Comparative analysis between single-train passing and double-train intersection in a tunnel

作     者：Jianming DU Qian FANG Xuan ZHANG Hualao WANG Jianming DU;Qian FANG;Xuan ZHANG;Hualao WANG

作者机构：Bridge and Tunnel Research CenterResearch Institute of Highway Ministry of TransportBejing 100088China Tunnel and Underground Engineering Research Center of Ministry of EducationBeijing Jiaotong UniversityBeijing 00044China 

出 版 物：《Journal of Zhejiang University-Science A(Applied Physics & Engineering)》 (浙江大学学报（英文版）A辑（应用物理与工程）)

年 卷 期：2024年第25卷第5期

页      面：429-442页

核心收录：

学科分类：08[工学] 0702[理学-物理学] 

基　　金：supported by the Key Project of High-Speed Rail Joint Fund of National Natural Science Foundation of China(No.U1934210). 

主　　题：Railway tunnel Aerodynamic effect Pressure characteristic Train speed Tunnel length Blockage ratio 

摘      要：Aerodynamic pressure significantly impacts the scientific evaluation of tunnel service performance.The aerodynamic pressure of two trains running in a double-track tunnel is considerably more complicated than that of a single train.We used the numerical method to investigate the difference in aerodynamic pressure between a single train and two trains running in a double-track tunnel.First,the numerical method was verified by comparing the results of numerical simulation and on-site monitoring.Then,the characteristics of aerodynamic pressure were studied.Finally,the influence of various train-tunnel factors on the characteristics of aerodynamic pressure was investigated.The results show that the aerodynamic pressure variation can be divided into stage I:irregular pressure fluctuations before the train tail leaves the tunnel exit,and stage II:periodic pressure declines after the train tail leaves the tunnel exit.In addition,the aerodynamic pressure simultaneously jumps positively or drops negatively for a single train or two trains running in double-track tunnel scenarios.The pressure amplitude in the two-train case is higher than that for a single train.The maximum positive peak pressure difference(P_(STP))and maximum negative peak pressure difference(P_(STN))increase as train speed rises to the power from 2.256 to 2.930 in stage I.The P_(STP) and P_(STN) first increase and then decrease with the increase of tunnel length in stage I.The P_(STP) and P_(STN) increase as the blockage ratio rises to the power from 2.032 to 2.798 in stages I and II.