SIST EN 14067-4:2014
(Main)Railway applications - Aerodynamics - Part 4: Requirements and test procedures for aerodynamics on open track
Railway applications - Aerodynamics - Part 4: Requirements and test procedures for aerodynamics on open track
This European Standard deals with requirements, test procedures and conformity assessment for aerodynamics on open track. Addressed within this standard are the topics of aerodynamic loadings and resistance to motion, while the topic of cross wind assessment is addressed by EN 14067-6. This European Standard refers to rolling stock and infrastructure issues. This standard does not apply to freight wagons. It applies to railway operation on gauges GA, GB and GC according to EN 15273. The methodological approach of the presented test procedures may be adapted to different gauges.
Bahnanwendungen - Aerodynamik - Teil 4: Anforderungen und Prüfverfahren für Aerodynamik auf offener Strecke
Diese Europäische Norm behandelt Anforderungen und Prüfverfahren für Aerodynamik auf offener Strecke. Im Rahmen dieser Norm werden die Themen aerodynamische Belastungen und Laufwiderstand angesprochen, während das Thema Seitenwind in EN 14067-6 behandelt wird.
Diese Europäische Norm gilt für die Belange von Fahrzeugen und Infrastruktur. Sie gilt für den Eisenbahnbetrieb mit den Standardbegrenzungslinien nach EN 15273. Der methodologische Ansatz der vorgestellten Prüfverfahren kann vermutlich für andere Begrenzungslinien angepasst werden.
Applications ferroviaires - Aérodynamique - Partie 4: Exigences et procédures d'essai pour l'aérodynamique à l'air libre
La présente Norme européenne concerne les exigences et procédures d'essai pour l'aérodynamique à l'air libre. Elle traite des chargements aérodynamiques et de la résistance à l'avancement, tandis que l'EN 14067 6 traite de la sécurité des vents traversiers.
La présente Norme européenne fait référence au matériel roulant et à l'infrastructure. Elle s'applique à l'exploitation ferroviaire avec un gabarit normalisé conformément à l'EN 15273. L'approche méthodologique des modes opératoires d'essai présentés pourrait être adaptée à un gabarit différent.
Železniške naprave - Aerodinamika - 4. del: Zahteve in preskusni postopki za aerodinamiko na odprti progi
General Information
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Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Aerodinamika - 4. del: Zahteve in preskusni postopki za aerodinamiko na odprti progiBahnanwendungen - Aerodynamik - Teil 4: Anforderungen und Prüfverfahren für Aerodynamik auf offener StreckeApplications ferroviaires - Aérodynamique - Partie 4: Exigences et procédures d'essai pour l'aérodynamique à l'air libreRailway applications - Aerodynamics - Part 4: Requirements and test procedures for aerodynamics on open track45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 14067-4:2013SIST EN 14067-4:2014en,fr,de01-april-2014SIST EN 14067-4:2014SLOVENSKI
STANDARDSIST EN 14067-4:2006+A1:2009SIST EN 14067-2:20041DGRPHãþD
SIST EN 14067-4:2014
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 14067-4
October 2013 ICS 45.060.01 Supersedes EN 14067-2:2003, EN 14067-4:2005+A1:2009English Version
Railway applications - Aerodynamics - Part 4: Requirements and test procedures for aerodynamics on open track
Applications ferroviaires - Aérodynamique - Partie 4: Exigences et procédures d'essai pour l'aérodynamique à l'air libre
Bahnanwendungen - Aerodynamik - Teil 4: Anforderungen und Prüfverfahren für Aerodynamik auf offener Strecke This European Standard was approved by CEN on 21 September 2013.
CEN members are bound 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 CEN-CENELEC 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-CENELEC Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2013 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 14067-4:2013: ESIST EN 14067-4:2014
EN 14067-4:2013 (E) 2 Contents Page Foreword .4 Introduction .5 1 Scope .6 2 Normative references .6 3 Terms, definitions and symbols .6 3.1 Terms and definitions .6 3.2 Symbols .7 4 Requirements on locomotives and passenger rolling stock . 10 4.1 Limitation of pressure variations beside the track . 10 4.1.1 General . 10 4.1.2 Requirements . 10 4.1.3 Full conformity assessment . 11 4.1.4 Simplified conformity assessment . 11 4.2 Limitation of slipstream effects beside the track . 13 4.2.1 General . 13 4.2.2 Requirements . 13 4.2.3 Full conformity assessment . 14 4.2.4 Simplified conformity assessment . 14 4.3 Aerodynamic loads in the track bed . 16 5 Requirements on infrastructure . 16 5.1 Train-induced pressure loads acting on flat structures parallel to the track . 16 5.1.1 General . 16 5.1.2 Requirements . 16 5.1.3 Conformity assessment . 16 5.2 Train-induced air speeds acting on infrastructure components beside the track . 16 5.3 Train-induced aerodynamic loads in the track bed . 16 5.4 Train-induced air speed acting on people beside the track . 16 6 Methods and test procedures . 17 6.1 Assessment of train-induced pressure variations beside the track . 17 6.1.1 General . 17 6.1.2 Pressure variations in the undisturbed pressure field (reference case) . 20 6.1.3 Pressure variations on surfaces parallel to the track . 29 6.1.4 Effect of wind on loads caused by the train . 35 6.2 Assessment of train-induced air flow beside the track . 36 6.2.1 General . 36 6.2.2 Slipstream effects on persons beside the track (reference case) . 36 6.2.3 Slipstream effects on objects beside the track . 39 6.3 Assessment of train-induced aerodynamic loads in the track bed . 39 6.4 Assessment of resistance to motion . 40 6.4.1 General . 40 SIST EN 14067-4:2014
EN 14067-4:2013 (E) 3 6.4.2 Full-scale tests . 40 Annex A (informative)
Procedure for full-scale tests regarding train-induced air flow in the track bed . 43 A.1 General . 43 A.2 Track configuration . 43 A.3 Vehicle configuration and test conditions . 43 A.4 Instrumentation and data acquisition . 44 A.5 Data processing . 44 Bibliography . 45
SIST EN 14067-4:2014
EN 14067-4:2013 (E) 4 Foreword This document (EN 14067-4:2013) 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 April 2014, and conflicting national standards shall be withdrawn at the latest by April 2014. 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 supersedes EN 14067-4:2005+A1:2009 and EN 14067-2:2003. The results of the EU-funded research project "AeroTRAIN" (Grant Agreement No. 233985) have been used. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association. EN 14067-2 has been integrated in this document, and EN 14067-4 has been re-structured and extended to support the Technical Specifications for the Interoperability of the Trans-European rail system and requirements on conformity assessment for rolling stock were added. EN 14067, Railway applications — Aerodynamics consists of the following parts: Part 1: Symbols and units Part 2: Aerodynamics on open track (to be withdrawn) 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: Requirements and test procedures for cross wind assessment 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, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.
SIST EN 14067-4:2014
EN 14067-4:2013 (E) 5 Introduction Trains running on open track generate aerodynamic loads on objects and persons they pass. If trains are being passed by other trains, trains are also subject to aerodynamic loading themselves. The aerodynamic loading caused by a train passing an object or a person near the track, or when two trains pass each other, is an important interface parameter between the subsystems of rolling stock, infrastructure and operation and, thus, is subject to regulation when specifying the trans-European railway system. Trains running on open track have to overcome a resistance to motion which has a strong effect on the required engine power, achievable speed, travel time and energy consumption. Thus, resistance to motion is often subject to contractual agreements and requires standardized test and assessment methods. SIST EN 14067-4:2014
EN 14067-4:2013 (E) 6 1 Scope This European Standard deals with requirements, test procedures and conformity assessment for aerodynamics on open track. Addressed within this standard are the topics of aerodynamic loadings and resistance to motion, while the topic of cross wind assessment is addressed by EN 14067-6. This European Standard refers to rolling stock and infrastructure issues. This standard does not apply to freight wagons. It applies to railway operation on gauges GA, GB and GC according to EN 15273. The methodological approach of the presented test procedures may be adapted to different gauges. 2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 1991-2, Eurocode 1: Actions on structures — Part 2: Traffic loads on bridges EN 15273 (all parts), Railway applications — Gauges EN 15663, Railway applications — Definition of vehicle reference masses ISO 8756, Air quality — Handling of temperature, pressure and humidity data 3 Terms, definitions and symbols 3.1 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1.1 peak-to-peak pressure change modulus of the difference between the maximum pressure and the minimum pressure for the relevant load case 3.1.2 passage of train head passage of the front end of the leading vehicle which is responsible for the generation of the characteristic pressure rise and drop, over and beside, the train and on the track bed 3.1.3 Computational Fluid Dynamics
CFD numerical methods of approximating and solving the equations of fluid dynamics 3.1.4 streamline shaped vehicle vehicle with a closed and smooth front which does not cause flow separations in the mean flow field greater than 5 cm from the side of the vehicle 3.1.5 bluff shaped vehicle
vehicle that is not streamlined
SIST EN 14067-4:2014
EN 14067-4:2013 (E) 7 3.2 Symbols For the purposes of this document, the following symbols apply. Table 1 — Symbols Symbol Unit Significance Explanation or remark b m reference length train width c m/s speed of sound
CF − coefficient of aerodynamic force
Cp1 − aerodynamic coefficient depending on the distance from track centre Y
Cp2 − aerodynamic coefficient depending on the height above top of rail h
Cp3 − aerodynamic coefficient depending on the distance from track centre Y
C1 N rolling mechanical resistance
C2 vtr N momentum drag due to air flow for traction and auxiliary equipment and the air conditioning systems
C3 vtr2 N aerodynamic drag in the resistance to motion formula
d t s temporal variation
d vtr m/s train speed variation
d x m spatial variation
F N load on an object, maximum value of the force during the passage
g m/s2 acceleration due to gravity
h m height above top of rail
i ‰ gradient of the track
k − factor accounting for the energy stored in rotating masses
≥ 1,0 k1 − shape coefficient of the train
k2 − shape coefficient of the train
k3 − shape coefficient of the train
Ln m length of the train nose distance from front end to where the full cross section of the leading vehicle is achieved m kg train mass normal operational payload according to EN 15663 SIST EN 14067-4:2014
EN 14067-4:2013 (E) 8 Table 1 (2 of 4) Symbol Unit Significance Explanation or remark p Pa pressure
pmax Pa maximum pressure
pmin Pa minimum pressure
p1k Pa characteristic value of distributed load
p2k Pa characteristic value of distributed load
p3k Pa characteristic value of distributed load
r m curve radius
Re − Reynolds number based on reference length of 3,00 m at full scale Remax − maximum Reynolds number
R1 N resistance to motion train contribution R2 N resistance to motion infrastructure contribution S m2 characteristic area
t s time
ui m/s resultant horizontal air speed of the i-th passage after transformation of the time base um,i m/s measured resultant horizontal air speed of the i-th passage
U m/s induced flow speed
U m/s mean value over all measured maxima Ui
Ui m/s maximum resultant horizontal air speed of the i-th passage after averaging and correction to the characteristic train speed
Umax m/s maximum value of U
U2σ m/s upper bound of a 2 1 interval of maximum air speed
U95% m/s maximum resultant horizontal air speed characteristic air speed U95%,max m/s permissible maximum resultant horizontal air speed permissible characteristic air speed vtr m/s train speed
vtr,c m/s full scale train speed
vtr,i m/s train speed during the i-th passage
vtr,max m/s maximum train speed
vtr,ref m/s reference speed
vtr,test m/s nominal test speed
SIST EN 14067-4:2014
EN 14067-4:2013 (E) 9 Table 1 (3 of 4) Symbol Unit Significance Explanation or remark vw,x,i m/s wind speed component in x-direction during the i-th passage
y+ − dimensionless wall distance
Y m lateral distance from track centre
Ymin m minimum lateral distance from track centre
Ymax m maximum lateral distance from track centre
γ m/s2 train acceleration measured during the coasting test
∆Cp,2σ − pressure change coefficient Upper bound of a 2 1 interval of the peak-to-peak pressure change coefficient. The peak-to-peak pressure change coefficient is defined in Formula 2. ∆Cp − pressure change coefficient
∆p Pa peak-to-peak pressure change
p∆ Pa mean value for peak-to-peak pressure change
determined over all measurements ∆pi or by CFD ∆p2σ Pa upper bound of a 2 1 interval of the peak-to-peak pressure change
∆p95% Pa maximum peak-to-peak pressure change characteristic pressure change ∆p95%,max=Pa permissible maximum peak-to-peak pressure change permissible characteristic pressure change ∆pi Pa maximum peak-to-peak pressure value of the i-th passage
∆pm,i Pa maximum peak-to-peak pressure value measured during the i-th passage
∆psim= the head pressure variation from unsteady CFD calculations
simp∆ Pa the head pressure variation from steady CFD calculations
∆t s characteristic time interval passage of train head, time between pressure peaks ε=- relative difference
∑Ri N sum of all the resistances to motion
=Pa·s dynamic viscosity
kg/m3 air density
i kg/m3 air density determined during the i-th passage
0 kg/m3 standard air density 0 = 1,225 kg/m3 SIST EN 14067-4:2014
EN 14067-4:2013 (E) 10 Table1 (4 of 4) Symbol Unit Significance Explanation or remark 1 − standard deviation can be pressure or speed 1sim Pa standard deviation of simulated pressure
a) Side view
b) Top view
c) Speed vector diagram Figure 1 – Coordinate system 4 Requirements on locomotives and passenger rolling stock 4.1 Limitation of pressure variations beside the track 4.1.1 General A passing train generates a varying pressure field beside the track which has an effect on objects such as crossing trains, noise barriers, platform installations, etc. To define a clear interface between the subsystems of rolling stock and infrastructure, the train-induced aerodynamic pressure loads beside the track need to be known and limited.
In order to describe and to limit the train-induced aerodynamic pressure loads beside the track one reference case for rolling stock assessment is defined.
4.1.2 Requirements 4.1.2.1 Reference case For standard GA, GB, GC gauge according to EN 15273 in the absence of embankments, cuttings and other significant trackside structures the undisturbed pressure field generated by a passing train at a position of 2,50 m distance from the centre of a straight track with standard track formation profile is referred to as the reference case. The pressure variations occurring are characterized by the upper bound of the 95 % confidence interval for the maximum peak-to-peak pressure. This maximum peak-to-peak pressure change, ∆p95%, refers to the maximum pressure change which occurs during the passage of the train head. 4.1.2.2 Fixed or pre-defined train compositions A fixed or pre-defined train composition, running at the reference speed in the reference case scenario shall not cause the maximum peak-to-peak pressure changes to exceed a value ∆p95%,max as set out in Table 2 SIST EN 14067-4:2014
EN 14067-4:2013 (E) 11 over the range of heights 1,50 m to 3,00 m above the top of rail during the passage of the train head. For non-identical end cars the requirement applies for each possible running direction. Table 2 — Maximum permissible peak-to-peak pressure change ∆p95%,max depending on maximum design speed Maximum design speed
Permissible pressure change ∆p95%,max at reference speed Reference speed vtr ≤ 160 km/h no requirement 160 km/h < vtr < 250 km/h ∆p95%,max = 800 Pa maximum design speed=250 km/h ≤ vtr ∆p95%,max = 800 Pa 250 km/h=4.1.2.3 Single rolling stock units fitted with a driver’s cab Single rolling stock units fitted with a driver’s cab running as the leading vehicle at the reference speed in the reference case scenario shall not cause the maximum peak-to-peak pressure changes to exceed a value ∆p95%,max as set out in Table 2. The range of heights to be considered are 1,50 m to 3,00 m above the top of rail during the passage of the front end of this unit. For single rolling stock units capable of bidirectional operation as a leading vehicle the requirement applies for each possible running direction. 4.1.2.4 Other passenger rolling stock For passenger rolling stock which is not covered in 4.1.2.2 or 4.1.2.3 there is no requirement. 4.1.3 Full conformity assessment A full conformity assessment of interoperable rolling stock shall be undertaken according to Table 3. Table 3 — Methods applicable for the full conformity assessment of rolling stock Maximum design speed
Methods vtr ≤ 160 km/h No assessment needed 160 km/h < vtr
Assessment by: full-scale tests according to 6.1.2.1; or reduced-scale moving model tests according to 6.1.2.2; or CFD simulations according to 6.1.2.4. 4.1.4 Simplified conformity assessment A simplified conformity assessment may be carried out for rolling stock that are subject to minor design differences in comparison to rolling stock for which a full conformity assessment already exists. With respect to pressure variations beside the track, the only relevant design differences are differences in external geometry and differences in design speed. This simplified conformity assessment shall take one of the following forms in accordance with Table 4: a statement and rationale that the design differences have no impact on the pressure variations beside the track; SIST EN 14067-4:2014
EN 14067-4:2013 (E) 12 a comparative evaluation of the design differences relevant to the rolling stock for which a full conformity assessment already exists. Table 4 — Methods and requirements applicable for simplified conformity assessment of rolling stock Design differences Methods and requirements Differences in external geometry limited to locations either downstream of the distance of the maximum cross-section from the train nose or downstream of the distance of the minimum pressure peak relative to the train nose, the inner region of the underpart of the train (under the train and between rails), minor differences in external geometry, wipers and handles, antennae with a volume smaller than 5 l, long isolated protruding objects or gaps not being vertical or close to the front-side radius or edge smaller than 50 mm in the crosswise dimensions, small isolated protruding objects and gaps smaller than 50 mm in each dimension. Documentation of differences, statement of no impact and reference to an existing compliant full conformity assessment.
Other differences in external geometry (e.g. in buffers, front couplers, snow ploughs, front or side windows) keeping the basic head shape features.
Documentation of differences and reference to an existing compliant full conformity assessment AND assessment of the relative effect of differences by reduced-scale moving model tests according to 6.1.2.2 or CFD-simulations according to 6.1.2.4, AND
evidence and documentation that
(i) the difference causes changes in p∆ less than ± 10 %, 1,0)()()(<−ApApBp∆∆∆ NOTE B refers to the new train geometry. A refers to the existing compliant train. and (ii) the difference does not exceed 50 % of the margin available on the compliance with 4.1.2. ))((5,0))()((%95max%,95AppApBp∆∆∆∆−⋅<− Increase of design speed less than 10 % for a train with original design speed < 250 km/h, for a train with original design speed ≥ 250 km/h. Documentation of differences and reference to an existing compliant full conformity assessment AND evidence and documentation based on a ∆Cp analysis that the new design under investigation still fulfils the requirements listed in 4.1.2. SIST EN 14067-4:2014
EN 14067-4:2013 (E) 13 4.2 Limitation of slipstream effects beside the track 4.2.1 General A train generates a varying flow field beside the track which has an effect on persons and objects at the track side and at platforms. In order to define a clear interface between the subsystems of the rolling stock and the infrastructure, the train-induced slipstream effects need to be known and limited. In order to describe and to limit the train-induced slipstream effects, a reference case for rolling stock assessment is defined. NOTE Ensuring track workers' and passengers' safety at the platform involves additional issues on the operational and infrastructure side. 4.2.2 Requirements 4.2.2.1 Reference case For standard GA, GB, GC gauges according to EN 15273, in the absence of embankments, cuttings and any significant trackside structures, the undisturbed flowfield generated by a passing train at a position of 3,00 m from the centre of a straight track with standard track formation profile is referred to as the reference case. The air flows occurring are characterized by the upper bound of the 95 % confidence interval of maximum resultant horizontal air speeds. This maximum horizontal air speed U95% refers to the whole passage of the train and its wake. 4.2.2.2 Fixed or pre-defined train compositions A full-length, fixed or pre-defined train composition, running at reference speed in the reference case scenario shall not cause the maximum resultant horizontal air speed to exceed a value U95%,max as set out in Table 5 at a height of 0,20 m above the top of rail during the passage of the whole train and its wake. For non-symmetrical train compositions, the requirement applies for each possible running direction. For fixed or pre-defined train compositions consisting of more than one train unit, it is sufficient to assess a train composition consisting at least of two units and of a minimum length of 120 m. Table 5 — Maximum resultant permissible horizontal air speed U95%,max depending on maximum design speed Maximum design speed vtr,max Height above the track Permissible horizontal air speed U95%,max at reference speed Reference speed vtr,ref vtr,max ≤ 160 km/h no requirement 160 km/h < vtr,max
< 250 km/h 0,2 m U95%,max = 20 m/s the maximum design speed 1,4 m U95%,max = 15,5 m/s 200 km/h or the maximum design speed, whichever is lower 250 km/h ≤ vtr,max
0,2 m U95%,max = 22 m/s 300 km/h or, if lower, at maximum design speed 1,4 m U95%,max = 15,5 m/s 200 km/h
SIST EN 14067-4:2014
EN 14067-4:2013 (E) 14 4.2.2.3 Single rolling stock units fitted with a driver’s cab A single unit fitted with a driver's cab running at reference speed in the reference case scenario shall not cause the maximum resultant horizontal air speed to exceed a value U95%,max as set out in Table 5 at heights of 0,20 m and 1,40 m above the top of rail during the passage of the whole train and its wake. Conformity shall be assessed for units at the front and rear of a rake of passenger carriages of at least 100 m in length. Assessments shall be carried out with either one unit, or with two identical units, one at the front and one at the rear of the train. The carriages should be comprised of those likely to be used in operational conditions. The requirement applies for each possible running direction.
4.2.2.4 Other passenger rolling stock Carriages that are operated within trains of different formations are compliant, if similar to existing or proven compliant single rolling stock with respect to: design speed (lower or equal to existing); and bogie external arrangement (position, cavity and bogie envelope); and train envelope (i.e. body width, height) changes above the bogies of less than 10 cm. The similarity and compliance for this approach shall be documented! If this criterion does not apply, the coach running at reference speed in the reference case scenario shall not cause the maximum resultant horizontal air speed to exceed a value U95%,max as set out in Table 5 at heights of 0,20 m and 1,40 m above the top of rail during the passage of the whole train and its wake. It should be tested in two configurations with the rolling stock likely to be used in operatio
...
SLOVENSKI STANDARD
oSIST prEN 14067-4:2011
01-oktober-2011
Železniške naprave - Aerodinamika - 4. del: Zahteve in preskusni postopki pri
aerodinamiki na odprti progi
Railway applications - Aerodynamics - Part 4: Requirements and test procedures for
aerodynamics on open track
Bahnanwendungen - Aerodynamik - Teil 4: Anforderungen und Prüfverfahren für
Aerodynamik auf offener Strecke
Applications ferroviaires - Aérodynamique - Partie 4: Exigences et procédures d'essai
pour l'aérodynamique à l'air libre
Ta slovenski standard je istoveten z: prEN 14067-4
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
oSIST prEN 14067-4:2011 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST prEN 14067-4:2011
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oSIST prEN 14067-4:2011
EUROPEAN STANDARD
DRAFT
prEN 14067-4
NORME EUROPÉENNE
EUROPÄISCHE NORM
July 2011
ICS 45.060.01 Will supersede EN 14067-4:2005+A1:2009
English Version
Railway applications - Aerodynamics - Part 4: Requirements and
test procedures for aerodynamics on open track
Applications ferroviaires - Aérodynamique - Partie 4: Bahnanwendungen - Aerodynamik - Teil 4: Anforderungen
Exigences et procédures d'essai pour l'aérodynamique à und Prüfverfahren für Aerodynamik auf offener Strecke
l'air libre
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound 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.
This draft European Standard was established by CEN 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-CENELEC Management
Centre has the same status 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,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2011 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 14067-4:2011: E
worldwide for CEN national Members.
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oSIST prEN 14067-4:2011
prEN 14067-4:2011 (E)
Contents Page
Foreword .3
Introduction .3
1 Scope .4
2 Normative references .4
3 Terms and definitions .4
4 Requirements on interoperable locomotives and passenger rolling stock .7
4.1 Limitation of pressure variations beside the track .7
4.1.1 General .7
4.1.2 Requirements .7
4.1.3 Full conformity assessment .8
4.1.4 Simplified conformity assessment .9
4.2 Limitation of slipstream effects beside the track . 10
4.2.1 General . 10
4.2.2 Requirements . 10
4.2.3 Full conformity assessment . 12
4.2.4 Simplified conformity assessment . 12
4.3 Limitation of pressure loads in the track bed . 13
4.4 Limitation of slipstream effects in the track bed . 13
5 Requirements on interoperable freight wagons . 13
6 Requirements on interoperable infrastructure . 14
6.1 Train-induced pressure loads acting on flat structures parallel to the track . 14
6.1.1 General . 14
6.1.2 Requirements . 14
6.1.3 Conformity assessment . 14
6.2 Train-induced air speeds acting on infrastructure components beside the track . 14
6.3 Train-induced pressure loads on flat horizontal structures in the track bed . 14
6.4 Train-induced air speeds acting on infrastructure components in the track bed . 14
7 Methods and test procedures . 15
7.1 Assessment of train-induced pressure variations beside the track . 15
7.1.1 General . 15
7.1.2 Pressure variations in the undisturbed pressure field (reference case) . 17
7.1.3 Pressure variations on surfaces parallel to the track . 24
7.1.4 Effect of wind on loads caused by the train . 30
7.2 Assessment of train-induced air flow beside the track . 30
7.2.1 General . 30
7.2.2 Slipstream effects on persons beside the track (reference cases) . 31
7.2.3 Slipstream effects on objects beside the track . 33
7.3 Assessment of train-induced pressure loads in the track bed . 34
7.4 Assessment of train-induced air flow in the track bed . 34
7.5 Assessment of resistance to motion . 34
7.5.1 General . 34
7.5.2 Full-scale tests . 35
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC . 38
Bibliography . 41
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Foreword
This document (prEN 14067-4:2011) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive(s).
For relationship with EU Directive(s), see informative Annex ZA, which is an integral part of this document.
This document supersedes EN 14067-4:2005+A1:2009.
EN 14067-2 has been integrated in this document, and EN 14067-4 has been re-structured and extended to
support the Technical Specifications for the Interoperability of the Trans-European rail system [2 to 4].
EN 14067 Railway applications — Aerodynamics 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: Requirements and test procedures for cross wind assessment
Introduction
Trains running on open track generate aerodynamic loads on objects and persons they pass. If trains are
being passed by other trains, trains are also subject to aerodynamic loading themselves. The aerodynamic
loading caused by a train passing an object or a person near the track, or when two trains pass each other, is
an important interface parameter between the subsystems of rolling stock, infrastructure and operation and,
thus, is subject to regulation when specifying the trans-European railway system.
Trains running on open track have to overcome a resistance to motion which has a strong effect on the
required engine power, achievable speed, travel time and energy consumption. Thus, resistance to motion is
often subject to contractual agreements and requires standardised test and assessment methods.
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1 Scope
This European Standard deals with requirements and test procedures for aerodynamics on open track.
Addressed within this standard are the topics of aerodynamic loadings and resistance to motion, while the
topic of cross wind safety is addressed by EN 14067-6.
This European standard refers to rolling stock and infrastructure issues. It applies to railway operation on
standard gauge according to EN 15273. The methodological approach of the presented test procedures might
be adapted to different gauge.
2 Normative references
The following referenced documents are 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 1991-2, Eurocode 1: Actions on structures — Part 2: Traffic loads on bridges
EN 1991-1-4, Eurocode 1: Actions on structures — Part 1-4: General actions — Wind actions
EN 15273 (all parts), Railway applications — Gauges
EN 15663, Railway applications — Definition of vehicle reference masses
prEN 16272-2-1, Railway applications — Track — Noise barriers — Part 2-1: Mechanical performance and
1)
stability requirements under dynamic loadings due to passing trains — Simplified calculation method
ISO 8756, Air quality — Handling of temperature, pressure and humidity data
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
peak-to-peak pressure change
modulus of difference between maximum pressure and minimum pressure for the relevant load case
3.2
passage of train head
〈train-induced aerodynamic loads on open track〉
passage of the front end of the leading vehicle which is responsible for the generation of the characteristic
pressure rise and drop beside and in the track
For the purposes of this document, the following symbols apply.
1) Draft in preparation.
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Table 1 — Symbols
Symbol Unit Significance Explanation or remark
b m reference length train width
c m/s speed of sound
C coefficient of aerodynamic force
−
F
C aerodynamic coefficient depending on the
−
p1
distance from track axis Y
C aerodynamic coefficient depending on the
−
p2
distance from track axis Y
C − aerodynamic coefficient
p3
C
− air speed coefficient
U
C rolling mechanical resistance
−
1
C v air momentum drag due to cooling air for
−
2 tr
the locomotives and the air conditioning for
the trailer cars
2
aerodynamic drag in the resistance to
C v −
3 tr
motion formula
d t s temporal variation
d v m/s train speed variation
tr
d x m spatial variation
F N load on an object, maximum value of the
force during the passage
2
g acceleration due to gravity
m/s
h
m height above top of rail
i ‰ gradient of the track
k accounting for the energy stored in rotating
−
masses
k shape coefficient of the train
−
1
k
− shape coefficient of the train
2
k shape coefficient of the train
−
3
L m length of the train nose
n
m kg train mass normal operational payload
according to EN 15663
p
Pa maximum pressure
max
p Pa minimum pressure
min
p Pa characteristic value of distributed load
1k
p Pa characteristic value of distributed load
2k
p Pa characteristic value of distributed load
3k
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Symbol Unit Significance Explanation or remark
r m curve radius
Re
− maximum Reynold's number
max
R N resistance to motion train contribution
1
R N resistance to motion infrastructure contribution
2
2
S m side area
t s time
U m/s induced flow speed
m/s mean value over all measured maxima U
U
i
U m/s maximum horizontal air speed of the i-th
i
passage
U m/s maximum value of U = U
max 95%
U m/s maximum horizontal air speed measured
m,i
during the i-th passage
U m/s upper bound of a 2 σ interval of maximum
2σ
air speed
U
m/s maximum horizontal air speed characteristic air speed
95%
U m/s permissible maximum horizontal air speed permissible characteristic air
95%,max
speed
v m/s train speed
tr
v m/s full scale train speed
tr,c
v
m/s train speed during the i-th passage
tr,i
v m/s train speed measured during the i-th
tr,m,i
passage
v m/s wind speed component in x-direction
w,x,i
during the i-th passage
+
dimensionless wall distance
y −
Y m lateral distance from track centre
Y m minimum lateral distance from track centre
min
Y m maximum lateral distance from track centre
max
Y m lateral distance from track centre
s
2
train acceleration measured during the
γ m/s
coasting test
∆C − pressure change coefficient upper bound of a 2 σ interval of the
p,2σ
peak-to-peak pressure change
pressure change coefficient
∆C −
p
Pa peak-to-peak pressure change
∆p
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Symbol Unit Significance Explanation or remark
Pa
mean value over all measurements ∆p
∆p
i
Pa upper bound of a 2 σ interval of the peak-
∆p
2σ
to-peak pressure change
∆p Pa maximum peak-to-peak pressure change characteristic pressure change
95%
Pa permissible maximum peak-to-peak permissible characteristic pressure
∆p
95%,max
pressure change change
Pa maximum peak-to-peak pressure value of
∆p
i
the i-th passage
∆p Pa maximum peak-to-peak pressure value
m,i
measured during the i-th passage
∆t s characteristic time interval passage of train head, time
between pressure peaks
∑R N sum of all the resistances to motion
i
3
ρ air density
kg/m
3 3
ρ standard air density
kg/m ρ = 1,225 kg/m
0
0
σ standard deviation
−
4 Requirements on interoperable locomotives and passenger rolling stock
4.1 Limitation of pressure variations beside the track
4.1.1 General
A passing train generates a varying pressure field beside the track which has an effect on objects such as
crossing trains, noise barriers, platform installations etc. In order to define a clear interface between the
subsystems of rolling stock and infrastructure, the train-induced aerodynamic pressure loads beside the track
need to be known and limited.
In order to describe and to limit the train-induced aerodynamic pressure loads beside the track one reference
case for rolling stock assessment is defined.
4.1.2 Requirements
4.1.2.1 Reference case
For standard GA, GB, GC gauge according to EN 15273 in the absence of any other objects the undisturbed
pressure field generated by a passing train at a position of 2,50 m distance from the centre of a straight track
with standard track formation profile is referred is to as the reference case. The vertical distance between the
top of rail and the surrounding ground level shall not exceed 1,00 m.
The pressure variations occurring are characterised by the upper bound of the 95 % confidence interval for
the maximum peak-to-peak pressure. This maximum peak-to-peak pressure change ∆p refers to the
95%
maximum pressure change within the relevant load cycle which occurs during the passage of the train head.
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4.1.2.2 Fixed or pre-defined train compositions
A fixed or pre-defined train composition, running at the reference speed on open track shall not cause the
maximum peak-to-peak pressure changes to exceed a value ∆p as set out in Table 2 over the range of
95%,max
heights 1,50 m to 3,30 m above the top of rail during the passage of the front end of the leading vehicle. For
non-identical end cars the requirement applies for each possible running direction.
NOTE The wording “front end of the leading vehicle” is a precision of the wording “train head”.
Table 2 — Maximum permissible peak-to-peak pressure change ∆∆∆∆p for fixed or pre-defined train
95%,max
compositions depending on their maximum design speed
Maximum design speed Permissible pressure change ∆p at Reference speed
95%,max
reference speed
No requirement
v ≤ 160 km/h
tr
160 km/h < v < 250 km/h ∆p = 720 Pa Maximum design speed
tr 95%,max
250 km/h
250 km/h ≤ v ∆p = 795 Pa
tr 95%,max
4.1.2.3 Single rolling stock units fitted with a driver’s cab
Single rolling stock units fitted with a driver’s cab running as the leading vehicle at the reference speed on
open track shall not cause the maximum peak-to-peak pressure changes to exceed a value ∆p as set
95%,max
out in Table 3 over the range of heights 1,50 m to 3,30 m above the top of rail linked to the passage of the
front end of the leading vehicle. For single rolling stock units capable of bidirectional operation as a leading
vehicle the requirement applies for each possible running direction.
Table 3 — Maximum permissible peak-to-peak pressure change ∆∆p for single rolling stock units
∆∆
95%,max
fitted with a driver’s cab depending on their maximum design speed
Maximum design speed Reference speed
Permissible pressure change ∆p at
95%,max
reference speed
v ≤ 160 km/h No requirement
tr
160 km/h < v < 250 km/h Maximum design speed
∆p = 720 Pa
tr
95%,max
250 km/h ≤ v ∆p = 795 Pa 250 km/h
tr 95%,max
4.1.2.4 Other passenger rolling stock
For passenger rolling stock which does not fall under 4.1.2.2 or 4.1.2.3 there is no requirement.
4.1.3 Full conformity assessment
A full conformity assessment of interoperable rolling stock shall be undertaken according to Table 4.
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Table 4 — Methods applicable for the full conformity assessment of rolling stock
Maximum design speed Methods
No assessment needed
v ≤ 160 km/h
tr
160 km/h < v < 190 km/h Assessment by
tr
− Full-scale tests according to 7.1.2.1 or
− Reduced-scale moving model tests according to 7.1.2.2 or
− CFD-simulations according to 7.1.2.4
Assessment by
190 km/h ≤ v
tr
Full-scale tests according to 7.1.2.1
4.1.4 Simplified conformity assessment
A simplified conformity assessment may be carried out for rolling stock that are subject to minor design
differences in comparison to rolling stock for which a full conformity assessment already exists.
With respect to pressure variations beside the track, the only relevant design differences are differences in
external geometry and differences in design speed.
This simplified conformity assessment will take one of the following forms:
a statement that the design differences have no impact on the pressure variations beside the track;
a comparative evaluation of the design differences relevant to the rolling stock for which a full conformity
assessment already exists.
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If a simplified conformity assessment of interoperable rolling stock is carried out, it shall be done according to
Table 5.
Table 5 — Methods and requirements applicable for simplified conformity assessment of rolling stock
Design differences Methods and requirements
Differences in external geometry limited to Documentation of differences and reference to existing
full conformity assessment
− locations downstream from the position where
the maximum cross section is achieved
− the inner region of the underpart of the train
Other minor differences in external geometry Documentation of differences and reference to existing
full conformity assessment
Assessment of relative effect of differences by
− reduced-scale moving model tests according to
7.1.2.2
− CFD-simulations according to 7.1.2.4
Evidence and documentation that (i) the difference
does not cause changes in ∆p bigger than ± 10 %
95%
and (ii) that the new design under investigation still
fulfils (on the basis of original value from complete
assessment and found relative difference) the require-
ments listed in 4.1.2
Decrease in design speed Documentation of differences and reference to existing
full conformity assessment
Evidence and documentation based on a ∆C analysis
p
that the new design under investigation still fulfils the
requirements listed in 4.1.2
Increase of design speed Documentation of differences and reference to existing
full conformity assessment
− less than 10 % for a train with original design
speed less than 250 km/h Evidence and documentation based on a ∆C analysis
p
that the new design under investigation still fulfils the
− for a train with original design speed equal or
requirements listed in 4.1.2
greater than 250 km/h
4.2 Limitation of slipstream effects beside the track
4.2.1 General
A passing train generates a varying flow field beside the track which has an effect on persons and objects at
the track side and at platforms passed by. In order to define a clear interface between the subsystems of
rolling stock and infrastructure the train-induced slipstream effects need to be known and limited.
In order to describe and to limit the train-induced slipstream effects two reference cases for rolling stock
assessment are defined.
4.2.2 Requirements
4.2.2.1 Reference cases
For standard GA, GB, GC gauge according to EN 15273, the reference cases are:
Case 1: the undisturbed flowfield generated by a passing train in the absence of any other objects at a
position of 3 m distance from the centre of a straight track with standard track formation profile. The
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vertical distance between the top of rail and the surrounding ground level shall be within the range of
0,50 m to 1,00 m.
Case 2: the undisturbed flowfield generated by a passing train in the absence of any other objects on a
platform at a position of 3 m distance from the centre of straight track. The assessment shall either be
made on a platform of height 240 mm above rail level or lower if one is available or the applicant shall
select the lowest height of platform passed by the train to be used for the assessment.
The air flows occurring are characterised by the upper bound of the 95 % confidence interval of maximum
horizontal air speeds. This maximum horizontal air speed U refers to the whole passage of the train and its
95%
wake.
4.2.2.2 Fixed or pre-defined train compositions
A full-length, fixed or pre-defined train composition, running at reference speed on a straight track with
standard track formation profile on open track shall not cause the maximum horizontal air speed to exceed a
value U as set out in Table 6 at a height of 0,20 m above the top of rail during the passage of the
95%,max
whole train and its wake. For non-symmetrical train compositions the requirement applies for each possible
running direction.
Table 6 — Maximum permissible horizontal air speed U for fixed or pre-defined train
95%,max
compositions depending on their maximum design speed for Case 1
Maximum design speed Permissible horizontal air speed U at Reference speed
95%,max
reference speed
v ≤ 160 km/h No requirement
tr
160 km/h < v < 250 km/h U = 20 m/s Maximum design speed
tr 95%,max
250 km/h ≤ v U = 22 m/s 300 km/h or, if lower, at
tr 95%,max
maximum design speed
A full-length, fixed or pre-defined train composition, running at a reference speed and passing by a platform on
open track shall not cause the maximum horizontal air speed to exceed a value U as set out in Table 7
95%,max
at a height of 1,20 m above the platform during the passage of the whole train and its wake. For non-
symmetrical train compositions, the requirement applies for each possible running direction.
Table 7 — Maximum permissible horizontal air speed U for fixed or pre-defined train
95%,max
compositions depending on their maximum design speed for Case 2
Maximum design speed Permissible horizontal air speed U at Reference speed
95%,max
reference speed
v ≤ 160 km/h No requirement
tr
160 km/h < v U = 15,5m/s 200 km/h or, if lower, at
tr 95%,max
maximum design speed
4.2.2.3 Single rolling stock units fitted with a driver’s cab
Open point on European level. / Subject to national regulations.
4.2.2.4 Other passenger rolling stock
Open point on European level. / Subject to national regulations.
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4.2.3 Full conformity assessment
A full conformity assessment of rolling stock shall be undertaken according to Table 8.
Table 8 — Methods applicable for full conformity assessment of rolling stock
Maximum design speed Methods
v ≤ 160 km/h No assessment needed
tr
160 km/h < v Assessment by full-scale tests according to 7.2.2.1
tr
4.2.4 Simplified conformity assessment
A simplified conformity assessment may be carried out for rolling stock which are subject to minor design
differences in comparison to rolling stock for which a full conformity assessment already exists.
With respect to horizontal air speeds beside the track, the only relevant design differences are differences in
external geometry and differences in design speed.
This simplified conformity assessment will take one of the following forms:
a statement that the design differences have no impact on the horizontal air speeds beside the track;
a comparative evaluation of the design differences relevant to the rolling stock for which a full conformity
assessment already exists.
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If a simplified conformity assessment of interoperable rolling stock is carried out, it shall be done according to
Table 9.
Table 9 — Methods and requirements for simplified proof of conformity
Design differences Method / Requirement
Differences in external geometry limited to the Documentation of differences and reference to existing
...
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