本文選題：高速鐵路　切入點(diǎn)：地下車站　出處：《西南交通大學(xué)》2015年碩士論文　論文類型：學(xué)位論文

【摘要】：近年來(lái),隨著我國(guó)高速鐵路的快速發(fā)展,中國(guó)已經(jīng)開(kāi)始步入高鐵時(shí)代,為了解決城市用地緊張與人們出行方便之間的矛盾,人們開(kāi)始將高速鐵路車站設(shè)置于地下,然而,當(dāng)列車高速通過(guò)結(jié)構(gòu)復(fù)雜的地下車站時(shí)又會(huì)引起一系列的空氣動(dòng)力學(xué)問(wèn)題,影響人們出行的安全性和舒適性。因此,需對(duì)高速鐵路地下車站氣動(dòng)效應(yīng)和緩解措施做深入和全面的研究。本文以京張城際高速鐵路八達(dá)嶺地下車站初步設(shè)計(jì)圖紙(方案二)為工程依據(jù),以空氣動(dòng)力學(xué)和計(jì)算流體力學(xué)相關(guān)知識(shí)為理論基礎(chǔ),通過(guò)對(duì)八達(dá)嶺車站進(jìn)行仿真建模計(jì)算,探討了當(dāng)高速列車通過(guò)八達(dá)嶺地下車站時(shí),所引起站內(nèi)氣動(dòng)效應(yīng)的變化規(guī)律,主要完成的工作及結(jié)論如下：1、研究了無(wú)泄壓井、屏蔽門時(shí),列車高速通過(guò)八達(dá)嶺地下車站時(shí)所產(chǎn)生的空氣動(dòng)力學(xué)效應(yīng)變化規(guī)律。計(jì)算結(jié)果表明：對(duì)于站內(nèi)氣動(dòng)效應(yīng)最為不利的過(guò)站方式為“站中會(huì)車”,在該工況下站臺(tái)位置最大的瞬變壓力值為0.58kPa/1.7s,超過(guò)了[p]0.41kPa/1.7s的舒適性標(biāo)準(zhǔn),站臺(tái)最大風(fēng)速值為3.49m/s,滿足《地鐵設(shè)計(jì)規(guī)范》中“站臺(tái)和站廳層瞬時(shí)風(fēng)速不宜大于5m/s”的建議2、研究了屏蔽門的設(shè)置對(duì)地下車站氣動(dòng)效應(yīng)的影響。計(jì)算結(jié)果表明,屏蔽門設(shè)置后,站臺(tái)位置的最大瞬變壓力值為0.4kPa/1.7s,滿足舒適性標(biāo)準(zhǔn),但會(huì)使得車站內(nèi)正線位置處的氣動(dòng)效應(yīng)惡化；列車在正線中心會(huì)車時(shí)在屏蔽門上產(chǎn)生的氣動(dòng)壓力最大達(dá)到937Pa,屏蔽門門口位置的風(fēng)速值最大達(dá)到了9.88m/s,其超過(guò)了《地鐵設(shè)計(jì)規(guī)范》中“站臺(tái)和站廳層瞬時(shí)風(fēng)速不宜大于5m/s”的建議。3、研究了泄壓井對(duì)地下車站站內(nèi)氣動(dòng)效應(yīng)的影響,優(yōu)化了泄壓井的位置和面積。計(jì)算結(jié)果表明,對(duì)于緩解八達(dá)嶺地下車站氣動(dòng)效應(yīng)最為有利位置應(yīng)該在區(qū)間隧道與喇叭口的交匯處,在此位置設(shè)置泄壓井的最優(yōu)開(kāi)口率應(yīng)該在25%—30%之間；按照優(yōu)化后的工況設(shè)置泄壓井時(shí)可以降低站臺(tái)位置最大壓力值31.36%,最大瞬變壓力值31.03%,最大風(fēng)速值42.69%。4、研究了地下車站中巖墻對(duì)車站氣動(dòng)效應(yīng)的影響。計(jì)算結(jié)果表明,巖墻會(huì)明顯降低站臺(tái)上的氣動(dòng)效應(yīng),尤其是站臺(tái)位置風(fēng)速值,降幅超過(guò)100%,但會(huì)使得巖墻中間的正線上的氣動(dòng)效應(yīng)惡化,影響了過(guò)站列車上乘客的舒適性。
[Abstract]:In recent years, with the rapid development of high-speed railway in China, China has begun to enter the era of high-speed rail. In order to solve the contradiction between the shortage of urban land and people's convenience to travel, people began to set high-speed railway stations underground, however, When the train passes through the complicated underground station at high speed, it will cause a series of aerodynamics problems, which will affect the safety and comfort of people. It is necessary to make a thorough and comprehensive study on aerodynamic effects and mitigation measures of underground stations of high-speed railway. This paper takes the preliminary design drawings (scheme II) of Badaling underground station of Beijing-Zhangzhou-Intercity High-speed Railway as the engineering basis. Based on the related knowledge of aerodynamics and computational fluid dynamics, the variation of aerodynamic effect in Badaling station caused by high-speed train passing through Badaling underground station is discussed through simulation modeling and calculation. The main work and conclusions are as follows: 1. When there is no drain well and shield door, The variation rule of aerodynamics effect caused by high-speed train passing through Badaling underground station shows that the most disadvantageous way to the aerodynamic effect in the station is "the train in the station", and the platform position under the working condition is the most unfavorable to the aerodynamic effect in the station. The maximum transient pressure is 0.58 KPA / 1.7 s, which exceeds the comfort standard of [p] 0.41 KPA / 1.7 s, The maximum wind speed of the platform is 3.49 m / s, which meets the recommendation of "the instantaneous wind speed of platform and hall should not be greater than 5 m / s" in "Subway Design Code". The influence of the setting of shield door on the aerodynamic effect of underground station is studied. The calculation results show that, after setting the shield door, The maximum transient pressure of platform position is 0.4kPA / 1.7s, which meets the comfort standard, but it will worsen the aerodynamic effect at the main line position in the station. When the train meets in the center of the main line, the maximum aerodynamic pressure on the shield door is 937 Pa, and the maximum wind speed at the gate position of the shield door reaches 9.88 m / s, which exceeds the instantaneous wind speed of the platform and the station hall in the "Subway Design Code". The influence of the discharge well on the aerodynamic effect in the underground station is studied, which is greater than 5 m / s ". The location and area of the drain well are optimized. The calculation results show that the most favorable position for mitigating the aerodynamic effect of Badaling underground station should be at the junction of the interval tunnel and the bell mouth. The optimal opening rate of the discharge well should be between 25% and 30%. The maximum pressure value of platform position is 31.36, the maximum transient pressure value is 31.033 and the maximum wind speed value is 42.69.4.The influence of rock wall in underground station on the aerodynamic effect of station is studied. Rock wall can obviously reduce the aerodynamic effect on the platform, especially the wind speed value of the platform position, the decrease is more than 100, but it will worsen the aerodynamic effect on the main line in the middle of the rock wall, which will affect the comfort of the passengers on the train.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U451.3

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本文編號(hào)：1614787