Full-scale experiment on pressure changes inside and outside high-speed trains in tunnels
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摘要: 基于350 km·h-1中国标准动车组在大西高铁科学试验段的实车试验，结合压力保护阀工作状态，研究了列车通过试验段全程的车内外压力变化特征，分析了隧道长度、线路坡度、隧道群和列车速度对车内外压力变化的影响；针对EN 14067-5—2010中实车试验最大压力变化量的估算方法和TB/T 3250—2010中“整车车内可构成一个气压密封舱”的条文进行了实测数据验证，研究了整车气密效率的变化特征以及其与车内压力舒适性的关系。分析结果表明：EN 14067-5—2010中车外压力峰值计算方法得出的结果与实测数据存在较大差异，对其中列车和隧道壁面摩擦导致压力变化进行变量替代修正后的计算与实测差异明显减小；在压力保护阀关闭状态下，列车通过大坡度隧道后车内外长时间保持较大压力差；车厢内端门、风挡通过台门、司机室门的关闭几乎不存在气密性效果，整列车内贯通空间可视为一个气压密封舱；头车端和尾车端进入隧道引起的压力变化以及空气与列车和隧道壁面摩擦引起的压力变化与列车速度的平方成正比；整车气密效率随隧道长度的增大呈减小趋势，且其减小会带来车内人员耳部不适的问题。研究成果可为进一步认识高速列车通过隧道车内外压力变化特征和国内外相关试验标准的进一步完善提供支撑。Abstract: Based on the full-scale experiment of 350 km·h-1 Chinese standard EMUs in the scientific test section of Datong-Xi'an High-Speed Railway, the variation characteristics of pressures inside and outside the train through the whole test section were studied by combining with the working state of the pressure protection valve. The impacts of tunnel length, line slope, tunnel group and train speed on the variations of pressures inside and outside the train were analyzed. The estimation method of the maximum pressure variation in the full-scale experiment in EN 14067-5—2010 and the clause "a pneumatic sealed chamber can be formed inside the whole train" in TB/T 3250—2010 were verified by the measured data. The variation characteristics of the whole train sealing efficiency and its relationship with the pressure comfort inside the train were studied. Analysis results show that the results obtained through the calculation method of the pressure peak outside the train in EN 14067-5—2010 are largely different from the measured data. The differences between the calculation results and measured data reduce significantly after the variable substitution correction of pressure variation caused by the friction between the train and the tunnel walls. When the pressure protection valve is closed, the large difference between the pressure outside and inside the train maintains for a long time after passing the tunnel with a steep slope. The closing of the interior end door, windshield through the platform door, and driver's cab door produces almost no airtightness effects, and the whole train throughout the space can be regarded as a pneumatic sealed chamber. The pressure variation caused by the head and tail ends entering tunnels and pressure variation induced by the air friction with the train and tunnel walls are proportional to the square of the train speed. The sealing efficiency of the whole train shows a decreasing trend with the increase of tunnel length, and the decrease will cause passengers' discomfort in ears. The research results can provide strong support for the in-depth understanding of the variation characteristics of pressures inside and outside the high-speed train when passing through tunnels and further improvement of relevant test standards in China and abroad.
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图 1 试验段高程变化、隧道分布和隧道断面
Figure 1. Altitude change, tunnels distribution and tunnel transect of test section
图 2 压力测点布置和数采系统
Figure 2. Pressure measuring points layout and data acquisition system
图 4 列车通过5 456 m隧道3次试验结果比较
Figure 4. Comparison of 3 experimental results of train passing through 5 456 m tunnel
图 5 试验段车内外压力时间历程曲线、线路高程和大气压力变化
Figure 5. Pressure change history curves inside and outside train, altitude and atmospheric pressure change of test section
图 6 不同压力保护阀工作状态车内外压力变化对比
Figure 6. Comparison of pressure changes inside and outside train in different pressure protection valves working states
图 7 列车以290 km·h-1通过长度100 m隧道车外压力-时间曲线与压力波传播轨迹
Figure 7. Pressure-time curves outside train and pressure wave propagation trajectories when train passing through 100 m tunnel with 290 km·h-1
图 8 列车以300 km·h-1通过长度1 506 m隧道车外压力-时间曲线与压力波传播轨迹
Figure 8. Pressure-time curves outside train and pressure wave propagation trajectories when train passing through 1 506 m tunnel with 300 km·h-1
图 9 列车以310 km·h-1通过长度5 456 m隧道车外压力-时间曲线与压力波传播轨迹
Figure 9. Pressure-time curves outside train and pressure wave propagation trajectories when train passing through 5 456 m tunnel with 310 km·h-1
图 10 列车通过隧道不同压力变化
Figure 10. Different pressure variations when train passing through tunnel
图 11 列车通过试验段全程车内外压力-时间曲线
Figure 11. Pressure-time curves inside and outside train when train passing through whole test section
图 12 列车通过不同区段车内不同位置压力变化
Figure 12. Pressure variations at different locations inside train when train passing through different test sections
图 13 列车通过隧道群全程隧道压力波传播轨迹
Figure 13. Pressure wave propagation trajectories when train passing through whole tunnel group
图 14 列车通过隧道群头车、中间车、尾车车内外压力变化时间历程曲线
Figure 14. Pressure change history curves of head, middle and tail vehicles when train passing through whole tunnel group
图 15 隧道群和独立隧道车内外压力变化时间历程曲线比较(列车由2 742 m驶入1 467 m隧道)
Figure 15. Comparison between pressure change history curves inside and outside train of tunnel group and independent tunnel (train passing from 2 742 m tunnel to 1 467 m tunnel)
图 16 隧道群和独立隧道车内外压力变化时间历程曲线比较(列车由1 467 m驶入2 742 m隧道)
Figure 16. Comparison between pressure change history curves inside and outside train of tunnel group and independent tunnel (train passing from 1 467 m tunnel to 2 742 m tunnel)
图 17 Δp2, 1、Δp1, 0、Δp3, 0随速度变化拟合结果
Figure 17. Fitting results of Δp2, 1, Δp1, 0, Δp3, 0 changing with speed
图 18 整车气密效率和车内每3 s最大压力变化比较
Figure 18. Comparison between sealing efficiency of whole train and maximum pressure variation in 3 s inside train
表 1 最大压力峰峰值计算和实测对比
Table 1. Comparison between calculation and test pressure peak-peak values
隧道 1 506 m隧道 3 083 m隧道 5 456 m隧道 头车 Δpm-c/kPa 2.85 3.27 3.31 Δpm-t /kPa 2.67 3.13 2.82 δ/% 6.31 4.28 14.80 中间车 Δpm-c /kPa 2.40 2.45 2.19 Δpm-t /kPa 2.59 2.67 2.30 δ/% 7.34 8.24 4.78 尾车 Δpm-c /kPa 2.18 2.29 2.11 Δpm-t /kPa 2.63 2.96 2.57 δ/% 17.11 22.64 17.90 
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表 2 最大压力峰峰值计算(修正)和实测对比
Table 2. Comparison between calculation (fixed) and test pressure peak-peak values
隧道 1 506 m隧道 3 083 m隧道 5 456 m隧道 头车 Δpm-c/kPa 2.72 3.04 2.68 Δpm-t/kPa 2.67 3.13 2.82 δ/% 1.84 2.88 4.96 中间车 Δpm-c /kPa 2.62 2.49 2.30 Δpm-t/kPa 2.59 2.67 2.30 δ/% 1.15 6.74 <0.1 尾车 Δpm-c /kPa 2.67 2.86 2.58 Δpm-t/kPa 2.63 2.96 2.57 δ/% 1.50 3.38 0.39
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表 3 比例系数与拟合函数决定系数
Table 3. Proportional coefficients and determination coefficients of fitting functions
隧道 车辆 参数 Δp2, 1 Δp1, 0 Δp3, 0 1 506 m 头车 A 0.073 0.142 0.135 R2 0.931 0.999 0.967 中间车 A 0.070 0.117 0.128 R2 0.859 0.992 0.997 尾车 A 0.071 0.131 0.145 R2 0.941 0.987 0.980 3 083 m 头车 A 0.087 0.151 0.151 R2 0.862 0.968 0.989 中间车 A 0.064 0.123 0.134 R2 0.896 0.954 0.996 尾车 A 0.078 0.119 0.158 R2 0.862 0.933 0.983 5 456 m 头车 A 0.073 0.112 0.177 R2 0.958 0.955 0.983 中间车 A 0.051 0.104 0.149 R2 0.973 0.874 0.859 尾车 A 0.076 0.094 0.195 R2 0.950 0.972 0.871
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