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Journal of Zhejiang University SCIENCE A 1998 Vol.-1 No.-1 P.

http://doi.org/10.1631/jzus.A2300339


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


Author(s):  Jianming DU, Qian FANG, Xuan ZHANG, Hualao WANG

Affiliation(s):  Bridge and Tunnel Research Center, Research Institute of Highway Ministry of Transport, Beijing 100088, China; more

Corresponding email(s):   qfang@bjtu.edu.cn

Key Words:  Railway tunnel, Aerodynamic effect, Pressure characteristic, Train speed, Tunnel length, Blockage ratio


Jianming DU, Qian FANG, Xuan ZHANG, Hualao WANG. Comparative analysis between single-train passing and double-train intersection in a tunnel[J]. Journal of Zhejiang University Science A, 1998, -1(-1): .

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Abstract: 
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 were 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 decline 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 PSTP/PSTN (maximum positive peak pressure difference / maximum negative peak pressure difference) increases as train speed rises to the power from 2.256 to 2.930 in Stage I. The PSTP/PSTN first increases and then decreases with the increase of tunnel length in Stage I. The PSTP/PSTN increases as the blockage ratio rises to the power from 2.032 to 2.798 in Stages I and II.

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