EN 14067-6:2018+A1:2022

SLOVENSKI STANDARD
01-september-2022
Železniške naprave - Aerodinamika - 6. del: Zahteve in preskusni postopki za
oceno vpliva bočnega vetra
Railway applications - Aerodynamics - Part 6: Requirements and test procedures for
cross wind assessment
Bahnanwendungen - Aerodynamik - Teil 6: Anforderungen und Prüfverfahren zur
Bewertung von Seitenwind
Applications ferroviaires - Aérodynamique - Partie 6 : Exigences et procédures d'essai
pour l'évaluation de la stabilité vis-à-vis des vents traversiers
Ta slovenski standard je istoveten z: EN 14067-6:2018+A1:2022
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 14067-6:2018+A1
EUROPEAN STANDARD
NORME EUROPÉENNE
July 2022
EUROPÄISCHE NORM
ICS 45.060.01 Supersedes EN 14067-6:2018
English Version
Railway applications - Aerodynamics - Part 6:
Requirements and test procedures for cross wind
assessment
Applications ferroviaires - Aérodynamique - Partie 6 : Bahnanwendungen - Aerodynamik - Teil 6:
Exigences et procédures d'essai pour l'évaluation de la Anforderungen und Prüfverfahren zur Bewertung von
stabilité vis-à-vis des vents traversiers Seitenwind
This European Standard was approved by CEN on 3 March 2018 and includes Amendment 1 approved by CEN on 6 June 2022.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2022 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 14067-6:2018+A1:2022 E
worldwide for CEN national Members.

Contents Page
European foreword . 6
Introduction . 7
1 Scope . 8
2 Normative references . 8
3 Terms and definitions . 8
4 Symbols and abbreviations . 9
5 Methods and requirements to assess cross wind stability of vehicles . 22
5.1 General . 22
5.2 Applicability of cross wind methodologies for rolling stock assessment purposes . 23
5.3 Determination of aerodynamic coefficients . 25
5.3.1 General . 25
5.3.2 Predictive formula . 25
5.3.3 Simulations by Computational Fluid Dynamics (CFD) . 26
5.3.4 Reduced-scale wind tunnel measurements . 29
5.4 Determination of wheel unloading due to cross winds. 34
5.4.1 General . 34
5.4.2 Simple method . 34
5.4.3 Advanced quasi-static method . 37
5.4.4 Time-dependent MBS method using a Chinese hat wind scenario . 40
5.5 Presentation form of characteristic wind curves (CWCs) . 47
5.5.1 General . 47
5.5.2 CWC presentation form for passenger vehicles and locomotives . 48
5.5.3 CWC presentation form for freight wagons . 49
5.6 Requirements . 50
5.6.1 Requirements for passenger vehicles and locomotives running at
250 km/h ≤ v ≤ 360 km/h . 50
max
5.6.2 Requirements for passenger vehicles and locomotives running
140 km/h < v < 250 km/h . 53
max
5.6.3 Requirements for freight wagons . 53
6 Method to acquire the needed railway line data . 54
6.1 General . 54
6.2 Presentation form of railway line data . 54
6.2.1 General . 54
6.2.2 Plan profile . 54
6.2.3 Vertical profile . 55
6.2.4 Track design speed . 56
6.2.5 Walls . 57
6.2.6 Meteorological input data for line description . 57
6.2.7 Integrated line database . 58
6.2.8 Required minimum resolution/accuracy . 60
7 Methods to assess the wind exposure of a railway line . 60
8 Guidance for the analysis and assessment of the cross wind risk . 61
8.1 General . 61
8.2 Infrastructure with train speeds at or above 250 km/h . 61
8.3 Infrastructure with train speeds below 250 km/h. 61
9 Required documentation . 62
9.1 General . 62
9.2 Assessment of cross wind stability of passenger vehicles and locomotives . 62
9.3 Assessment of cross wind stability of freight vehicles . 62
9.4 Acquisition of railway line data . 62
Annex A (informative) Application of methods to assess cross wind stability of vehicles
within Europe . 63
Annex B (informative) Blockage correction. 67
B.1 Dynamic pressure method . 67
B.2 German method . 67
B.3 UK method . 67
B.4 Slotted walls . 68
Annex C (normative) Wind tunnel benchmark test data for standard ground configuration . 69
C.1 General . 69
C.2 ICE 3 leading vehicle wind tunnel model . 69
C.3 TGV Duplex power car wind tunnel model . 70
C.4 ETR 500 power car wind tunnel model . 71
Annex D (informative) Other ground configurations for wind tunnel testing . 73
D.1 Flat ground with gap (TSI HS RST) . 73
D.2 Double track ballast and rails (TSI HS RST) . 73
D.3 Standard embankment of 6 m height (TSI HS RST) . 74
D.4 Flat ground without gap (Finnish method) . 75

D.5 Double track ballast and rails (UK method) . 75
Annex E (informative) Wind tunnel benchmark test data for other ground configurations . 77
E.1 General . 77
E.2 ICE 3 leading vehicle wind tunnel model . 77
E.3 TGV Duplex power car wind tunnel model . 81
E.4 ETR 500 power car wind tunnel model . 86
Annex F (informative) Embankment overspeed effect . 90
Annex G (informative) Atmospheric boundary layer wind tunnel testing . 91
G.1 General . 91
G.2 Benchmark tests . 91
G.3 Wind simulation . 92
G.3.1 Boundary layer profiles . 92
G.3.2 Turbulence intensities . 92
G.3.3 Turbulence integral length scale. 93
G.4 Model scale and blockage requirements . 93
G.5 Modelling accuracy . 93
G.6 Instrumentation requirements. 93
G.6.1 General . 93
G.6.2 Speed measurement . 93
G.6.3 Force and moment balance . 94
G.7 Data acquisition requirements . 94
G.7.1 General . 94
G.7.2 Time scale, sampling frequency and acquisition duration . 94
G.7.3 Measurement of temperature and atmospheric pressure . 95
G.8 Calculation of mean values . 95
G.9 Calculation of peak values . 95
G.10 Calculation of air density . 96
G.11 Calculation of the uncorrected rolling moment coefficient . 96
G.12 Determination of the lee rail roll moment coefficient. 97
G.13 Data interpolation . 97
Annex H (informative) Five mass model . 98
H.1 General . 98
H.2 Derivation of formulae . 100
H.3 Example calculations . 104
H.3.1 General . 104
H.3.2 Example vehicle 1 . 105
H.3.3 Example vehicle 2 . 108
Annex I (normative) Mathematical model for the Chinese hat . 113
I.1 Mathematical model for Chinese hat . 113
I.2 Example calculation for Chinese hat . 116
Annex J (informative) Stochastic wind model . 122
J.1 General . 122
J.2 Assumptions . 122
J.3 Application range . 122
J.4 General Approach . 122
J.4.1 General . 122
J.4.2 First step: wind tunnel tests (aerodynamic properties determination) . 123
J.4.3 Second step: calculation of turbulent wind speed . 123
J.4.4 Third step: evaluation of aerodynamic forces. 127
J.4.5 Fourth step: simulation of vehicle dynamics . 128
J.4.6 Fifth step: evaluation of characteristic wind speed . 128
Annex K (informative) Stability of passenger vehicles and locomotives against overturning
according to national guidelines . 130
K.1 General . 130
K.2 According to DB Guideline 80704 (Germany) . 130
K.3 According to Railway Group Standard GM/RT 2141 (Great Britain). 132
Annex L (informative) Information on methods to assess the wind exposure of a railway
line . 133
L.1 General . 133
L.2 Wind map approaches . 133
L.3 Transfer approaches . 134
Annex M (informative) Extended CWCs . 136
Bibliography . 139

European foreword
This document (EN 14067-6:2018+A1:2022) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by January 2023, and conflicting national standards shall
be withdrawn at the latest by January 2023.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document includes Amendment 1 approved by CEN on 6 June 2022.
This document supersedes !EN 14067-6:2018".
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
This European Standard is part of the series “Railway applications — Aerodynamics” which consists of
the following parts:
— Part 1: Symbols and units;
— Part 3: Aerodynamics in tunnels;
— Part 4: Requirements and test procedures for aerodynamics on open track;
— Part 5: Requirements and test procedures for aerodynamics in tunnels;
— Part 6: Requirements and test procedures for cross wind assessment.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organizations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
Introduction
Trains running on open track are exposed to cross winds. The cross wind safety of railway operations
depends on vehicle and infrastructure characteristics and operational conditions. Important
parameters are:
— aerodynamic characteristics of the vehicle;
— vehicle dynamics (e.g. mass, suspension, bump stops);
— track gauge;
— line characteristics (radius and cant of the track, height of embankments and bridges, walls near the
track);
— wind exposure of the line;
— operating speed, mode of operation (non-tilting, tilting, running direction).
1 Scope
This document gives guidelines for the cross wind assessment of railways.
This document is applicable to all passenger vehicles, locomotives and power cars (with a maximum
train speed above 140 km/h up to 360 km/h) and freight wagons (with a maximum train speed above
80 km/h up to 160 km/h) and track gauges from 1 435 mm to 1 668 mm inclusive. For passenger
vehicles, locomotives and power cars with a maximum train speed between 250 km/h and 360 km/h, a
requirement to demonstrate the cross wind stability is imposed. This document is not applicable to
light rail and urban rail vehicles.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 14067-4, Railway applications – Aerodynamics – Part 4: Requirements and test procedures for
aerodynamics on open track
EN 14363, Railway applications - Testing and Simulation for the acceptance of running characteristics of
railway vehicles - Running Behaviour and stationary tests
EN 15663, Railway applications - Vehicle reference masses
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
3.1
bias
systematic error affecting an estimate
Note 1 to entry: In this document, it is expressed as the ratio of a coefficient obtained during benchmark wind
tunnel tests to the equivalent coefficient obtained during new wind tunnel tests.
3.2
coordinate system
system denoting the axis for forces, moments, dimensions and wind speeds as defined in Figure 1
Note 1 to entry: The coordinate system is shown in Figure 1.
a) View from side b) View from behind

c) View from top d) Speed vector diagram
Figure 1 — Coordinate system
Note 2 to entry: A positive β means that the apparent wind v is coming from the right hand side of the train.
a
3.3
lee rail
rail on the side of the track that is away from the direction from which the wind is blowing
4 Symbols and abbreviations
For the purposes of this document, the following symbols and abbreviations apply.
Table 1 — Symbols and abbreviations
Symbol Unit Significance Explanation or remark
A m Reference area
2 2
A m Reference normalization area 10 m
A* -
σ
Constant in formula for
u

- Normalized gust amplitude
A
- Rotation matrix from Bj to Bi
A
ij
a m Bogie semi-spacing
a N Wheel loads i = 1, 2: (front, back)
ij
j = 1, 2: (right, left)
a s/m Dispersion Dispersion determined by extreme
m
value analysis of wind tunnel data
a m/s Uncompensated lateral acceleration; also
q
v gH
tr cant
a −
equivalent to cant deficiency
q
Rb2
cA
a m/s Maximum value of uncompensated lateral
q-max
acceleration
B - Embankment blockage ratio The ratio of the height of the tallest
E
=
Symbol Unit Significance Explanation or remark
model embankment to the free height
of the wind tunnel
B - Vehicle blockage ratio The ratio of the total model vehicle
V
reference area to the wind tunnel
free cross-sectional area
b -

Coefficient function of r
g
bA m 1/2 lateral contact spacing See 5.4.2.3
b m Minimum lateral contact spacing
A,min
b m y position of right secondary suspension
spring
b m y position of left secondary suspension
spring
C - Coherence function for the resulting wind
speed
C - Coherence function for a wind angle of
90°
C - Function of roughness length in definition
(z0)
of longitudinal integral length scale
CWC  Characteristic wind curve
CWC m/s Evaluation of the stochastic CWC wind
i
speed
c m/s Speed of sound
- Force coefficient based on A
0 2 ⋅ F
i
, i = x, y, z
c =
c
Fi
Fi
ρ ⋅ vA
- Moment coefficient based on A and d 2 ⋅ M
0 0
i
, i = x, y, z
c =
c
Mi
M
ρ ⋅ v Ad
0 0
c
- Rolling moment coefficient around lee rail
Mx,lee
c
- Mean rolling moment coefficient around
Mx,lee
lee rail

- Peak rolling moment coefficient around

c
Mx,lee
lee rail
c
- Benchmark value of rolling moment Rolling moment coefficient
Mx,lee,bmk
coefficient around lee rail determined from the benchmark
tests
- Benchmark value of peak rolling moment

c
Mx,lee,bmk
coefficient around lee rail
c
- Measured test results for rolling moment
Mx,lee,test
coefficient around lee rail for benchmark
vehicle
Symbol Unit Significance Explanation or remark

- Peak rolling moment coefficient around
c
Mx,lee, m
lee rail uncorrected for bias
- Mean measured rolling moment
c
Mx,lee,m
coefficient around lee rail uncorrected for
bias
c
Nm Torsion suspension constant
s∅ , i
c - Coefficient in the Cooper theory
u
c - Coefficient in the Cooper theory
v
c m y position of bogie i in local coordinates i = 1: front bogie, i = 2: rear bogie
y,BGi
(centre of gravity)
c m z position of bogie i in local coordinates i = 1: front bogie, i = 2: rear bogie
z,BGi
(centre of gravity)
c m x position of car body in local coordinates
x,CB
(centre of gravity)
c m y position of car body in local coordinates
y,CB
(centre of gravity)
c m z position of car body in local coordinates
z,CB
(centre of gravity)
cΘ -
cos Θ
( )
Bi
cΦ -
cos Φ
( )
Bi
cΨ -
cos Ψ
( )
Bi
d m Characteristic length 3 m
d m Reference normalization length 3 m
m Deflection of the i primary spring i = 1: front bogie, i = 2: rear bogie
dr
kpi
m Deflection of the j primary spring j = 1(right), 2 (left). i = 1: front bogie,
dr
cpj,i
i = 2: rear bogie
m Deflection of the j secondary spring j = 1(right), 2 (left). i = 1: front bogie,
dr
csj,i
i = 2: rear bogie
dφ
rad Rotation angle of the bogie anti-roll bar i = 1: front bogie, i = 2: rear bogie
cs,i
F N Aerodynamic force
i
F (t) N Aerodynamic force Time dependent version of F
i i
F N Aerodynamic forces in the directions of
x
F coordinates
y
F
z
f Hz Wind frequency
f Hz Characteristic gust frequency
gust
Symbol Unit Significance Explanation or remark
f - Blockage correction factor Function of x
BL B
N Spring force vector of primary and i = 1: front bogie, i = 2: rear bogie
f
ci
secondary spring
f
N Spring force of primary and secondary i = 1: front bogie, i = 2: rear bogie
ci,x
springs in x direction
N Spring force of primary and secondary i = 1: front bogie, i = 2: rear bogie
f
ci,y
springs in y direction
f
N Spring force of primary and secondary i = 1: front bogie, i = 2: rear bogie
ci,z
springs in z direction
Nm Primary suspension constant i = 1, 2: (front, back)
f
cpj,i
j = 1, 2: (right, left)
Nm Secondary suspension constant i = 1, 2: (front, back)
f
csj,i
j = 1, 2: (right, left)
femb - Embankment speed up factor
N Spring force vector of primary and i = 1: front bogie, i = 2: rear bogie
f
f,Bi
secondary springs on body Bi
f
N Suspension force on bogie i
f,BGi
N Spring force vector of primary and
f
f,CB
secondary springs on car body
f
N Suspension force on wheel set i
f,WSi
f - Function of the embankment blockage
h
ratio, B
E
- Relative windward wheel unloading 0,9
f
∆Q
factor
f - Function of vehicle length
L
f - Method factor To account for uncertainties in the 3-
m
mass model.
N Mass force vector on body Bi i = 1: front bogie, i = 2: rear bogie
f
m,Bi
N Mass force vector on car body
f
m,CB
f Hz n-frequency ω nω
n
n 0
f
n
2ππ2
f Hz Data acquisition frequency The sampling frequency (rate) for
samp
acquiring data in the wind tunnel
N Total force vector acting on body Bi i = 1: front bogie, i = 2: rear bogie
f
total,Bi
N Total force vector acting on bogie i i = 1: front bogie, i = 2: rear bogie
f
total,BGi
N Total force vector acting on car body
f
total,CB
==
Symbol Unit Significance Explanation or remark
N Total force vector acting on wheel set i
f
total,WSi
- Normalized wind frequency
f
u

f
- Normalized wind frequency in the Cooper
u
theory

- Normalized wind frequency in the Cooper
f
u
theory

f
- Normalized wind frequency in the Cooper
v
theory

- Normalized wind frequency in the Cooper
f
v
theory
N Wind force acting on car body
f
Wi,CB
G - Gust factor
g m/s Acceleration due to gravity
H - Aeroadmittance function in Cooper
theory
H m Cant height
cant
h m Vehicle height
h m Vertical position vector component
h m Boundary layer height
BL
h m Height from ground
z
h m Roughness height
z0
h m Height of the vehicle from top of rail to
VEH
roof
I - Turbulence index for the i-wind i = u, v, w
i
component
I (z) - Turbulence intensity The standard deviation of the wind
u
tunnel velocity at height z divided by
the mean velocity at that height
k N/m Primary spring stiffness
p
k N/m Secondary spring stiffness
s
kstandstill - Dimensionless characteristic wind speed
for a vehicle at standstill
k - Vehicle blockage factor Correction factor applied to the mean
v
or peak wind tunnel velocity to allow
for the effects of the constraints of
the tunnel walls on the local flow
over the vehicle
Symbol Unit Significance Explanation or remark
k
- Mean wind embankment blockage factor Correction factor applied to the mean
e
wind tunnel velocity to allow for the
effects of the constraint of the wind
tunnel roof on the flow over the
embankment
- Peak wind embankment blockage factor Correction factor applied to the peak

k e
wind tunnel velocity to allow for the
effects of the constraint of the wind
tunnel roof on the flow over the
embankment
- Mean bias correction factor
k
Mx,bias
- Peak bias correction factor

k
Mx,bias
L m Vehicle length
L m Compound turbulence length scale of the i i = u, v
i
wind component
L m Reference length 25 m
L m Length parameter of the vehicle body Length of the vehicle body without
VEH
buffer and inter car gap
L m Wind tunnel streamwise turbulence
X
length scale at 3 m equivalent height
L m Full scale longitudinal turbulence length
X,FS
scale
r - Non-dimensional compound length scale
L
u
of the wind component
x
L
m Longitudinal integral length scale of the i- i = u, v, w
i
wind velocity component along the x
direction
x
L m Turbulence length scale Longitudinal streamwise velocity
u
turbulence length scale in the core
stream
y
L
m Turbulence length scale
u
x
L
m Turbulence length scale
v
y
L m Turbulence length scale
v
y
L m Lateral integral length scale of the i-wind i = u, v, w
i
velocity component along the y direction
x
m Full scale turbulence length scale
L
u_FS
y
L
m Characteristic length (spatial wavelength)
u
of the gust

L - Normalized turbulence length scale
u
Symbol Unit Significance Explanation or remark

L
- Normalized turbulence length scale
v
Ma - Mach number: Ratio of wind speed over Ma = U/c
speed of sound
M Nm Moment due to the lateral movement of
CoG
the centre of gravity of suspended masses
M Nm Aerodynamic moment i = x, y, z
i
M Nm Moment due to uncompensated lateral
la
acceleration
M Nm Restoring moment due to the vehicles
m
masses
M Nm Aerodynamic rolling moment See 3.3
x
M Nm Rolling moment around lee rail On top of the lee rail with distance b
x,lee A
to centre of track
Nm Mean rolling moment The mean vehicle aerodynamic
M
x, lee
rolling moment around the lee rail in
an atmospheric boundary layer wind
tunnel
Nm Peak rolling moment A statistical estimate of the peak

M x,lee
vehicle aerodynamic rolling moment
around the lee rail that would occur
with a specified probability of
exceedances within a specified
period
M Nm Aerodynamic pitching moment See 3.3
y
M Nm Aerodynamic yawing moment See 3.3
z
m kg Vehicle mass (to be considered for cross Refers to operational mass in
wind assessment) working order according to
EN 15663 but without wear
allowances.
m kg Unsprung masses Refers to operational mass in
working order according to
EN 15663 but without wear
allowances.
m kg Primary suspended masses Refers to operational mass in
working order according to
EN 15663 but without wear
allowances.
m2 kg Secondary suspended masses Refers to operational mass in
working order according to
EN 15663 but without wear
allowances.
kg Mass of body Bi
m
Bi
Symbol Unit Significance Explanation or remark
- Number of evaluations of the stochastic
N
CWCs
n Hz Generic harmonic component of the wind
speed spectrum
n - Number of harmonics considered in the
max
series representation of UTC(t)
-


PU
m
( ) Cumulative probability of each U
m
Pr(T) - Probability of a wind gust of duration T
seconds
ΔQ N Wheel unloading
Q N Target value of wheel unloading
target
Q N Average static wheel load
Q N Q-forces of the unloaded wheel of the first
i1
wheel set in the bogie
Q N Q-forces of the unloaded wheel of the
j1
second wheel set in the bogie
Q N Wheel-rail-forces
1,WSi
Q N Wheel-rail-forces
2,WSi
ΔQ/Q - Relative wheel unloading
R mm Radius of edge of ballast and rail ground
board
R m Radius of curve
C
Re - Reynolds' number: ratio of inertia forces Ud
test
Re =
over viscous forces
v
Re - Maximum Reynolds' number The maximum achievable Reynolds'
max
number in a wind tunnel test
r m z position of wheel set i in local
coordinates
m Non-dimensional separation distance

r
g
r
m Position vector of centre of gravity of
CBi,Bi
body i
r
m Position vector of centre of gravity of
CBi,I
body i in the stationary global reference
system
r
m Position vector of centre of gravity of
CBGi,BGi
bogie i
r
m Position vector of centre of gravity of car
CCB,CB
body
Symbol Unit Significance Explanation or remark
r
m Position vector of primary suspension on i = 1: front bogie, i = 2: rear bogie
CP1,BGi
bogie i, right spring
r
m Position vector of primary suspension on i = 1: front bogie, i = 2: rear bogie
CP2,BGi
bogie i, left spring
r
m Position vector of right primary spring on i = 1: front bogie, i = 2: rear bogie
CP1,WSi
wheel set i
r
m Position vector of left primary spring on i = 1: front bogie, i = 2: rear bogie
CP2,WSi
wheel set i
r
m Position vector of secondary suspension i = 1: front bogie, i = 2: rear bogie
CS1,BGi
on bogie i, right spring
r
m Position vector of secondary suspension i = 1: front bogie, i = 2: rear bogie
CS2,BGi
on bogie i, left spring
r
m Position vector on the car body of the i = 1: front bogie, i = 2: rear bogie
CS1,BGi,CB
secondary suspension on bogie i, right
spring
r
m Position vector on the car body of the i = 1: front bogie, i = 2: rear bogie
CS2,BGi,CB
secondary suspension on bogie i, left
spring
r
m Position vector of centre of gravity of i = 1: front bogie, i = 2: rear bogie
CWSi,WSi
wheel set i
2 2
S m /s /H Wind speed power spectral density for i = u, v, w
ii
z the i-wind velocity component
S - Model time scale The ratio of time at model scale to
t
time at full scale
2 2
S (n) m /s /H Power spectral density of u n is the frequency
u
z
SY N Sum of Y-forces i = 1: front bogie, i = 2: rear bogie
WSi
- Non-dimensional power density function

S
uTuT
- Non-dimensional power density function

S
vTvT
-
sΘ
sin Θ
( )
Bi
-
sΦ
sin (Φ )
Bi
-
sΨ
sin Ψ
( )
Bi
T s Time duration of a gust
s Mean time constant of a gust
T
T s Data acquisition duration The sampling duration for acquiring
samp
data
Symbol Unit Significance Explanation or remark
0,5
Tu  Turbulence level
x 2
 2 
Tu = U(t ) /U
 
x test
 
t s Time
t
Nm Anti-roll bar moment vector i = 1: front bogie, i = 2: rear bogie
cs,i
t
Nm Torsion suspension moments on bogie i i = 1: front bogie, i = 2: rear bogie
f,BGi
t
Nm Torsion suspension moments on the car
f,CB
body
t
Nm Torsion suspension moments on wheel i = 1: front bogie, i = 2: rear bogie
f,WSi
set i
t s Event times during the Chinese hat gust i = 1, 2.7
i
t
Nm Mass forces on body i
m,Bi
t
Nm Mass forces on car body
m,CB
t
Nm Total moment vector for body i i = 1: front bogie, i = 2: rear bogie
total,Bi
t
Nm Total moment vector for car body
total,CB
t
Nm Total moment vector for bogie i i = 1: front bogie, i = 2: rear bogie
total,BGi
t
Nm Total moment vector for wheel set i i = 1: front bogie, i = 2: rear bogie
total,WSi
t
Nm Wind forces on the car body
Wi,CB
U m/s Wind speed
m/s Mean wind tunnel velocity Mean wind tunnel velocity after
U
correction for blockage effect.
For further definitions of U
mean
see Annex B and Annex G.
U m/s Maximum wind speed in the Chinese hat
max
gust
U m/s Mean wind speed Refers to the upwind at 4 m height
mean
above ground
U m/s Normal component of wind upstream of
normal
an embankment
U m/s Parallel component of wind upstream of
parallel
an embankment
U(t) m/s Instantaneous wind (tunnel) velocity
u m/s Wind velocity turbulent component along
turb
the mean wind direction
m/s Wind velocity component perpendicular
Ut
( )
T
to the direction of track seen by a moving
point
m/s Generic harmonic of wind speed
Uf
( )
T n
spectrum S
uTuT
Symbol Unit Significance Explanation or remark
m/s
Transverse component of the corrected
Ut
( )
TC
absolute wind speed seen by a moving
point
U
raw
m/s Generic harmonic of U (t)
TC
Uf
( )
TC n
U m/s Mean wind tunnel speed during a test
test
U
m/s Uncorrected measured value of mean
m
wind tunnel velocity
m/s Uncorrected measured value of mean
U
e,m
wind tunnel velocity above an
embankment
m/s Mean wind tunnel reference wind speed Used as the target when testing,
U
ref
actual speed during
...