UIC comfort tests - VTI

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Influence by Nva' on voteAll categories, Firenze - Arezzo5.0Average (per train position) vote4.54.03.53.02.52.0y = 0.67x + 1.57R 2 = 0.171.51.00 0.5 1 1.5 2 2.5 3 3.5 4Nva'5Influence by Nva' on voteAll categories, Arezzo - Firenze4.5Average (per train position) vote43.532.52y = 0.58x + 1.51R 2 = 0.171.510 0.5 1 1.5 2 2.5 3 3.5 4Nva'Figure 10-10 Influence of Nva’ on average vote per test direction.VTI notat 56A-2003 59
11 Evaluation of local comfort11.1 Analysis of Transition response11.1.1 Types of transitionMeasurements were made on several different types of transition.• simple transitions – from straight track into a curve• reverse transitions – directly from a curve of one hand to a curve of theopposite hand• compound transitions – from a larger radius to a tighter radius curve of thesame hand• adjacent transitions – from a curve of one hand to a curve of either the samehand or the opposite hand with a short length of straight track in between• short transition – this was a location with a very short curve where there was anentry transition, a very short curve and a run-off transition, all within the testzone.Most measurements (fifteen in each direction) were made on simple transitions.Up to four measurements in each direction were made on the other types oftransition.The test sites were chosen to give the greatest possible spread of noncompensatedacceleration and roll velocity on every test run, with reasonableseparation of sites while maintaining a constant speed.11.1.2 Test ConditionsTest results for all four tilt conditions (80%, 60%, 40% and 0% compensation)were combined into a single dataset for analysis. Both directions of running wereincluded, giving a total of nine test runs (with two 80% runs in one direction).At each test site, votes and acceleration measurements were available forpassengers at five different positions in the train. The votes for each group ofpassengers were averaged, and the average group vote used in regressions againstthe measured parameters for that group’s location.The groups at different positions in the train included four, six or eightpassengers. In the regression analysis, the average vote for the whole group wasused to help to improve the correlation of the results. However, to give the correctweight to each group according to its size, the results for groups of four wereincluded twice in the regression, results for groups of six were included threetimes and results for groups of eight were included four times.The combination of test runs, test sites and passenger locations gave a largenumber of separate observations (despite a few occasions where either the votesor acceleration measurements were not valid). The distribution of the data isshown in the table.60 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
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 and 16: Representation of passengers’ opi
Page 17 and 18: 4 How comfort evolves with speed4.1
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: 5.0Influence by Pct on voteAll cate
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
Page 70 and 71: With the 1.0-second window, the jer
Page 72 and 73: The regression has been repeated wi
Page 74 and 75: (Table 11-12)Object: Simple and adj
Page 76 and 77: 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
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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
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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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