UIC comfort tests - VTI

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Appendix 2Page 10 (10)Study of averaging and filteringFilter 0.5 HzSame zone as beforeP CT method for calculating jerkStraight methodFigure 24no averagingPeak at 258198 mHeight 0.38 m/s 3Average 0.1 secondFigure 250.1 second stepPeak at 2.58197 mHeight 0.41 m/s 3ConclusionThe 0.1 sec average is very comparable with the non averaged signal.The P CT method is very comparable with the 1 second averaging method. Thismeans that significant information can been lost from the data. However it is notknown if this leaked information is important for comfort determination.VTI notat 56A-2003
Appendix 3Page 1 (2)1 International and European ride comfortstandardsThere exist a number of standards concerning guidelines for evaluation comfortand health. The most used one is ISO 2631-1 (1997) Mechanical vibration andshock – Evaluation of human exposure to whole body vibrations – Part 1:General requirements. This standard has evolved from guidelines on fatigue andcomfort degeneration of a number of hours exposure to a straight forward rootmean-square(r.m.s.) calculation of a frequency weighted or filtered accelerationsignal.ISO-comfort note = [1/T ∫a w 2 (t) dt ] 0.5where a w is a filtered signal according to different weighting filters, w d for lateralaccelerations and w k for vertical accelerations, see chapter of weighting curves forfiltering below. For railway purposes the weighting filter w b is allowed for verticalaccelerations.Guidance according to ISO 2631-1 CEN (ENV 12299)Less than 0.0315 m/s 2 not uncomfortable Less than 0,17 m/s 2 Very comfortable0.0315 to 0.63 m/s 2 a little uncomfortable 0.17 to 0,33 m/s 2 Comfortable0.5 to 1 m/s 2 fairly uncomfortable 0.33 to 0,50 m/s 2 Medium0.8 to 1.6 m/s 2 uncomfortable 0.5 to 0,67 m/s 2 Uncomfortable1.25 to 2.5 m/s 2 very uncomfortable 0.67 to 0,83 m/s 2 Very uncomfortableGreater than 2 m/s 2 extremelyuncomfortableNote: To have a good understanding of this table: the mentioned acceleration isthe square root of quadratic sum of all accelerations present in the evaluationformula. (For CEN the simplified formula is chosen as estimator for the "totalacceleration").ISO 2631-1 is good for evaluation of motion environments with small variationsin levels. However characteristics of a train ride is there are large variations(fluctuations) in both acceleration levels and frequency and also there existsudden impulses, jolts and changes of quasi-stationary levels.The work in ORE and ERRI during Questions B 153 and B207 was to addressthese fluctuations with statistical methods. Together with the work at formerBritish Rail Research in Derby on comfort in transition curves and circular curves,these two works formed the basis for the European standard CEN ENV 12299(1997, 1999) Railway applications – Ride comfort for passengers – Measurementsand evaluation.The statistical methods were also incorporated in an ISO standard, ISO 10056(1996) Mechanical vibration - Measurement and analysis of vibration to whichpassengers and crew are exposed in railway vehicles and in the UIC rules, UICLeaflet 513 R. Guidelines for evaluating passenger comfort in relation tovibration in railway vehicles.Later it seemed appropriate to update ISO 2631 with a new part concerningrailway applications, ISO 2631-4 (1999) Mechanical vibration and shock –VTI notat 56A-2003
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VTI notat 56A • 2003VTI notat 56A
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ContentsPageAbbrivations and Notati
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10.5.1 Transitions 5311 Evaluation
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Abbrivations and NotationsAEAT AEA
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chosen test track with a minimum of
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1.8.2 ModelsThree different models
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3 What does comfort mean in the con
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Representation of passengers’ opi
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4 How comfort evolves with speed4.1
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Each element may provoke a potentia
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5.2.2 Theoretical behaviour of thos
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Nominal acceleration in the horizon
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6 Actual evaluation rulesAll the fo
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Important variancesS 0 = var(y)Sr =
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7 Choice of the test zone7.1 Choice
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9.008.007.006.00roll velocity5.004.
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8 Description of the test8.1 The tr
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8.3.3 Synchronisation between votes
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8.5 Registration of data, calculati
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DRIVER CAB8.6.2 Occupied places2224
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9.3 Study of the car body angle9.3.
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9.4.2 Influence of length of the co
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9.4.4 Additional discomfort due to
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10.1.1 ConclusionsThe actual distri
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10.3 Seat positionThe influence of
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Average votes for the different tra
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Figures 10-5 to 10-10 show the infl
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Influence by roll velocity on voteA
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5.0Influence by Pct on voteAll cate
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11 Evaluation of local comfort11.1
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11.1.4 Scaling of votesThe N’ VA
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Note that very high values of later
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554433N'vaN'va221100 1 2 3 4Lateral
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Multiple regressions have therefore
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With the 1.0-second window, the jer
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The regression has been repeated wi
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(Table 11-12)Object: Simple and adj
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simple transitions, and with the re
Page 78 and 79: Table 11-18 Regression for track en
Page 80 and 81: Some characteristic data points of
Page 82 and 83: The probability that all coefficien
Page 84 and 85: Second conclusionThis also proves t
Page 86 and 87: number of real votes3025201510500,2
Page 88 and 89: 11.2.2 ParametersFour parameters we
Page 90 and 91: There are some observations from th
Page 92 and 93: Table 11-30 Two-parameter regressio
Page 94 and 95: Three-parameter regression - N'VA,
Page 96 and 97: The three-parameter regression was
Page 98 and 99: 12 Evaluation of average comfort12.
Page 100 and 101: Table 12-2 shows that the correlati
Page 102 and 103: 3.53.5332.52.5NVA21.5NVA21.5110.50.
Page 104 and 105: Table 12-5 Multiple regression for
Page 106 and 107: This is the preferred result to be
Page 108 and 109: 12.2.5 Density of importance of eac
Page 110 and 111: 13.3 Conclusions in relationship wi
Page 112 and 113: An identical observation can be mad
Page 114 and 115: 13.7.3 Evaluation of local comfort
Page 116 and 117: Appendix 1Page 1 (3)1 Preparing the
Page 118 and 119: Appendix 1Page 3 (3)2.5 Publish res
Page 120 and 121: Appendix 2Page 2 (10)For this progr
Page 122 and 123: Appendix 2Page 4 (10)Vertical accel
Page 124 and 125: Appendix 2Page 6 (10)Influence of l
Page 126 and 127: Appendix 2Page 8 (10)Red line : 0.1
Page 130: Appendix 3Page 2 (2)Evaluation of h
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