EN 14067-5:2006+A1:2010

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Aerodinamika - 5. del: Zahteve in preskusni postopki pri aerodinamiki v predorihBahnanwendungen - Aerodynamik - Teil 5: Anforderungen und Prüfverfahren für Aerodynamik im TunnelApplications ferroviaires - Aérodynamique - Partie 5: Exigences et procédures d'essai pour l'aérodynamique en tunnelRailway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels93.060Gradnja predorovTunnel construction45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 14067-5:2006+A1:2010SIST EN 14067-5:2007+A1:2010en,fr,de01-december-2010SIST EN 14067-5:2007+A1:2010SLOVENSKI
STANDARD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE 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 - Aérodynamique - Partie 5: Exigences et procédures d'essai pour l'aérodynamique en tunnel
Bahnanwendungen - Aerodynamik - Teil 5: Anforderungen und Prüfverfahren für 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.
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Predictive equations . 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 interoperability of the rail system within the Community (Recast)"""" . 32Bibliography . 35 Figure 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 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 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 variation . 14Figure 10 — Influence of the relative entry time ∆∆∆∆t1,2 on maximum absolute values of pressure differences for a particular situation . 15SIST EN 14067-5:2007+A1:2010

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 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 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 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 develops as follows when a train enters the tunnel:  there is a sharp first increase in pressure ∆pN caused by the entry of the nose of the train into the tunnel;  there is a second increase in pressure ∆pfr due to friction effects caused by the entry of the main part of the train into the tunnel;  there is then a drop in pressure ∆pT caused 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. SIST EN 14067-5:2007+A1:2010

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 fixed position in a tunnel, i.e. the four pressure changes ∆pN, ∆pfr, ∆pT and ∆pHP at a given point in the tunnel (see 4.2.2). 4.2.2 Full scale measurement of ∆∆∆∆pN, ∆∆∆∆pfr, ∆∆∆∆pT and ∆∆∆∆pHP at 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 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 %.
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