BS EN 14067-3-2003 Railway applications Aerodynamics Aerodynamics in tunnels《轨道交通 空气动力学 隧道中的空气动力学》.pdf

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1、BRITISH STANDARD BS EN 14067-3:2003 Railway applications Aerodynamics Part 3: Aerodynamics in tunnels The European Standard EN 14067-3:2003 has the status of a British Standard ICS 45.060.01 BS EN 14067-3:2003 This British Standard was published under the authority of the Standards Policy and Strate

2、gy Committee on 28 April 2003 BSI 28 April 2003 ISBN 0 580 41681 X National foreword This British Standard is the official English language version of EN 14067-3:2003. The UK participation in its preparation was entrusted by Technical Committee RAE/1, Railway applications, to Subcommittee RAE/1/-/4,

3、 Aerodynamics, which has the responsibility to: A list of organizations represented on this committee can be obtained on request to its secretary. Cross-references The British Standards which implement international or European publications referred to in this document may be found in the BSI Catalo

4、gue under the section entitled “International Standards Correspondence Index”, or by using the “Search” facility of the BSI Electronic Catalogue or of British Standards Online. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its corr

5、ect application. Compliance with a British Standard does not of itself confer immunity from legal obligations. aid enquirers to understand the text; present to the responsible international/European committee any enquiries on the interpretation, or proposals for change, and keep the UK interests inf

6、ormed; monitor related international and European developments and promulgate them in the UK. Summary of pages This document comprises a front cover, an inside front cover, the EN title page, pages 2 to 14, an inside back cover and a back cover. The BSI copyright date displayed in this document indi

7、cates when the document was last issued. Amendments issued since publication Amd. No. Date CommentsEUROPEANSTANDARD NORMEEUROPENNE EUROPISCHENORM EN140673 April2003 ICS45.060.01 Englishversion RailwayapplicationsAerodynamicsPart3:Aerodynamicsin tunnels ApplicationsferroviairesArodynamiquePartie3: Ar

8、odynamiqueentunnel BahnanwendungenAerodynamikTeil3:Aerodynamikim Tunnel ThisEuropeanStandardwasapprovedbyCENon2January2003. CENmembersareboundtocomplywiththeCEN/CENELECInternalRegulationswhichstipulatetheconditionsforgivingthisEurope an Standardthestatusofanationalstandardwithoutanyalteration.Uptoda

9、telistsandbibliographicalreferencesconcernings uchnational standardsmaybeobtainedonapplicationtotheManagementCentreortoanyCENmember. ThisEuropeanStandardexistsinthreeofficialversions(English,French,German).Aversioninanyotherlanguagemadebytra nslation undertheresponsibilityofaCENmemberintoitsownlangu

10、ageandnotifiedtotheManagementCentrehasthesamestatusasthe official versions. CENmembersarethenationalstandardsbodiesofAustria,Belgium,CzechRepublic,Denmark,Finland,France,Germany,Greece, Hungary,Iceland,Ireland,Italy,Luxembourg,Malta,Netherlands,Norway,Portugal,Slovakia,Spain,Sweden,SwitzerlandandUn

11、ited Kingdom. EUROPEANCOMMITTEEFORSTANDARDIZATION COMITEUROPENDENORMALISATION EUROPISCHESKOMITEEFRNORMUNG ManagementCentre:ruedeStassart,36B1050Brussels 2003CEN Allrightsofexploitationinanyformandbyanymeansreserved worldwideforCENnationalMembers. Ref.No.EN140673:2003EEN140673:2003(E) 2 Contents Fore

12、word3 1 Scope 4 2 Normativereferences 4 3 Aerodynamicresistance .4 3.1 General4 3.2 Resistancetomotionformula 4 4 Aerodynamiceffectsofasingletrainpassingthroughatunnel5 4.1 General5 4.2 Pressuretransients . 6 4.3 Flowvelocities. .8 4.4 Forcesonobjectsandpeopleinthetunnel 8 4.5 Implications 8 5 Aerod

13、ynamiceffectsofcrossingtrainsinatunnel .9 5.1 General9 5.2 Pressuretransients . 9 5.3 Flowvelocities. .11 5.4 Forcesonobjectsandpeople 11 5.5 Implications 11 6 Testmethods 11 6.1 Facilitieswithmovingmodels. .11 6.2 Fullscaletests .12 Bibliography 14EN140673:2003(E) 3 Foreword ThisdocumentEN140673:20

14、03hasbeenpreparedbyTechnicalCommitteeCEN /TC 256,“Railway applications“,thesecretariatofwhichisheldbyDIN. ThisEuropeanStandardshallbegiventhestatusofanationalstandard,eitherbypublicationofanidenticaltextor byendorsement,atthelatestbyOctober2003,andconflictingnationalstandardsshallbewithdrawnatthelat

15、est byOctober2003. ThisEuropeanStandardispartoftheseries”RailwayapplicationsAerodynamics”whichconsistsofthe followingparts: Part1:Symbolsandunits Part2:Aerodynamicsonopentrack Part3:Aerodynamicsintunnels Part4:Requirementsandtestproceduresforaerodynamicsonopentrack 1) Part5:Requirementsandtestproced

16、uresforaerodynamicsintunnels 1) ThisdocumentincludesaBibliography. AccordingtotheCEN/CENELECInternalRegulations,thenationalstandardsorganizationsofthefollowing countriesareboundtoimplementthisEuropeanStandard:Austria,Belgium,CzechRepublic,Denmark,Finland, France,Germany,Greece,Hungary,Iceland,Irelan

17、d,Italy,Luxembourg,Malta,Netherlands,Norway,Portugal, Slovakia,Spain,Sweden,SwitzerlandandtheUnitedKingdom. 1) inpreparationEN140673:2003(E) 4 1Scope ThisEuropeanStandarddescribesphysicalphenomenaofrailwayspecificaerodynamicsandgives recommendationsforthedocumentationoftests. 2 Normativereferences T

18、hisEuropeanStandardincorporatesbydatedorundatedreference,provisionsfromotherpublications.These normativereferencesarecitedattheappropriateplacesinthetext,andthepublicationsarelistedhereafter.For datedreferences,subsequentamendmentstoorrevisionsofanyofthesepublicationsapplytothisEuropean Standardonly

19、whenincorporatedinitbyamendmentorrevision.Forundatedreferencesthelatesteditionofthe publicationreferredtoapplies(includingamendments). EN140671, RailwayapplicationsAerodynamicsPart1:Symbolsandunits. 3Aerodynamic resistance ThesymbolsusedinthepresentstandardareexplainedinEN140671. 3.1General Asthedra

20、gmaybedrasticallyincreasedinatunnel,itisalsoimportanttodealherewiththisadditionalsourceof resistance. 3.2 Resistancetomotionformula Inatunnel,thesameresistancetomotionformulaasintheopenaircanbeusedunderotherwiseidentical conditions(straightandleveltrack,constantspeed),theonlymodificationistheintrodu

21、ctionofatunnelfactor T f in thethirdterm: 2 3 2 1 tr f tr v C T v C C R + + = (1) T f istheratio( 1)ofthetunneldragbytheopenairdrag.Itvariesduringthetrainpassagethroughthetunnel. Theincreaseofdraginatunnelexpressedby T f dependsonmanyfactors,theblockageratio Bofthetraininthe tunnelisbyfarthemostimpo

22、rtantofthem.ButthetypeofthetrainanditsIengthalsohavetobeconsidered,as wellas,atIeastforshorttunnels(2000m),thetunnelIengthandthetrainspeed. Examplesofthevariationof T f averagedoverthewholepassagethroughthetunnel,withtheblockageratio B,the trainIength L tr ,thetunnellength L tu ,thetrainspeed v tr a

23、ndthetypeoftrainaregiveninFigures1and2.Amethod tocalculatetheaveragedtunnelfactor T f isgiveninprEN(wi00256128).EN140673:2003(E) 5 Figure1Averagedtunnelfactorsforahighspeedtrain Figure2Averagedtunnelfactorsforafreighttrain 4 Aerodynamiceffectsofasingletrainpassingthroughatunnel 4.1General Whenatrain

24、passesthroughatunnel,pressurewavesaregeneratedwhichpropagatealongthetunnel approximatelyatsonicspeed.Thesepressurevariationswillpassintotheinteriorofthetrains,unlesstheyare pressuresealed,andmaycausediscomforttotrainpassengers.Thedifferenceofpressurebetweenoutsideand insidethevehiclewillproducetrans

25、ientloadsonthestructureandonothervehiclecomponents.Vehicledesign shallbeundertakenconsideringtheseeffects.EN140673:2003(E) 6 4.2Pressure transients Whenatrainentersatunnel,acompressionwaveisinducedpropagatingalongthetunnelwithsonicspeed(seea inFigure3).Thiswaveisreflectedattheoppositeportalasararefa

26、ctionwave.Whentherearofthetrainenters thetunnel,ararefactionwaveisproducedagainpropagatingalongthetunnelrelativetothemovingairwithsonic speed.Thiswaveisreflectedattheoppositetunnelendasacompressionwave.Thesetwowavesarethemain wavesandtheyarealwaysreflectedatportalswithoppositesense.Minorwavesarecaus

27、edbythepassageof thesewavesoverthetrainheadandthetraintailandsoaverycomplexwavepatternisgenerated. Thesuperpositionofwavesofthesamesigncausesanincreaseofthepressureamplitude,whereasthe superpositionofwaveswithoppositesigncausesadecreaseoftheamplitude.DependingontheIocationinthe tunnel,thepressurehis

28、toriescanbeverydifferent.Furtherlocalisedpressurechangesarecausedwhenthetrain headpasses(pressuredrop)andwhentherearofthetrainpasses(pressureincrease). AtypicalpressurehistoryatapointinthetunnelforatrainpassageisshownincinFigure3.Thepressure distributionatapointonthetrainlooksdifferent(seebinFigure3

29、). Theintensityoftheheadentrancewaveisatypicalmeasureforthepressurehistoryofatrainpassage.The intensityoftheheadentrancewaveisgivenbytheformula () () () () () + - - - + - - + + - + - - = - h 2 2 2 tr h 2 h 2 h 2 2 0 1 2 1 1 1 1 1 1 1 1 1 1 2 z k z z z r B B B B p p tr c v c v tr v (2) where 2 K h B

30、z z = istheheadlosscoefficient. z K dependsontheshapeoftheheadandtakesthevaluesinthe range,0 z K 8. Foraerodynamicallywellshapedtrainsandsmallvaluesof Bthelosscoefficient z h (dependingontheshapeofthe trainhead)canbeneglectedcomparedto1.Forthiscasethepressureincreaseisfunctionofthetrainspeed v tr an

31、dtheblockageratio Bonly. B B p p 2 1 2 2 2 tr 0 - - v r (3)EN140673:2003(E) 7 Key 1Initialheadwave 2Initialtailwave 3 1.Reflectionheadwave 4 2.Reflectionheadwave 5 1.Reflectiontailwave 6 Exitwave 7 Passingofhead 8 Passingoftail Figure3WavediagramandpressuretransientsduetoatrainpassagethroughatunnelE

32、N140673:2003(E) 8 4.3 Flowvelocities Thepropagatingpressurewavesinduceaflowinthetunnel.Theheadwaveofthetraincausesaflowinthe directionoftrainmotionbetweenthefrontofthewaveandthetrainhead.Inthegapbetweenthetunnelwalland thetrainwallthereisaflowtotheentranceportalduringtheentrancephaseofthetrain.Dueto

33、thereflectionsof thepressurewavesaverycomplexflowfieldisobtained.Atanyparticularpositioninthetunnelthepassageofthe traincausesathreedimensionalflowfieldinspace,especiallyifthetrackisnotinthecentreofthetunnelcross section. Theinducedflowvelocitydependsonthetrainspeed v tr ,theblockageratio B,thelengt

34、hofthetrain L tr ,andofthe tunnel L tu respectively,theroughnessesofthetrainandthetunnelwallrespectivelyandontheinitialairspeedin thetunnel.Thehighestvalueoftheflowspeedisnormallycausedbythewakeofthetrainafterthetrainendhas passed(seeFigure4). Key 1Headpassing 2Tailpassing Figure4Airvelocitiesinatun

35、nelcausedbyapassingtrain Apositiveairvelocityisdefinedasthelongitudinalairspeedrelativetothetunnelforwhichthedirectionisinthe samesenseasthemovementofthetrain. Therewillalsobelateralandverticalcomponentsofflowduetovorticityandturbulence.Thesewillnotgenerally affectthetrainoritsoccupantsbutmayhaveeff

36、ectsonexternalcomponentsofthetrain. MoredetailswillbegiveninprEN(WI00256128). 4.4 Forcesonobjectsandpeopleinthetunnel Forcesonobjectsandpeoplearecausedbypressuresandbytheairflow.Magnitudesanddirectionsofthese forceschangeduringthepassageofthetrainthroughthetunnel.Thehighestvaluesarenormallycauseddur

37、ing thepassingofthetrainandbythewakebehindthetrain. MoredetailswillbegiveninprEN(WI00256128). 4.5Implications Ifthevehicleisfullypressuresealed,nopressurechangetakesplaceinsideit,butconsequentlythereisan increasedpressureloadonthevehicleduetothepressuredifferenceacrossthebodystructure.Thiswillinclud

38、e anincreasedloadonwindows,doors,corridorconnections,retentiontoilettanksetc,aswellasthebasicvehicle bodystructure.ThistransientaerodynamicloadingcontributestoareducedfatiguelifeandindeedonoccasionalEN140673:2003(E) 9 failureofthevehiclestructureanditscomponentparts.Astructuralresponseofthestructure

39、cancauserattlingof loosedoorsorwindows,orrapiddeformationofthebodysidepanelsorwindows,leadingtotheannoyanceor startlingofpassengers.Forvehiclesthatarenotsealed,lessattenuationofpressureoccursbetweenoutsideand inside.Thepressureinsidecanbecalculatedbyapplyingatransferfunctiontotheoutsidepressuretimeh

40、istory. Transientpressurechangesinsideatrainandcorrespondingdeflectionscanalsooccurdownthelengthofthe traingivingrisetosubstantialforcesoninternaldoors,bulkheadsetc. Pressurechangescancauseconsiderablediscomforttotunnelworkersand,ifthetrainisnotsealed,totrain passengersbycreatingexcessivepressuredif

41、ferencesacrosstheeardrum.Thediscomfortdependsonthe pressurechangeinatimeperiodandonthenumberofoccurrences,aswellasthesubjectiveresponseofthe individual. Theevaluationofpressurehistoriesforatrainpassagethroughatunnelisnecessaryinordertoassessthese effects. Theairflowinthetunnelcanberelevanttothesafet

42、yoftunnelworkers.Moreover,forcesduetotheflowshallbe takenintoaccountwhendeterminingstructuraldataandforthefixingoftunnelinstallations. 5 Aerodynamiceffectsofcrossingtrainsinatunnel 5.1General Inadditiontothepressurewavescausedbythepassageofasingletrainthroughatunnelthepassingoftrainsin tunnelscauses

43、rapidchangesofpressureoutsidethesetrains.Aproportionofthispressurevariationwillpassinto theinteriorofthetrainunlesstheyaresealed.Thedifferenceofpressurebetweenoutsideandinsidethevehicles willproducetransientloadsonthestructureandonothervehiclecomponents.Rapidairvelocitiesoutsidethe trainswillsimilarlyproduce