BS EN 14067-5-2006 Railway applications - Aerodynamics - Requirements and test procedures for aerodynamics in tunnels《轨道交通 空气动力学 隧道中空气动力学的要求和试验程序》.pdf

《BS EN 14067-5-2006 Railway applications - Aerodynamics - Requirements and test procedures for aerodynamics in tunnels《轨道交通 空气动力学 隧道中空气动力学的要求和试验程序》.pdf》由会员分享，可在线阅读，更多相关《BS EN 14067-5-2006 Railway applications - Aerodynamics - Requirements and test procedures for aerodynamics in tunnels《轨道交通 空气动力学 隧道中空气动力学的要求和试验程序》.pdf（36页珍藏版）》请在麦多课文档分享上搜索。

1、BRITISH STANDARDBS EN14067-5:2006Railway applications Aerodynamics Part 5: Requirements and test procedures for aerodynamics in tunnelsThe European Standard EN 14067-5:2006 has the status of a British StandardICS 45.060.01g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43g50g56g55g3g37g54g44g3g51g40g53g48g

2、44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39g3g37g60g3g38g50g51g60g53g44g42g43g55g3g47g36g58Licensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIBS EN 14067-5:2006This British Standard was published under the authority of the Standa

3、rds Policy and Strategy Committee on 31 August 2006 BSI 2006ISBN 0 580 48928 0National forewordThis British Standard is the official English language version of EN 14067-5:2006. The UK participation in its preparation was entrusted by Technical Committee RAE/1, Railway applications, to Subcommittee

4、RAE/1/-/4, Aerodynamics, which has the responsibility to: A list of organizations represented on this subcommittee can be obtained on request to its secretary.Cross-referencesThe British Standards which implement international or European publications referred to in this document may be found in the

5、 BSI Catalogue 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 fo

6、r its correct 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 UK interes

7、ts informed; monitor related international and European developments and promulgate them in the UK.Summary of pagesThis document comprises a front cover, an inside front cover, the EN title page, pages 2 to 33 and a back cover.The BSI copyright notice displayed in this document indicates when the do

8、cument was last issued.Amendments issued since publicationAmd. No. Date CommentsLicensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIEUROPEAN STANDARDNORME EUROPENNEEUROPISCHE NORMEN 14067-5August 2006ICS 45.060.01English VersionRailway applications - Aerodynami

9、cs - Part 5: Requirements andtest procedures for aerodynamics in tunnelsApplications ferroviaires - Arodynamique - Partie 5:Prescriptions et mthodes dessai pour arodynamique entunnelsBahnanwendungen - Aerodynamik - Teil 5: Anforderungenund Prfverfahren fr Aerodynamik im TunnelThis European Standard

10、was approved by CEN on 30 June 2006.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nati

11、onalstandards may be obtained on application to the Central Secretariat or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member into its own language and notif

12、ied to the Central Secretariat has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands

13、, Norway, Poland, Portugal, Romania,Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMIT EUROPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGManagement Centre: rue de Stassart, 36 B-1050 Brussels 2006 CEN All rights of exploitation in any fo

14、rm and by any means reservedworldwide for CEN national Members.Ref. No. EN 14067-5:2006: ELicensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIEN 14067-5:2006 (E) 2 Contents Page Foreword4 1 Scope 5 2 Normative references 5 3 Terms, definitions, symbols and abbr

15、eviations .5 4 Methodologies for quantifying the pressure changes in order to meet the medical health criterion.5 4.1 General5 4.2 Train-tunnel-pressure signature 5 4.3 Maximum pressure changes 8 5 Pressure loading on unsealed crossing trains.10 6 Pressure loading on sealed trains in tunnels .12 6.1

16、 General12 6.2 Single train case 13 6.3 Two train case15 Annex A (informative) Predictive equations.20 Annex B (informative) Pressure comfort criteria .28 Annex C (informative) Micro-pressure wave 29 Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of

17、 EU Directive 96/48/EC 32 Bibliography 33 Figure 1 Train-tunnel-pressure signature at a fixed position in a tunnel (detail)6 Figure 2 Train-tunnel-pressure signature at an exterior position just behind the nose of the train .7 Figure 3 External pressure drop due to the head passage of a crossing tra

18、in .10 Figure 4 Internal pressure evolution inside an unsealed vehicle due to the head passage of a crossing train .10 Figure 5 Pressure differences on an unsealed vehicle due to the head passage of a crossing train .11 Figure 6 Typical measured maximum forces on a freight wagon door during the head

19、 passage of a crossing train12 Figure 7 Pressure difference on a well sealed train in two successive tunnels .13 Figure 8 External pressure histories at different speeds in two successive tunnels.14 Figure 9 Influence of tunnel length on maximum external pressure variation14 Figure 10 Influence of t

20、he relative entry time t1,2 on maximum absolute values of pressure differences for a particular situation .15 Figure 11 Example scenario for train crossings during 1,5 h of scheduled traffic on a high speed line with 6 trains in circulation passing 6 tunnels which cover 10 % of the line length 17 Li

21、censed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIEN 14067-5:2006 (E) 3 Figure 12 Effect of time schedule variation on the number of train crossings in tunnels for a particular train .18 Figure 13 Calculated pressure trace and resulting pressure loadings above

22、500 Pa (arrowed) 19 Figure 14 Pressure loadings for two different crossing frequency scenarios19 Figure A.1 Calculation of a train-tunnel-pressure signature.21 Figure A.2 Solutions Xfrof equation (A.13) for different values of frh += .23 Figure A.3 Solution Xtof equation (A.18) for different values

23、of 1= h+ fr+ twith E= 0,5 .25 Figure A.4 Aerodynamic drag coefficient27 Figure C.1 Wave generation, propagation and radiation.29 Figure C.2 Steepening in concrete slab tunnels 30 Figure C.3 Radiation of micro pressure wave.31 Licensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrol

24、led Copy, (c) BSIEN 14067-5:2006 (E) 4 Foreword This document (EN 14067-5:2006) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an id

25、entical text or by endorsement, at the latest by February 2007, and conflicting national standards shall be withdrawn at the latest by February 2007. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essentia

26、l requirements of EU Directive 96/48/EC as amended by Directive 2004/50/EC. For relationship with EU Directive, see informative Annex ZA, which is an integral part of this document. This European Standard is part of the series “Railway applications Aerodynamics“ which consists of the following parts

27、: Part 1: Symbols and units Part 2: Aerodynamics on open track Part 3: Aerodynamics in tunnels Part 4: Requirements and test procedures for aerodynamics on open track Part 5: Requirements and test procedures for aerodynamics in tunnels Part 6: Cross wind effects on railway operation According to the

28、 CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembo

29、urg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. Licensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIEN 14067-5:2006 (E) 5 1 Scope This European Standard applies to the aerodynamic lo

30、ading caused by trains running in a tunnel. 2 Normative references The following referenced document is indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amend

31、ments) applies. EN 14067-1:2003, Railway applications Aerodynamics Part 1: Symbols and units 3 Terms, definitions, symbols and abbreviations For the purposes of this document, the terms, definitions, symbols and abbreviations given in EN 14067-1:2003 and the following apply. NOTE Additional definiti

32、ons, symbols and abbreviations are explained in the text. 3.1 tunnel closed structure enveloping track(s) with a length of more than 20 m 4 Methodologies for quantifying the pressure changes in order to meet the medical health criterion 4.1 General The relevant pressure changes caused by trains runn

33、ing in a tunnel may be measured at full-scale, estimated from approximating equations (see Annex A), predicted using validated numerical methods or measured using moving model tests. The determination of the pressure variations in order to meet the medical safety pressure limits may be undertaken in

34、 the same way. Full-scale test data may be the basis for train and tunnel acceptance and homologation. Each single train/tunnel combination is described by a train-tunnel-pressure signature. 4.2 Train-tunnel-pressure signature 4.2.1 General The static pressure in the tunnel as shown in Figure 1 deve

35、lops as follows when a train enters the tunnel: there is a sharp first increase in pressure pNcaused by the entry of the nose of the train into the tunnel; there is a second increase in pressure pfrdue to friction effects caused by the entry of the main part of the train into the tunnel; there is th

36、en a drop in pressure pTcaused by the entry of the tail of the train in the tunnel; there is a sharp drop in pressure pHP caused by the passing of the train head at the measurement position in the tunnel. Licensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIEN 1

37、4067-5:2006 (E) 6 Real measurements of pressure may differ from the idealised signature shown in Figure 1, for instance if the train cross sectional area varies along the train. In such a case special consideration shall be given to determining the individual p values. All p values are to be conside

38、red as absolute values. Figure 1 Train-tunnel-pressure signature at a fixed position in a tunnel (detail) The following methods are suitable for characterising the aerodynamic quality of a train in a tunnel. The train-tunnel-pressure signature can be derived from calculations or measurements at a fi

39、xed position in a tunnel, i.e. the four pressure changes pN, pfr, pTand pHPat a given point in the tunnel (see 4.2.2). 4.2.2 Full scale measurement of pN, pfr, pTand pHPat a fixed location in the tunnel The tunnel should have constant cross section, no airshafts and no residual pressures waves. Idea

40、lly there should be no initial air flow in the tunnel. However, if there is, its influence on the measurements should be checked. Pressures are measured using transducers in the tunnel. These should be calibrated prior to use over the expected pressure range, typically 4 kPa. The measurement error s

41、hould be less than 1 %. The speed of the train shall be known within an accuracy of 1 % and should be constant during the entry into the tunnel within 1 %. Data should be sampled at a rate of at least 5 vtr/LNHz, with anti-aliasing filters with a cut-off frequency of one quarter of the sampling rate

42、. In order to obtain precise values of pN, pfr, pTand pHP for a fully developed wave pattern, it is necessary to ensure the following conditions when the train speed vtrand the length of the train Ltrare given: the distance xp between the entrance portal and the measuring position is 1trtrpxvccLx +=

43、 (1) where the additional distance x1ensures a good temporal separation of the individual pressure variations and ideally should be about 100 m. The measuring system should be installed at xpto avoid wave damping effects; the minimum tunnel length is Licensed Copy: Wang Bin, na, Fri Nov 03 06:41:12

44、GMT+00:00 2006, Uncontrolled Copy, (c) BSIEN 14067-5:2006 (E) 7 1trtrpmintu,2LvcLxL += if pHP is not needed (2) 1trpmintu,12LvcxL += if pHP is needed (3) where the additional length L1ensures a good temporal separation of the individual pressure variations and ideally should be about 150 m. 4.2.3 Fu

45、ll scale measurements of pN,o, pfr,oand pT,oon the exterior of the train If it is not possible to carry out measurements at fixed locations in a tunnel, pN, ptrand pT can be approximated by measurements of pN,o, pfr,oand pT,oon the exterior of the train. If needed, pHP can be derived either from pre

46、dictive formulae or assumed to be equal to pN,o.The tunnel shall have constant cross section, no airshafts and no residual pressures waves. Ideally there should be no initial air flow in the tunnel. However, if there is, its influence on the measurements should be checked. Pressures are measured usi

47、ng transducers on the exterior of the train. These should be calibrated prior to use over the expected pressure range, typically 4 kPa. The measurement error should be less than 1 %. The speed of the train shall be known within an accuracy of 1 % and should be constant during the entry into the tunn

48、el within 1 %. Data should be sampled at a rate of at least 5 vtr/LNHz, with anti-aliasing filters with a cut-off frequency of one quarter of the sampling rate. Figure 2 Train-tunnel-pressure signature at an exterior position just behind the nose of the train To get the whole friction pressure rise

49、pfrit is necessary to measure the pressures on the outside of the train just behind the nose at a position where the full cross section is reached. The minimum tunnel length Ltu,minis Licensed Copy: Wang Bin, na, Fri Nov 03 06:41:12 GMT+00:00 2006, Uncontrolled Copy, (c) BSIEN 14067-5:2006 (E) 8 2trtrtrtrmintu,2LvcvcvcLL += (4) where the additional length L2ensures a good temporal separation of the individual pressure variati