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The numerical and computation aspects of the Knife-edge Equivalent Contact ( KEC ) constraint and lookup table ( LUT ) methods are compared in this paper. The  LUT  method implementation uses a penetration-based elastic contact model for the flange and a constraint-based formulation at the wheel tread. For the  KEC  method, where an infinitely narrow rail contacts an equivalent wheel, regularization of the tread-flange transition is adopted to simultaneously account for tread and flange contacts using constraints. A comparison between the two methods is carried out using well-known numerical integrators to show the applicability and limitations of both methods.  Two fixed-step-size integrators, the explicit Runge–Kutta (RK4) and the predictor–corrector Adam–Bashforth–Moulton (ABM) methods, and two variable-step-size Matlab built-in function integrators, the explicit    $ode45$  o d e 45 and implicit    $ode15s$  o d e 15 s , were applied to get the numerical solutions to the dynamic problems and study the relative numerical performance of the two contact description methods. To complete the railway vehicle model, both contact methods were implemented for the multibody model of a benchmark railway vehicle (the Manchester wagon 1). Numerical results were obtained for different railway tracks with and without irregularities. Profiles of the S1002 wheel and LB-140-Area rail, which demonstrate the two-point contact phenomenon, were considered. Both methods were implemented in Matlab and validated against commercial simulation software. The kinematic results for both approaches show good agreement, but the  KEC  method was up to 20% more efficient than the  LUT  method regardless of integrator used.

Comparison of numerical and computational aspects between two constraint-based contact methods in the description of wheel/rail contacts