【作者】 周丹；

【导师】 田红旗；

【作者基本信息】 中南大学 ， 载运工具运用工程， 2007， 博士

【摘要】 列车高速通过隧道引起的隧道内空气压力波动及隧道出口微气压波对列车运行安全性、经济性、旅客舒适性及隧道周围环境均有严重不良影响，是高速铁路隧道设计中必须解决的关键技术问题，同时也是既有线隧道能否适应列车提速需要必须考虑的重要问题。世界高速铁路发达国家均在积极进行隧道空气动力问题的研究。我国正大力发展高速客运专线，在建及拟建的高速铁路隧道数量多，长大隧道所占比重大，隧道内行车速度目标值高，且多为板式道床隧道。因此，对长大隧道、隧道群空气动力效应的作用机制及其减缓措施进行研究，定量得到各种隧道的空气压力变化和微气压波幅值是尤为重要的。本文将三维可压缩SIMPLE算法和一维特征线法进行有机结合，提出了兼顾效率和精度的隧道空气动力效应三维／一维耦合算法，研发了相应软件，并以铁道部的多个重点课题为依托，结合动模型实验及实车试验开展了一系列长大隧道、隧道群空气动力效应及缓解措施研究，得到了一系列有重要价值的成果。（1）提出了求解列车／隧道耦合空气动力效应的新方法：对隧道内空气压力变化采用一维特征线法进行求解；对隧道出口处的三维效应，采用三维可压缩SIMPLE算法进行求解；在隧道出口三维效应可以忽略的位置建立两种算法的数据交换面，进行一维、三维数据交换。（2）研发了相应的三维／一维耦合计算软件TRAIN-TUNNEL，在软件中采用了以下关键技术：①提出局部网格移动加密、多次修正的方法求解车体表面压力，实现了车体表面压力变化曲线的稳定求解；②对实际列车三维流线型头部外形多个截面的面积进行拟合，得到计算所需的流线型头部外形面积参数，从而能反映流线型外形对隧道空气动力效应的影响；③采用线性阻抗+孔隙模型模拟有碴道床，建立了隧道内有碴、无碴道床效应的压缩波传播基本方程，实现有碴、无碴隧道空气动力效应的求解。（3）将采用本文算法计算得到的结果与实车试验和动模型实验结果进行了比较，结果表明：各相应工况下，隧道壁面、车体表面测点压力变化曲线及隧道出口微气压波波形均吻合较好，彼此之间的幅值相差基本在5％以内，最大误差不超过10％。（4）根据波的传播和叠加机理，首次推导了隧道长度、列车运行速度和列车编组长度一定时，隧道内压力变化幅值极值点的位置。一般编组长度的列车高速通过长大隧道时，隧道内压力变化幅值极值点的位置L_d：从而为实车试验、模型实验和数值计算测点的选择提供了理论依据。（5）研究了单列车高速通过隧道的空气动力效应，得到隧道内压力变化及微气压波随隧道长度变化的规律。当列车编组长度为200m，隧道长度在0．8 km～1．5 km范围时，隧道内的空气压力幅值出现最大值，以后随着隧道长度的增长，压力逐步下降，即随隧道长度的改变，压力变化幅值有一转折点，它与列车编组长度有关并随着列车运行速度的提高，形成压力转折点的隧道长度缩短；微气压波随隧道长度变化规律与道床类型密切相关：碎石道床隧道出口微气压波幅值随隧道长度的增加逐步下降；板式道床隧道出口微气压波幅值随隧道长度增加先升后降，隧道长度在4．0 km～8．0 km范围出现高幅值，其中隧道长度为7．0 km时的微气压波幅值最大。当列车以350 km／h速度过断面积为70 m²的隧道时，离隧道出口20 m处微气压波幅值高达1816Pa。（6）不同的隧道长度对应一个最危险的列车编组长度，并且隧道越长，对应的最危险编组长度越长，编组长度对隧道内压力变化的影响也越显著，但列车编组长度对隧道出口微气压波没有影响。（7）列车在隧道内等速交会，隧道壁面及车体表面压力波动程度并非单调地随隧道长度的增加而加剧，隧道内压力波动的最大值出现在隧道长度、列车编组长度和运行速度满足M L_TU/L_TR=0．21、0．34及0．88关系时。并且列车在隧道内等速交会，存在两个最不利的交会位置，分别位于0．5L_TU处和0．33L_TU处；（8）首次对列车高速通过隧道群时的空气动力效应进行了研究，得出隧道内空气压力变化、隧道口微气压波与相邻隧道之间的间距及隧道长度之间的关系，并从空气动力学角度给出隧道群的定义：隧道间距小于100 m的两相邻隧道。对于串联隧道群的两隧道长度之和大于9 km的长大隧道群，从缓解隧道口微气压波来考虑，可以将两隧道连接起来。（9）对板式道床隧道而言，当列车运行速度、隧道长度和截面积一定时，对于断面扩大及喇叭型缓冲结构，不同缓冲结构长度都对应有一最佳的缓冲结构入口断面积，反之也一样，即二者之间有固定的最佳匹配；在两者最佳匹配的基础上，单独增大缓冲结构断面积或单独增加缓冲结构长度都不能进一步显著降低隧道出口微气压波幅值。更多还原

【Abstract】 Both the pressure waves inside the tunnel and the microwaves at theexit, which are aroused by high speed trains running through the tunnel,will leave an adverse effect on the safety of train operation, theeconomical efficiency, passengers’ comfort as well as the environmentsurrounding of the tunnel. Decreasing the tunnel aerodynamic problem isa technical key for the development of high-speed rails. So the worldwideresearch of tunnel aerodynamic is full swing. Our country will makegreat efforts to develop high speed special passenger line including largenumbers of long tunnels which are most slab track, in which a train canrun at a high speed. It is highly necessary to study the mechanism ofaerodynamic effect of long tunnel and tunnel group and the measures toreduce it deeply. Obtaining the change amplitude of airpressure andmicro-pressure quatificationally in all sorts of tunnels is very significant.This paper combined three dimensional compressible SIMPLEmethod and one dimensional characteristics method organically,proposed the one dimensional and three dimensional coupled calculationmethod which had taken both efficiency and accuracy into considerationand developed a corresponding software. And relying on a number of keyprojects by the Ministry of Railways, this paper carried out a series ofresearches on the aerodynamic effect of long tunnel and tunnel groupcombining with dynamic model and actual experiments（1） A new method had been proposed to solve the problem of tunnel aerodynamic effect: changes in pressure wave inside the tunnel would be solved through one dimensional characteristics method; the 3-D effect at the exit of tunnel would be solved through three dimensional compressible simple method; data switching faces for the two methods would be established on the place where the 3-D effect at the exit of tunnel could be ignored in order to make the data exchanges between one dimension and three dimensions.（2） A software named "TRAIN-TUNNEL " had been developed to correspond to the one dimensional and three dimensional coupled calculation method, some key technologies had been adopted in the software as follows: firstly, by the means of quadratic interpolation with several intercepted cross section’s real area , the area parameter of the streamlined head had been got; secondly, by adopting linear impedance and porous model , the basic equation of the compression wave propagation considering the condition of slab and ballasted track had been established and the goal of solving the aerodynamic effect for tunnels with ballasted track or without achieved; thirdly, by using the method of local mesh mobile encryption and frequent update, the changing curve of train’s surface pressure had been solved steadily.（3） The result out of numerical method and from the dynamic model and full-scale experiments had been compared and validated. And it showed that under corresponding condition, the pressure’s curve on tunnel’s wall, train’s surface and micro air pressure at the exit of tunnel from each results matched well under corresponding condition, the amplitude differences from each other nearly below 5%, at the most of 10%, which indicated that the newly-developed method was right, with the computational accuracy meeting the requirement of technical application.（4） According to waves’ propagation and superposition principle, the extreme amplitude point of the pressure changes inside the tunnel, when tunnel length was certain, had been deduced for the first time . It was when the train with common configuration length high-speed ran through the long tunnel, the extreme amplitude point was at L_d:This provided a theoretical basis for the selection of monitor point in full-scale test, model test and numerical simulation.（5） When the single train passed through the tunnel at high speed, the pressure variation rules inside tunnel and micro-air pressure at the exit of tunnel were as follows: the utmost pressure variation took place when the train ran though mid-long tunnel from 0.8 km to 1.5 km and the rain set’s configuration length is 200 m, then the pressure decreased gradually as the tunnel length increased, there is a turning point of pressure change took place with the change of tunnel length, it related to he rain set’s configuration length and the turning point’s tunnel length decreased as the train’s running speed development. The rules of micro-air pressure changing with tunnel length related to the type of plate road bed nearly. The micro-air pressure at the exit of tunnel with gravel ballast would decline as its length increased; and the micro-air pressure at the exit of tunnel with plate road bed would rise first and fall later, with the extreme amplitude point appearing when the tunnel length was between 4.0km and 8.0 km.（6） A certain tunnel length corresponded to a most dangerous train set’s configuration length. The longer the tunnel is, the larger the corresponding most dangerous train set’s length is, and the more noticeable the influence of the length on the inside tunnel’s pressure variation is, but the train set’s configuration length had no influence on micro-air pressure at the exit of tunnel.（7） When two trains met in the tunnel at the same speed, the variation of pressure on tunnel’s wall and train’s surface would not be simply intensified as the result of tunnel length increasing. The utmost pressure variation took place when the relationship between tunnel length,train set’s configuration length and train’s velocity reached the conditionthat M L_TU/L_TR = 0.21, 0.34 or 0.88. Morever, there would be two worst position for trains’ crossing when two trains met in the tunnel at the same speed .One was positioned at 0.5L_TU and the other at 0.33L_TU.（8） The aerodynamic effect, which was caused by high-speed trains running through the tunnel group, had been studied also for the first time. The relationship within inside-tunnel air-pressure variation, the micro-air pressure at the exit of tunnel and the spacing between adjacent tunnels had been clarified. And tunnel group had been defined in the view of aerodynamics: tow adjacent tunnels which spacing distance is below 100m. As to long tunnel group which the total length of tow tunnels of tunnel group in series is below 9 km, tow tunnels could be connected when considering the elevation of micro-air pressure at the exit of tunnel.（9） As to the tunnel with plate road bed, when the train’s operating speed, the tunnel length and the cross-sectional area were determined, both the two basic hood and various hood length corresponded to a best entrance hood area. Vice versa, there is a fixed best proportion between the both; On the basis of best match, the air pressure amplitude at the exit of tunnel couldn’t be reduced significantly through increasing hood’s cross section’s area or structure’s length individually更多还原