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Crosswind Behavior of Rail Vehicles:A Systematic Investigation of the Sensitivity to Vehicle Parameters
Prof. Dr.-Ing. Rolf Naumann,Dipl.-Ing (FH) Norman WelgeLSA - Labor fr Strukturanalyse
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Accidents under influence of crosswind are known since the beginning of 19. century (Belgium, Japan, Switzerland).
With the introduction of light-weighted vehicles and the increase of the vehicle speed crosswind is regarded as a potential safety risk.
- In Germany and Europe the crosswind proof is required for the
Introduction
2 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
- In Germany and Europe the crosswind proof is required for thehomologation of trains.
- For an efficient design of the vehicles and the evaluation of vehicle changes it is important to know the substantial parameters and their influence on cross-wind stability.
Systematic investigation of the sensitivity of vehicle parameters to characteristic windcurves(Diploma-Thesis of Dipl.-Ing (FH) Norman Welge)
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German Guideline Ril 807.04
National guideline
Definition of vehicle classes depending on the speed
Requirements for infrastructure and vehicles
DIN EN 14067-6 Anforderungen zur Bewertung von Seitenwind
Standards according crosswind
3 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
DIN EN 14067-6 Anforderungen zur Bewertung von Seitenwind
European standard
Description of the state of the art of crosswind proof
No definition of limits or reference values
TSI HS RST
European standard for high-speed trains class 1 vehicles fasterthan v=250 km/h
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Approach for the sensitivity study:
Parameter-study based on P2-method according Ril807.04
Using SIMPACK for the multi-body simulation
Two different vehicles (maximum speed 140 km/h and 200km/h)
Variation of selected vehicle parameters within a defined range
Task of the investigation
4 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
Variation of selected vehicle parameters within a defined range
Calculation of selected characteristic wind curves
Evaluation of the sensitivity of the vehicle parameter
Generalization of the results is limited, because only two vehicles were considered.
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Basic factors
Wind
Vehicle speed
Topographie
Meteorology
Infrastructure
Vehicleparameter
5 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
QiWindwardQiLeeward
Lateral forces
Alignment,Admitted speeds(VZG)
Infrastructure
Assessment by Q-criterion The main focus lies on the vehicles
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Meteorology: wind scenario and vehicle response
Wind Scenario: Excitation for the vehicle Definition of a gust scenario called chinese hat Derived from meteorological measurements Time-dependent wind function divided in
basic wind load (quasi-static) peak wind load (dynamic excitation)
6 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
Fig 1: Time history of the wind scenario
Example for a dynamic response of the vehicle: Evaluation of the Q-forces on the windward side Filtered with 2 Hz Butterworth 4. order Oscillation during basic wind load (depending on
the vehicle) Peak value with an unloading of app. 9 kN
(90 % unloading)
Fig. 2: Time history of the Q-forces windware side
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Criterion for crosswind stability
Fwind
Q-criterion (tilting criterion):
Average value of wheel unloading, Q, of the
most critical running gear
Unloading shall not exceed 90 % of the average
static wheel loads Q0
7 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
Fwind
SOK Unloading
static wheel loads Q0
CWC obtained refer to the filtered (2 Hz
Butterworth 4. order) peak wind of the time-
dependent gust
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CWC represent the wind speed a train can withstand, depending on the
- vVehicle - vehicle speed
- aq - uncompensated lateral acceleration
- beta - wind angle
Characteristic Wind Curves (CWC)
8 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
20
22
24
26
28
30
32
34
36
38
40
80 100 120 140 160 180 200
vW
ind
[m
/s]
vVehicle [km/h]
CWC for wind angle 90
aq=0,0 m/s
aq=0,5 m/s
aq=1,0 m/s
20
30
40
50
60
70
80
90
100
110
120
0 20 40 60 80
vW
ind
[m
/s]
wind angle beta [Degree]
CWC for vmax=200 km/h
aq=0,0 m/s
aq=0,5 m/s
aq=1,0 m/s
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Most detailed method for calculating CWC
All relevant parameters and characteristics for the description of the
dynamic behavior are considered
Associated measured aerodynamic coefficients were used
Using a verified multi-body simulation tool with wheel/rail contact
P2-method for calculating CWC
9 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
Using a verified multi-body simulation tool with wheel/rail contact
Simulation of a real wind scenario (chinese hat)
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Vehicles and SIMPACK models
Regio driving trailer
vmax = 140 km/h
weight = 22,3 t
vehicle class D acc. RIL 807.04
Intercity driving trailer
vmax = 200 km/h
weight = 32,8 t
vehicle class C acc. RIL 807.04
10 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
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CWC calculation with measured aerodynamic coefficients
Wind angle is 90, aq=0,0 m/s, Vehicle speed in 20 km/h interval:
120 km/h 200 km/h for Intercity train
80 km/h 140 km/h for Regio train
Parametervariation
Varied parameters:40
CWC for aq=0,0 m/s and wind angle 90
11 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
Varied parameters:
Mass of vehicle body (+-15%)
Vertical center of gravity (c.g.)
changed (+-15%)
Aerodynamic coefficients cmx,
cmy, cmz, cy, cz (+-30%)
28
30
32
34
36
38
40
80 100 120 140 160 180 200
vWin
d [
m/s
]
vVehicle [km/h]
Regio
Intercity
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Variation vehicle body mass
Masse [kg] -15% -10% -5% 0% 5% 10% 15%
Regio 18955 20070 21185 22300 23415 24530 25645
Intercity 27880 29520 31160 32800 34440 36080 37720
3
4
CWC variation vehicle body mass
IC v=200 km/h
IC v=180 km/h
IC v= 160 km/h
12 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
-4
-3
-2
-1
0
1
2
-15 -10 -5 0 5 10 15
de
lta
CW
C [
m/s
]
change mass [%]
IC v= 160 km/h
IC v=140 km/h
IC v=120 km/h
Regio v=140 km/h
Regio v=120 km/h
Regio v=100 km/h
Regio v=80 km/h
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Variation center of gravity of vehicle body
cg [m] -15% -10% -5% 0% 5% 10% 15%
Regio 1,505 1,593 1,682 1,770 1,859 1,947 2,036
Intercity 1,491 1,579 1,666 1,754 1,842 1,929 2,017
0,6
0,8
CWC variation center of gravity vertical
IC v=200 km/h
IC v=180 km/h
IC v=160 km/h
13 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
-0,8
-0,6
-0,4
-0,2
0,0
0,2
0,4
-15 -10 -5 0 5 10 15
de
lta
CW
C [
m/s
]
change cg [%]
IC v=140 km/h
IC v=120 km/h
Regio v=140 km/h
Regio v=120 km/h
Regio v=100 km/h
Regio v=80 km/h
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Variation aerodynamic coefficient cmx
Cm
x [
-]
Regio cmx variation
30%
20%
10%
cmx [-]6
8
CWC variation cmx
IC v=200 km/h IC v=180 km/h
IC v=160 km/h IC v=140 km/h
14 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
0 10 20 30 40 50 60 70 80 90
Cm
x [
wind angle []
cmx [-]
-10%
-20%
-30%
0 20 40 60 80
cmx
[-]
wind angle []
IC cmx variation30%
20%
10%
cmx [-]
-10%
-20%
-30%
-6
-4
-2
0
2
4
6
-30 -20 -10 0 10 20 30
de
lta
CW
C [
m/s
]
change cmx [%]
IC v=160 km/h IC v=140 km/h
IC v=120 km/h Regio v=140 km/h
Regio v=120 km/h Regio v=100 km/h
Regio v=80 km/h
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Variation aerodynamic coefficient cmy
]
Regio cmy variation
-30%
-20%
-10%
0,8
CWC variation cmy
IC v=200 km/h IC v=180 km/h
IC v=160 km/h IC v=140 km/h
15 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
0 10 20 30 40 50 60 70 80 90
cmy
[-]
wind angle []
-10%
cmy [-]
10%
20%
30%
0 10 20 30 40 50 60 70 80 90
cmy
[-]
wind angle []
IC cmy variation
-30%
-20%
-10%
cmy [-]
10%
20%
30%
-0,6
-0,4
-0,2
0,0
0,2
0,4
0,6
-30 -20 -10 0 10 20 30
de
lta
CW
C [
m/s
]
change cmy [%]
IC v=160 km/h IC v=140 km/h
IC v=120 km/h Regio v=140 km/h
Regio v=120 km/h Regio v=100 km/h
Regio v=80 km/h
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Variation aerodynamic coefficient cmz
cmz
[-]
Regio cmz variation
30%
20%
10%
cmz [-]
0,8
1,0
CWC variation cmz
IC v=200 km/h IC v=180 km/h
IC v=160 km/h IC v=140 km/h
16 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
0 20 40 60 80
cmz
[-]
wind angle []
IC cmz variation
30%
20%
10%
cmz [-]
-10%
-20%
-30%
0 10 20 30 40 50 60 70 80 90
cmz
[
wind angle []
cmz [-]
-10%
-20%
-30%
-1,0
-0,8
-0,6
-0,4
-0,2
0,0
0,2
0,4
0,6
-30 -20 -10 0 10 20 30
de
lta
CW
C [
m/s
]
change cmz [%]
IC v=160 km/h IC v=140 km/h
IC v=120 km/h Regio v=140 km/h
Regio v=120 km/h Regio v=100 km/h
Regio v=80 km/h
-
Variation aerodynamic coefficient cy
2,0
CWC variation cy
IC v=200 km/h IC v=180 km/h
]
Regio cy variation
30%
20%
10%
17 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
-1,5
-1,0
-0,5
0,0
0,5
1,0
1,5
-30 -20 -10 0 10 20 30de
lta
CW
C [
m/s
]
change cy [%]
IC v=160 km/h IC v=140 km/h
IC v=120 km/h Regio v=140 km/h
Regio v=120 km/h Regio v=100 km/h
Regio v=80 km/h0 10 20 30 40 50 60 70 80 90
cy [
-]
wind angle []
10%
cy [-]
-10%
-20%
-30%
0 10 20 30 40 50 60 70 80 90
cy [
-]wind angle []
IC cy variation
30%
20%
10%
cy [-]
-10%
-20%
-30%
-
Variation aerodynamic coefficient cz
cz [
-]
Regio cz variation
30%
20%
10%
cz [-]1,5
2,0
CWC variation cz
IC v=200 km/h IC v=180 km/h
IC v=160 km/h IC v=140 km/h
18 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
0 10 20 30 40 50 60 70 80 90
cz [
wind angle []
cz [-]
-10%
-20%
-30%
0 10 20 30 40 50 60 70 80 90
cz [
-]
wind angle []
IC cz variation
30%
20%
10%
cz [-]
-10%
-20%
-30%
-1,5
-1,0
-0,5
0,0
0,5
1,0
1,5
-30 -20 -10 0 10 20 30
de
lta
CW
C [
m/s
]
change cz [%]
IC v=160 km/h IC v=140 km/h
IC v=120 km/h Regio v=140 km/h
Regio v=120 km/h Regio v=100 km/h
Regio v=80 km/h
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Comparison of parameter changes
4
5
6
7
IC parameter sensitivity on CWC
v=120 km/h, aq=0,0 m/s
c.g. mass
Cmx Cmy
Cy Cmz
Cz
4
5
6
7
Regio parameter sensitivity on CWC
v=120 km /h, aq=0,0 m/s
c.g. mass
Cmx Cmy
Cy Cmz
Cz
19 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
-5
-4
-3
-2
-1
0
1
2
3
-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30
de
lta
CW
C [
m/s
]
parameter change [%]
-5
-4
-3
-2
-1
0
1
2
3
-30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30
de
lta
CW
C [
m/s
]
parameter change [%]
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Parameter Ranking Quality Variation of the results
cmx 1 hoch 0,88
mass 2 hoch 0,77
cz 3 mittel 0,68
c.g. 4 mittel 0,61
cmz 5 gering 0,48
Intercity train
Assessment of the results
20 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
Parameter Ranking Quality Variation of the results
mass 1 hoch 0,69
cmx 2 hoch 0,69
cz 3 mittel 0,28
c.g. 4 mittel 0,05
cmz 5 gering 0,09
cmy 6 gering 0,11
cmz 5 gering 0,48
cmy 6 gering 0,89
Regio train
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Due to stability problems of the Regio train model, the simulation results are partly
corrupt
The vehicle models are not fully verified according to the standards (RIL 807.04)
A generalization of the results (other vehicle types, speeds) is not recommended
But: the results give a good classification of the most important parameters
Conclusion
21 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld
But: the results give a good classification of the most important parameters
Most significant parameters are the vehicle mass and the aerodynamic
coefficient (cmx roll moment)
Less important are cmz and cmy
Parameter variations are more or less independent of the vehicle speed
More investigations are necessary for an overall assessment of the sensitivity
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Thank you for your attention!
22 / 22Crosswind Behavior of Rail Vehicles 19.05.2011 University of Applied Sciences Bielefeld, Referent: Prof. Dr.-Ing. Rolf Naumann Leiter Labor fr Strukturanalyse LSA Campus Bielefeld