曲线公路隧道营运通风关键参数研究
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摘要
随着我国公路隧道事业的不断发展,纵多复杂化的公路隧道不断的涌现出来,对通风基础理论及隧道通风系统提出了更高的要求。本论文依托目前正在修建的双螺旋曲线隧道即干海子隧道和铁寨子Ⅰ号隧道工程,采用了数值计算、试验及现场测试相结合的手段,对隧道通风的基础理论及曲线隧道营运通风系统中的关键参数进行了系统、详细的研究。研究的结果主要体现在以下几个方面。
隧道内及管道内非稳态流动条件下,瞬态壁面摩擦阻力较稳态壁面摩擦阻力存在一定的差别。论文以管道系统为研究对象,对流量线性增长和递减多种工况进行了试验研究。研究结果表明,对于流量线性递增工况,瞬态壁面切应力表现出四个阶段,阶段一瞬态壁面切应力迅速提高并高于稳态壁面切应力,阶段二瞬态壁面切应力缓慢增加并逐渐小于相应稳态值,阶段三瞬态壁面切应力又迅速增加超过稳态值,阶段四瞬态壁面切应力与稳态值的变化保持一致。对于流量线性递减工况,瞬态壁面切应力表现出三个阶段,阶段一和阶段二,瞬态壁面切应力均快速减小并小于相应稳态值,阶段三瞬态壁面切应力缓慢增加并超过稳态值。以上瞬态壁面切应力的变化过程主要是由于非稳态流动惯性和湍流滞后性造成的,这种影响程度及瞬态壁面切应力的变化会随着流动加速度或减速度和初始流动状态的变化而变化。
对曲线隧道沿程阻力采用三维稳态数值计算。结果表明,隧道断面风速和断面形式对沿程阻力系数的影响很小；当半径小于2000m时,沿程阻力系数随曲线隧道半径的减小迅速增大,当半径大于2000m时,曲线隧道沿程阻力系数较直线隧道相差较小。本论文提出了适用于半径小于2000m曲线隧道沿程阻力系数的计算方法。
采用移动网格技术对曲线隧道内汽车产生的交通风力和交通风进行了三维非稳态模拟计算。研究结果发现,曲线隧道内汽车在不同车道行驶时产生的交通风力差别很小；汽车在不同半径曲线隧道内行驶时产生的交通风力差别较大,汽车行驶产生的交通风力随着曲线隧道半径的减小逐渐增加；车速的提高明显有利于提高隧道内交通风的大小,但对汽车有效空气阻力系数将产生负面影响。行车间距的增加将有利于提高隧道内汽车有效空气阻力系数的大小。
对两螺旋曲线隧道射流风机的优化布置采用了三维数值计算和现场实测相结合。研究结果表明,风机组向隧道内侧即左侧移动0.5m时,风机升压折减系数较其他位置明显提高；风机组向隧道外侧即右侧移动时,风机升压折减系数明显降低；当风机组间距为2.4m,风机组向隧道内侧移动0.5m时,风机升压折减系数最高。曲线隧道内射流需经过90-120m才能得到充分的发展,断面平均静压达到最大,隧道进入压力通风段。因此,曲线隧道内射流风机组的纵向间距需大于该距离。
With the development of the business of road tunnel, so many complicated road tunnels have been built, which make a higher request for the tunnel ventilation theory and system. Based on the two cueved tunnels-Ganhaizi tunnel and Tiezhaizi No 1 tunnel under construction, Computational Fluid Dynamic(CFD)、experiment and Field measurement were carried out to study the tunnel ventilation theory and the key parameters of ventilation system systemically and carefully. The main results can be found below.
The transient wall shear stress(WSS) is different from the corresponding steady one under the condition of unsteady flow in tunnels and pipeline. A pipeline is the research objective in this thesis and the ramp-up and ramp-down cases was run in this experiment. The results show that there are four stages for the change of transient WSS in ramp-up cases. It can be found the transient WSS increases rapidly and overshoots the steady value in stage 1, the transient WSS increases slowly and undershoot the steady value in stage 2, the transient WSS increases rapidly and overshoots the steady value again in stage 3 and in stage 4 the transient WSS is almost the same to the steady one. It also can be described three stages for the change of transient WSS in ramp-down cases. The transient WSS decreases significantly and is lower than the steady one in stage 1 and 2, and the transient WSS increases slowly and overshoot the steady one. The behavior of the transient WSS is caused by the flow inertia and turbulence delay, and the extent would change with the change of the acceleration or deceleration and the initial flow state.
A three numerical method was carried out to analyze the ventilation resistance in curved tunnels. The results show that the influence of the air speed and the cross section shape on the resistant coefficient can be ignored. When the curved radius is less than 2000m, the coefficient would increase significantly with the decrease of the radius. When the radius is more than 2000m, the difference of the coefficient between the curved tunnel and the straight tunnel is small. A method was proposed in this thesis.
A three dimensional unsteady numerical analysis using the moving mesh was used to study the traffic force in curved tunnels. The results show that the difference traffic force is too small when running on different lines. However, the difference of the traffic force due to in different curved tunnel is great. The traffic force increases with the decrease of the radius of the curved tunnel. A higher traffic speed would improve the traffic force significantly, but make the adverse impact on the effective drag coefficient of traffics. A longer traffic space would improve the effective drag coefficient of traffics.
A three dimensional numerical analysis and field measurement were used to study the optimal location of jet fans in the two curved tunnel. It also can be found the pressure-rising coefficient would improve when moving the jet fans 0.5m from the centre line towards the convex wall; when moving the jet fans towards the concave wall, the pressure-rising coefficient would decrease significantly. The biggest pressure-rising coefficient is obtained when the fans are arranged according to the distance of 2.4m between the fans, the fans offset of 0.5m from the centre line towards the convex wall. The distance required for pressure to be fully recovered is approximately 90-120m in this study. The cross-sectional static pressure is biggest. Accordingly, the longitudinal distance of jet fans should be more than this value in curved tunnels.
隧道内及管道内非稳态流动条件下,瞬态壁面摩擦阻力较稳态壁面摩擦阻力存在一定的差别。论文以管道系统为研究对象,对流量线性增长和递减多种工况进行了试验研究。研究结果表明,对于流量线性递增工况,瞬态壁面切应力表现出四个阶段,阶段一瞬态壁面切应力迅速提高并高于稳态壁面切应力,阶段二瞬态壁面切应力缓慢增加并逐渐小于相应稳态值,阶段三瞬态壁面切应力又迅速增加超过稳态值,阶段四瞬态壁面切应力与稳态值的变化保持一致。对于流量线性递减工况,瞬态壁面切应力表现出三个阶段,阶段一和阶段二,瞬态壁面切应力均快速减小并小于相应稳态值,阶段三瞬态壁面切应力缓慢增加并超过稳态值。以上瞬态壁面切应力的变化过程主要是由于非稳态流动惯性和湍流滞后性造成的,这种影响程度及瞬态壁面切应力的变化会随着流动加速度或减速度和初始流动状态的变化而变化。
对曲线隧道沿程阻力采用三维稳态数值计算。结果表明,隧道断面风速和断面形式对沿程阻力系数的影响很小；当半径小于2000m时,沿程阻力系数随曲线隧道半径的减小迅速增大,当半径大于2000m时,曲线隧道沿程阻力系数较直线隧道相差较小。本论文提出了适用于半径小于2000m曲线隧道沿程阻力系数的计算方法。
采用移动网格技术对曲线隧道内汽车产生的交通风力和交通风进行了三维非稳态模拟计算。研究结果发现,曲线隧道内汽车在不同车道行驶时产生的交通风力差别很小；汽车在不同半径曲线隧道内行驶时产生的交通风力差别较大,汽车行驶产生的交通风力随着曲线隧道半径的减小逐渐增加；车速的提高明显有利于提高隧道内交通风的大小,但对汽车有效空气阻力系数将产生负面影响。行车间距的增加将有利于提高隧道内汽车有效空气阻力系数的大小。
对两螺旋曲线隧道射流风机的优化布置采用了三维数值计算和现场实测相结合。研究结果表明,风机组向隧道内侧即左侧移动0.5m时,风机升压折减系数较其他位置明显提高；风机组向隧道外侧即右侧移动时,风机升压折减系数明显降低；当风机组间距为2.4m,风机组向隧道内侧移动0.5m时,风机升压折减系数最高。曲线隧道内射流需经过90-120m才能得到充分的发展,断面平均静压达到最大,隧道进入压力通风段。因此,曲线隧道内射流风机组的纵向间距需大于该距离。
With the development of the business of road tunnel, so many complicated road tunnels have been built, which make a higher request for the tunnel ventilation theory and system. Based on the two cueved tunnels-Ganhaizi tunnel and Tiezhaizi No 1 tunnel under construction, Computational Fluid Dynamic(CFD)、experiment and Field measurement were carried out to study the tunnel ventilation theory and the key parameters of ventilation system systemically and carefully. The main results can be found below.
The transient wall shear stress(WSS) is different from the corresponding steady one under the condition of unsteady flow in tunnels and pipeline. A pipeline is the research objective in this thesis and the ramp-up and ramp-down cases was run in this experiment. The results show that there are four stages for the change of transient WSS in ramp-up cases. It can be found the transient WSS increases rapidly and overshoots the steady value in stage 1, the transient WSS increases slowly and undershoot the steady value in stage 2, the transient WSS increases rapidly and overshoots the steady value again in stage 3 and in stage 4 the transient WSS is almost the same to the steady one. It also can be described three stages for the change of transient WSS in ramp-down cases. The transient WSS decreases significantly and is lower than the steady one in stage 1 and 2, and the transient WSS increases slowly and overshoot the steady one. The behavior of the transient WSS is caused by the flow inertia and turbulence delay, and the extent would change with the change of the acceleration or deceleration and the initial flow state.
A three numerical method was carried out to analyze the ventilation resistance in curved tunnels. The results show that the influence of the air speed and the cross section shape on the resistant coefficient can be ignored. When the curved radius is less than 2000m, the coefficient would increase significantly with the decrease of the radius. When the radius is more than 2000m, the difference of the coefficient between the curved tunnel and the straight tunnel is small. A method was proposed in this thesis.
A three dimensional unsteady numerical analysis using the moving mesh was used to study the traffic force in curved tunnels. The results show that the difference traffic force is too small when running on different lines. However, the difference of the traffic force due to in different curved tunnel is great. The traffic force increases with the decrease of the radius of the curved tunnel. A higher traffic speed would improve the traffic force significantly, but make the adverse impact on the effective drag coefficient of traffics. A longer traffic space would improve the effective drag coefficient of traffics.
A three dimensional numerical analysis and field measurement were used to study the optimal location of jet fans in the two curved tunnel. It also can be found the pressure-rising coefficient would improve when moving the jet fans 0.5m from the centre line towards the convex wall; when moving the jet fans towards the concave wall, the pressure-rising coefficient would decrease significantly. The biggest pressure-rising coefficient is obtained when the fans are arranged according to the distance of 2.4m between the fans, the fans offset of 0.5m from the centre line towards the convex wall. The distance required for pressure to be fully recovered is approximately 90-120m in this study. The cross-sectional static pressure is biggest. Accordingly, the longitudinal distance of jet fans should be more than this value in curved tunnels.
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