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400 km/h高速铁路隧道初始压缩波传播过程轨道影响特征研究
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Abstract:
文章基于三维仿真软件，采用隧道净空面积为100 m2、CRTSⅢ型轨道板及60 kg/m的钢轨模型，对有无轨道影响的时速400 km/h的高速铁路隧道初始压缩波短距离传播过程中湍流流场进行CFD数值模拟。当时速400 km/h的列车鼻尖抵达隧道入口后，由于活塞效应产生的初始压缩波在传播至隧道7倍当量直径距离处会由很强的三维特性转化为一维平面波，而后以当地声速向前传播。一维平面波在传播过程中由于非线性效应将使得压力梯度逐渐上升甚至“激化”，板式轨道被认为是压力梯度上升的原因之一。研究表明，在初始压缩波在隧道内传播时，板式轨道对隧道内的流场速度大小影响甚微，但却对流场内涡及速度流向影响较大，隧道内部流场更为复杂。其次，轨道使压缩波传播过程的压力场向间隙与轨枕间横向传播并产生垂向涡旋，令传播方向具有一定的三维性，造成隧道纵向方向压力分布差异，并在隧底水平断面上呈现“中间凸，两边凹”的趋势。同时，板式轨道对压缩波传播过程中声压级及频响特征均有一定影响。最后，有轨道工况的初始压缩波压力幅值略大于无轨道工况，但压力幅值的最大差异仅3.86 Pa，增大率仅0.17%；有轨道工况的初始压缩波最大压力梯度值均大于无轨道工况，压力梯度幅值的最大差异为259.13 Pa/s，增大率为2.03%，板式轨道对初始压缩波的短距离传播过程中有小幅度的“激化”倾向。
Based on 3D simulation software, this paper uses a tunnel headroom area of 100 m2, CRTS type III track plate, and 60 kg/m rail model to conduct CFD numerical simulation of turbulent flow field during the short distance propagation of initial compression waves in a 400 km/h high-speed railway tunnel with or without track influence. When the nose tip of the train with a speed of 400 km/h arrives at the tunnel entrance, the initial compression wave generated by the piston effect will be transformed into a one-dimensional plane wave with strong three-dimensional characteristics when propagating to a distance of 7 times the equivalent diameter of the tunnel, and then propagate forward at the local sound speed. The pressure gradient of the one-dimensional plane wave will gradually rise or even “intensify” due to the nonlinear effect in the propagation process, and the plate orbit is considered one of the reasons for the rise of the pressure gradient. The results show that when the initial compression wave propagates in the tunnel, the plate track has little influence on the velocity of the flow field in the tunnel, but it has a great influence on the vortex and velocity direction in the tunnel and the flow field in the tunnel is more complicated. Secondly, the track makes the pressure field of the compression wave propagation process propagate horizontally between the gap and the sleeper and produce a vertical vortex, which makes the propagation direction have a certain three-dimensional character, resulting in the difference in the longitudinal direction of the tunnel pressure distribution, and the horizontal section of the tunnel bottom shows a trend of “convex in the middle and concave on both sides”. At the same time, the plate track has a certain
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