CN114139255B - Calculation method for middle wind well position of entrance section of high-speed subway tunnel - Google Patents
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Abstract
The invention discloses a calculation method for reasonably setting the position of an intermediate wind well at an entrance section of a high-speed subway tunnel, wherein expansion waves reflected by the intermediate wind well at the entrance section and expansion waves generated when the tail of a subway train enters a tunnel opening act on a train at the same time, compression waves and expansion waves propagate in the subway tunnel at sound velocity, in order to prevent the expansion waves generated when the tail of the subway train enters the tunnel opening from overlapping with the expansion waves reflected by the intermediate wind well at the entrance section and acting on the surface of the train at the same time, the condition that the position of the intermediate wind well at the entrance section of the tunnel meets is established based on aerodynamics, the change relation of the positions of the expansion waves, the compression waves and the tail of the subway train along with time is obtained, and the expression that the expansion waves reflected by the intermediate wind well and the expansion waves generated when the tail of the subway train enters the tunnel act on the beginning and ending moments of the train carriage is further deduced. And finally, the distance between the middle air shaft and the tunnel entrance is determined, so that comfort problems such as discomfort of ears of passengers and drivers and passengers, eardrum pain and the like are solved.
Description
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 wind well at an entrance section of a high-speed subway tunnel.
Background
Urban rail transit is the direction of development of modern large urban traffic. The development of rail transit is an effective way for solving the problem of large city diseases, 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 airflow around the train and also changes the airflow around the train over a distance. Different from open-line running, when the train passes through the tunnel portal at a high speed, due to the restraint and blocking effects of the tunnel wall surface, the gas in front of the train head cannot be timely diffused to the periphery, severe compression occurs, compression waves are formed, airflow forms a bypass along the periphery of the train, negative pressure is formed at the tail of the train, and expansion waves are generated at the rear of the train tail. The compression wave and the expansion wave are transmitted in the tunnel at sound velocity and repeatedly reflected in the tunnel, so that severe changes of the tunnel, the tunnel surface, the outer surface of the train and the pressure in the car are caused, the pressure wave frequently changed in the tunnel is transmitted into the car through the car body gap to deteriorate the riding environment, and when the fluctuation of the pressure in the car and the pressure gradient exceed certain values, the comfort problems of discomfort of ears, eardrum pains and the like of passengers and drivers and passengers are caused.
Disclosure of Invention
According to the calculation method for reasonably setting the middle wind well position of the entrance section of the high-speed subway tunnel, the reasonable setting positions of the middle wind well of the entrance section of the tunnel are deduced through theoretical calculation, and the phenomenon that the expansion wave reflected by the wind well of the entrance section and the expansion wave generated when the tail of a train enters the tunnel entrance simultaneously act on the train to cause that the pressure change rate of the carriage of the subway does not meet the standard requirement and influence the comfort of passengers is avoided.
In order to solve the technical problems, the calculation method for reasonably setting the position of the middle wind well at the entrance section of the high-speed subway tunnel is provided, in order to prevent the expansion wave generated when the tail of the subway train enters the tunnel entrance section from being overlapped with the expansion wave reflected by the middle wind well at the entrance section of the tunnel and acting on the surface of the train at the same time, the condition that the position of the middle wind well at the entrance section of the tunnel meets is established based on aerodynamics, the change relation of the positions of the expansion wave, the compression wave and the tail of the subway train along with time is obtained, and the expression of the expansion wave reflected by the middle wind well and the expansion wave generated when the tail of the subway train enters the tunnel entrance section acting on the beginning and ending time of the train carriage is deduced, and finally the distance between the middle wind well at the entrance section of the tunnel is determined. The specific method comprises the following steps:
the compression wave and the expansion wave propagate at the speed of 340m/s in the subway tunnel, in a plane rectangular coordinate system, the position of the tunnel entrance is taken as the origin of the coordinates of the vertical axis, the vertical axis represents the distance between the train and the expansion wave and the distance between the compression wave and the tunnel entrance,
The horizontal axis represents the time when the train travels in the tunnel and the compression wave and expansion wave travel in the tunnel;
At time t=0, when the subway train head enters the tunnel, then: the change curve of the position of the subway train head in the tunnel along with time: x 1 = vt, t represents time in units: second, wherein the second is; v represents the running speed of the subway train, unit: rice/sec; change curve of position of subway train tail in tunnel with time: x 2 =vt-L, L is the total length of the subway train, unit: rice; position curve of compression wave y 1 generated when subway train headstock enters tunnel portal and spread along with time: y 1 = 340t; position curve of expansion wave p 1 generated by reflection when compression wave y 1 generated when subway train headstock enters tunnel portal propagates to middle wind well in entrance section and propagates along with time: p 1 = -340t+2x, x represents the distance of the middle wind well of the entrance section from the tunnel entrance; position curve of expansion wave p 2 generated when subway train tail enters tunnel portal and spread along with time: In order to prevent the expansion wave generated when the tail of the subway train enters the tunnel portal from being overlapped with the expansion wave reflected by the middle wind well at the tunnel entrance section and simultaneously acting on the surface of the train, the following conditions are satisfied:
t 3＞t2 or t 4＜t1
Wherein: t 1 is the time when the expansion wave p 2 acts on the start of the train; t 2 is the time when the expansion wave p 2 acts on the end of the train; t 3 expansion wave p 1 acts on the moment when the train starts; t 4 the moment when the expansion wave p 1 acts on the end of the train; t 1 is the time when the expansion wave p 2 acts on the train tail: t 1＝L/v,t2 is the time when the expansion wave p 2 acts on the end of the train head: t 3 is the time when the expansion wave p 1 acts on the start of the train: /(I) T 4 is the time when the expansion wave p 1 acts on the end of the train: /(I)The distance from the middle wind well to the tunnel entrance is as follows:
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Compared with the prior art, the invention has the beneficial effects that:
In the method, in order to reduce the pressure change rate in a subway carriage, the numerical model comprising a train, an entrance tunnel section and an entrance section middle wind shaft is established to simulate the pressure generated when a high-speed subway train enters a tunnel portal from an open line, and the propagation mechanism of compression waves and expansion waves is analyzed to obtain the aim that the superposition of the expansion waves generated when a train tail enters the tunnel portal and the expansion waves reflected by the tunnel entrance section middle wind shaft is avoided and simultaneously acted on the surface of the train. Accordingly, from the aerodynamic point of view, theoretical calculation is performed on the condition that the position of the intermediate wind shaft in the tunnel entrance section should satisfy. Thereby overcoming the comfort problems of uncomfortable ears, eardrum pains and the like of passengers, drivers and passengers.
Drawings
Fig. 1 is a schematic diagram of propagation of compression waves and expansion waves generated when a high-speed subway enters a tunnel portal.
Detailed Description
The invention will now be further described with reference to the accompanying drawings and specific examples, which are in no way limiting.
As shown in fig. 1, in a propagation schematic diagram of compression waves and expansion waves generated when a high-speed subway enters a tunnel entrance, a tunnel entrance position is taken as an origin of coordinates, a y-axis positive direction is taken along a tunnel longitudinal direction, and a horizontal axis represents time. In the figure, X represents the position of the middle wind well at the entrance section of the tunnel; x 1 and x 2 respectively represent the change curves of the positions of the head and tail of the subway train in the tunnel along with time; y 1 represents a position curve of propagation of compression waves generated when the vehicle head enters the tunnel portal along with time; p 1 represents an expansion wave generated by reflection when the compression wave y 1 propagates to the middle wind well, and the reflected expansion wave propagates to the tunnel portal; p 2 represents a position curve of expansion wave propagation with time generated when the vehicle tail enters the tunnel portal. t represents time, unit: second(s); v represents the running speed of the subway train, unit: meter/second (m/s); l is the total length of the subway train, unit: rice (m).
At time t=0, the subway train head enters the tunnel, and the variable relation is as follows:
Headstock position: x 1 = vt
Tail position: x 2 =vt-L
The headstock generates compression waves: y 1 =340 t
The wind shaft reflects the expansion wave generated by y 1: p 1 = -340t+2x
Expansion wave generated by the tail of the vehicle:
The expansion wave p 2 acts on the moment when the train starts: t 1 =l/v
The expansion wave p 2 acts at the end of train:
The expansion wave p 1 acts on the moment when the train starts:
the expansion wave p 1 acts at the end of train:
in order to avoid the simultaneous action of the expansion waves p 1 and p 2 on the train, the following conditions should be satisfied:
t 3＞t2 or t 4＜t1 (1)
Wherein: t 1 is the time when the expansion wave p 2 acts on the start of the train; t 2 is the time when the expansion wave p 2 acts on the end of the train; t 3 expansion wave p 1 acts on the moment when the train starts; t 4 expansion wave p 1 acts on the end of train.
The reasonable position of the air shaft can be calculated according to the formula (1):
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According to the analysis results, the reasonable position of the wind shaft is influenced by the running speed of the subway train and the length of the train.
If the subway train speed grade is 120km/h, namely v=120 km/h=33.33 m/s, and the length of 8-section grouped subway trains is 185m, namely L=185 m, the calculation is carried out by the formula (2), so that X is more than 1149m or X is less than 944m, namely the distance between the middle wind shaft and the tunnel entrance is more than 1149m or less than 944m, and the expansion wave can be prevented from acting on the trains simultaneously.
Although the invention has been described above with reference to the accompanying drawings, the invention is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many modifications may be made by those of ordinary skill in the art without departing from the spirit of the invention, which fall within the protection of the invention.
Claims (1)
1. A calculation method for reasonably setting the position of an intermediate wind well in an entrance section of a high-speed subway tunnel is characterized in that expansion waves reflected by the intermediate wind well in the entrance section and expansion waves generated when the tail of the subway train enters the tunnel entrance are simultaneously acted on a train, and compression waves and expansion waves propagate in the subway tunnel at sound velocity;
the compression wave and the expansion wave propagate at the speed of 340m/s in the subway tunnel, in a plane rectangular coordinate system, the position of the tunnel entrance is taken as the coordinate origin of the vertical axis, the vertical axis represents the distance between the train and the expansion wave and the distance between the compression wave and the tunnel entrance, and the horizontal axis represents the running time of the train in the tunnel and the propagation time of the compression wave and the expansion wave in the tunnel;
At time t=0, when the subway train head enters the tunnel, then:
The change curve of the position of the subway train head in the tunnel along with time:
x1＝vt
t represents time, unit: second, wherein the second is; v represents the running speed of the subway train, unit: rice/sec;
change curve of position of subway train tail in tunnel with time:
x2＝vt-L
l is the total length of the subway train, unit: rice;
Position curve of compression wave y 1 generated when subway train headstock enters tunnel portal and spread along with time:
y1＝340t
Position curve of expansion wave p 1 generated by reflection when compression wave y 1 generated when subway train headstock enters tunnel portal propagates to middle wind well in entrance section and propagates along with time:
p1＝-340t+2X
X represents the distance between the middle wind well of the entrance section and the entrance of the tunnel;
Position curve of expansion wave p 2 generated when subway train tail enters tunnel portal and spread along with time:
The expansion wave generated when the tail of the subway train enters the tunnel portal is prevented from being overlapped with the expansion wave reflected by the middle wind well at the tunnel entrance section and simultaneously acting on the surface of the train, and the following conditions are met:
t 3>t2 or t 4<t1
Wherein: t 1 is the time when the expansion wave p 2 acts on the train tail: t 1＝L/v,t2 is the time when the expansion wave p 2 acts on the end of the train head: t 3 is the time when the expansion wave p 1 acts on the train head: /(I) T 4 is the time when the expansion wave p 1 acts on the end of the train tail: /(I)
The distance from the middle wind well to the tunnel entrance is as follows:
or/>
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Citations (5)
| 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 |
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- 2021-11-25 CN CN202111414514.8A patent/CN114139255B/en active Active
Patent Citations (5)
| 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)
| Title |
|---|
| 地铁中间风井前变速运行对乘客舒适性影响;杨波;施柱;那艳玲;熊小慧;朱亮;何钊;铁道科学与工程学报;20210615(第006期);全文 * |
| 浅谈建筑住宅水、暖、电管井设计;李伟;李国庆;王媛媛;;现代物业(上旬刊);20120705(第07期);全文 * |
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