SIST EN 14067-3:2004

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave – Aerodinamika – 3. del: Aerodinamika v predorihBahnanwendungen - Aerodynamik - Teil 3: Aerodynamik im TunnelApplications Ferroviaires - Aérodynamique - Partie 3: Aérodynamique en tunnelRailway applications - Aerodynamics - Part 3: Aerodynamics in tunnels93.060Gradnja predorovTunnel construction45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 14067-3:2003SIST EN 14067-3:2004en01-marec-2004SIST EN 14067-3:2004SLOVENSKI
STANDARD



SIST EN 14067-3:2004



EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 14067-3April 2003ICS 45.060.01English versionRailway applications - Aerodynamics - Part 3: Aerodynamics intunnelsApplications ferroviaires - Aérodynamique - Partie 3:Aérodynamique en tunnelBahnanwendungen - Aerodynamik - Teil 3: Aerodynamik imTunnelThis European Standard was approved by CEN on 2 January 2003.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 nationalstandards may be obtained on application to the 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 translationunder the responsibility of a CEN member into its own language and notified to the Management Centre has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,Hungary, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal, Slovakia, Spain, Sweden, Switzerland and UnitedKingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2003 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 14067-3:2003 ESIST EN 14067-3:2004



EN 14067-3:2003 (E)2ContentsForeword.31Scope.42Normative references.43Aerodynamic resistance.43.1General.43.2Resistance to motion formula.44Aerodynamic effects of a single train passing through a tunnel.54.1General.54.2Pressure transients.64.3Flow velocities.84.4Forces on objects and people in the tunnel.84.5Implications.85Aerodynamic effects of crossing trains in a tunnel.95.1General.95.2Pressure transients.95.3Flow velocities.115.4Forces on objects and people.115.5Implications.116Test methods.116.1Facilities with moving models.116.2Full scale tests.12Bibliography.14SIST EN 14067-3:2004



EN 14067-3:2003 (E)3ForewordThis document EN 14067-3:2003 has been prepared by Technical Committee CEN /TC 256, "Railwayapplications", 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 orby endorsement, at the latest by October 2003, and conflicting national standards shall be withdrawn at the latestby October 2003.This European Standard is part of the series ”Railway applications — Aerodynamics” which consists of thefollowing parts:¾ Part 1: Symbols and units¾ Part 2: Aerodynamics on open track¾ Part 3: Aerodynamics in tunnels¾ Part 4: Requirements and test procedures for aerodynamics on open track1)¾ Part 5: Requirements and test procedures for aerodynamics in tunnels1)This document includes a Bibliography.According to the CEN/CENELEC Internal Regulations, the national standards organizations of the followingcountries are bound to implement this European Standard : Austria, Belgium, Czech Republic, Denmark, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal,Slovakia, Spain, Sweden, Switzerland and the United Kingdom.
1)in preparationSIST EN 14067-3:2004



EN 14067-3:2003 (E)41 ScopeThis European Standard describes physical phenomena of railway-specific aerodynamics and givesrecommendations for the documentation of tests.2 Normative referencesThis European Standard incorporates by dated or undated reference, provisions from other publications. Thesenormative references are cited at the appropriate places in the text, and the publications are listed hereafter. Fordated references, subsequent amendments to or revisions of any of these publications apply to this EuropeanStandard only when incorporated in it by amendment or revision. For undated references the latest edition of thepublication referred to applies (including amendments).EN 14067-1, Railway applications — Aerodynamics — Part 1: Symbols and units.3 Aerodynamic resistanceThe symbols used in the present standard are explained in EN 14067-1.3.1 GeneralAs the drag may be drastically increased in a tunnel, it is also important to deal here with this additional source ofresistance.3.2 Resistance to motion formulaIn a tunnel, the same resistance to motion formula as in the open air can be used under otherwise identicalconditions (straight and level track, constant speed), the only modification is the introduction of a tunnel factor Tf inthe third term:2321trftrvCTvCCR++=(1)Tf is the ratio (³ 1) of the tunnel drag by the open air drag. It varies during the train passage through the tunnel.The increase of drag in a tunnel expressed by Tf depends on many factors, the blockage ratio B of the train in thetunnel is by far the most important of them. But the type of the train and its Iength also have to be considered, aswell as, at Ieast for short tunnels (< 2000 m), the tunnel Iength and the train speed.Examples of the variation of Tf averaged over the whole passage through the tunnel, with the blockage ratio B, thetrain Iength Ltr, the tunnel length Ltu, the train speed vtr and the type of train are given in Figures 1 and 2. A methodto calculate the averaged tunnel factor Tf is given in prEN (wi00256128).SIST EN 14067-3:2004



EN 14067-3:2003 (E)5Figure 1 — Averaged tunnel factors for a high speed trainFigure 2 — Averaged tunnel factors for a freight train4 Aerodynamic effects of a single train passing through a tunnel4.1 GeneralWhen a train passes through a tunnel, pressure waves are generated which propagate along the tunnelapproximately at sonic speed. These pressure variations will pass into the interior of the trains, unless they arepressure sealed, and may cause discomfort to train passengers. The difference of pressure between outside andinside the vehicle will produce transient loads on the structure and on other vehicle components. Vehicle designshall be undertaken considering these effects.SIST EN 14067-3:2004



EN 14067-3:2003 (E)64.2 Pressure transientsWhen a train enters a tunnel, a compression wave is induced propagating along the tunnel with sonic speed (see ain Figure 3). This wave is reflected at the opposite portal as a rarefaction wave. When the rear of the train entersthe tunnel, a rarefaction wave is produced again propagating along the tunnel relative to the moving air with sonicspeed. This wave is reflected at the opposite tunnel end as a compression wave. These two waves are the mainwaves and they are always reflected at portals with opposite sense. Minor waves are caused by the passage ofthese waves over the train head and the train tail and so a very complex wave pattern is generated.The superposition of waves of the same sign causes an increase of the pressure amplitude, whereas thesuperposition of waves with opposite sign causes a decrease of the amplitude. Depending on the Iocation in thetunnel, the pressure histories can be very different. Further localised pressure changes are caused when the trainhead passes (pressure drop) and when the rear of the train passes (pressure increase).A typical pressure history at a point in the tunnel for a train passage is shown in c in Figure 3. The pressuredistribution at a point on the train looks different (see b in Figure 3).The intensity of the head entrance wave is a typical measure for the pressure history of a train passage. Theintensity of the head entrance wave is given by the formula()()()()()úúûùêêëéúûùêëé+---+--++-+--=-h222trh2h2h2201211111111112zkzzzrBBBBpptrcvcvtrv(2)where 2KhBzz=is the head loss coefficient. zK depends on the
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