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不同速度等级列车对长大隧道初始压缩波传播特性影响初探
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Abstract:
文章基于三维仿真软件，采用某在研列车头型(鼻长15 m)三编组列车及隧道净空面积为100 m2的10 km长大隧道计算模型，对列车速度等级分别为350 km/h、400 km/h和450 km/h高速铁路隧道初始压缩波传播过程进行CFD数值模拟。研究表明，350 km/h和400 km/h速度等级下压缩波在传播过程中发生波前变形且出现波动的局部峰值，压力波动稳定后其幅值由于摩擦效应随传播距离增大而减小，呈现“激化”特征，未出现“衰减”。其次，450 km/h速度等级下压缩波最大压力梯度值呈现先增大后减小的趋势，即该速度等级下压缩波已呈现出先“激化”后“衰减”的特征，其最大“激化”距离出现在7 km左右，即5 km和9 km之间。最后，随着列车速度等级的提高，隧道内同一测点的压力梯度最大值均不同程度地增大；较350 km/h速度等级而言，400 km/h及450 km/h速度等级列车在长大隧道初始压缩波传播过程中压力梯度增大趋势逐渐增大，并在7 km左右增大趋势逐渐减小，这可能与各速度等级对应的最大“激化”距离范围内压力梯度的主导因素由非线性效应逐渐向摩擦效应倾斜有关。研究结果可为初始压缩波的传播及其畸变规律提供一定参考。
Based on the 3D simulation software, this paper adopts the calculation model of a 10 km long tunnel with a train head type (nose length 15 m) and a tunnel headroom area of 100 m2. The initial compression wave propagation process of high-speed railway tunnels with train speed classes of 350 km/h, 400 km/h, and 450 km/h was simulated by CFD. The results show that the compression waves at 350 km/h and 400 km/h velocity classes have wave-front deformation during the propagation process. After the pressure fluctuation is stabilized, the amplitude of the compression waves decreases with the increase of the propagation distance due to the friction effect, and the local peak value of the fluctuation appears, showing the feature of “intensification”, and there is no “attenuation”. Secondly, the maximum pressure gradient value of the compression wave at the speed level of 450 km/h presents a trend of first increasing and then decreasing. That is, the compression wave at this speed level has shown the characteristics of first “intensification” and then “attenuation”, and its maximum “intensification” distance is about 7 km, that is, between 5 km and 9 km. Finally, with the increase of train speed grade, the maximum pressure gradient of the same measuring point in the tunnel increases to different degrees. Compared with the speed class of 350 km/h, the pressure gradient of 400 km/h and 450 km/h trains gradually increases during the initial compression wave propagation in the long tunnel, and the increasing trend gradually decreases around 7 km. This may be related to the gradual change from a nonlinear effect to a frictional effect of the dominant factor of pressure gradient in the range of maximum “intensification” distance corresponding to each velocity class. The results can
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