‫‪Cross Wind‬‬

‫)‪Group (A‬‬

‫حمدى جمال رشاد السيد حسن شريف‬ ‫اإلسم‬

‫‪3‬‬ ‫السكشن‬

‫تحت إشراف‬

‫أ‪.‬د‪ /‬مفرح ميالد‬ ‫أ‪.‬د‪ /‬أحمد فاروق عبدالجواد‬

 Crosswind
A crosswind is any wind that has a perpendicular component to the line or direction
of travel. This affects the aerodynamics of many forms of transport. Moving non-
parallel to the wind's direction creates a crosswind component on the object and thus
increasing the apparent wind on the object.

When winds are not parallel to or directly with/against the line of travel, the wind is
said to have a crosswind component; that is, the force can be separated into two
vector components:
1. Headwind component (in the direction of motion)
2. Crosswind component (perpendicular to the former)
A vehicle behaves as though it is directly experiencing a lateral effect of the
magnitude of the crosswind component only. The crosswind component is computed
by multiplying the wind speed by the sine of the angle between the wind and the
direction of travel while the headwind component is computed in the same manner,
using cosine instead of sine.
In Aviation
crosswind is the component of wind that is blowing across the runway, making
landings and take-offs more difficult than if the wind were blowing straight down
the runway.
In Ground Vehicles
Crosswinds can cause difficulty with ground vehicles traveling on wet or slippery
roads, especially when gusting conditions affect vehicles that have a large side area
such as vans, and tractor-trailers.
The main risk associated with crosswind is vehicle overturning, which is particularly
critical when the train exits a tunnel (as a consequence of the sudden variation in the
aerodynamic forces) or when the train runs in a curve (in combination with high
values of lateral acceleration).
The crosswind effects become particularly critical at high operating speeds.
In a fundamental way, the crosswind cause occurrence of the significant component
of aerodynamic reaction on lateral axis direction and the yawing moment around the
vertical axis of the vehicle. The last one results from the fact that center of wind
pressure of coachwork is situated usually out of the vehicle center of mass.

Crosswind & Train Aerodynamic

When the train speed increases, the shape of the train directly affects its aerodynamic
performance. Compared to the traditional blunt train under strong crosswind, the
streamlined nose train is superior in terms of reducing the air drag and enhancing the
flow characteristics around the train and crosswind resistance.
The change in the nose length of the train has the greatest effect on the aerodynamic
coefficient of the tail car, followed by that on the head car, whereas the effect on the
middle car is the smallest. Meanwhile, for the head car, the lift force coefficient
exhibits the largest changes, followed by the drag, side force, and roll moment
coefficient. For the tail car, the drag coefficient exhibits the largest changes,
followed by the lift, side force, and roll moment coefficient.
Mercedes Benz
It was able to develop a feature in its cars recently to "reduce the risk of the impact
of crosswinds" and called it "Crosswind Assist" in short when the speed exceeds
about 50 miles / hour. This feature allows the brakes to intervene to control and
adjust the lane in times of severe winds.
References
1) Numerical study for the aerodynamic performance of double unit train under
crosswind.
2) The effect of moving train on the aerodynamic performances of train-bridge
system with a crosswind.
3) Crosswind effects on the stability of a model passenger train—A comparison
of static and moving experiments.