Analysis of aerodynamic characteristics for the selection of cross-section to the TBM railway tunnels

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*Corresponding author: Ho-Keun Lee E-mail: [email protected]

Received November 15, 2013; Revised November 22, 2013;

Accepted November 25, 2013

5#.℁ࠥ░ձ݉໕ᖁᱶᮥ᭥⦽Ŗʑᩎ⦺ᱢ✚ᖒᇥᕾ

ଲ෹ֽ ȵԳ෮૵ ȵ׌෮৤ ȵ׌กࢂ

܁ধڙ ܳҼلࢭ؉ۋل؁şցşন֬ࣳۤ

܁ধڙ ܳҼلࢭ؉ۋل؁şցşন֬֬ۤ

܁ধڙ ܳथজلݓɦرτҙۤ

܁ধڙ ܳथজلݓɦرτԜИ

Analysis of aerodynamic characteristics for the selection of cross-section to the TBM railway tunnels

Ho-Keun Lee

¹

*, Hyun-Wook Kang

²

, Hyun-Soo Kim

³

, Hong-Moon Kim

⁴

1

Bnttek Inc, Team manager

2

Bnttek Inc, Director

3

Pyunghwa Engineering Consultants Ltd., General manager

4

Pyunghwa Engineering Consultants Ltd., Managing Director

ABSTRACT: Although the TBM method is mainly adopted in overseas market including the Europe, etc, the method scarcely adopted in domestic market. For highly enhancing applications of the TBM method for railway, it is needed to select the optimal cross-section considering design elements of civil engineering and aerodynamic effects. In addition, it is needed to establish a plan of proper section as well as reviewing aerodynamic effects and consideration about civil engineering elements such as length of tunnel, speed of railway, height of whole lines and size of utility tunnel, etc. Even though it should be recently considered high-speed railway tunnels and required to be standard establishments in aerodynamic reviews, it is being applied to be criteria of inconsistent pneumatic analysis owing to be not related with domestic standards. In this study, therefore, we are willing to establishment of domestic and foreign aerodynamic standards and investigate correlation between an optimal cross-section and aerodynamic effects of TBM railway tunnels.

Keywords: TBM railway tunnel, tunnel cross-section, pressure comfort, micro pressure wave

ߣ΀ ڮͥˣ३ٽقԴə5#.Ĺ޳ѓ֩ںۋڌॢࢢȇۋɰսæԺʼČەݓχ ĶǴقԴəäۆۺڌʼČەݓ؍ɰ5#.

ߏʪࢢȇۆۺڌՁںȭۋşڦ३ԴəࢹЀۺԺćڅՙٮėşًॡۺٖॳںČͲॢ߯ۺɳϸںԸ܁ॣज़څÀەɰۋ͠ॢ߯ۺɳϸ ۆԸ܁֨قəࢢȇٍۤ َ޲՚ʪ ۻ޲Ըȭۋ ėʴőőüˣࢹЀۺۍԺćڅՙقʂॢČͲٮ॥ƍėşًॡۺٖॳںêࢹॠي

ۺ܁ɳϸćনۆսςۋज़څॠɰėşًॡۺêࢹ֨قə߯ŖߏʪࢢȇۆČ՚জεČͲॠČۺۼॢқԵşܵۆսςۋज़څॠݓχ

ইۦĶǴقԴəěʹşܵۋػرࢢȇυɰԜۋॢėşؓқԵşܵۋۺڌʼČەə֬܁ۋɰ˰͆Դٍ҆ĵقԴəĶǴٽۋϼÇ

фйşؓқԵşܵقʂॠيêࢹॠČ 5#.ࢢȇɳϸѻėşًॡۺқԵںࣀ३Դ5#.ߏʪࢢȇۆɳϸԸ܁֨ėşًॡۺٖॳęۆ

Ԝěěćقʂ३қԵॠٕɰ

ܳڅر5#.ߏʪࢢȇ ࢢȇɳϸ ۋϼÇ йşؓ

$PQZSJHIU ,PSFBO5VOOFMMJOHBOE6OEFSHSPVOE4QBDF"TTPDJBUJPO

(2)

ᕽು

߯Ŗۆߏʪࢢȇڹʂҙқ200 km/h ۋԜۆ՚ʪͿ

ڏॱॠəìںЀशͿॠəČ՚ԸڷͿćনʼČە ɰ. ߏʪࢢȇۆČ՚জə2002țąҙČ՚ߏʪεڏ ॱॠə300 km/h śKTX-޲͟ۆ҃śۋ঳350 km/h ۆڏॱںЀशͿॠəKTX-(ԓߎ)޲͟ę

250 km/h ۋԜۆ՚ʪͿÒьܼۍEMU ޲͟ˣں

ࣀ३սբۆ֪՚Ձںঝ҃ॠيߏʪİࣀۆąۮͳں

ÌজॠČۙॠəЀۺۋɰ.

Č՚َ޲ÀࢢȇĵÂںࣀęॣ˺قəي͠Àݓ

ėşًॡۺۍЛ܃ÀьԦॢɰ. ࢢȇقݕۓॠəَ

޲قۆ३ьԦʼəؓ߹ࣷˣقۆॢَ޲Ó֬Ǵ

֧ÓۆۋϼইԜęČ՚َ޲Àࢢȇقݕۓॣ˺ࢢ ȇۆ߻ĵҙͿѓ߻ʼəйşؓࣷۆٖॳۋʂशۺۋ ɰ(Kwon, H.B., 2009). ۋ͠ॢЛ܃ə३ٽقԴʪ

ۋ֙জʼČەڷ϶, Л܃३ĀںڦॢٍĵÀɰս

ݕॱʼČەɰ.

ٍ҆ĵəَ޲ۆşнʪٮĶǴٽėşؓқԵ

şܵقʂॢٍĵεࣀ३êࢹşܵںսςॠČČ՚

َ޲ÀڏॱॠəTBM ߏʪࢢȇۆɳϸԸ܁֨ėş

ًॡۺ࣢ՁںъٖॠşڦॢԜěěćقʂॠيқ ԵॠČۙॢɰ.

ۋϼÇфйşؓࣷۆս࠘३ԵںࣀॢқԵڹ

Table 1 ęÏۋࢢȇ঍֩, َ޲ܛΪ, ՚ʪق˰͆ࢢȇ

ٍۤѻͿқԵॠٕɰ.

Table 1. The cases of aerodynamic analysis

Tunnel type Train type Train speed Tunnel length

Double-track / Single-track

tunnel

KTX 350 350 km/h

2~10 km EMU 250 250 km/h

EMU 200 200 km/h

ᩕ₉᮹ʑၡࠥ

Č՚ߏʪ޲͟ۋࢢȇقݕۓॠóʼϸؓ߹ࣷÀ

ԦՁʼČࢢȇǚɳقԴъԐʼرَ޲ܳڦؓͳۋ

śü০Ѻʴॠóʼ϶, Ó֬ǴؓͳѺʴۋьԦॠي

֧Ó˞ڹۋϼইԜںɗǛóʽɰ. ۋͣąڍ, َ޲Ǵ ҙۆؓͳѺʴڹَ޲ۆܛΪυɰɰβóǣࢍǣóʼ əʚۋəَ޲ۆşнʪ(Pressure tightness coefficient, 쩓) ޲ۋقۆॢٖॳۋɰ.

ĶǴقԴə“ߏʪ޲͟؋ۻşܵقěॢݓࠞ(2011.

Ķࢹİࣀҙ) ѻश5”ۆ“Ó޲ˣۆşؓѺজՃҙş

ܵ”قԴÓ֬ǴؓͳѺʴۆşܵں܃֨ॠČەɰ.

ߣşقʪۓʽČ՚ߏʪ޲͟ۍKTX-ۆąڍق ə3,000 PaۆؓͳقԴ100 PaۆؓͳڷͿॠÌॠə ʚՙڅʼə֨Âں40ߣۋԜڷͿő܁ॠٕڷǣ, ߯ ŖۆÓ޲ˣۆşؓѺজՃҙşܵقԴə3,000 Paۆ

ؓͳقԴ1,100 PaۆؓͳڷͿॠÌॠəʚՙڅʼə

֨Âں18ߣۋԜڷͿő܁ॠČەɰ. ۋεц࢖ڷͿ

َ޲ۆşнʪεԓ܁ॠϸTable 2ٮÏۋKTX-G

޲͟ۆąڍ쩓=11, KTX-G޲͟ۆąڍ쩓=18ۆşн ʪͿ܃ۚʽɰ. ̚ॢ֪őͿ܃ۚʼə200 km/h ۋԜ

Č՚޲͟ۆąڍ쩓=18 şܵںχܔॠʪ΀܃ۚʼд Ϳٍ҆ĵقԴə200 km/h ۋԜČ՚َ޲ۆşнʪε

쩓=18Ϳۺڌॠٕɰ.

Table 2. Coefficient,ɎG of pressure tightness Train Type Pressure tightness coefficient, ౛

KTX- ช ŉ á ć

Þ ć Ðì××× ß Ñ× Î×× á ÎÎ

KTX- ซ ŉ á ć

Þ ć ÎìÎ×× Ðì××× ß ÎÕ á ÎÕ

Ŗʑᦶʑᵡ

ᯕ໦qʑᵡ

ΡΜΟΜΟΎσηαΎϑϝϒϓΎΥΥΧΛΟΟΎΖπΗΚΎσηαΎϑϝϒϓΎΤΤΞΎΖνπΗ

Ķ܃ߏʪٍϜۆUIC 779-11 (Recommendatory -

Determination of railway tunnel cross-sectional areas

on the basis of aerodynamic considerations) ق˰βϸ

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Table 5. Existing pressure comfort criteria (international)

Country Route Pressure comfort criteria Operating conditions

Japan Shinkansen

- Max. change of pressure : 1,000 Pa

(no time period given but suspected to be a few seconds) - Max. rate of change of pressure : 200 Pa/s

- The latter rate of pressure chang criterion is thought to have recently been relaxed to 300-400 Pa/s.

- high-speed operations : 210, 240, 270 km/h - sealed rolling stock - tight bore double-track

UK

Inter-City Route

- Pre-1986

Max. change of pressure : 3,000 Pa/3s - After 1986

Max. change of pressure : 4,000 Pa/4s

- moderate to high-speed operations : 160, 200 km/h - unsealed rolling stock - tight bore double-track

Rail Link (London to Channel Tunnel)

- Single-track tunnels

Max. change of pressure : 2,000 Pa/4s - Double-track tunnels

Max. change of pressure : 3,500 Pa/4s

- high-speed operations : 225-300 km/h - unsealed rolling stock - large bore single/double

USA

U.S.UMTA - Undergound rapid

transit system

- Max. change of pressure : 700 Pa/1.7s - Max. rate of change of pressure : 410 Pa/1.7s

(as an average rate over longer periods than 1.7 second)

- low-speed operations : 80-100 km/h - unsealed rolling stock - tight bore tunnels

- regular commuter customers

Germany

German Railways

“Neubaustrecken”

(new line)

- Until recently, criteria similar to those of the Japanese Shinkansen services have been used. However, German Railways (DB) now use criteria which are defined by the following three components, all of which have to be complied with ;

- Max. change of pressure : 500 Pa/s and : 800 Pa/3s

and : 1,000 Pa/10s

- However, these maximum changes refer to single-train operation only, not to the two train passing situations that can arise in double-track tunnels.

- high-speed operations : 240-280 km/h - sealed rolling stock - large bore tunnels

Italy Italian Railways (FS)

- Max. change of pressure : 1,500 Pa/s (no time period stated)

- Max. rate of change of pressure : 500 Pa/s

- high-speed operations - sealed rolling stock - moderate-size bore tunnels

şн޲͟(sealed train)ęҼşн޲͟(unsealed train) ۆۋϼÇşܵقʂ३Table 3ęÏۋş҆ۺۍÉ (Base-line) ں܃֨ॠČەɰ.

Table 3. Base-line pressure comfort criteria (UIC 779-11) Train Type Pressure tightness coefficient, ౛ Unsealed train

( ౛dyn < 0.5s)

4.5 kPa/4s : two trains passing in a double-track tunnel 3.0 kPa/4s : single-track tunnel

Sealed train ( ౛dyn > 0.5s)

1,000 kPa/1s 1,600 kPa/4s 2,000 kPa/10s

- single-track & double-track tunnel

Table 3. ۆUIC 779-11ق܃֨ʽؓͳ࡟ۺՁşܵ

ڹÌ܃ő܁ۋ؉ɨńČ࠘(Recommendatory)Ϳߏ

ʪࢢȇۆɳϸںćনॠşڦॢşߣۺۍۙΒε܃ė ॠşڦॢş҆ۺۍÉ(Base-Line)ںǣࢍǶս࠘Ϳ

ࣺɳॣսەɰ.

̚ॢ, ÏڹUICقԴ܃֨ॢUIC code 660 (Measures to ensure the technical compatibility of high-speed trains) قԴəTable 4ٮÏۋÓ֬ǴؓͳѺজşܵڷ Ϳ܃֨ʼرەɰ.

Table 4. Pressure variation in the vehicle interior (UIC 660)

Period Maximum variation

One second 500 Pa/s

3 seconds 800 Pa/3s

10 seconds 1,000 Pa/10s

60 seconds 2,000 Pa/60s

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ΡΜΟΜΠΎⵢṦ὆ΎᵃဓᒮேΎ؞⃮

ÁĶۆşܵڹUIC 779-11҃ɰÌজʽşܵںۺ ڌॠČەڷ϶ʂߕۺڷͿUIC 660ęڮԐॢսܵۆ

࡟ۺʪşܵںۺڌॠČەɰ. ̚ॢ߯Ŗūݓێ҆ۆ

֪ࠤՅęڮԐॢսܵۆşܵںۺڌॠʏʫێقԴə

UIC 660 ۆşܵęڮԐॢ1ߣ, 3ߣ, 10ߣÂؓͳѺজ

şܵںۺڌॠČەݓχ60ߣقʂॢêࢹşܵڹۺ ڌॠČەݓ؍ɰ(Table 5).

ٖĶęйĶۆؓͳ࡟ۺʪşܵڹԜʂۺڷͿйş н޲͟ۆ۹՚َ޲ܳॱںČͲॢşܵڷͿٍ҆ĵ εࣀ३êࢹॠČۙॠəČ՚َ޲ۆؓͳ࡟ۺʪş

ܵęəҼİÀرͲڍдͿێ҆, ʫێ, ۋ࢐ν؉ۆ

şнČ՚޲͟قʂॢÓ֬Ǵؓͳ࡟ۺʪşܵقʂ३

ҼİêࢹॠəìۋࢍɾॢìڷͿࣺɳʽɰ.

ΡΜΟΜΡΎ՛ࢢΎ؞⃮

ĶǴقԴəѪͺজʽۋϼÇşܵۋػڷ϶“ߏʪ

޲͟؋ۻşܵقěॢݓࠞ(Ķࢹİࣀҙ, 2011) ѻश5”

ۆ“Ó޲ˣۆşؓѺজՃҙşܵ”قԴÓ֬ǴؓͳѺ ʴۆşܵں܃֨ॠČەɰ(Table 6).

Table 6. Pressure variation in the vehicle interior

Period Maximum variation

One second 500 Pa/s

3 seconds 800 Pa/3s

10 seconds 1,000 Pa/10s

60 seconds 2,000 Pa/60s

ۋşܵڹUIC 660şܵ(Table 4)ęʴێॢÉڷͿ

Č՚َ޲޲͟܃ۚ֨Ó֬Ǵ֧Óۆؓͳ࡟ۺʪݓ शͿԐڌॣսەɰ.

̚ॢইۦūݓąҙф঒ǫČ՚ߏʪۆࢢȇԺć

֨ۺڌʽۋϼÇşܵڹTable 7ęÏڷ϶(ėşًॡ

ࠑϸقԴۆߏʪࢢȇǴėɳϸĀ܁قěॢٍĵ, 2012) ۋşܵڹʫێقԴսॱॢؓͳѺজقʂ३

֧Óۆ ؋͇Çں ࣀćۺڷͿ қԵॢ ۙΒٮ UIC 779-11 ۆşܵںц࢖ڷͿۺڌʽşܵۋɰ.

Table 7. Pressure variation in the vehicle interior (Gyeongbu & Honam high-speed railway tunnel)

Single-track tunnels (1 train) Double-track tunnels (2 train)

800 Pa/3sec 1,250 Pa/3sec

ɳʫڏॱ֨şܵڹʫێقԴԐڌʼČەəşܵ

ܼ3ߣÂؓͳѺজս࠘ٮʴێॠǣİॱ֨şܵڹ

UIC 779-11 ۆ4ߣÂؓͳѺজ1,600 Pa/4sec şܵں

҃ÂॢìڷͿࣺɳʽɰ.

ΡΜΟΜ΢ΎὢታϾΎ؞⃮Ύᤎ

Č՚ڷͿڏॱॠəَ޲ǴقԴ֧ÓۋɗǛəۋϼ ইԜڹÒۍ޲Àࡾş˺ЛقÁĶυɰԜۋॢşܵ

ںۺڌॠČەə߸Ճۋ϶ۋ͠ॢşܵںҼİॠϸ

Fig. 1 ٮTable 8ęÏɰ.

Ķ܃ߏʪٍϜۆUIC 779-11قԴ܃֨ॠəؓͳ࡟

ۺՁşܵڹńČۙΒ(Recommendatory)ͿԴ߯ՙş

ܵۆՁüۋÌॠɰ. ۋق˰͆३ٽÁĶۆşܵ҃ɰ

2 ѕ܁ʪͿٰজʽìڷͿࣺɳʼ϶şн޲͟ںڏॱ ॠə३ٽقԴəUIC 779-11҃ɰعüॢşܵںۺڌ ॠČەڷ϶١০ͲUIC 660قԴ܃֨ॠəؓͳ࡟ۺ ՁşܵęڮԐॢսܵۆÉں܃֨ॠČەɰ.

˰͆Դٍ҆ĵقԴə३ٽşܵęڮԐॢս࠘ۆ

ؓͳ࡟ۺʪşܵں܃֨ॠČەə“ߏʪ޲͟؋ۻş

ܵقěॢݓࠞ(2011.Ķࢹİࣀҙ) ѻश5”ۆ“Ó޲ˣ ۆşؓѺজՃҙşܵ”(Table 6)ںۺڌॠČۙॢɰ.

ၙʑᦶʑᵡ

ΡΜΠΜΟΎὪᓦΎᫎ♦ᤪΖ㦆㞍㾁Η

ێ҆ۆąڍČ՚َ޲ۍ֪ࠤՅۋɰսڏٖʼČ

ەڷ϶ࢢȇɳϸۋ63.4 m ² ܁ʪͿҼİۺۚɰ. ۓ߻

ĵҙŖܳ࢘ۆ޻ۋǣЛۋÈۙşړݔۋϸԴՙڼ ںьԦ֨ࢅəйşؓقʂॢЛ܃À١͒ۻҙࢢь Ԧʿق˰͆йşؓşܵقʂॢٍĵÀݓ՚ۺڷͿ

ۋΠ܋ٵɰ.

ێ҆ۆԓڅ֪ࠤՅ(ቅ䱑ᮄᑍ㎮) æԺɾ֨߻ĵ20 m

(5)

Fig. 1. Comparison of pressure variation in the vehicle interior Table 8. Comparison of pessure variation in the vehicle interior criteria

Period ཛ

UIC 779-11

ཛྷ UIC 660

ཝ Japan

ཞ Germany

ཟ Italy

འٻKorea (Gyeongbu &

Honam High-Speed Railway)

ཡٻKorea (Guidelines for rolling stock safety

standards)

One second 1,000 Pa/s 500 Pa/s 400 Pa/s 500 Pa/s 500 Pa/s - 500 Pa/s

3 seconds - 800 Pa/3s - 800 Pa/3s - 800 Pa/3s (1train)

1,250 Pa/3s (2train) 800 Pa/3s

4 seconds 1,600 Pa/4s - - - - - -

10 seconds 2,000 Pa/10s 1,000 Pa/10s - 1,000 Pa/10s - - 1,000 Pa/10s

60 seconds - 2,000 Pa/60s - - - - 2,000 Pa/60s

Max. ೼P - - 1,000 Pa - 1,500 Pa - -

ݓ۾قԴ20 Paۆşܵۋ܃֨ʼر2007țūݓۋ

şܵۋܵڌʼرٵɰ.

2008 țقێ҆ۆ“ԓ؊ࢢȇԺć֨ėशܵфʴ३ Ժ(ߏʪڏս֨Ժ܁Ҽݓڙşĵ, 2008)”قԴəGÚ ĵܼ֮20 mݓ۾قԴ50 Pa ۋԜۍąڍ, Gۓ߻ĵҙ

лÀقԴ20 Pa ۋԜڷͿ߸܁ʼəąڍ, Gࢢȇ

ÚĵҙŖقѿڙ, ॡİˣşࢍܓڌॢঞąںज़څͿ

ॠə֨Ժۋەəąڍَࣷڼʂ޾ںսςॠʪ΀

܃֨ॠČەɰ.

ইۦڮͥęܼĶˣںप॥ॠيۻՃćۺڷͿࢢ ȇйşؓࣷʂ޾şܵڹێ҆şܵںܵڌॠČەə

ìڷͿࣷ؊ʼČەɰ.

ΡΜΠΜΠΎளὪΎβΰΎΖβϓϣϢϡϑϖϓϐϏϖϜΗ

ʫێĶٖߏʪ(DB)قԴə؉ݔйşؓࣷقʂॢ

şܵۋ܁३܋ەݓ؍ݓχٍĵεݕॱܼۋ϶ইۦ

ࢢȇÚĵܼ֮قԴٽҙͿ50 m ݓ۾قԴࠑ܁ʽ

йşؓࣷक़ࡾÉں20 Pa ۋॠͿ܁ॠČەɰ.

֬܃ࢢȇйşؓࣷ३ԵĀę20 m ݓ۾قԴ50 Pa սܵۆйşؓࣷə50 m ݓ۾قԴأ20 PaۆÉۋ

ʪ߻ʽɰ. ˰͆Դʫێۆйşؓࣷॴڌşܵڹێ҆

֪ࠤՅۆйşؓࣷॴڌşܵۍ20 mݓ۾50 Pa şܵę

ڮԐॢս࠘Ϳࣺɳॣսەɰ(Micro-pressure Waves

KOREA for DB International, 2007).

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ΡΜΠΜΡΎ՛ࢢ؞⃮

ĶǴۆйşؓêࢹəąҙČ՚ߏʪ, ঒ǫČ՚ߏ ʪфşࢍČ՚َ޲ڏॱۋćনʽۤʂࢢȇۆйş

ٖؓॳêࢹşܵڹTable 9ٮÏɰ.

Table 9. Criteria of MPW (Micro Pressure Wave) in Korea

Project Criteria of MPW

Gyeongbu high-speed railway

20 Pa at 20 m distance to portal or 20 Pa at object of target Honam high-speed

railway

20 Pa at 20 m distance to portal or 20 Pa at object of target Wonju-Gangneung

railway 20 Pa at object of target Suseo-Pyeongtaek

high-speed railway 50 Pa at 20 m distance to portal

ąҙČ՚ߏʪٮ঒ǫČ՚ߏʪə2008țۋۻۆێ

҆ۆԓڅ֪ࠤՅşܵۍ20 mݓ۾قԴ20 Pa ̚ə

҃؋Нæۋەəąڍ҃؋НæقԴ20 Pa ۋॠۆ

şܵںܵڌॢìڷͿࣺɳʽɰ. 2008țۋ঳قćন ʽڙܳÌι҄ԸۻߏфսʪńČ՚ߏʪˣۆ

ۤʂࢢȇĵÂقԴəѺąʽێ҆şܵ(ԓ؊ࢢȇԺ ć֨ėशܵфʴ३Ժ, 2008)ںۺڌॢìڷͿ҃ۍ ɰ. ڙܳÌι҄ԸۻߏقԴə20 m ݓ۾50 Pa şܵںܵڌॠيۺڌॢìڷͿࣺɳʼ϶2008țێ

҆ۆşܵۋ20 m ݓ۾50 Pa şܵڷͿѺąʼϸԴ

սԴथ࢘Č՚ߏʪæԺɾ֨şܵڹ20 m ݓ۾50 Pa ͿѺąۺڌॢìڷͿࣺɳʽɰ.

ΡΜΠΜ΢ΎᏦ؞ᵃΎ؞⃮Ύ`ẗ

ĶǴə؉ݔūݓő܁ʽйşؓêࢹşܵۋػڷ϶

ąҙф঒ǫČ՚ߏʪٮսԴथ࢘ÂČ՚ߏʪ, ڙܳÌιۤʂࢢȇԺć֨υɰɰՙԜۋॢйş

ؓşܵںۺڌॠٕɰ. ٍ҆ĵقԴə߯Ŗۺڌʽ

սԴथ࢘ÂČ՚ߏʪۆêࢹşܵۍ20 m ݓ۾قԴ

50 Pa şܵںۺڌॠٕɰ.

5#.℁ࠥ░ձ᮹Ŗʑᦶᇥᕾ

á☁݉໕

ėşٖؓॳқԵںڦॢTBM ࢢȇɳϸڹَ޲ۆ

܃ڙ, ۻ޲Ըȭۋ, ėʴĵőüˣࢹЀۺۍԺćڅՙ εъٖॠيTable. 10ęÏڹɳϸںԸ܁ॠيêࢹॠ

ٕɰ.

Table 10. Cross-section type

Train Single-track tunnel Double-track tunnel

EMU 200

Ar = 46.24 m

²

Ar = 67.04 m

²

EMU 250

Ar = 45.23 m

²

Ar = 68.17 m

²

KTX 350

Ar = 49.59 m

²

Ar = 87.04 m

²

Table 10 ۆÀ܁ɳϸقʂ३ۋϼÇфйşٖؓॳ ںқԵॠٕڷ϶ؘۼقԴسśॢėşؓşܵںχ ܔॠݓЇॠəąڍɳϸۆݒʂεࣀ३Դėşؓ

şܵۋχܔÀɠॢɳϸںêࢹॠي߯ۺɳϸق

ʂ३܃֨ॠٕɰ.

(7)

ᯕ໦qᇥᕾ

΢ΜΠΜΟΎᕲᤋ⁞Ѣ

TBM ߏʪࢢȇۆ߯ۺɳϸԸ܁ںڦॢۋϼÇ

қԵڹɰڼęÏڹܓæںۺڌॠيêࢹॠٕɰ.

G 쩓G = 18

G3 km υɰࣀॄėঞşĵԺ࠘(3 km ۋԜࢢȇ)

Gտ޲ۺڷͿ5%؂ɳϸۺںݒÀ֨ࡈۺ܁ɳϸ

êࢹ

َ޲ۆşнʪ(쩓)əؘԴسśॢцٮÏۋĶǴ

޲͟܃ۚşܵقۆ३Դ18ۋԜۆşнʪεݓɨ޲

͟ڷͿêࢹॠٕڷ϶3 km ۋԜۤʂࢢȇۆąڍ

3 km υɰؓͳ۹ÇۋÀɠॢঞşĵÀԺ࠘ʽìڷ ͿÀ܁ॠيқԵॠٕɰ. ̚ॢ, êࢹɳϸۋۋϼÇ

şܵںχܔॠݓЇॠəąڍأ5%؂ɳϸںݒʂ֨

ࡈԴۺ܁ɳϸںԸ܁ॠə߸ÀқԵںսॱॠٕɰ.

΢ΜΠΜΠΎὢታϾΎᕲᤋҞӪ

TBM ߏʪࢢȇۆ߯ۺɳϸںԸ܁ॠşڦॢۋϼ ÇٖॳêࢹĀęəTable 1113ęÏɰ. қԵĀę

şн޲͟ۍČ՚َ޲Ó֬Ǵ֧ÓۋɗǛəۋϼই Ԝڹ֨ԺॢćεχܔॠəߏʪࢢȇɳϸڷͿşܵ࠘

ۋǴۆÉںχܔॣսەəìڷͿêࢹʼؽɰ. ɰχ

350 km/h ۋԜۆČ՚ڷͿܳॱॠəَ޲ÀࢢȇǴق Դİॱںॠóʼəąڍقəşܵںߣęॠٕɰ.

ۋ͠ॢąڍۋϼÇşܵںχܔॠşڦ३Դə10 m ² ۋԜۆɳϸݒʂٮ॥ƍąԐࢢȇ, սݔĵˣں

ۋڌॢࣀॄėԺ࠘Àज़څॢìڷͿқԵʼؽɰ.

̚ॢ, Č՚َ޲ڏॱ֨Ó֬Ǵ֧ÓۆۋϼÇڹ

֧ÓυɰɗǛə܁ʪۆ޲ۋˣۋьԦॣսەڷд Ϳَ޲ڏॱćনںܓۼॠيࢢȇǴČ՚َ޲ۆİ ॱۋۋΠݓݓ؍ʪ΀ॠəˣ०νۺۍَ޲ڏॱć নںսςॠϸࢢȇɳϸۺݒʂεࣀॢėşؓ۹Ç

ѓ؋ںʂߕॣսەںìڷͿࣺɳʽɰ.

ၙʑᦶá☁

΢ΜΡΜΟΎᏦ؞ᵃΎᕲᤋ⁞Ѣ

Č՚ۆَ޲Àࢢȇںݕۓॣ˺ьԦॠəؓͳࣷ

Àࢢȇ߻ĵͿѓ߻ʼرՙڼфݕʴۆक़३εآş ॠəìڷͿ؎Ͳ܋ەɰ. ߻ĵҙقԴьԦॠəйş

ؓࣷəࢢȇۓ߻ĵфࢢȇǴҙۆؓͳşڐşѺজ,

َ޲՚ʪфࢢȇٍۤˣۋܼڅॢڅՙۋ϶ۋ͠ॢ

څՙ˞ںъٖॣսەəѩڌڮߕ३Ե॒ͿŔ͖ۍ

Fluent εԐڌॠيқԵॠٕɰ.

̚ॢTBM ߏʪࢢȇۆशܵɳϸԸ܁ںڦॢйş

ؓқԵڹɰڼęÏڹܓæںۺڌॠٕɰ.

G3 km υɰࣀॄėঞşĵԺ࠘(3 km ۋԜࢢȇ)

Gأ5%܁ʪۆɳϸݒʂεࣀ३ۺ܁ɳϸêࢹ

G 45ʪąԐÚЛۺڌ

G210 km ٍۤۆࢢȇں2 km ÂüڷͿêࢹ

ۋϼÇқԵęυ޴ÀݓͿйşؓқԵ֨قʪ3 km ÂüۆঞşĵεČͲॠČ5%؂ɳćѻɳϸݒʂ εࣀ३Դۺ܁ɳϸںқԵॠٕɰ.

̚ॢێъۺڷͿࢢȇÚЛ঍֩قψۋ׵ۋə45 ʪąԐÚЛںۺڌॠٕڷ϶ɳϸق˰δйşٖؓॳ

қԵںڦ३ѻʪۆؓͳ۹Ç֨ԺНڹۺڌॠݓ؍

ؕɰ.

΢ΜΡΜΠΎᏦ؞ᵃΎᕲᤋҞӪ

TBM ߏʪࢢȇۆڏॱَ޲ق˰δйşٖؓॳڹ

Table 14 16ęÏۋêࢹʼؽɰ.

EMU 200 ޲͟ۆąڍϿ˜ąڍقʂ३20 m ݓ۾

йşؓۋ50 Pa ۋǴͿşܵ࠘εχܔॠəìڷͿ

ǣࢍǮɰ.

(8)

Table 11. Analysis results of pessure inside train (EMU200)

Train type

Tunnel type

Cross section area (m

²

)

Tunnel length (m)

Pressure comfot

500 Pa/s 800 Pa/3s 1,000 Pa/10s 2,000 Pa/60s

EMU 200

Single-track tunnel

(1 train) 46.24

2 73.28 203.94 429.50 854.29 O.K

6 73.28 173.85 326.28 614.83 O.K

10 67.39 132.61 272.97 761.03 O.K

Double-track tunnel

(1 train) 67.04

2 67.68 196.85 443.56 976.59 O.K

6 67.39 144.92 322.13 701.73 O.K

10 67.39 132.61 272.97 761.03 O.K

Double-track tunnel

(2 train) 67.04

2 80.23 235.10 504.82 903.43 O.K

6 85.47 186.94 535.56 778.21 O.K

10 129.72 247.70 567.65 1,157.63 O.K

Table 12. Analysis results of pessure inside train (EMU250)

Train type

Tunnel type

Cross section area (m

²

)

Tunnel length (m)

Pressure change

500 Pa/s 800 Pa/3s 1,000 Pa/10s 2,000 Pa/60s

EMU 250

Single-track tunnel

(1 train) 45.23

2 101.99 282.61 597.83 1100.25 O.K

6 85.28 198.19 513.04 1229.65 O.K

10 91.58 173.85 438.81 1383.08 O.K

Double-track tunnel

(1 train) 68.17

2 87.78 253.02 512.68 917.47 O.K

6 74.71 215.42 619.36 1092.96 O.K

10 73.24 198.67 566.15 1285.82 O.K

Double-track tunnel

(2 train) 68.17

2 114.57 317.85 830.91 1346.45 O.K

6 88.50 227.41 494.26 1529.38 O.K

10 88.50 217.07 535.06 889.21 O.K

Table 13. Analysis results of pessure inside train (KTX350)

Train type

Tunnel type

Cross section area (m

²

)

Tunnel length (m)

Pressure change

500 Pa/s 800 Pa/3s 1,000 Pa/10s 2,000 Pa/60s

KTX 350

Single-track tunnel

(1 train) 49.59

2 104.98 283.79 730.13 1038.60 O.K

6 99.38 205.75 512.37 1541.32 O.K

10 99.38 205.75 457.29 1611.21 O.K

Double-track tunnel

(1 train) 87.04

2 107.23 284.32 740.62 968.41 O.K

6 107.23 215.63 577.33 1640.46 O.K

10 107.23 212.83 519.51 1631.45 O.K

Double-track tunnel (2 train)

87.04 2 146.33 402.89 765.38 765.39 O.K

6 240.21 490.03 1352.90 2414.81 N.G

10 224.72 459.12 1207.40 2826.77 N.G

97.54 6 135.96 315.06 998.53 1737.57 O.K

10 151.86 312.44 884.59 1978.34 O.K

(9)

Table 14. Analysis results of MPW (EMU200) Cross sectional

area (m

²

)

Tunnel length (m)

MPW at 20 m distance to portal

46.24 2 18.3 O.K

4 20.7 O.K

6 28.6 O.K

8 24.7 O.K

10 17.9 O.K

67.04 2 12.9 O.K

4 16.4 O.K

6 22.7 O.K

8 21.8 O.K

10 17.7 O.K

250 km/h ۆČ՚ڷͿڏॱॠəEMU250޲͟ۆ

ąڍঞşĵÀ1Òՙۺڌʽ6 km ٍۤقԴйşؓ

şܵںߣęॠČঞşĵÀ2Òՙćনʽ8 km ٍۤق ԴəχܔॠəĀęÀǣࢍǮɰ.

Table 15. Analysis results of MPW (EMU 250) Cross sectional

area (m

²

)

Tunnel length (m)

MPW at 20 m distance to portal

45.23 2 35.8 O.K

4 40.2 O.K

6 55.2 N.G

8 47.3 O.K

10 34.1 O.K

68.17 2 24.8 O.K

4 31.6 O.K

6 43.4 O.K

8 42.0 O.K

10 34.3 O.K

EMU 250 َ޲ڏॱ֨ɳԸࢢȇۍ45.23 m ² ۆɳϸ ڹأ52 m ² ܁ʪۆɳϸۋڅĵʼəìڷͿқԵʼؽ ɰ. ۋə250 km/h ՚ʪͿڏॱॠəࢢȇۆąڍҼİ ۺۺڹɳϸݒʂεࣀ३Դйşؓşܵںχܔॣ

սەڼں҃يܵɰ.

350 km/h ۆČ՚َ޲ÀڏॱॠəąڍəɳԸф

҄ԸࢢȇۆϿ˜ɳϸقʂ३Դйşؓşܵںχܔॠ ݓЇॠəìڷͿқԵʼؽɰ(Table 16).

Table 16. Analysis results of MPW (KTX 350) Cross section

area (m

²

)

Tunnel length (m)

MPW at 20 m distance to portal

49.59 2 91.0 N.G

4 105.2 N.G

6 142.3 N.G

8 127.1 N.G

10 95.9 N.G

87.04 2 59.5 N.G

4 79.2 N.G

6 107.7 N.G

8 109.3 N.G

10 94.6 N.G

йşؓşܵ50 Paں2ѕۋԜߣęॠəąڍÀ

ьԦॠ϶ɳϸۆݒʂεࣀ३Դйşؓşܵںχܔ ॠşڦ३Դəأ200 m ² ۋԜۆʂɳϸۋڅĵʼə

ìڷͿқԵʼؽɰ.

Fig. 2. MPW reduction rate (when tunnel cross-section increased 1 m

²

)

ۋ͠ॢĀęəFig. 2قԴ҃ˢۋɳϸݒʂق˰δ

йşؓ۹Çڱۋই۹০ǰ؉ই֬ۺڷͿъٖॠş

Ď͈ॢࡾşۆࢢȇɳϸۋज़څॠóʽɰ.

˰͆Դɳϸۆݒʂεࣀ३йşٖؓॳں߯ՙজ

ॠəì҃ɰşࢍėşؓ۹Ç֨ԺНćনںࣀ३

३Āॠə ìۋ ०νۺۍ ѓѪڷͿ ࣺɳʽɰ(Kim,

D.H., 2000).

(10)

đು

TBM ߏʪࢢȇۆėşًॡۺ࣢ՁںČͲॢ߯ۺ

ɳϸقʂॢԸ܁ѓѪقěॢٍĵεڦ३ߏʪࢢȇ ǴėşًॡۺқԵşܵقʂॢٍĵٮࢹЀۺ֨Ժ

ॢćεχܔॠəTBM ߏʪࢢȇɳϸقʂॢėşً

ॡۺٖॳںêࢹεࣀ३TBM ߏʪࢢȇۆ߯ۺɳϸ

ćনѓॳںʪ߻ॠٕɰ. ٍĵقԴصرݕĀęə

ɰڼęÏɰ.

1. ۋϼÇқԵşܵڹ३ٽÁĶυɰ޲ۋε҃ۋ϶

UIC 779-11 ۆąڍÁĶۆşܵ҃ɰٰজʽşܵ

ڷͿࣺɳʼ϶३ٽÁĶۆۋϼÇşܵęڮԐॢ

սܵۍĶࢹİࣀҙۆߏʪ޲͟؋ۻşܵقěॢ

ݓࠞقԴ܃֨ॠČەəÓ޲ˣۆşؓѺজՃҙ şܵںܵڌॠəìۋۺۼॢìڷͿࣺɳʼؽɰ.

2. йşٖؓॳقʂ३ψڹٍĵф֬ࠑۋݕॱʼر

٣ێ҆ۆ֪ࠤՅşܵڹĶǴф३ٽقԴɰս

ۍڌʼرটڌॠČەڷдͿێ҆ۆйşؓşܵ

ںܵڌॠəìۋۺۼॣìڷͿࣺɳʼ϶, лÀۆ

ٖॳںČͲॣսػəٍ҆ĵقԴə20 m ݓ۾ق Դ50 Pa şܵںۺڌॠٕɰ.

3. ۋϼÇٖॳқԵĀęࢹЀۺۍԺćşܵںχܔ ॠə߯ۺɳϸćন֨350 km/hۆČ՚ڷͿܳॱ ॠəَ޲ۆİ޲ܳॱ֨87 m ² ɳϸۺقԴəۋϼ Çşܵںߣęॠ϶أ10 m ² ۆɳϸݒʂεࣀ३Դ

ۋϼÇşܵχܔۋÀɠॢìڷͿқԵʼؽɰ.

4. йşٖؓॳқԵĀę200250 km/hͿܳॱॠə

Č՚َ޲ۆڏॱ֨ࢀЛ܃əьԦॠݓ؍əìڷ ͿǣࢍǮݓχ350 km/hۋԜۆČ՚ڷͿܳॱॠ əąڍ20 m ݓ۾قԴйşؓşܵ50 Paں2ѕۋ Ԝߣęॠəȭڹս࠘εǣࢍǴəìڷͿқԵʼ ؽɰ.

5. йşؓşܵχܔںڦ३Դə200 m ² ۋԜۆҼই

֬ۺۍɳϸݒʂÀज़څॢìڷͿǣࢍǮڷ϶, ࢢ ȇɳϸ1 m ² ݒʂ֨йşؓ۹Çέڹ߯ʂ2.13

0.56% Ϳйşؓ۹ÇমęÀۚ؉10%ۋԜۆйş

ؓ۹Çۋज़څॢąڍɳϸۆݒʂεࣀॢйşؓ

۹ÇڹҼমڱۺۍìڷͿࣺɳʽɰ.

6. TBM ߏʪࢢȇۆ߯ۺɳϸԸ܁ںڦ३Դəėş

ًॡۺêࢹεࣀ३ėşؓ۹Çज़څՁۋۚڹ

ąڍقəɳϸۆݒʂεࣀ३Դėşؓ۹Çۋ

Àɠॠݓχ20%ۋԜۆėşؓ۹Çۋज़څॢą ڍɳϸۆݒʂٮ॥ƍঞşĵࣀॄė, ۓ߻ĵҙ

঳˚ˣėşؓ۹Ç֨ԺНقʂॢêࢹεࣀ३

ą܃Ձںঝ҃ॣսەəࢢȇɳϸćনۋज़څॢ

ìڷͿêࢹʼؽɰ.

7. ٍ҆ĵĀęə3 kmυɰսݔĵεԺ࠘ॠəܓæ ڷͿࢢȇٍۤѻ, ɳϸѻۋϼÇфйşٖؓॳں

ČͲॢٍĵĀęͿսݔĵÂüѺজق˰͆Āę Éۆ޲ۋÀǣࢍǨսەɰ.

qᔍ᮹ɡ

ٍ҆ĵəĶࢹ३تҙæԺşցআ֪Ԑغۆ“TBM ४֮ԺćҙुşցфTBMࢢȇۆ߯ۺæԺşց

Òь(ę܃ѥ঒: 10şցআ֪E09)” ٍĵҼݓڙقۆ ३սॱʼؽ֥ɦɰ.

3FGFSFODFT

1. Kwon, H.B., Nam, S.W., Kwak, J.H. (2009),

“Assessment of the pressure transient inside the passenger cabin of high-speed train using comp- utational fluid dynamics”, Journal of The Korean Society for Railway, Vol. 12-1, pp. 65-71.

2. Kim, S.H., Moon, Y.O., Kim, G.L., Jo, H.J., Lee, S.W. (2012), “A study on the determination of railway tunnel cross-section areas in the aerodynamic aspect”, 2012 Annual Conference of Korean Tunnelling and Underground Space Association, pp. 109-117.

3. Ministry of Land, Infrastructure and Transport

(2011), “Guidelines for rolling stock safety standards”.

(11)

4. UIC code 779-11, “Determination of railway tunnel cross-sectional areas on the basis of aerodynamic considerations” 2nd edition, February 2005, International Union of Railways.

5. UIC code 660, “Measures to ensure the technical compatibility of high-speed trains” 2nd edition, August 2002, International Union of Railways 6. Kim, D.H., Shin, M.H., Han, M.S. (2000),

“Experimental study on the slit cover hood for reducing the micro pressure waves in high-speed

train-tunnel interfaces”, TUNNEL & UNDERGROUND SPACE, Journal of Korean Society for Rock Mechanics, Vol. 2, No. 3, pp. 3-10.

7. Report 07-P-5256-TZF 13-T2-E (2007), “Micro- pressure Waves KOREA for DB International”, Deutsche Bahn AG.

8. 盧细豇椺烐劵G 阿鑎拵踨鑆錳榸踨楯咔椪柯湚淆

(2008), “恬悮踨踃榸懠渔犑堇跞躧”, pp.

119.

Analysis of aerodynamic characteristics for the selection of cross-section to the TBM railway tunnels

*Corresponding author: Ho-Keun Lee E-mail: [email protected]

Received November 15, 2013; Revised November 22, 2013;

Accepted November 25, 2013

ଲ෹ֽ  ȵԳ෮૵  ȵ׌෮৤  ȵ׌กࢂ 

܁ধڙ ܳҼلࢭ؉ۋل؁şցşন֬ࣳۤ

܁ধڙ ܳҼلࢭ؉ۋل؁şցşন֬֬ۤ

܁ধڙ ܳथজلݓɦرτҙۤ

܁ধڙ ܳथজلݓɦرτԜИ

Analysis of aerodynamic characteristics for the selection of cross-section to the TBM railway tunnels

Ho-Keun Lee

*, Hyun-Wook Kang

, Hyun-Soo Kim

, Hong-Moon Kim

Bnttek Inc, Team manager

Bnttek Inc, Director

Pyunghwa Engineering Consultants Ltd., General manager

Pyunghwa Engineering Consultants Ltd., Managing Director

Keywords: TBM railway tunnel, tunnel cross-section, pressure comfort, micro pressure wave

ߣ΀ ڮͥˣ३ٽقԴə5#.Ĺ޳ѓ֩ںۋڌॢࢢȇۋɰսæԺʼČەݓχ ĶǴقԴəäۆۺڌʼČەݓ؍ɰ5#.

ߏʪࢢȇۆۺڌՁںȭۋşڦ३ԴəࢹЀۺԺćڅՙٮėşًॡۺٖॳںČͲॢ߯ۺɳϸںԸ܁ॣज़څÀەɰۋ͠ॢ߯ۺɳϸ ۆԸ܁֨قəࢢȇٍۤ َ޲՚ʪ ۻ޲Ըȭۋ ėʴőőüˣࢹЀۺۍԺćڅՙقʂॢČͲٮ॥ƍėşًॡۺٖॳںêࢹॠي

ۺ܁ɳϸćনۆսςۋज़څॠɰėşًॡۺêࢹ֨قə߯ŖߏʪࢢȇۆČ՚জεČͲॠČۺۼॢқԵşܵۆսςۋज़څॠݓχ

ইۦĶǴقԴəěʹşܵۋػرࢢȇυɰԜۋॢėşؓқԵşܵۋۺڌʼČەə֬܁ۋɰ˰͆Դٍ҆ĵقԴəĶǴٽۋϼÇ

фйşؓқԵşܵقʂॠيêࢹॠČ 5#.ࢢȇɳϸѻėşًॡۺқԵںࣀ३Դ5#.ߏʪࢢȇۆɳϸԸ܁֨ėşًॡۺٖॳęۆ

Ԝěěćقʂ३қԵॠٕɰ

ܳڅر5#.ߏʪࢢȇ ࢢȇɳϸ ۋϼÇ йşؓ

$PQZSJHIU ,PSFBO5VOOFMMJOHBOE6OEFSHSPVOE4QBDF"TTPDJBUJPO

ᕽು

߯Ŗۆߏʪࢢȇڹʂҙқ200 km/h ۋԜۆ՚ʪͿ

ڏॱॠəìںЀशͿॠəČ՚ԸڷͿćনʼČە ɰ. ߏʪࢢȇۆČ՚জə2002țąҙČ՚ߏʪεڏ ॱॠə300 km/h śKTX-޲͟ۆ҃śۋ঳350 km/h ۆڏॱںЀशͿॠəKTX-(ԓߎ)޲͟ę

250 km/h ۋԜۆ՚ʪͿÒьܼۍEMU ޲͟ˣں

ࣀ३սբۆ֪՚Ձںঝ҃ॠيߏʪİࣀۆąۮͳں

ÌজॠČۙॠəЀۺۋɰ.

Č՚َ޲ÀࢢȇĵÂںࣀęॣ˺قəي͠Àݓ

ėşًॡۺۍЛ܃ÀьԦॢɰ. ࢢȇقݕۓॠəَ

޲قۆ३ьԦʼəؓ߹ࣷˣقۆॢَ޲Ó֬Ǵ

֧ÓۆۋϼইԜęČ՚َ޲Àࢢȇقݕۓॣ˺ࢢ ȇۆ߻ĵҙͿѓ߻ʼəйşؓࣷۆٖॳۋʂशۺۋ ɰ(Kwon, H.B., 2009). ۋ͠ॢЛ܃ə३ٽقԴʪ

ۋ֙জʼČەڷ϶, Л܃३ĀںڦॢٍĵÀɰս

ݕॱʼČەɰ.

ٍ҆ĵəَ޲ۆşнʪٮĶǴٽėşؓқԵ

şܵقʂॢٍĵεࣀ३êࢹşܵںսςॠČČ՚

َ޲ÀڏॱॠəTBM ߏʪࢢȇۆɳϸԸ܁֨ėş

ًॡۺ࣢ՁںъٖॠşڦॢԜěěćقʂॠيқ ԵॠČۙॢɰ.

ۋϼÇфйşؓࣷۆս࠘३ԵںࣀॢқԵڹ

Table 1 ęÏۋࢢȇ঍֩, َ޲ܛΪ, ՚ʪق˰͆ࢢȇ

ٍۤѻͿқԵॠٕɰ.

Table 1. The cases of aerodynamic analysis

Tunnel type Train type Train speed Tunnel length

Double-track / Single-track

tunnel

KTX 350 350 km/h

2~10 km EMU 250 250 km/h

EMU 200 200 km/h

ᩕ₉᮹ʑၡࠥ

Č՚ߏʪ޲͟ۋࢢȇقݕۓॠóʼϸؓ߹ࣷÀ

ԦՁʼČࢢȇǚɳقԴъԐʼرَ޲ܳڦؓͳۋ

śü০Ѻʴॠóʼ϶, Ó֬ǴؓͳѺʴۋьԦॠي

֧Ó˞ڹۋϼইԜںɗǛóʽɰ. ۋͣąڍ, َ޲Ǵ ҙۆؓͳѺʴڹَ޲ۆܛΪυɰɰβóǣࢍǣóʼ əʚۋəَ޲ۆşнʪ(Pressure tightness coefficient, 쩓) ޲ۋقۆॢٖॳۋɰ.

ĶǴقԴə“ߏʪ޲͟؋ۻşܵقěॢݓࠞ(2011.

Ķࢹİࣀҙ) ѻश5”ۆ“Ó޲ˣۆşؓѺজՃҙş

ܵ”قԴÓ֬ǴؓͳѺʴۆşܵں܃֨ॠČەɰ.

ߣşقʪۓʽČ՚ߏʪ޲͟ۍKTX-ۆąڍق ə3,000 PaۆؓͳقԴ100 PaۆؓͳڷͿॠÌॠə ʚՙڅʼə֨Âں40ߣۋԜڷͿő܁ॠٕڷǣ, ߯ ŖۆÓ޲ˣۆşؓѺজՃҙşܵقԴə3,000 Paۆ

ؓͳقԴ1,100 PaۆؓͳڷͿॠÌॠəʚՙڅʼə

֨Âں18ߣۋԜڷͿő܁ॠČەɰ. ۋεц࢖ڷͿ

َ޲ۆşнʪεԓ܁ॠϸTable 2ٮÏۋKTX-G

޲͟ۆąڍ쩓=11, KTX-G޲͟ۆąڍ쩓=18ۆşн ʪͿ܃ۚʽɰ. ̚ॢ֪őͿ܃ۚʼə200 km/h ۋԜ

Č՚޲͟ۆąڍ쩓=18 şܵںχܔॠʪ΀܃ۚʼд Ϳٍ҆ĵقԴə200 km/h ۋԜČ՚َ޲ۆşнʪε

쩓=18Ϳۺڌॠٕɰ.

Table 2. Coefficient,ɎG of pressure tightness Train Type Pressure tightness coefficient, ౛

KTX- ช ŉ á ć

Þ ć Ðì××× ß Ñ× Î×× á ÎÎ

KTX- ซ ŉ á ć

Þ ć ÎìÎ×× Ðì××× ß ÎÕ á ÎÕ

Ŗʑᦶʑᵡ

ᯕ໦qʑᵡ

ΡΜΟΜΟΎσηαΎϑϝϒϓΎΥΥΧΛΟΟΎΖπΗΚΎσηαΎϑϝϒϓΎΤΤΞΎΖνπΗ

Ķ܃ߏʪٍϜۆUIC 779-11 (Recommendatory -

Determination of railway tunnel cross-sectional areas

on the basis of aerodynamic considerations) ق˰βϸ

Table 5. Existing pressure comfort criteria (international)

ଲ෹ֽ ȵԳ෮૵ ȵ׌෮৤ ȵ׌กࢂ

ߣ΀ ڮͥˣ३ٽقԴə5#.Ĺ޳ѓ֩ںۋڌॢࢢȇۋɰսæԺʼČەݓχ ĶǴقԴəäۆۺڌʼČەݓ؍ɰ5#.

ߏʪࢢȇۆۺڌՁںȭۋşڦ३ԴəࢹЀۺԺćڅՙٮėşًॡۺٖॳںČͲॢ߯ۺɳϸںԸ܁ॣज़څÀەɰۋ͠ॢ߯ۺɳϸ ۆԸ܁֨قəࢢȇٍۤ َ޲՚ʪ ۻ޲Ըȭۋ ėʴőőüˣࢹЀۺۍԺćڅՙقʂॢČͲٮ॥ƍėşًॡۺٖॳںêࢹॠي

ۺ܁ɳϸćনۆսςۋज़څॠɰėşًॡۺêࢹ֨قə߯ŖߏʪࢢȇۆČ՚জεČͲॠČۺۼॢқԵşܵۆսςۋज़څॠݓχ

ইۦĶǴقԴəěʹşܵۋػرࢢȇυɰԜۋॢėşؓқԵşܵۋۺڌʼČەə֬܁ۋɰ˰͆Դٍ҆ĵقԴəĶǴٽۋϼÇ

Ԝěěćقʂ३қԵॠٕɰ

ܳڅر5#.ߏʪࢢȇ ࢢȇɳϸ ۋϼÇ йşؓ

$PQZSJHIU ,PSFBO5VOOFMMJOHBOE6OEFSHSPVOE4QBDF"TTPDJBUJPO

ᕽು

ᩕ₉᮹ʑၡࠥ

Þ ć Ðì××× ß Ñ× Î×× á ÎÎ

Þ ć ÎìÎ×× Ðì××× ß ÎÕ á ÎÕ

Ŗʑᦶʑᵡ

ᯕ໦qʑᵡ