| Citation: | MEI Yuan-gui, WANG Zhi-jun, LYU Bo, DU Yun-chao, YANG Yong-gang. Full-scale experiment on pressure changes inside and outside high-speed trains in tunnels[J]. Journal of Traffic and Transportation Engineering, 2023, 23(2): 183-198. doi: 10.19818/j.cnki.1671-1637.2023.02.013
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The data acquisition system consists of pressure sensors, data collectors, and computers. The experiment mainly studies the characteristics of pressure changes inside and outside the train generated by passing through tunnels. In general, the tunnel length is much greater than the hydraulic diameter of the tunnel section, and the propagation time of pressure fluctuations along the tunnel section direction is much shorter than its propagation time in the tunnel length and train length directions. Therefore, for a certain length of tunnel, the influence of pressure fluctuations on the unsteady flow of air inside the tunnel section can be ignored, and the pressure at each point on the tunnel section can be approximately equal[30]Based on the research purpose of this article and the basic characteristics of pressure fluctuations in train tunnels, pressure measuring points outside the train are symmetrically arranged on the surface of the middle body of the head car, middle car, and tail car, while pressure measuring points inside the train are symmetrically arranged in the passenger compartments of the head car, middle car, and tail car at the same cross-section as the external measuring points. Two measuring points are arranged in each cab of the front and rear cars to compare the pressure inside the cab and passenger compartment. There are a total of 6 external measuring points and 10 internal measuring points in the entire vehicle. The pressure sensor used is the 8515C-15 button type pressure sensor produced by ENDEVCO, with a range of 0~103.425 kPa and a sensitivity of 1.9 mV · kPa-1The data collector adopts DH-5929 data acquisition instrument, which is arranged inside the passenger compartments of the lead car, middle car, and tail car respectively; After connecting the measurement points inside and outside different carriages to the data acquisition instruments in each carriage, the data acquisition instruments distributed in the passenger compartments of different carriages are connected to the gigabit Ethernet switch placed in the middle carriage passenger compartment through long-distance optical fibers, and then connected to the computer in the middle carriage passenger compartment through Ethernet cables. The computer controls the data collection and termination. The layout of pressure measuring points and data acquisition systems inside and outside the vehicle is as followsFigure 2As shown, the unit is mm. The installed pressure sensors inside and outside the car are shown inFigure 3.
In order to ensure the integrity of the test data, the initial sampling frequency of the actual vehicle test data in this article is 1000 Hz. Based on the research characteristics of this article and the ratio of the sampling frequency specified in EN 14067-5-2010 standard, which is not less than 5 times the vehicle speed and nose length, in order to eliminate high-frequency interference in the pressure test data as much as possible, the sampling frequency is first reduced to 200 Hz during data processing, and then the data is filtered using a 5th order Butterworth low-pass filter. In addition, when conducting independent tunnel and tunnel group analysis, the time when the nose tip of the train head enters the tunnel is taken as the pressure reference point, and the pressure inside and outside the train is subtracted from the pressure at this point to obtain the corresponding pressure change amplitude.
The time history curves of altitude changes, train speed changes, and atmospheric pressure changes throughout the entire test section during train operation are as follows:Figure 5 (a)and(b)As shown in the figure, the slope on a typical route is marked below the elevation change line, and the letters a~l represent different time points. The time history curve of the absolute values of the pressure inside and outside the front and rear cars, as well as the pressure difference between the front and rear cars, is as follows:Figure 5 (c)As shown, ΔpdThe absolute value of the pressure difference between the inside and outside of the car is as follows.
(1) CombiningFigure 5It can be seen that when the train is running on the open line, the trend of changes in external pressure and atmospheric pressure is consistent, both decreasing with increasing altitude. The highest and lowest points in the test section are at d (1054 m) and h (799 m), respectively. When the altitude decreases by about 255 m, the external and internal pressure of the train increase by about 2690 and 2130 Pa, respectively. The average change with altitude is about 10.52 and 8.33 Pa · m, respectively-1The variation of external pressure with the distance and time traveled by the train is expressed as
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dp/dx=11√1+1/α2 |
(1) |
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dp/dt=11VTR√1+1/α2 |
(2) |
From equations (1) and (2), it can be concluded that when a train runs on an open line, the external pressure of the train varies with the distance traveled and the slope of the line, and its variation over time is related to the slope and train speed.
(2) LikeFigure 5 (c)As shown, the pressure inside the car undergoes a significant reversal at three moments f, h, and j and quickly balances with the pressure outside the carFigure 6As shown. Based on the working characteristics of the pressure protection method adopted by the test train and the comprehensive analysis of the test data, it can be concluded that the train pressure protection valve is in the open state during the 0-e, f-g, h-i, and j-l periods, and in the closed state during the e-f, g-h, and i-j periods. When the protection valve is in the open state, the trend of pressure changes inside and outside the car is roughly the same, and the pressure difference between inside and outside the car is small; When the protective valve is closed, the pressure fluctuation inside the vehicle is more delayed and smaller compared to the pressure outside the vehicle, indicating good air tightness of the vehicle body.
(4) When a train passes through a steep tunnel with a long slope, the cumulative effect of pressure changes caused by the slope may result in a large pressure difference between the inside and outside of the train even after exiting the tunnel. The complete opening of the pressure protection valve will cause pressure relief inside the train, resulting in strong discomfort to the human ear.
(3) The calculation method for the peak to peak external pressure is provided in EN 14067-5-2010
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Δpm=Δp1+Δp2+Δp3+Δp4 |
(3) |
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Δp4=gρ0|Δh| |
(4) |
The same calculation method is also provided in the domestic standard "Railway Application Aerodynamics Part 3: Tunnel Aerodynamics Requirements and Test Methods" (TB/T3503.3-2018), and will not be specifically explained in this article.
This article compares the measured peak to peak values of the maximum external pressure for the leading, middle, and trailing vehicles in tunnels 1506, 3083, and 5456 meters with the values calculated by equation (3). The results are as follows:Table 1As shown.Table 1In the middle: Δpm-cCalculate the maximum peak to peak pressure value; Δpm-tThe maximum peak to peak test result;δTo calculate and measure the error.
| 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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| 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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In TB/T 3250-2010, it is proposed that the entire train of a high-speed train can form a complete or three independent (head and tail car driver's cab and passenger compartment parts) pressure sealed cabin. This section compares the pressure changes in the driver's cabin and passenger cabin of the head and tail cars of the train under different operating backgrounds, and verifies the applicability of the conclusion of "a complete pressure sealed cabin" in actual vehicle tests. This study investigated the differences in pressure changes in the driver's cab and passenger compartments of the head, middle, and tail cars when the train passes through a 30 ‰ open line, a 6008m tunnel, a 3083m tunnel, a 1506m tunnel, and a no slope open line. These five sections were named M, N, O, P, and Q sections, respectivelyFigure 11As shown. Train speed can be referred toFigure 5 (a)The minimum, peak to peak, and maximum pressure changes at different positions inside the train are as follows:Figure 12As shown, in the actual vehicle test, the end doors between different carriages, the windshield through the platform door, and the driver's cab door were all closed, Δp3sThe maximum pressure change within every 3 seconds. There are several situations when a train passes through different sections of the line.
(2) When the train runs on the same route section, the maximum, minimum, peak to peak, and maximum pressure changes in the driver's cab of the front and rear cars and the passenger compartments of the front, middle, and rear cars are basically the same every 3 seconds. Due to the small proportion base, the relative difference percentage is relatively large. Here, the average value of the 5 pressure measuring points inside the train is taken as the proportion base. The calculation method for the difference in pressure changes at different measuring points is as follows:
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Δi=|pi,n−pn|pi,n |
(5) |
(3) During the actual operation of the train, there is a high degree of consistency in the pressure fluctuations at different positions inside the through space of the entire train. When the leading car enters the tunnel, the air inside the car can quickly spread to the rear car, which may result in a smaller rate of pressure change inside the leading car compared to the situation where the end doors and windshields of the car have better air tightness. Before the trailing car enters the tunnel, the pressure inside the trailing car will also fluctuate, which may result in a larger rate of pressure change inside the trailing car compared to the situation where the end doors of the car have better air tightness. So overall, the propagation characteristics of pressure waves inside the entire train and the comfort of pressure at different positions should become the next research trend.
In this test section, the distance between tunnels with lengths of 1467 and 2742 meters is only 55 meters, which is less than the length of the train formation (209 meters). They are considered as a tunnel group, and the overall tunnel group is a herringbone slope with a maximum slope of 13 ‰ and a maximum height difference of about 30 meters. The train travels at a speed of about 340 km · h-1The pressure wave trajectory and the time history curves of pressure changes inside and outside different carriages when passing through the tunnel group are as follows:Figure 13、14As shown. When the front and rear ends of the vehicle enter the first tunnel (2742m tunnel) of the tunnel group, compression waves C are generated respectivelyN1DAnd the expansion wave ET1DThe two columns of pressure waves propagate at approximately the local speed of sound to the exit of the first tunnel, where they respectively transform into expansion waves and compression waves and reflect back and propagate towards the entrance, causing the external pressure to rise and fall; When the front and rear of the vehicle exit the first tunnel, an exit compression wave C is generatedNDAnd the expansion wave ETDThe external pressure of the car is subjected to a compression wave CNDThe impact increases to the atmospheric pressure outside the tunnel. When the front and rear ends of the vehicle enter the second tunnel (1467m tunnel), a compression wave C is generated againN1EAnd the expansion wave EN1EWhen exiting the second tunnel, a compression wave C is generatedNEAnd ENEThe propagation law of pressure waves in the second tunnel is the same as that in the first tunnel, and the pressure waves generated by the train entering the two consecutive tunnels propagate in their respective tunnels without affecting each other. During the process of passing through the tunnel group, the overall trend of pressure changes in the head, middle, and tail cars is consistent. The average difference between the peak and peak values of the maximum pressure in different carriages is within 5% as shown in equation (5), indicating that the pressure changes in different carriages of the train throughout the tunnel group are uniform and consistent.
The particularity of the pressure inside and outside the train caused by the tunnel group is mainly due to the shorter tunnel spacing. This section will compare the pressure inside and outside the train when passing through a 1467m tunnel in the tunnel group at similar speeds and an independent tunnel of similar length (1506m) to discuss the influence of the tunnel group on the fluctuation of pressure inside and outside the train.
The time history curves of the pressure inside and outside the train passing through the tunnel group from different directions, and the comparison of the maximum pressure change inside the train every 3 seconds with the train passing through a 1506m independent tunnel are as follows:Figure 15、16As shown, the speed of the train passing through the 1467m and 1506m tunnels is approximately 330 km/h-1In the figure, N1And N2The time represents the moment when the train's front end exits the first tunnel of the tunnel group and enters the second tunnel. The conclusion is as follows.
(1) LikeFigure 15As shown, when the train passes through the independent tunnels of 1467m and 1506m in the tunnel group at similar speeds, the trend of pressure changes inside and outside the train is roughly the same. When the 1467m tunnel is used as the second tunnel in the direction of train operation, its external pressure Δp2, 0And Δp1, 01.8% and 8.8% larger than the 1506 m independent tunnel, respectively, while Δp3, 018% smaller than a 1506m independent tunnel; The maximum pressure change in the head car of the 1467 m tunnel every 3 seconds is 8.9% greater than that in the 1506 m independent tunnel, while the middle and tail cars are 11.7% and 27.0% smaller than those in the 1506 m independent tunnel. It is known that the pressure changes inside and outside the car are not obvious, and it cannot be classified as the influence of tunnel groups.
(2) LikeFigure 16As shown, when the train passes through an independent tunnel, the pressure inside the train gradually increases and balances with the pressure outside the train after it exits the tunnel. However, after the train exits the first tunnel in the tunnel group, it immediately enters the second tunnel. The pressure inside the train continues to decrease until it exits the tunnel group and gradually balances with the pressure outside the train. When the second tunnel in the direction of the train is the 1467m tunnel, there is a pressure difference of about 550 Pa inside and outside different carriages when the train enters the 1467m tunnel. This phenomenon is caused by the continuous decrease in pressure inside the train due to the tunnel group, which may cause discomfort in the ears of passengers inside the train.
| 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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The overall airtightness efficiency of the vehicle expresses the maximum peak to peak pressure attenuation rate after the external pressure is transmitted into the interior of the vehicle, which is defined as[18]
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η=Δpe,m−Δpi,mΔpe,m |
(6) |
In the formula:ηTo improve the airtightness efficiency of the entire vehicle; Due to the interconnection between different carriages of the train, the train is regarded as a pressure sealed compartment, Δpe, mThe average peak to peak value of the maximum pressure outside the front and rear cars, Δpi, mThe average value of the peak to peak maximum pressure inside the front and rear cars.
ηThe closer it is to 1, the better the barrier effect of the vehicle on the transmission of external pressure into the interior of the vehicle. Trains at 250, 300, and 330 km · h-1The overall airtightness efficiency and interior Δ of the vehiclep3sThe maximum value varies with the length of the tunnelLTUThe pattern of change is as followsFigure 18As shown, the conclusion is as follows.
(1) At the same speed level, the overall airtightness efficiency of the vehicle decreases with the increase of tunnel length, and the maximum pressure change inside the vehicle every 3 seconds increases with the increase of tunnel length; When the train speed increases, the maximum pressure change inside the train every 3 seconds increases with the increase of train speed, but the difference in air tightness efficiency is not significant. It can be seen that the airtightness efficiency is greatly affected by the length of the tunnel, and the influence of train speed on it is not obvious.
(2) According to the calculation results, the air tightness efficiency of the test trains in this test section is above 0.6, indicating good overall sealing performance of the vehicle; As the length of the tunnel increases, the airtightness efficiency decreases, and the attenuation effect of the sealed body on the transmission of external pressure to the interior of the vehicle weakens. At the same time, the maximum pressure change inside the vehicle every 3 seconds tends to increase with the length of the tunnel. It can be preliminarily concluded that as the length of the tunnel increases, the airtightness efficiency decreases, which may lead to more severe ear discomfort problems for passengers inside the vehicle.
(3) When the train passes through a tunnel group, due to the short distance between the tunnels, the pressure inside the train continuously decreases in two tunnels, resulting in a significantly higher maximum negative pressure inside the train than when the train passes through independent tunnels of similar length. The total length of the tunnel group is an important factor affecting the maximum negative pressure inside the train; For the external pressure of the vehicle, the pressure waves propagate independently in each of the two tunnels in the tunnel group without affecting each other. The brief period when the leading vehicle enters the second tunnel and the trailing vehicle has not yet exited the first tunnel causes different pressure fluctuations experienced by different carriages compared to the independent tunnel.
(4) The overall airtightness efficiency of the vehicle reflects the attenuation rate of the peak to peak pressure after the external pressure is transmitted into the interior, which to some extent reflects the quality of the vehicle's airtightness performance. The test results show that the attenuation rate of the pressure peak to peak transmission from the exterior to the interior is greater than 0.6, indicating that the vehicle has good airtightness performance, and this attenuation rate tends to decrease with the length of the tunnel. It can be inferred that in longer tunnels, people inside the vehicle may experience ear discomfort.
(5) There are limitations in the full-scale experimental conditions for the study of tunnel slope and tunnel group in this article. The next step will be to conduct further research on the characteristics of pressure changes inside and outside the vehicle, the comfort of pressure inside the vehicle, and the airtightness effect of the vehicle in tunnels with long slopes, in order to deeply reveal the relationship between the influencing factors.
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Figures(18) / Tables(3)
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MEI Yuan-gui, WANG Zhi-jun, LYU Bo, DU Yun-chao, YANG Yong-gang. Full-scale experiment on pressure changes inside and outside high-speed trains in tunnels[J]. Journal of Traffic and Transportation Engineering, 2023, 23(2): 183-198. doi: 10.19818/j.cnki.1671-1637.2023.02.013
| 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 | |
DownLoad:
CSV
| 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 | |
DownLoad:
CSV
| 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 |
DownLoad:
CSV
| 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 | |
| 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 | |
| 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 |
DownLoad:
DownLoad:
