CN114139255A - Method for calculating position of middle air shaft at entrance section of high-speed subway tunnel - Google Patents

Method for calculating position of middle air shaft at entrance section of high-speed subway tunnel Download PDF

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CN114139255A
CN114139255A CN202111414514.8A CN202111414514A CN114139255A CN 114139255 A CN114139255 A CN 114139255A CN 202111414514 A CN202111414514 A CN 202111414514A CN 114139255 A CN114139255 A CN 114139255A
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叶天震
卜永和
王媛媛
那艳玲
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Tianjin University
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Abstract

The invention discloses a method for calculating the reasonable setting of the position of a middle air shaft at the entrance section of a high-speed subway tunnel, which comprises the steps of simultaneously acting an expansion wave reflected by the middle air shaft at the entrance section and an expansion wave generated when a subway train tail drives into a tunnel portal on a train, transmitting a compression wave and the expansion wave in a subway tunnel at sound velocity, avoiding the phenomenon that the expansion wave generated when the subway train tail drives into the tunnel portal and the expansion wave reflected by the middle air shaft at the entrance section of the tunnel are superposed and simultaneously act on the surface of the train, establishing a condition met by the position of the middle air shaft at the entrance section of the tunnel on the basis of aerodynamics, obtaining the change relation of the expansion wave, the compression wave and the position of the train head and the train tail of the subway train along with time, and further deducing an expression of the starting time and the ending time of the expansion wave reflected by the middle air shaft and the expansion wave generated when the subway train tail enters into the tunnel. Finally, the distance between the middle air shaft and the tunnel entrance is determined, so that the comfort problems of discomfort of the ears of passengers and drivers and passengers, eardrum pain and the like are solved.

Description

Method for calculating position of middle air shaft at entrance section of high-speed subway tunnel
Technical Field
The invention relates to the technical field of high-speed subway tunnel aerodynamics, in particular to a calculation method for reasonably setting the position of a middle air shaft at an entrance section of a high-speed subway tunnel.
Background
Urban rail transit is the development direction of modern large-scale urban traffic. The development of rail transit is an effective way for solving the diseases of the big cities, and is also an effective way for building green cities and intelligent cities. The movement of a high speed train causes significant changes in the air flow around the train and also changes in the air flow around the train over a distance. Different from the open-line running, when a train passes through a tunnel entrance at a high speed, due to the restraint and retardation of the wall surface of the tunnel, gas in front of a train head cannot diffuse around in time, severe compression occurs to form compression waves, airflow forms streaming around the train, the tail of the train forms negative pressure, and expansion waves are generated behind the tail of the train. Compression wave and expansion wave propagate with the sound velocity in the tunnel to in the tunnel repeated reflection, cause in the tunnel, tunnel surface, train surface and car internal pressure violent change, frequent change's pressure wave passes through the automobile body gap and spreads into the interior environment of worsening by bus in the carriage in the tunnel, after pressure fluctuation in the car, pressure gradient surpass a definite value, will cause passenger, driver and passengers' ear discomfort, the painful travelling comfort problem such as eardrum.
Disclosure of Invention
Aiming at the prior art, the invention provides a method for calculating the reasonable setting of the position of the middle air shaft at the entrance section of the high-speed subway tunnel, which deduces the reasonable setting position of the middle air shaft at the entrance section of the tunnel under different working conditions through theoretical calculation, and avoids the phenomenon that the pressure change rate in a subway carriage does not meet the standard requirement and influences the comfort of passengers because the expansion wave reflected by the air shaft at the entrance section and the expansion wave generated by the train tail entering the tunnel entrance simultaneously act on the train.
In order to solve the technical problems, the invention provides a method for reasonably setting the position of a middle air shaft at the entrance section of a high-speed subway tunnel, which is used for avoiding the superposition of an expansion wave generated when a subway train tail drives into a tunnel portal and an expansion wave reflected by the middle air shaft at the entrance section of the tunnel and simultaneously acting on the surface of a train, establishing a condition met by the position of the middle air shaft at the entrance section of the tunnel based on aerodynamics, obtaining a change relation of the expansion wave, a compression wave and the position of the train head and the train tail of the subway train along with time, deducing an expression of the expansion wave reflected by the middle air shaft and the expansion wave generated when the train tail enters the tunnel portal and acts on a train carriage starting time and ending time through the change relation of the expansion wave, the compression wave and the position of the train head and the train tail along with time, and finally determining the distance between the middle air shaft at the entrance section and the entrance of the tunnel. The specific method comprises the following steps:
the compression wave and the expansion wave are propagated in the subway tunnel at the speed of 340m/s, in a plane rectangular coordinate system, the position of the tunnel entrance is taken as the origin of coordinates of a vertical axis, the vertical axis represents the distance between the train and the expansion wave and the compression wave from the tunnel entrance,
the horizontal axis represents the time of the train running in the tunnel and the propagation of the compression wave and the expansion wave in the tunnel;
when t is 0, the subway train head drives into the tunnel, then: the change curve of the position of the subway train head in the tunnel along with the time is as follows: x is the number of1Vt, t represents time, unit: second; v represents the subway train running speed, unit: m/s; the change curve of the position of the subway train tail in the tunnel along with the time is as follows: x is the number of2And L is the total length of the subway train, unit: rice; compression wave y generated when subway train head drives into tunnel portal1Position profile over time: y is1340 t; compression wave y generated when subway train head drives into tunnel portal1Expansion wave p generated by reflection when propagating to middle air shaft of inlet section1Position profile over time: p is a radical of1-340t +2X, X denoting the distance of the intermediate air shaft of the inlet section from the tunnel inlet; expansion wave p generated when subway train tail drives into tunnel portal2Position profile over time:
Figure BDA0003374765660000021
in order to avoid the superposition of the expansion wave generated when the tail of the subway train drives into the tunnel portal and the expansion wave reflected by the middle air shaft at the tunnel portal section and simultaneously doThe coating is used on the surface of a train and meets the following conditions:
t3＞t2or t4＜t1
In the formula: t is t1Is a wave of expansion p2Acting on the moment when the train starts; t is t2Is a wave of expansion p2Acting on the moment when the train ends; t is t3Expansion wave p1Acting on the moment when the train starts; t is t4Expansion wave p1Acting on the moment when the train ends; t is t1Is a wave of expansion p2Acting on the moment when the train tail starts: t is t1＝L/v，t2Is a wave of expansion p2Acting on the moment when the train head ends:
Figure BDA0003374765660000022
t3is a wave of expansion p1Acting on the moment of start of train:
Figure BDA0003374765660000023
t4is a wave of expansion p1Acting on the moment of train end:
Figure BDA0003374765660000024
the distance from the middle air shaft to the tunnel entrance is as follows:
Figure BDA0003374765660000025
or
Figure BDA0003374765660000026
Compared with the prior art, the invention has the beneficial effects that:
in the method, in order to reduce the pressure change rate in the subway carriage, a numerical model comprising the train, the entrance tunnel section and the entrance section middle air shaft is established, the pressure generated when the high-speed subway train drives into the tunnel portal from an open line is simulated, and the propagation mechanism of compression waves and expansion waves is analyzed, so that the expansion waves generated when the train tail drives into the tunnel portal and the expansion waves reflected by the tunnel entrance section middle air shaft are prevented from being superposed and simultaneously acting on the surface of the train. Accordingly, from the aerodynamic point of view, the condition that the position of the air shaft in the middle of the tunnel entrance section should meet is theoretically calculated. Thereby overcoming the comfort problems of uncomfortable ears, eardrum pain and the like of passengers and drivers and passengers.
Drawings
Fig. 1 is a propagation schematic diagram of compression waves and expansion waves generated when a high-speed subway drives into a tunnel portal.
Detailed Description
The invention will be further described with reference to the following figures and specific examples, which are not intended to limit the invention in any way.
As shown in fig. 1, in the propagation schematic diagram of the compression wave and the expansion wave generated when the high-speed subway drives into the tunnel portal, the position of the tunnel portal is taken as the origin of coordinates, the positive direction of the y axis is taken along the length direction of the tunnel, and the horizontal axis represents time. In the figure, X represents the position of the intermediate air shaft in the tunnel entrance section; x is the number of1And x2Respectively showing the change curves of the positions of the head and the tail of the subway train in the tunnel along with the time; y is1Representing a position curve of compression waves generated when the vehicle head drives into the tunnel portal along with the propagation of time; p is a radical of1Representing compressional wave y1When the expansion wave is transmitted to the middle air shaft, the expansion wave generated by reflection is generated, and the expansion wave after reflection is transmitted to the tunnel portal; p is a radical of2And the position curve of the expansion wave generated when the tail of the vehicle drives into the tunnel portal along with the time is shown. t represents time, unit: second(s); v represents the subway train running speed, unit: meters per second (m/s); l is the total length of the subway train, unit: and (m) rice.
When t is 0, the head of the subway train drives into the tunnel, and the relation of each variable is as follows:
the position of the vehicle head: x is the number of1＝vt
Vehicle tail position: x is the number of2＝vt-L
The locomotive generates compression waves: y is1＝340t
Air shaft reflection y1The generated expansion wave: p is a radical of1＝-340t+2X
Bulge wave generated at tail:
Figure BDA0003374765660000031
expansion wave p2Acting on the moment of start of train: t is t1＝L/v
Expansion wave p2Acting on the moment of train end:
Figure BDA0003374765660000032
expansion wave p1Acting on the moment of start of train:
Figure BDA0003374765660000033
expansion wave p1Acting on the moment of train end:
Figure BDA0003374765660000034
to avoid the bulge wave p1And p2Simultaneously acts on the train and meets the following conditions:
t3＞t2or t4＜t1 (1)
In the formula: t is t1Is a wave of expansion p2Acting on the moment when the train starts; t is t2Is a wave of expansion p2Acting on the moment when the train ends; t is t3Expansion wave p1Acting on the moment when the train starts; t is t4Expansion wave p1Acting on the moment of train end.
The reasonable position of the air shaft can be obtained by the formula (1) and the reasonable position of the air shaft can meet the following requirements:
Figure BDA0003374765660000035
or
Figure BDA0003374765660000036
According to the analysis results, the reasonable position of the air shaft is influenced by the running speed of the subway train and the length of the train.
If the speed grade of the subway train is 120km/h, namely v is 120km/h is 33.33m/s, the length of the 8-section marshalling subway train is 185m, namely L is 185m, the calculation is carried out by substituting the formula (2), X is more than 1149m or X is less than 944m, namely the distance between the middle air shaft and the tunnel entrance is more than 1149m or less than 944m, and the expansion waves can be prevented from simultaneously acting on the train.
While the present invention has been described with reference to the accompanying drawings, the present invention is not limited to the above-described embodiments, which are illustrative only and not restrictive, and various modifications which do not depart from the spirit of the present invention and which are intended to be covered by the claims of the present invention may be made by those skilled in the art.

Claims (3)

1. A method for calculating reasonable setting of the position of a middle air shaft at the entrance section of a high-speed subway tunnel is characterized in that expansion waves generated when train tails of a subway train drive into a tunnel portal and expansion waves generated when the train tails of the subway train drive into the tunnel portal act on a train at the same time, compression waves and the expansion waves are propagated in the subway tunnel at sound velocity.
2. The method for calculating the reasonable setting of the position of the middle air shaft at the entrance section of the high-speed subway tunnel according to claim 1, wherein an expression of the expansion wave reflected by the middle air shaft at the entrance section and the expansion wave generated when the tail of the subway train enters the tunnel to act on the start time and the end time of the train carriage is deduced according to the change relation of the expansion wave, the compression wave and the positions of the train head and the train tail of the subway train along with time.
3. The method for calculating the reasonable setting of the position of the middle air shaft at the entrance section of the high-speed subway tunnel according to claim 2, wherein the compression wave and the expansion wave are propagated in the subway tunnel at a speed of 340m/s, in a plane rectangular coordinate system, the position of the entrance of the tunnel is taken as a coordinate origin of a vertical axis, the vertical axis represents the distance between the train and the expansion wave and the compression wave from the entrance of the tunnel, and the horizontal axis represents the time for the train to travel in the tunnel and the propagation of the compression wave and the expansion wave in the tunnel;
when t is 0, the subway train head drives into the tunnel, then:
the change curve of the position of the subway train head in the tunnel along with the time is as follows:
x1＝vt
t represents time, unit: second; v represents the subway train running speed, unit: m/s;
the change curve of the position of the subway train tail in the tunnel along with the time is as follows:
x2＝vt-L
l is the total length of the subway train, unit: rice;
compression wave y generated when subway train head drives into tunnel portal1Position profile over time:
y1＝340t
compression wave y generated when subway train head drives into tunnel portal1Expansion wave p generated by reflection when propagating to middle air shaft of inlet section1Position profile over time:
p1＝-340t+2X
x represents the distance between the middle air shaft of the inlet section and the inlet of the tunnel;
expansion wave p generated when subway train tail drives into tunnel portal2Position profile over time:
Figure FDA0003374765650000011
the expansion wave generated when the tail of the subway train drives into the tunnel portal and the expansion wave reflected by the air shaft in the middle of the tunnel entrance section are prevented from being superposed and simultaneously acting on the surface of the train, and the following conditions are met:
t3＞t2or t4＜t1
In the formula: t is t1Is a wave of expansion p2Acting on the moment when the train starts; t is t2Is a wave of expansion p2Acting on the moment when the train ends; t is t3Is a wave of expansion p1Acting on the moment when the train starts; t is t4Is a wave of expansion p1Acting on the moment when the train ends;
t1is a wave of expansion p2Acting on the moment when the train tail starts: t is t1＝L/v，t2Is a wave of expansion p2Acting on the moment when the train head ends:
Figure FDA0003374765650000021
t3is a wave of expansion p1Acting on the moment when the train head starts:
Figure FDA0003374765650000022
t4is a wave of expansion p1Moment acting on train tail end:
Figure FDA0003374765650000023
the distance from the middle air shaft to the tunnel entrance is as follows:
Figure FDA0003374765650000024
or
Figure FDA0003374765650000025
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Citations (5)

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Publication number Priority date Publication date Assignee Title
JPH06264690A (en) * 1993-03-16 1994-09-20 Hitachi Ltd Tunnel for high speed car
CN101697173A (en) * 2009-10-26 2010-04-21 中南大学 Method for calculating micro-pressure waves generated in process of passing through tunnel by high-speed train
CN102043871A (en) * 2009-10-26 2011-05-04 中南大学 Method for solving aerodynamic effect of long tunnel or tunnel group
KR101394980B1 (en) * 2012-11-27 2014-05-14 한국철도기술연구원 Apparatus and hood of train tunnel for reduction of wind pressure
CN207144952U (en) * 2017-08-18 2018-03-27 中铁第四勘察设计院集团有限公司 A kind of high speed subway tunnel portal aerodynamic effect buffer structure

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06264690A (en) * 1993-03-16 1994-09-20 Hitachi Ltd Tunnel for high speed car
CN101697173A (en) * 2009-10-26 2010-04-21 中南大学 Method for calculating micro-pressure waves generated in process of passing through tunnel by high-speed train
CN102043871A (en) * 2009-10-26 2011-05-04 中南大学 Method for solving aerodynamic effect of long tunnel or tunnel group
KR101394980B1 (en) * 2012-11-27 2014-05-14 한국철도기술연구원 Apparatus and hood of train tunnel for reduction of wind pressure
CN207144952U (en) * 2017-08-18 2018-03-27 中铁第四勘察设计院集团有限公司 A kind of high speed subway tunnel portal aerodynamic effect buffer structure

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
李伟;李国庆;王媛媛;: "浅谈建筑住宅水、暖、电管井设计", 现代物业(上旬刊), no. 07, 5 July 2012 (2012-07-05) *
杨波;施柱;那艳玲;熊小慧;朱亮;何钊: "地铁中间风井前变速运行对乘客舒适性影响", 铁道科学与工程学报, no. 006, 15 June 2021 (2021-06-15) *

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