1、BRITISH STANDARD BS EN14067-5:2006Railway applications Aerodynamics Part 5: Requirements and testprocedures for aerodynamics in tunnelsICS 45.060.01g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43g50g56g55g3g37g54g44g3g51g40g53g48g44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39
2、g3g37g60g3g38g50g51g60g53g44g42g43g55g3g47g36g58+A1:2010National forewordThis British Standard is the UK implementation of EN 14067-5:2006+A1:2010. It supersedes BS EN 14067-5:2006, which is withdrawn.The start and finish of text introduced or altered by amendment is in-dicated in the text by tags.
3、Tags indicating changes to CEN text carry the number of the CEN amendment. For example, text altered by CEN amendment A1 is indicated by !“.The UK participation in its preparation was entrusted by Technical Committee RAE/1, Railway applications, to Subcommittee RAE/1/-/4, Aerodynamics.A list of orga
4、nizations represented on this subcommittee can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application.Compliance with a British Standard cannot confer immunity from legal oblig
5、ations.BS EN 14067-5:2006+A1:2010This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 August 2006 BSI 2011Amendments/corrigenda issued since publicationDate Comments 31 January 2011 Implementation of CEN Amendment A1:2010ISBN 978 0 580 70851 0E
6、UROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 14067-5:2006+A1 November 2010 ICS 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 - Part
7、ie 5: Exigences et procdures dessai pour larodynamique en tunnel Bahnanwendungen - Aerodynamik - 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 b
8、ound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions 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
9、 CEN Management Centre or to any CEN member. This European Standard exists in three official 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 s
10、tatus as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portu
11、gal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROPEAN 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
12、reserved worldwide for CEN national Members. Ref. No. EN 14067-5:2006+A1:2010: EEN 14067-5:2006+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 h
13、ealth criterion .54.1 General 54.2 Train-tunnel-pressure signature 54.3 Maximum pressure 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 equati
14、ons 20Annex B (informative) Pressure comfort criteria 28Annex C (informative) Micro-pressure 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 int
15、eroperability of the rail system within the Community (Recast)“ 32Bibliography . 35Figure 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 d
16、ue to the head passage of a crossing train 10Figure 4 Internal pressure evolution inside 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
17、freight wagon door during the head passage of a crossing train . 12Figure 7 Pressure difference 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 var
18、iation . 14Figure 10 Influence of the relative entry time t1,2 on maximum absolute values of pressure differences for a particular situation 15BS EN 14067-5:2006+A1:2010EN 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
19、 with 6 trains in circulation passing 6 tunnels which cover 10 % of the line length 17Figure 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
20、 14 Pressure loadings for two different crossing frequency scenarios 19Figure A.1 Calculation 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 .
21、 25Figure A.4 Aerodynamic drag coefficient 27Figure C.1 Wave generation, propagation and radiation . 29Figure C.2 Steepening in concrete slab tunnels 30Figure C.3 Radiation of micro pressure wave. 31BS EN 14067-5:2006+A1:2010EN 14067-5:2006+A1:2010 (E) 4 Foreword This document (EN 14067-5:2006+A1:20
22、10) 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 identical text or by endorsement, at the latest by May 2011, and conflicting n
23、ational standards shall be withdrawn at the latest by May 2011. Attention is drawn to the possibility 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
24、 Amendment 1, approved by CEN on 2010-09-28. This document supersedes EN 14067-5:2006. The start 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 E
25、uropean Free Trade Association, and supports essential requirements of EU Directive 2008/57/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
26、 consists of the following parts: 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 ra
27、ilway operation According to the CEN/CENELEC Internal Regulations, the national standards organizations 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,
28、Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. BS EN 14067-5:2006+A1:2010EN 14067-5:2006+A1:2010 (E) 5 1 Scope This European Standard applies to the aerodynamic loading
29、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 amendments)
30、 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 definitions, s
31、ymbols 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 running in
32、 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 the s
33、ame 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 develops a
34、s 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 then a d
35、rop 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. BS EN 14067-5:2006+A1:2010EN 14067-5:2006+A1:2010 (E) 6 Real measurements of pressure may differ from
36、 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 considered as absolute values. Figure 1 Train-tunnel-pressure signatur
37、e 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 fixed position in a tunnel, i.e. the four pressure changes pN, pf
38、r, 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. Ideally there should be no initial air flow in the tunnel. However,
39、 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 should be less than 1 %. The speed of the train shall be known w
40、ithin 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. In order to obtain precise values of pN, pfr, pTand pHP for a
41、 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 += (1) where the additional distance x1ensures a good temporal se
42、paration 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 BS EN 14067-5:2006+A1:2010EN 14067-5:2006+A1:2010 (E) 7 1trtrpmintu,2LvcLxL += if pHP is not needed (2) 1trpmint
43、u,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 Full scale measurements of pN,o, pfr,oand pT,oon the exterior of the train If it is not possible to carry out measurements
44、 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 predictive formulae or assumed to be equal to pN,o.The tunnel shall have constant cross section, no airshafts and no residu
45、al 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 transducers on the exterior of the train. These should be calibrated prior to use over the expected pressure range, t
46、ypically 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 should be sampled at a rate of at least 5 vtr/LNHz, with anti-aliasing filters with a cut-off freque
47、ncy 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 pfrit is necessary to measure the pressures on the outside of the train just behind the nose at a position where the ful
48、l cross section is reached. The minimum tunnel length Ltu,minis BS EN 14067-5:2006+A1:2010EN 14067-5:2006+A1:2010 (E) 8 2trtrtrtrmintu,2LvcvcvcLL += (4) where the additional length L2ensures a good temporal separation of the individual pressure variations and ideally should be about 200 m. As the tu
49、nnel length reduces the amplitude of the first reflection of the head wave pN,oby friction, the tunnel should not be much longer than Ltu,min. 4.2.4 Predictive formulae for pN, pfr,pTand pHPEstimates for pN, pfr, pTand pHPcan be made using the equations given in Annex A, A.2 and A.3. For tunnels with varying cross s
