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Model Test Research on Pressure Wave in the Subway Tunnel

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Computational and Experimental Simulations in Engineering (ICCES 2023)

Part of the book series: Mechanisms and Machine Science ((Mechan. Machine Science,volume 145))

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Abstract

As the subway lines are rapidly developing in the cities, the pressure wave in different subway tunnel constructures is urgently needed to be studied and receded. In this study, a subway tunnel pressure wave experimental system was designed, constructed, and tested. The influence of train model head shape, train model speed, shaft number in the tunnel, and bypass number in the tunnel on the pressure wave amplitude were experimented with and analyzed. The results show that the train model head shapes significantly impact the amplitude of the initial compression wave in the tunnel. The blunter train model head generates a greater amplitude of the initial compression wave. When the train passes through a single-track tunnel, the maximum positive pressure amplitude of the pressure wave in the tunnel is at the first compression wave at the tunnel entrance. The maximum negative pressure value in the tunnel is at the superposition of the initial compression wave reflected from the first time and the train’s body, which is related to the length of the train’s body, tunnel length, train’s speed, and sound speed. The shaft set in the tunnel decreases the amplitude of the initial compression wave in the tunnel space behind, but it will increase the pressure wave’s amplitude reflected in the tunnel when the train passes through the shaft. After the bypass tunnel is added, the initial compression wave propagation in the tunnel behind the bypass tunnel is receded. It also increases the negative pressure amplitude when the train passes.

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Abbreviations

φ:

Diameter of traction rope and guide rope (mm)

M:

Mach number

Re:

Reynolds number

ρ:

Density of the air when the actual train is running

V:

Actual train velocity (km/h)

L:

Size of the actual train

μ:

Dynamic viscosity coefficient of the air when the actual train is running

S1:

Area of section 1 (m2)

PP, 1:

Positive pressure peak of section 1 (Pa)

PN, 5:

Positive pressure peak of section 1 (Pa)

S:

The distance between the first and the second photoelectric switch (m)

t:

Time recorded by timer (s)

v1:

Velocity of train model to enter the tunnel (m/s)

ρʹ:

Density of the air when the train model is running

:

Train model velocity (km/h)

:

Size of the train model

μʹ:

Dynamic viscosity coefficient of the air when the train model is running

S2:

Windward area of train model (m2)

PP, 5:

Negative pressure peak of section 1 (Pa)

PN, 5:

Negative pressure peak of section 5 (Pa)

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Acknowledgements

This study was supported by the Sichuan Provincial Science and Technology Program [grant number 2021YFG0208; 2021YFG0214], and the Fundamental Research Funds for the Central Universities [grant number 2682021ZTPY121].

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Correspondence to Honglin Wang .

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Zhang, X., Wang, H., Bi, H., Zhou, Y., Yu, N., Fang, Y. (2024). Model Test Research on Pressure Wave in the Subway Tunnel. In: Li, S. (eds) Computational and Experimental Simulations in Engineering. ICCES 2023. Mechanisms and Machine Science, vol 145. Springer, Cham. https://doi.org/10.1007/978-3-031-42987-3_24

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  • DOI: https://doi.org/10.1007/978-3-031-42987-3_24

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