CN-122014343-A - Design method of pneumatic effect relieving system and relieving system

CN122014343ACN 122014343 ACN122014343 ACN 122014343ACN-122014343-A

Abstract

The invention relates to a design method of a pneumatic effect relieving system and the relieving system, wherein the design method comprises the following steps of determining the open area of each communication hole and the distance between two adjacent communication holes in the length direction of a tunnel based on various parameters of a train and the tunnel; the shape and position of each communication hole are determined according to the open pore area of each communication hole and the distance between two adjacent communication holes, and a plurality of communication holes for communicating the space on the track and the space under the track of the tunnel are distributed at intervals along the length direction of the tunnel according to the shape and position of each communication hole. The design method of the pneumatic effect relieving system and the relieving system solve the problem that the relieving effect of the pneumatic effect is poor when the clearance area above the track surface of the high-speed railway shield tunnel is limited.

Inventors

XIAO MINGQING
XUE GUANGQIAO
WANG SHAOFENG
YIN JIE
LU ZHIPENG
LUO CHIHENG
DAI ZHICHENG

Assignees

中铁第四勘察设计院集团有限公司

Dates

Publication Date: 20260512
Application Date: 20260316

Claims (10)

1. A method of designing a pneumatic effect mitigation system, comprising the steps of: determining the open area of each communication hole based on various parameters of the train and the tunnel, and determining the distance between two adjacent communication holes in the length direction of the tunnel; determining the shape and the position of each communication hole according to the open pore area of each communication hole and the distance between two adjacent communication holes; and a plurality of communication holes for communicating the space on the track and the space under the track of the tunnel are distributed at intervals along the length direction of the tunnel according to the shape and the position of each communication hole.
2. The design method according to claim 1, wherein the determining the open area of each communication hole and the distance between two adjacent communication holes in the tunnel length direction based on the parameters of the train and the tunnel comprises: determining a standard clearance area on the rail based on the train design speed; acquiring an initial opening area and an initial interval of each communication hole; Obtaining a section effective clearance area according to various parameters of the train and the tunnel, the standard clearance area on the rail, the initial opening area of each communication hole and the initial distance; comparing the effective clearance area of the section with the standard clearance area on the rail, and adjusting the opening area and the distance of each communication hole according to the comparison result until the difference value between the standard clearance area on the rail and the effective clearance area of the section is smaller than a preset threshold value; the current open area and the current spacing are taken as the open area of each communication hole and the spacing between two adjacent communication holes.
3. The design method as set forth in claim 2, wherein the obtaining the section effective clearance area based on each parameter of the train and the tunnel, the on-track standard clearance area, and the initial opening area and the initial pitch of each communication hole comprises: Obtaining a first characteristic value according to a train model, a train grouping parameter, a train design speed, a train running speed and time curve, a train sealing performance parameter, a tunnel length, a tunnel section shape corresponding to a standard clearance area on a track and a tunnel section arrangement parameter; Obtaining a second characteristic value according to the model number of the train, the grouping parameters of the train, the design speed of the train, the running speed and time curve of the train, the sealing performance parameters of the train, the tunnel length, the actual section shape of the tunnel, the actual section arrangement parameters of the tunnel, the initial opening area and the initial distance of each communication hole; calculating an equivalent coefficient of the under-track space relief aerodynamic effect and the on-track clearance area according to the first characteristic value, the second characteristic value, the on-track standard clearance area, the on-track actual clearance area and the under-track actual area; and calculating the effective clearance area of the section according to the equivalent coefficient, the actual clearance area on the rail and the actual area under the rail.
4. The method of designing according to claim 3, wherein the obtaining the first characteristic value according to the train model, the train grouping parameter, the train design speed, the train driving speed and time curve, the train sealing performance parameter, the tunnel length, and the tunnel section shape and the tunnel section arrangement parameter corresponding to the on-track standard clearance area includes: Establishing a first three-dimensional model according to the model number of the train, the grouping parameters of the train, the design speed of the train, the tunnel length, the tunnel section shape corresponding to the standard clearance area on the track and the tunnel section arrangement parameters; Carrying out aerodynamic simulation tests on the basis of the first three-dimensional model, a train running speed and time curve and train sealing performance parameters under a plurality of working conditions that a single train passes through a tunnel and two trains meet at different positions of the tunnel, and obtaining a first instantaneous pressure amplitude, a first micro air pressure wave amplitude and a first internal and external pressure change rate of the train in the tunnel; And calculating the first characteristic value according to the first instantaneous pressure amplitude, the first micro-air pressure wave amplitude and the first internal and external pressure change rate of the train in the tunnel.
5. The method of designing according to claim 4, wherein calculating the first characteristic value based on the first instantaneous pressure amplitude, the first micro-air pressure wave amplitude, and the first internal and external pressure change rate of the train in the tunnel includes: Normalizing the first instantaneous pressure amplitude value, the first micro-air pressure wave amplitude value and the first internal and external pressure change rate of the train in the tunnel by adopting an extremum normalization method to obtain a first normalization index, a second normalization index and a third normalization index; Determining a first weight value, a second weight value and a third weight value by adopting an analytic hierarchy process, and enabling the sum of the first weight value, the second weight value and the third weight value to be 1; And carrying out weighted calculation on the first normalization index, the second normalization index and the third normalization index based on the first weight value, the second weight value and the third weight value so as to obtain the first characteristic value.
6. The method of designing according to claim 3, wherein the obtaining the second characteristic value based on the model of the train, the train grouping parameter, the train design speed, the train running speed and time curve, the train sealing performance parameter, the tunnel length, the tunnel actual section shape, the tunnel actual section arrangement parameter, and the initial opening area and the initial pitch of each communication hole includes: establishing a second three-dimensional model according to the train model, the train grouping parameters, the train design speed, the tunnel length, the tunnel actual section shape and the tunnel actual section arrangement parameters; correspondingly arranging a plurality of communication holes in the tunnel model of the second three-dimensional model according to the initial opening area and the initial spacing of each communication hole so as to obtain an updated second three-dimensional model; carrying out aerodynamic simulation tests on the basis of the second three-dimensional model, a train running speed and time curve and train sealing performance parameters under a plurality of working conditions that a single train passes through the tunnel and two trains meet at different positions of the tunnel, so as to obtain a second transient pressure amplitude, a second micro air pressure wave amplitude and a second internal and external pressure change rate of the train in the tunnel; and calculating the second characteristic value according to the second transient pressure amplitude value, the second micro-air pressure wave amplitude value and the second internal and external pressure change rate of the train in the tunnel.
7. The design method according to claim 1, wherein the arranging of the plurality of communication holes for communicating the space on the track and the space under the track of the tunnel at intervals in the tunnel length direction according to the shape and the position of each communication hole comprises: A plurality of evacuation stairs leading to the under-rail evacuation channels are distributed at intervals along the length direction of the tunnel according to the positions of the communication holes; And correspondingly arranging the communication holes on the side walls of the evacuation stairs according to the shape and the position of each communication hole so as to enable the space on the rail to be communicated with the evacuation channel under the rail.
8. The design method according to claim 1, further comprising, after the plurality of communication holes for communicating an on-track space and an under-track space of the tunnel are arranged at intervals in the tunnel length direction according to the shape and the position of each communication hole: and the positions of the communication holes are correspondingly provided with ventilation shutter valves which can be controlled to be switched by the controller, so that the ventilation shutter valves respectively block the communication holes.
9. A pneumatic effect alleviation system comprising a plurality of communication holes provided on a tunnel to communicate an on-rail space with an under-rail space, the plurality of communication holes being arranged at intervals in a length direction of the tunnel, a shape and a position of each of the communication holes being determined by the design method according to any one of claims 1 to 8.
10. The pneumatic effect mitigation system of claim 9, further comprising a controller and a plurality of vent shutter valves disposed in one-to-one correspondence with the plurality of communication holes to block each communication hole, the plurality of vent shutter valves each being electrically connected to the controller for controlling the plurality of vent shutter valves to close during a fire condition.

Description

Design method of pneumatic effect relieving system and relieving system Technical Field The invention relates to the technical field of tunnels, in particular to a design method of a pneumatic effect relieving system and the relieving system. Background When a high-speed train enters a smaller section (shield tunnel) from a larger section (mine tunnel or open cut tunnel), the space becomes narrow, compressed air in front of the train forms a high-pressure compression wave, and meanwhile, the tail of the train forms a negative pressure area to generate expansion waves. When the compression wave is reflected in the tunnel and overlapped with the subsequent expansion wave, transient pressure is generated by sudden change of local pressure of the tunnel, and the transient pressure may cause adverse effects such as increase of train resistance, unbalance of aerodynamic force, reduction of passenger comfort and the like. In order to relieve the pneumatic effect of the train, the clearance area above the corresponding track surface of the design speed is required in the design specification of the high-speed railway, but the effect of relieving the pneumatic effect is poor actually because the clearance area above the track surface of the shield tunnel of the high-speed railway is limited. Disclosure of Invention The invention mainly aims to provide a design method of a pneumatic effect relieving system and the relieving system, and aims to solve the problem that the relieving effect of the pneumatic effect is poor when the clearance area above the track surface of a high-speed railway shield tunnel is limited. In order to achieve the above object, the design method of the pneumatic effect alleviation system provided by the present invention includes the following steps: determining the open area of each communication hole based on various parameters of the train and the tunnel, and determining the distance between two adjacent communication holes in the length direction of the tunnel; determining the shape and the position of each communication hole according to the open pore area of each communication hole and the distance between two adjacent communication holes; and a plurality of communication holes for communicating the space on the track and the space under the track of the tunnel are distributed at intervals along the length direction of the tunnel according to the shape and the position of each communication hole. According to some embodiments of the present invention, the determining the open area of each communication hole and the distance between two adjacent communication holes in the length direction of the tunnel based on the parameters of the train and the tunnel includes: determining a standard clearance area on the rail based on the train design speed; acquiring an initial opening area and an initial interval of each communication hole; Obtaining a section effective clearance area according to various parameters of the train and the tunnel, the standard clearance area on the rail, the initial opening area of each communication hole and the initial distance; comparing the effective clearance area of the section with the standard clearance area on the rail, and adjusting the opening area and the distance of each communication hole according to the comparison result until the difference value between the standard clearance area on the rail and the effective clearance area of the section is smaller than a preset threshold value; the current open area and the current spacing are taken as the open area of each communication hole and the spacing between two adjacent communication holes. According to some embodiments of the invention, the obtaining the effective clearance area of the section according to parameters of the train and the tunnel, the standard clearance area on the rail, and the initial opening area and the initial spacing of each communication hole comprises: Obtaining a first characteristic value according to a train model, a train grouping parameter, a train design speed, a train running speed and time curve, a train sealing performance parameter, a tunnel length, a tunnel section shape corresponding to a standard clearance area on a track and a tunnel section arrangement parameter; Obtaining a second characteristic value according to the model number of the train, the grouping parameters of the train, the design speed of the train, the running speed and time curve of the train, the sealing performance parameters of the train, the tunnel length, the actual section shape of the tunnel, the actual section arrangement parameters of the tunnel, the initial opening area and the initial distance of each communication hole; calculating an equivalent coefficient of the under-track space relief aerodynamic effect and the on-track clearance area according to the first characteristic value, the second characteristic value, the on-track standard clearance area, the on-track actual clearance area and