crosswind behavior of rail vehicles: a systematic ... · crosswind behavior of rail vehicles: a...

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

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)

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


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

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


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.

Basic factors

Wind

Vehicle speed

Topographie

Meteorology

Infrastructure

Vehicleparameter


QiWindwardQiLeeward

Lateral forces

Alignment,Admitted speeds(VZG)

Infrastructure

Assessment by Q-criterion The main focus lies on the vehicles

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)


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

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


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

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)


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

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


Using a verified multi-body simulation tool with wheel/rail contact

Simulation of a real wind scenario (chinese hat)

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


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


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

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


-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

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


-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

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



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=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 cmy

]

Regio cmy variation

-30%

-20%

-10%

0,8

CWC variation cmy




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 [%]




Regio v=80 km/h

Variation aerodynamic coefficient cmz

cmz

[-]

Regio cmz variation

30%

20%

10%

cmz [-]

0,8

1,0

CWC variation cmz




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 [%]




Regio v=80 km/h

Variation aerodynamic coefficient cy

2,0

CWC variation cy


]

Regio cy variation

30%

20%

10%


-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 [%]




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




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 [%]




Regio v=80 km/h

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


-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 [%]

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


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

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


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

Thank you for your attention!


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