某特长水下隧道气动效应试验研究  

Experimental Research on the Aerodynamics Effect of an Extra-Long Underwater Tunnel

作　　者：马伟斌[1] 俞翰斌[2] 付连著[2] 张千里[1] 程爱君[1] 

机构地区：[1]中国铁道科学研究院铁道建筑研究所,北京100081 [2]中国铁道科学研究院科研开发处,北京100081

出　　处：《中国铁道科学》2012年第1期41-46,共6页China Railway Science

基　　金：铁道部科技研究开发计划项目(11140F32)

摘　　要：采用CRH2-061C动车组,以180～320km.h-1速度往返运行,对某特长水下隧道下行线进行气动效应试验研究。研究结果表明:隧道内瞬变压力、列车风、气动载荷和隧道洞口微气压波值均随着车速的增加而增加,车厢内舒适度随着车速的增加而减少;隧道南口的微气压波值、首波压力梯度均小于北口,这主要是由于南、北口的缓冲结构型式存在差异;隧道内附属设施受到的气动荷载、车内气压3s变化值均在相关标准的要求值之内;车速大于250km.h-1时,乘员有耳鸣和不舒适感。根据研究结果提出如下建议:CRH2-061C动车组通过该隧道的合理速度为260km.h-1;开启隧道内联络通道或布置吸能材料以衰减压力波的传播能量;研究制订复合型舒适度控制标准。Experimental research was carried through on the aerodynamic effects produced by CRH2-061C EMU passing the down line of an extra-long underwater tunnel with the speed from 180 to 320 km·h-1 round trip by means of field test.Results show that the transient pressure,train induced wind and aerodynamic load inside tunnel as well as the micro-pressure waves increase with vehicle speed,while the comfort degree decreases with vehicle speed.Both the micro-pressure waves and the first wave pressure gradient of the south entrance of the tunnel are less than those of the north entrance.The chief reason is that the buffer structural types of the entrances are different.The aerodynamic load of ancillary facility in tunnel and the change value of 3 s transient pressure in the train are below the required values of relevant standard.Passengers feel an aural discomfort caused by pressure change when CRH2-061C EMU passes the tunnel with a speed over 250 km·h-1.Based on the results,we suggest that the reasonable negotiation speed of CRH2-061C EMU should be 260 km·h-1.Connected aisle in tunnel should be opened or energy absorbing material should be fixed up to attenuate the propagation energy of pressure wave.Compound control standard for comfort degree is studied and proposed.

关 键 词：水下隧道 气动效应 瞬变压力 微气压波 舒适度 现场测试 试验研究 

分 类 号：U45[建筑科学—桥梁与隧道工程]