本文選題：緩沖結(jié)構(gòu) + 車體壓力��； 參考：《鐵道科學(xué)與工程學(xué)報》2014年03期

【摘要】：為了將地鐵瞬變壓力的波動控制在人體舒適度范圍內(nèi),根據(jù)三維不可壓縮Navier-Stokes方程和標(biāo)準(zhǔn)k-ε紊流模型,以22.73 m2的地鐵區(qū)間矩形隧道為研究對象,建立隧道-列車-空氣數(shù)值模型,分析地鐵隧道中列車特征部位壓力和壓力梯度的變化規(guī)律和影響因素。研究結(jié)果表明:列車運行速度超過100 km/h后,有必要在地鐵入口處設(shè)置緩沖結(jié)構(gòu);緩沖結(jié)構(gòu)降低壓力最大值的效果并不顯著,但降低壓力梯度最大值的效果顯著;喇叭型緩沖結(jié)構(gòu)是優(yōu)選的地鐵入口降壓措施;緩沖結(jié)構(gòu)的最佳長度為2倍隧道水力直徑;緩沖結(jié)構(gòu)的橫斷面積越大,其降壓效果越好;緩沖結(jié)構(gòu)的最佳開孔率為30%左右。
[Abstract]:In order to control the fluctuation of the transient pressure in the human body, according to the three-dimensional incompressible Navier-Stokes equation and the standard k- 蔚 turbulence model, the tunnel train air numerical model is established with the rectangular tunnel of 22.73 m2 as the research object. The variation law and influencing factors of pressure and pressure gradient in train characteristic position in subway tunnel are analyzed. The results show that when the train speed exceeds 100 km/h, it is necessary to set up buffer structure at the entrance of the subway, the effect of reducing the maximum pressure of the buffer structure is not significant, but the effect of reducing the maximum pressure gradient is obvious. The optimum length of the buffer structure is 2 times the hydraulic diameter of the tunnel, the bigger the cross section product of the buffer structure is, the better the pressure relief effect is, and the optimum opening ratio of the buffer structure is about 30%.
【作者單位】： 中南大學(xué)土木工程學(xué)院;中南大學(xué)高速鐵路建造技術(shù)國家工程實驗室;
【基金】：國家重點基礎(chǔ)研究發(fā)展計劃項目(2011CB013802) 國家自然科學(xué)基金資助項目(U1134208) 中南大學(xué)研究生自主探索創(chuàng)新項目(2014zzts235)
【分類號】：U451.3;U270.1
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本文編號：1795595