京沪高铁隧道洞门对隧道空气动力效应影响的研究
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摘要
高铁线路中新型隧道洞门使用广泛,在当前动车组车速较高的情况下,如何利用隧道洞门结构较好的缓解隧道空气动力效应已成为高速铁路隧道设计和既有线隧道为适应列车提速必须考虑并解决的关键问题。
本文通过求解三维、可压缩、非定常N-S方程,采用滑移网格技术真实模拟隧道内空气的复杂流动,并结合动模型试验,对高铁线路中新型隧道洞门形式下的隧道空气动力效应进行了系统研究,得到了以下重要结论：
隧道入口洞门护坡结构的面积及其斜切斜率基本不影响隧道空气动力效应,隧道出口洞门护坡面积增至9倍隧道净空面积过程中,微气压波幅值明显增大,之后其不随着护坡面积的增大而改变,当出口护坡由竖直变化至斜率1：1.125时,微气压波幅值随着斜切斜率的减小线性降低,之后其基本不随斜率变化而变化。
在隧道的入口端,相比传统的端墙式隧道洞门,新型隧道洞门对车体表面、隧道壁面最大压力幅值基本无影响,但其可缓解初始压缩波的压力梯度和隧道出口微气压波,其中帽檐斜切式隧道洞门的缓解效果最好,另外隧道出口微气压波随隧道洞门斜切斜率的减小近似成线性关系降低。
明确了断面扩大无开孔缓冲结构最佳长度和断面扩大率,得出帽檐斜切式隧道洞门与缓冲结构组合后,隧道出口微气压波相比仅有缓冲结构时的变化规律,在本文研究的开孔式组合洞门中,确定了对隧道气动效应缓解效果最好时的洞门开口率及开孔方式。
The tunnel portal is widely used on New high-speed rail way line, in the current time, the speed of EMU is higher than every time before, and how to use the tunnel portal to alleviate aerodynamic effects of tunnel better has become the key issues that must to be considered and address -ed in high-speed railway tunnel design community,and for the existing line tunnels to adjust to the promoting of the train Speed.
In order to simulate the complex airflow inner tunnel truly, the Navier-Stokes equations with three dimensional, compressible and unsteady viscous fluid were taken as the control equations, and the technology named slippage grid was adopted. Then, the aerodynamic effects of the tunnel under different tunnel portals were studied systemicly combining with the model experiment, and some important conclusions were gained as following:
The area and oblique slope of the slope protection around portal on the tunnnel entrence has little influence on the aerodynamic effects of the tunnel; The micro-pressure amplitude significantly increased until the area of slop protection on the the tunnel exit comes to 9 times of the tunnel area, then it does not change as the increase of the area, and the micro pressure wave amplitude decreases linearly with the decrease of slope protection oblique slope,when the slope of the tunnel exit slope protection changes from vertical to slope of 1:1.125, then micro pressure wave amplitude does not change with changes of the slope.
Compared to the traditional wall tunnel portal on the tunnel entrance, the new kinds of tunnel portals almost has no influence on the maximum pressure amplitude of the train and tunnel surfaces, but they can ease pressure gradient of the initial compression wave and micro-pressure waves on the tunnel exit, and the mitigation effects of hat peak oblique tunnel portal are the best, in addtion, micro pressure wave amplitude decreases linearly with the decrease of oblique slope of the obliqued tunnel portal.
The best length and enlarged transect ratio of enlarged transect windowless hoods were made clear; and compared to buffer structure, micro pressure wave changes were acquired when the portal is the combination of hat peak oblique and buffer structure; then the best vent ratio and opening form among windowed combination portal studyed in this paper
本文通过求解三维、可压缩、非定常N-S方程,采用滑移网格技术真实模拟隧道内空气的复杂流动,并结合动模型试验,对高铁线路中新型隧道洞门形式下的隧道空气动力效应进行了系统研究,得到了以下重要结论：
隧道入口洞门护坡结构的面积及其斜切斜率基本不影响隧道空气动力效应,隧道出口洞门护坡面积增至9倍隧道净空面积过程中,微气压波幅值明显增大,之后其不随着护坡面积的增大而改变,当出口护坡由竖直变化至斜率1：1.125时,微气压波幅值随着斜切斜率的减小线性降低,之后其基本不随斜率变化而变化。
在隧道的入口端,相比传统的端墙式隧道洞门,新型隧道洞门对车体表面、隧道壁面最大压力幅值基本无影响,但其可缓解初始压缩波的压力梯度和隧道出口微气压波,其中帽檐斜切式隧道洞门的缓解效果最好,另外隧道出口微气压波随隧道洞门斜切斜率的减小近似成线性关系降低。
明确了断面扩大无开孔缓冲结构最佳长度和断面扩大率,得出帽檐斜切式隧道洞门与缓冲结构组合后,隧道出口微气压波相比仅有缓冲结构时的变化规律,在本文研究的开孔式组合洞门中,确定了对隧道气动效应缓解效果最好时的洞门开口率及开孔方式。
The tunnel portal is widely used on New high-speed rail way line, in the current time, the speed of EMU is higher than every time before, and how to use the tunnel portal to alleviate aerodynamic effects of tunnel better has become the key issues that must to be considered and address -ed in high-speed railway tunnel design community,and for the existing line tunnels to adjust to the promoting of the train Speed.
In order to simulate the complex airflow inner tunnel truly, the Navier-Stokes equations with three dimensional, compressible and unsteady viscous fluid were taken as the control equations, and the technology named slippage grid was adopted. Then, the aerodynamic effects of the tunnel under different tunnel portals were studied systemicly combining with the model experiment, and some important conclusions were gained as following:
The area and oblique slope of the slope protection around portal on the tunnnel entrence has little influence on the aerodynamic effects of the tunnel; The micro-pressure amplitude significantly increased until the area of slop protection on the the tunnel exit comes to 9 times of the tunnel area, then it does not change as the increase of the area, and the micro pressure wave amplitude decreases linearly with the decrease of slope protection oblique slope,when the slope of the tunnel exit slope protection changes from vertical to slope of 1:1.125, then micro pressure wave amplitude does not change with changes of the slope.
Compared to the traditional wall tunnel portal on the tunnel entrance, the new kinds of tunnel portals almost has no influence on the maximum pressure amplitude of the train and tunnel surfaces, but they can ease pressure gradient of the initial compression wave and micro-pressure waves on the tunnel exit, and the mitigation effects of hat peak oblique tunnel portal are the best, in addtion, micro pressure wave amplitude decreases linearly with the decrease of oblique slope of the obliqued tunnel portal.
The best length and enlarged transect ratio of enlarged transect windowless hoods were made clear; and compared to buffer structure, micro pressure wave changes were acquired when the portal is the combination of hat peak oblique and buffer structure; then the best vent ratio and opening form among windowed combination portal studyed in this paper
引文
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[3]刘堂红,田红旗,金学松.隧道空气动力学实车试验研究.空气动力学报,2008,26(1)：42-46
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[5]沙森.中耳气压伤——山区火车司机的职业危害.铁道劳动安全卫生与环保,2002,29(6)：12-16
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[7]李新霞,宋雷鸣,张新华.微气压波的产生机理与防治措施.噪声与振动控制,2006,4(2)：70-73
[8]赵文成,高波,王英学.高速铁路隧道口微压波减缓措施的分析.地下空间与工程学报,2005,1(2)：274-277
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[38]Ogawa T. etc. Numerical investigation of three-dimensional compressible flows induced by a train moving into a tunnel. Computer & Fluids,1997,26(6): 565-585
[39]C-H Shin, etc. Numerical study of flow characteristics of the high-speed train entering into a tunnel. Mechanics Research Communication,2003,30(6): 287-296
[40]Suzuki M. Unsteady aerodynamic force acting on high-speed trains in a tunnel. QR of RTRI,2001,42(2):89-93
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[2]李志伟.辅助工程措施对隧道空气动力效应影响的研究：[硕士学位论文].湖南：中南大学,2007：1
[3]刘堂红,田红旗,金学松.隧道空气动力学实车试验研究.空气动力学报,2008,26(1)：42-46
[4]王悦新,刘启深.降低高速铁路隧道空气动力效应的工程对策.铁道建筑,1994,2(1)：10-13
[5]沙森.中耳气压伤——山区火车司机的职业危害.铁道劳动安全卫生与环保,2002,29(6)：12-16
[6]王悦新,张番,钟世航.高速列车通过隧道时产生的瞬变压力场和舒适度标准.世界隧道,1994,1(3)：10-12
[7]李新霞,宋雷鸣,张新华.微气压波的产生机理与防治措施.噪声与振动控制,2006,4(2)：70-73
[8]赵文成,高波,王英学.高速铁路隧道口微压波减缓措施的分析.地下空间与工程学报,2005,1(2)：274-277
[9]Railway Technical Research Institute. Studies of micro-pressure wave radiated from a tunnel exit.Japan:Railway Technical Research Institute,1979:39-41
[10]S.Ozawa, T.Maeda,T.Matsumura, K.Uchida.Micro-pressure wave radiating from exits of Shinkansen tunnels. Quarterly Reports of RTRI3,1993,4(2):134-140
[11]M.Bellenous, V.Moriniere, T.Kageyama.Experimental 3D simulation of the compression wave due to train-tunnelentry.Journal of Fluids and Structures,2002,16 (5):581-598.
[12]K.Nakade, M.Suzuki, H.Fujimoto. Interaction between vehicle vibration and aerodynamic force on high-speed train running in tunnel. Vehicle System Dynamics,2004,5(2):717-723
[13]T. Hara. Aerodynamic force acting on a high speed train at tunnel entrance. Quarterly Report of RTRI,1961,1 (2):56-63
[14]A. Yamamoto. Pressure variations aerodynamic drag of train and natural ventilation in Shinkansen type tunnel.Quarterly Report of RTRI,1974,15 (4): 207-214
[15]熊小慧,梁习锋.双层集装箱列车过隧道空气压差阻力实验研究.实验流体 力学,2006,20(3)：18-22
[16]Vardy, A.E.Aerodynamic drag on trains in tunnels.Part 2.Prediction and validation. Proceedings of the Institution of Mechanical Engineers, Part F:Journal of Rail and Rapid Transit,1996,210(1):39-49
[17]Ido, Atsushi, Nippon Kikai Gakkai Ronbunshu, B. Method for estimating the reduced quantity of aerodynamic drag of trains. Hen/Transactions of the Japan Society of Mechanical Engineers,2003,20(3):37-43
[18]Maeda, Tatsuo, Ozawa, ect. Aerodynamic Drag of Series 200 Shinkansen Train. Railway Technical Research Institute,1984,25(4):140-143
[19]Woodhead C A, Fox J A, Vardy A E. Analysis of water curtains in transient gas flows in ducts. Proceedings of the Second International Conference on Pressure Surges.BHRA Fluid Engineering, Cranfield, UK,1976,5(6):123-134
[20]张畲译.高速列车通过隧道时产生的瞬变压力.铁道建筑,1994,2(5)：33-36.
[21]Aoxi T, Matsuo K, Hidaka H. et al. Attention and distorsion of propagating compression waves in a high-speed railway model and in real tunnel.in:20 th Interntiollal Symposium on Shock Waves.Marseille,France,1995,3(5):178-184
[22]前天达夫,袁顺德.高速铁路的空气动力学现象与环境问题.隧道及地下工程,1999,6(1)：56-59
[23]Mashimo S, Iwamoto K, Aoki T. Characteristics of compression wave generated by a high-speed train entering tunnel. Engineering Sciences Reports, 1997,18(4):297-302
[24]A. Yamamoto, S.Ozawa, T.Maeda. Reduction of micro-pressure wave adiated from exit by side branches in tunnel.QR OF RTRI,1984,25(3):102-105
[25]Tollmein W. Luftwidest and druckverlauf bei fahrt von zugen in einem tunnel. Z. Ver Dtsch. Ing,1927,71 (6):199-203
[26]Woods W A, Pope C W. A generalized flow prediction method for the unstesdy flow generated by a train in a single-track tunnel. Journal of Wind Engineering and Industrial Aerodynamics,1981,20(7):331-360
[27]A. Woods, C.P. Pope. On the range of simplified one dimensional theories for alculating unsteady flows in railway tunnels. Proc. Third Int. Symp. on the Aerodynamics and Ventilation of Vehicle tunnels,1979,3 (8):19-21
[28]Valensi J.etc. Theoretical and experimental investigation of the piston effect in a twin tunnel.2nd ISAVVT, BHRA, Paper E3,1976,5(6):225-229
[29]S.Ozawa.Countermeasures to reduce booms from exits of Shinkansen tunnel. Japanese Railway Engineering,1984,24(5):2-5
[30]A.Yamamoto.Micro-pressure wave radiated from tunnel exit. Physical Society of Japan,1977,4(6):213-217
[31]A.Yamamoto. Aerodynamics of train in tunnel. Proe. Lecture Meeting of the RTRI,1975,16(5):13-16
[32]S.Ozawa,T.Maeda, Tmatsumur, K.Uchid. Micro-pressure wave radiating from exits of Shinkansen tunnel. Journal of Sound and Vibration,1993,4(2):130-140
[33]Steinbeuer J. Calculation of unsteady pressures during passing and tunnel entrance of trains. ASME Aerodynamics of transportation,1979,6(2):18-20
[34]Berenger T. Panel method applied to the prediction of unsteady caused by high-speed trains passing in the open air and in tunnels. Springer-Verlag Berlin: Notes on numerical Fluid Mchanics 79,2002:1-10
[35]Aita S. CFD aerodynamics of the French high-speed train. SAE920343,1992,6(8):146-153
[37]Fujii K.etc. Aerodynamics of high-speed trains passing by each other. Computer & Fluids,1995,24(8):897-908
[38]Ogawa T. etc. Numerical investigation of three-dimensional compressible flows induced by a train moving into a tunnel. Computer & Fluids,1997,26(6): 565-585
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