Showing papers on "Aerodynamic force published in 2011"

Aerodynamic Aspects of Wind Energy Conversion

Abstract: This article reviews the most important aerodynamic research topics in the field of wind energy. Wind turbine aerodynamics concerns the modeling and prediction of aerodynamic forces, such as performance predictions of wind farms, and the design of specific parts of wind turbines, such as rotor-blade geometry. The basics of the blade-element momentum theory are presented along with guidelines for the construction of airfoil data. Various theories for aerodynamically optimum rotors are discussed, and recent results on classical models are presented. State-of-the-art advanced numerical simulation tools for wind turbine rotors and wakes are reviewed, including rotor predictions as well as models for simulating wind turbine wakes and flows in wind farms.

Translational and Rotational Damping of Flapping Flight and Its Dynamics and Stability at Hovering

Abstract: Body movements of flying insects change their effective wing kinematics and, therefore, influence aerodynamic force and torque production. It was found that substantial aerodynamic damping is produced by flapping wings through a passive mechanism termed “flapping countertorque” during fast yaw turns. We expand this study to include the aerodynamic damping that is produced by flapping wings during body translations and rotations with respect to all its six principal axes-roll, pitch, yaw, forward/backward, sideways, and heave. Analytical models were derived by the use of a quasi-steady aerodynamic model and blade-element analysis by the incorporation of the effective changes of wing kinematics that are caused by body motion. We found that aerodynamic damping, in all these cases, is linearly dependent on the body translational and angular velocities and increases with wing-stroke amplitude and frequency. Based on these analytical models, we calculated the stability derivatives that are associated with the linearized flight dynamics at hover and derived a complete 6-degree-of-freedom (6-DOF) dynamic model. The model was then used to estimate the flight dynamics and stability of four different species of flying insects as case studies. The analytical model that is developed in this paper is important to study the flight dynamics and passive stability of flying animals, as well as to develop flapping-wing micro air vehicles (MAVs) with stable and maneuverable flight, which is achieved through passive dynamic stability and active flight control.

Aerodynamic performance of a hovering hawkmoth with flexible wings: a computational approach

Abstract: Insect wings are deformable structures that change shape passively and dynamically owing to inertial and aerodynamic forces during flight. It is still unclear how the three-dimensional and passive change of wing kinematics owing to inherent wing flexibility contributes to unsteady aerodynamics and energetics in insect flapping flight. Here, we perform a systematic fluid-structure interaction based analysis on the aerodynamic performance of a hovering hawkmoth, Manduca, with an integrated computational model of a hovering insect with rigid and flexible wings. Aerodynamic performance of flapping wings with passive deformation or prescribed deformation is evaluated in terms of aerodynamic force, power and efficiency. Our results reveal that wing flexibility can increase downwash in wake and hence aerodynamic force: first, a dynamic wing bending is observed, which delays the breakdown of leading edge vortex near the wing tip, responsible for augmenting the aerodynamic force-production; second, a combination of the dynamic change of wing bending and twist favourably modifies the wing kinematics in the distal area, which leads to the aerodynamic force enhancement immediately before stroke reversal. Moreover, an increase in hovering efficiency of the flexible wing is achieved as a result of the wing twist. An extensive study of wing stiffness effect on aerodynamic performance is further conducted through a tuning of Young's modulus and thickness, indicating that insect wing structures may be optimized not only in terms of aerodynamic performance but also dependent on many factors, such as the wing strength, the circulation capability of wing veins and the control of wing movements.

Dynamics and Control of a Biomimetic Vehicle Using Biased Wingbeat Forcing Functions

Abstract: A wingbeat forcing function and control method are presented that allow six-degree-of-freedom control of a flapping-wing micro air vehicle using only two actuators, each of which independently actuate a wing. Split-cycle constant-period frequency modulation with wing bias is used to produce nonzero cycle-averaged drag. The wing bias provides pitching-moment control and, when coupled with split-cycle constant-period frequency modulation, requires only independently actuated wings to enable six-degree-of-freedom flight. Wing bias shifts the cycle-averaged center-of-pressure locations of the wings, thus providing the ability to pitch the vehicle. Implementation of the wing bias is discussed, and modifications to the wingbeat forcing function are made to maintain wing position continuity. Instantaneous and cycle-averaged forces and moments are computed, cycle-averaged control derivatives are calculated, and a controller is developed. The controller is designed using a simplified aerodynamic model derived with blade-element theory and cycle averaging. The controller is tested using a simulation that includes blade-element-based estimates of the instantaneous aerodynamic forces and moments that are generated by the combined motion of the rigid-body fuselage and the flapping wings. Simulations using this higher-fidelity model indicate that the cycle-averaged blade-element-based controller is capable of achieving controlled flight.

Modeling and Analysis of Piezoelectric Energy Harvesting From Aeroelastic Vibrations Using the Doublet-Lattice Method

Abstract: Multifunctional structures are pointed out as an important technology for the design of aircraft with volume, mass, and energy source limitations such as unmanned air vehicles (UAVs) and micro air vehicles (MAVs). In addition to its primary function of bearing aerodynamic loads, the wing/spar structure of an UAV or a MAV with embedded piezoceramics can provide an extra electrical energy source based on the concept of vibration energy harvesting to power small and wireless electronic components. Aeroelastic vibrations of a lifting surface can be converted into electricity using piezoelectric transduction. In this paper, frequency-domain piezoaeroelastic modeling and analysis of a cantilevered platelike wing with embedded piezoceramics is presented for energy harvesting. The electromechanical finite-element plate model is based on the thin-plate (Kirchhoff) assumptions while the unsteady aerodynamic model uses the doublet-lattice method. The electromechanical and aerodynamic models are combined to obtain the piezoaeroelastic equations, which are solved using a p-k scheme that accounts for the electromechanical coupling. The evolution of the aerodynamic damping and the frequency of each mode are obtained with changing airflow speed for a given electrical circuit. Expressions for piezoaeroelastically coupled frequency response functions (voltage, current, and electrical power as well the vibratory motion) are also defined by combining flow excitation with harmonic base excitation. Hence, piezoaeroelastic evolution can be investigated in frequency domain for different airflow speeds and electrical boundary conditions.

Elastic deformation and energy loss of flapping fly wings.

Abstract: During flight, the wings of many insects undergo considerable shape changes in spanwise and chordwise directions. We determined the origin of spanwise wing deformation by combining measurements on segmental wing stiffness of the blowfly Calliphora vicina in the ventral and dorsal directions with numerical modelling of instantaneous aerodynamic and inertial forces within the stroke cycle using a two-dimensional unsteady blade elementary approach. We completed this approach by an experimental study on the wing's rotational axis during stroke reversal. The wing's local flexural stiffness ranges from 30 to 40 nN m2 near the root, whereas the distal wing parts are highly compliant (0.6 to 2.2 nN m2). Local bending moments during wing flapping peak near the wing root at the beginning of each half stroke due to both aerodynamic and inertial forces, producing a maximum wing tip deflection of up to 46 deg. Blowfly wings store up to 2.30 μJ elastic potential energy that converts into a mean wing deformation power of 27.3 μW. This value equates to approximately 5.9 and 2.3% of the inertial and aerodynamic power requirements for flight in this animal, respectively. Wing elasticity measurements suggest that approximately 20% or 0.46 μJ of elastic potential energy cannot be recovered within each half stroke. Local strain energy increases from tip to root, matching the distribution of the wing's elastic protein resilin, whereas local strain energy density varies little in the spanwise direction. This study demonstrates a source of mechanical energy loss in fly flight owing to spanwise wing bending at the stroke reversals, even in cases in which aerodynamic power exceeds inertial power. Despite lower stiffness estimates, our findings are widely consistent with previous stiffness measurements on insect wings but highlight the relationship between local flexural stiffness, wing deformation power and energy expenditure in flapping insect wings. * c : wing chord ![Graphic][1] : mean wing chord D : drag parallel with local stream E : wing loading energy EI : flexural stiffness EPE : elastic potential energy F a : total aerodynamic force F acc : added mass reaction force F a,h : horizontal component of total aerodynamic force F a,n : aerodynamic force normal to wing chord F a,v : vertical component of total aerodynamic force F i : total inertia F i,h : inertia in the horizontal due to wing translation and rotation ![Graphic][2] : inertia in the horizontal due to wing translation ![Graphic][3] : inertia in the horizontal due to wing rotation F i,n : total inertia normal to wing chord F i,v : inertia in the vertical due to wing rotation F m : Magnus force F m,n : Magnus force normal to wing chord F n : total force normal to wing chord (vector sum of F a,n, : F m,n and F i,n) h : wing thickness k : combined wing spring constant from root to r l : distance of m w from rotational axis L : lift normal with local stream m w : wing mass of blade element M : local wing bending moment n : number of wing blade starting at wing root P acc : total inertial power for wing flapping P aero : total aerodynamic power for wing flapping r : distance from wing root r′ : blade position R : wing length SED : strain energy density t : time v : normal velocity of wing element computational w : width of wing blade α : geometrical angle of attack with respect to vertical αg : geometrical angle of attack with respect to horizontal ![Graphic][4] : angular velocity of wing rotation ![Graphic][5] : angular acceleration of wing rotation β : added mass coefficient δ : wing deflection ρ : air density e : elasticity ϕ : wing stroke angle ![Graphic][6] : angular velocity of wing translation ![Graphic][7] : angular acceleration [1]: /embed/inline-graphic-9.gif [2]: /embed/inline-graphic-10.gif [3]: /embed/inline-graphic-11.gif [4]: /embed/inline-graphic-12.gif [5]: /embed/inline-graphic-13.gif [6]: /embed/inline-graphic-14.gif [7]: /embed/inline-graphic-15.gif

Separation flow control on a generic ground vehicle using steady microjet arrays

Abstract: A model of a generic vehicle shape, the Ahmed body with a 25° slant, is equipped with an array of blowing steady microjets 6 mm downstream of the separation line between the roof and the slanted rear window. The goal of the present study is to evaluate the effectiveness of this actuation method in reducing the aerodynamic drag, by reducing or suppressing the 3D closed separation bubble located on the slanted surface. The efficiency of this control approach is quantified with the help of aerodynamic load measurements. The changes in the flow field when control is applied are examined using PIV and wall pressure measurements and skin friction visualisations. By activating the steady microjet array, the drag coefficient was reduced by 9–14% and the lift coefficient up to 42%, depending on the Reynolds number. The strong modification of the flow topology under progressive flow control is particularly studied.

Some aspects of aerodynamic flow control using synthetic-jet actuation.

Abstract: Aerodynamic flow control effected by interactions of surface-mounted synthetic (zero net mass flux) jet actuators with a local cross flow is reviewed. These jets are formed by the advection and interactions of trains of discrete vortical structures that are formed entirely from the fluid of the embedding flow system, and thus transfer momentum to the cross flow without net mass injection across the flow boundary. Traditional approaches to active flow control have focused, to a large extent, on control of separation on stalled aerofoils by means of quasi-steady actuation within two distinct regimes that are characterized by the actuation time scales. When the characteristic actuation period is commensurate with the time scale of the inherent instabilities of the base flow, the jets can effect significant quasi-steady global modifications on spatial scales that are one to two orders of magnitude larger than the scale of the jets. However, when the actuation frequency is sufficiently high to be decoupled from global instabilities of the base flow, changes in the aerodynamic forces are attained by leveraging the generation and regulation of 'trapped' vorticity concentrations near the surface to alter its aerodynamic shape. Some examples of the utility of this approach for aerodynamic flow control of separated flows on bluff bodies and fully attached flows on lifting surfaces are also discussed.

Flight Dynamics and Stability of a Tethered Inflatable Kiteplane

Abstract: of motion of the rigid-body model are derived by Lagrange’s equation, which implicitly accounts for the kinematic constraints due to the bridle. The tether and bridle are approximated by straight line elements. The aerodynamic force distribution is represented by four discrete force vectors according to the major structural elements of the kiteplane. A case study comprising analytical analysis and numerical simulation reveals that the amount and distribution of lateral aerodynamic surface area is decisive for flight dynamic stability for the specific kite design investigated.Depending onthe combinationofwing dihedralangleandverticaltailplanesize, thependulummotion shows either diverging oscillation, stable oscillation, converging oscillation, aperiodic convergence, or aperiodic divergence. It is concluded that dynamical stability requires a small vertical tail plane and a large dihedral angle to allow for sufficient sideslip and a strong sideslip response.

Pigeons steer like helicopters and generate down- and upstroke lift during low speed turns

Abstract: Turning is crucial for animals, particularly during predator–prey interactions and to avoid obstacles. For flying animals, turning consists of changes in (i) flight trajectory, or path of travel, and (ii) body orientation, or 3D angular position. Changes in flight trajectory can only be achieved by modulating aerodynamic forces relative to gravity. How birds coordinate aerodynamic force production relative to changes in body orientation during turns is key to understanding the control strategies used in avian maneuvering flight. We hypothesized that pigeons produce aerodynamic forces in a uniform direction relative to their bodies, requiring changes in body orientation to redirect those forces to turn. Using detailed 3D kinematics and body mass distributions, we examined net aerodynamic forces and body orientations in slowly flying pigeons (Columba livia) executing level 90° turns. The net aerodynamic force averaged over the downstroke was maintained in a fixed direction relative to the body throughout the turn, even though the body orientation of the birds varied substantially. Early in the turn, changes in body orientation primarily redirected the downstroke aerodynamic force, affecting the bird’s flight trajectory. Subsequently, the pigeon mainly reacquired the body orientation used in forward flight without affecting its flight trajectory. Surprisingly, the pigeon’s upstroke generated aerodynamic forces that were approximately 50% of those generated during the downstroke, nearly matching the relative upstroke forces produced by hummingbirds. Thus, pigeons achieve low speed turns much like helicopters, by using whole-body rotations to alter the direction of aerodynamic force production to change their flight trajectory.

Wing motion measurement and aerodynamics of hovering true hoverflies.

Abstract: SUMMARY Most hovering insects flap their wings in a horizontal plane (body having a large angle from the horizontal), called `normal hovering9. But some of the best hoverers, e.g. true hoverflies, hover with an inclined stroke plane (body being approximately horizontal). In the present paper, wing and body kinematics of four freely hovering true hoverflies were measured using three-dimensional high-speed video. The measured wing kinematics was used in a Navier–Stokes solver to compute the aerodynamic forces of the insects. The stroke amplitude of the hoverflies was relatively small, ranging from 65 to 85 deg, compared with that of normal hovering. The angle of attack in the downstroke (∼50 deg) was much larger that in the upstroke (∼20 deg), unlike normal-hovering insects, whose downstroke and upstroke angles of attack are not very different. The major part of the weight-supporting force (approximately 86%) was produced in the downstroke and it was contributed by both the lift and the drag of the wing, unlike the normal-hovering case in which the weight-supporting force is approximately equally contributed by the two half-strokes and the lift principle is mainly used to produce the force. The mass-specific power was 38.59–46.3 and 27.5–35.4 W kg –1 in the cases of 0 and 100% elastic energy storage, respectively. Comparisons with previously published results of a normal-hovering true hoverfly and with results obtained by artificially making the insects9 stroke planes horizontal show that for the true hoverflies, the power requirement for inclined stroke-plane hover is only a little (

A modified blade element theory for estimation of forces generated by a beetle-mimicking flapping wing system

Abstract: We present an unsteady blade element theory (BET) model to estimate the aerodynamic forces produced by a freely flying beetle and a beetle-mimicking flapping wing system. Added mass and rotational forces are included to accommodate the unsteady force. In addition to the aerodynamic forces needed to accurately estimate the time history of the forces, the inertial forces of the wings are also calculated. All of the force components are considered based on the full three-dimensional (3D) motion of the wing. The result obtained by the present BET model is validated with the data which were presented in a reference paper. The difference between the averages of the estimated forces (lift and drag) and the measured forces in the reference is about 5.7%. The BET model is also used to estimate the force produced by a freely flying beetle and a beetle-mimicking flapping wing system. The wing kinematics used in the BET calculation of a real beetle and the flapping wing system are captured using high-speed cameras. The results show that the average estimated vertical force of the beetle is reasonably close to the weight of the beetle, and the average estimated thrust of the beetle-mimicking flapping wing system is in good agreement with the measured value. Our results show that the unsteady lift and drag coefficients measured by Dickinson et al are still useful for relatively higher Reynolds number cases, and the proposed BET can be a good way to estimate the force produced by a flapping wing system.

Effect of wing–wake interaction on aerodynamic force generation on a 2D flapping wing

Abstract: This paper is motivated by the works of Dickinson et al. (Science 284:1954–1960, 1999) and Sun and Tang (J Exp Biol 205:55–70, 2002) which provided two different perspectives on the influence of wing–wake interaction (or wake capture) on lift generation during flapping motion. Dickinson et al. (Science 284:1954–1960, 1999) hypothesize that wake capture is responsible for the additional lift generated at the early phase of each stroke, while Sun and Tang (J Exp Biol 205:55–70, 2002) believe otherwise. Here, we take a more fundamental approach to study the effect of wing–wake interaction on the aerodynamic force generation by carrying out simultaneous force and flow field measurements on a two-dimensional wing subjected to two different types of motion. In one of the motions, the wing at a fixed angle of attack was made to follow a motion profile described by “acceleration-constant velocity-deceleration”. Here, the wing was first linearly accelerated from rest to a predetermined maximum velocity and remains at that speed for set duration before linearly decelerating to a stop. The acceleration and deceleration phase each accounted for only 10% of the stroke, and the stroke covered a total distance of three chord lengths. In another motion, the wing was subjected to the same above-mentioned movement, but in a back and forth manner over twenty strokes. Results show that there are two possible outcomes of wing–wake interaction. The first outcome occurs when the wing encounters a pair of counter-rotating wake vortices on the reverse stroke, and the induced velocity of these vortices impinges directly on the windward side of the wing, resulting in a higher oncoming flow to the wing, which translates into a higher lift. Another outcome is when the wing encounters one vortex on the reverse stroke, and the close proximity of this vortex to the windward surface of the wing, coupled with the vortex suction effect (caused by low pressure region at the center of the vortex), causes the net force on the wing to decrease momentarily. These results suggest that wing–wake interaction does not always lead to lift enhancement, and it can also cause lift reduction. As to which outcome prevails depend very much on the flapping motion and the timing of the reverse stroke.

Whole-body kinematics of a fruit bat reveal the influence of wing inertia on body accelerations.

Abstract: The center of mass (COM) of a flying animal accelerates through space because of aerodynamic and gravitational forces. For vertebrates, changes in the position of a landmark on the body have been widely used to estimate net aerodynamic forces. The flapping of relatively massive wings, however, might induce inertial forces that cause markers on the body to move independently of the COM, thus making them unreliable indicators of aerodynamic force. We used high-speed three-dimensional kinematics from wind tunnel flights of four lesser dog-faced fruit bats, Cynopterus brachyotis, at speeds ranging from 2.4 to 7.8 m s(-1) to construct a time-varying model of the mass distribution of the bats and to estimate changes in the position of their COM through time. We compared accelerations calculated by markers on the trunk with accelerations calculated from the estimated COM and we found significant inertial effects on both horizontal and vertical accelerations. We discuss the effect of these inertial accelerations on the long-held idea that, during slow flights, bats accelerate their COM forward during 'tip-reversal upstrokes', whereby the distal portion of the wing moves upward and backward with respect to still air. This idea has been supported by the observation that markers placed on the body accelerate forward during tip-reversal upstrokes. As in previously published studies, we observed that markers on the trunk accelerated forward during the tip-reversal upstrokes. When removing inertial effects, however, we found that the COM accelerated forward primarily during the downstroke. These results highlight the crucial importance of the incorporation of inertial effects of wing motion in the analysis of flapping flight.

Vortex interaction of tandem pitching and plunging plates: a two-dimensional model of hovering dragonfly-like flight

Abstract: The force evolution and associated vortex dynamics on a nominal two-dimensional tandem pitching and plunging configuration inspired by hovering dragonfly-like flight have been investigated experimentally using time-resolved particle image velocimetry. The aerodynamic forces acting on the flat plates have been determined using a classic control-volume approach, i.e. a momentum balance. It was found that only the tandem phasing of ψ = 90° was capable of generating similar levels of thrust when compared to the single-plate reference case. For this tandem configuration, however, a much more constant thrust generation was developed over the cycle. Further examination showed that the force and vortex development on the fore-plate was unaffected by the tandem configuration and that nearly all variations in performance could be attributed to the vortex interaction on the hind-plate. By calculating the trajectory and strength of the hind-plate's trailing-edge vortex, the chain-like vortex interaction mechanism responsible for improved performance at ψ = 90° could be identified. The underlying result from this study suggests that the dominant vortex interaction in dragonfly flight is two dimensional and that the spanwise flow generated by root-flapping kinematics is not entirely necessary for efficient propulsion but potentially due to evolutionary restrictions in nature.

Aerodynamics of tip-reversal upstroke in a revolving pigeon wing

Abstract: During slow flight, bird species vary in their upstroke kinematics using either a 'flexed wing' or a distally supinated 'tip-reversal' upstroke. Two hypotheses have been presented concerning the function of the tip-reversal upstroke. The first is that this behavior is aerodynamically inactive and serves to minimize drag. The second is that the tip-reversal upstroke is capable of producing significant aerodynamic forces. Here, we explored the aerodynamic capabilities of the tip-reversal upstroke using a well-established propeller method. Rock dove (Columba livia, N=3) wings were spread and dried in postures characteristic of either mid-upstroke or mid-downstroke and spun at in vivo Reynolds numbers to simulate forces experienced during slow flight. We compared 3D wing shape for the propeller and in vivo kinematics, and found reasonable kinematic agreement between methods (mean differences 6.4% of wing length). We found that the wing in the upstroke posture is capable of producing substantial aerodynamic forces. At in vivo angles of attack (66 deg at mid-upstroke, 46 deg at mid-downstroke), the upstroke wings averaged for three birds produced a lift-to-drag ratio of 0.91, and the downstroke wings produced a lift-to-drag ratio of 3.33. Peak lift-to-drag ratio was 2.5 for upstroke and 6.3 for downstroke. Our estimates of total force production during each half-stroke suggest that downstroke produces a force that supports 115% of bodyweight, and during upstroke a forward-directed force (thrust) is produced at 36% of body weight.

Experiments and numerical simulations on the aerodynamics of the Ahmed body

Abstract: The aerodynamic behaviour of the Ahmed body is investigated experimentally and numerically. The experiments cover the two slant angles 25° and 35° and Reynolds numbers up to 2.784⋅10 6 . The commercial CFD tool Fluent™ v6.3.26 is tested for its ability to reproduce the aerodynamic force coefficients of the body. The simulations are validated with the present experiments and experiments from literature. Fair agreement with data from literature is found for velocity profiles along the slant and in the wake of the body.

Aerodynamics of Horizontal Axis Wind Turbines

Abstract: This chapter reviews the aerodynamic characteristics of horizontal axis wind turbines (HAWTs). While the aerodynamics of wind turbine are relatively complicated in detail, the fundamental operational principle of a HAWT is that the action of the blowing wind produces aerodynamic forces on the turbine blades to rotate them, thereby capturing the kinetic energy contained in the wind and converting this energy into a rotation of the turbine’s shaft. The captured energy is transferred through a gearbox to an electrical power generator, which sends the power into the electrical grid system and so eventually to the consumer.

Experimental study of co-flow jet airfoil performance enhancement using discrete jets

Abstract: This paper demonstrates a new performance enhancement methodology for Co-Flow Jet (CFJ) airfoils using discrete injection jets. This research is motivated by the hypothesis that a discrete CFJ (DCFJ) airfoil will generate both streamwise and spanwise vortex structures to achieve more effective turbulent mixing than an open slot CFJ airfoil. Aerodynamic forces and DPIV measurements show that the DCFJ airfoil can achieve up to a 250% increase of maximum lift, and simultaneously generates a tremendous thrust. Nearly 80% of the injection momentum is converted to drag reduction, which indicates that CFJ airfoils are highly energy efficient. The stall angle of attack is also significantly increased. In other words, a DCFJ airfoil is a high lift system and at the same time is also a high thrust propulsion system with low energy expenditure. Best performances are achieved with small discrete holes and large obstruction factor. Power consumption is analyzed and is found to be low compared with the performance gain. Thus, the DCFJ airfoil concept appears to be very promising for the development of integrated airframe-propulsion systems and rotorcraft systems with high performance and high efficiency.

Integration of Crosswind Forces into Train Dynamic Modelling

Abstract: In this paper a new method is used to calculate unsteady wind loadings acting on a railway vehicle. The method takes input data from wind tunnel testing or from computational fluid dynamics simulations (one example of each is presented in this article), for aerodynamic force and moment coefficients and combines these with fluctuating wind velocity time histories and train speed to produce wind force time histories on the train. This method is fast and efficient and this has allowed the wind forces to be applied to a vehicle dynamics simulation for a long length of track. Two typical vehicles (one passenger, one freight) have been modelled using the vehicle dynamics simulation package ‘VAMPIRE®’, which allows detailed modelling of the vehicle suspension and wheel—rail contact. The aerodynamic coefficients of the passenger train have been obtained from wind tunnel tests while those of the freight train have been obtained through fluid dynamic computations using large-eddy simulation. Wind loadings were calculated for the same vehicles for a range of average wind speeds and applied to the vehicle models using a user routine within the VAMPIRE package. Track irregularities measured by a track recording coach for a 40 km section of the main line route from London to King's Lynn were used as input to the vehicle simulations. The simulated vehicle behaviour was assessed against two key indicators for derailment; the Y/Q ratio, which is an indicator of wheel climb derailment, and the Δ Q/Q value, which indicates wheel unloading and therefore potential roll over. The results show that vehicle derailment by either indicator is not predicted for either vehicle for any mean wind speed up to 20 m/s (with consequent gusts up to around 30 m/s). At a higher mean wind speed of 25 m/s derailment is predicted for the passenger vehicle and the unladen freight vehicle (but not for the laden freight vehicle).