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CISM COURSES AND LECTURES

Series Editors:

The Rectors
Giulio Maier - Milan
Jean Salençon - Palaiseau
Wilhelm Schneider - Wien

The Secretary General


Bernhard Schrefler - Padua

Executive Editor
Paolo Serafini - Udine

The series presents lecture notes, monographs, edited works and


proceedings in the field of Mechanics, Engineering, Computer Science
and Applied Mathematics.
Purpose of the series is to make known in the international scientific
and technical community results obtained in some of the activities
organized by CISM, the International Centre for Mechanical Sciences.
INTERNATIONAL CENTRE FOR MECHANICAL SCIENCES

COURSES AND LECTURES - No. 497

DYNAMICAL ANALYSIS
OF VEHICLE SYSTEMS
THEORETICAL FOUNDATIONS
AND ADVANCED APPLICATIONS
EDITED BY

WERNER SCHIEHLEN
UNIVERSITY OF STUTTGART, GERMANY
This volume contains 226 illustrations

This work is subject to copyright.


All rights are reserved,
whether the whole or part of the material is concerned
specifically those of translation, reprinting, re-use of illustrations,
broadcasting, reproduction by photocopying machine
or similar means, and storage in data banks.
© 2007 by CISM, Udine
Printed in Italy
SPIN 12068067

All contributions have been typeset by the authors.

ISBN 978-3-211-76665-1 SpringerWienNewYork




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CONTENTS

Vehicle and Guideway Modelling: Suspension Systems


by W. Schiehlen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Dynamics of Railway Vehicles and Rail/Wheel Contact


by H. True . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Tyre Models, Propulsion and Handling of Road Vehicles


by P. Lugner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

Dynamics of Motorcycles: Stability and Control


by R. Sharp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183

Control of Rail Vehicles: Mechatronic Technologies


by R. Goodall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

RailCab System: Engineering Aspects


by J. Lückel et al.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237

Advanced Road Vehicles: Control Technologies, Driver Assistance


by D. Ammon and W. Schiehlen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
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10 Vehicle and Guideway Modelling: Suspension Systems

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12 Vehicle and Guideway Modelling: Suspension Systems

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14 Vehicle and Guideway Modelling: Suspension Systems

 

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16 Vehicle and Guideway Modelling: Suspension Systems

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18 Vehicle and Guideway Modelling: Suspension Systems

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20 Vehicle and Guideway Modelling: Suspension Systems

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22 Vehicle and Guideway Modelling: Suspension Systems

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24 Vehicle and Guideway Modelling: Suspension Systems

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26 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 27

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28 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 29

*(41&  /HIHEH@B>L H? FNEMB;H=R LRLM>FL

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30 Vehicle and Guideway Modelling: Suspension Systems

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32 Vehicle and Guideway Modelling: Suspension Systems

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<HKK>LIHG=BG@ JN:GMBMB>L B> IKH;:;BEBMR :G= F:LL K>LI><MBO>ER
34 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 35

PA>K> ;  ; F
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36 Vehicle and Guideway Modelling: Suspension Systems

*?M>G BM BL =B<NEM MH =><B=> B? : LM:MBHG:KR K:G=HF IKH<>LL BL >K@H=B< HK GHM $G MA>


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W. Schiehlen 37

HKK>LIHG=BG@ER * 
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38 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 39

: IKH<>LL BL <:EE>= PABM> GHBL> E F


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40 Vehicle and Guideway Modelling: Suspension Systems

 

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*(41&  HKK>E:MBHG ?NG<MBHG )


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42 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 43


O>KR @HH=
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44 Vehicle and Guideway Modelling: Suspension Systems

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46 Vehicle and Guideway Modelling: Suspension Systems

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48 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 49

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50 Vehicle and Guideway Modelling: Suspension Systems

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54 Vehicle and Guideway Modelling: Suspension Systems

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56 Vehicle and Guideway Modelling: Suspension Systems

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58 Vehicle and Guideway Modelling: Suspension Systems

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W. Schiehlen 61

F:MKBQ H? MA> >GMBK> O>AB<E> LRLM>F ?HEEHPL ?KHF :G :E@>;K:B< >JN:MBHG MA> LH <:EE>=
'R:INGHO F:MKBQ >JN:MBHG :G= GH BGM>@K:MBHGL :K> K>JNBK>= G >LL>GMB:E IK>K>JNBLBM>
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FH=>EEBG@ MA> K:G=HF O>AB<E> >Q<BM:MBHG ;R F>:GL H? : LA:I> EM>K
/A> 'R:INGHO F:MKBQ >JN:MBHG <HKK>LIHG=BG@ MH MA> LM:M> 
H? MA> >GMBK> O>AB<E>
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@  @ BGM>GLBMR F:MKBQ H? MA> PABM> GHBL> BGINM G >QM>GLBO> =>KBO:MBHG H? 
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;R MA> KH:= KHN@AG>LL :G= I>K?HKFL K:G=HF OB;K:MBHG L>> !B@NK>  /A> O:KB:G<> H?
MA> =RG:FB< PA>>E EH:= O:KB:MBHGL A:O> MH ;> BGO>LMB@:M>= :IIERBG@ <HO:KB:G<> :G:ERLBL
9  ?
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62 Vehicle and Guideway Modelling: Suspension Systems

9 =

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W. Schiehlen 63

PA>K> 9 9 A:L ;>>G K>@:K=>= /A> O:KB:G<>  H? MA> =RG:FB< PA>>E EH:= O:KB:MBHG
K>:=L

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LNEM LAHPL MA:M LF:EE PA>>E F:LL>L ; :G= LF:EE MBK> LMBG>LL>L 9 :K> ;>G><B:E ?HK MA>
=RG:FB< PA>>E EH:= O:KB:MBHGL #HP>O>K MA>K> :K> =>LB@G EBFBML ?HK MA>L> I:K:F>M>KL
/A> :LLNFIMBHG 9 9 BL G><>LL:KR BG MABL >Q:FIE> LBG<> :G B=>:EBS>= PABM> O>EH<BMR
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BL GHM K>JNBK>=

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HG MA> HMA>K A:G= MA> O>AB<E> PA>>EL LAHNE= ?HEEHP MA> NG>O>G IKHE> H? MA> KH:= PBMAHNM
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64 Vehicle and Guideway Modelling: Suspension Systems

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NL>= $M RB>E=L ?HK MA> O>KMB<:E :<<>E>K:MBHG

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 ; HV ; HV    ; ; F9  3 F9 

PA>K> MA>    P>B@AMBG@ O><MHKL :K> BGMKH=N<>= /A>G BM K>F:BGL ?HK MA> LM:G=:K=
=>OB:MBHGL H? GHG P>B@AM>= :<<>E>K:MBHG :G= PA>>E EH:=
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W. Schiehlen 65

:G=
  3 ' 3  ; ' ; ; '
; '



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66 Vehicle and Guideway Modelling: Suspension Systems

H?:<MHKL H? #NKPBMS F:MKBQ



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W. Schiehlen 67

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68 Vehicle and Guideway Modelling: Suspension Systems

=KBOBG@ <HF?HKM 



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70 Vehicle and Guideway Modelling: Suspension Systems

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72 Vehicle and Guideway Modelling: Suspension Systems

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74 Vehicle and Guideway Modelling: Suspension Systems

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 (+$* 1("0
6HE FUNDAMENTAL GUIDANCE SYSTEM OF RAILWAYS CONSISTS OF A ANGED WHEEL SET ROLLING
ON A TRACK WITH TWO RAILS # CLEARANCE BETWEEN THE OUTER EDGE OF THE ANGE OF THE WHEEL
AND THE INNER FACE OF THE RAIL IS PROVIDED TO PREVENT SQUEEZING OF THE WHEELS BETWEEN THE
RAILS # PLANE THROUGH THE WHEELSET CONTAINING ITS CENTRE LINE WILL INTERSECT THE WHEEL
TREAD IN A CURVE CALLED 6*' 9*''. 241.' 6HE ANGLE BETWEEN THE TANGENT TO THE WHEEL
PROLE AND THE CENTRE LINE OF THE WHEEL SET MEASURED IN RADIANS IS CALLED 6*' %106#%6 #0).'
+T IS MADE POSITIVE IN MOST POINTS ON THE WHEEL TREAD 6HE POSITIVE CONTACT ANGLE MAKES
THE WHEEL SET KINEMATICALLY SELFCENTERING 0EGATIVE CONTACT ANGLES THAT MAY DEVELOP AS
A RESULT OF WEAR MAKE THE MOTION OF THE WHEEL SET UNSTABLE AND SHOULD BE AVOIDED
#S LONG AS THE WHEEL SET ROLLS ALONG A STRAIGHT TRACK THE ANGES OUGHT NOT CONTACT THE
RAILS &ISTURBANCES IN THE TRACK GEOMETRY WILL PUSH THE WHEEL SET AWAY FROM ITS CENTRED
POSITION BUT OWING TO THE STABILIZING EECT OF THE WHEEL PROLE THE WHEEL SET WILL THEN
OSCILLATE HORIZONTALLY AROUND THE CENTRE LINE OF THE TRACK (LANGE CONTACT WILL ONLY OCCUR

 * %" !#%* %$(" % %,("* -% &( * !( %%!# )+''&(* & *  '('(*!&%
& * ) #*+( %&*)
76 Dynamics of Railway Vehicles and Rail/Wheel Contact

IF THE DISTURBANCES ARE SUCIENTLY LARGE 9HEN IT OCCURS THE RESTORING FORCE SUDDENLY
GROWS VERY FAST
2ROBLEMS WILL OBVIOUSLY ARISE WHEN A VEHICLE WITH A XED WHEEL BASE MUST NEGOTIATE
A CURVE 6HE LONGER THE WHEEL BASE THE SMALLER THE CURVATURE MUST BE IN ORDER TO PREVENT
ANGE CONTACT AND SQUEEZING 1N THE OTHER HAND IT IS ALSO OBVIOUS THAT THE LONGER THE
XED WHEEL BASE IS THE SMALLER WILL THE YAW MOTION BE OF A VEHICLE RUNNING ON A STRAIGHT
BUT IMPERFECT TRACK 6HE LONGER WHEEL BASE THEREFORE LEADS TO AN IMPROVEMENT IN RIDING
QUALITY ON A STRAIGHT TRACK
+N AN EORT TO SOLVE THE CONICT BETWEEN GOOD CURVING BEHAVIOUR AND RIDING QUALITY THE
RAILWAY COMPANIES INTRODUCED RAIL VEHICLES WITH TWO OR MORE WHEEL SETS IN UNDERCARRIAGES
 ONE UNDERCARRIAGE UNDER EACH END OF THE LONG VEHICLE  INSTEAD OF THE SINGLE WHEEL SETS
SEE (IGURE  +N 0ORTH #MERICA WHERE THEY WERE RST INTRODUCED IN THE MIDDLE OF THE
NINETEENTH CENTURY THE UNDERCARRIAGES ARE CALLED 647%-5 +N 'UROPE THEY ARE CALLED $1)+'5
BO GIZ 6HE CAR BODY OF BOGIE VEHICLES IS SUPPORTED BY THE FRAME OF THE BOGIES AND THE
BOGIE FRAME IS SUPPORTED BY THE WHEEL SETS 5YSTEMS OF SPRINGS AND DAMPERS ARE BUILT
INTO THE SUPPORTS TO IMPROVE THE RIDING QUALITY IN THE CAR BODY 6HE SUPPORT SYSTEM
BETWEEN THE WHEEL SETS AND THE BOGIE FRAME IS CALLED 6*' 24+/#4; 5752'05+10 AND THE
SUPPORT SYSTEM BETWEEN THE FRAME AND THE CAR BODY IS CALLED 6*' 5'%10&#4; 5752'05+10
(REIGHT WAGONS OFTEN HAVE ONLY ONE SUPPORT SYSTEM 6HE #MERICAN THREEPIECEFREIGHT
TRUCK HAS ONLY A SECONDARY SUSPENSION 6HE 'UROPEAN STANDARD TWOAXLE FREIGHT WAGON
HAS NO BOGIES AND THEREFORE ONLY ONE PRIMARY SUSPENSION SYSTEM

(&2/$  # FOURAXLE BOGIE PASSENGER CAR

6HE RADIUS OF THE WHEELS DECREASE FROM THE ANGE TO THE ELD SIDE  AT LEAST WHEN
THEY ARE NEW 6HE STABILIZING EECT OF THE WHEEL PROLE IS DUE TO THE DIERENCE IN ROLLING
RADII WHEN THE WHEEL SET RUNS O CENTRE 9HEN ONE OF THE WHEELS OF A WHEEL SET RUNS
ON A LARGER RADIUS THAN THE OTHER WHEEL THEN THE WHEEL SET WILL TURN BACK TOWARDS THE
EQUILIBRIUM POSITION WHERE THE ROLLING RADII ARE EQUAL 9ITHOUT DAMPING IE IN THE
PURELY KINEMATIC SITUATION THE WHEEL SET WILL OVERSHOOT THE EQUILIBRIUM POSITION AND THE
WHEEL SET WILL START YAW OSCILLATIONS 6HE IMPORTANT INUENCE OF THIS SOCALLED EECTIVE
CONICITY HAS BEEN RECOGNIZED FOR SOME TIME 0OTICE THAT THE EECTIVE CONICITY DEPENDS
ON THE LATERAL AND YAW POSITIONS OF THE WHEEL SET AND IT VARIES WITH THE DISPLACEMENTS
6HE STABILIZING ACTION OF THE WHEEL PROLE IS THE CAUSE OF A KINEMATIC INSTABILITY WHICH
WAS TREATED BY -LINGEL  IN A CELEBRATED PAPER 6HE OSCILLATION THAT RESULTS FROM
H. True 77

THIS KINEMATIC INSTABILITY IS 0'764#..; 56#$.' 14 ;#27018 56#$.' 6HESE CONCEPTS WILL BE
DENED LATER
6HE -LINGEL INSTABILITY IS A KINEMATIC PRODUCT AND IT MUST NOT BE CONFUSED WITH THE
SOCALLED *706+0) WHICH IS AN ASYMPTOTICALLY STABLE OSCILLATING MOTION THAT IS A PRODUCT
OF THE DYNAMICS +N GENERAL HOWEVER THE EECTIVE CONICITY HAS A DESTABILIZING EECT
MEANING THAT 6*' %4+6+%#. 52''&  IT IS THE LOWEST SPEED OF THE VEHICLE WHERE HUNTING IS
POSSIBLE  WILL DECREASE WITH INCREASING VALUES OF THE EECTIVE CONICITY FOR XED VALUES
OF ALL OTHER PARAMETERS
6HE WHEEL PROLE THEREFORE HAS A STRONG INUENCE ON THE DYNAMICS OF THE VEHICLE
9ITH WHEEL WEAR THE EECTIVE CONICITY INCREASES #TTEMPTS HAVE BEEN MADE TO DESIGN
WHEEL PROLES WITH AN EECTIVE CONICITY THAT IS INDEPENDENT OF  OR VERY LITTLE DEPENDENT
ON THE WEAR 6HESE WHEEL PROLES MUST HAVE A PROLE THAT RESEMBLES THE RAIL PROLE IN
ORDER TO DISTRIBUTE THE WEAR MORE EVENLY +T MEANS THAT THE NEW PROLE IS MADE TO LOOK
LIKE A WORN ONE OR  IN OTHER WORDS  IN ORDER TO PREVENT A DESTABILIZING EECT OF THE WEAR
THE STABILITY PROPERTIES ARE AGGRAVATED TO BEGIN WITH

+N THE IDEAL CASE OF RIGID WHEELS AND RAILS A WHEEL AND A RAIL WILL HAVE CONTACT IN ONE
OR MORE POINTS 9HEEL LIFT O OCCASIONALLY HAPPENS IN REALITY BUT IT SHOULD BE AVOIDED
SINCE IT CAN LEAD TO A DERAILMENT 9HEEL LIFT O IS AN EXCEPTION THAT IS NOT CONSIDERED
IN THESE NOTES 5INCE THE EECTIVE CONICITY HAS A BIG INUENCE ON THE DYNAMICS OF THE
VEHICLE ITS INSTANTANEOUS VALUE MUST BE KNOWN 6HE VALUES CHANGE WITH THE LATERAL AND
YAW POSITION OF THE WHEEL RELATIVE TO THE RAIL 9HEN THE RAIL AND WHEEL PROLES ARE KNOWN
THE POSITION OF A CONTACT POINT CAN BE CALCULATED AS A FUNCTION OF THE LATERAL POSITION AND
THE YAW ANGLE OF THE WHEEL SET
6HE GEOMETRIC VARIABLES THAT DEPEND ON THE LATERAL POSITION ! OF THE WHEEL RELATIVE TO
THE RAIL ARE
 R  INSTANTANEOUS ROLLING RADIUS OF THE LEFT WHEEL
 R  INSTANTANEOUS ROLLING RADIUS OF THE RIGHT WHEEL
 Z  INSTANTANEOUS HEIGHT OF THE CONTACT POINT ON THE LEFT RAIL
 Z  INSTANTANEOUS HEIGHT OF THE CONTACT POINT ON THE RIGHT RAIL
   CONTACT ANGLE OF THE LEFT WHEEL
   CONTACT ANGLE OF THE RIGHT WHEEL
   ROLL ANGLE OF THE WHEEL SET WITH RESPECT TO THE PLANE OF THE RAILS

(&2/$  6HE WHEELRAIL PARAMETERS REAR VIEW


78 Dynamics of Railway Vehicles and Rail/Wheel Contact

6HESE CONSTRAINED VARIABLES ARE ILLUSTRATED ON (IGURE 


6HE VARIATIONS OF THE POSITION OF THE RAILS WILL OF COURSE INUENCE THE DYNAMICS OF THE
VEHICLE 5INCE THE VARIATIONS USUALLY ARE SMALL AND THE FEEDBACK NEGLIGIBLE THE VARIATIONS
WILL ENTER THE MODEL EQUATIONS AS AN EXTERNAL FORCING

 6+ *("0


+N ORDER TO MODEL THE DYNAMICS WE SHALL ADOPT TWO DIERENT POINTS OF VIEW 9HEN WE
DERIVE THE RELATIONS BETWEEN THE CONTACT FORCES AND THE CONTACT GEOMETRY IT IS NECESSARY
TO TAKE THE FOLLOWING ASPECTS INTO ACCOUNT
 6HE CONTACT BETWEEN THE WHEEL AND THE RAIL OCCURS OVER A NITE SURFACE THAT MAY
NOT BE PLANE 6HIS IS DUE TO THE COMPLIANCE OF THE BODIES IN CONTACT
 6HE RELATIVE MOTION OF DIERENT POINTS IN THIS SURFACE MAY DIER
 6HE STRESS DISTRIBUTIONS ACROSS THE SURFACE ARE NOT UNIFORM
1N THE OTHER HAND WE WANT TO AVOID TO TREAT THE TWO BODIES AS CONTINUA +T IS THEREFORE
DESIRABLE TO CONSIDER THE CONTACT AS IF
 THE CONTACT OCCURS AT A SINGLE POINT
 THE WHEEL AND THE RAIL HAVE A RELATIVE VELOCITY AT THIS POINT
 THIS RELATIVE VELOCITY LIES IN A PLANE 6*' %106#%6 2.#0' THAT IS TANGENT TO THE BODIES
AT THE CONTACT POINT AS LONG AS THE TWO BODIES REMAIN IN CONTACT
+N GENERAL THE CONTACT POINT LIES IN A VERTICAL PLANE THAT CONTAINS THE CENTRE LINE OF
THE WHEEL SET AND THE CONTACT PLANE IS PERPENDICULAR TO THAT PLANE 9HEN THE WHEEL SET
YAWS THE CONTACT POINT MOVES AWAY FROM THE VERTICAL PLANE 6HE DISPLACEMENT IS THE
SOCALLED 8ORVERLAGERUNG FROM )ERMAN THAT CAN BE CALCULATED BY *EUMANN S METHOD
*EUMANN  6HE DYNAMIC EECT OF THE 8ORVERLAGERUNG IS IMPORTANT IN CURVES
WHEN THE WHEEL SET YAWS 'XPERIENCE HAS SHOWN HOWEVER THAT THE 8ORVERLAGERUNG MAY
BE NEGLECTED WHEN THE RADIUS OF THE CURVE IS LARGER THAN AROUND  M WITH THE WHEEL
AND RAIL PROLES THAT ARE USED TODAY
9HEN THE VEHICLE MOVES THERE IS ROLLING CONTACT IN THE WHEELRAIL CONTACT SURFACE
7NDER THE LOAD BOTH THE WHEEL AND THE RAIL WILL DEFORM *ERTZ S THEORY OF DEFORMATION
HAS YIELDED SATISFACTORY RESULTS FOR THE CALCULATION OF THE CONTACT SURFACE THE NORMAL
FORCE AND THE MUTUAL PENETRATION OF THE WHEEL AND THE RAIL #5 .10) #5 6*' %748#674' 1(
6*' %106#%6 574(#%' +5 0').+)+$.'

,/* ) ,/"$0 *ERTZ CONSIDERED TWO CONVEX ELASTIC BODIES THAT ARE PRESSED TOGETHER
BY A FORCE  *E ASSUMED THAT THE DIMENSIONS OF THE CONTACT SURFACE ARE SMALL COMPARED
WITH THE RADII OF CURVATURE OF THE TWO BODIES IN A NEIGHBOURHOOD OF THE CONTACT POINT
*ERTZ THEN SHOWED THAT THE CONTACT SURFACE WOULD BE ELLIPTIC WITH THE MAJOR SEMIAXIS 
AND THE MINOR SEMIAXIS  6HE ESSENCE OF *ERTZ S RESULTS IS THAT
 THE RATIO   ONLY DEPENDS ON THE CURVATURES OF THE TWO BODIES
          INDEPENDENT OF THE TANGENTIAL STRESS DISTRIBUTION
 THE MUTUAL PENETRATION    
H. True 79

6HE CONTACT ANGLES OF THE RIGHT AND LEFT WHEEL RESPECTIVELY CAN ONLY ASSUMED TO BE
EQUAL WHEN THE WHEEL SET IS CENTRED IN A STRAIGHT TRACK WITH ZERO YAW +N GENERAL THEY
WILL BE DIERENT AND THE SUM OF THE NORMAL CONTACT FORCES WILL THEN HAVE A LATERAL
RESULTANT 6HIS SUM OF THE LATERAL COMPONENTS OF THE NORMAL FORCES IS OFTEN REFERRED TO AS
6*' )4#8+6#6+10#. 56+0'55 +T IS APPROXIMATELY EQUAL TO THE AXLE LOAD MULTIPLIED BY HALF
THE DIERENCE OF THE CONTACT ANGLES PLUS THE WHEEL SET ROLL ANGLE FOR SMALL CONTACT ANGLES
#T LARGER CONTACT ANGLES TRIGONOMETRIC FUNCTIONS OF THE ANGLES ENTER THE EXPRESSIONS FOR
THESE TERMS THEREBY MAKING THE LATERAL RESULTANT FORCE A NONLINEAR FUNCTION OF THE CONTACT
ANGLES
+N MOST CASES THE GRAVITATIONAL STINESS FORCE ACTS IN A DIRECTION TO ACCELERATE THE WHEEL
SET TOWARDS ITS CENTRED POSITION +F THE GRAVITATIONAL STINESS IS LARGE OWING TO A LARGE
CHANGE OF THE CONTACT ANGLE DIERENCE WITH LATERAL DISPLACEMENT SIGNICANT RESTORING
FORCES WILL RESULT 6HUS THE GRAVITATIONAL STINESS IN GENERAL HAS A STABILIZING INUENCE
9HEN ONE OF THE BODIES IS CONCAVE IN A NEIGHBOURHOOD OF THE CONTACT POINT THEN THE
CONTACT SURFACE IS NOT A PLANE SURFACE AND *ERTZ S THEORY MUST BE USED WITH CAUTION +T
MAY BE USED AS A RST APPROXIMATION TO DETERMINE QUALITATIVE FEATURES OF THE MOTION
OF THE VEHICLE AND ITS COMPONENTS 6HE CALCULATED STRESSES IN THE CONTACT SURFACE WILL
HOWEVER MOST LIKELY BE ERRONEOUS 4ECENT WORK BY 2IOTROWSKI AND -IK  TAKES THE
CURVATURE OF THE CONTACT SURFACE INTO ACCOUNT IN THE STRESS CALCULATIONS *OMANN 
MADE IN HIS THESIS AN INTERESTING COMPARISON BETWEEN THE CALCULATIONS OF THE DYNAMICS
OF A TWOAXLE FREIGHT WAGON WITH APPLICATION OF RST *ERTZ S THEORY AND SECOND -IK S
45)'1 ROUTINE THAT TAKES THE NONELLIPTICITY OF THE CONTACT SURFACE INTO ACCOUNT *E
FOUND THAT THE RESULTS WERE QUALITATIVELY VERY SIMILAR BUT THE DISPLACEMENTS USING -IK S
ROUTINE 45)'1 WERE UP TO THREE TIMES LARGER THAN THE DISPLACEMENTS FOUND USING *ERTZ S
THEORY 6HE -IK RESULTS ARE ACCORDING TO EARLIER EXPERIENCE VERY CLOSE TO THE REAL VALUES
+F TWO CONTACT POINTS EXIST SIMULTANEOUSLY IN A WHEELRAIL COMBINATION THE CALCULATION
OF THE CONTACT STRESSES BECOMES MORE DICULT 5AUVAGE AND 2ASCAL  AND 2ASCAL AND
5AUVAGE  HAVE FORMULATED APPROXIMATIVE METHODS TO HANDLE THE PROBLEM WHEREBY
THE PROBLEM IS REDUCED TO THE DETERMINATION OF THE STRESSES IN ONE CTIVE CONTACT POINT
6HE CONTACT POINT MAY ALSO JUMP FROM ONE POSITION TO ANOTHER UNDER THE INUENCE OF
A LATERAL DISPLACEMENT OF THE WHEEL SET 6HE JUMP INTRODUCES A DISCONTINUITY IN THE
DYNAMIC SYSTEM AND WE SHALL TREAT THE NUMERICAL HANDLING OF SUCH NONSMOOTH PROBLEMS
IN SECTION  +F HOWEVER THE COMPLIANCE OF THE WHEEL AND THE RAIL IS TAKEN INTO ACCOUNT
THEN THE GROWTH OF THE SECOND CONTACT SURFACE AND THE DECAY OF THE RST ARE CONTINUOUS
FUNCTIONS OF THE DISPLACEMENT 6HE DISCONTINUOUS RIGID BODY PROBLEM IS THEN REDUCED TO
THE AFOREMENTIONED TWOPOINT PROBLEM
5EVERAL NUMERICAL ROUTINES HAVE BEEN MADE THAT TAKE THE NONELLIPTICITY AND TWO
POINT CONTACT INTO ACCOUNT -ALKER S PROGRAM %106#%6 HAS WON INTERNATIONAL APPROVAL
AS THE MOST ACCURATE ROUTINE FOR THE DETERMINATION OF THE CONTACT SURFACES AND CALCULATION
OF THE CONTACT FORCES +TS DISADVANTAGE IS THE LONG %27TIME NEEDED TO RUN THE PROGRAM
1THER PROGRAMS THAT MAY BE LESS ACCURATE BUT NEED LESS %27TIME ARE COMMERCIALLY
AVAILABLE +T IS HIGHLY RECOMMENDED TO USE THESE ROUTINES OR %106#%6 FOR VEHICLE
DYNAMIC INVESTIGATIONS IN FUTURE + SHALL NOT GIVE ANY SPECIC RECOMMENDATIONS BUT ONLY
REFER TO THE EXISTING LITERATURE AND THE SOFTWARE PROVIDERS
80 Dynamics of Railway Vehicles and Rail/Wheel Contact

+N A SURVEY LECTURE 2IOTROWSKI AND %HOLLET  DESCRIBED THE APPROXIMATIVE SOLUTION
METHODS AS WELL AS LATER WORK IN THE AREA 6HE MOST RECENT CONTRIBUTION TO THE HANDLING
OF THE CONTACT PROBLEM IS BY 3UOST ET AL 

 +&$+1( ) ,/"$0 +N ROLLING  NOT SLIDING  CONTACT THE CONTACT SURFACE IS DIVIDED INTO
TWO PARTS THAT DIER IN THE KIND OF CONTACT 5EE (IGURE  +N THE RST PART THE TWO BODIES
STICK TO EACH OTHER AND THE TANGENTIAL DEFORMATIONS ARE PURELY ELASTIC +N THE SECOND PART
THE TWO BODIES SLIDE AGAINST EACH OTHER AND %OULOMB S FRICTION LAW APPLIED IN THIS PART
YIELDS SATISFACTORY RESULTS FOR THE TANGENTIAL STRESSES IN THAT PART OF THE CONTACT SURFACE
6HE ELASTIC DEFORMATION AND THE SLIDING TOGETHER RESULT IN A NITE SLIDING VELOCITY IN THE
CONTACT SURFACE +T IS DENOTED 6*' %4''2 6HE CREEP NORMALIZED WITH THE SPEED OF THE
VEHICLE IS DENOTED 6*' %4''2#)' 6HE EECT OF THE CREEP IS THAT THE RESULTING RELATIVE SPEED
OF THE WHEEL IN THE CONTACT SURFACE ALWAYS IS DIERENT FROM ZERO WHEN THE VEHICLE MOVES
6HAT OF COURSE IS THE SOURCE OF THE WEAR ON BOTH THE RAIL AND THE WHEEL TREADS AND ANGES

(&2/$  6HE WHEELRAIL CONTACT SURFACE

9HILE THE NORMAL LOAD IS VERY IMPORTANT FOR THE LONGTERM DYNAMIC DETERIORATION OF
THE TRACK IT IS THE TANGENTIAL FORCES THAT ARE MOST IMPORTANT FOR THE VEHICLE DYNAMICS
6HE CREEP CREATES TANGENTIAL FORCES THAT ARE DENOTED 6*' %4''2 (14%'5 6HE CREEP FORCES
HAVE TWO COMPONENTS IN THE CONTACT SURFACE 1NE IS LONGITUDINAL IN THE DIRECTION OF THE
MOTION OF THE WHEEL SET AND THE OTHER IS LATERAL +T IS NOT NECESSARILY HORIZONTAL DUE TO
THE CONTACT ANGLE 2ERPENDICULAR TO THE CONTACT SURFACE IS A THIRD COMPONENT 6HE SPIN
CREEP  WHICH EXERTS A TORQUE / SEE GURE  6HE TORQUE IS CREATED BY THE RESULTANT OF
THE CREEP FORCES WHICH HAS A POINT OF ATTACK THAT IN GENERAL DIERS FROM THE CENTRE OF THE
CONTACT ELLIPSE AND DEPENDS ON THE CONTACT ANGLE 9HEN THE CONTACT ANGLE IS ZERO THEN
THE SPIN CREEP IS ZERO 9HEN THE CONTACT ANGLES OF THE LEFT AND RIGHT WHEEL OF THE WHEEL
H. True 81

SET ARE EQUAL THEN THE SPIN CREEPS OF THE WHEELS ARE EQUAL AND OPPOSITE 6HE RESULTING
SPIN CREEP OF THE WHEEL SET IS THEN ZERO

(&2/$  6HE WHEELRAIL CREEPAGES AND CREEP FORCES

6HE PROBLEM OF CALCULATING THE CREEPAGE AND THE CREEP FORCES IS HIGHLY NONLINEAR AND
IT HAS BEEN TREATED BY SEVERAL SCIENTISTS 6HE MAIN REFERENCE TO THIS PROBLEM IS -ALKER +N
A SERIES OF PUBLICATIONS STARTING WITH HIS 2H& THESIS -ALKER HAS FORMULATED AND SOLVED
THE ROLLING CONTACT PROBLEM AND HE HAS MADE COMPUTER PROGRAMS OF INCREASING ACCURACY
AND %27 TIME FOR THE NUMERICAL COMPUTATION OF THE STRESSES THE RESULTING CONTACT FORCES
AND THE SPIN TORQUE -ALKER S MOST ACCURATE PROGRAM IS THE EARLIER MENTIONED PROGRAM
%106#%6 +T IS GENERALLY ACCEPTED AS THE MOST ACCURATE PROGRAM FOR THE CALCULATION OF
THE WHEELRAIL CONTACT FORCES AND TORQUE # FORMULATION OF THE CLASSICAL DYNAMIC CONTACT
PROBLEM HAS BEEN MADE BY %HUDZIKIEWICZ  # FORMULATION OF AN EXTENSION OF THE
CLASSICAL THEORY TO 0ON5TEADY5TATE AND 0ON*ERTZIAN PROBLEMS IS GIVEN BY -NOTHE ET AL

1THER MODELS OF THE CONTACT FORCES VERSUS THE CREEPAGE HAVE BEEN FORMULATED 6HE
MOST WIDE SPREAD ONE IS THE METHOD BY 5HEN *EDRICK AND 'LKINS SINCE IT IS EASY TO
IMPLEMENT +T YIELDS GOOD RESULTS AS LONG AS THE SPIN CREEP IS SMALL 5HEN ET AL 
PRESENT A SURVEY OF THESE MODELS
# MORE RECENT SURVEY OF THE MODELS HAS BEEN WRITTEN BY -ALKER  # RECENT
CONTRIBUTION BY 2OLACH  THAT IS NOT INCLUDED IN -ALKER  DESCRIBES A FAST AND
FOR MOST APPLICATIONS SUCIENTLY ACCURATE COMPUTER PROGRAM FOR THE CALCULATION OF THE
82 Dynamics of Railway Vehicles and Rail/Wheel Contact

(&2/$  6HE GENERAL FORM OF THE DEPENDENCE OF THE NORMALIZED CREEP FORCE ( ON THE
CREEPAGE C

WHEELRAIL CONTACT FORCES


6HE GENERAL SHAPE OF THE CREEP FORCE NORMALIZED BY THE %OULOMB FRICTION FORCE (
VERSUS THE CREEPAGE C IS SHOWN ON GURE  +T IS CLEARLY NONLINEAR AND HAS THE FORM
OF A CHARACTERISTIC OF A WEAKENING DAMPER 6HE CURVE APPROACHES THE %OULOMB FRICTION
LIMIT FOR LARGE CREEPAGE WHICH CORRESPONDS TO PURE SLIDING OR WHEEL SLIP (OR STILL LARGER
CREEPAGES THE CURVE DROPS O AGAIN 6HIS IS THE CAUSE OF A HYSTERESIS EECT THAT IS WELL
KNOWN FROM WHEEL SETS UNDER HIGH TRACTIVE TORQUES 7NDER TRACTION SOCALLED MACROSLIP
OSCILLATIONS DEVELOP AND UNDER BRAKING THE VEHICLE BRAKING FORCE DECREASES WHEN THE
WHEELS ARE BLOCKED
6HE LATERAL ACCELERATIONS OF THE VEHICLES ARE THE MOST ANNOYING DISTURBANCES +N ORDER
TO CALCULATE THE LATERAL DISPLACEMENTS AND ACCELERATIONS WE MUST OF COURSE KNOW THE
LATERAL CREEP FORCES +T MUST BE REMEMBERED HOWEVER THAT THE LONGITUDINAL CREEPAGE HAS
A RECIPROCAL EECT ON THE LATERAL CREEP FORCES (URTHERMORE THE SPIN CREEPAGE PRODUCES
A LATERAL FORCE 6HIS CONTRIBUTION TO THE TOTAL LATERAL FORCE REDUCES THE LONGITUDINAL PART
OF THE TOTAL CREEP FORCE THAT IS NEEDED FOR THE TRACTION  SOMETIMES QUITE SUBSTANTIALLY
6HIS IS THE CAUSE OF THE WHEEL SLIP OF DRIVEN AXLES AT HIGH SPEED THAT HAS BEEN OBSERVED
IN REAL LIFE 6HE AXLE TORQUE AT HIGH SPEED OF THE VEHICLE IS SMALLER THAN UNDER THE INITIAL
ACCELERATION WHERE HIGH LONGITUDINAL CREEP FORCES ARE PRODUCED SO THE HIGH SPEED WHEEL
SLIP HAS PUZZLED THE ENGINEERS FOR DECADES #LTOGETHER THERE EXISTS A RATHER COMPLICATED
NONLINEAR RELATIONSHIP BETWEEN ALL THE CREEPAGES AND THE COMPONENTS OF THE CREEP FORCES
#LTHOUGH -ALKER S THEORY IS CALLED EXACT  IT IS IMPORTANT TO BE AWARE OF -ALKER S
ASSUMPTIONS $IRKEDAL 0IELSEN  DISCUSSES -ALKER S ASSUMPTIONS AND EXTENDS THE
THEORY BUT $IRKEDAL S OWN RESULTS ARE ONLY TWODIMENSIONAL $IRKEDAL INVESTIGATES THE
EECT OF A SPEED DEPENDENT ADHESION COECIENT *IS POLYNOMIAL MODEL OF THE CONTACT
SURFACES ALLOWS VERY SMALL CHARACTERISTIC WAVELENGTHS OF THE TRACK IRREGULARITIES SUCH AS THE
DREADED SMALL WAVELENGTH CORRUGATIONS *IS MODEL ALSO CAN BE USED TO INVESTIGATE 010
H. True 83

56'#&; TWODIMENSIONAL ROLLING CONTACT PROBLEMS 6HE EXTENSION TO THREEDIMENSIONAL


CONTACT PROBLEMS 9+6*176 52+0 %4''2 IS CONCEPTIONALLY SIMPLE +T IS DONE BY EXTENDING THE
SURFACE INTEGRAL IN $IRKEDAL S THEORY OVER THE ENTIRE CONTACT ELLIPSE 6HE APPLICATION OF
THE THEORY TO THE GENERAL THREEDIMENSIONAL CONTACT PROBLEMS IS HOWEVER STILL AN OPEN
PROBLEM
4ECENT CONTRIBUTIONS TREAT THE WHEEL AND THE RAIL AS ELASTIC CONTINUA AND SOLVE THE
THEORETICAL CONTACT PROBLEM NUMERICALLY USING NITE ELEMENTS 6HEREBY AN IMPROVED
CORRESPONDANCE BETWEEN THE THEORETICAL AND MEASURED RESULTS AS WELL AS A DEEPER UNDER
STANDING OF THE PROCESS HAVE BEEN ACHIEVED 6HE COSTS MEASURED IN %27TIME HOWEVER
ARE SO HIGH THAT THE PROGRAMS ARE LESS USEFUL FOR MOST VEHICLE DYNAMICS INVESTIGATIONS
6HE INTERESTED READER IS REFERRED TO &AMME ET AL  AND THE REFERENCES THEREIN
6HE WHEELRAIL CONTACT GEOMETRY AND THE WHEELRAIL CONTACT FORCES CONSTITUTE THE BASIS
FOR ALL RAILWAY VEHICLE DYNAMIC INVESTIGATIONS INCLUDING WEAR AND FATIGUE 6HE PROBLEMS
TO BE SOLVED ARE SO COMPLICATED THAT A NUMERICAL ANALYSIS IS MANDATORY FOR EVEN THE
APPROXIMATE SOLUTIONS 6HE METHODS THAT USE NITE ELEMENT METHODS AND -ALKER S PRO
GRAM %106#%6 CONSUME SO MUCH %27 TIME THAT THEY HARDLY CAN BE USED IMPLICITLY
AS SUBROUTINES IN ANY RAILWAY DYNAMIC PROGRAMS 5EVERAL APPLICATIONS OF %106#%6
EXIST HOWEVER IN WHICH THE POSSIBLE RAILWHEEL CONTACT CONGURATIONS AND FORCES VERSUS
THE INDEPENDENT VARIABLES ARE CALCULATED AND TABULATED A PRIORI 6HE POSITIONS AND THE
FORCES THAT ARE NEEDED IN THE DYNAMIC SYSTEM FOR THE CALCULATION OF THE NEXT TIME STEP
ARE THEN FOUND BY INTERPOLATIONS OF THE TABULATED VALUES AND USED AS EXTERNAL INPUTS IN
THE DYNAMIC SYSTEM +T IS RECOMMENDED TO USE EITHER SPLINES OR SIMILAR POLYNOMIAL FORMS
FOR THE INTERPOLATION SINCE THE NONSMOOTH LINEAR INTERPOLATION MAY CREATE NUMERICAL
PROBLEMS # HIGHER ACCURACY CAN BE ACHIEVED THROUGH THE USE OF IMPLICIT INTERPOLATION
SCHEMES
6HE APPROXIMATIONS BY 5HEN ET AL  AND 2OLACH  ARE EASY TO IMPLEMENT
AND WORK SO FAST THAT THEY EASILY MAY BE IMPLEMENTED IMPLICITLY IN A NUMERICAL PROGRAM
FOR THE DETERMINATION OF THE DYNAMICS OF A RAILWAY VEHICLE 6HE INTERESTED READER MAY
ND THE EXPRESSIONS TO BE PROGAMMED OR EVEN THE ROUTINE ITSELF IN THE REFERENCES 5HEN
ET AL  AND 2OLACH 

 %$"!$' !"+,  !" ,$#!(


 +1/,#2"1(,+
6HE VEHICLE DYNAMIC PROBLEMS ARE PARAMETER DEPENDENT 'XAMPLES OF PARAMETERS
ARE THE ADHESION COECIENT IN THE RAILWHEEL CONTACT SURFACE SPRING STINESSES IN THE
SUSPENSIONS AND THE SPEED OF THE VEHICLE 6HE DYNAMICS OF PARAMETER DEPENDENT SYSTEMS
DEPEND ON THE VALUES OF THE PARAMETERS +F THE PARAMETERS VARY DURING OPERATION THEN
THE DYNAMICS CAN CHANGE QUALITATIVELY AT CERTAIN %4+6+%#. PARAMETER VALUES +N RAILWAY
VEHICLE DYNAMICS THE SPEED 8 OF THE VEHICLE IS AN EXTERNALLY CONTROLLED PARAMETER THAT
VARY DURING THE OPERATION 6HE INVESTIGATION OF THE DYNAMICS OF A VEHICLE THEREFORE MUST
START WITH A SEARCH FOR THE POSSIBLE STEADY STATES OF THE DYNAMIC SYSTEM AND THE CRITICAL
SPEEDS WHERE THE DYNAMICS MAY CHANGE QUALITATIVELY
#LL RAILWAY VEHICLES KNOWN TO THE AUTHOR HAVE A %4+6+%#. 52''& 6HEY MAY HAVE MORE
84 Dynamics of Railway Vehicles and Rail/Wheel Contact

BUT IT IS ONLY THE LOWEST WHICH IS CALLED %4+6+%#. #T SPEEDS BELOW THE CRITICAL SPEED THE
IRREGULAR MOTIONS OF THE VEHICLE WILL EXCLUSIVELY BE RESPONSES TO THE TRACK GEOMETRY AND
ITS IRREGULARITIES 9E NEGLECT AERODYNAMIC FORCES IN THESE NOTES #BOVE THE CRITICAL SPEED
THE VEHICLE OSCILLATES IN THE PLANE OF THE TRACK 6HROUGH COUPLING IN THE SUSPENSIONS THE
OSCILLATIONS MAY SPREAD TO ROLL AND PITCH MOTIONS 6HIS IS THE WELLKNOWN *706+0) 6HE
CRITICAL SPEED DEPENDS ON MANY PARAMETERS AND ITS DETERMINATION IS NOT TRIVIAL 6HE
RAILWAY INDUSTRY TRIES TO DESIGN THE VEHICLES IN SUCH A WAY THAT THE CRITICAL SPEED LIES
WELL ABOVE THE MAXIMUM OPERATIONAL SPEED OF THE VEHICLE 6HE QUESTIONS OF INITIAL COSTS
MAINTENANCE COSTS AND ROBUSTNESS DO HOWEVER PLAY AN IMPORTANT ROLE 6HE SUSPENSIONS
THAT GUARANTEE A HIGH CRITICAL SPEED ARE VERY SOPHISTICATED  NOWADAYS ACTIVE  SYSTEMS
THAT DO NOT SATISFY THE COST CRITERIA FOR EVERY TYPE OF VEHICLE 6HEREFORE THE CHEAP DESIGNS
FOR FREIGHT WAGONS MOST OFTEN HAVE AN OPERATIONAL SPEED RANGE THAT INCLUDES THE CRITICAL
SPEED
+T HAS BEEN ASSUMED FOR MORE THAN A CENTURY THAT THE DETERMINATION OF A CRITICAL
PARAMETER VALUE IN DYNAMIC PROBLEMS CAN BE FORMULATED MATHEMATICALLY AS A STABILITY
PROBLEM 6HIS IS NOT TRUE IN GENERAL AND FOR RAILWAY VEHICLES AS A GROUP OF DYNAMIC
SYSTEMS IN PARTICULAR 6HAT IS CONNECTED WITH THE NONLINEAR NATURE OF VEHICLE DYNAMICS
AND WE MUST THEREFORE TAKE A LOOK AT THE BASICS OF NONLINEAR DYNAMICS IN THE FOLLOWING
CHAPTERS

 + +,+)(+$ / #6+ *(" -/,!)$*0 (+ &$+$/ )


+N GENERAL ALL KINEMATICAL AND CONSTITUTIVE RELATIONS IN VEHICLE SYSTEM DYNAMICS ARE
NONLINEAR 6HE MODELLING OF SUCH SYSTEMS THEREFORE LEADS TO NONLINEAR DYNAMIC SYSTEMS
WHICH MUST BE INVESTIGATED WITH RESPECT TO THEIR PROPERTIES AND EVOLUTION
+T IS CHARACTERISTIC FOR VEHICLE DYNAMIC SYSTEMS THAT THEY CONTAIN ELEMENTS WHICH
DISSIPATE ENERGY 6HEREFORE WE CONSIDER 10.; &+55+2#6+8' #0& 010%105'48#6+8' 5;56'/5 IN
THESE NOTES
6HE TRADITIONAL WAY OF SOLVING A NONLINEAR DISSIPATIVE DYNAMIC PROBLEM IS TO SOLVE
THE CORRESPONDING LINEAR DYNAMIC PROBLEM RST AND THEN APPLY PERTURBATION THEORY BY
MAKING AN EXPANSION OF THE SOLUTION OF THE FULLY NONLINEAR PROBLEM AROUND THE SOLUTION
TO THE LINEAR PROBLEM 6HIS METHOD HAS OFTEN LED TO SATISFACTORY RESULTS ALTHOUGH THE
SOLUTION IS APPROXIMATE AND THE ERROR WILL GROW WITH THE EXPANSION PARAMETER OR COOR
DINATE +T IS TACITLY ASSUMED THAT THE SOLUTION CAN BE APPROXIMATED TO THE RST ORDER
BY THE UNIQUE SOLUTION OF A LINEAR PROBLEM AND THE NONLINEAR INUENCE CAN BE FOUND BY
ADDITION OF A CORRECTION  THE TERMS IN THE PERTURBATION EXPANSION  TO THE SOLUTION OF THE
LINEAR PROBLEM 6HE RST ASSUMPTION IS PRINCIPALLY WRONG
# NONLINEAR DYNAMIC PROBLEM
MAY HAVE SEVERAL DIERENT STEADY STATE SOLUTIONS  EVEN THOUGH IT IS DISSIPATIVE 5EE AN
EXAMPLE OF MULTIPLE STEADY STATE SOLUTIONS ON (IGURE  +N CONTRAST THE SOLUTION OF A
LINEAR DISSIPATIVE SYSTEM WITHOUT FORCING WILL ALWAYS TEND TO ZERO 9ITH FORCING IT TENDS
TO THE PARTICULAR INTEGRAL DENED BY THE FORCING INDEPENDENTLY OF THE INITIAL CONDITIONS
6HEREFORE THE SOLUTION TO THE LINEAR PROBLEM MAY BE WRONG AS A RST APPROXIMATION TO
THE NONLINEAR PROBLEM 6HE OTHER ASSUMPTION IS THAT THE SOLUTION TO THE NONLINEAR PROB
LEM CAN BE APPROXIMATED BY A SUM OF TWO PARTS 6HE SOLUTION TO THE LINEAR PROBLEM
AND A SERIES EXPANSION 6HAT METHOD WILL LEAD TO A GOOD APPROXIMATION OF A SOLUTION TO
H. True 85

THE NONLINEAR PROBLEM IN A CERTAIN PARAMETER INTERVAL PROVIDED THE SOLUTION OF THE LINEAR
PROBLEM IS A GOOD RST APPROXIMATION  IE THE RST ASSUMPTION HOLDS  AND THE CORRECT
PERTURBATION METHOD IS USED
+N VEHICLE SYSTEM DYNAMICS THE DYNAMIC PROBLEM IS MOST OFTEN RST TO ND THE STEADY
STATES NEXT TO DETERMINE THEIR STABILITY AND THIRD TO DETERMINE THE BEHAVIOUR OF THE
VEHICLE WHEN CHANGES BETWEEN THE STEADY STATES EG BY BRAKING A VEHICLE OCCUR 6HERE
FORE THE FUNDAMENTAL PROBLEM IS RST TO ND THE STATIONARY AND OTHER STEADY STATES AND
THEIR STABILITY *' #0#.;5+5 1( # 010.+0'#4 &;0#/+% 241$.'/ /756 6*'4'(14' #.9#;5 $')+0
9+6* # 5'#4%* (14 #.. 6*' 56'#&; 56#6'5 &'2'0&+0) 10 6*' 2#4#/'6'45 +0 6*' 241$.'/ $;
51.76+10 1( 6*' (7.. 010.+0'#4 241$.'/ +N AN APPROPRIATE FRAME AT LEAST ONE OF THE STEADY
STATES CAN OFTEN BE FOUND EASILY BUT THAT IS ONLY THE BEGINNING
+N THE SIMPLEST NONLINEAR PROBLEMS SOME STEADY STATE SOLUTIONS CAN BE FOUND ANALYTI
CALLY BUT MOST OFTEN NUMERICAL METHODS MUST BE USED 6HE USE OF NUMERICAL METHODS WILL
BE DISCUSSED IN SECTION  +F MULTIPLE STEADY STATES EXIST THEN THEY FORTUNATELY VERY OFTEN
DEVELOP THROUGH SO CALLED $+(74%#6+105 OR BRANCHING O FROM OTHER STEADY STATES WHEN A
CONTROL PARAMETER IN THE PROBLEM IS VARIED 6HERE ARE SEVERAL TYPES OF BIFURCATIONS AND
THE ONES MOST RELEVANT FOR VEHICLE DYNAMIC SYSTEMS ARE DESCRIBED IN CHAPTER 
6HIS FACT OERS US A POSSIBILITY TO ND MULTIPLE STEADY STATES BY TRACING ALREADY
FOUND STEADY STATE SOLUTIONS BY VARYING THE CONTROL PARAMETER THROUGH THE VALUES WHERE
BIFURCATIONS TAKE PLACE AND THEN CHANGE TO FOLLOW THE NEW SOLUTION FROM THE BIFURCATION
IN DEPENDENCE ON THE CONTROL PARAMETER 6HE FUNDAMENTAL STEPS IN THE SOLUTION OF A
NONLINEAR DYNAMIC PROBLEM THEREFORE CONSIST OF NDING AT LEAST ONE STEADY STATE SOLUTION
IN A SUCIENTLY LARGE PARAMETER INTERVAL AND DETERMINE ITS STABILITY IN DEPENDENCE ON THE
PARAMETER 6HEN ND BIFURCATION POINTS WHERE DIERENT STEADY SOLUTIONS WILL BE FOUND
6HE NEW SOLUTIONS AND THEIR STABILITY MUST THEN BE DETERMINED IN DEPENDENCE ON THE
CONTROL PARAMETER 6HE NEW SOLUTIONS MAY CREATE NEW BIFURCATION POINTS WHICH MUST BE
FOUND AND THE GAME STARTS ALL OVER IN THESE NEW BIFURCATION POINTS
7NFORTUNATELY THERE
IS NO GUARANTEE THAT #.. THE STEADY STATE SOLUTIONS WILL BE DETERMINED IN THIS WAY BUT
EXPERIENCE SHOWS THAT THE METHOD IS VERY ECIENT 6HE METHOD IS DESCRIBED IN DETAIL
IN SECTION  )OOD ENGINEERING KNOWHOW IS STILL NEEDED TO JUDGE WHETHER ALL POSSIBLE
STATES HAVE BEEN FOUND OR IT IS NECESSARY TO USE OTHER STRATEGIES TO ND POSSIBLE MISSING
STATES
0ONLINEAR MECHANICS DEALS WITH THE FORMULATION OR MODELLING OF PROCESSES WHILE NON
LINEAR DYNAMICS IS A MATHEMATICAL DISCIPLINE 6HE TOPICS THEREFORE ARE DIERENT 9E SHALL
DEAL WITH 010.+0'#4 #0& &'6'4/+0+56+% &;0#/+%5 IN THESE NOTES 5TOCHASTIC VARIABLES
ARE EXCLUDED +N NONLINEAR PROBLEMS 6*' ':+56'0%' OF SOLUTIONS IS THE PRIMARY OBJECT OF
ANALYSIS IN CONTRAST TO 56#$+.+6; WHICH COMES SECOND 9HEN SEVERAL STABLE STEADY STATE
SOLUTIONS OF A DISSIPATIVE PROBLEM COEXIST EACH AND EVERYONE WILL HAVE A SET OF ITS OWN
INITIAL CONDITIONS WITH THE PROPERTY THAT ALL SOLUTIONS DETERMINED BY INITIAL CONDITIONS
FROM THAT SET WILL TEND TO THAT PARTICULAR STABLE SOLUTION 5UCH A SET OF INITIAL CONDITIONS
IS CALLED A $#5+0 1( #664#%6+10 6HIS FACT HAS AN IMPORTANT IMPLICATION +F THE DYNAMIC
PROBLEM HAS MULTIPLE STEADY STATES AND THE CORRESPONDING PHYSICAL VEHICLE IN THE REAL
WORLD IS SUBJECT TO UNCONTROLLED INITIAL CONDITIONS THEN NITE PROBABILITIES EXIST FOR THE
VEHICLE TO TEND TO ANY ONE OF THE STABLE STEADY STATES +N OTHER WORDS 9HEN SEVERAL
STABLE STEADY STATE SOLUTIONS OF A DISSIPATIVE DYNAMIC PROBLEM COEXIST THEN THE VEHICLE IS
86 Dynamics of Railway Vehicles and Rail/Wheel Contact

7056#$.' 61 0+6' &+5674$#0%'5


6HE MATHEMATICAL PROPERTIES OF NONLINEAR SYSTEMS ARE FUNDAMENTALLY DIERENT FROM
THE MATHEMATICAL PROPERTIES OF LINEAR SYSTEMS AND THE NONLINEAR SYSTEMS MUST BE TREATED
ACCORDINGLY
#N IMPORTANT DIERENCE BETWEEN THE PROPERTIES OF LINEAR AND NONLINEAR SYS
TEMS IS THAT THE PRINCIPLE OF SUPERPOSITION DOES NOT APPLY TO NONLINEAR SYSTEMS 6HE
PRINCIPLE OF SUPERPOSITION IS THE BASIS OF INTEGRAL TRANSFORM SOLUTION METHODS #NOTHER
DIERENCE IS THE EECT OF THE INITIAL CONDITIONS ON THE STEADY STATE SOLUTION OF AN INI
TIAL VALUE PROBLEM # LINEAR DISSIPATIVE PROBLEM HAS ONLY ONE STEADY STATE SOLUTION
INDEPENDENT OF THE INITIAL CONDITIONS BUT A NONLINEAR PROBLEM MAY HAVE MORE STEADY
STATE SOLUTIONS WHERE EACH ONE DEPENDS UNIQUELY ON THE APPLIED INITIAL CONDITIONS 6HE
EXISTENCE OF MORE STEADY STATE SOLUTIONS OF A NONLINEAR PROBLEM IS DEMONSTRATED IN THE FOL
LOWING EASY EXAMPLE OF A NONLINEAR INITIAL VALUE PROBLEM (ROM 6HOMPSON AND 5TEWART
 P
%ONSIDER THE NONLINEAR DIERENTIAL EQUATION

         


!   
WITH THE INITIAL CONDITIONS

 !    !  


AND
 !    !  
6HE TWO DIERENT INITIAL VALUE PROBLEMS  AND  LEAD TO TWO DIF
FERENT STEADY SOLUTIONS  CALLED #664#%6145 6HEY ARE FOUND NUMERICALLY USING THE 4UNGE
-UTTA SOLVER RK FROM /#2.'  6HE ATTRACTORS ARE DEPICTED ON GURE 

(&2/$  6HE TWO SOLUTIONS OF  AND 

+T IS EASILY SEEN THAT ALTHOUGH THE EXCITATION IS A PERIODIC FUNCTION WITH THE AMPLITUDE
 AND THE SYSTEM IS DAMPED THEN THERE EXISTS A STEADY STATE LARGE AMPLITUDE SOLUTION
TO THE DIERENTIAL EQUATION IN ADDITION TO THE EXPECTED STEADY STATE SOLUTION WITH AM
PLITUDE LESS THAN TWO 6HIS IS AN EXAMPLE OF %1':+56+0) 56'#&; 56#6' 51.76+105 9HEN THE
H. True 87

CORRESPONDING LINEAR PROBLEM IS SOLVED WITHOUT THE  TERM ONLY A LOW AMPLITUDE STEADY
STATE PERIODIC SOLUTION EXISTS FOR BOTH SETS OF INITIAL CONDITIONS
(URTHERMORE OSCILLATION FREQUENCIES ARE AMPLITUDE DEPENDENT IN NONLINEAR DYNAMICS
#S A CONSEQUENCE HEREOF 6*' %10%'26 1( 4'510#0%' 57%* #5 +6 +5 75'& +0 .+0'#4 6*'14; /756
$' 4'%105+&'4'& #0& 4'8+5'&
+N ORDER TO SIMPLIFY THE NONLINEAR DYNAMIC PROBLEM THE SYSTEM MAY BE IDEALIZED
WITHIN CERTAIN LIMITS 6HE SIMPLEST ASSUMPTION IS THAT ALL THE PARAMETERS ARE INDEPENDENT
OF THE STATE OF THE SYSTEM BUT IT IS WRONG FOR ALL REAL MECHANICAL SYSTEMS +N MANY
CASES HOWEVER IT IS POSSIBLE TO ND INTERVALS OF THE ACTION IN WHICH CERTAIN PARAMETERS
IN PRACTICE IE WITHIN A GIVEN SMALL TOLERANCE REMAIN CONSTANT +T MAY FOR EXAMPLE
HAPPEN THAT THE ACTION OF A DAMPER IN THE PROBLEM OF INTEREST IS LIMITED TO SUCH A SMALL
VELOCITY INTERVAL THAT ITS NONLINEAR CHARACTER MAY BE NEGLECTED 5UCH SIMPLICATIONS IN
THE THEORETICAL MODEL MUST HOWEVER BE MADE WITH GREAT CAUTION BECAUSE THEY MAY
CHANGE THE SOLUTIONS OF THE PROBLEM 37#.+6#6+8'.; #0&
14 37#06+6#6+8'.; AND IMPORTANT
PROPERTIES OF THE SOLUTION MAY BE LOST
+N THE FOLLOWING WE SHALL INTRODUCE THE BASIC NOTIONS OF A 56#6' 52#%' AND 64#,'%614+'5
BECAUSE THEY LEAD TO A VISUALIZATION OF THE SOLUTIONS OF DYNAMIC PROBLEMS THEIR UNIQUENESS
OR LACK OF SAME AND STABILITY 9E SHALL ALSO PRESENT THE CONDITIONS UNDER WHICH A
LINEARIZATION OF A NONLINEAR OPERATOR PROBLEM IS PERMITTED AND INDICATE HOW THE SOLUTION
OF THE LINEARIZED PROBLEM CAN GIVE VALUABLE INFORMATION ABOUT THE LOCAL PROPERTIES OF
THE NONLINEAR PROBLEM 9E SHALL DENE AND EXAMINE STATIONARY AND OTHER STEADY STATE
SOLUTIONS THEIR STABILITY AND BIFURCATIONS (INALLY PROPERTIES OF SOLUTIONS THAT CANNOT EXIST
IN LINEAR SYSTEMS  SUCH AS CHAOS  WILL BE DESCRIBED AND THEIR EECTS BRIEY DISCUSSED

 '$ ,/*2) 1(,+ ,%  ()4 6 $'(")$ 6+ *(" /,!)$*


6HE PROBLEMS IN THEORETICAL VEHICLE DYNAMICS ARE FORMULATED AS NONLINEAR DYNAMIC
MULTIBODY PROBLEMS 6HE ROLLING WHEELRAIL CONTACT AS WELL AS THE MORE RARELY APPLIED
SLIDING CONTACT ARE THE MOST IMPORTANT FEATURES OF A VEHICLE DYNAMIC SYSTEM AND THE CON
STITUTIVE LAWS FOR THESE CONTACTS ARE NONLINEAR +N A MULTIBODY SYSTEM THE SINGLE BODIES
ARE INTERCONNECTED AND SEVERAL OF THE CONNECTIONS  EG SPRINGS AND DAMPERS  OBEY
NONLINEAR CONSTITUTIVE LAWS )UIDES INTRODUCE CONSTRAINTS WHICH OFTEN ARE FORMULATED BY
ALGEBRAIC OR TRANSCENDENTAL EQUATIONS SO THE PROBLEMS IN VEHICLE DYNAMICS MUST OFTEN
BE FORMULATED AS A SYSTEM OF DIERENTIALALGEBRAIC EQUATIONS &#' $UMPER STOPS AND
DRY FRICTION CONTACT ARE IMPORTANT NONLINEARITIES THAT INTRODUCE DISCONTINUITIES 6HE DIS
CONTINUITIES VIOLATE THE ASSUMPTIONS OF THE MATHEMATICAL THEOREMS WHICH FORM THE BASIS
OF MANY METHODS THAT ARE APPLIED FOR THE SOLUTION OF SYSTEMS OF DIERENTIALALGEBRAIC
EQUATIONS
+N VEHICLE DYNAMICS THE ANALYSIS OF THE PROBLEM IS MOST OFTEN FORMULATED AS AN INITIAL
VALUE PROBLEM FOR A SYSTEM OF ORDINARY DIERENTIAL EQUATIONS WITH THE TIME  AS THE
SINGLE INDEPENDENT VARIABLE 6HE SYSTEM OF DIERENTIAL EQUATIONS MAY BE COMBINED WITH
ALGEBRAIC OR TRANSCENDENTAL EQUATIONS THAT EXPRESS CERTAIN KINEMATICAL CONSTRAINTS EG
THE GEOMETRIC CONTACT BETWEEN A WHEEL SET AND THE RAILS 6HE ALGEBRAIC EQUATIONS ARE
IN GENERAL NONLINEAR AND THEY MUST BE SOLVED TOGETHER WITH THE SYSTEM OF DIERENTIAL
EQUATIONS AS ONE SYSTEM OF DIERENTIALALGEBRAIC EQUATIONS $OUNDARY VALUE PROBLEMS
88 Dynamics of Railway Vehicles and Rail/Wheel Contact

FOR PARTIAL DIERENTIAL EQUATIONS OR EQUATIONS WITH TIME LAG MAY HOWEVER ALSO ENTER THE
DYNAMIC SYSTEM BUT THEY WILL NOT BE CONSIDERED IN THESE NOTES

 $ )  %#)', % %$"!$' *)%$%#%*( ,$#! ,()#(


 ,*$ $+(1(,+0
6HE GEOMETRIC THEORY OF NONLINEAR DYNAMIC SYSTEMS PROVIDES THE BEST ACCESS TO AN
UNDERSTANDING OF THE BEHAVIOUR OF SUCH SYSTEMS # DYNAMIC SYSTEM IS A SYSTEM OF RST
ORDER ORDINARY DIERENTIAL EQUATIONS THAT OFTEN IS CONNECTED WITH A SYSTEM OF ALGEBRAIC
OR TRANSCENDENTAL EQUATIONS WHICH DENE CONSTRAINTS IN THE SYSTEM *' 56#6' 1( 6*'
5;56'/ IS DENED AS THE SET OF POSITIONS AND VELOCITIES OF EACH AND EVERY ELEMENT OF THE
VEHICLE IN A SUITABLE COORDINATE SYSTEM $OTH THE POSITIONS AND THE VELOCITIES ARE TREATED
AS DEPENDENT VARIABLES IN THE DYNAMIC SYSTEM WITH TIME  AS THE INDEPENDENT VARIABLE
6HE DIMENSION 0 OF THE STATE SPACE EQUALS THE NUMBER OF DEPENDENT VARIABLES OF THE
DYNAMIC SYSTEM 6HE MATHEMATICAL PROBLEM CONSISTS OF NDING THE STATE OF THE SYSTEM
UNDER EXTERNAL ACTION AS A FUNCTION OF THE TIME AND IN DEPENDENCE ON THE PARAMETERS +N
THE FOLLOWING SECTION WE SHALL ASSUME THAT THE PARAMETERS ARE ALL CONSTANT
6HE DEPENDENT VARIABLES    !    ARE CALLED 56#6' 8#4+#$.'5 AND THEY ARE ALL REAL
5 IS THE 0DIMENSIONAL VECTOR    !     6HE TIME  IS THE INDEPENDENT VARIABLE +F
THE TIME  DOES NOT ENTER THE DYNAMIC SYSTEM EXPLICITLY THE SYSTEM IS CALLED #76101/175
+F THE TIME  ENTERS THE DYNAMIC SYSTEM EXPLICITLY OR THE PARAMETERS DEPEND ON TIME
THEN THE DYNAMIC SYSTEM WILL BE 010#76101/175 #N 0DIMENSIONAL NONAUTONOMOUS
DYNAMIC SYSTEM CAN BE CONVERTED INTO AN 0DIMENSIONAL AUTONOMOUS SYSTEM BY THE
INTRODUCTION OF THE TIME  AS AN ADDITIONAL DEPENDENT VARIABLE BY THE PHASE EQUATION
  !  AND CONSIDER  THE NEW INDEPENDENT TIME VARIABLE 9E SHALL THEREFORE ONLY
CONSIDER AUTONOMOUS SYSTEMS IN THE FOLLOWING +F THE PARAMETERS DEPEND ON THE STATE OF
THE DYNAMIC SYSTEM THEN THE PARAMETERS WILL GIVE RISE TO ADDITIONAL NONLINEARITIES
9E DENOTE 
 BY ? AND CORRESPONDINGLY  BY 5 

!   J!/ DENOTES A SET OF / REAL VALUED PARAMETERS # 2#4#/'6'4 &'2'0&'06


010.+0'#4 &;0#/+% 5;56'/ CAN THEN BE WRITTEN IN THE FORM

5 ! 5  


 IS AN 0DIMENSIONAL REAL VALUED @SUCIENTLY SMOOTH NONLINEAR VECTOR FUNCTION OF
THE 0 DEPENDENT VARIABLES   $Y (70%6+10 WE ALWAYS MEAN AN EXPRESSION FROM WHICH
THE VALUE IS DETERMINED 70+37'.; BY THE ARGUMENTS +F UNIQUENESS IS NOT GUARANTEED WE
SPEAK OF A 4'.#6+10 #N EXAMPLE OF A RELATION IS THE EXPRESSION  !  SINCE THERE EXIST
TWO REAL VALUES OF  FOR EVERY POSITIVE VALUE OF  9HEN WE DEAL WITH FUNCTIONS WE CALL
THE SET OF ALL PERMISSIBLE VALUES OF THE ARGUMENTS  6*' &1/#+0 1( 6*' (70%6+10  6HE
SET OF VALUES THAT THE FUNCTION CAN ASSUME FOR ALL PERMISSIBLE VARIATIONS OF THE ARGUMENTS
IS CALLED 6*' 4#0)' 1( 6*' (70%6+10 
# MECHANICAL SYSTEM WITH - DEGREES OF FREEDOM - &1( WILL NORMALLY BE MODELLED
MATHEMATICALLY BY A SYSTEM OF - ORDINARY DIERENTIAL EQUATIONS OF SECOND ORDER IN THE
DEPENDENT VARIABLES   6HE TRIVIAL SUBSTITUTION  !  AND ? !  WILL HOWEVER
H. True 89

TRANSFORM THE SYSTEM OF - SECOND ORDER DIERENTIAL EQUATIONS INTO A SYSTEM OF - RST
ORDER DIERENTIAL EQUATIONS AND WE THEN SET 0 EQUAL TO -
9E NOW INTRODUCE A CARTESIAN COORDINATE SYSTEM WITH THE STATE VARIABLES   AS
THE COORDINATES +T WILL BE 0DIMENSIONAL AND IT IS DENOTED 6*' 56#6' 52#%' OR 2*#5'
52#%' 9E CAN PLOT THE VALUES   THAT SATISFY EQN FOR XED PARAMETER VALUES 
IN THE PHASE SPACE 9E THEN OBTAIN A SET OF CURVES DEPENDING ON THE INITIAL CONDITIONS
WHICH ARE CALLED 64#,'%614+'5 OR +06')4#. %748'5 CORRESPONDING TO EQN  IS A CURVE
PARAMETER AND ASSOCIATED WITH EACH TRAJECTORY IS A DIRECTION SHOWING HOW THE STATE OF
THE SYSTEM CHANGES AS TIME INCREASES 6HE COMPLETE GURE IS CALLED 6*' 2*#5' &+#)4#/
OR 2*#5' 21464#+6 FOR THE SYSTEM # POINT IN THE PHASE SPACE IS CALLED AN +/#)' 21+06
AND THE TRAJECTORY THROUGH AN IMAGE POINT IS OFTEN TERMED A 2*#5' 64#,'%614; IN ORDER TO
DISTINGUISH IT FROM THE TRAJECTORY OF THE MOTIONS IN THE PHYSICAL WORLD 6HE SPEED OF AN
IMAGE POINT IS CALLED 6*' 2*#5' 52''& NOT TO BE CONFUSED WITH THE PHYSICAL SPEED OF THE
ELEMENTS IN THE SYSTEM
+N AUTONOMOUS SYSTEMS 64#,'%614+'5 %#0 016 %4155 '#%* 16*'4 MEANING THAT THE MOTION
OF THE SYSTEM IS DETERMINED 70+37'.; BY ANY POINT ON A TRAJECTORY #N '37+.+$4+7/ 21+06
IS AN IMAGE POINT THAT DOES NOT CHANGE WITH TIME SO THE PHASE TRAJECTORY IS JUST A POINT
+T CORRESPONDS TO A 56'#&; 56#6' OF THE DYNAMIC SYSTEM AND IT IS A 56#6+10#4; 51.76+10
# POINT FOR WHICH THE SLOPE OF THE TRAJECTORY IS NOT DENED IS CALLED A 5+0)7.#4 21+06 ALL
OTHER POINTS ARE CALLED 4')7.#4 21+065 #N EQUILIBRIUM POINT IS A SINGULAR POINT
5INCE A PERIODIC SOLUTION WILL ALWAYS RETURN TO ANY GIVEN STATE WITH ITS PERIOD 6 6*'
64#,'%614; 1( # 2'4+1&+% 51.76+10 /756 $' # %.15'& %748'
&ISSIPATIVE AUTONOMOUS SYSTEMS ARE %1064#%6+0) +0 6*' 2*#5' 52#%' IN THE SENSE THAT
A SMALL VOLUME BOUNDED BY A BUNDLE OF TRAJECTORIES AND LYING BETWEEN  AND    WILL

(&2/$
 'XAMPLES OF TRAJECTORIES OF A DISSIPATIVE DYNAMIC SYSTEM IN STATE SPACE
90 Dynamics of Railway Vehicles and Rail/Wheel Contact

DECREASE WHEN IT MOVES ALONG ITS BUNDLE OF TRAJECTORIES WITH GROWING  SEE GURE  FOR
TWO EXAMPLES

 1 !()(16 ,+"$-10


9E NOW INTRODUCE THE FOUR MOST IMPORTANT CONCEPTS OF STABILITY (IRST WE DENE THE
STABILITY OF EQUILIBRIUM POINTS OR STATIONARY SOLUTIONS )IVEN

5 ! 5  
WITH THE EQUILIBRIUM POINT  +T MEANS THAT

  !  
# SIMPLE COORDINATE TRANSFORMATION WILL TAKE ANY ONE POINT IN THE STATE SPACE TO 
(OR EQUILIBRIUM POINTS WE RST DENE 1%#. 6#$+.+6; OR ;#27018 6#$+.+6;

$+(1(,+  ( 6*'4' (14 #.. 


 ':+56
 61 '8'4; 6*'4' %144'5210&5 #0  57%*
6*#6     5   (14 #.. 6 9*'4' &'016'5 #0 +0+6+#. %10&+6+10 #0&  &'016'5
# 57+6#$.' 014/ 14 /'#574' 6*'0 6*' 21+06  +5 LOCALLY STABLE OR .YAPUNOV STABLE

6HE DENITION STATES THAT A TRAJECTORY WHICH STARTS INSIDE A BALL WITH RADIUS AND
CENTRE IN  THE DOMAIN NEEDS NOT BE SPHERICAL NEVER WILL LEAVE THE BALL WITH RADIUS 
AND CENTRE IN  THE DOMAIN IS NOT NECESSARILY SPHERICAL SEE (IGURE 

$+(1(,+  (  +5 .1%#..; 56#$.' (14 #.. 64#,'%614+'5 6*#6 56#46 +05+&' # &1/#+0 
9*+%* %106#+05  #0& 6*' (1..19+0) 4'.#6+10 +0 #&&+6+10 *1.&5
5   FOR T  
6*'0  +5 ASYMPTOTICALLY STABLE

(&2/$  6RAJECTORIES NEAR THE STABLE POINT  .EFT .OCALLY STABLE AND RIGHT #SYMP
TOTICALLY STABLE
H. True 91

+T IS THE SECOND AND MOST USED CONCEPT OF STABILITY FOR DISSIPATIVE SYSTEMS 6HE DE
NITION STATES THAT  IS ASYMPTOTICALLY STABLE IF ALL TRAJECTORIES THAT START IN  OR ENTER 
ULTIMATELY WILL COME ARBITRARILY CLOSE TO 

0EXT WE DENE 4$+6#. 6#$+.+6; 9E NOW CONSIDER AN ORBIT OR CLOSED TRAJECTORY  AND
A TUBE OF RADIUS  AROUND  2LEASE REMEMBER THAT A CLOSED TRAJECTORY IN PHASE SPACE
REPRESENTS A PERIODIC SOLUTION IN THE PHYSICAL SPACE

$+(1(,+  ( #.. 2#6*5 56#46+0) (41/ +0+6+#. 21+065  9+6*+0 # &+56#0%' (41/ #0;
21+06 10  4'/#+0 2'4/#0'06.; 9+6*+0 # 67$' #4170&  1( 4#&+75  (14 6   6*'0 6*'
14$+6  +5 ORBITALLY STABLE

+F ALL THE PATHS COME ARBITRARILY CLOSE TO  FOR T   THEN THE ORBIT  IS #5;/2616+%#..;
14$+6#..; 56#$.' SEE (IGURE  6HIS DENITION CAN BE EXTENDED TO OTHER STEADY STATE
SOLUTIONS OF THE DYNAMIC SYSTEM

(&2/$  #N ASYMPTOTICALLY ORBITALLY STABLE TRAJECTORY

2OINTS OR PATHS THAT ARE NOT STABLE LOCALLY OR ORBITALLY ARE 7056#$.' 6HEY ARE
UNSTABLE UNDER +00+6'5+/#..; 5/#.. &+5674$#0%'5
#LL THE STABILITY CONCEPTS MENTIONED ABOVE REFER TO STABILITY WITH RESPECT TO DISTUR
BANCES OF +0+6+#. %10&+6+105 6HE LAST CONCEPT OF STABILITY WE SHALL USE REFER TO DISTUR
BANCES OF THE VECTOR FUNCTION 5 
9E THEREFORE NALLY DENE 5647%674#. 56#$+.+6;

$+(1(,+  &;0#/+% 5;56'/ +5 STRUCTURALLY STABLE +( 5/#.. &+5674$#0%'5 1( 6*' 8'%


614 (70%6+10 5  .'#& 61 '37+8#.'06 2*#5' &+#)4#/5

#N OBSERVABLE PHENOMENON SHOULD ALWAYS BE MODELLED BY A STRUCTURALLY STABLE SYS


TEM BECAUSE SMALL ERRORS IN THE MODELLING AND UCTUATIONS IN THE PHYSICAL SYSTEM ARE
UNAVOIDABLE # CONSERVATIVE DYNAMIC SYSTEM IS STRUCTURALLY UNSTABLE ACCORDING TO THIS
DENITION SINCE THE ADDITION OF AN EVER SO SMALL DAMPING WILL CHANGE THE PHASE DIAGRAM
QUALITATIVELY
92 Dynamics of Railway Vehicles and Rail/Wheel Contact

(OR THE INVESTIGATIONS OF ASYMPTOTIC STABILITY OF EQUILIBRIUM POINTS ;#270185 456


/'6*1& MAY BE APPLIED 9ITH NO LOSS OF GENERALITY WE SHALL AGAIN ASSUME THAT THE
EQUILIBRIUM POINT IS  )IVEN THE AUTONOMOUS SYSTEM

5 ! 5  

WITH   ! 

9E ASSUME THAT THE ,ACOBIAN

 ! =   >   !   0

EXISTS AND PROVIDES THE MATRIX  IN 5 !  9E THEN WRITE EQN IN THE FORM

5 ! 5  !  5  5   !  

6HE EQUATION

5 !  5 

IS THE EQN LINEARIZED AROUND  AND 5  IS A REMAINDER WHICH CONTAINS ALL
THE NONLINEAR CONTRIBUTIONS

'$,/$*  .ET  BE AN EQUILIBRIUM POINT OF 5 ! 5 


 ( 6*' #%1$+#0  *#5 0'+6*'4 <'41 014 274'.; +/#)+0#4; '+)'08#.7'5 AND
 5   5   FOR 5  
6*'0 +6 +5 # NECESSARY AND SUCIENT CONDITION FOR ASYMPTOTIC STABILITY OF  6*#6 #..
51.76+105 1( 5 !  5 #4' LOCALLY STABLE
+N OTHER WORDS 7NDER THE CONDITIONS STATED 6*' .+0'#4+<'& 5;56'/ DETERMINES THE
STABILITY OF THE FULL NONLINEAR SYSTEM IN A CERTAIN NEIGHBOURHOOD OF  8EHICLE DYNAMIC
SYSTEMS ARE DISSIPATIVE SYSTEMS AND LOCAL STABILITY OF 5 !  5 IS THEREFORE GUARANTEED
WHEN ALL THE EIGENVALUES OF  HAVE NEGATIVE REAL PARTS +N DENITION  MAY BE VERY
SMALL AND IN THEOREM  THE CONDITION  MAY ONLY BE SATISED IN A VERY SMALL NEIGHBOUR
HOOD OF  6HEREFORE THE STABILITY IS LOCAL IN THE SENSE THAT THE STABILITY OF THE TRIVIAL
SOLUTION 5 !  IS ONLY GUARANTEED FOR INNITESIMALLY SMALL DISTURBANCES 6HE SAME
LIMITATION HOLDS FOR LINEAR STABILITY ANALYSES
+N ORDER TO LINEARIZE A DYNAMIC SYSTEM IT MUST BE DETERMINED BY A FUNCTION IN ORDER TO
GUARANTEE UNIQUENESS OF THE POINT YOU LINEARIZE AROUND 9HEN THE FUNCTION IS EXPANDED
IN A SERIES AROUND THE POINT OF EXPANSION THE LINEAR PART MUST BE THE LOWEST ORDER CON
TRIBUTION WHEN THE VARIABLES APPROACH THE POINT OF EXPANSION 6HEREFORE THE COECIENTS
OF THE LINEAR TERMS IN THE EXPANSION MUST BE NITE AND NONZERO 6HEREFORE 5  IN
 CANNOT BE LINEARIZED AROUND  FOR INSTANCE WHEN (X !   OR COS X
H. True 93

 .2()(!/(2* 0,)21(,+0


9E NOW CONSIDER EQUILIBRIUM POINTS AND CYCLES OF DISSIPATIVE AUTONOMOUS PROBLEMS
WITH THE PARAMETERS XED

5 ! 5 

.2()(!/(2* -,(+10 9E SHALL ONLY CONSIDER EQUILIBRIUM POINTS FOR WHICH THEOREM 
HOLDS 6HE EQUILIBRIUM POINTS AND THEIR STABILITY ARE THEN CHARACTERIZED BY THE SIGN OF
THE EIGENVALUES OF THE ,ACOBIAN IF THE EIGENVALUES ARE REAL AND BY THE SIGN OF THE REAL PART
OF THE EIGENVALUES IF THE EIGENVALUES ARE COMPLEX 5INCE WE HAVE ASSUMED THAT THE STATE
VARIABLES AS WELL AS THE VECTOR FUNCTION 5 ARE REAL THEN THE COMPLEX EIGENVALUES WILL
ALWAYS APPEAR AS COMPLEX CONJUGATE PAIRS +F ALL THE EIGENVALUES ARE REAL AND OF THE SAME
SIGN THEN THE EQUILIBRIUM POINT IS CALLED A 01&#. 21+06 OR A 01&' +F ALL THE EIGENVALUES
ARE NEGATIVE THEN THE NODAL POINT IS ASYMPTOTICALLY STABLE OTHERWISE IT IS UNSTABLE #N
ASYMPTOTICALLY STABLE NODAL POINT FOR THE SIMPLE HARMONIC OSCILLATOR CORRESPONDS TO AN
OVERDAMPED MOTION +F SOME EIGENVALUES ARE COMPLEX THEN THE EQUILIBRIUM POINT IS
CALLED A 52+4#. 21+06 OR A 52+4#. OR A (1%75 +F THE REAL PARTS OF ALL THE EIGENVALUES ARE
NEGATIVE THEN THE SPIRAL IS ASYMPTOTICALLY STABLE #N ASYMPTOTICALLY STABLE SPIRAL FOR THE
SIMPLE HARMONIC OSCILLATOR CORRESPONDS TO AN UNDERDAMPED MOTION 0OTICE THAT THE
CORRESPONDING EIGENVECTORS SPAN DIRECTIONS  IN THE CASE OF NODAL BEHAVIOUR  OR PLANES
IN THE CASE OF SPIRAL BEHAVIOUR SEE (IGURE  +N STATE SPACES OF DIMENSION THREE OR
HIGHER AN EQUILIBRIUM POINT MAY HAVE NODAL PROPERTIES ALONG SOME DIRECTIONS AND SPIRAL
PROPERTIES IN SOME SURFACES
+F THE REAL PART OF THE EIGENVALUES HAVE DIERENT SIGNS THEN THE EQUILIBRIUM POINT IS A
5#&&.' 21+06 OR JUST A 5#&&.' # SADDLE IS #.9#;5 7056#$.' SINCE THE EIGENVECTORS BELONGING
TO THE EIGENVALUES WITH POSITIVE REAL PARTS ARE DIRECTIONS OF REPULSION SEE (IGURE 

(&2/$  # STABLE NODE LEFT AND A STABLE SPIRAL RIGHT +F THE DIRECTIONS OF MOTION
ARE REVERSED THEN THE EQUILIBRIUM POINTS ARE UNSTABLE
94 Dynamics of Railway Vehicles and Rail/Wheel Contact

(&2/$  #N EXAMPLE OF A SADDLE IN A THREEDIMENSIONAL PHASE SPACE #LL SADDLES ARE
ALWAYS UNSTABLE

0OTICE THAT AN EQUILIBRIUM POINT IS ITSELF A TRAJECTORY WHICH CONSISTS OF JUST THAT POINT
6HE TRAJECTORIES THAT APPROACH A STABLE EQUILIBRIUM POINT WILL ONLY GET ARBITRARILY CLOSE TO
IT IN ANY NITE TIME AND NEVER REACH IT
6HE THEOREM THAT TRAJECTORIES IN AN AUTONOMOUS
SYSTEM CANNOT CROSS EACH OTHER THUS STILL HOLDS TRUE
6HE SET OF ALL THE POINTS ON THE TRAJECTORIES THAT APPROACH A STABLE EQUILIBRIUM POINT
IS CALLED 6*' $#5+0 1( #664#%6+10 OF THAT PARTICULAR EQUILIBRIUM POINT 9HEN SEVERAL STABLE
EQUILIBRIUM POINTS COEXIST IT IS PARTICULARLY IMPORTANT TO DETERMINE THE BASINS OF ATTRAC
TION FOR EACH OF THEM SINCE ONE OR MORE OF THE EQUILIBRIUM POINTS MAY BE UNDESIRABLE
STATES SEE (IGURE  +NITIAL VALUES THAT LEAD TO THE UNDESIRABLE STATES SHOULD THEREFORE
BE AVOIDED

(&2/$  6WO STABLE SPIRALS SEPARATED BY A SADDLE 6HE INCOMING ASYMPTOTIC TRA
JECTORIES INSETS SPLIT THE DOMAINS OF ATTRACTION OF THE TWO SPIRALS
H. True 95

6")$0 %YCLES ARE STATE SPACE REPRESENTATIONS OF PERIODIC MOTIONS 6HEY ARE CLOSED
CURVES IN THE STATE SPACE BECAUSE OF THE PERIODICITY $EFORE WE CONSIDER CYCLES IN MORE
DETAIL IT WILL BE CONVENIENT TO INTRODUCE THE CONCEPT OF A &+5%4'6' /#2 OR JUST /#2 +T IS
THE DISCRETE EQUIVALENT OF OUR DYNAMIC SYSTEM EQN
#N EQUATION IN THE FORM

6 ! 6   !    


MAPS THE NTH VECTOR 6 INTO THE NST VECTOR 6 BY THE MAPPING FUNCTION  
IS AN 0DIMENSIONAL REAL VALUED SUCIENTLY SMOOTH NONLINEAR VECTOR FUNCTION OF THE 0
DEPENDENT VARIABLES !   I ! 0
9HEN WE INVESTIGATE THE DYNAMICS OF PERIODIC OR OTHER RECURRENT MOTIONS WE SHALL
USE THE 1+0%#4' /#2 9E INTRODUCE A PLANE IN THE STATE SPACE AND ORIENT IT IN SUCH
A WAY THAT THE TRAJECTORY INTERSECTS IT TRANSVERSALLY IE IT IS NOT A TANGENT PLANE TO
THE TRAJECTORY AT ANY POINT 5UCH A PLANE IS CALLED A 1+0%#4' 5'%6+10 # CYCLE WILL
INTERSECT THE 2OINCARE SECTION AT LEAST TWICE BUT WE NOW CHOOSE TO CONSIDER ONLY ONE OF
THE INTERSECTION POINTS 6  9E NOW FOLLOW THE TRAJECTORY FROM 6 ALL THE WAY AROUND THE
TRAJECTORY UNTIL IT INTERSECTS THE 2OINCARE SECTION AGAIN +0 6*' 5#/' &+4'%6+10 9E CALL
THAT POINT 6  +T IS THE IMAGE OF 6 70&'4 6*' 1+0%#4' /#2   THUS TAKES THE POINT
6 INTO 6  AND IN THE CASE OF A CYCLE 6 WILL IN GENERAL BE IDENTICAL TO 6 SO  REDUCES
TO THE IDENTITY MAP  6HE DOMAIN AND RANGE OF THE MAP  LIE IN THE 2OINCARE SECTION
ONLY ;OU CAN THINK OF THE 2OINCARE MAP AS A STROBOSCOPIC IMAGE OF A POINT MOVING ON
A RECURRENT TRAJECTORY

(&2/$  6HE 2OINCARE MAP

6HE 2OINCARE MAP TRANSFORMS A PERIODIC SOLUTION OF EQUATION  INTO A STATIONARY
SOLUTION IN THE 2OINCARE SECTION OF

6 ! 6   !    


96 Dynamics of Railway Vehicles and Rail/Wheel Contact

#N EQUILIBRIUM OR XED POINT 6 OF THE 2OINCARE MAP  HAS THE PROPERTY

6 !  6   !   



WHERE  DENOTES THE MTH ITERATE OF THE 2OINCARE MAP  9ITHOUT LOSS OF GENERALITY
WE ASSUME THAT 6 !  9E CAN NOW APPLY THE THEORY OF STABILITY OF SOLUTIONS OF DISCRETE
MAPS TO THE EQUILIBRIUM POINT FOR  +N ANALOGY WITH THE THEORY FOR CONTINUOUS SYSTEMS
A LINEARIZATION  OF  IS CALCULATED AND EVALUATED AT THE EQUILIBRIUM POINT  6HE
CORRESPONDING LINEAR MAP WILL THEN BE

6 ! 6  


WHERE THE ELEMENTS OF THE MATRIX  ARE THE ELEMENTS OF  EVALUATED AT THE EQUILIBRIUM
POINT 9E NOW INTRODUCE THE LINEAR TRANSFORMATION

6 ! 7
IN EQUATION  AND OBTAIN

7 !  7
9E ASSUME THAT IS NONSINGULAR AND MULTIPLY FROM THE LEFT WITH  AND OBTAIN

7 ! 7   !   


9E CHOOSE SO THAT  HAS A ,ORDAN CANONICAL FORM +F THE EIGENVALUES 
OF  ARE
DISTINCT  IS A DIAGONAL MATRIX WITH ENTRIES        6HEN THE KTH ITERATE OF
EQUATION  CAN BE REWRITTEN AS

"
! 
"
  !    
WHERE "
IS THE MTH COMPONENT OF 7 +T FOLLOWS FROM EQUATION  THAT FOR K  

"
  IF 
  

"
  IF 



"
! "
IF 
! 

"  ! "
IF 
! 

" ! "
IF 
! 

9E SEE THAT THE LOCATION OF THE EIGENVALUES 


OF  IN THE COMPLEX PLANE DETERMINES
THE STABILITY OF THE EQUILIBRIUM POINT 6  +F ALL THE EIGENVALUES OF  LIE INSIDE THE UNIT
CIRCLE IN THE COMPLEX PLANE THE EQUILIBRIUM POINT 6 IS ASYMPTOTICALLY STABLE +F AT LEAST
ONE OF THE EIGENVALUES LIES OUTSIDE THE UNIT CIRCLE THEN 6 IS UNSTABLE +F AT LEAST ONE OF THE
EIGENVALUES LIES ON THE UNIT CIRCLE AND ALL THE REST INSIDE THEN A LINEAR STABILITY ANALYSIS
WILL BE INCONCLUSIVE
H. True 97

+F   
  FOR ALL 
THEN DISTURBANCES WILL DECAY MONOTONOUSLY AND IF FOR AT LEAST
ONE EIGENVALUE        THEN DISTURBANCES WILL DECAY IN AN OSCILLATORY FASHION 9E
CALL THIS BEHAVIOUR +22+0) +F AT LEAST ONE EIGENVALUE IS COMPLEX THEN THE DISTURBANCE
WILL ROTATE AROUND THE EQUILIBRIUM POINT WHILE IT DECAYS OR GROWS DEPENDING ON WHETHER
ALL EIGENVALUES ARE INSIDE THE UNIT CIRCLE IN THE COMPLEX PLANE OR NOT # CYCLE IS THUS
14$+6#..; #5;/2616+%#..; 56#$.' IF ALL THE EIGENVALUES OF  LIE INSIDE THE UNIT CIRCLE IN THE
COMPLEX PLANE
#S BEFORE THE SET OF ALL THE POINTS ON THE TRAJECTORIES IN THE STATE SPACE THAT APPROACH
A STABLE CYCLE IS CALLED 6*' $#5+0 1( #664#%6+10 OF THAT PARTICULAR CYCLE # STABLE STEADY
STATE SOLUTION IS CALLED AN #664#%614 +T CAN BE A POINT A CYCLE OR A HIGHER DIMENSIONAL OR
EVEN FRACTAL DIMENSIONAL STRUCTURE #N UNSTABLE STATIONARY PERIODIC SOLUTION IS MOST OFTEN
A 5#&&.'%;%.' 9HEN SEVERAL ATTRACTORS COEXIST IT IS DESIRABLE TO DETERMINE THE BASINS
OF ATTRACTION FOR EACH OF THEM IN ORDER TO GUARD AGAINST UNPLEASANT SURPRISES CAUSED BY
INITIAL CONDITIONS THAT WILL LEAD TO ONE OF THE UNDESIRABLE ATTRACTORS
#LL THAT HAS BEEN SAID ABOVE ABOUT THE CALCULATION OF STABILITY OF CYCLES ONLY SERVES
TO HELP THE READER UNDERSTAND THE CONCEPT AND THE RELATION BETWEEN CYCLES IN STATE SPACE
AND 2OINCARE MAPS +T IS NOT A RECIPE FOR A STABILITY ANALYSIS OF PERIODIC SOLUTIONS OF
NONLINEAR PROBLEMS 6HE REASON IS THAT 6*' #76*14 *#5 0'8'4 5''0 #0; 4'#.+56+% 010.+0'#4
&;0#/+% 5;56'/

5 ! 5 
9+6* # 2'4+1&+% 51.76+10 9*'4' 6*' %144'5210&+0) 1+0%#4' /#2

6 ! 6   !   


%17.& $' &'6'4/+0'& ':2.+%+6.; +NSTEAD .137'6 6*'14; IS OFTEN APPLIED DIRECTLY TO THE
CONTINUOUS PROBLEM EQUATION  9E SHALL HOWEVER HERE PRESENT AN EASIER METHOD THAT
IS SUITABLE FOR A NUMERICAL ANALYSIS
)IVEN A PERIODIC SOLUTION TO EQUATION  5    WITH THE KNOWN PERIOD  
%HOOSE A VALUE OF  SAY  AND CALCULATE 5    2UT A PLANE 5 THAT CONTAINS 5   
IN THE STATE SPACE TRANSVERSAL TO THE TRAJECTORY OF 5    #DD A SMALL DISTURBANCE 6 TO
5    IN 5 SO BOTH 5    AND 5     6 LIE IN 5 %ALCULATE THE DISTANCE  !
6 BETWEEN 5    AND 5     6 +NTEGRATE THE DYNAMIC PROBLEM EQUATION 
OVER ONE OR A COUPLE OF PERIODS  AND OBTAIN ANOTHER POINT 5 ! 5     7 IN *
%ALCULATE THE DISTANCE  ! 7 BETWEEN 5    AND 5     7 (INALLY CALCULATE
THE RATIO  !    +F    THEN THE PERIODIC SOLUTION 5    IS #5;/2616+%#..; 14$+6#..;
56#$.' 1THERWISE IT IS UNSTABLE
+N CONCLUSION WE SHALL NOTE THAT RECURRENT SOLUTIONS THAT ARE CHARACTERIZED BE SEVERAL
PERIODS ALSO ARE POSSIBLE IN NONLINEAR DYNAMIC SYSTEMS 6HEY ARE CALLED /7.6+2'4+1&+%
SOLUTIONS +N CASE ALL THE PERIODS ARE COMMENSURATE  IE THE RATIO BETWEEN EACH PAIR OF
PERIODS IS A RATIONAL NUMBER  THEN THE RESULTING MOTION IS PERIODIC +F THAT IS NOT THE
CASE THEN THE RESULTING MOTION IS QUASIPERIODIC

' ,0 +T IS A WELL KNOWN FACT THAT DETERMINISTIC NONLINEAR DYNAMIC SYSTEMS CAN BEHAVE
ERRATICALLY 9E WANT HERE TO MAKE A CLEAR DISTINCTION FROM RANDOM MOTION 9E SHALL CALL
98 Dynamics of Railway Vehicles and Rail/Wheel Contact

A PROCESS 4#0&1/ WHEN UNCERTAINTIES IN THE DYNAMIC SYSTEM APPEAR AS PROBABILISTIC


RELATIONS OR STATE VARIABLES 5UCH SYSTEMS ARE NOT CONSIDERED HERE
6HE KIND OF ERRATIC BEHAVIOUR IN DETERMINISTIC SYSTEMS IS THEREFORE OF ANOTHER CHARAC
TER AND IT IS OFTEN CALLED %*#15 6HERE EXIST BOTH %*#16+% #664#%6145  ALSO CALLED 564#0)'
#664#%6145  AND %*#16+% 4'2'..'45 5INCE ONLY THE ATTRACTORS CAN BE OBSERVED IN REAL LIFE
SITUATIONS WE SHALL ONLY DESCRIBE THOSE 6HERE IS A THIRD IMPORTANT FORM OF CHAOTIC MOTION
 %*#16+% 64#05+'065  WHICH WILL BE DISCUSSED BRIEY LATER %HAOTIC MOTION IS 4'%744'06
BUT IT IS NEITHER PERIODIC NOR QUASIPERIODIC 5INCE IT IS RECURRENT BUT NONPERIODIC THE
TRAJECTORIES OF A CHAOTIC MOTION WILL RETURN TO THE NEIGHBOURHOOD OF POINTS THEY PASSED
EARLIER WITHOUT EVER CLOSING UP AT ANY POINT (URTHERMORE ALL TRAJECTORIES ON A CHAOTIC
ATTRACTOR ARE ORBITALLY UNSTABLE 6HEY REJECT EACH OTHER LIKE SADDLE CYCLES SO IN ORDER
TO HOLD THE BUNDLE OF ALL TRAJECTORIES INSIDE A BOUNDED DOMAIN A 4'+0,'%6+10 /'%*#0+5/
MUST BE AT WORK IN THE DYNAMIC PROCESS 6HAT REINJECTION MECHANISM TAKES A BUNDLE
OF TRAJECTORIES AND FOLDS THEM BACK ONTO THE OTHER TRAJECTORIES WITHOUT TOUCHING ANY OF
THEM 6HIS ACTION IS THE CAUSE OF /+:+0) IN CHAOTIC DYNAMICS +N A THREEDIMENSIONAL
PHASE SPACE THE ATTRACTOR THEREFORE CONSISTS OF INNITELY MANY INNITELY THIN LAYERS IN
WHICH THE TRAJECTORIES ARE IMBEDDED  A STRUCTURE THAT CAN BE DESCRIBED BY THE MATHE
MATICAL CONCEPT OF A (4#%6#. &+/'05+10 6HE LAYERS ARE SEPARATED AND SO CLOSE TO EACH
OTHER THAT THE ATTRACTOR SEEMS TWODIMENSIONAL IN THE THREEDIMENSIONAL PHASE SPACE
+N (IGURE  RIGHT HAND SIDE IS SHOWN AN EXAMPLE OF A SET OF TRAJECTORIES THAT RE
PEL EACH OTHER IN A SURFACE AND CONTRACT IN THE DIRECTION NORMAL TO THE SURFACE 6HIS
ACTION IS TYPICAL FOR CHAOS &UE TO THE DISSIPATION THE VOLUME ELEMENTS IN PHASE SPACE
MUST DECREASE WITH TIME  AS EARLIER MENTIONED  BUT THAT PROPERTY DOES NOT PROHIBIT A

(&2/$  4\OSSLER S CHAOTIC ATTRACTOR +T IS AN EQUILIBRIUM SOLUTION OF THE DYNAMIC


SYSTEM ? ! ! " !? !  ! "? !   " 
H. True 99

DEVELOPMENT AS SHOWN IN (IGURE  9E ONLY NEED STILL TO FOLD THE TWO DIVERGING WINGS
BACK ON TOP OF EACH OTHER AND BEND THE WHOLE STRUCTURE AROUND A CYLINDER IN ORDER TO
OBTAIN A PICTURE OF THE STRUCTURE OF A SIMPLE CHAOTIC ATTRACTOR SEE (IGURE  +T SHOWS
THE SIMPLEST KNOWN CHAOTIC ATTRACTOR  THE SOCALLED 4\ OSSLER ATTRACTOR
# CHAOTIC ATTRACTOR CAN ACCORDING TO 6HOMPSON AND 5TEWART  BRIEY BE DE
SCRIBED AS A STABLE STRUCTURE OF LONGTERM TRAJECTORIES IN A BOUNDED REGION OF PHASE
SPACE WHICH FOLDS THE BUNDLE OF TRAJECTORIES BACK ONTO THEMSELVES RESULTING IN MIXING
AND DIVERGENCE OF NEARBY STATES 
9HEN CHAOS DEVELOPS IN A NONLINEAR DYNAMIC SYSTEM  IN A REAL LIFE SITUATION OR
A NUMERICAL SIMULATION  THE VERY RST INDICATION IS A SEEMINGLY ERRATICALLY OSCILLATING
BEHAVIOUR OF ONE OR MORE COMPONENTS OF THE SYSTEM # HALLMARK OF CHAOTIC MOTION IS ITS
SENSITIVITY TO CHANGES IN THE INITIAL CONDITIONS BUT THERE EXIST OTHER INDICATORS #CCORDING
TO /OON  THE FOLLOWING FEATURES CHARACTERIZE CHAOS

 $ROAD SPECTRUM OF THE (OURIER TRANSFORM WHEN THE MOTION IS GENERATED BY A SINGLE
FREQUENCY MEASURED BY FAST (OURIER TRANSFORM ((6
 (RACTAL PROPERTIES OF THE MOTION IN PHASE SPACE WHICH DENOTE A STRANGE ATTRACTOR
MEASURED BY 2OINCARE MAPS OR FRACTAL DIMENSIONS
 6HE COMPLEXITY OF THE MOTION MEASURED BY .YAPUNOV EXPONENTS 5EE A BOOK
ON 0ONLINEAR &YNAMICS EG )UCKENHEIMER AND *OLMES  ,ORDAN AND 5MITH
 /AREK AND 5CHREIBER  /OON  0AYFEH AND $ALACHANDRAN 
1TT  6HOMPSON AND 5TEWART  9IGGINS  OR 9IGGINS 

(&2/$  # 2OINCARE SECTION PLOT OF ONE OF 7EDA S CHAOTIC ATTRACTORS


100 Dynamics of Railway Vehicles and Rail/Wheel Contact

9HEN CHAOTIC MOTION IS SUSPECTED TO OCCUR THE RST TEST IS TO WATCH A TIME SERIES OF
A COMPONENT OF THE MOTION 6HEN LOOK AT A PHASE DIAGRAM AND AT LEAST ONE 2OINCARE
SECTION SEE (IGURE  0EXT  IF POSSIBLE  REPEAT THE PROCESS WITH SLIGHTLY CHANGED INITIAL
CONDITIONS +F THE VALUES OF THE STATE VARIABLES ARE CHANGED IN REGIONS OF THE LONG TIME
EVOLUTION WHEN THE INITIAL CONDITIONS ARE CHANGED THEN THE PROCESS IS CHAOTIC ;OU CAN
ALSO QUANTIFY THE DEGREE OF DISORDER BY COMPUTATIONS OF MEASURES OF THE FRACTAL DIMENSION
OF THE ATTRACTOR OR  THE AUTHOR S OWN FAVOURITE  A CALCULATION OF THE LARGEST .YAPUNOV
EXPONENTS +F A SERIES OF CALCULATIONS OF THE LARGEST .YAPUNOV EXPONENT CONVERGES TO A
POSITIVE VALUE THEN THE MOTION IS CHAOTIC
9HEN THE DYNAMICS IS CHAOTIC AND MULTIPLE ATTRACTORS EXIST THEN THE BOUNDARIES
OF THE BASINS OF ATTRACTION OR THE BASINS THEMSELVES MAY BE (4#%6#. &+/'05+10#. #S A
CONSEQUENCE THEREOF THERE EXIST POINTS  IN ONE OF THE BASINS OF ATTRACTION WITH THE
PROPERTY THAT THERE EXISTS AT LEAST ONE POINT IN THE OTHER BASIN OF ATTRACTION IN ANY
NEIGHBOURHOOD OF   +N OTHER WORDS 9HEN THE BOUNDARY OF A DOMAIN OF ATTRACTION OR
THE DOMAIN ITSELF IS FRACTAL DIMENSIONAL THEN THE RESULT OF AN EXPERIMENTAL INVESTIGATION
OF THE DYNAMIC PROBLEM IS IN GENERAL UNPREDICTABLE
9E SHALL CONCLUDE THIS BRIEF INTRODUCTION TO CHAOS BY DENING 64#05+'06 %*#15 +T IS
A MOTION THAT LOOKS CHAOTIC AND APPEARS TO SHOW THE CHARACTERISTIC FEATURES OF A STRANGE
ATTRACTOR BUT IT EVENTUALLY SETTLES INTO A REGULAR MOTION OR A CHAOTIC ATTRACTOR +T OFTEN
APPEARS WHEN COMPETING ATTRACTORS EXIST IN PHASE SPACE %HAOTIC TRANSIENTS MUST BE
TREATED WITH CAUTION 6HEY OFTEN DECAY WITH EVER DECREASING OSCILLATIONS INTO A REGULAR
MOTION BUT CASES HAVE BEEN FOUND WHERE CHAOTIC TRANSIENTS HAVE AMPLITUDE JUMPS WHICH
ARE LARGER THAN THE AMPLITUDES OF THE ATTRACTOR THAT THE TRANSIENT APPROACHES 5UCH
CHAOTIC TRANSIENTS CAN BE THE CAUSE OF CATASTROPHIC DEVELOPMENTS IN A DYNAMIC SYSTEM

 '#)' &$$) ,()#( $ !*')!%$(


9E SHALL LIMIT THE SURVEY TO SYSTEMS WITH ONLY ONE VARYING PARAMETER  +N VEHICLE
DYNAMIC PROBLEMS THE SPEED OF THE VEHICLE 8 IS SUCH A PARAMETER 6HE SOLUTIONS 5 
OF THE NONLINEAR DYNAMIC PROBLEM

5 ! 5  

WILL THEN DEPEND ON THE PARAMETER  AS WELL AS ON TIME  9HEN WE VARY  CONTIN
UOUSLY THE SOLUTION WILL CHANGE CONTINUOUSLY ACCORDING TO OUR ASSUMPTIONS AND WHAT
IS MORE IMPORTANT 6*' 07/$'4 1( 51.76+105 MAY CHANGE IE IN ADDITION TO THE ALREADY
KNOWN SOLUTION OTHER SOLUTIONS MAY APPEAR OR DISAPPEAR AT CERTAIN PARAMETER VALUES
1BVIOUSLY OUR DYNAMIC SYSTEM IS NOT STRUCTURALLY STABLE AT SUCH PARAMETER VALUES SINCE
AN INNITESIMAL CHANGE IN THE PARAMETER VALUE WILL CHANGE THE PHASE DIAGRAM
9E INVESTIGATE STEADY STATE SOLUTIONS IN THIS SECTION 6HEIR PARAMETER DEPENDENCE WILL
BE DEPICTED IN A 2#4#/'6'456#6' 52#%' &+#)4#/ WHERE THE PARAMETER  IS THE INDEPENDENT
VARIABLE +N ORDER TO BE ABLE TO PRESENT THE DIAGRAM IN A PLANE THE STEADY STATES IN THE
STATE SPACE ARE REPRESENTED BY A NORM FOR INSTANCE THE MAXIMUM AMPLITUDE OR A 'UCLIDEAN
NORM
H. True 101

8ERY OFTEN IN NONLINEAR DYNAMICS A CHANGE IN THE NUMBER OF STEADY STATE SOLUTIONS
HAPPENS THROUGH A $4#0%*+0) OR $+(74%#6+10 FROM AN EXISTING SOLUTION UNDER A CONTINUOUS
CHANGE OF THE PARAMETER #NOTHER COMMON FORM OF BIFURCATION IS A SOLUTION THAT TURNS
AROUND IN THE SENSE THAT THE SIGN OF THE PARAMETER INCREMENTS CHANGES IN ORDER TO FOLLOW
THE SOLUTION IN THE PARAMETERSTATE SPACE DIAGRAM 5UCH A BIFURCATION IS CALLED A (1.& OR
5#&&.'01&' BIFURCATION BECAUSE THE SOLUTION CHANGES STABILITY WHEN IT MOVES AROUND
THE FOLD SEE GURE  9E CALL ALL THESE CHANGES .1%#. $+(74%#6+105 6HEY ARE VERY
IMPORTANT FOR THE ANALYSIS OF THE DYNAMICS OF THE SYSTEM AND THEY CAN ONLY OCCUR IN
NONLINEAR SYSTEMS 6HEY HAVE IN COMMON THAT THE PARAMETER VALUES WHERE BIFURCATION
OCCURS  6*' $+(74%#6+10 21+065  CAN BE FOUND BY AN ANALYSIS OF THE PARAMETER DEPENDENT
EIGENVALUES OF THE ASSOCIATED ,ACOBIAN 9E SHALL ASSUME IN THE FOLLOWING THAT THE STEADY
STATE SOLUTION WE WANT TO INVESTIGATE  THE ORIGINAL SOLUTION  IS #5;/2616+%#..; 56#$.' TO
START WITH +N ALL THE CASES THE ORIGINAL SOLUTION WILL LOSE STABILITY IN THE BIFURCATION POINT
6HIS IS THE CONNECTION TO THE WELLKNOWN LINEAR STABILITY THEORY
9E CAN ALSO INTRODUCE STRUCTURAL STABILITY OF BIFURCATIONS 6HE PHRASE HOWEVER IS
HARDLY EVER USED IN THAT CONTEXT +NSTEAD WE DENOTE A BIFURCATION )'0'4+% IE COMMONLY
OCCURRING WHEN A SMALL CHANGE OF THE DYNAMIC SYSTEM DOES NOT CHANGE THE PROPERTIES OF
THE BIFURCATION
6HERE ARE ONLY TWO GENERIC BIFURCATIONS FROM AN EQUILIBRIUM POINT UNDER ONE CONTROL
6HEY ARE THE EARLIER MENTIONED 5#&&.'01&' WHEN THE LARGEST EIGENVALUE OF THE ,ACOBIAN
BECOMES POSITIVE AND THE 12( $+(74%#6+10 NAMED AFTER THE MATHEMATICIAN WHO RST
DESCRIBED IT WHICH IS A BIFURCATION OF A 2'4+1&+% 51.76+10 SEE GURE  +N THAT CASE A
COMPLEX CONJUGATE PAIR OF EIGENVALUES OF THE ,ACOBIAN CROSSES THE IMAGINARY AXIS IN THE
COMPLEX PLANE INTO THE POSITIVE REAL HALF PLANE 6HESE TWO KINDS OF BIFURCATIONS ARE VERY
COMMON IN VEHICLE DYNAMICS

(&2/$   # SADDLENODE BIFURCATION LEFT AND A *OPF BIFURCATION RIGHT # FULL LINE
DENOTES A STABLE AND A BROKEN LINE AN UNSTABLE SOLUTION +N THE RIGHT DIAGRAM A STATIONARY
SOLUTION EXISTS FOR ALL  BUT IT IS ONLY STABLE FOR    # STABLE PERIODIC SOLUTION EXISTS
ONLY FOR 


+F WE ALLOW MORE SIMULTANEOUSLY ACTING CONTROLS THEN TWO ADDITIONAL GENERIC BIFURCA
102 Dynamics of Railway Vehicles and Rail/Wheel Contact

(&2/$ 
 # TRANSCRITICAL BIFURCATION LEFT AND A PITCHFORK BIFURCATION RIGHT # FULL
LINE DENOTES A STABLE AND A BROKEN LINE AN UNSTABLE SOLUTION

TIONS ARE POSSIBLE 6HEY ARE THE 64#05%4+6+%#. $+(74%#6+10 AND THE 2+6%*(14- $+(74%#6+10 OR
5;//'64; $4'#-+0) $+(74%#6+10 WHEN IT OCCURS IN SYSTEMS THAT ARE SYMMETRIC IN SOME WAY
SEE GURE  +N BOTH CASES THE LARGEST EIGENVALUE OF THE ,ACOBIAN BECOMES POSITIVE AND
AN ADDITIONAL ANALYSIS IS NECESSARY TO DISTINGUISH THEM FROM THE SADDLENODE BIFURCATION
6ODAY %'064' /#0+(1.& 4'&7%6+10 AND 014/#. (14/5 ARE COMMONLY USED FOR LOCAL BIFURCA
TION ANALYSES 6HE CENTRE MANIFOLD REDUCTION THEOREM STATES THAT THE CHANGE OF DYNAMIC
BEHAVIOUR OF AN 0DIMENSIONAL DYNAMIC SYSTEM AROUND THE GENERIC BIFURCATIONS CAN BE
DESCRIBED BY THE CHANGE OF DYNAMIC BEHAVIOUR ON A CURVE OR TWODIMENSIONAL SURFACE IN
THE PARAMETERSTATE SPACE 6HE CURVE OR SURFACE IS CALLED A %'064' /#0+(1.& SEE SECTION
 6HIS IMPORTANT THEOREM GUARANTEES THAT THE BIFURCATIONS CHARACTERIZED BY ONE OR
TWO EIGENVALUES OF THE ,ACOBIAN CROSSING THE IMAGINARY AXIS IN THE COMPLEX PLANE ARE THE
ONLY GENERIC ONES THAT WILL BE FOUND IN ANY 0DIMENSIONAL DISSIPATIVE DYNAMIC SYSTEM
6HE NORMAL FORM IS THE SIMPLEST POSSIBLE EXPRESSION THAT IS NECESSARY TO CHARACTERIZE
THE NONLINEAR DEPENDENCE OF THE AMPLITUDES OF THE SOLUTIONS ON THE PARAMETER NEAR THE
BIFURCATION POINT
6HERE EXIST CONDITIONS FOR THE STABILITY OF THE BIFURCATING SOLUTION  OR NEW BRANCH 
FROM EQUILIBRIUM POINTS (OR THE CASE OF A *OPF BIFURCATION SEE GURE  *OWEVER AS A
MAIN RULE AN ANALYSIS OF A BIFURCATION CONSISTS OF THREE PARTS
 &ETERMINATION OF ALL THE BRANCHES
 &ETERMINATION OF THE STABILITY OF THE ORIGINAL SOLUTION ON THE OTHER SIDE OF THE
BIFURCATION POINT
 &ETERMINATION OF THE STABILITY OF THE NEW SOLUTION
#LL THESE BIFURCATIONS ARE ALSO GENERIC FOR CYCLES UNDER THE SAME CONDITIONS REGARDING
THE CONTROL # *OPF BIFURCATION FROM A CYCLE CREATES GENERICALLY A QUASIPERIODIC MOTION
+TS TRAJECTORY LIES ON A TORUS IN STATE SPACE AND THE BIFURCATION IS OFTEN CALLED A #+/#4-
$+(74%#6+10 (OR CYCLES THERE EXISTS AN ADDITIONAL BIFURCATION THE +2 $+(74%#6+10 OR 2'4+1&
&17$.+0) $+(74%#6+10 +N A IP BIFURCATION A NEW PERIODIC MOTION DEVELOPS WITH TWICE THE
H. True 103

(&2/$   # SUB CRITICAL *OPF BIFURCATION THE BIFURCATING PERIODIC SOLUTION IS UNSTABLE
LEFT AND A SUPERCRITICAL *OPF BIFURCATION THE BIFURCATING PERIODIC SOLUTION IS STABLE
RIGHT # FULL LINE DENOTES AN ASYMPTOTICALLY STABLE AND A BROKEN LINE AN UNSTABLE
SOLUTION +N BOTH CASES THE TRIVIAL SOLUTION LOSES ITS STABILTY WHEN  GROWS THROUGH 

PERIOD OF THE ORIGINAL MOTION # PLOT OF THE TRAJECTORY OF A PERIODTWO SOLUTION COULD BE
THE EDGE OF A /\OBIUS STRIP 6HE BEST KNOWN TRANSITION TO CHAOS IS AN INNITE SEQUENCE OF
PERIODDOUBLING BIFURCATIONS
(OR CYCLES THE ANALOGUE OF THE EIGENVALUE OF THE ,ACOBIAN CROSSING INTO THE POSITIVE
REAL HALF PLANE IS THE (LOQUET MULTIPLIER CROSSING THE UNIT CIRCLE IN THE COMPLEX PLANE 
6HE (LOQUET MULTIPLIER IN DYNAMIC SYSTEMS IS THE ANALOGUE OF 
INTRODUCED IN SECTION
 +F THE (LOQUET MULTIPLIER CROSSES   THEN WE HAVE A FOLD OR A TRANSCRITICAL OR A
PITCHFORK BIFURCATION WHERE AGAIN ADDITIONAL CALCULATIONS ARE NECESSARY TO DETERMINE THE
TYPE +F THE (LOQUET MULTIPLIER CROSSES  WE HAVE A PERIODDOUBLING BIFURCATION AND
IF IT CROSSES ALMOST ANYWHERE ELSE A FEW SPECIAL POINTS ARE EXCLUDED IT IS A 0AIMARK
BIFURCATION
*OWEVER THERE ARE OTHER SITUATIONS IN WHICH SOLUTIONS CAN APPEAR OR DISAPPEAR %ON
SIDER A CASE WHERE WE FOLLOW A CERTAIN SOLUTION IN PARAMETERSTATE SPACE AND A PARAMETER
VALUE IS REACHED AT WHICH A SADDLENODE APPEARS SOMEWHERE IN THE PARAMETERSTATE SPACE
AWAY FROM THE SOLUTION WE FOLLOW 4ELATIVE TO OUR CERTAIN SOLUTION THE SADDLENODE BIFUR
CATION IS A ).1$#. $+(74%#6+10 6HERE EXIST MANY OTHER KINDS OF GLOBAL BIFURCATIONS WHICH
DUE TO THEIR NATURE CAN NOT BE INVESTIGATED BY LOCAL METHODS SUCH AS A LINEARIZATION
AROUND A KNOWN POINT IN THE PARAMETERSTATE SPACE (OR FURTHER INFORMATION THE READER
IS REFERRED TO ONE OF THE SEVERAL BOOKS ON NONLINEAR DYNAMICS EG )UCKENHEIMER AND
*OLMES  ,ORDAN AND 5MITH  /AREK AND 5CHREIBER  /OON 
0AYFEH AND $ALACHANDRAN  1TT  6HOMPSON AND 5TEWART  9IGGINS
 OR 9IGGINS 
(OR THE SAKE OF COMPLETENESS WE JUST MENTION 614+ AS EXAMPLES OF OTHER EQUILIBRIUM
SETS IN THE STATE SPACE 3UASIPERIODIC FUNCTIONS AND MULTIPERIODIC FUNCTIONS ALL LIE ON
TORI IN APPROPRIATE STATE SPACES 9E REFER TO THE LITERATURE ON NONLINEAR DYNAMICS FOR
INFORMATION ON THEIR PROPERTIES AND THE BIFURCATIONS THAT ARE CONNECTED WITH THEM
104 Dynamics of Railway Vehicles and Rail/Wheel Contact

   $)' $!%" *)!%$  %'#


6HE %ENTRE /ANIFOLD 4EDUCTION 6HEOREM IS THE MATHEMATICAL BASIS FOR LINKING THE RESULTS
WE PRESENTED IN THE PRECEDING SECTION TO VEHICLE DYNAMIC SYSTEMS WITH THEIR IN GENERAL
HIGH NUMBER OF DEGREES OF FREEDOM 6HE THEOREM BASICALLY STATES THAT ALL THE BIFURCA
TIONS THAT MAY BE FOUND IN HIGH DIMENSIONAL PARAMETERSTATE SPACES IN GENERAL ARE THOSE
DESCRIBED IN SECTION  6HE THEOREM IS HOWEVER PROVEN ONLY FOR SYSTEMS OF DIERENTIAL
EQUATIONS AND IS VALID ONLY FOR BIFURCATIONS FROM EQUILIBRIUM POINTS AND PERIODIC MOTION
(URTHERMORE THE DYNAMIC SYSTEMS MUST ALSO SATISFY CERTAIN CONDITIONS OF SMOOTHNESS
AND VEHICLE DYNAMIC SYSTEMS WILL VERY RARELY SATISFY EITHER ONE OF THESE CONDITIONS 8EHI
CLE DYNAMIC SYSTEMS ARE MOST OFTEN FORMULATED AS DIERENTIALALGEBRAIC SYSTEMS AND THE
SYSTEMS ARE RARELY SMOOTH +N THE NEXT SECTION WE SHALL THEREFORE BRIEY DESCRIBE SOME
OF THE EECTS DISCONTINUITIES LIKE IMPACTS AND DRY FRICTION WITH STICKSLIP MAY HAVE ON THE
BIFURCATIONS

 $ %$#%%) ,()#(
0EW CONCEPTS THAT ARE IMPORTANT FOR THE ANALYSIS OF NONSMOOTH SYSTEMS IN THE STATE
SPACE WILL BE INTRODUCED AND SOME OF THE POSSIBLE BIFURCATIONS IN NONSMOOTH SYSTEMS
WILL BE BRIEY SURVEYED IN THIS SECTION
+N NONSMOOTH DYNAMIC SYSTEMS THE LOCATION OF THE DISCONTINUITIES IN THE STATE SPACE
MUST BE DENED THROUGH ADDITIONAL FUNCTIONS     !  I ! / J ! 0 WHERE
/ IS THE NUMBER OF DISCONTINUITIES AND 0 IS THE DIMENSION OF THE STATE SPACE +N THE
0DIMENSIONAL STATE SPACE THE FUNCTIONS     !  DENE *;2'4 574(#%'5 EACH OF WHICH
SPLITS THE STATE SPACE INTO TWO SUBSPACES 6HE HYPER SURFACES ARE THE SOCALLED 59+6%*+0)
$170&#4+'5 AND THEY WILL IN GENERAL INTERSECT EACH OTHER 9HENEVER A TRAJECTORY IN THE
STATE SPACE TOUCHES A SWITCHING BOUNDARY AN '8'06 OCCURS # SIMPLE EXAMPLE IN THE
PHASE PLANE      IS AN ELASTIC IMPACT AT  !  9HEN A TRAJECTORY IN THAT PHASE
PLANE HITS THE LINE  !  IN THE POINT    IT IS THE EVENT THE VELOCITY  CHANGES SIGN
AND THE TRAJECTORY WILL CONTINUE FROM THE POINT    6HE OUTGOING TRAJECTORY WILL
RETURN INTO THE HALF PLANE IT CAME FROM WITH A SLOPE WHICH HAS THE OPPOSITE SIGN OF THAT
OF THE INCOMING TRAJECTORY +N THE FOLLOWING SECTION ON NUMERICAL ANALYSIS WE SHALL OUTLINE
A NUMERICAL PROCEDURE FOR THE HANDLING OF THE EVENTS (URTHER MATERIAL IS FOUND IN .EINE
AND 0IJMEIJER  CHAP WHERE NUMERICAL INTEGRATION METHODS FOR THE SOLUTION OF
NONSMOOTH DYNAMIC SYSTEMS ARE PRESENTED
5YSTEMS THAT HAVE A CONTINUOUS AS WELL AS A DISCRETE NATURE ARE ALSO CALLED *;$4+&
5;56'/5
+N NONLINEAR NONSMOOTH DYNAMIC SYSTEMS THE EIGENVALUES OF THE LINEARIZED SYSTEM
MAY CROSS THE IMAGINARY AXIS IN CONTINUOUS DEPENDENCE ON THE CONTROL PARAMETER BUT
THEY MAY ALSO JUMP ACROSS THE IMAGINARY AXIS FROM THE NEGATIVE TO THE POSITIVE REAL
HALF PLANE WHEN AN EVENT OCCURS +N CASE THE EIGENVALUES DEPEND CONTINUOUSLY ON THE
CONTROL PARAMETER THE BIFURCATIONS ARE CREATED IN THE WAY WE ALREADY DESCRIBED IN SECTION
 BUT THE BIFURCATING SOLUTIONS MAY DEPEND DIERENTLY ON THE CONTROL PARAMETER IN A
NEIGHBOURHOOD OF THE BIFURCATION POINT 5LIVSGAARD  FOUND IN HER ANALYSIS OF
THE DYNAMICS OF THE PROTOTYPE SINGLEAXLE BOGIE FOR THE %OPENHAGEN 5TRAIN THAT THE
H. True 105

BIFURCATING STABLE PERIODIC SOLUTION WILL INITIALLY GROW LINEARLY WITH A NITE SLOPE FROM
THE BIFURCATION POINT 6RUE B DEMONSTRATED IN A SIMPLE EXAMPLE THAT WILL BE
PRESENTED LATER THAT THE NEW BEHAVIOUR IS GENERIC FOR A GROUP OF NONSMOOTH DYNAMIC
SYSTEMS
+N THEIR BOOK .EINE AND 0IJMEIJER  DISCUSS BIFURCATIONS OF NONLINEAR DYNAMIC
SYSTEMS WHERE THE EIGENVALUES JUMP ACROSS THE IMAGINARY AXIS 6HEY CALL THE PHE
NOMENON A &+5%106+07175 $+(74%#6+10 9HEN THE EIGENVALUES OF THE LINEARIZED SYSTEM
DEPEND CONTINUOUSLY ON A SINGLE CONTROL PARAMETER IN THE NEIGHBOURHOOD OF THE BIFURCA
TION POINT THEN IN THE GENERIC CASE ONLY ONE REALVALUED OR ONE PAIR OF COMPLEX CONJUGATE
EIGENVALUES WILL CROSS THE IMAGINARY AXIS AT A TIME +F HOWEVER THE EIGENVALUES JUMP IN
A DISCONTINUOUS BIFURCATION THEN MORE EIGENVALUES MAY JUMP AT THE SAME TIME WHICH
MAY LEAD TO DIERENT KINDS OF BIFURCATIONS 5OME OF THE EIGENVALUES MAY EVEN JUMP BACK
AGAIN SO IT IS NOT AT ALL EASILY RECOGNIZED THAT THEY HAVE JUMPED BACK AND FORTH ACROSS
THE IMAGINARY AXIS 5UCH CASES MAY LEAD TO NEW KINDS OF BIFURCATIONS # SIMILAR SITUATION
OCCURS IN MAPS 6HE ANALOGUE HERE IS A JUMP OF THE (LOQUET MULTIPLIERS ACROSS THE UNIT
CIRCLE 9E REFER TO .EINE AND 0IJMEIJER  FOR MORE INFORMATION
.EINE AND 0IJMEIJER  ALSO DISCUSS THE BIFURCATIONS THAT RESULT FROM SMOOTH AP
PROXIMATIONS OF THE NONSMOOTH SYSTEMS 6HEY DEMONSTRATE IN SIMPLE ANALYTIC EXAMPLES
THAT SMOOTHING MAY CHANGE THE CHARACTER OF THE BIFURCATIONS 6HIS FEATURE REVIVES THE
DISCUSSION OF TO WHICH DEGREE VEHICLE DYNAMICS CAN BE NONSMOOTH  +N AN IMPACT CONTACT
FORCES ARE PRODUCED BUT SHOULD THE IMPACT BE MODELLED AS AN IDEALLY ELASTIC ONE WITH
AN INSTANTANEOUS INNITELY LARGE CONTACT FORCE  POSSIBLY WITH A COECIENT OF RESTITUTION
 OR WILL THE IMPACT BE MODELLED BETTER BY A DYNAMIC LAW EXTENDING OVER A NITE TIME
INTERVAL" $OTH CASES ARE NONANALYTIC IN THE SENSE THAT DISCONTINUITIES ARE INTRODUCED IN
THE SYSTEM BUT THE DISCONTINUITIES ARE NOT EQUALLY STRONG +N THE RST CASE THE VELOCITY
 THE RST DERIVATIVE  HAS A NITE JUMP WHILE IN THE SECOND CASE THE VELOCITY VARIES CON
TINUOUSLY WHILE THE ACCELERATION  THE SECOND DERIVATIVE  JUMPS 6HE SECOND CASE IS AN
EXAMPLE OF A WEAKER NONSMOOTHNESS THAN THE RST ONE 9E SHALL NOT DISCUSS MODELLING
ASPECTS HERE BUT RETURN TO THE TOPIC IN THE SECTION ON NUMERICAL ANALYSIS
9E CONTINUE THIS BRIEF INTRODUCTION WITH TWO SIMPLE EXAMPLES OF BIFURCATIONS OF NON
SMOOTH SYSTEMS 6HE RST ONE IS A NONSMOOTH ANALOGUE OF THE SADDLENODE BIFURCATION
IN SECTION  +T IS TAKEN FROM .EINE AND 0IJMEIJER  .ET US CONSIDER THE NONSMOOTH
SYSTEM

? !    

6HERE EXIST EXACTLY TWO EQUILIBRIUM SOLUTIONS BUT ONLY FOR 


 !  AND ! 
6HIS YIELDS THE BIFURCATION DIAGRAM SHOWN ON (IGURE  WHICH SHOULD BE COMPARED WITH
(IGURE  LEFT
9HEN THE TWO GURES ARE COMPARED WE ND THAT THE STABLE AND UNSTABLE SOLUTIONS
MEET AT A NITE ANGLE IN THE BIFURCATION POINT WHEN THE SYSTEM IS NONSMOOTH AND THE
SOLUTIONS DEPEND LINEARLY ON THE CONTROL PARAMETER  6HIS IS IN CONTRAST WITH THE CLASSICAL
SADDLENODE BIFURCATION ON (IGURE  LEFT # STABILITY ANALYSIS OF THE TWO BRANCHES SHOWS
THAT THE STABILITY PROPERTIES ARE THE SAME IN THE SMOOTH AND THE NONSMOOTH CASES
106 Dynamics of Railway Vehicles and Rail/Wheel Contact

(&2/$   # DISCONTINUOUS SADDLENODE BIFURCATION # FULL LINE DENOTES A STABLE AND A


BROKEN LINE AN UNSTABLE SOLUTION

6HE OTHER EXAMPLE IS A NONSMOOTH ANALOGUE OF THE CLASSICAL *OPF BIFURCATION SHOWN
ON (IGURE  RIGHT IN SECTION  6RUE B CONSIDERED THE SYSTEM

? !! 

!? !    !  !   !  
9E INTRODUCE POLAR COORDINATES BY THE TRANSFORMATION

!  ! ! 
AND OBTAIN

? !    
? !    
6HIS SYSTEM HAS THE STEADY STATE SOLUTION

 ! 
IN ADDITION TO  ! 

(&2/$  # DISCONTINUOUS *OPF BIFURCATION


H. True 107

# SIMPLE BIFURCATION ANALYSIS YIELDS THE BIFURCATION DIAGRAM ON (IGURE  *ERE WE SEE
THAT THE BIFURCATING PERIODIC SOLUTION BRANCHES O LINEARLY FROM THE STATIONARY SOLUTION
UNDER A NITE ANGLE IN CONTRAST TO THE CLASSICAL *OPF BIFURCATION # STABILITY ANALYSIS OF
THE THREE BRANCHES SHOWS  LIKE IN THE PRECEDING EXAMPLE  THAT THE STABILITY PROPERTIES
ARE THE SAME IN THE SMOOTH AND THE NONSMOOTH CASES +N BOTH CASES THE ASYMPTOTICALLY
STABLE STATIONARY SOLUTION BECOMES UNSTABLE ON THE RIGHT HAND SIDE OF THE BIFURCATION
POINT 6HE PERIODIC SOLUTION IS ASYMPTOTICALLY STABLE WHEN IT EXISTS FOR POSITIVE VALUES
OF THE PARAMETER  AND OTHERWISE IT IS UNSTABLE

+MPACTS AND STICKSLIP CAUSED BY DRY FRICTION CONTACT ARE THE TWO SOURCES OF NON
SMOOTHNESS THAT OCCUR MOST OFTEN IN VEHICLE DYNAMICS +N NONLINEAR DYNAMIC SYSTEMS
REPEATED IMPACTS ARE CONSIDERED TO GENERATE CHAOS IN GENERAL 6HERE IS A LOT OF EVIDENCE
HEREOF AS WELL FROM EXPERIMENTS AS FROM NUMERICAL SIMULATIONS 9HEN CHAOS IS GENERATED
BY REPEATED IMPACTS IT IS IMPORTANT TO BEAR THE NATURE OF CHAOS IN MIND #N INNITESIMAL
DISTURBANCE FROM A TRAJECTORY ON A CHAOTIC ATTRACTOR WILL DEVELOP INTO A LARGE DEPARTURE
FROM THE VALUES ON THE ORIGINAL ATTRACTOR AT A LATER POINT IN TIME 6HIS IS THE WELL
KNOWN EECT OF THE SENSITIVITY ON INITIAL CONDITIONS IN CHAOS 6HE DEPARTED VALUE WILL
HOWEVER LIE ON ANOTHER TRAJECTORY ON THE SAME CHAOTIC ATTRACTOR 5INCE THE UNCERTAINTIES
OF MEASUREMENTS AS WELL AS THE ERROR BOUNDS IN NUMERICAL TESTS ARE NITE IT MEANS THAT
IN REALITY IT IS IMPOSSIBLE TO FOLLOW A TRAJECTORY ON A CHAOTIC ATTRACTOR 6HE BEST WE
CAN HOPE FOR IN ANY CASE IS TO SHADOW THE CHAOTIC ATTRACTOR BY CAREFUL MEASUREMENTS OR
SUITABLE NUMERICAL ALGORITHMS 6HE MODELLING OF THE IMPACT ITSELF WILL THEREFORE HAVE A
NEGLIGIBLE EECT ON THE GENERAL DYNAMICS AFTER THE IMPACT  AS LONG AS THE DYNAMICS STAYS
ON THE SAME CHAOTIC ATTRACTOR 9E SHALL RETURN TO THIS SUBJECT IN THE FOLLOWING SECTION ON
NUMERICS
6HIS CONCLUSION IS ALSO TRUE FOR MODELLING OF THE STICK IN DRY FRICTION BUT GREATER
CARE MUST BE EXERCISED IN THAT CASE 6HE STICK HAS OTHER IMPORTANT CONSEQUENCES FOR
THE DYNAMICS 5TICK WILL BREAK SOME SYMMETRIES IN THE SYSTEM 6HERE IS NO PROOF OF
THIS BUT THE AUTHOR HAS FOUND THIS TO BE THE CASE IN ALL THE VEHICLE DYNAMIC SYSTEMS HIS
COWORKERS AND HE HAS ANALYSED 6HEREBY CHAOS IS MORE LIKELY TO DEVELOP 5TICK MAY ALSO
CHANGE STATIONARY POINTS IN THE STATE SPACE INTO 56#6+10#4; &1/#+05 AND MORE GENERALLY A
STEADY STATE INTO A %106+077/ 1( 56'#&; 56#6'5 #S AN EXAMPLE OF A STATIONARY DOMAIN LET
US CONSIDER A ROLLING RAILWAY WHEEL SET THAT CARRIES A CAR BODY IN A SUSPENSION WITH DRY
FRICTION DAMPING 1N STRAIGHT TRACK THE DAMPERS MAY STICK IN POSITIONS THAT HOLD THE
WHEEL SET XED IN A NONZERO LATERAL DISPLACEMENT 6HE STATE IS STABLE 6HE ENTIRE SET OF
STABLE STATIONARY LATERAL DISPLACEMENTS AND STATIONARY YAW ANGELS DEPENDS IN GENERAL ON
THE SPEED OF THE VEHICLE +N THE CASE OF THE SINGLE ROLLING WHEEL SET THE STABLE STATIONARY
DOMAINS WILL CONSTITUTE A THREEDIMENSIONAL HYPER SURFACE IN THE PARAMETERSTATE SPACE
6HE THEORY OF BIFURCATIONS FOR SMOOTH SYSTEMS MUST BE MODIED FOR DYNAMIC SYSTEMS
WITH THESE PROPERTIES 5UCH A WHEEL SET MAY HOWEVER UNDER DIERENT CONDITIONS OSCILLATE
AND REACH EQUILIBRIUM ON ONE OF SEVERAL DIERENT CYCLES IN THE STATE SPACE EACH OF WHICH
DEPENDS ON THE INITIAL CONDITION 6HESE CYCLES IN THE PARAMETERSTATE SPACE CONSTITUTE A
DOMAIN OF STEADY STATES
.EINE AND 0IJMEIJER  ALSO DISCUSS DRY FRICTION PROBLEMS 1THER EXAMPLES OF THE
SPECIAL EECTS OF DRY FRICTION DAMPING ON THE DYNAMICS OF VEHICLES MAY BE FOUND IN THE
108 Dynamics of Railway Vehicles and Rail/Wheel Contact

FOLLOWING CHAPTER
.EINE AND 0IJMEIJER  WRITE TWO CHAPTERS WITH &ISCUSSION AND %ONCLUSIONS  9E
SHALL TRY TO CONDENSE THE CONCLUSIONS RELATING TO BIFURCATIONS THAT ARE MOST IMPORTANT FOR
VEHICLE DYNAMICS (OR A DEEPER DISCUSSION THE READER IS REFERRED TO .EINE AND 0IJMEIJER
 OR TO THE REVIEW PAPER BY DI $ERNARDO ET AL  "
6HERE EXIST TYPES OF BIFURCATIONS IN NONSMOOTH DYNAMIC SYSTEMS THAT DO NOT HAVE
A SMOOTH COUNTERPART 6HE MATHEMATICAL THEOREMS ON BIFURCATIONS ARE ALMOST ALL BASED
ON ASSUMPTIONS OF SOME SMOOTHNESS 6HEREFORE %10%.75+105 #$176 6*' ':+56'0%' 1( $+
(74%#6+105 /756 $' &4#90 (41/ #0 +052'%6+10 1( $+(74%#6+10 &+#)4#/5 7NFORTUNATELY WE
ARE IN GENERAL UNABLE TO ND THE UNSTABLE SOLUTION BRANCHES NUMERICALLY THEREFORE THE
COMPUTED BIFURCATION DIAGRAMS WILL BE INCOMPLETE .EINE AND 0IJMEIJER  ANALYSE
EXAMPLES OF BIFURCATIONS FROM A STATIONARY SOLUTION IN NONSMOOTH SYSTEMS 6HEY ND BY
ANALYTICAL CALCULATIONS THAT AN EIGENVALUE OF THE ,ACOBIAN HAS CROSSED THE IMAGINARY AXIS
6HERE EXISTS HOWEVER NO MATHEMATICAL PROOF THAT A CROSSING IS A NECESSARY CONDITION
FOR A BIFURCATION IN A GENERAL NONSMOOTH SYSTEM +N OUR OWN NUMERICAL INVESTIGATIONS OF
VEHICLE DYNAMIC SYSTEMS WE FOUND THAT THE CROSSINGS OF EIGENVALUES THAT ARE KNOWN FROM
SMOOTH SYSTEMS ALSO TAKE PLACE IN OUR NONSMOOTH SYSTEMS 9E FOUND IT TO BE TRUE FOR
BIFURCATIONS FROM STATIONARY SOLUTIONS AS WELL AS FROM LIMIT CYCLES 5EE THE REVIEW PAPER
BY DI $ERNARDO ET AL  " FOR MORE INFORMATION
6HE CONCLUSION IS THAT +6 +5 0'%'55#4; 61 %#.%7.#6' $+(74%#6+10 &+#)4#/5 +0 14&'4 61
&'6'4/+0' 6*' $+(74%#6+10 21+065 +0 8'*+%.' &;0#/+% 241$.'/5 6HIS LEADS TO THE SECTION
 IN WHICH A SIMPLE NUMERICAL METHOD FOR THE DETERMINATION OF THE 56#$.' $4#0%*'5 OF A
GENERAL NONLINEAR DYNAMIC PROBLEM WILL BE DESCRIBED

 ,$#!( % !"+,  !"(

(&2/$  # TYPICAL BIFURCATION DIAGRAM R VERSUS THE SPEED 8 FOR A RAILWAY VEHICLE
6HE FULL LINE INDICATES THE ASYMPTOTICALLY STABLE STEADY SOLUTIONS AND THE BROKEN LINE
INDICATES THE UNSTABLE STEADY SOLUTIONS R IS A MEASURE OF THE PERIODIC MOTION EG THE
MAXIMUM LATERAL DISPLACEMENT OF THE FRONT WHEELSET
H. True 109

1N GURE  IS SHOWN A BIFURCATION DIAGRAM FOR A THEORETICAL PROBLEM +T HAS HOWEVER


ALL THE FEATURES THAT ARE TYPICAL FOR MOST CONVENTIONAL RAILWAY VEHICLES +T ILLUSTRATES THE
DYNAMICS OF A PASSENGER CAR DESIGNED FOR A MAXIMUM OPERATIONAL SPEED OF  KMH
RUNNING ON A STRAIGHT IDEAL TRACK
6HE DIAGRAM SHOWS THAT THE STATIONARY SOLUTION FOR A GROWING SPEED WILL LOSE ITS
STABILITY AT  KMH IN A SUB CRITICAL *OPF BIFURCATION +N THIS BIFURCATION A PERIODIC
SOLUTION WITH R
 BIFURCATES AWAY FROM THE STATIONARY SOLUTION # STABILITY ANALYSIS
SHOWS THAT THE BIFURCATING PERIODIC SOLUTION IS UNSTABLE IN THE INTERVAL   8  
KMH #T 8 !  KMH THE BRANCH TURNS AROUND TOWARDS HIGHER SPEEDS AND GAINS
ASYMPTOTIC STABILITY IN A SADDLENODE BIFURCATION
0OTICE THAT THE STATIONARY STEADY SOLUTION IS UNIQUE BELOW 8 !  KMH +T IS
ASYMPTOTICALLY STABLE FOR ALL SPEEDS UP TO  KMH BUT IT IS NO LONGER UNIQUE ABOVE 8
!  KMH +N THE INTERVAL   8   KMH THREE STEADY SOLUTIONS EXIST ONE
ASYMPTOTICALLY STABLE STATIONARY ONE ASYMPTOTICALLY STABLE PERIODIC AND ONE UNSTABLE
PERIODIC SOLUTION 1NLY THE TWO STABLE SOLUTIONS CAN BE VERIED EXPERIMENTALLY 9HICH
ONE THAT WILL BE SEEN DEPENDS ON THE TRACK DISTURBANCES +F WE START ON THE STATIONARY
SOLUTION IN THE INTERVAL   8   KMH AND DISTURB IT WITH A SUCIENTLY LARGE
INITIAL VALUE THEN THE TRANSIENT WILL END ON THE STABLE PERIODIC SOLUTION +F THE DISTURBANCE
IS SUCIENTLY SMALL THE TRANSIENT WILL APPROACH THE STATIONARY SOLUTION 6HIS IS THE
TYPICAL SITUATION IN RAILWAY DYNAMICS IN THIS SPEED INTERVAL 6HE STATIONARY MOTION IS
ASYMPTOTICALLY STABLE TO SUCIENTLY SMALL DISTURBANCES AND UNSTABLE TO SUCIENTLY LARGE
DISTURBANCES 5INCE 8 !  KMH IN OUR EXAMPLE IS THE LOWEST SPEED AT WHICH A
DISTURBANCE CAN CHANGE THE MOTION TO HUNTING THEN IT IS NATURAL TO NAME THAT VALUE OF THE
SPEED 6*' %4+6+%#. 52''& /ANY TESTS HAVE VERIED THAT THIS THEORETICAL VALUE CORRESPONDS
VERY WELL TO THE VALUE FOR THE CRITICAL SPEED MEASURED IN REAL TESTS 6HE REASON IS THAT
THE DISTURBANCES ON A NORMAL TRACK IN DAILY USE ARE NITE AND SUCIENTLY LARGE TO THROW
THE STATIONARY MOTION UP ON THE PERIODIC BRANCH AT  OR AT 8 A LITTLE HIGHER THAN  THE
THEORETICAL CRITICAL SPEED 6HE STATIONARY MOTION LOSES STABILITY AT THE HIGHER SPEED 8
!  KMH  THE SPEED WHICH A STABILITY ANALYSIS WOULD YIELD #BOVE THAT SPEED THE
HUNTING MODE IS THE ONLY ASYMPTOTICALLY STABLE SOLUTION IN OUR EXAMPLE 6HE DIERENCE
BETWEEN THE CRITICAL SPEED AND THE SPEED AT WHICH THE STATIONARY MOTION LOSES ITS STABILITY
IS SIGNICANT +T IS VERY DICULT TO THROW A HUNTING MOTION BACK TO THE STATIONARY
SOLUTION 6HE REASON IS THAT THE AMPLITUDE OF THE HUNTING USUALLY IS LARGER THAN THE
TRACK DISTURBANCES # DISTURBANCE MUST BE OF THE RIGHT MAGNITUDE AND T ACCURATELY INTO
THE PHASE OF THE OSCILLATION IN ORDER TO SILENCE THE HUNTING BUT A MOMENT LATER ANOTHER
DISTURBANCE WILL THROW THE MODE BACK INTO HUNTING 6HE AUTHOR HAS OBSERVED THAT
PHENOMENON ONLY ONCE &URING A TEST OF AN #MERICAN GONDOLA WAGON ON THE 66%+ TEST
RING IN %OLORADO *UNTING IS THUS MORE ROBUST THAN THE STATIONARY MODE IN THE SPEED
INTERVAL WITH MULTIPLE ATTRACTORS +N ORDER TO STOP THE HUNTING EECTIVELY THE VEHICLE MUST
SLOW DOWN TO SPEEDS BELOW 8 !  KMH IN OUR CASE 6HIS HYSTERESIS PHENOMENON IS
WELL DOCUMENTED IN TESTS ON REAL RAILWAY LINES
6HERE ARE HOWEVER OTHER KINDS OF BIFURCATIONS POSSIBLE 5LIVSGAARD AND 6RUE 
INVESTIGATED THE DYNAMICS OF A SIMPLE MODEL OF A PROTOTYPE SINGLEAXLE BOGIE +T WAS
USED TO TEST THE STEERED SINGLEAXLE BOGIES FOR THE %OPENHAGEN 5TRAINS 6HE MODEL WHEEL
PROLE WAS CONICAL WITH A CONICITY OF  AND THE RAIL PROLE WAS AN ARC OF A CIRCLE 6HE
110 Dynamics of Railway Vehicles and Rail/Wheel Contact

ANGE WAS MODELLED BY A VERY STI SPRING WITH A CLEARANCE OF  MM 6HE DYNAMIC
MODEL IS THUS NONSMOOTH BUT IT DOES NOT CONTAIN ANY ALGEBRAIC CONSTRAINT EQUATIONS
DUE TO THE LINEAR WHEELRAIL CONTACT GEOMETRY # BIFURCATION DIAGRAM IS SHOWN ON
GURE 
0OW THE BIFURCATION OF THE PERIODIC MOTION IS SUPERCRITICAL AND IT IS ASYMPTOTICALLY
STABLE 6HE CREEPCREEP FORCE LAW BY 5HEN ET AL  IS APPLIED &UE TO THE SECOND ORDER
DISCONTINUITY OF THE FORM   IN THE 5*' FORMULA THE BIFURCATION IS OF THE TYPE SHOWN ON
GURE  6HE MOTION TURNS CHAOTIC IN A )4#<+0) $+(74%#6+10 SEE DI $ERNARDO ET AL 
" AS SOON AS THE LATERAL OSCILLATIONS GROW SO LARGE THAT THE ANGE SPRING COMES INTO
ACTION +T IS A TYPE OF BIFURCATION THAT ONLY EXISTS IN NONSMOOTH SYSTEMS +N THIS SPECIAL
CASE A STABILITY ANALYSIS OF THE STATIONARY SOLUTION WILL FURNISH THE CRITICAL SPEED BUT WE
ONLY KNOW THAT FOR SURE WHEN A COMPLETE BIFURCATION ANALYSIS HAS BEEN PERFORMED 6HE
CHAOS ONLY EXISTS IN A NARROW SPEED INTERVAL BEFORE THE OSCILLATION BECOMES PERIODIC AND
SYMMETRIC ABOUT THE CENTRE LINE OF THE TRACK 6HE DYNAMICS IS BEST UNDERSTOOD IF THE
BIFURCATION DIAGRAM IS DESCRIBED FOR DECREASING SPEED STARTING ABOVE 8 !  MS WHERE
THE OSCILLATION OF THE WHEEL SET IS PERIODIC AND SYMMETRIC ,UST BELOW 8 !  MS A
SYMMETRY BREAKING BIFURCATION SPLITS THE PERIODIC MOTION INTO TWO ASYMMETRIC PERIODIC
MOTIONS THAT ARE REECTIONS OF EACH OTHER WITH RESPECT TO THE TRACK CENTRE LINE 6HE LEFT
HAND ATTRACTOR IS INDICATED BY GREEN COLOUR ON GURE  AND THE RIGHT HAND ATTRACTOR
IS RED 6HE POSITIVE AMPLITUDES ARE DEPICTED %LOSE TO 8 !  MS BOTH PERIODIC

(&2/$  $IFURCATION DIAGRAM OF A SINGLEAXLE BOGIE +TS MAXIMUM LATERAL DISPLACEMENT
VERSUS THE SPEED (ROM 5LIVSGAARD AND 6RUE 
H. True 111

ATTRACTORS START ON WHAT LOOKS LIKE AN INCOMPLETE SERIES OF PERIOD DOUBLING BIFURCATIONS
THAT END IN CHAOS WHEN THE OSCILLATIONS GRAZE THE STI SPRING AT THE AMPLITUDE OF 
MM #N +08'45' /'4)'4 #664#%614 %4+5+5 SEE 0AYFEH AND $ALACHANDRAN  S 
AT 8 !  MS DOUBLES THE SIZE OF EACH OF THE CHAOTIC ATTRACTORS #T 8 ! 
MS THE TWO ASYMMETRIC ATTRACTORS MERGE IN ANOTHER INVERSE MERGER ATTRACTOR CRISIS +T
IS CLEARLY INDICATED ON GURE  BY THE MIXTURE OF THE RED AND GREEN DOTS (OR STILL LOWER
SPEEDS ONE CHAOTIC ATTRACTOR EXISTS WHICH IS INTERRUPTED BY THE USUAL PERIODIC WINDOWS
6HE ATTRACTOR DECREASES IN SIZE WITH DECREASING SPEED AND VANISHES WHEN THE OSCILLATION
OF THE WHEEL SET STOPS HITTING THE ANGE SPRING 
6HE NEXT EXAMPLE SHOWS THAT A SUPERCRITICAL BIFURCATION OF THE PERIODIC SOLUTION FROM
THE STABLE STATIONARY SOLUTION DOES NOT GUARANTEE THAT OTHER STEADY SOLUTIONS DO NOT
EXIST AT LOWER VALUES OF THE SPEED THAN THE *OPF BIFURCATION POINT :IA AND 6RUE 
INVESTIGATED THE COMPLEX DYNAMICS OF A %HINESE GONDOLA WAGON ON #MERICAN THREEPIECE
FREIGHT TRUCKS 6HE BIFURCATION DIAGRAMS ON GURE  SHOW THE LATERAL DISPLACEMENT OF
THE LEADING AXLE OF THE LEADING TRUCK VERSUS THE SPEED

(&2/$  $IFURCATION DIAGRAM OF A %HINESE GONDOLA WAGON 1NLY THE ASYMPTOTICALLY
STABLE MOTIONS ARE SHOWN VERSUS THE SPEED 1N THE LEFT DIAGRAM THE BIFURCATIONS FOR
INCREASING SPEED ARE SHOWN AND ON THE RIGHT DIAGRAM THE BIFURCATIONS FOR DECREASING
SPEED ARE SHOWN

1N THE LEFT DIAGRAM A SUPERCRITICAL BIFURCATION INTO AN ASYMPTOTICALLY STABLE PERIODIC


MOTION IS SEEN AT 8 !  MS  KMH 6HIS MOTION LOSES STABILITY AT 8 !  MS
 KMH AND THE ONLY ASYMPTOTICALLY STABLE MOTION FOUND ABOVE  MS IS CHAOTIC
WITH LARGE AMPLITUDE VARIATIONS 1N THE RIGHT HAND DIAGRAM IT IS SEEN THAT THIS CHAOTIC
MOTION PREVAILS DOWN TO A SPEED OF 8 !  MS  KMH AND REMAINS ASYMPTOTICALLY
STABLE 6HE STATIONARY SOLUTIONS DUE TO THE STICKSLIP THERE ARE INNITELY MANY ARE THE
ONLY FORMS OF MOTION ONLY UP TO 8 !  MS +T IS THE CRITICAL SPEED IN THIS CASE
9E MAY CONCLUDE THAT THERE EXIST TWO ASYMPTOTICALLY STABLE MODES IN THE INTERVAL 
 8   MS 1NE IS STATIONARY AND THE OTHER CHAOTIC +N THE INTERVAL   8 
 MS THERE AGAIN EXIST TWO ASYMPTOTICALLY STABLE MODES  THE SAME CHAOTIC ONE AND
112 Dynamics of Railway Vehicles and Rail/Wheel Contact

A PERIODIC MOTION #BOVE 8 !  MS ONLY ONE ASYMPTOTICALLY STABLE SOLUTION EXISTS
AND IT IS CHAOTIC
6HE PLOTS ON GURE  WERE MADE IN THE FOLLOWING WAY AFTER EACH INCREMENTAL CHANGE
OF THE PARAMETER 8 THE SOLUTION OF THE INITIAL VALUE PROBLEM WAS COMPUTED IN THE TIME
INTERVAL   T   S TO ELIMINATE THE TRANSIENT 6HEN THE NEXT MAXIMUM OF THE AMPLITUDE
OF THE OSCILLATION WAS RECORDED AND PLOTTED 6HE ERRATIC DISTRIBUTION OF THE AMPLITUDES IS
NO PROOF OF CHAOS BUT CERTAINLY AN EVIDENCE OF AN APERIODIC BEHAVIOUR :IA SHOWED IN HIS
THESIS THAT THE DYNAMICS IS INDEED CHAOTIC

(&2/$  6HE CRITICAL SPEED NONLINEAR AND THE *OPF BIFURCATION LINEAR VERSUS THE
CURVE RADIUS FOUND BY 2ETERSEN AND *OMANN  6HE CANT IS   0EAR 4 ! 
M A SUB CRITICAL *OPF BIFURCATION SUDDENLY CHANGES TO A SUPERCRITICAL *OPF BIFURCATION
#ROUND 4 !  M THE CRITICAL SPEED IN THE CURVE IS LOWER THAN THE CRITICAL SPEED ON
TANGENT TRACK

#LL THESE THEORETICAL RESULTS HAVE IN COMMON THAT THE TRACK IS ASSUMED TO BE PERFECT
AND STRAIGHT 4ECENT THEORETICAL INVESTIGATIONS BY <BOINSKI AND &USZA  2ETERSEN
AND *OMANN  AND 6RUE ET AL  HAVE DEMONSTRATED THAT THE CRITICAL SPEED
OF BOGIE VEHICLES IN CURVES OF CONSTANT RADIUS IN GENERAL AT CERTAIN RATHER LARGE RADII WILL
BE LOWER THAN THE CRITICAL SPEED ON STRAIGHT TRACK 6HE RADIUS OF THE CURVE MUST BE SO
LARGE THAT THE VEHICLE IS ALLOWED TO NEGOTIATE THE CURVE AT SUCIENTLY HIGH SPEEDS 6HE
CRITICAL SPEED DEPENDS ALSO ON THE SUPERELEVATION IN THE CURVE 1N GURE  A RESULT FROM
2ETERSEN AND *OMANN  IS SHOWN #ROUND A CURVE RADIUS OF  M THE CRITICAL
SPEED OF THE BOGIE IS LOWER THAN THE CRITICAL SPEED OF THE BOGIE ON STRAIGHT TRACK 6HE
H. True 113

LOWER CRITICAL SPEED IN A CURVE HAS BEEN OBSERVED IN REAL LIFE BY %OOPERRIDER AND .AW
 PERSONAL COMMUNICATION
*OMANN ET AL  INVESTIGATED NUMERICALLY THE DYNAMICS OF A TWOAXLE FREIGHT
WAGON WITH 7+% STANDARD SUSPENSION 6HE 7+% SUSPENSION CARRIES THE CAR BODY IN
LINKS WITH ROLLING DRY FRICTION IN THE CONTACT SURFACES BETWEEN THE ELEMENTS OF THE LINKS
*OMANN ET AL  HAVE CALCULATED A BIFURCATION DIAGRAM WHICH HAS A HYSTERESIS
LOOP 6HE CALCULATION WAS STARTED WITH SYMMETRIC INITIAL CONDITIONS EG THE LATERAL
DISPLACEMENT OF THE WHEEL SETS WAS ZERO +T IS A STABLE STATIONARY SOLUTION OF THE DYNAMIC
PROBLEM #FTER A SUPERCRITICAL *OPF BIFURCATION AT 8 !  MS AND GOING AROUND IN THE
HYSTERESIS LOOP THE STABLE STATIONARY SOLUTION FOR THE WHEEL SETS DID NOT RETURN TO ZERO AT
8 !  MS 6HEY BOTH ENDED ON A STABLE STATIONARY NONZERO SOLUTION 6HE RESULT IS
SHOWN ON GURE 

(&2/$  6HE OPEN HYSTERESIS LOOP IN A MODEL OF A FREIGHT WAGON WITH DRY FRICTION IN
THE SUSPENSION VERIFYING THE EXISTENCE OF A STABLE STATIONARY DOMAIN

6RUE AND #SMUND  INVESTIGATED NUMERICALLY A MODEL OF A SINGLE WHEELSET UNDER
A FREIGHT WAGON 6HE MODEL WAS SIMPLIED TO ILLUSTRATE ONLY THE EECT OF THE COUPLING
BETWEEN LATERAL DRY FRICTION DAMPERS WITH STICKSLIP AND THE CREEP FORCE 6HEREFORE THE
KINEMATICS OF THE WHEELRAIL GEOMETRY WAS LINEARIZED AND THE WHEELS HAD NO ANGES
(IGURE  FROM 6RUE AND #SMUND  SHOWS AN INTERESTING COMPARISON BETWEEN THE
BIFURCATION DIAGRAMS FOR THE WHEELSET WITHOUT DAMPERS AND ONE WITH DRY FRICTION DAMPERS
9ITHOUT THE DAMPERS THE DYNAMIC SYSTEM CAN BE REDUCED TO A SET OF DIERENTIAL EQUATIONS
AND THE MATHEMATICAL THEORY IN CHAPTER  APPLIES 6HE BIFURCATION DIAGRAM IS A CLASSICAL
ONE WITH A TRIVIAL SOLUTION WHICH IS ASYMPTOTICALLY STABLE UP TO THE *OPF BIFURCATION
POINT WHERE A SUPERCRITICAL ASYMPTOTICALLY STABLE PERIODIC SOLUTION BRANCHES O 6HE
STATIONARY TRIVIAL SOLUTION LOSES STABILITY AT THE BIFURCATION POINT (OR HIGHER SPEEDS THE
ASYMPTOTICALLY STABLE PERIODIC SOLUTION GOES THROUGH A SYMMETRY BREAKING BIFURCATION
AND A SERIES OF  WHAT LOOKS LIKE  PERIOD DOUBLING BIFURCATIONS WHICH LEAD TO CHAOTIC
BEHAVIOUR 9ITH THE DRY FRICTION DAMPER THE DIAGRAM IS DRASTICALLY CHANGED 9ITH THE
FRICTION DAMPER THE TRIVIAL SOLUTION IS NO LONGER ASYMPTOTICALLY STABLE 9E NOW ND A
SET OF STABLE PERIODIC MOTIONS WITH AMPLITUDES WHICH GROW SLOWLY WITH THE SPEED AND
114 Dynamics of Railway Vehicles and Rail/Wheel Contact

WHICH DEPEND ON THE INITIAL CONDITIONS 6HERE EXISTS NOW A WHOLE RANGE OF STABLE PERIODIC
SOLUTIONS WITH DIERENT AMPLITUDES 1NLY ONE IS SHOWN ON GURE  +TS AMPLITUDE GROWS
FASTER WITH THE SPEED NEAR THE BIFURCATION POINT FOR THE UNDAMPED BOGIE IN A WAY THAT IS
KNOWN FROM NONLINEAR STOCHASTIC SYSTEMS 6HE *OPF BIFURCATION HAS DISAPPEARED

(&2/$   # COMPARISON OF THE BIFURCATION DIAGRAMS FOR A SINGLE WHEEL SET UNDER A
WAGON WITHOUT DAMPERS AND WITH DRY FRICTION DAMPERS /AXX =M> VERSUS 8 =MS>

6RUE AND 6RZEPACZ  INVESTIGATED THE SAME WHEELSET BUT THEY INTRODUCED A
REALISTIC WHEELRAIL GEOMETRY AND DRY FRICTION YAW DAMPERS IN #SMUND S MODEL 6HE
LATERAL COMPONENT OF THE NORMAL FORCES IN THE WHEELRAIL CONTACT SURFACE WAS IGNORED
(OR A LARGE RANGE OF SPEEDS THE WHEELSET OSCILLATED SO MUCH THAT THE AXLE BOXES HIT THEIR
GUIDANCES 6HE OSCILLATIONS WERE CHAOTIC 6HE IMPACTS WERE MODELLED AS IDEALLY ELASTIC
IMPACTS BUT IN ONE SERIES OF SIMULATIONS THE IMPACTS WERE MODELLED BY LINEARLY ELASTIC
DYNAMIC SYSTEMS WHERE THE CONTACT FORCES WERE CALCULATED 6HE DYNAMICS WAS HARDLY
AECTED BUT THE COMPUTATION TIME EXPLODED
*OMANN  NDS IN HIS WORK ON THE DYNAMICS OF TWOAXLE FREIGHT WAGONS WITH
THE STANDARD 7+% SUSPENSION THAT THE *OPF BIFURCATION FROM THE STABLE SET OF STATIONARY
SOLUTIONS IS A CLASSICAL ONE 6HIS IS IN SPITE OF THE FACT THAT THE PROBLEM CONTAINS MUCH
NONSMOOTHNESS *OMANN  GIVES THE FOLLOWING REASON 6HE MOTION FOR SMALL
LATERAL AND YAW DISPLACEMENTS AROUND EACH OF THE STATIONARY STATES IS SMOOTH (OR SUCH
SMALL MOTIONS THE LINKS IN THE SUSPENSION ROLL ON EACH OTHER AND THE SUSPENSION ACTS AS
A LINEAR SPRING WITHOUT STICK AND DISSIPATION
6HESE EXAMPLES EMPHASIZE THAT THE DYNAMICS OF NONSMOOTH SYSTEMS MUST BE INVES
TIGATED WITH GREAT CARE

H. True 115

$ )  *#'!" $",(!( %  !" ,$#! ,()#(


 '$ 2*$/(" ) ,)21(,+ ,% *,,1' /,!)$*0
+N THIS SECTION WE SHALL BRIEY SURVEY THE NUMERICAL SOLUTION OF VEHICLE DYNAMIC PROB
LEMS 5PECIAL ATTENTION WILL BE PAID TO PROBLEMS WITH COEXISTING ATTRACTORS AND TO NON
SMOOTH PROBLEMS 9E SHALL DEMONSTRATE HOW SUCH PROBLEMS MUST BE TREATED IN ORDER TO
OBTAIN RELIABLE DYNAMIC RESULTS
9HEN COEXISTING ATTRACTORS EXIST IN A NONLINEAR DYNAMIC PROBLEM THE STEADY STATE
SOLUTIONS OF A SPECIC INITIAL VALUE PROBLEM DEPEND ON THE INITIAL VALUES 6HIS IS IN
CONTRAST TO LINEAR DYNAMIC PROBLEMS WHERE COEXISTING ATTRACTORS CANNOT EXIST 1N THE
OTHER HAND THE SOLUTION OF A GIVEN NONLINEAR INITIAL VALUE PROBLEM IS UNIQUE PROVIDED
CERTAIN CONTINUITY CONDITIONS ARE SATISED +N OTHER WORDS 6HE TRAJECTORY IN THE STATE
SPACE IS UNIQUELY DENED +F HOWEVER TWO TRAJECTORIES THAT CONVERGE TOWARDS TWO DIERENT
ATTRACTORS ARE SUCIENTLY CLOSE IN SOME PART OF THE STATE SPACE THEN NUMERICAL TIME STEP
INTEGRATION ALONG ONE OF THE ATTRACTORS MAY JUMP TO AND FOLLOW THE OTHER ATTRACTOR 6HIS
LEADS TO AN ERRONEOUS NUMERICAL SOLUTION OF THE INITIAL VALUE PROBLEM 6HE JUMP MAY BE
THE RESULT OF A BAD CHOICE OF ERROR BOUNDS OR TIME STEPS BUT IT MAY ALSO BE THE RESULT
OF THE USE OF THE WRONG NUMERICAL ROUTINE 9E SHALL DEMONSTRATE BELOW THE ERRONEOUS
RESULT OF THE APPLICATION OF AN 'ULER EXPLICIT ROUTINE WHICH SHOULD 0'8'4 BE APPLIED TO
NONLINEAR EQUATIONS 
 TO A SIMPLE NONLINEAR INITIAL VALUE PROBLEM
+N SECTION  WE SOLVED

         


!   
NUMERICALLY WITH TWO PAIRS OF INITIAL CONDITIONS 6WO DIERENT ATTRACTORS WERE FOUND
AND THEY ARE SHOWN ON GURE 

(&2/$ 
 6HE NUMERICAL SOLUTION TO THE INITIAL VALUE PROBLEM  USING A
4UNGE-UTTA  ROUTINE 6HE TRANSIENT APPROACHES THE CORRECT ATTRACTOR
116 Dynamics of Railway Vehicles and Rail/Wheel Contact

.ET US NOW CONSIDER EQUATION  WITH THE INITIAL CONDITIONS

 !    !  


9E RST SOLVE THE INITIAL VALUE PROBLEM  WITH A 4UNGE-UTTA  ROUTINE
FROM /#2.'  6HE TRANSIENT APPROACHES THE CORRECT ATTRACTOR WITH SMALL AMPLITUDE
THAT BELONGS TO THE INITIAL CONDITIONS  6HE RESULT IS SHOWN ON GURE 
9E NEXT SOLVE THE SAME INITIAL VALUE PROBLEM  WITH AN EXPLICIT 'ULER ROUTINE
 ALSO FROM /#2.'  6HE RESULT IS SHOWN ON GURE  AND IT IS CLEARLY SEEN THAT 6*'
64#05+'06 +0 6*+5 %#5' #2241#%*'5 6*' 16*'4  #0& +0%144'%6  #664#%614
6HE EXPLICIT 'ULER ROUTINE IS VERY POPULAR BECAUSE IT WORKS FAST #S LONG AS NO OTHER
SOLUTION OR MEASURED RESULTS FROM A TEST EXIST FOR COMPARISON THE 'ULER SOLUTION WILL BE
ACCEPTED +T IS OUTRIGHT DANGEROUS
6HE EXPLICIT 'ULER ROUTINE SHOULD NEVER BE USED FOR
THE NUMERICAL SOLUTION OF NONLINEAR DYNAMIC PROBLEMS

(&2/$   6HE NUMERICAL SOLUTION TO THE INITIAL VALUE PROBLEM  USING AN
EXPLICIT 'ULER ROUTINE 6HE TRANSIENT APPROACHES 6*' 9410) #664#%614

6HIS SIMPLE EXAMPLE DEMONSTRATES THAT GREAT CARE MUST BE TAKEN WHEN A NUMERICAL
SOLVER IS CHOSEN FOR A GIVEN NONLINEAR DYNAMIC PROBLEM
)ARG AND &UKKIPATI  DISCUSS AND DEMONSTRATE THE USE OF EXPLICIT AND IMPLICIT
ROUTINES FOR THE NUMERICAL SOLUTION OF LINEAR AS WELL AS NONLINEAR DYNAMIC PROBLEMS 6HEY
TEST A SELECTION OF ROUTINES ON BOTH LINEAR AND NONLINEAR DYNAMIC PROBLEMS 6HEY COMPARE
%27 TIME STABILITY AND ARTICIAL DAMPING IN THEIR EXAMPLES +N AN ':2.+%+6 4176+0' THE
NEXT STEP  DEPENDS EXPLICITLY ON KNOWN QUANTITIES ONLY +N THE NONLINEAR EXAMPLE
WITH THE ROLLING WHEEL SET )ARG AND &UKKIPATI  P  ND THAT THE EXPLICIT SOLVERS
ARE EITHER UNSTABLE OR INTRODUCE ARTICIAL DAMPING +N +/2.+%+6 4176+0'5 THE DEPENDENCE
IS IMPLICIT SO THE NEXT STEP HAS TO BE CALCULATED BY THE SOLUTION OF AN EQUATION 5INCE
VEHICLE DYNAMIC PROBLEMS ARE NONLINEAR THE SAID EQUATION WILL ALSO BE NONLINEAR +T MEANS
THAT A NONLINEAR EQUATION HAS TO BE SOLVED NUMERICALLY FOR EACH TIME STEP FOR EXAMPLE BY
A 24'&+%614 %144'%614 /'6*1& 6HE EXPLICIT SOLVERS ARE INECIENT FOR THE ANALYSIS OF THE
SOCALLED 56+ PROBLEMS )ENERALLY A PROBLEM IS SAID TO BE STI IF THE SOLUTION CONTAINS
H. True 117

BOTH SLOW AND VERY FAST PROCESSES 6HE FAST PROCESSES DECAY VERY FAST WITH TIME  SO
A VERY SHORT STEP LENGTH IS NEEDED TO KEEP THE EXPLICIT SOLVERS FROM BLOWING UP IN THE
NUMERICAL SOLUTION (URTHERMORE THE EXPLICIT SOLVERS OFTEN BECOME UNSTABLE WHEN THEY
ARE APPLIED TO STI PROBLEMS +N ORDER TO MAINTAIN STABILITY THE STEP SIZE AGAIN NEEDS TO
BE VERY SMALL 8EHICLE DYNAMIC PROBLEMS AS WELL AS THE NUMERICAL SIMULATIONS OF REAL
WORLD TESTS ARE USUALLY STI PROBLEMS 6HEREFORE THE APPLICATION OF IMPLICIT ROUTINES IS
RECOMMENDED FOR THE NUMERICAL SOLUTION OF THESE INITIAL VALUE PROBLEMS
4ILL  HAS APPLIED AN IMPLICIT 'ULER ROUTINE TO VEHICLE DYNAMIC PROBLEMS WITH
SUCCESS 6RUE AND HIS COWORKERS HAVE MOST OFTEN USED THE .51&# ROUTINE FOR THE CAL
CULATION OF BIFURCATION DIAGRAMS  ALSO SUCCESSFULLY .51&# CHANGES SOLUTION STRATEGY
AUTOMATICALLY DEPENDING ON WHETHER THE PROBLEM IS STI OR NOT 6HE 4UNGE-UTTA SOLVER
RK HAS BEEN RECOMMENDED FOR YEARS AS THE MOST EECTIVE ROUTINE FOR THE PURPOSE OF
SHADOWING CHAOTIC ATTRACTORS BUT IT IS AN EXPLICIT ROUTINE AND IT THEREFORE CANNOT BE REC
OMMENDED FOR THE NUMERICAL ANALYSIS OF VEHICLE DYNAMIC PROBLEMS 6HERE EXIST HOWEVER
ALSO IMPLICIT 4UNGE-UTTA SOLVERS FOR STI PROBLEMS #LL THESE 4UNGE-UTTA SOLVERS ARE
A PART OF /#6.#$ /OST RECENTLY THE ROUTINE 5&+4- BY 0RSETT AND 6HOMSEN 
BASED ON THE THEORY FROM #LEXANDER  HAS BEEN APPLIED BY *OMANN  TO THE
NUMERICAL ANALYSIS OF TWOAXLE FREIGHT WAGONS  A STI PROBLEM WITH ROLLING AND SLIDING DRY
FRICTION AND BUMPER STOPS 5&+4- IS A RECENT IMPLICIT ROUTINE WHICH CAN BE DOWNLOADED
FROM THE WEB (OR A DETAILED DESCRIPTION OF TIMESTEPPING EXPLICIT AND IMPLICIT NUMERICAL
ROUTINES AND RECOMMENDATIONS FOR THEIR APPLICATIONS THE INTERESTED READER IS REFERRED TO
\
THE LITERATURE .AMBERT  AND 1DERLIND 
6HE TIMESTEPPING NUMERICAL METHODS ARE BY FAR THE MOST POPULAR NUMERICAL METHODS
FOR THE SOLUTION OF VEHICLE DYNAMIC PROBLEMS BECAUSE THEY LEND THEMSELVES NATURALLY TO
THE SOLUTION OF INITIAL VALUE PROBLEMS +T SHOULD BE MENTIONED HOWEVER THAT STEADY STATE
SOLUTIONS HAVE BEEN FOUND BY NUMERICAL SOLUTION OF THE RELATED OPTIMIZATION PROBLEM +T
IS CLAIMED ORAL INFORMATION THAT THE STABLE ATTRACTORS IN A BIFURCATION DIAGRAM FOR A
VEHICLE CAN BE COMPUTED FASTER IN THAT WAY
6HE ENGINEER WITHOUT A GOOD BACKGROUND IN NUMERICAL ANALYSIS FACES A PROBLEM WHEN
HE MUST CHOOSE A DIERENTIAL EQUATION SOLVER &'SOLVER #LTHOUGH A NUMERICAL SOLVER
MAY DELIVER A SOLUTION WHEN IT IS APPLIED TO A GIVEN DYNAMIC PROBLEM IT CANNOT BE TAKEN
FOR GRANTED THAT THE SOLUTION IS THE CORRECT ONE
+T IS STRONGLY RECOMMENDED THAT THE
ENGINEER APPLIES TWO DIERENT AND ACKNOWLEDGED ROUTINES TO THE SAME PROBLEM  AT LEAST
INITIALLY +F THE RESULT OF THE CALCULATIONS USING ONE OF THE SOLVERS DIERS CONSIDERABLY FROM
THE RESULTS WHICH THE OTHER SOLVER YIELDS HE MUST CONCLUDE THAT AT LEAST ONE OF THE SOLVERS
IS BAD IN HIS CASE 1N THE OTHER HAND HE CANNOT BE SURE THAT THE RESULTS ARE CORRECT EVEN
IF THE TWO RESULTS AGREE WITH EACH OTHER

 '$ 2*$/(" ) ,)21(,+ "/,00 (0",+1(+2(16


9HEN A VEHICLE DYNAMIC PROBLEM IS NOT SMOOTH THE DYNAMIC PROBLEM MUST BE SUP
PLEMENTED WITH FUNCTIONS WHICH DENE THE LOCATION OF THE DISCONTINUITIES IN THE STATE
SPACE     !  I ! / J ! 0 WHERE / IS THE NUMBER OF DISCONTINUITIES
AND 0 IS THE DIMENSION OF THE STATE SPACE 6HE FUNCTIONS ARE *;2'4 574(#%'5 IN THE STATE
SPACE SEE CHAPTER  $Y THE WORD DISCONTINUITIES IS UNDERSTOOD NOT ONLY DISCONTINUITIES
118 Dynamics of Railway Vehicles and Rail/Wheel Contact

IN THE FUNCTIONS THEMSELVES ZEROORDER DISCONTINUITIES BUT ALSO DISCONTINUITIES IN THE


DERIVATIVES UP TO SOME ORDER HIGHERORDER DISCONTINUITIES 6HE HYPER SURFACES ARE THE
SOCALLED 59+6%*+0) $170&#4+'5 #S AN EXAMPLE WE CONSIDER NOW A DYNAMIC PROBLEM WITH
ONE SWITCHING BOUNDARY    !  6HE ANALYSIS IS EASILY GENERALIZED TO PROBLEMS WITH
MORE SWITCHING BOUNDARIES AS LONG AS WE CAN DEAL WITH THEM ONE AT A TIME +N THE TWO
DOMAINS DIVIDED BY THE SWITCHING BOUNDARY THE PROBLEM IS SMOOTH AND THERE WE SOLVE
THE INITIAL VALUE PROBLEMS IN THE USUAL MANNER 9E ASSUME THAT      ON ONE SIDE
OF    !  AND   
 ON THE OTHER SIDE #LL WE IN ADDITION NEED TO CONSIDER IS
THE REGION CLOSE TO THE POINT 2 WHERE THE SOLUTION CROSSES FROM ONE DOMAIN TO THE OTHER
6HE POINT 2 IS CALLED THE 64#05+6+10 21+06
9HEN WE INTEGRATE OUR DYNAMIC PROBLEM AS AN INITIAL VALUE PROBLEM WE MUST STOP
THE INTEGRATION IN THE RST DOMAIN AT THE SWITCHING BOUNDARY 6HE SWITCHING BOUNDARY
IS ONLY DENED IN TERMS OF THE &'2'0&'06 8#4+#$.'5   9E MUST THEREFORE CONTINUOUSLY
CHECK IN OUR SOLUTION PROCEDURE AT WHICH TIME  THE TRAJECTORY IS WITHIN A GIVEN VERY
SMALL DISTANCE FROM    !  OR HAS ALREADY CROSSED THE SWITCHING BOUNDARY +T IS
THEN NECESSARY TO REFORMULATE THE SOLUTION PROCEDURE TO DETERMINE THE TIME 6 ITERATIVELY
AT WHICH THE TRAJECTORY HITS OR TOUCHES THE SWITCHING BOUNDARY 6 CAN ONLY BE FOUND
NUMERICALLY WITHIN A CERTAIN TOLERANCE BUT IT SHOULD BE DETERMINED AS ACCURATELY AS
POSSIBLE 6HE TRAJECTORY DYNAMIC PROBLEM IS THEN INTEGRATED UP TO THE TIME 6 AND
STOPPED 9E HAVE NOW FOUND THE TRANSITION POINT 2 +T IS DENED BY THE VALUES
 6 J !  0
+N THE MATHEMATICAL FORMULATION OF THE NONSMOOTH DYNAMIC PROBLEM IT MUST BE
DENED WHAT WILL HAPPEN AT THE SWITCHING BOUNDARY 6HE COLLISION WITH THE SWITCHING
BOUNDARY AND WHAT HAPPENS THERE IS CALLED AN '8'06 #S AN EXAMPLE OF AN EVENT WE
MENTION A JUMP V IN THE RST DERIVATIVE OF ONE OF THE STATE VARIABLES  SAY  
AT TIME 6
9E THEN FORMULATE A NEW INITIAL VALUE PROBLEM AT THE TIME 6 USING THE END STATE
VARIABLES FOUND AT THE TRANSITION POINT 2 ADJUSTED BY THE LAW OF THE EVENT AS THE NEW
INITIAL VALUES FOR THE INTEGRATION +N OUR EXAMPLE WE TAKE ALL OUR END STATE VARIABLES AT
THE TIME 6 AND ONLY ADD THE GIVEN JUMP V TO THE DERIVATIVE OF  AT THE TIME 6 6HE
CONTINUATION OF OUR DYNAMIC PROBLEM IS THEN GIVEN BY THE NEW INITIAL VALUES AT THE TIME 6
COMBINED WITH THE SMOOTH DYNAMIC FORMULATION OF OUR PROBLEM IN THE 4'.'8#06 &1/#+0
+N OUR EXAMPLE THE RELEVANT DOMAIN WILL BE ON THE OTHER SIDE OF THE SWITCHING BOUNDARY
 THE SECOND DOMAIN 6HEN THE INTEGRATION CONTINUES IN THAT DOMAIN
#S AN EXAMPLE WE INVESTIGATE THE DYNAMICS OF A WHEEL SET USED ON A RAILWAY WAGON
AND PRESENTED IN )ARG AND &UKKIPATI  P  6HE SYSTEM IS SHOWN ON GURE 
WHERE THE WHEEL SET IS TRAVELLING ALONG AN IDEAL TRACK
6HE NONLINEAR EQUATIONS OF MOTION FOR THE LATERAL DISPLACEMENT AND THE YAW ANGLE
AND THE VALUES OF THE DIERENT PHYSICAL PARAMETERS CAN BE FOUND IN )ARG AND &UKKIPATI
 SECTION 
6HE VARIATION OF THE DIERENCE IN THE ROLLING RADII OF THE WHEEL SET VERSUS THE LATERAL
DISPLACEMENT IS SHOWN ON GURE 
H. True 119

(&2/$   6HE WHEEL SET MODEL

(&2/$  6HE VARIATION OF DIERENT VARIABLES WITH LATERAL DISPLACEMENTS

(OR DIERENT ENTRIES WE HAVE THE FOLLOWING VALUES OF THE CONSTANTS  AND  THE
DISTANCE !  IN THE EXPERIMENTS

VAR  
  
  
  

  
120 Dynamics of Railway Vehicles and Rail/Wheel Contact

(&2/$  9HEEL SET DYNAMICS SOLUTION FOR 8 !  KMH

9HEN WE SOLVE THE PROBLEM FOR AN INITIAL LATERAL DISPLACEMENT ! !  WITH A SPEED
OF  KMH WE OBTAIN THE SOLUTION ON GURE  WHERE THE DAMPING IS STRONG AND ONLY
ONE PASSAGE OF THE DISCONTINUITY OCCURS *ERE THE SOLUTION WITH CONSTANT STEP SIZE CALLED
10'4- AND THE SOLUTION THAT TRACKS DOWN THE DISCONTINUITY CALLED )'4- ARE CLOSE
9HEN THE VELOCITY IS INCREASED TO NEAR THE *OPF BIFURCATION POINT OF 6*+5 274'.; 6*'
14'6+%#. 241$.'/ WHERE MORE PASSAGES OF DISCONTINUITIES OCCUR WE ND VERY DIERENT
SOLUTIONS 6HE CONSTANT STEP SIZE SOLUTION IS MUCH LESS ACCURATE THAN THE ONE WHERE THE
DISCONTINUITIES ARE TRACKED AS SEEN ON GURE  6HIS LEADS TO DIERENT INTERPRETATIONS
OF THE DYNAMIC PROPERTIES +T MAY BE CRITICAL SINCE THIS CASE IS NEAR THE POINT WHERE THE
STATIONARY SOLUTION BECOMES UNSTABLE
.ET US SUMMARIZE OUR EXPERIENCE GAINED FROM DIERENT NUMERICAL TREATMENTS OF DIS
CONTINUITIES IN VEHICLE DYNAMIC PROBLEMS 6HE SIMPLEST WAY TO HANDLE THE DISCONTINUITIES
IS TO +)014' 6*' &+5%106+07+6+'5 #0& +06')4#6' #%4155 6*'/ #5 +( 6*'; &1 016 ':+56 1NE
HOPES THAT THE SMOOTHING PROPERTY OF THE NUMERICAL ROUTINE WILL AUTOMATICALLY TAKE
CARE OF THE PROBLEM WITH THE DISCONTINUITY +F THE DISCONTINUITY IS IN THE SECOND OR HIGHER
DERIVATIVES OF THE FUNCTIONS IN THE DYNAMIC PROBLEM THIS STRATEGY MAY WORK WELL 6HE
GENERAL ATTITUDE IS THAT AS LONG AS THE NUMERICAL INTEGRATION DELIVERS A SOLUTION THEN THE
SOLUTION IS THE CORRECT ONE  6HIS IS RARELY TRUE AS WE JUST DEMONSTRATED IN THE LAST EXAM
PLE # SOLUTION FOUND IN THIS WAY MAY EVEN BE QUALITATIVELY WRONG # CHAOTIC DYNAMIC
BEHAVIOUR MAY BE TOTALLY MISSED 6HIS WAS ILLUSTRATED BY :IA AND 6RUE  .AST
BUT NOT LEAST THE NUMERICAL SOLVER WILL CONSUME A LOT OF %27TIME WITH THE INTEGRATION
ACROSS THE DISCONTINUITY AND WE DO NOT KNOW THE RESULTING NUMERICAL APPROXIMATION OF
H. True 121

(&2/$  9HEEL SET DYNAMICS SOLUTION FOR 8 !  KMH # 274'.; 6*'14'6+%#. 241$.'/

THE SMOOTHING FUNCTION


6HE PROBLEM WITH THE RESULTING SMOOTHING FUNCTION LEADS TO THE SECOND METHOD OF
HANDLING THE DISCONTINUITIES *' 5/116*+0) (70%6+105 #4' 24'5%4+$'& +0 '#%* #0& '8'4;
%#5' 6HEN  AT LEAST  WE KNOW HOW THE NUMERICAL ROUTINE HANDLES THE DISCONTINUITY
AND THE %27TIME WILL BE REDUCED 6HE SMOOTHING FUNCTION MUST MODEL THE PHYSICAL
REALITY IN THE BEST POSSIBLE WAY /ANY PEOPLE CLAIM THAT THIS METHOD IS THE OPTIMAL
ONE BECAUSE IT MODELS THE PHYSICAL REALITY CLOSELY 6HE PROBLEM WITH THE METHOD IS
HOWEVER THAT A GOOD MATHEMATICAL MODEL IS NOT ALWAYS KNOWN +N THE ARTICLES BY 6RUE
AND #SMUND  AND 6RUE AND 6RZEPACZ  THEIR OWN SMOOTH MODEL OF STICK
SLIP DRY FRICTION IN PLANE CONTACT BETWEEN STEEL OR CAST IRON SURFACES WAS APPLIED 6HE
RESULTS OF THE NUMERICAL DYNAMIC ANALYSIS CONTAIN A LOT OF CHAOTIC DYNAMICS AS COULD BE
EXPECTED FROM THE NATURE OF THE PROBLEM # COMPARISON WAS HOWEVER MADE BETWEEN AN
IDEALLY KINEMATICAL MODEL AND A DYNAMIC MODEL OF AN '.#56+% +/2#%6 9HEN THE MOVING
PART HAD ENTERED THE PART IN REST THE VELOCITY OF THE MOVING PART CHANGED SIGN IN THE
KINEMATICAL MODEL +N THE DYNAMIC MODEL THE LAW OF ELASTIC DEFORMATION WAS APPLIED
6RUE AND 6RZEPACZ  USED A CONSTANT AND VERY SMALL STEPLENGTH IN THE INTEGRATIONS
122 Dynamics of Railway Vehicles and Rail/Wheel Contact

OF THE DYNAMIC MODEL 6HE APPLICATION STOPPED WHEN THE TWO PARTS WERE SEPARATED
AGAIN 1NLY THE DYNAMIC MODEL IS ABLE TO YIELD AN ESTIMATE OF THE CONTACT FORCES +N
THE DYNAMIC MODEL THE %27TIME USED FOR INTEGRATION ACROSS THE IMPACT EXPLODED 6HE
RESULTS DIERED  AS COULD BE EXPECTED  BUT BOTH RESULTS LIE ON THE SAME CHAOTIC ATTRACTOR
+T IS INTERESTING TO NOTE HOWEVER THAT THE DYNAMICS OF THE SYSTEM IS THE SAME CHAOTIC ONE
IN THE TWO CASES 6HE SITUATION WAS DISCUSSED IN CHAPTER  WITH RELATION TO THE MODELLING
OF THE IMPACT 6HE ROBUST DYNAMICS IS CLOSELY CONNECTED WITH THE CHAOTIC DYNAMICS IN
THIS CASE 6HE ROBUSTNESS IS HOWEVER NOT GUARANTEED +N OTHER PROBLEMS THE DYNAMICS
OF THE TWO CASES MAY DIER
6HE THIRD  AND CORRECT  WAY OF HANDLING THE DISCONTINUITIES NUMERICALLY IS TO 64#%-
&190 6*' 64#05+6+10 21+06 #5 #%%74#6'.; #5 2155+$.' 6HE TRANSITION POINT IS THE POINT IN
THE STATE SPACE WHERE THE TRAJECTORY HITS THE SWITCHING BOUNDARY *'0 5612 6*' 6+/'
+06')4#6+10 1( 6*' &;0#/+% 241$.'/ #6 6*#6 21+06 #22.; 6*' .#9 1( 64#05+6+10 #0& %106+07'
6*' 6+/' +06')4#6+10 1( 6*' &;0#/+% 241$.'/ 10 6*' 4'.'8#06 5+&' 1( 6*' 59+6%*+0) $170&
#4; 6HIS IS THE SAFEST AND MOST ACCURATE METHOD TO DEAL WITH NONSMOOTH PROBLEMS
6HE EXTRA %27TIME SPENT IN THE DETERMINATION OF THE TRANSITION POINT IS MUCH LESS THAN
THE TIME NOT SPENT FOR THE INTEGRATION OF THE DYNAMIC PROBLEM WITH VERY SMALL TIME STEPS
ALONG STEEP GRADIENTS ACROSS THE DISCONTINUITY +T IS THE LOGICAL NUMERICAL APPLICATION
OF THE RESULTS PRESENTED IN SECTION  6HE METHOD WAS USED WITH SUCCESS BY *OMANN
 TO INVESTIGATE THE DICULT PROBLEM OF THE DYNAMICS OF TWOAXLE FREIGHT WAGONS
*IS MODELS CONTAIN BOTH ROLLING AND SLIDING FRICTION IN THE SUSPENSION AS WELL AS POSSIBLE
IMPACTS BETWEEN THE AXLE BOXES AND THEIR GUIDANCE 6HE LACK OF PROPER CONSIDERATION
OF THE DISCONTINUITIES IN THE NUMERICAL ANALYSIS LEADS IN GENERAL TO AN EVEN QUALITATIVELY
ERRONEOUS RESULT OF THE CALCULATIONS
+T IS IMPORTANT TO IDENTIFY COEXISTING ATTRACTORS IN NONLINEAR DYNAMIC SYSTEMS 6HE
NECESSITY IS OBVIOUS WHEN THE ATTRACTORS ARE CHARACTERIZED BY DIERENT AMPLITUDES +T
MAY SEEM LESS OBVIOUS IF THE ATTRACTORS HAVE ALMOST THE SAME AMPLITUDES AND ARE ONLY
QUALITATIVELY DIERENT +F HOWEVER  LIKE IN 6RUE AND #SMUND  6RUE AND 6RZEPACZ
 AND :IA AND 6RUE   ONE OF THE COEXISTING ATTRACTORS IS A CHAOTIC ATTRACTOR
THEN GREAT CAUTION MUST BE EXERCISED
9E REFER TO THE DISCUSSION OF CHAOTIC TRANSIENTS AT
THE END OF CHAPTER  6HE EXISTENCE OF A COEXISTING CHAOTIC ATTRACTOR WILL OFTEN GIVE RISE TO
VIOLENTLY OSCILLATING TRANSIENT MOTIONS WITH DANGEROUSLY HIGH AMPLITUDES 6HIS HAPPENS
FOR TRANSIENTS APPROACHING THE CHAOTIC ATTRACTOR AS WELL AS FOR TRANSIENTS APPROACHING A
NONCHAOTIC ATTRACTOR +T IS THEREFORE VERY IMPORTANT TO IDENTIFY ALL THE CHAOTIC ATTRACTORS
IN A NONLINEAR DYNAMIC PROBLEM 6HE POSSIBLE LARGE AMPLITUDE TRANSIENTS MAY LEAD TO
ACCIDENTS IN THE PHYSICAL WORLD

 4 6 1, ",*-21$ 01 !)$ !/ +"'$0 ,% 3$'(")$ #6+ *(" -/,!)$*0 +2*$/


(" ))6
+N ORDER TO ND THE STABLE BRANCHES  THE ATTRACTORS  OF A VEHICLE DYNAMIC PROBLEM
USE 2#6* (1..19+0) +0 56#6' 2#4#/'6'4 52#%' 9E SHALL ASSUME THAT 6*' 64#%- +5 +&'#. #0&
(4'' 1( &+5674$#0%'5 4EMEMBER THAT WE WANT TO ND THE EIGENDYNAMICS OF THE VEHICLE
9E HAVE GIVEN A STABLE STEADY STATE SOLUTION  TO OUR DYNAMIC PROBLEM FOR A CERTAIN
VALUE  OF THE CONTROL PARAMETER WHICH IN OUR CASE IS THE SPEED 8 SEE GURE  9E
H. True 123

CAN THEN ND THE VECTOR SOLUTION AT A TIME  AND STORE THE STATE VECTOR   +T IS
CALLED THE END VALUE 6HE PATH FOLLOWING IS PERFORMED STEPWISE +N EACH STEP WE INCREASE
OR DECREASE 8 WITH A SMALL INCREMENT AND CALCULATE THE STEADY STATE SOLUTION OF THE
RESULTING DYNAMIC PROBLEM USING THE END VALUE OF THE PRECEDING STEP AS THE INITIAL VALUE
FOR THE NEW STEP IN 8 9E TAKE AS MANY STEPS AS NEEDED 6HE PROCESS WILL END WHEN
THE TRANSIENT IN THE INTEGRATION APPROACHES ANOTHER STABLE STEADY STATE SOLUTION  
FOR A CERTAIN VALUE  OF THE PARAMETER 8  IS CLOSE TO A BIFURCATION POINT THAT HAS JUST
BEEN PASSED AND WHICH CAN NOW BE DETERMINED BY INTERPOLATION OF THE PARAMETER 8 OR
BY THE 0EWTON4APHSON METHOD IN ORDER TO ND THE BIFURCATION POINT   +N THIS WAY A
SOLUTION OF THE DYNAMIC PROBLEM CAN BE TRACED OR (1..19'& AND BIFURCATION POINTS FOUND
IN THE PARAMETERSTATE SPACE #T THE BIFURCATION POINTS WE TURN OUR ATTENTION TO THE NEW
STABLE BRANCHES AND FOLLOW THEM IN DEPENDENCE ON 8 FOR BOTH GROWING AND FALLING VALUES
#PPLY AS THE INITIAL CONDITION THE END VALUES OF THE NEW STEADY STATE SOLUTION   +T
IS HIGHLY RECOMMENDABLE TO CALCULATE THE EIGENVALUES OF THE DYNAMIC PROBLEM LINEARIZED
AROUND THE STABLE STEADY STATE SOLUTION AND ND THEIR CHANGE WITH THE PARAMETER ACROSS
THE BIFURCATION POINT ASSUMING THAT THE ,ACOBIAN EXISTS 6HE CALCULATION IS A VALUABLE
VERICATION OF THE PROPERTIES OF THE FOUND BIFURCATION +N A BIFURCATION OF A PERIODIC
SOLUTION FROM A STABLE STATIONARY SOLUTION TWO COMPLEX CONJUGATE EIGENVALUES SHOULD
CROSS THE IMAGINARY AXIS AT THE BIFURCATION POINT FROM THE NEGATIVE TO THE POSITIVE REAL
HALF PLANE
6HE SUCCESS OF THE METHOD IS BASED ON THE ASSUMPTION THAT THE STABLE BRANCHES CAN
BE FOUND AS BIFURCATIONS FROM AT LEAST ONE STABLE STEADY STATE SOLUTION BRANCH OF THE
PROBLEM THAT IS KNOWN A PRIORI +T MUST BE EMPHASIZED THAT IT IS NOT GUARANTEED THAT
ALL THE STABLE BRANCHES CAN BE FOUND IN THIS WAY IN ALL DYNAMIC PROBLEMS +N VEHICLE
DYNAMICS THE AIM IS TO DESIGN A VEHICLE THAT RUNS SMOOTHLY ALONG A GIVEN TRACK 9E SHALL
THEREFORE MAKE THE BASIC ASSUMPTION THAT THE VEHICLE DYNAMIC MODEL TO BE INVESTIGATED
HAS A KNOWN STEADY STATE SOLUTION IN A CERTAIN SPEED INTERVAL IN AN APPROPRIATE MOVING
COORDINATE SYSTEM +N VEHICLE DYNAMICS THE SPEED 8 IS AN APPROPRIATE CONTROL PARAMETER
AND IN MOST CASES THE APPROPRIATE COORDINATE SYSTEM IS ONE THAT MOVES WITH THE CONSTANT
SPEED 8
 ALONG THE TRACK OF THE VEHICLE # DYNAMIC MODEL OF A GOOD VEHICLE WILL
MOST OFTEN HAVE A TRIVIAL STABLE SOLUTION FOR SUCIENTLY SMALL VALUES OF THE SPEED 8

IE 5 !  +T CAN BE USED AS THE INITIAL SOLUTION
6HE PATH FOLLOWING PROCEDURE CAN BE ACCELERATED AND AUTOMATED BY APPLICATION OF
THE 4#/2+0) /'6*1& +N THE DYNAMIC SYSTEM THE CONTROL PARAMETER 8 IS REPLACED BY A
MONOTONICALLY SLOWLY GROWING OR DECAYING FUNCTION OF TIME 8 +N THE RAMPING METHOD
WE START THE INTEGRATION OF THE DYNAMIC PROBLEM AS USUAL WITH THE KNOWN END VALUE
AND INTEGRATE UP TO AN APPROPRIATE END TIME 6 SO THAT =886> COVERS THE DESIGNED
SPEED RANGE OF THE VEHICLE 4EPEAT THE PROCEDURE AS LONG AS NECESSARY TO DETERMINE
ALL THE ATTRACTORS 6HE BIFURCATION DIAGRAM WILL IN PRACTICE BE QUITE WELL APPROXIMATED
BY THE RAMPING SOLUTION BUT THE METHOD OVERSHOOTS THE BIFURCATION POINTS AND ONE OR
MORE OF CLOSELY SITUATED BIFURCATION POINTS MAY BE MISSED 6HE BIFURCATION POINTS MUST
AFTERWARDS BE RECALCULATED WITH GREATER ACCURACY
6HE SMALLEST PARAMETER VALUE    FOR WHICH THERE EXISTS ANOTHER STABLE STEADY STATE
SOLUTION ATTRACTOR TO OUR DYNAMIC PROBLEM IN ADDITION TO THE STATIONARY ONE IS THE
%4+6+%#. 52''& OF THE VEHICLE 6HE PATHFOLLOWING METHOD HAS BEEN USED SUCCESSFULLY NOT
124 Dynamics of Railway Vehicles and Rail/Wheel Contact

ONLY BY 6RUE AND HIS COWORKERS +T IS DESCRIBED AND DISCUSSED BY 6RUE IN SEVERAL PAPERS
6RUE A   AND ITS RESULTS HAVE BEEN VERIED IN ROAD TESTS
6HERE EXIST GOOD COMMERCIAL VEHICLE DYNAMIC SIMULATION ROUTINES 9HEN A POTENTIAL
USER MUST SELECT A PROGRAM HE MUST TEST HIS REQUIREMENTS OF THE PROGRAM AGAINST THE
PERFORMANCE OF THE PROGRAM AND AGAINST THE REQUIREMENTS LISTED IN THIS SECTION 6HE PRO
GRAMS MUST CONTAIN AT LEAST TWO RECOGNIZED IMPLICIT SOLVERS FOR THE SOLUTION OF NONLINEAR
DYNAMIC PROBLEMS AND THE USER MUST BE ABLE TO CONTROL THE NUMERICAL PARAMETERS SUCH
AS STEP LENGTHS  CONSTANT OR VARYING SIZE  AND ERROR BOUNDS 'XPLICIT 'ULER ROUTINES ARE
OF COURSE BANNED FROM USE

+F NOT TREATED PROPERLY THE INTERPRETATION OF THE DYNAMIC PROPERTIES FROM THE NUMERICAL
RESULTS MAY BE VERY DIERENT FROM THE PROPERTIES OF THE REAL SYSTEM
9E RECOMMEND WHEN THE NUMERICAL TOOLS ARE SELECTED THAT A SIMILAR CARE IS SPENT AS
THE CARE TAKEN OF THE MODELLING +T IS OF THE OUTMOST IMPORTANCE THAT PROPERTIES THAT
INUENCE THE DYNAMIC BEHAVIOUR SUCH AS THE DISCONTINUITIES ARE PROPERLY ACCOUNTED FOR

*! )%  !" ,()# ,$#!(


&UE TO THE NONLINEAR COUPLING WITH THE SUPPORTING GROUND IT IS BASICALLY IMPOSSIBLE TO
SPLIT THE DYNAMICS OF THE TOTAL VEHICLEGROUND SYSTEM INTO EECTS CAUSED BY THE PROPERTIES
OF THE VEHICLE AND THOSE OF THE SUPPORT 6HE CONTACT FORCES BETWEEN THE RAILS AND WHEELS
ARE IMPORTANT UNKNOWNS IN THE SIMULATIONS NOT ONLY BECAUSE THEY ACT AS AN INPUT TO
THE DYNAMIC VEHICLE MODEL 6HEY ARE IMPORTANT FOR THE DESIGN OF THE VEHICLE AND THE
DETERIORATION OF THE STRUCTURE OF THE SUPPORT 9E ARE HOWEVER LUCKY IN THE SENSE THAT
THE DYNAMIC INUENCE OF THE VEHICLE ON THE GROUND ACTS ON A MUCH LARGER TIMESCALE THAN
THE INSTANTANEOUS ACTION THE VEHICLE IS EXPOSED TO FROM THE GROUND 6HE FEEDBACK CAN
THEREFORE BE NEGLECTED IN THE SHORTTERM MODELLING OF THE VEHICLE DYNAMICS
+T IS HOWEVER POSSIBLE TO MAKE DEDUCTIONS AND ACHIEVE A BETTER UNDERSTANDING OF THE
DYNAMICS OF THE TOTAL SYSTEM IF THE DYNAMICS OF SOME OF THE ELEMENTS IN THE SYSTEM IS
KNOWN 6HE DYNAMIC FEATURES OF A VEHICLE MODEL SHOULD THEREFORE BE INVESTIGATED RST
6HE INVESTIGATION OF THE FULL NONLINEAR VEHICLE DYNAMIC MODEL STARTS WITH A NUMERICAL
CALCULATION OF THE BIFURCATION DIAGRAMS FOR THE VEHICLE RUNNING ON AN IDEAL STRAIGHT TRACK
SECTION  6HE CALCULATIONS MUST BE PERFORMED FOR ALL RELEVANT CONTACT GEOMETRIES
AND FOR A RELEVANT SELECTION OF ADHESION COECIENTS 6HE SPEED IS CHOSEN AS THE CON
TROL PARAMETER WHILE ALL OTHER PARAMETERS ARE KEPT CONSTANT 6HE RELEVANT ATTRACTORS IN
THE PARAMETERSTATE SPACE MUST BE FOUND AND THE CRITICAL SPEED DETERMINED +F NECES
SARY THE CALCULATION OF THE BIFURCATION DIAGRAMS CAN BE REPEATED WITH OTHER PARAMETER
COMBINATIONS
0EXT THE INVESTIGATION CONTINUES WITH A SET OF NUMERICAL CALCULATIONS OF THE BIFURCATION
DIAGRAMS FOR QUASISTATIONARY CURVING IN ARCS WITH SELECTED RADII #GAIN THE SPEED IS
CHOSEN AS THE CONTROL PARAMETER # LOWER CRITICAL SPEED WILL OFTEN BE FOUND IN CURVES
WITH A LARGE RADIUS THAN THE ONE FOUND BY DRIVING ON TANGENT TRACK
9HEN THE ATTRACTORS ARE KNOWN WE ARE READY TO MAKE NUMERICAL SIMULATIONS OF THE
VEHICLE DYNAMICS ON REALISTIC TRACKS TRANSITION CURVES TURNOUTS AND IN OTHER SITUATIONS
WHERE THE TRANSIENT RESPONSE IS IMPORTANT 6HESE SIMULATIONS SERVE ALSO AS A BASIS FOR
COMPARISONS WITH MEASURED RESULTS FROM ROAD TESTS AND AS A VERICATION OF THE DYNAMIC
H. True 125

MODEL 6HIS MAY GIVE RISE TO A GREAT VARIETY OF NONLINEAR MOTIONS +N A MASTER THESIS
'NGBO %HRISTIANSEN  INVESTIGATED THE DYNAMICS OF THE %OOPERRIDER  BOGIE
ON A SINUOUS TRACK &EPENDING ON THE PHASE DIERENCE BETWEEN AND THE AMPLITUDE OF
THE SINE FUNCTIONS OF THE RIGHT AND LEFT RAIL 'NGBO %HRISTIANSEN  FOUND MANY OF THE
NONLINEAR PHENOMENA IN THE BOOKS  BUT ONLY WHEN THE SPEED WAS ABOVE THE CRITICAL SPEED
6HE DYNAMICS ABOVE THE CRITICAL SPEED WAS OBVIOUSLY A RESULT OF THE MODE INTERACTIONS
BETWEEN THE HUNTING MOTION OF THE VEHICLE AND THE EXCITATIONS FROM THE TRACK 5INCE MOST
RAILWAY FREIGHT VEHICLES TODAY OFTEN RUN AT SUPERCRITICAL SPEEDS SPECIAL CARE MUST BE TAKEN
WHEN THEIR DYNAMICS IS MODELLED AND INVESTIGATED
+N EVERY STEP OF THE INVESTIGATION IT IS IMPORTANT TO PAY ATTENTION TO THE NUMERICS
#FTER HAVING SPENT SO MUCH EORT ON THE CONSTRUCTION OF THE THEORETICAL MODEL MANY
INVESTIGATORS SEEM TO BELIEVE THAT THE JOB IS DONE /ORE EORT IS NEEDED AT THAT POINT
THAN THAT SPENT BY TAKING JUST ANY NUMERICAL SOLVER THAT CAN BE FOUND ON THE WEB OR
THAT IS INCORPORATED IN A COMMERCIAL SIMULATION PROGRAM  OFTEN WITHOUT ANY INFORMA
TION ABOUT THE TYPE OF SOLVER AND ITS PARAMETERS 9E RECOMMEND WHEN THE NUMERICAL
TOOLS ARE SELECTED THAT A SIMILAR CARE IS SPENT AS THE CARE TAKEN OF THE MODELLING +T IS
VERY IMPORTANT THAT PROPERTIES SUCH AS THE DISCONTINUITIES WHICH INUENCE THE DYNAMIC
BEHAVIOUR ARE PROPERLY ACCOUNTED FOR SEE SECTION 
+T IS OF COURSE PERMITTED TO MAKE APPROXIMATIONS OF SOLUTIONS TO NONLINEAR SYSTEMS
FOR INSTANCE BY LINEARIZATION OF NONLINEAR CHARACTERISTICS OR TERMS IN THE DYNAMIC SYSTEM
+F THE TOTAL DYNAMIC SYSTEM SHALL BE LINEARIZED IT IS IMPORTANT THAT THE OPERATOR KNOWS
WHICH STABLE SOLUTION IE STABLE BRANCH HE WILL LINEARIZE AROUND *E MUST ALSO INVESTIGATE
WHETHER A LINEARIZATION IS PERMITTED  SEE SECTION  6HE ,ACOBIAN  ! =   >
  !   0 MUST EXIST AND THE REST TERM MUST SATISFY 5   5   FOR
5   IF THE TRIVIAL SOLUTION IS CONSIDERED +T IS THEREFORE IMPORTANT TO KNOW THE FULL
NONLINEAR OPERATOR AS WELL AS ITS BIFURCATION DIAGRAM RST 6HE LINEARIZED OPERATOR CAN
YIELD VALUABLE INFORMATION ABOUT CERTAIN PROPERTIES OF THE VEHICLE MODEL 6HE EIGENVAL
UES WILL FOR INSTANCE INFORM ABOUT CHARACTERISTIC FREQUENCIES AND THEIR ATTENUATION AND
POTENTIAL RESONANCES IN THE VEHICLE DYNAMIC SYSTEM
9HEN THE ANALYSES OF THE NONLINEAR DYNAMICS OF VEHICLE SYSTEMS ARE PERFORMED
 WITH ACCURATE THEORETICAL MULTIBODY SYSTEM MODELS THAT CONSIST OF ELEMENTS WITH
WELL DENED AND VERIED DYNAMICS
 WITH DUE REGARD TO THE NONLINEAR NATURE OF THE SYSTEMS
 ON MODERN COMPUTER SYSTEMS
 BY WELL EDUCATED PERSONNEL USING SOFTWARE THAT IS CAREFULLY SELECTED WITH REGARD TO
THE NATURE OF THE SPECIC DYNAMIC PROBLEM
THEN THE RESULTS WILL BE SO ACCURATE THAT SIMULATIONS IN FUTURE CAN BE USED AS A DOCU
MENTATION FOR CERTAIN VEHICLE PERFORMANCE REQUIREMENTS AND EVEN AS A PART OF THE SAFETY
SPECICATIONS 6HIS WILL GIVE THE MANUFACTURERS THE NATIONAL BOARDS OF SAFETY AND LARGE
USER ORGANISATIONS LIKE THE RAILWAY COMPANIES A STRONG AND RELIABLE TOOL FOR THE DESIGN
AND TESTING OF VEHICLE SYSTEMS UNDER REALISTIC OR EVEN UNREALISTIC OPERATING CONDITIONS
6HE MODELS MAY ALSO BE VALUABLE TOOLS FOR INVESTIGATIONS OF ACCIDENTS 6HE ADVANTAGES OF
SUCH THEORETICAL ANALYSES ARE LOWER COSTS COMPARED WITH ALTERNATIVE METHODS EXIBILITY
126 Dynamics of Railway Vehicles and Rail/Wheel Contact

WITH RESPECT TO DESIGN PARAMETERS AND OPERATING CONDITIONS AND  IN MANY CASES  A FASTER
PRODUCTION OF RESULTS

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128 Dynamics of Railway Vehicles and Rail/Wheel Contact

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248 RailCab System: Engineering Aspects

a) 15 kV, 3

460V, 3
RailCab RailCab

section 1 section 2 section 3

to other sections
b) 15 kV, 3

RailCab

section 1 section 2 section 3

460V, 3 substation 1

to substations 2 - 3

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