UIC comfort tests - VTI

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Representation of passengers’ opinions in zone BDisagreeComfort levelAgreeVibration levelFigure 3-4 Relation between vibration level and discomfort in zone B.Zone B should not exist in commercial service.3.4.3 Influence of timeIt is not possible to demonstrate the influence of time on average comfort on longdistancetrains, even after experiments spanning a three-hour period. Comfortremains a question of the immediate past.However, people do remember the highest vibration levels in the zone tested.Therefore a special statistical procedure calculates 95% levels for each of theimportant vibration inputs. A 95% value is used instead of a maximum value toensure sufficiently reliable results. Consequently, improvements in track qualitymust result in very constant quality. The worst zone determines the quality level.VTI notat 56A-2003 17
4 How comfort evolves with speed4.1 On straight trackThere is only a slight increase in the vibration level due to imperfections in thetrack; the slope of the estimator depends on the characteristics of the coachsuspension and track irregularities.4.2 On curved track4.2.1 Non-tilting trainsThe maximum speed of the train is limited by the network administrations with amaximum NCA. Because track cant is limited, the quasi-static lateral accelerationmust be higher in curves and therefore there is a change of the level of lateralacceleration (jerk) in curve transitions. Moreover it is evident that the roll angle ofthe coach will change in curves. All these factors cause deterioration in comfort.4.2.2 Tilting trainsLateral acceleration may be lower with artificial tilting by comparison with asituation without tilting, but the roll angle/velocity of the coach is even higher.Moreover, due to imperfections of the tilting control system the tilting systemmay operate too late or too soon, causing more uncompensated lateral accelerationand jerk.Comfort levelSPEEDFigure 4-1 Ride comfort levels detoriates with speed depending on type of trainand track geometry.18 VTI notat 56A-2003
Page 1 and 2: VTI notat 56A • 2003VTI notat 56A
Page 3 and 4: ContentsPageAbbrivations and Notati
Page 5 and 6: 10.5.1 Transitions 5311 Evaluation
Page 7 and 8: Abbrivations and NotationsAEAT AEA
Page 9 and 10: chosen test track with a minimum of
Page 11 and 12: 1.8.2 ModelsThree different models
Page 13 and 14: 3 What does comfort mean in the con
Page 15: Representation of passengers’ opi
Page 19 and 20: Each element may provoke a potentia
Page 21 and 22: 5.2.2 Theoretical behaviour of thos
Page 23 and 24: Nominal acceleration in the horizon
Page 25 and 26: 6 Actual evaluation rulesAll the fo
Page 27 and 28: Important variancesS 0 = var(y)Sr =
Page 29 and 30: 7 Choice of the test zone7.1 Choice
Page 31 and 32: 9.008.007.006.00roll velocity5.004.
Page 33 and 34: 8 Description of the test8.1 The tr
Page 35 and 36: 8.3.3 Synchronisation between votes
Page 37 and 38: 8.5 Registration of data, calculati
Page 39 and 40: DRIVER CAB8.6.2 Occupied places2224
Page 41 and 42: 9.3 Study of the car body angle9.3.
Page 43 and 44: 9.4.2 Influence of length of the co
Page 45 and 46: 9.4.4 Additional discomfort due to
Page 47 and 48: 10.1.1 ConclusionsThe actual distri
Page 49 and 50: 10.3 Seat positionThe influence of
Page 51 and 52: Average votes for the different tra
Page 53 and 54: Figures 10-5 to 10-10 show the infl
Page 55 and 56: Influence by roll velocity on voteA
Page 57 and 58: 5.0Influence by Pct on voteAll cate
Page 59 and 60: 11 Evaluation of local comfort11.1
Page 61 and 62: 11.1.4 Scaling of votesThe N’ VA
Page 63 and 64: Note that very high values of later
Page 65 and 66: 554433N'vaN'va221100 1 2 3 4Lateral
Page 68 and 69:
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
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Table 11-18 Regression for track en
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Some characteristic data points of
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The probability that all coefficien
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Second conclusionThis also proves t
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number of real votes3025201510500,2
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11.2.2 ParametersFour parameters we
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There are some observations from th
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Table 11-30 Two-parameter regressio
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Three-parameter regression - N'VA,
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The three-parameter regression was
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12 Evaluation of average comfort12.
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Table 12-2 shows that the correlati
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3.53.5332.52.5NVA21.5NVA21.5110.50.
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Table 12-5 Multiple regression for
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This is the preferred result to be
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12.2.5 Density of importance of eac
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13.3 Conclusions in relationship wi
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An identical observation can be mad
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13.7.3 Evaluation of local comfort
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Appendix 1Page 1 (3)1 Preparing the
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Appendix 1Page 3 (3)2.5 Publish res
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Appendix 2Page 2 (10)For this progr
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Appendix 2Page 4 (10)Vertical accel
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Appendix 2Page 6 (10)Influence of l
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Appendix 2Page 8 (10)Red line : 0.1
Page 128 and 129:
Appendix 2Page 10 (10)Study of aver
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Appendix 3Page 2 (2)Evaluation of h
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UIC comfort tests - VTI

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