The International

Proceedings Federation
of the 20th Worldof Congress
Automatic Control
Toulouse,
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International
Proceedings July
20th9-14,
Federation
of the World2017
of Congress
Automatic Control
Toulouse, France,Federation
The International July 9-14, 2017 Available online at www.sciencedirect.com
of Automatic Control
Toulouse, France, July 9-14, 2017
ScienceDirect
Robust Velocity
IFAC PapersOnLine 50-1 Estimation
(2017) 5961–5966 for Railway
Robust VelocityVehicles Estimation  for Railway
Robust VelocityVehicles Estimation  for Railway

Öncü AraratVehicles
∗
Mehmet T. Söylemez ∗∗
Öncü Ararat ∗∗ Mehmet T. Söylemez ∗∗ ∗∗
∗ ∗ ∗∗
Öncü Ararat Mehmet
Tubitak Marmara Research Center, Energy Institute, T. Söylemez L Block,
∗
∗ Kocaeli, 41470 Turkey (e-mail: oncu.ararat@tubitak.gov.tr)
Tubitak Marmara Research Center, Energy Institute, L Block,
∗∗ ∗
Istanbul
Tubitak
Kocaeli,Technical
Marmara
41470 TurkeyUniversity,
Research Control
Center,
(e-mail: and Automation
Energy Institute, Engineering
oncu.ararat@tubitak.gov.tr) L Block,
∗∗
∗∗
Department,
Kocaeli,
Istanbul Istanbul,
41470 Turkey
Technical 34469(e-mail:
University, Turkey (e-mail: soylemezm@itu.edu.tr)
oncu.ararat@tubitak.gov.tr)
Control and Automation Engineering
∗∗
Department, Istanbul, 34469 Turkey (e-mail: soylemezm@itu.edu.tr)
Istanbul Technical University, Control and Automation Engineering
Department, Istanbul, 34469 Turkey (e-mail: soylemezm@itu.edu.tr)
Abstract: Efficient slip and slide control systems are crucial in railway transportation since
Abstract:
maximization Efficient slip and
of adhesion slide control
utilization systems are crucial
and minimization in railway
of operating coststransportation
mainly depend since
on
performanceEfficient
Abstract:
maximization ofofsuch control
slip and
adhesion systems. Inand
slide control
utilization order to improve
systems
minimization adhesion
are crucial in characteristics,
of operating railway slip
coststransportation
mainly and since
depend slide
on
control systems
maximization
performance should
ofofsuch
adhesionholdutilization
control the slip ratio
systems. Inand atminimization
order itstooptimum value
of
improve adhesion which
operating iscosts
determined
characteristics,mainly considering
slip depend
and slideon
control
performance systems
vehicle velocity should
and
of such hold systems.
control the slipconditions.
environmental ratio at itstoOn
In order optimum
the other
improve value which
hand,
adhesion is determined
calculation
characteristics, of slip considering
slip ratio with
and slide
high accuracy
control
vehicle systemsisand
velocity a quite
should holdchallenging problem
the slipconditions.
environmental ratio at itsOn because
optimum
the otherofvalue
the difficulties
which
hand, in obtaining
is determined
calculation vehicle
of slipconsidering
ratio with
longitudinal
vehicle
high velocity
accuracy velocity.
isand Thischallenging
article proposes
environmental
a quite conditions.
problem a On
novelthemethod
because other
of the for
hand, robust
calculation
difficulties estimation
of slip of
in obtaining railway
ratio with
vehicle
vehicle
high velocity
accuracy
longitudinal iswhich
a quite
velocity. useschallenging
This only
article theproposes
angular
problem avelocity
because
novel of of
thethe
method wheels. To this
difficulties
for robust in end, linear
obtaining
estimation matrix
vehicle
of railway
vehicle
inequality
longitudinalvelocity
(LMI) which
velocity. uses isonly
approach
This usedthe
article to angular avelocity
synthesize
proposes a robust
novel of estimator
the wheels.
method To this
established
for robust end,
on alinear
estimation matrix
longitudinal
of railway
vehicle
inequality model
velocity
(LMI) with
whichdynamic
approach friction
uses isonly
usedthe properties.
angular
to synthesize aThe
velocity developed
robustof estimator
the wheels. estimator
To this
established is tested
end, for extreme
on alinear matrix
longitudinal
scenarios
inequality
vehicle and
model(LMI)the
with results
approach
dynamicareis discussed regardingaThe
used to synthesize
friction properties. the international
robust estimator
developed standards
established
estimator is foronvehicle
tested velocity
a longitudinal
for extreme
measurement
vehicle
scenarios and in
model with
the slip/slide
dynamic
results control
are friction
discussedsystems.
properties.
regarding The developed estimator
the international standards is for
tested for extreme
vehicle velocity
measurement
scenarios and in theslip/slide
results are control
discussedsystems.
regarding the international standards for vehicle velocity
© 2017, IFAC (International
measurement in slip/slide Federation
control of Automatic Control) Hosting by Elsevier Ltd. All rights reserved.
systems.
Keywords: Railway, velocity estimation, robust estimator, LMI, LuGre, Polach, slip and slide
control systems,
Keywords: Railway, traction control.
velocity estimation, robust estimator, LMI, LuGre, Polach, slip and slide
control systems,
Keywords: Railway, traction control.
velocity estimation, robust estimator, LMI, LuGre, Polach, slip and slide
control1.systems,
INTRODUCTIONtraction control. environmental conditions (fog, rain, etc.), these sensors
1. INTRODUCTION still provide theconditions
environmental most reliable (fog,information.
rain, etc.), these sensors
1. INTRODUCTION
Due to countless benefits it provides, railway transport is environmental still provide theconditions
most reliable (fog,information.
rain, etc.), these sensors
Another way of acquiring velocity information is usage of
a major
Due form of passenger
to countless benefits itand freightrailway
provides, transport in many
transport is still provide the most reliable information.
GPS signals.
Another way of There are many
acquiring well-known
velocity information techniques
is usage in of
acountries.
Due major form
to countless of passenger
Although railway
benefits itand freightrailway
vehicles
provides, transport
have less in many
problems
transport is Another
the literature
GPS way of
signals. that
There combine
acquiring
are many GPS
velocity information
information
well-known with
is usage
techniques other
of
in
acountries.
comparing
major form Although
to their railwayand
alternatives,
of passenger vehicles have
there are
freight lessmany
still
transport problems
tech- the
in many GPS literature
sensors such as
signals. thatthecombine
There wheel
are manyGPS
speed information with other
sensor, accelerometer
well-known techniques in
nological issues
countries.
comparing which
Although
to their need tovehicles
railway
alternatives, bethere
solvedhave
are for
stillmore
lessmany reliable
problems
tech- the and literature
sensorsIMUsuch (Bar-Shalom
thatthecombine
as et al.,GPS
wheel 2001).
speed Unfortunately,
information
sensor, accelerometerthese
with other
and affordable
comparing
nological issues way
to their
which of transportation.
alternatives,
need to bethere solvedSlip
arefor and
still slide
many
more prob-
tech- sensors
reliable methods
and IMUsuchare not
as reliable
(Bar-Shalomthe wheel etenough
al.,speedsince
2001). the availability
sensor, accelerometer
Unfortunately, of a
these
and affordable
lem is
nological oneissues way
of these of transportation.
issues
which thattoresults
need inSlip
be solved forand
insufficient slide
more prob-
braking
reliable GPSIMU
and
methods signalare isnot
notreliable
(Bar-Shalom guaranteed.
etenough
al., 2001).
sinceUnfortunately,
the availabilitythese of a
and
lem is traction
affordable performance
one of thesewayissues as well
of transportation.
that results inSlip
as earlyinsufficient
damages
and slide braking
onprob-
rails GPS signal
methods areisnotnotreliable
guaranteed.enough since the availability of a
lem
and is wheels.
one of these
traction issues that
performance results
as well in insufficient
as early on rails A
damages braking GPS
novel approach for the velocity estimation was presented
signal is not guaranteed.
wheels. performance as well as early damages on rails A
and traction novel
recently approach
(Mei andfor Li,the velocity
2008). In estimation
this method, wasexcitations
presented
Railway vehicles use adhesive forces between wheels and A recently
resulted
novel (Mei
from
approach and
track Li,
for 2008).
irregularities
the In
velocity this
are method,
detected
estimation excitations
with
was acceler-
presented
and wheels.
rail to bevehicles
Railway able touse obtain required
adhesive forcestractive
betweeneffort. wheelsAdhe-and recently
ation andfrom
resulted angular
(Mei andrate
track Li, measurements
2008). In are
irregularities at different
thisdetected
method, wheelsets
excitations
with acceler-
sion,tonevertheless,
Railway
rail bevehicles
able touse is adhesive
obtaina highly
requiredcomplicated
forces phenomenon
betweeneffort.
tractive wheelsAdhe-and resulted
and the
ation time
andfrom
angular shift
track rate between
irregularities
measurementsdynamic
are detected responses
at differentwith of two
acceler-
wheelsets
sion,
that to
rail nevertheless,
depends
be able on to
many is afactors
obtain highly complicated
including
required surface
tractive phenomenon
properties,
effort. Adhe- and the
wheelsets
ation and time
with shift
angular ratebetween
respect to thedynamic
measurements same at responses
irregularity
different isofmea-
wheelsetstwo
material
sion,
that types,
depends ontemperature
nevertheless, many is afactors
highly and velocity.
complicated
including However,
surface exper- and
phenomenon
properties, wheelsets
sured. With
the with
timewheelrespect
shift space to
andthe
between thesame
time irregularity
dynamic shift isofmea-
information,
responses twoit
imental
that
material results
depends
types, show
many that
ontemperature factors for each
including
and specific
velocity.surface combination
However,properties,
exper- wheelsets
is possible
sured. With towheel
with calculate
spacethe
respect to vehicle
andthethesame
timevelocity. This method
irregularity is mea-
shift information, it
of these results
material
imental factors, therethat
types, temperature
show is anfor optimum
and velocity.
each slipHowever,
specific ratio that the sured.
exper-
combination was
is further
Withto
possible improved
wheel space
calculate withand
the inverse
the time
vehicle models
shiftwhich
velocity. Thisfilter
information,
methodoutit
of these results
maximizes
imental factors,
adhesion there
show is an
force
that foroptimum
between slip ratio
eachthespecific
wheel and that the was further improved with inverse models which filter out
the rail.
combination thepossible
is mechanical excitations
to calculate the induced by bounce
vehicle velocity. and
This pitch
method
ofThethese
aim factors,
maximizes of adhesion
slip andthereslideis control
force an system
optimum
between is holding
slip
the wheel ratio the rail.
and that
the slip
the was motions
the further (Mei
mechanical and
improved Li,with
excitations 2010). However,
inverse
induced models this
whichinteresting
by bounce filterpitch
and out
ratioaim
maximizes
The at that optimum
of adhesion
slip and slide value.
force between
control the wheel
system and the
is holding the rail.
slip the method
motions necessitates
mechanical
(Mei and extra
excitations
Li, measurement
induced
2010). However, equipment
by bounce and which
pitch
this interesting
ratioaim
The at that optimum
of slip and slide value.
control system is holding the slip method
Slip ratio can be defined as the ratio of relative velocity, motions need to work (Meiinand
necessitatesharsh Li, environments.
extra 2010). However,equipment
measurement this interesting
which
ratio at that optimum value.
between
Slip ratiowheel
can be anddefined
vehicleas velocities,
the ratiotoofthe velocity need
wheel velocity,
relative method to work in harsh
necessitates environments.
extra measurement equipment which
Velocity estimation of railway vehicles using only the wheel
between
Slip ratiowheel
(traction case)
can be and vehicle
ordefined
to the as velocities,
vehicle toofthe
velocity
the ratio (braking
relative case). need
wheel velocity,
velocity to work in harsh environments.
velocity estimation
Velocity measurements were attempted
of railway vehicles using before.
only In
theonewheelof
(traction
between case) and
Hence, efficiency
wheel oroftoslipthe
vehicleandvehicle velocity
slide control
velocities, to the (braking
system
wheel case). velocity measurements were attempted before. In one of
is velocity
directly these works
Velocity (Allottaofetrailway
estimation al., 2002), vehicle
vehicles usingvelocity
only theiswheel
tried
related efficiency
(traction
Hence, to case)
the accuracy
orofto of
sliptheandthe vehicle
vehicle
slide velocity
velocity
control information.
(braking
system case). velocity
is directly to be estimated
these works with et
measurements
(Allotta soft computing
were
al., attempted
2002), techniques
vehicle before. which
In isone
velocity use
of
tried
The most
Hence,
related expensive
efficiency
to the of slip
accuracy way and
of ofslide
the attaining
control
vehicle this
velocity information
system is directly
information. is these
comparison
to works analysis
be estimated with of
(Allotta et velocities
softal., 2002),ofvehicle
computing different wheels.
velocity
techniques whichis Nev-
tried
use
The
usingmost
related expensive
radar/lidar
to the accuracy way
sensors. of attaining
Despite
of the this sensitive
of being
vehicle velocity information to the
information. is
ertheless,
to be estimated
comparison the developed
with of
analysis soft soft computing
computing
velocities methods
techniques
of different areNev-
which
wheels. not
use
usingmost
The radar/lidar
expensive sensors.
way Despite of being
of attaining this sensitive
information to the is ertheless, the developed soft computing
robust against
comparison slidingofsituations
analysis velocities and the methods
of different estimation
wheels.areerror
not
Nev-
using
 This radar/lidar sensors.
work was supported by Despite of beingE1000
Tübitak 110G001 sensitive to the
Electric Lo- ertheless,
robust against the developed soft computing
sliding situations and the methods
estimation areerror
not

comotive Project
This work and 116G018
was supported E5000 Electric
by Tübitak 110G001 Locomotive Project.
E1000 Electric Lo- robust against sliding situations and the estimation error

comotive Project
This work and 116G018
was supported E5000 Electric
by Tübitak 110G001 Locomotive Project.
E1000 Electric Lo-
comotive Project
Copyright © 2017 and
IFAC116G018 E5000 Electric Locomotive Project.6150
2405-8963 ©
Copyright © 2017, 6150Hosting by Elsevier Ltd. All rights reserved.
IFAC (International Federation of Automatic Control)
2017 IFAC
Peer review©under
Copyright 2017 responsibility
IFAC of International Federation of Automatic
6150Control.
10.1016/j.ifacol.2017.08.1256
Proceedings of the 20th IFAC World Congress
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Toulouse, France, July 9-14, 2017 Öncü Ararat et al. / IFAC PapersOnLine 50-1 (2017) 5961–5966

increases with decreasing adhesion coefficients (Malvezzi also known as Bristle Model, gives a better description
et al., 2014). of this natural phenomenon by combining experimentally
detected different behaviors including stiction, Dahl effect
In another study (Yi et al., 2003) developed for road and Stribeck effect. This model is given by the following
vehicles, the velocity was attempted to be estimated with equations;
dynamic friction model based sliding mode observer. Un-
 
fortunately, the convergence rate of this observer is too dp
slow for being practical (Alvarez et al., 2005). Fx = σ0 p + σ1 + σ2 vr Fz (4)
dt
In this study, a novel method to estimate railway vehi-
cle velocity which only uses wheel velocity information dp |vr |
= v r − σ0 p (5)
is presented. It is claimed that the proposed method is dt h (vr )
robust against change of adhesion characteristics and it
gives successful results even for excessive slip and slide vr = Rw − v (6)
conditions. In order to achieve this target, we first need vr γ

a friction model which reflects the complex nature of
the adhesion phenomenon. To this end, longitudinal ve-
hicle model involving dynamic friction characteristics is
constructed in the first section of the paper. Since de-
termination of the parameters of dynamic friction model
requires extensive experimental procedures, an alternative
approach which uses comparison analysis with the previ-
ously developed experimental friction models is introduced
in the second section. Although the obtained vehicle model
can sufficiently simulate real situations, it is not suitable
for practical estimator design. In the third section, the
realistic longitudinal vehicle model is transformed into an
uncertain linear model while preserving its essential prop-
erties. A robust estimator for vehicle velocity is designed
based on this uncertain linear vehicle model in the same
section. In the fourth section, the proposed estimator is
tested for extreme scenarios and the results are discussed
regarding the international standards for vehicle velocity
measurement in slip/slide control systems. The paper is
concluded in the last section.
2. VEHICLE MODEL
The longitudinal model of a railway vehicle can be given
by the following equations;
R In order to obtain a quasistatic formulation, we first need
Jm ẇm = Tm − Fx
ng
M v̇ = nw Fx − FR
Here, Jm is the total induced inertia on electric motor, wm
is the motor angular velocity, Tm is the motor torque, R is
the wheel radius, ng is the gear ratio, Fx is the tangential
adhesion force, M is the total mass, v is the vehicle velocity,
nw is the number of wheelsets and FR is the total resistive
force acting on the vehicle.
The following experimental formulation is used to calcu-
late resistive force acting on the vehicle;
FR = 6.4 × 10−3 M + 129nw + 9.1 × 10−5 M |v|
+ 0.045Av 2
where A is the front surface area.
However, formulation of tangential adhesion force is a
complicated problem. Although, there are lots of friction
models in the literature, many of them are insufficient
to express dynamic characteristics of the adhesion phe-
nomenon. LuGre Model (Canudas de Wit et al., 1995),
h (vr ) = µc + (µs − µc ) e−| vs | (7)
Here, p is the internal friction state, σ0 , σ1 , σ2 , γ are model
parameters, vr is the relative velocity between the wheel
velocity and the vehicle velocity, Fz is the normal force
acting on each wheelset, w is the angular wheel velocity, vs
is the Stribeck velocity, µc and µs are normalized Coulomb
and normalized static friction coefficients, respectively.
3. DETERMINATION OF DYNAMIC FRICTION
MODEL PARAMETERS
Despite of providing better description of adhesion phe-
nomenon, LuGre approach is hard to be applied since
it necessitates comprehensive experiments to determine
model parameters. Nonetheless, there are simpler static
friction models in the literature which give steady state
characteristics of adhesion successfully. Polach Model (Po-
lach, 2005) is one of these railway specific models, which
has been verified with extensive experiments. Moreover,
parameters of Polach Model can be easily determined using
physical properties of the vehicle. Since quasistatic form of
LuGre Model includes all parameters of the dynamic form,
at this point, we use nonlinear optimization techniques
to match Polach Model with the quasistatic form of the
LuGre Model.
(1)
a distributed approach for LuGre Model. The distributed
model divides the contact patch between wheel and rail
(2) into slices. Each of these slices is defined by their spe-
cific differential internal friction states δp and differential
normal forces δFz . If we assume that the normal force is
uniformly distributed and the relative velocities of all slices
are equal, the tangential adhesion force can be given by the
following equation (Canudas de Wit and Tsiotras, 1999);

Fx,QSL = sgn (vr ) h (vr ) Fz 1+
σ1 |vr | h (vr ) σ0 L|s|
1− e− h(vr ) − 1 + Fz σ2 vr (8)
h (vr ) σ0 L |s|
(3) where Fx,QSL is the tangential force according to quasi-
static LuGre Model, s is the slip ratio and L is the length
of the contact patch.
Polach Model can also be given with similar formulations
as follows;
 
kA  2Fz µ
Fx,P LH = 2 + arctan (k S ) (9)
1 + (kA ) π

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 Proceedings of the 20th IFAC World Congress
Toulouse, France, July 9-14, 2017 Öncü Ararat et al. / IFAC PapersOnLine 50-1 (2017) 5961–5966 5963

GπLbc11
= s (10)
4Fz µ
−Bvr
µ = µc + (µs − µc ) (11)
Here, Fx,P LH is the tangential force according to Polach
Model, kS ≤ kA ≤ 1 and B are model parameters,  is the
gradient of the tangential stress at the contact patch, µ
is the friction coefficient, G is the shear module, b is the
width of the contact patch and c11 is the coefficient from
Kalker s linear theory (Kalker, 1967).
The close inspection of Polach Model equations shows that
L, b and c11 can be obtained using Hertz Theory with
known Fz and R values (Wickens, 2003). Since G is also
known and kA , kS , B and µc depend on µs , the tangential
force according to Polach Model can be written as;
Fx,P LH = Fx,P LH (vr , s, µs ) (12)
Fig. 1. The Reference Vehicle (E1000 Locomotive).
Similarly, the tangential force according to quasi-static
LuGre Model is obtained as follows;
Fx,QSL = Fx,QSL (vr , s, µs , σ0 , σ1 , σ2 , vs , γ) (13)
Then, LuGre Model parameters (σ0 , σ1 , σ2 , vs , γ) can be
determined as a solution of the following optimization
problem;
[σ0 , σ1 , σ2 , vs , γ] = arg min f0 (σ0 , σ1 , σ2 , vs , γ) (14)
where

f0 (σ0 , σ1 , σ2 , vs , γ) =
nx  ny nz
 
(Fx,P LH (vri , sj , µsk )−
i=1 j=1 k=1 Fig. 2. Quasi-Static LuGre Adhesion Coefficient w.r.t.
2 Vehicle Speed and Slip Ratio.
Fx,QSL (vri , sj , µsk , σ0 , σ1 , σ2 , vs , γ))
essential characteristics. Since the dynamic friction model
Here, nx , ny and nz are the number of divisions made on depends on the relative velocity between the linear wheel
the axes of the parameter space constructed with vr , s and velocity (or circumferential speed defined as rotational
µs , respectively. speed of wheelset times radius of wheel (EN 15595, 2011;
E1000 electric locomotive given in Fig. 1 is chosen as a UIC 541, 2005) and the vehicle velocity, the state variables
reference vehicle for parameter determination. This loco- are chosen as angular wheel velocity (w), relative velocity
motive is an ongoing project running under collaboration (vr ) and the internal friction state (p).
between Turkish Scientific and Technological Research In order to obtain state equation for angular wheel veloc-
Council (TÜBİTAK) Marmara Research Center and Turk- ity, we should first write equation (1) in terms of angular
ish Locomotive and Engine Industrie Inc. (TÜLOMSAŞ). wheel velocity. Since w = wm /ng , if we multiply both sides
Since all four axles of the locomotive are powered, it is of (1) with ng we obtain;
not possible to measure velocity of the vehicle using wheel
velocities of the trailing axles. ng R
ẇ = Tm − Fx (15)
J J
The nonlinear optimization problem given by (14) is solved
using Simplex Method for the reference vehicle E1000. where
Fig. 2 gives change of adhesion coefficient according to J  n2g Jm
quasi-static LuGre Model with respect to vehicle velocity
and slip ratio for obtained parameters. The final step in derivation of the first state equation is
integrating (4)-(5) into (15);
4. ESTIMATOR DESIGN
ng RFz |vr |
ẇ = Tm − (σ0 p + σ1 (vr − σ0 p) + σ2 vr )
It is obvious that the vehicle model constructed in the pre- J J h (vr )
vious sections is too complex for estimator design. Hence, ng
the initial stage of the estimator design is converting this ẇ = −cσ3 vr + (−cσ0 + cσ0 σ1 f (vr )) p + Tm (16)
J
longitudinal vehicle model into a compact form appropri-
ate for standard synthesis formulations while preserving where

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RFz |vr |
c f (vr )  σ3  (σ1 + σ2 )
J h (vr )
Similarly, it is possible to obtain the state equation for vr .
To this end, resistive forces given in (3) is linearized first
with the following approximation;
FR = M ρgv (17)
Here, ρ is the resistance coefficient and g is the gravity.
Using (2), (6) and (15), it is possible to write; Fig. 3. Block Diagram Representation of the Estimator
Rng R2 nw 1 Structure.
v̇r = Rẇ − v̇ = Tm − Fx − Fx + FR LMI approach is a commonly applied method in the
J J M M
literature to design robust estimators and controllers. The
Collecting terms together and using (17); standard technique for synthesizing an estimator model
uses only the measured output of the system to be able to
Rng estimate the desired information. However, in this specific
v̇r = Tm − aFx + ρgv (18)
J problem, it is also possible to utilize input information.
Hence, the standard formulation is modified in this work
where
  to be able to use the input information and obtain a
R2 nw more efficient estimator. Fig. 3 shows the block diagram
a + Fz representation of the estimator structure.
J M
As shown in Fig. 3, the proposed estimator is realized as
Using (4), (5) and (6) in (18) gives; follows;
Rng ẋe = Ae xe + Bey y + Bew wp (23)
v̇r = Tm + ρg(Rw − vr ) − a(σ0 p + σ1 (vr
J
|vr | u = Ce xe (24)
− σ0 p) + σ2 vr )
h (vr ) and the performance output is defined as;
Finally, the following equation is obtained; zp  x − u (25)
v̇r = ρgRw + (−aσ3 − ρg)vr with
Rng T
+ (−aσ0 + aσ0 σ1 f (vr )) p +
J
Tm (19) ζ  [x xe ] (26)

The third state equation comes from the LuGre Model The interconnected system can be written as;
(Equation (5));
 (δ) ζ + Bw
ζ̇ = A  p (27)
ṗ = vr − σ0 f (vr )p (20)

zp = Cζ (28)
A detailed analysis of the state equations (16), (19) and
(20) shows that the obtained model is linear time-invariant where
except an affine dependence on a varying parameter f (vr ).    
Since it is not possible to measure friction coefficient  (δ)  A (δ) 0
A 
B
B   [I −Ce ]
C
Bey C Ae Bew
between the rail and the wheel directly, this parameter
is taken as uncertainty with the definition δ  f (vr ). The following theorem is used to establish the proposed
Using this uncertainty with the state equations (16), (19) method;
and (20), the system equations are obtained as follows;
Theorem 1. (Scherer and Weiland, 2011) For the de-
ẋ = A (δ) + Bwp (21) tectable pair of (A, C), the interconnected system (27)-
(28) is stable and satisfies the performance index
y = Cx (22)  
Qp Sp
where Pp  T Rp  0 (29)
Sp Rp
T
x  [w vr p] wp  Tm yw for the performance channel (wp → zp ) iff there exists a
  Lyapunov Matrix X   0 satisfying
0 −cσ3 −cσ0 + cσ0 σ1 δ
A  ρgR −aσ3 − ρg −aσ0 + aσ0 σ1 δ   
0 X 0 0 I 0
0 1 −σ0 δ
T X 0 0 0  
 A (δ) B 
 T [∗]  0 0 Q p Sp   0 I  ≺ 0 (30)
ng Rng
B 0 C  [1 0 0] 0 0 SpT Rp  0
C
J J

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 T T 
ZA (δ) + A (δ) Z ZA (δ) + A (δ) X + C T LT + K T ZB + M SpT M
 ∗
T
XA (δ) + A (δ) X + LC + C T LT XB + N + SpT I 
 ≺0 (31)
 ∗ ∗ Qp 0 
∗ ∗ ∗ −Rp−1
 T T

ZA (δmin ) + A (δmin ) Z ZA (δmin ) + A (δmin ) X + C T LT + K T ZB M
 ∗ XA (δmin ) + A (δmin ) X + LC + C T LT XB + N I 
T
 ≺0 (34)
 ∗ ∗ −γ 2 I 0
∗ ∗ ∗ −I
 T T

ZA (δmax ) + A (δmax ) Z ZA (δmax ) + A (δmax ) X + C T LT + K T ZB M
 ∗ XA (δmax ) + A (δmax ) X + LC + C T LT XB + N I 
T
 ≺0 (35)
 ∗ ∗ −γ 2 I 0
∗ ∗ ∗ −I

However, for the system of concern, the inequality given 5. CASE STUDIES
by (30) is not affine in unknowns. Hence, it is not an
Two case studies are considered to reveal the performance
LMI. To convexify this inequality, the following congruence
of the proposed estimator. Since there does not exist any
transformations can be used;
method in the literature that estimate the velocity of the
 T   vehicle using speed of only one wheel with the help of soft
I 0 0 
X 0 0
 T computing techniques, it is not possible to compare the
Y 0 A (δ)  X 0 0
 B   0  results with other methods in the literature. Instead, lower
0 I  0 I 0 0 Q p Sp  and upper bounds of errors dictated by the standards are
C 0 0 0 SpT Rp given and it is shown that the proposed algorithm performs
  well beyond the expectations of standards.
I 0  
A (δ)   Y 0
B Case 1: The vehicle moves into a problematical region
  ≺0
 0 I 0 I with full traction where friction coefficient changes dra-
C 0 matically. There is no slip and slide control system in-
volvement in this scenario and the vehicle continues to slip
where along the whole region. The estimation results are given
      in Fig. 4. As it can be seen from the figure, the proposed
 X U  Y V  I I
X , X −1
 , Y  estimator gives very successful results even for extremely
UT  VT  V T Y −1 0 low adhesion conditions and excessively high slip ratios.
Here  term denotes matrix with appropriate size which is Case 2: The vehicle starts to apply full braking in a region
irrelevant for our purpose. With this transformation (30) with normal adhesion properties in this case. However,
turns into (31) given at the top of the page where during braking, the friction coefficient decreases sharply
and the vehicle starts to slide. The rule-based slip and
Z  Y −1 L  U Bey K  U Ae V T Y −1 slide control system (Kadowaki et al., 2007) takes action
and maintains the re-adhesion conditions. The results of
M  I − Y −1 V CeT N  U Bew this case are given in Fig. 5. The figure shows that the slip
and slide control system intervention does not affect the
and ∗ term here denotes symmetrical term which is not
performance of the estimator and the estimated velocity
repeated because of the limited space.
still have good accordance with the real vehicle velocity.
If we also apply the following transformation, 6. CONCLUSION
Y T X
 Y  0 A robust estimator for predicting the velocity of a railway
vehicle is proposed. The developed estimator is designed
  0 turns into the following LMI;
X using LMI techniques for the modified longitudinal vehicle
  model having dynamic friction properties. Parameters of
Z Z the dynamic friction model are determined by comparison
0 (32)
Z X analysis with the experimental static friction models. Due
Since A is affine in uncertainty δ which changes between to specific structure of the interconnected system, the
δmin and δmax , the robust estimator is given by the optimal estimator is synthesized for the H∞ performance
following realization; criteria. The proposed estimator is tested for two extreme
scenarios and it gives very successful results even for ex-
Ae = U −1 KY V −T Bey = U −1 L Bew = U −1 N tremely low adhesion and excessively high slip conditions.
 
Ce = I − M T Y V −T (33) ACKNOWLEDGEMENTS
satisfies L2 performance gain of γ on performance channel Our acknowledgments go to Prof. Dr. Leyla Gören Sümer,
where U, V ,Y, K, L, M, N are solutions of (32), (34) and Prof. Dr. İbrahim Beklan Küçükdemiral and our colleagues
(35). working in E1000 Project for their precious support.

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Fig. 4. Results for Case 1
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