By Jorge Ambrósio, Frederico Rauter, João Pombo, Manuel S. Pereira (auth.), Krzysztof Arczewski, Wojciech Blajer, Janusz Fraczek, Marek Wojtyra (eds.)
The ECCOMAS Thematic convention “Multibody Dynamics 2009” was once held in Warsaw, representing the fourth variation of a sequence which begun in Lisbon (2003), and was once then persisted in Madrid (2005) and Milan (2007), held below the auspices of the ecu group on Computational tools in technologies (ECCOMAS). The convention supplied a discussion board for changing principles and result of numerous themes concerning computational tools and purposes in multibody dynamics, during the participation of 219 scientists from 27 international locations, as a rule from Europe but in addition from the United States and Asia. This e-book includes the revised and prolonged types of invited convention papers, reporting at the state of the art within the advances of computational multibody types, from the theoretical advancements to useful engineering purposes. by means of delivering a useful evaluation of the main energetic components and the new efforts of many popular learn teams within the box of multibody dynamics, this e-book should be hugely worthwhile for either skilled researches who are looking to retain up to date with the newest advancements during this box and researches impending the sphere for the 1st time.
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Extra info for Multibody Dynamics: Computational Methods and Applications
3 Simulation Scenario and Results To be able to understand the influence of the flexibility of the structural elements of the pantograph on the contact dynamics of the pantograph–catenary interface a single pantograph scenario is analyzed. The scenario corresponds to a single pantograph system attached to a railway vehicle running at approximately 300 km/h on a straight track, as depicted in Fig. 12. The flexible multibody model 2 allows the analysis of the deformation of the upper arm. As expected the deformation is described by the bending modes of vibration.
The stand-alone vehicle solution augmented with the pilot state time histories was then used as initial guess for the pilot-in-the-loop optimization. For the coupled pilot-vehicle problem, the resulting optimal maneuvers do not change significantly in terms of control input profiles with respect to pilot-off simulations, but the altitude loss increases for both the 2D and 3D cases (see Fig. 9). 2D D 18:56 m with a difference of In the 2D maneuver the altitude loss is HO min 1:84 m (10:38 %) with respect to the pilot-off case, while in the 3D case we obtain 3D D 17:62 m with a difference of 1:85 m (11:73 %).
In other words, one tunes the weight parameters W in the merit function (13), this way controlling the aggressiveness of the maneuver. Then, once a solution has been computed, one verifies whether the maneuver was rapid enough and effectively completed within the maximum allotted time. Obviously there are limitations in the maneuver aggressiveness related to the vehicle capabilities and its flight envelope constraints. t/ Ä 400 ft: (14a) (14b) (14c) (14d) We solved this problem initially without considering a pilot model; once the “pilot-off” solution had been evaluated, we used it as the initial guess for the evaluation of the “pilot-on” case.