Crosswind Behavior of Rail Vehicles: A Systematic Investigation of the Sensitivity to Vehicle Parameters

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1 Crosswind Behavior of Rail Vehicles: A Systematic Investigation of the Sensitivity to Vehicle Parameters Prof. Dr.-Ing. Rolf Naumann, Dipl.-Ing (FH) Norman Welge LSA - Labor für Strukturanalyse

2 Introduction 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 homologation 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) 2 / 22

- In Germany and Europe the crosswind proof is required for the homologation of trains.

3 Standards according crosswind German Guideline Ril National guideline Definition of vehicle classes depending on the speed Requirements for infrastructure and vehicles DIN EN 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 faster than v=250 km/h 3 / 22

vehicles DIN EN 14067-6 Anforderungen zur Bewertung von Seitenwind European standard Description of the state

4 Task of the investigation Approach for the sensitivity study: Parameter-study based on P2-method according Ril 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 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. 4 / 22

selected vehicle parameters within a defined range Calculation of selected characteristic wind curves Evaluation of the

5 Basic factors Vehicle speed Topographie Meteorology Vehicle parameter Wind Lateral forces Infrastructure Alignment, Admitted speeds (VZG) Q ileeward Q iwindward Assessment by Q-criterion The main focus lies on the vehicles 5 / 22

Alignment, Admitted speeds (VZG) Q ileeward Q iwindward

6 Meteorology: wind scenario and vehicle response Wind Scenario: Excitation for the vehicle Definition of a gust scenario calledchinesehat Derived from meteorological measurements Time-dependent wind function divided in basic wind load (quasi-static) peak wind load (dynamic excitation) 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 1: Time history of the wind scenario Fig. 2: Time history of the Q-forces windware side 6 / 22

response of the vehicle: Evaluation of the Q-forces on the windward side Filtered with 2 Hz Butterworth 4.

7 Criterion for crosswind stability 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 CWC obtained refer to the filtered (2 Hz Butterworth 4. order) peak wind of the timedependent gust SOK Unloading Fwind 7 / 22

exceed 90 % of the average static wheel loads Q0 CWC obtained refer to the

8 Characteristic Wind Curves (CWC) CWC represent the wind speed a train can withstand, depending on the - vvehicle - vehicle speed - aq - uncompensated lateral acceleration - beta - wind angle 40 CWC for wind angle CWC for vmax=200 km/h vwind [m/s] aq=0,0 m/s² aq=0,5 m/s² aq=1,0 m/s² vwind [m/s] aq=0,0 m/s² aq=0,5 m/s² aq=1,0 m/s² vvehicle [km/h] wind angle beta [Degree] 8 / 22

km/h vwind [m/s] 38 36 34 32 30 28 aq=0,0 m/s² aq=0,5 m/s² aq=1,0 m/s² vwind [m/s] 110 100 90 80 70 60 aq=0,0 m/s² aq=0,5

9 P2-method for calculating CWC 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 Simulation of a real wind scenario (chinese hat) 9 / 22

considered Associated measured aerodynamic coefficients were used Using a verified

10 Vehicles and SIMPACK models Intercity driving trailer vmax = 200 km/h weight = 32,8 t vehicle class C acc. RIL Regio driving trailer vmax = 140 km/h weight = 22,3 t vehicle class D acc. RIL / 22

11 Parametervariation CWC calculation with measured aerodynamic coefficients Wind angle is 90, aq=0,0 m/s², 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 40 CWC for aq=0,0 m/s² and wind angle 90 Varied parameters: vwind [m/s] Regio Intercity Mass of vehicle body (+-15%) Vertical center of gravity (c.g.) changed (+-15%) Aerodynamic coefficients cmx, cmy, cmz, cy, cz (+-30%) vvehicle [km/h] 11 / 22

90 Varied parameters: vwind [m/s] 38 36 34 32 30 Regi

12 Variation vehicle body mass Masse [kg] -15% -10% -5% 0% 5% 10% 15% Regio Intercity delta CWC [m/s] CWC variation vehicle body mass IC v=200 km/h IC v=180 km/h 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 -3-4 change mass [%] 12 / 22

body mass 4 3 2 1 0-15 -10-5 0 5 10 15-1 -2 IC v=200 km/h IC v=180 km/h IC v= 160 km/h IC v=140 km/h IC

13 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 delta CWC [m/s] CWC variation center of gravity vertical 0,8 0,6 0,4 0,2 0, ,2-0,4 IC v=200 km/h IC v=180 km/h 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 -0,6-0,8 change cg [%] 13 / 22

gravity vertical 0,8 0,6 0,4 0,2 0,0-15 -10-5 0 5 10 15-0,2-0,4 IC v=200 km/h IC v=180 km/h IC v=160 km/h IC

14 Variation aerodynamic coefficient cmx delta CWC [m/s] CWC variation cmx 8 IC v=200 km/h IC v=160 km/h IC v=120 km/h Regio v=120 km/h Regio v=80 km/h IC v=180 km/h IC v=140 km/h Regio v=140 km/h Regio v=100 km/h Cmx [-] cmx [-] Regio cmx variation wind angle [ ] IC cmx variation 30% 20% 10% cmx [-] -10% -20% -30% 30% 20% 10% cmx [-] -10% -20% -30% -6 change cmx [%] wind angle [ ] 14 / 22

Regio v=100 km/h Cmx [-] cmx [-] Regio cmx variation 0 10 20 30 40 50 60 70 80 90 wind angle [ ] IC cmx variation

15 Variation aerodynamic coefficient cmy delta CWC [m/s] CWC variation cmy 0,8 IC v=200 km/h IC v=180 km/h 0,6 IC v=160 km/h IC v=140 km/h IC v=120 km/h Regio v=140 km/h 0,4 Regio v=120 km/h Regio v=100 km/h Regio v=80 km/h 0,2 0, ,2-0,4-0,6 change cmy [%] cmy [-] cmy [-] Regio cmy variation wind angle [ ] IC cmy variation wind angle [ ] -30% -20% -10% cmy [-] 10% 20% 30% -30% -20% -10% cmy [-] 10% 20% 30% 15 / 22

20 30-0,2-0,4-0,6 change cmy [%] cmy [-] cmy [-] Regio cmy variation 0 10 20 30 40 50 60 70 80 90 wind angle [ ] IC cmy

16 Variation aerodynamic coefficient cmz delta CWC [m/s] CWC variation cmz 1,0 0,8 0,6 0,4 0,2 0,0-0,4 IC v=200 km/h IC v=160 km/h IC v=120 km/h Regio v=120 km/h Regio v=80 km/h IC v=180 km/h IC v=140 km/h Regio v=140 km/h Regio v=100 km/h ,2 cmz [-] Regio cmz variation wind angle [ ] IC cmz variation 30% 20% 10% cmz [-] -10% -20% -30% 30% 20% 10% -0,6-0,8 cmz [-] cmz [-] -10% -20% -30% -1,0 change cmz [%] wind angle [ ] 16 / 22

-10 0 10 20 30-0,2 cmz [-] Regio cmz variation 0 10 20 30 40 50 60 70 80 90 wind angle [ ] IC cmz variation 30% 20% 10% cmz

17 Variation aerodynamic coefficient cy CWC variation cy Regio cy variation 2,0 IC v=200 km/h IC v=180 km/h 30% 20% 1,5 IC v=160 km/h IC v=120 km/h IC v=140 km/h Regio v=140 km/h ] cy [-] 10% cy [-] -10% delta CWC [m/s] 1,0 Regio v=120 km/h Regio v=100 km/h Regio v=80 km/h 0,5 0, wind angle [ ] IC cy variation -20% -30% 30% -0,5 cy [-] 20% 10% cy [-] -1,0-10% -20% -30% -1,5 change cy [%] wind angle [ ] 17 / 22

Regio v=100 km/h Regio v=80 km/h 0,5 0,0-30 -20-10 0 10 20 30 0 10 20 30 40 50 60 70 80 90 wind angle [ ] IC cy variation

18 Variation aerodynamic coefficient cz delta CWC [m/s] CWC variation cz 2,0 1,5 1,0 0,5 0,0 IC v=200 km/h IC v=160 km/h IC v=180 km/h IC v=140 km/h ,5-1,0-1,5 change cz [%] IC v=120 km/h Regio v=120 km/h Regio v=80 km/h Regio v=140 km/h Regio v=100 km/h cz [-] cz [-] Regio cz variation wind angle [ ] IC cz variation wind angle [ ] 30% 20% 10% cz [-] -10% -20% -30% 30% 20% 10% cz [-] -10% -20% -30% 18 / 22

Regio v=140 km/h Regio v=100 km/h cz [-] cz [-] Regio cz variation 0 10 20 30 40 50 60 70 80 90 wind angle [ ] IC cz

19 Comparison of parameter changes IC parameter sensitivity on CWC v=120 km/h, aq=0,0 m/s² 7 c.g. 6 Cmx 5 Cy Cz 4 mass Cmy Cmz Regio parameter sensitivity on CWC v=120 km /h, aq=0,0 m/s² c.g. Cmx Cy Cz mass Cmy Cmz delta CWC [m/s] delta CWC [m/s] parameter change [%] parameter change [%] 19 / 22

20 Assessment of the results Intercity train 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 cmy 6 gering 0,89 Regio train 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 20 / 22

4 mittel 0,61 cmz 5 gering 0,48 cmy 6 gering 0,89 Regio train Parameter Ranking Quality

21 Conclusion 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 ) A generalization of the results (other vehicle types, speeds) is not recommended 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 21 / 22

22 Thank you for your attention! 22 / 22

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