京张城际高速铁路八达岭地下车站空气动力学效应研究

发布时间：2018-03-15 06:16

本文选题：高速铁路　切入点：地下车站　出处：《西南交通大学》2015年硕士论文　论文类型：学位论文

【摘要】：近年来,随着我国高速铁路的快速发展,中国已经开始步入高铁时代,为了解决城市用地紧张与人们出行方便之间的矛盾,人们开始将高速铁路车站设置于地下,然而,当列车高速通过结构复杂的地下车站时又会引起一系列的空气动力学问题,影响人们出行的安全性和舒适性。因此,需对高速铁路地下车站气动效应和缓解措施做深入和全面的研究。本文以京张城际高速铁路八达岭地下车站初步设计图纸(方案二)为工程依据,以空气动力学和计算流体力学相关知识为理论基础,通过对八达岭车站进行仿真建模计算,探讨了当高速列车通过八达岭地下车站时,所引起站内气动效应的变化规律,主要完成的工作及结论如下：1、研究了无泄压井、屏蔽门时,列车高速通过八达岭地下车站时所产生的空气动力学效应变化规律。计算结果表明：对于站内气动效应最为不利的过站方式为“站中会车”,在该工况下站台位置最大的瞬变压力值为0.58kPa/1.7s,超过了[p]0.41kPa/1.7s的舒适性标准,站台最大风速值为3.49m/s,满足《地铁设计规范》中“站台和站厅层瞬时风速不宜大于5m/s”的建议2、研究了屏蔽门的设置对地下车站气动效应的影响。计算结果表明,屏蔽门设置后,站台位置的最大瞬变压力值为0.4kPa/1.7s,满足舒适性标准,但会使得车站内正线位置处的气动效应恶化；列车在正线中心会车时在屏蔽门上产生的气动压力最大达到937Pa,屏蔽门门口位置的风速值最大达到了9.88m/s,其超过了《地铁设计规范》中“站台和站厅层瞬时风速不宜大于5m/s”的建议。3、研究了泄压井对地下车站站内气动效应的影响,优化了泄压井的位置和面积。计算结果表明,对于缓解八达岭地下车站气动效应最为有利位置应该在区间隧道与喇叭口的交汇处,在此位置设置泄压井的最优开口率应该在25%—30%之间；按照优化后的工况设置泄压井时可以降低站台位置最大压力值31.36%,最大瞬变压力值31.03%,最大风速值42.69%。4、研究了地下车站中岩墙对车站气动效应的影响。计算结果表明,岩墙会明显降低站台上的气动效应,尤其是站台位置风速值,降幅超过100%,但会使得岩墙中间的正线上的气动效应恶化,影响了过站列车上乘客的舒适性。
[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.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U451.3

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