DIN EN 14067-5-2011 Railway applications - Aerodynamics - Part 5 Requirements and test procedures for aerodynamics in tunnels German version EN 14067-5 2006+A1 2010《轨道交通 空气动力学 第5部分.pdf

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1、January 2011 Translation by DIN-Sprachendienst.English price group 15No part of this translation may be reproduced without prior permission ofDIN Deutsches Institut fr Normung e. V., Berlin. Beuth Verlag GmbH, 10772 Berlin, Germany,has the exclusive right of sale for German Standards (DIN-Normen).IC

2、S 45.060.01; 93.060!$m,F“1740935www.din.deDDIN EN 14067-5Railway applications Aerodynamics Part 5: Requirements and test procedures for aerodynamics in tunnels(includes Amendment A1:2010)English translation of DIN EN 14067-5:2011-01Bahnanwendungen Aerodynamik Teil 5: Anforderungen und Prfverfahren f

3、r Aerodynamik im Tunnel (enthlt nderungA1:2010)Englische bersetzung von DIN EN 14067-5:2011-01Applications ferroviaires Arodynamique Partie 5: Exigences et procdures dessai pour larodynamique en tunnel (AmendementA1:2010 inclus)Traduction anglaise de DIN EN 14067-5:2011-01SupersedesDIN EN 14067-5:20

4、06-10www.beuth.deDocument comprises pagesIn case of doubt, the German-language original shall be considered authoritative.3701.11 DIN EN 14067-5:2011-01 A comma is used as the decimal marker. National foreword This standard has been prepared by Technical Committee CEN/TC 256 “Railway applications” (

5、Secretariat: DIN, Germany). The responsible German body involved in its preparation was the Normenausschuss Fahrweg und Schienenfahrzeuge (Railway Standards Committee), Working Committee NA 087-00-05 AA Aerodynamik und aerodynamische Sondereffekte. Document ERRI C 218 RP 1 (see Bibliography 3) is av

6、ailable in English and German, but there are differences between the two language versions. This standard makes reference to the English version of the document. Amendments This standard differs from DIN EN 14067-5:2006-10 as follows: a) Annex ZA concerning the relationship between this standard and

7、 EU Directives has been brought in line with the essential requirements of the new Directive 2008/57/EC on the interoperability of the rail system within the Community. Previous editions DIN EN 14067-5: 2006-10 2 EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 14067-5:2006+A1 November 2010 ICS

8、45.060.01; 93.060 Supersedes EN 14067-5:2006English Version Railway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels Applications ferroviaires - Arodynamique - Partie 5: Exigences et procdures dessai pour larodynamique en tunnel Bahnanwendungen - Aer

9、odynamik - Teil 5: Anforderungen und Prfverfahren fr Aerodynamik im Tunnel This European Standard was approved by CEN on 30 June 2006 and includes Amendment 1 approved by CEN on 28 September 2010. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the condition

10、s for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member. This European Standard exists in three of

11、ficial versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austr

12、ia, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROP

13、EAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 14067-5:2006+A1:2010: EEN 140

14、67-5:2006+A1:2010 (E) 2 Contents Page Foreword 41 Scope 52 Normative references 53 Terms, definitions, symbols and abbreviations .54 Methodologies for quantifying the pressure changes in order to meet the medical health criterion .54.1 General 54.2 Train-tunnel-pressure signature 54.3 Maximum pressu

15、re changes 85 Pressure loading on unsealed crossing trains 106 Pressure loading on sealed trains in tunnels 126.1 General . 126.2 Single train case . 136.3 Two train case . 15Annex A (informative) Predictive equations 20Annex B (informative) Pressure comfort criteria 28Annex C (informative) Micro-pr

16、essure wave . 29Annex ZA (informative) !Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast)“ 32Bibliography . 35Fig

17、ure 1 Train-tunnel-pressure signature at a fixed position in a tunnel (detail) 6Figure 2 Train-tunnel-pressure signature at an exterior position just behind the nose of the train .7Figure 3 External pressure drop due to the head passage of a crossing train 10Figure 4 Internal pressure evolution insi

18、de an unsealed vehicle due to the head passage of a crossing train 10Figure 5 Pressure differences on an unsealed vehicle due to the head passage of a crossing train 11Figure 6 Typical measured maximum forces on a freight wagon door during the head passage of a crossing train . 12Figure 7 Pressure d

19、ifference on a well sealed train in two successive tunnels 13Figure 8 External pressure histories at different speeds in two successive tunnels 14Figure 9 Influence of tunnel length on maximum external pressure variation . 14Figure 10 Influence of the relative entry time t1,2 on maximum absolute val

20、ues of pressure differences for a particular situation 15DIN EN 14067-5:2011-01 EN 14067-5:2006+A1:2010 (E) 3 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 17Fig

21、ure 12 Effect of time schedule variation on the number of train crossings in tunnels for a particular train . 18Figure 13 Calculated pressure trace and resulting pressure loadings above 500 Pa (arrowed) 19Figure 14 Pressure loadings for two different crossing frequency scenarios 19Figure A.1 Calcula

22、tion of a train-tunnel-pressure signature . 21Figure A.2 Solutions Xfrof Equation (A.13) for different values of frh += 23Figure A.3 Solution Xtof Equation (A.18) for different values of 1= h+ fr+ twith E= 0,5 . 25Figure A.4 Aerodynamic drag coefficient 27Figure C.1 Wave generation, propagation and

23、radiation . 29Figure C.2 Steepening in concrete slab tunnels 30Figure C.3 Radiation of micro pressure wave. 31DIN EN 14067-5:2011-01 EN 14067-5:2006+A1:2010 (E) 4 Foreword This document (EN 14067-5:2006+A1:2010) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretar

24、iat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by May 2011, and conflicting national standards shall be withdrawn at the latest by May 2011. Attention is drawn to the po

25、ssibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. This document includes Amendment 1, approved by CEN on 2010-09-28. This document supersedes EN 14067-5:2006. The s

26、tart and finish of text introduced or altered by amendment is indicated in the text by tags ! “. !This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/

27、EC. For relationship with EU Directive 2008/57/EC, 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: Part 1: Symbols and units Part 2: Aerodynamics on open tra

28、ck 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 CEN/CENELEC Internal Regulations, the national standards or

29、ganizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,

30、Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. DIN EN 14067-5:2011-01 EN 14067-5:2006+A1:2010 (E) 5 1 Scope This European Standard applies to the aerodynamic loading caused by trains running in a tunnel. 2 Normative references The following referenced document

31、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 amendments) applies. EN 14067-1:2003, Railway applications Aerodynamics Part 1: Symbols and units 3 Terms,

32、 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 definitions, symbols and abbreviations are explained in the text. 3.1 tunnel closed structure enveloping trac

33、k(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 running in a tunnel may be measured at full-scale, estimated from approximating equations (see Annex A),

34、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 the same way. Full-scale test data may be the basis for train and tunnel acceptance and homologation

35、. 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 develops as follows when a train enters the tunnel: there is a sharp first increase in pressure pNcaused

36、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 then a drop in pressure pTcaused by the entry of the tail of the train in the tunnel; there is a sharp

37、drop in pressure pHP caused by the passing of the train head at the measurement position in the tunnel. DIN EN 14067-5:2011-01 EN 14067-5:2006+A1:2010 (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

38、along the train. In such a case special consideration shall be given to determining the individual p values. All p values are to be considered as absolute values. Figure 1 Train-tunnel-pressure signature at a fixed position in a tunnel (detail) The following methods are suitable for characterising t

39、he aerodynamic quality of a train in a tunnel. The train-tunnel-pressure signature can be derived from calculations or measurements at a fixed 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, p

40、Tand pHPat a fixed location in the tunnel The tunnel should 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 using tr

41、ansducers in the tunnel. 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 tunnel within 1 %. Data

42、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. 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 s

43、peed vtrand the length of the train Ltrare given: the distance xp between the entrance portal and the measuring position is 1trtrpxvccLx += (1) where the additional distance x1ensures a good temporal separation of the individual pressure variations and ideally should be about 100 m. The measuring sy

44、stem should be installed at xpto avoid wave damping effects; the minimum tunnel length is DIN EN 14067-5:2011-01 EN 14067-5:2006+A1:2010 (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

45、 the individual pressure variations and ideally should be about 150 m. 4.2.3 Full 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

46、pT,oon the exterior of the train. If needed, pHP can be derived either from predictive 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,

47、its influence on the measurements should be checked. Pressures are measured using 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

48、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. Figure 2 Train-tunnel-pressure signature at an exterior posi

49、tion just behind the nose of the train To get the whole friction pressure rise 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 DIN EN 14067-5:2011-01 EN 14067-5:2006+A1:2010 (E) 8 2trtrt