高速铁路隧道洞口异型缓冲结构气动参数分析
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摘要
高速铁路自21世纪以来蓬勃发展,世界各国的专家学者对高铁列车空气动力学问题从理论和实践上都有系统深入的研究,但由于列车型号的改进、运行速度的提升以及隧道实际情况的差异性,高速铁路隧道气动效应的研究仍有许多新的理论与技术上的难题亟待解决。我国是一个多山的国家,长大隧道普遍存在,列车运行速度的不断提高将使高铁隧道空气动力学成为我国铁路提速、发展高速轨道交通的关键基础学科。目前,我国正线旅客列车设计行车速度为350km/h的铁路已交付运营的项目有京沪、京津城际、武广、广深港高速铁路和郑西高速铁路,正在建设的项目有贵广、合福、杭长客专等。
本文以京沪高速铁路科技重大专项——高速铁路隧道关键技术研究项目为背景,主要采用数值模拟研究方法,针对列车以350km/h的运行速度通过入口设置有扩大断面缓冲结构的双线隧道的气动效应进行研究,其中缓冲段分为无开口型和顶部单开口型,扩大断面分别设置为拱形和矩形两种。通过采用降低隧道内压缩波压力梯度的方法,对大量工况的数值模拟分析计算,得出最优断面扩大率、缓冲段长度、开口位置、开口率、开口长宽比、矩形断面的宽高比等参数,并对缓冲结构断面面积分别为155m2和200m2的开口参数进行了对比。主要结论如下：
(1)在隧道入口设置拱形扩大断面无开口型缓冲结构时,断面扩大率为2.0倍的压力梯度峰值削减到最低,而每增加一定的断面面积,1.6倍扩大率的每平米降低率最高,降低效果明显优于其他断面扩大率,更经济适用。
(2)缓冲结构长度的改变对压力梯度峰值的影响是很有限的,建议设置其长度为20m,削减效果较好。
(3)设置155m2拱形扩大断面顶部单开口型缓冲结构时,开口最优位置为边线距缓冲结构洞门3m,最佳开口率为24%和30%。开口率不同时,开口的最佳长宽比不一致,实际工程中建议采用6.4m×3.75m或5m×6m矩形形式的单开口。
(4)矩形扩大断面的最佳宽高比为1.7,断面扩大率和开口形式对压缩波压力梯度的影响规律与拱形扩大断面缓冲结构相似。实际工程中建议采用6m×3.2m或5m×4.7m矩形形式的单开口。
(5)断面扩大率不同时,缓冲结构开口的最优参数也不同。
The high-speed railway is booming since the21st century. Experts and scholars from all around the world have conducted sufficient in-depth researches on the train aerodynamic problems both theoretically and practically. However, there are still many new theoretical and technical difficulties of high-speed railway tunnel aerodynamics to be solved due to the improvement of the train model, the increasing speed of trains and the difference on the actual situation of tunnel. China is a mountainous country, the large and long tunnels is widespread. The continuous improvement of the train operation speed will make high-speed railway tunnel aerodynamics become our country's key basic subjects on the high-speed rail transportation. At present, our mian line passenger tain design speed of350km/h railway project operations of Beijing-Shanghai, Beijing-Tianjin inter-city, Wuhan-Guangzhou, Guangzhou-Shenzhen-Hong Kong Express Rail Link and the Zhengzhou-Xi'an high-speed railway has already delivered.
This paper is based on the program of the technology research of the Beijing-Shanghai hight-speed railway tunnel, and employs the numerical simulation, to study the aerodynamic effect of the train running through the double line tunnel which has an expanding section of the buffer structure at a speed of350km/h. The hood is divided into no opening hood and single opening hood. The expanding section of hood has two types:arch and rectangular cross-section. By reducing the compression wave pressure gradient in the tunnel, the analysis and calculation of the numerical simulation of a large number of conditions concludes the optimal cross-section expansion rate, the length of the buffer segment, the opening positon, opening rate, the aspect ratio of opening, the ratio of width to high of rectangular cross-section, and the parameters of the buffer structure's opening of cross-section area of155m2and200m2. The main conclusions are as follows:
1. When the tunnel has an arch expanding cross-section hood with no opening, the section expansion rate of2.0can cut the peak of pressure gradient to a minimum. But when we concern each additional cross-section area, the section expansion rate of1.6has the highest rate of reduction of the peak of pressure gradient per square meter, which is more affordable and superior to other section expansion rate.
2. The impact of changing the length of the hood on the peak pressure gradient is very limited. It is recommended to set its length to20m.
3. When we use the155m2expanding arch cross-section hood with a single opening at its top, the optimal position of the opening is3m from the portal of the hood to the sideline of the opening. The best opening rate is24%to30%. The aspect raio of the opening is not the same when the opening rate is different. It is recommended to use the project of6.4m X3.75m and5m X6m rectangular single opening practically.
4. The best aspect ratio of width to high of rectangular expanding cross-section of the hood is1.7. The influence of its section expansion rate and opening form to the pressure gradient is similar to the arch expanding cross-section hood. It is recommended to use the project of6m×3.2m and5m×4.7m rectangular single opening practically.
5. The optimal opening parameters are not the same when the section expansion rate is different.
本文以京沪高速铁路科技重大专项——高速铁路隧道关键技术研究项目为背景,主要采用数值模拟研究方法,针对列车以350km/h的运行速度通过入口设置有扩大断面缓冲结构的双线隧道的气动效应进行研究,其中缓冲段分为无开口型和顶部单开口型,扩大断面分别设置为拱形和矩形两种。通过采用降低隧道内压缩波压力梯度的方法,对大量工况的数值模拟分析计算,得出最优断面扩大率、缓冲段长度、开口位置、开口率、开口长宽比、矩形断面的宽高比等参数,并对缓冲结构断面面积分别为155m2和200m2的开口参数进行了对比。主要结论如下：
(1)在隧道入口设置拱形扩大断面无开口型缓冲结构时,断面扩大率为2.0倍的压力梯度峰值削减到最低,而每增加一定的断面面积,1.6倍扩大率的每平米降低率最高,降低效果明显优于其他断面扩大率,更经济适用。
(2)缓冲结构长度的改变对压力梯度峰值的影响是很有限的,建议设置其长度为20m,削减效果较好。
(3)设置155m2拱形扩大断面顶部单开口型缓冲结构时,开口最优位置为边线距缓冲结构洞门3m,最佳开口率为24%和30%。开口率不同时,开口的最佳长宽比不一致,实际工程中建议采用6.4m×3.75m或5m×6m矩形形式的单开口。
(4)矩形扩大断面的最佳宽高比为1.7,断面扩大率和开口形式对压缩波压力梯度的影响规律与拱形扩大断面缓冲结构相似。实际工程中建议采用6m×3.2m或5m×4.7m矩形形式的单开口。
(5)断面扩大率不同时,缓冲结构开口的最优参数也不同。
The high-speed railway is booming since the21st century. Experts and scholars from all around the world have conducted sufficient in-depth researches on the train aerodynamic problems both theoretically and practically. However, there are still many new theoretical and technical difficulties of high-speed railway tunnel aerodynamics to be solved due to the improvement of the train model, the increasing speed of trains and the difference on the actual situation of tunnel. China is a mountainous country, the large and long tunnels is widespread. The continuous improvement of the train operation speed will make high-speed railway tunnel aerodynamics become our country's key basic subjects on the high-speed rail transportation. At present, our mian line passenger tain design speed of350km/h railway project operations of Beijing-Shanghai, Beijing-Tianjin inter-city, Wuhan-Guangzhou, Guangzhou-Shenzhen-Hong Kong Express Rail Link and the Zhengzhou-Xi'an high-speed railway has already delivered.
This paper is based on the program of the technology research of the Beijing-Shanghai hight-speed railway tunnel, and employs the numerical simulation, to study the aerodynamic effect of the train running through the double line tunnel which has an expanding section of the buffer structure at a speed of350km/h. The hood is divided into no opening hood and single opening hood. The expanding section of hood has two types:arch and rectangular cross-section. By reducing the compression wave pressure gradient in the tunnel, the analysis and calculation of the numerical simulation of a large number of conditions concludes the optimal cross-section expansion rate, the length of the buffer segment, the opening positon, opening rate, the aspect ratio of opening, the ratio of width to high of rectangular cross-section, and the parameters of the buffer structure's opening of cross-section area of155m2and200m2. The main conclusions are as follows:
1. When the tunnel has an arch expanding cross-section hood with no opening, the section expansion rate of2.0can cut the peak of pressure gradient to a minimum. But when we concern each additional cross-section area, the section expansion rate of1.6has the highest rate of reduction of the peak of pressure gradient per square meter, which is more affordable and superior to other section expansion rate.
2. The impact of changing the length of the hood on the peak pressure gradient is very limited. It is recommended to set its length to20m.
3. When we use the155m2expanding arch cross-section hood with a single opening at its top, the optimal position of the opening is3m from the portal of the hood to the sideline of the opening. The best opening rate is24%to30%. The aspect raio of the opening is not the same when the opening rate is different. It is recommended to use the project of6.4m X3.75m and5m X6m rectangular single opening practically.
4. The best aspect ratio of width to high of rectangular expanding cross-section of the hood is1.7. The influence of its section expansion rate and opening form to the pressure gradient is similar to the arch expanding cross-section hood. It is recommended to use the project of6m×3.2m and5m×4.7m rectangular single opening practically.
5. The optimal opening parameters are not the same when the section expansion rate is different.
引文
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