Rail vehicles in everyday operation experience large lateral influences from curves and track imperfections, yielding large suspension deflections and displacements of the carbody relative to the track. Aerodynamic loads caused by crosswind may deteriorate the conditions that can result in vehicle overturning. This study investigates the influence of crosswind on a highspeed rail vehicle negotiating a curve. A multi-body simulation model of a high-speed rail vehicle is subjected to unsteady aerodynamic loads. The vehicle response is studied for different gusts (namely, a simple artificial gust, the gust prescribed in the European Technical Specifications for Interoperability TSI considering unsteady crosswinds, and crosswind at a tunnel exit) and variations of some vehicle parameters are performed. The vehicle response has been studied using the wheel unloading criterion. Additionally, three vehicle parameters (height of carbody centre of gravity, lateral bump stop clearance, lateral stiffness of the secondary suspension) have been varied to study the influence of these parameters on the vehicle sensitivity to crosswind. The vehicle reacts with a strong roll response on the simple artificial gust. The leading bogie experiences in general higher wheel unloading than the trailing bogie. It has been found that the aerodynamic loads from QTGM (quasi transient gust modelling), as opposed to DES (detached eddy simulations), give larger wheel unloading. A ramp distance variation of the simple artificial gust showed impact regarding wheel unloading on both leading and trailing bogies, leading to higher wheel unloading for shorter ramp distances. For ramp distances larger than 41.6 m, the level of wheel unloading on the leading bogie remains constant. Different application positions of the simple artificial gust along the track showed the relevance of the lateral track plane acceleration at curve negotiation. The application of the TSI gust resulted in lower wheel unloading compared to the simple artificial gust. The difference in wheel unloading between QTGM loads and temporal loads regarding the TSI gust was not found to be significant, but additional studies on this topic are motivated. Crosswind at a tunnel exit represented the worst case regarding the vehicle response and wheel unloading. The location of the centre of gravity of the carbody showed large influence concerning the crosswind stability of the vehicle. Larger lateral bump stop clearance resulted in a less stable vehicle.


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    Title :

    Dynamics of a high-speed rail vehicle negotiating curves at unsteady crosswind


    Additional title:

    Dynamik von Hochgeschwindigkeitszügen bei Kurvenfahrten mit Seitenwinden unterschiedlicher Stärke


    Contributors:
    Thomas, D. (author) / Diedrichs, B. (author) / Berg, M. (author) / Stichel, S. (author)


    Publication date :

    2010


    Size :

    13 Seiten, 20 Bilder, 5 Tabellen, 22 Quellen




    Type of media :

    Article (Journal)


    Type of material :

    Print


    Language :

    English




    Dynamics of a high-speed rail vehicle negotiating curves at unsteady crosswind

    Thomas, D. / Diedrichs, B. / Berg, M. et al. | British Library Online Contents | 2010


    Dynamics of a High-Speed Rail Vehicle Negotiating Curves at Unsteady Crosswind

    Thomas, D / Diedrichs, B / Berg, M et al. | SAGE Publications | 2010