topology model using the equilibrium between the hydrostatic pressure and the capillarity force, under twodimensional hypothesis. This equilibrium can be described by the Laplace equation [2]. The proposed model is used to estimate a bead topology which is deposed on an inclined support. Moreover, a deposed melted metal volume is necessary for the bead topology model. By modelling a gas metal arc welding (GMAW) power source system [3], the volume can be estimated and be used as a physical parameter for the bead topology model. Combining the topology and the power source models, the coupling model allows to simulate the topology of a weld bead through WAAM. In addition to the modelling, experimental profiles of the beads are used to validate the model

Damping characterization of a high speed train catenary

Catenary damping has long been a tuning parameter in pantograph-catenary dynamic interaction models. As the computed contact force is highly sensitive to the choice of damping model or coefficients, it became critical to measure it independently of the pantograph. Original tests have been conducted on a real catenary and damping identification shows a very low level of damping for a large frequency range. A fitted Rayleigh model and a combined modal and Rayleigh model are proposed and compared with a reference damping model found in literature as well as with the tests. Finally, the consequences on a typical contact force simulation are analysed and the most relevant model is chosen

Geometrical Imperfections in Lattice Structures: a Simulation Strategy to Predict Strength Variability

The additive manufacturing process (i.e. Selective Laser Melting) allow us to produce lattice structures which have less weight, higher impact absorption capacity and better thermal exchange property compared to the classical structures. Unfortunately, geometrical imperfections in the lattice structures are by-product results of the manufacturing process. These imperfections decrease the lifetime and the strength of the lattice structures and alterate their mechanical responses. The objective of the paper is to present a simulation strategy which allows us to take into account the effect of the geometrical imperfections on the mechanical response of the lattice structure. In the first part, an identification method of geometrical parameters of the lattice structure based on tomography measurements is presented. In the second part, a finite element model for the lattice structure with the simplified geometrical imperfections is obtained. In what follows, based on experimental tests, distributions of geometrical imperfections are proposed. Based on these distributions, a mathematical approach is presented to propagate the effect of uncertainties of the geometrical imperfections on the strength variability of the lattice structure

Sensitivity analysis of catenary geometry on current collection quality

A global sensitivity analysis is led on catenary parameters such as dropper lengths, height of the messenger wire at masts and mechanical tensions in the wires thanks to the Sobol indices. All parameters are defined using experimental measurements. A set of geometric and dynamic criteria is selected as output and the contribution of theinput parameters to the output variability is quantified. It is shown that the dynamicinteraction is mainly sensitive to the mechanical tensions in contact and messenger wires whereas existing geometric criteria are mainly dependent on height of messenger wire at masts. Moreover, selected geometric criteria available using geometry measurements are hardly correlated with dynamic criteria

Squeal complex eigenvalue analysis, advanced damping models and error control

Estimation of brake systems stability related to noise emission is part of the industry state-of-the-art for brake design. Improved assessment of stability would allow better NVH performance from early design stages thus reducing costs related to late redesign and testing. The prediction capability however remains challenged due to the complexity of brake noise phenomena. In particular, integration and resolution of complex systems with damping is a difficult task that is commonly overlooked. This paper proposes two ideas to improve stability estimation. From the solver side, a convergence indicator is proposed to quantify the convergence of the complex eigenvalues for subspace based methods. The error obtained can be directly used to enhance the computation subspace and a priori enhancement is suggested. From the modelling side, a damping strategy based on sub-assembly modal damping ratios is proposed allowing direct exploitation of test measurements or refined sub-assembly simulations for damping estimation. Sub-assembly damping can thus be accounted for at the system level including all possible effects like joint dissipation or composite materials

Treatment of the Supernatant of Anaerobically Digested Organic Fraction of Municipal Solid Waste in a Demo-Scale Mesophilic External Anaerobic Membrane Bioreactor

Conventional aerobic biological treatments of digested organic fraction of municipal solid waste (OFMSW) slurries–usually conventional activated sludge or aerobic membrane bioreactor (AeMBR)–are inefficient in terms of energy and economically costly because of the high aeration requirements and the high amount of produced sludge. In this study, the supernatant obtained after the anaerobic digestion of OFMSW was treated in a mesophilic demo-scale anaerobic membrane bioreactor (AnMBR) at cross flow velocities (CFVs) between 1 and 3.5 m⋅s–1. The aim was to determine the process performance of the system with an external ultrafiltration unit, in terms of organic matter removal and sludge filterability. In previous anaerobic continuous stirred tank reactor (CSTR) tests, without ultrafiltration, specific gas production between 40 and 83 NL CH4⋅kg–1 chemical oxygen demand (COD) fed and removals in the range of 10–20% total COD (tCOD) or 59–77% soluble COD (sCOD) were obtained, for organic loading rates (OLR) between 1.7 and 4.4 kg COD⋅m–3reactor d–1. Data helped to identify a simplified model with the aim of understanding and expressing the process performance. Methane content in biogas was in the range of 74–77% v:v. In the AnMBR configuration, the COD removal has been in the ranges of 15.6–38.5 and 61.3–70.4% for total and sCOD, respectively, with a positive correlation between solids retention time (SRT, ranging from 7.3 to 24.3 days) and tCOD removal. The constant used in the model expressing inhibition, attributable to the high nitrogen content (3.6 ± 1.0 g N-NH4+⋅L–1), indicated that this inhibition decreased when SRT increased, explaining values measured for volatile fatty acids concentration, which decreased when SRT increased and OLR, measured per unit of volatile suspended solids in the reactor, decreased. The alkalinity was high enough to allow a stable process throughout the experiments. Constant CFV operation resulted in excessive fouling and sudden trans-membrane pressure (TMP) increases. Nevertheless, an ultrafiltration regime based on alternation of CFV (20 min with a certain CFVi and then 5 min at CFVi + 1 m⋅s–1) allowed the membranes to filter at a flux (standardized at 20°C temperature) ranging from 2.8 to 7.3 L⋅m–2⋅h–1, over 331 days of operation, even at very high suspended solids concentrations (>30 g total suspended solids⋅L–1) in the reactor sludge. This flux range confirms that fouling is the main issue that can limit the spread of AnMBR potential for the studied stream. No clear correlation was found between CFV or SRT vs. fouling rate, in terms of either TMP⋅time–1 or permeability⋅time–1. As part of the demo-scale study, other operational limitations were observed: irreversible fouling, scaling (in the form of struvite deposition), ragging, and sludging. Because ragging and sludging were also observed in the existing AeMBR, it can be stated that both are attributable to the stream and to the difficulty of removing existing fibers. All the mentioned phenomena could have contributed to the high data dispersion of experimental results.info:eu-repo/semantics/publishedVersio

New detection criteria and shunting monitoring in railway track circuit receivers

IWSHM-RS 2018, 2nd International Workshop on Structural Health Monitoring for Railway Systems, Qingdao, CHINE, 17-/10/2018 - 19/10/2018Track circuits play a major role in railway signaling. In some exceptional conditions, poor rail/wheel contact conditions may lead to a non-detection of the train on the zone. A presentation of the principle of detection by track circuits is proposed to introduce the existing detection criterion. The aim of the paper is first to present new detection approaches based on signal processing on an experiment with a dedicated train running on a track equipped with a track circuit. The second objective is to present a strategy to test new detection criteria on commercial zones over a long period of time (a few months) with the help of the PEGASE acquisition board. PEGASE has been developed by IFSTTAR and the presented work is the result of SNCF/IFSTTAR collaboration

Instabilité des structures en contact frottant : Application au crissement des freins à disque de TGV

Le crissement des freins des Trains à Grande Vitesse (TGV) est un bruit aigu particulièrement gênant émis lors de l'arrivée du train en gare. Ce travail a pour but de comprendre le phénomène en vue de réduire voire de supprimer l'émission du bruit. Ce phénomène acoustique est d'origine vibratoire : le crissement des freins à disque résulte des vibrations auto-entretenues des différents constituants induites par le frottement des garnitures sur le disque. Le phénomène de frottement étant lié aux aspérités de surface, il met en évidence un problème à deux échelles où un phénomène apparaissant à l'échelle microscopique crée des vibrations dans un disque à l'échelle macroscopique (amplitude de vibration du disque de l'ordre de quelques micromètres). Les phénomènes de bruits de freinage dont le crissement fait partie sont complexes, variés et ont des origines diverses selon les points de fonctionnement du mécanisme. Un état de l'art sur les différents travaux de modélisation montre qu'une instabilité de l'équilibre stationnaire dite géométrique ou par couplage de mode permet de mobiliser les modes de vibration responsables du crissement et ceci à coefficient de frottement constant. D'un point de vue modélisation, ces constatations nous orientent vers un modèle de mécanique des milieux continus déformables dans l'hypothèse de petites transformations. Beaucoup de travaux sur les vibrations auto-entretenues s'intéressent à la stabilité de l'équilibre mais font un raccourci rapide entre fréquences des modes instables et solution transitoire. Les travaux numériques traitant de la caractérisation de ces évolutions transitoires mettent en évidence des événements fortement non linéaires sous la zone de contact (comme de 'adhérence ou du décollement à cause de l'unilatéralité du contact). Un premier objectif de ce travail est l'étude de l'évolution des perturbations proches de l'équilibre vers la solution transitoire. Cette étude permet de mettre en évidence les liens entre les fréquences caractéristiques de cette solution transitoire (fréquences de crissement) et les fréquences des modes de stabilité. Le cas particulier d'un mécanisme de frein à disque TGV simplifié tridimensionnel est choisi. La transition entre l'évolution des perturbations proches de l'équilibre et l'évolution transitoire est étudiée grâce à une méthode originale de projection sur les modes de stabilité. Elle permet une étude spatiale et temporelle des champs vibratoires solutions. Son application sur le modèle simplifié de frein à disque est rendue possible grâce à une formulation eulérienne du problème. D'un point de vue calcul de structures, les solutions transitoires ont été déterminées grâce à des algorithmes et des stratégies numériques adaptés permettant de tenir compte du caractère non régulier du comportement du contact unilatéral frottant dans le cadre dynamique (tel que les situations de choc). L'instabilité de l'équilibre par couplage de mode est le mécanisme générateur de vibrations auto-entretenues privilégié dans la littérature. Qu'en est-il sur le mécanisme de freinage TGV? Cette question nous a conduit dans un premier temps à observer le comportement du mécanisme réel grâce à des campagnes d'essais. Dans un deuxième temps, elle nous a conduit à proposer un modèle de frein TGV réaliste. L'étude de la stabilité de l'équilibre a permis de prédire les fréquences de crissement mesurées. Elle a aussi permis de préciser le mécanisme physique de couplage de mode ainsi que sa dépendance vis à vis des caractéristiques physiques des garnitures. La connaissance de ce mécanisme physique est un fil conducteur robuste dans la recherche de solutions de réduction du bruit