*Corresponding author: Sang-Yeon Seo E-mail: [email protected]
Received September 24, 2013; Revised September 30, 2013;
Accepted October 10, 2013
Łᗮᩕ₉᮹░ձḥ᯦ᙹḢ᮹ᦶಆᱡq⬉ŝᨱݡ⦽
ᙹ⊹⧕ᕾᩑǍ
ตֽȵছঃ ȵ็ঃȵ֫෭थ
Ҽধڙ (4æԺ ۻےٍĵڙ
܁ধڙ (4æԺ Ըےٍĵڙ
܁ধڙ (4æԺ սԵٍĵڙ
Ҽধڙ ॢĶİࣀʂॡİ İս
A numerical study on the pressure relief by a vertical shaft in a high speed railway tunnel
Hyo-Geun Kim1, Sang-Yeon Seo2*, Hee-Sang Ha3, Hyeok-Bin Kwon4
1GS E&C, Associated Research Engineer
2GS E&C, Research Engineer
3GS E&C, Principal Research Engineer
4Korean National University of Transportation, Professor
ABSTRACT: High speed railway can transport large quantity of people and commodities in a short time and has become one of the most desirable and environmentally friendly transportation. However, it is hard to have a complicated route for high speed railways, construction of tunnels is essential to pass through a mountain area. When a high speed train enters a tunnel, pressure wave is created in a tunnel and the wave causes micro pressure wave and discomfort to passengers. In order to alleviate pressure wave in a tunnel, constructing a vertical shaft is one of the most efficient ways. This study represents a numerical analysis module, which takes into account the effect of a vertical shaft in a tunnel. The module can be used in a numerical program (TTMA) specialized for aerodynamics in a tunnel, and it was validated by comparing numerical results with various measurements in Emmequerung tunnel and results from numerical analysis using Fluent.
Keywords: High speed railway tunnel, Vertical shaft, Pressure wave, CFD, Pressure alleviation
ߣ Č՚ߏʪəʂőϿۆۍڙęНۙε֪՚ॠóڏъॣսەəࠚঞąڏբսɳڷͿÁġыČەɰČ՚ߏʪəӇδ՚ʪͿ
ۍ३Ըۋ܃ॢʼرæԺʼдͿԓۋψڹݓقԴəࢢȇۋψ؉ݕɰČ՚ڷͿܳॱܼۍَÀࢢȇقݕۓॠəąڍقࢢȇ
ǴҙقԴؓͳࣷÀьԦॠəʚۋͿۍ३ۋϼÇęйşؓࣷ͆əЛ܃ÀьԦॢɰࢢȇǴۆؓͳࣷεٰজ֨ࢅşڦॢɰتॢ
ѓѪܼսݔÚںۋڌॢѓѪʪٍĵʼČەəʚۋٍĵقԴə55."͆əČ՚ߏʪࢢȇėşًॡ३Ե॒ͿŔ͖ںۋڌॠيսݔÚ قۆॢս࠘३ԵϿ˗ںÒьॠٕɰۋεêݒॠşڦ३֬ࠑĀęٮҼİॠيŔՁɠںêݒॠٕڷ϶şܕۆս࠘३ԵĀęٮ
ҼİॠيŔڍսՁںêݒॠٕɰ
ܳڅرČ՚ߏʪࢢȇ սݔÚ ؓͳࣷ ۻԓڮߕ३Ե $'% ؓͳٰজ
$PQZSJHIU ,PSFBO5VOOFMMJOHBOE6OEFSHSPVOE4QBDF"TTPDJBUJPO
ᕽು
ۻՃćۺڷͿݓĵ٣ǦজٮÏڹঞąЛ܃Àśݒ
ॠϸԴڏբսɳʪࢀѺজÀԦĄɰ. ՃćÁĶقԴ əজԵٍΒε߯ʂॢۺóԐڌॠϸԴʪψڹۍڙ ęНۙε֪՚ॠóڏբॣսەəսɳڷͿČ՚ߏ ʪεćনॠČەɰ.
Č՚ߏʪԸݕĶۍڮͥęێ҆ںҼ΅ॠيݓŚڹ
йĶŔνČܼĶقԴʪČ՚ߏʪقʂॢٍĵٮæ
ԺںĵߕۺڷͿćনॠČەڷ϶ॢĶęÏۋۋй
֨ėॠČەəĶÀʪψɰ. ێъۺڷͿَۆČ՚
ܳॱڹ߯ۺজʽَԜۋڅĵʼ϶ěʹۍ॒͆ʪ
˓ыࠞʼرآॢɰ. ̚ॢČ՚َəӇδ՚ʪͿۍ ३Ըۋ܃ॢʼдͿÀɠॢݔԸڷͿæԺ३آॢ
ɰ. ˰͆ԴێъۺڷͿČ՚ߏʪĵÂڹɰδ۹՚َ
҃ɰİ͟ęࢢȇۋψóʽɰ.
ÁĶقԴÒьॠəČ՚َəŔϿتۋϿ˃܃
ÁÁۋݓχԸ˃ҙÀڮԸۋ͆ə۾ۋėࣀ۾ۋɰ.
ŔۋڮəڮԸۆԸ˃ҙԜۋČ՚ܳॱ֨ėş
۹२ں߯ʂॢÇՙ֨࢈սەş˺Лۋɰ. ॠݓχ
ėş۹२ćսεČͲॠي߯ۺڷͿԺćʽČ՚َ
͆ॠيʪܳॱܼۆَܳѺقəėşؓͳۆқप Àϔڍ҄ۡॠóՁʽɰ. ০َÀÒটݓÀ
؉ɨࢢȇںࣀęॠəąڍقəࢢȇǴҙۆঊՙॢ
ėÂڷͿۍॠيؓͳқपəʌڎ҄ۡॢتԜں̺
óʽɰ(Fox et al., 1973, Vardy et al., 1979).
ࢢȇقݕۓॠəČ՚َͿۍ३ьԦॠəؓͳѺ জəي͠ÀݓЛ܃۾ںآşॠ϶ŔܼقԴۋϼÇ ęйşؓࣷÀʂशۺۋɰ. ۋϼÇڹَٽҙۆؓ
ͳѺজεَǴҙۆ֧ÓۆŊقԴɗƓݓəইԜ ںϊॠ϶, йşؓࣷəČ՚َۆࢢȇݕۓ֨ࢢȇ
ĵقԴьԦॠəؓͳࣷε̹ॢɰ. ۋϼÇڹَ
ۆşнʪεȭيٽҙۆؓͳѺজε۹Çॠʪ
͟ںԺćॠϸ३Āॣսەɰ. Ŕ͠ǣйşؓࣷə
َԜęࢢȇۆɰتॢڅՙÀŪۋěʹʼرە رԴ֖ó३Āॣսػɰ.
ۋ͠ॢЛ܃۾ں३Āॠşڦ३ψڹٍĵÀۋΘ ر܋ٵəʚ, ֬ॹںࣀ३ࢢȇǴٽҙۆؓͳѺজ
تԜقʂॢٍĵ(Fukuda et al., 2010)ٮ॥ƍս࠘३ ԵںۋڌॢࢢȇؓͳѺজ३Ե(Maeda et al., 1993)ۋ
ʂशۺۍٍĵۋɰ. ০, Kwon et al. (2009)ڹ֬ࠑ
Āęεъٖॢս࠘Ͽٍĵεࣀ३ʌ܁İॢĀę εʪॠٕɰ. ۋ͠ॢي͠ÀݓٍĵĀęقԴėࣀ ۺڷͿǣࢍǣəԐ֬ڹ, َٮ॥ƍČ՚ڷͿړݔ ۋəėşÀࢢȇǴҙۆėşεÌॠóؓ߹ॠϸԴ
ࢀؓͳࣷεьԦ֨ࢇɰəìۋɰ. ࢢȇǴҙقԴь Ԧॢؓͳࣷəࢢȇĵεॳ३ڼ՚ڷͿۻࣷʼ϶,
ĵقʪɵॠϸࢢȇٽҙۆ܁ݓॢėşٮҙ˯০ ϸԴɰ֨ࢢȇ؋ڷͿъԐʽɰ. ۋ˺ؓͳࣷۆێҙ ÀࢢȇшڷͿѓԐʼϸԴ۹ܳࣷۆͿȉó
ऎݓəʚۋεйşؓࣷ(Micro-Pressure Wave)͆Č
ॢɰ. ࢢȇ؋ڷͿъԐʽؓͳࣷəČ՚َقۆ३
Ձʽ̚ɰδؓͳࣷٮܼߑʼϸԴࢢȇǴҙقԴ
҄ۡॢؓͳѺজεێڷࢇɰ.
ۋ͠ॢؓͳѺজεÇՙ֨ࢅşڦ३َۆԸ˃ҙ
ԜںѺąॠäǣ(Kikuchi et al., 2011) ࢢȇۓĵ
ԜںѺজ֨ࢅəˣ(Winslow et al., 2005) ي͠
Àݓѓ؋ۋ܃֨ʼؽɰ. ۋٍĵقԴəսݔÚںۋ ڌॢؓͳࣷÇՙমęεս࠘ۺڷͿ३ԵॠČࢢȇ
ǴҙۆؓͳѺজф՚ʪࠑ܁ĀęٮҼİॠي֪
Ձۋȭڹս࠘३ԵѓѪں܃؋ॠČۙॢɰ.
ᙹ⊹⧕ᕾႊჶ
ۋٍĵقԴəَۆࢢȇݕۓ֨ࢢȇǴؓͳқ पε३Եॣսەəَ-ࢢȇėşًॡ֨бͪۋՎ
॒ͿŔ͖(TTMA)(Kwon et al., 2001)قսݔÚقۆ
ॢؓͳ۹ÇমęεćԓॣսەəϿ˗ںÒьॠي
ս࠘३Եѩڦεঝʂॠٕɰ. ̚ॢÒьʽ॒ͿŔ͖
ںۋڌॢս࠘३ԵĀęε֬ࠑĀęٮҼİॠي܁
ঝՁںêݒॠٕɰ.
55."ᙹ⊹⧕ᕾʑჶ
TTMAə2ڙ߹ʂࠡقşъॢČ՚ߏʪࢢȇ
ėşًॡ३Ե॒ͿŔ͖ڷͿ1ڙę3ڙ३Եۆ
ۤ۾χںটڌॢ॒ͿŔ͖ۋɰ. , TTMAə1ڙ
३Ե҃ɰʌĵߕۺۍąćܓæ(َԜ, ࢢȇɳϸ) ںۓͳॠي҃ɰ܁ঝॢĀęεʪॣսەɰ.
̚ॢš३Ե֨Âۋज़څॢ3ڙ३ԵقҼ३ϔڍ
Ӈδ՚ʪͿćԓۋÀɠॢ2ڙ३Եںࣀ३üۙԦ
Ձ֨Âę३Ե֨Âںࡾóܶێսەəۤ۾ۋەɰ.
2ڙ३ԵڷͿҙࢢ߹ʂࠡںۋڌॠي3ڙধۻߕ ۆ३ԵĀęεʪॣսەڷдͿTTMAə2.5ڙ ںÀݕɰČϊॣսەɰ(Kwon et al., 2001).
ؘԴşցॢцٮÏۋTTMAə2ڙ߹ʂ॒ࠡͿ Ŕ͖ڷͿ֩(1)ęÏۋИڙ߹ʂࠡؓ߹ՁNavier- Stoke’s equationںşъڷͿۚՁʼؽɰ. يşԴࢢ ȇۆঞԓݔą(Hydraulic Diameter) DٮۙڮşΪ (Free stream)ۆнʪٮؓͳںۋڌॠيÁНν͟ں
Иڙজॠٕɰ.
ރª â ŞƖ âŞƗ â¡ á ć«ƃƁ
Î ÞŞƖŃâŞƗŃâ¡Ńß
ª á ãŇì ŇƓì ŇƔì Ňƃ ä
áãŇƓì ŇƓÏì ŇƓƔì ÞŇƃ âƎßƓä
Ńáã×ì ʼnƖƖì ʼnƖƗì ƃŃÑä
áãŇƔì ŇƔƓì ŇƔÏâƎì ÞŇƃ âƎßƔä
Ńáã×ì ʼnƗƖì ʼnƗƗì ƄŃÑä
¡ á ćƗÎãŇƔì ŇƓƔì ŇƔÏìÞŇƃ âƎßƔä
¡Ńá ćƗÎã×ì ƆŃÏì ƆŃÐì ƆŃÑä
(1)
يşԴ, ªə҃ܕ͟ѯࢢ, ٮəFlux ѯࢢ, ¡ə
߹ʂࠡ३Եںڦॢՙ֟२ںۆйॠ϶, Ń, Ńə
۾ՁFlux ѯࢢ,¡Ńə߹ʂࠡ۾Ձՙ֟२ںǣࢍǶɰ.
Иڙজʽѓ܁֩قԴʂΪ२ۆFluxəRoeۆFDS εۋڌॠٕڷ϶, ėÂ܁ঝʪॳԜںڦ३Korenۆ
limiterε ʪۓॢ MUSCLşѪ(Monotone Upstream- centered Schemes for Conservation Laws)ںটڌॠ
ٕɰ. ̚ॢ ֨ÂۺқѪڹ AF-ADI (Approximate Factorization-Alternate Direction Implicit)(Kwon et al., 2001)εԐڌॠٕɰ.
Ğĥ᳑Õ
TTMAقԴࢢȇęşۆѹϸقۋڌʽąćܓ
æڹSlip Boundary Conditionںۺڌॠٕɰ. , ࢢȇ
ѹϸۆėşڮʴ՚ʪəَۆԜʂۺڏʴںࣀ३
صںսەČ, ѹϸۆؓͳڹѹϸقսݔॢڏʴ͟
ѓ܁֩ںۋڌॠيćԓॣսەɰ. ࢢȇۓĵۆ
ٽҙڮʴںćԓॠşڦ३Դəٽҙėşۆۙڮζ
ܓæęࢢȇۓĵۆڮʴѓॳۋज़څॠɰ. ۋ2Àݓ
ܓæںRiemann ٽԙѪقۺڌॠيࢢȇۓĵٽҙ ėşۆ՚ʪ, ؓͳ, нʪεÁÁćԓॣսەɰ. ࢢȇ قԴьԦʼəؓͳࣷÀս࠘३ԵϿ߯ٽĚąć قҙ˯২ъԐʼəìںφşڦ३३Եًٖۆ
߯ٽĚًٖقəИъԐܓæںۺڌॠٕɰ(Kwon et al., 2001).
Ⅹʑ᳑Õ
ࢢȇǴٽҙقԴьԦॠəėşؓͳѺʴڹ͟
ݕॱѓॳقҼʂࠡۋ϶ܳşՁۋػڷдͿćԓًٖ
ںɳտজॠäǣԦ͜ॠşرͷɰ. ̚ॢَεԴԴ ০À՚֨ࢅϸս࠘ćԓۆ١Ϊεφںսەڷǣ, ćԓًٖę३Ե֨ÂۋݒÀॢɰ. ćԓًٖę३Ե֨
Âںܶۋşڦ३ߌڼҙࢢَε߯Č՚ʪͿԺ܁
ॠϸۍڦۺۍ߿üࣷ(Arti-fact)Ϳۍॢ١ΪÀьԦ ॠдͿَۆࢢȇݕۓ֨՚ʪε֪ܼॠóČͲ३ آॢɰ.
ۋ͠ॢ١Ϊε߯ՙজॠşڦ३Դَε܁ݓԜ
قԴԴԴ০À՚֨ࡈآॠ϶, ३Ե֨Âںܶۋşڦ ३Դə३ԵĀęۆ܁нʪÀॴڌʼəѩڦǴقԴ
üۙսε߯ʂॢܶيآॢɰ. ۋٍĵقԴəَε
ԴԴ০À՚֨ࢅəѓѪڷͿَÀ՚ʪε֨Âق
˰δ॥սͿۺڌॠٕڷ϶, ي͠Àݓ՚ʪ॥սܼق Դս࠘ۺۍ١ΪÀÀۤۚڹìںԸ܁ॠٕɰ. ۋε
֩(2)قǣࢍǴؽɰ(Kwon et al., 2001).
¯ Þƒß á ćÏ×ſ ƒÒà ćÕ ſƒÎ
ƒÑâ ćÎÏ ſƒÎÏ
ƒÐ with ſ á ÎÏ×ć ƒÎÒ
¯ƒ (2)
Fig. 1. Axisymmetric Computational Domain of Tunnel and Vertical Shaft
֩(2)εࣀ३À՚äνεܶےڷͿԴüۙսٮ
३Ե֨ÂںÇՙ֨࢈սەČս࠘١Ϊε߯ՙজॣ
սەɰ. يşԴ, ¯ƒəَۆ߯Č՚ʪεۆйॠČ
ƒÎڹَۆÀ՚֨Âںۆйॢɰ. يşԴ, ƒÎںܓ܁
ॠيÀ՚֨Âęࢢȇݕۓۻäνεʴ֨قܓ܁ॣ
սەɰ.
ĊᯱǍ᳑
ۋٍĵقԴəşܕ॒ͿŔ͖قԴԐڌॠʏࢢȇü
ۙقսݔÚںशইॠəüۙε߸Àॠيćԓॣս
ەəϿ˗ںÒьॠيTTMAقۺڌॠٕɰ. Ŕ͒Դ
şܕTTMAقԴҝÀɠ॰ʏսݔÚۋەəࢢȇս
࠘Ͽۆėşؓͳ३ԵںÀɠॠʪॠٕɰ.
ĊᯱǍ᳑ (SJE.PEFMJOH
TTMAəَüۙٮࢢȇüۙεÁÁχ˜
َüۙÀࢢȇüۙǴҙقԴۋʴॣ˺Ѻজॠə
Нν͟ںϔ֨ÂԴͿۻɵॠيćԓॢɰ. ۋ͠ॢѓ ѪںMoving patched grid͆Čॠəʚ, َüۙٮ
ࢢȇüۙقԴÁÁćԓʽНν͟ںϔ֨Âυɰ
ԴͿİঞॠϸԴَüۙÀݕॱॢɰ. ۋ͠ॢ३Ե ѓѪڹԐڌۙÀڙॠəѓ֩ڷͿüۙεԦՁ֨࢈
սەČ؋܁ۺۍ३ԵۋÀɠॠ϶३Ե֨Âںɳ߹
ॣսەəۤ۾ںÀݕɰ.
ᙹḢĊᯱǍ᳑
Č՚َÀࢢȇقݕۓॣ˺ьԦॠəėşڮʴ ڹʂҙқࢢȇţۋѓॳڷͿݕॱॢɰ. ێъۺڷͿ
ࢢȇقԴێرǣəėşؓͳѺজε3ڙڷͿ३Ե ॠşڦ३ԴəԜɾॢ֨ÂęComputing ResourceÀ
ज़څॠɰ. Ŕ͠ǣࢢȇںڙࣀͿÀ܁ॢ2ڙ
߹ʂࠡѓ܁֩ںԐڌॢTTMAεۋڌॠϸ3ڙ
३ԵĀęεʪॣսەɰ.
սݔÚۋەəࢢȇϿۆėşؓͳѺজεս࠘३ Եॠşڦ३ԴəսݔÚںࢢȇęÏۋ߹ʂࠡڷͿ
ϿʝτॠəìۋڮνॠݓχսݔÚęࢢȇۆ߹ۋ
ԴͿێ࠘ॠݓ؍ş˺Лق߹ʂࠡѓ܁֩ںцͿ
ۺڌॣսػɰ.
ۋٍĵقԴəۋ͠ॢ۾ں३ĀॠşڦॠيFig.
1قǣࢍǦцٮÏۋࢢȇęսݔÚۆܟशćεԴͿ
қνॠٕɰ. ࢢȇۆţۋѓॳ߹ںƖÎ,ɳϸѓॳ߹ں
ƗÎڷͿ܁ۆॠ϶, սݔÚۆţۋѓॳ߹ںƖÏ,ɳϸѓ ॳ߹ںƗÏͿ܁ۆॢɰ. ۋ˺սݔÚۆţۋѓॳ
ƖÏəࢢȇۆɳϸѓॳƗÎęÏڹѓॳڷͿ, սݔÚۆ
ɳϸѓॳƗÏəࢢȇۆţۋѓॳۆъʂۍà ƖÎͿԺ܁
ॠٕɰ. ۋ͠ॢܟशԺ܁ںࣀ३߹ʂࠡѓ܁֩ںИ νػۋԐڌॣսەɰ.
սݔÚۋࢢȇقۿॠəҙқڹFig. 1قԴǣࢍǦ
цٮÏۋսݔÚęٍĀʼəܛѓॳۆफĢƖق
३ɾॠəڙܳϸۺęսݔÚɳϸۺۋێ࠘ॠʪफ
Fig. 2. Airshaft in Emmequerung tunnel
Fig. 3. Schematic diagram of tunnel
ں܁३آॢɰ. սݔÚۆݓζڹ֩(3)ęÏڷдͿ
áöććÑņƑƆſƄƒ (3)
फ ĢƖق३ɾॠəţۋə֩(4)ٮÏɰ.
ĢƖ á ćÕ«Ï (4)
يşԴ,əսݔÚۆݓζ, ƑƆſƄƒəսݔÚۆϸۺ,
«ڹࢢȇۆъݓζںǣࢍǶɰ.
ᙹḢᙹ⊹⧕ᕾʑჶ
սݔÚս࠘३ԵقԴࢢȇęսݔÚۆНν͟ڹ
ԴͿۺۼॠóۻɵʼرآॢɰ. Ŕ͠дͿࢢȇęս ݔÚۋԴͿχǣݓ؍əҙқڹѹ(Wall) ąćܓæڷ ͿԺ܁ʼرآॠČ, ԴͿۿॠəҙқقԴəнʪ,
ؓͳ, ڏʴ͟ęÏڹНν͟ۋԴͿۻɵʼرآॢɰ.
Fig. 1قԴࢢȇ(Zone1) ǴҙۆНν͟ںªÞÎßڷͿ, սݔÚ(Zone2)ۆНν͟ںªÞÏßͿशইॠϸ֩(5)ε
ۋڌॠيÁZoneۆНν͟ۻɵںǣࢍǷսەɰ.
ãªÎÞÎßì ªÏÞÎßì ªÐÞÎßì ªÑÞÎßäá
ãªÎÞÏßì ×ì ªÏÞÏßì ªÑÞÏßä, where ³ƍƌƃÎ ãªÎÞÏßì ªÏÞÏßì ªÐÞÏßì ªÑÞÏßäá
ãªÎÞÎßì ªÐÞÎßì ×ì ªÑÞÎßä, where ³ƍƌƃÏ
(5)
يşԴ, ªÎڹнʪε, ªÏ, ªÐəÁÁƖ, Ɨ ѓॳۆ
ڏʴ͟ں, ŔνČªÑə٣ʪεۆйॢɰ.
⧕ᕾđŝ᪡ᇥᕾ
⧕ᕾ᳑Õ
2004țVardyə֟ڦ֟ۆSBB2000 Č՚ߏʪԸ
ܼEmmequerung ࢢȇ(Fig. 2)ۆėş՚ʪٮؓͳں
ࠑ܁(Vardy et al., 2006)ॠٕɰ. ̚ॢ, ۋεԜڌڮߕ ३Ե॒ͿŔ͖ۍFluentεۋڌॠيČ՚َÀսݔ Úۋەəࢢȇقݕۓॣ˺ۆėşڮʴں३Եॢ
Ԑͻʪەɰ(Wu et al., 2008, Shin et al., 2011). ۋ
ٍĵقԴəսݔÚüۙٮ३ԵϿ˗ںۺڌॢTTMA εEmmequerung ࢢȇϿقۺڌॠٕɰ. ŔνČ३ ԵĀęεEmmequerung ࢢȇۆ֬ࠑĀęфɰδ
Fig. 4. ETR 470 train
Fig. 5. Measurement enclosure on top of shaft
Fig. 6. Tunnel cross section at airshaft
ۻԓս॒࠘ͿŔ͖३ԵĀęٮԴͿҼİêࢹॠٕɰ.
Fig. 3ęÏۋEmmequerung ࢢȇڹǫҚѓॳڷͿ
ɳϸۺ75.9 m2,ţۋ1,633 mۋ϶ࢢȇǴҙəࡓࡾν
࣡͆ۋɮڷͿ֨ėʼؽɰ. َəAlstomۆETR 470 ϿʝͿ(Fig. 4) ڮԸԸ˃ҙεÀݕţۋ236.5 mۆَۋɰ. ܁ঝॢɳϸۺۋėÒʼرەݓ؍؉
ԴۋٍĵقԴəَɳϸۺں10 m2ڷͿÀ܁ॠٕ
ڷ϶TTMA Ͽʝτ֨֬܃َ՚ʪε198.5 km/hͿ
Ժ܁ॠٕɰ.
Emmequerung ࢢȇۆսݔÚڹ9 m ȭۋۆĵܓН ͿࢢȇęݓԜںٍĀॢɰ. ॠݓχFig. 5ٮÏۋ
ݓԜĵܓНۆȭۋÀ1.25 mۋдͿսݔÚۆ֬܃
ȭۋəأ7.8 mۋɰ. սݔÚڹࢢȇۆߎ܁ęݔۿ
ٍĀʽìۋ؉ɦ͆Fig. 6ęÏۋࢢȇѹϸقԴ
2.9 m ̆رݕݓ۾قԴԴͿٍĀʼرەɰ. սݔÚۆ
ɳϸڹॢѺۆţۋÀ3.5 mۍ܁ԐÁۋɰ.
⧕ᕾᩢᩎၰĊᯱ
TTMAۆϿʝτًٖڹFig. 7ęÏۋߪ8Òۆ
ZoneڷͿۋΘر܋ەɰ. Zone1ڹَܳѺ, Zone2 əࢢȇۆǴҙًٖ, Zone3, 4əࢢȇۓĵۆٽҙ
ًٖں ǣࢍǶɰ. Zone5, 7ڹսݔÚں ǣࢍǴ϶, Zone6, 8ڹ սݔÚę ٍĀʽ ٽҙًٖۋɰ. ০
Zone5, 6ڹǫޅսݔÚ, Zone7, 8ڹҚޅսݔÚں
ǣࢍǶɰ. ۋٍĵقԴəսݔÚۋػəąڍ, 1Òχ
ەəąڍ, 2ÒϿ˃ەəąڍۆ3Àݓܓæقʂॠي
Ͽʝτںսॱॠٕɰ.
Zone1قԴԸ˃ҙܳѺۆԜՃॢüۙəFig. 8ق
ǣࢍǦцٮÏɰ. Ը˃ҙܳѺۆüۙəH-Type ڷͿ
üۙࡾşÀŒێॠóқपʼرەڷ϶, َԸ˃ҙ قə҄ۡॢڮʴں܁ঝॠó३Եॠşڦ३ܓнॠ óՁʼؽɰ. Fig. 9ٮ10ڹսݔÚęٽҙًٖۆ
üۙεǣࢍǴČەɰ. ࢢȇۆؓͳࣷÀսݔÚڷͿ
ر̎óۻɵʼəݓ܁ঝ০ćԓॠşڦ३Դࢢȇق
ÀūڏսݔÚüۙێսܓнॠóχ˞ؽɰ. սݔ ÚęٍĀʽٽҙًٖڹ܁ѓۆێ܁ॢࡾşε
ÀݓəüۙεՁॠٕɰ.
Fig. 11. Tunnel wall x-t diagram (no shaft) Fig. 9. Grid around air shaft
Fig. 10. Grid around air shaft (detailed view)
Fig. 7. Computational domain divided by zones
Fig. 8. Grid around train nose (zone1)
⧕ᕾđŝ
Fig. 11, 12, 13ڹÁÁսݔÚۋػəąڍ, 1Òۍ
ąڍ, 2Òۍąڍقʂॢx-t ԸʪͿࢢȇäνق˰δ
֨ÂۆؓͳѺজԸʪۋɰ. Fig. 11قԴəَԸ˃ۆ
ؓ߹ࣷٮԸйۆऋࣷÀϼঝ০शইʼرەڷ϶
ࢢȇۓĵٮҙ˯অԴъԐʼəԜʪǣࢍǣە ɰ. ॠݓχսݔÚۋەəࢢȇۆąڍؓ߹ࣷٮऋ
ࣷÀսݔÚęχǣϸؓͳࣷۆێҙÀъԐʼرԴ ͿܼߑʼäǣԜթʼş˺ЛقࢢȇǴؓͳۋ҄ۡ
Fig. 14. Pressure distribution on tunnel wall and air shaft (t=1.67sec) Fig. 12. Tunnel wall x-t diagram (one shaft)
Fig. 13. Tunnel wall x-t diagram (two shaft)
ॠóՁʽɰ(Fig. 12, 13). ̚ॢսݔÚÒսÀݒÀ
ॣսࢢȇǴؓͳڹʌ҄ۡॠóՁʽɰ(Fig.
12, 13). սݔÚۋەəąڍ, ؓͳࣷۆࡾşÀٰজʼ ǣսݔÚۆÒսÀݒÀॠʌ͆ʪսݔÚۆÒսق
ҼͻॠيؓͳࣷÀ۹Çʼݓ؍əɰ.
˃ÒۆսݔÚڷͿۍॢؓͳқपəFig. 14, 15, 16قǣࢍǶцٮÏɰ. Fig. 14əࢢȇĵεॳ३
ݕॱॠəؓͳࣷԸ˃ÀߒѥݫսݔÚںݓǣə
տÂۆؓͳқपεǣࢍǴ϶, սݔÚقۆ३ؓͳࣷ
Ը˃ۆࡾşÀÇՙॢìں؎սەɰ. Ŕ͠ǣսݔÚ
ҙŖۆؓͳڹݒÀॠٕəʚۋəࢢȇZoneęսݔ ÚZone ÂۆНν͟ۋ܁ঝॠóۻɵʼؽş˺Лۋ ɰ. Fig. 15əؓͳࣷԸ˃ÀߒѥݫսݔÚںݓǣÂ
ˏۆؓͳқपεǣࢍǴ϶ؓͳࣷۆࡾşÀÇՙॢ
ìں؎սەɰ. ̚ॢսݔÚęҙ˯২ؓͳࣷق
ۆ३ъʂѓॳڷͿऋࣷÀьԦॠيࢢȇۓĵѓॳ ںॳॠيۻࣷʽɰ. ۋͩóۻࣷʽؓͳࣷəşܕۆ
ؓͳࣷٮİॠϸԴ҄ۡॢؓͳқपÀՁʽɰ.
ۋ͠ॢۋڮͿۍॠيࢢȇقսݔÚۋԺ࠘ʼϸx-t ԸʪÀ҄ۡॠóǣࢍǦɰ. Fig. 16ڹؓͳࣷԸ˃À
˃ѥݫսݔÚقҙ˯৩˺ۆؓͳқपεǣࢍǴ϶,
Fig. 15. Pressure distribution on tunnel wall and air shaft (t=2.25sec)
Fig. 16. Pressure distribution on tunnel wall and air shaft (t=3.40sec)
ࢢȇۓĵѓॳڷͿݕॱॠə̚ɰδऋࣷε҇
սەɰ.
Emmequerung ࢢȇۓĵقԴ462 m ̆رݕݓ۾ۆ
ؓͳࣷεFig. 17ęÏۋǣࢍǴؽɰ. սݔÚۋػə
ؓͳÀ2,183 Paۋݓχ, սݔÚۋەəąڍؓͳڹ
ͳڹ60% Çՙॠٕɰ. սݔÚۆڮИقۆ३ࢢȇ
ǴؓͳࣷۆՃşəࢀफڷͿٰজʽɰəìں܁͟
ۺڷͿ؎սەɰ. ॠݓχսݔÚۆÒսقҼͻॠي
ؓͳࣷۆࡾşÀÇՙॠݓə؍əɰ. , ߯Čؓͳڹ
Fig. 17. Pressure variation in tunnel with and without air shaft
Fig. 18. Pressure variation in tunnel with air shaft
43 Pa Çՙ॰ڷǣ߯ՙؓͳڹ١০Ͳ11 Pa ʌݒÀʽ
ĀęεǣࢍǶɰ. ۋəߒѥݫսݔÚقۆ३Çՙʽ
ؓͳࣷʂҼ߯Čؓͳڹ6% Çՙ, ߯۹ؓͳڹ2%
ݒÀॢĀęۋɰ. ڦقԴʪسśॠٕˢۋսݔÚۆ
ڮИəࢢȇǴؓͳࣷۆՃşقٖॳںйࠚɰ.
WuٮShinˣۆFluentٮŔąćܓæ(Table. 1)ں
ۋڌॢս࠘३ԵĀę(Wu et al., 2008, Shin et al., 2011)εTTMA ३ԵĀęٮҼİॠٕɰ(Fig. 18). Á Áۆ३ԵĀęə֬ॹĀęٮڮԐॢąॳں҃ۋČ
ەڷǣ8ߣقԴ12ߣԐۋقԴə֬ࠑęɰδĀęε
҃ۋČەɰ. ॠݓχTTMAəɰδ2Òۆս࠘Āę҃
ɰ֬ࠑęڮԐॢÉںǣࢍǴČەəʚ, ۋəَÀ
Table 1. Fluent Solver condition
Solver Condition
- 2D Axisymmetric model
- Density Based Solver: 2nd order FDS Scheme, Courant Number = 10 - Inviscid flow & Ideal gas
- Sliding mesh with dynamic mesh layering
Calculation - time step = 0.002sec - total run time = 20sec
ۋݓ۾ںݓǣəտÂقTTMAÀFluent҃ɰ܁ঝॢ
Āęεʪॣսەş˺Лۋɰ. ۋ͠ॢڙۍڹėş ۆ۾ՁমęقۆॢٖॳڷͿ, Yoonˣق˰βϸČ՚
َۆڮʴęؓͳ३Ե֨ėşۆ۾ՁমęεИ֨
ॣսەɰČÀ܁ॠٕڷǣ(Yoon et al., 2001), ۋ
ٍĵقԴəČ՚َÀսݔÚںݓǣəտÂۆؓͳ Ѻজε܁ঝ০३Եॠşڦ३Դəėşۆ۾ՁںČ Ͳ३آ॥ں҃يܳČەɰ. , TTMAəėşÀ۾Ձ ڮߕۍ۾ںŔʂͿъٖॠş˺ЛقTTMAÀFluent قҼ३֬ࠑęڮԐॢĀęεʪॣսەɰ.
đು
ۋٍĵقԴəսݔÚۋەəࢢȇقČ՚َݕ ۓ֨ьԦॠəؓͳѺজεϿʝτॠيս࠘ۺڷͿ
३ԵॣսەəϿ˗ںÒьॠٕɰ. ۋϿ˗ڹ߹ʂࠡ
սݔÚüۙٮۋεۋڌॢս࠘३ԵşѪڷͿĵՁʼ
϶, ܟशćεࢢȇüۙٮَüۙͿқνॢ
ÁüۙۆНν͟ںԜİঞॠóॠي؋܁ۺۋČ
Ӈβó३Եںսॱॣսەɰ.
TTMAٮսݔÚϿ˗ں֟ڦ֟Emmequerung ࢢ ȇقۺڌॢĀę, սݔÚںप॥ॢࢢȇۋŔͩݓ
؍ڹࢢȇ҃ɰ߯ʂؓͳۋأ60%ūݓٰজʼؽڷǣ
˃ѥݫսݔÚقۆॢؓͳࣷÇՙমęə6%قŔ࠘
Čەɰ. , սݔÚۆÒսٮࢢȇؓͳÇՙəԴͿ
Ҽͻॠݓ؍əɰəìں؎սەɰ. ̚ॢսݔÚۆ
Òս҃ɰəսݔÚۆڮИÀࢢȇؓͳ۹Çقࢀٖ
ॳںйࠚɰəìں؎սەɰ.
Ԝڌڮߕ३Ե॒ͿŔ͖ۍFluentεۋڌॢսݔÚ
ࢢȇėؓ३ԵĀęεTTMAۆ३ԵĀęٮҼİॢ
ĀęۻߕۺۍࢢȇǴؓͳқपəڮԐॠǣşÀ
սݔÚںࣀęॣ˺əս࠘३ԵĀęÀԴͿɰβó
ǣࢍǮɰ. ̚ॢşܕٍĵقԴėşεҼ۾ՁڮߕͿ
À܁ॢ३ԵĀęÀ֬ࠑęԴͿԜۋॢĀęεǣࢍ
Ƕъϸ, TTMAəėşۆ۾ՁںŔʂͿъٖॠي
şܕۆFluent ३ԵĀę҃ɰ֬ࠑقʌÀūڏĀęε
ʪॠٕɰ.
3FGFSFODFT
1. Fox, J.A., Vardy, A.E. (1973), “The generation and alleviation of air pressure transients caused by the high speed passage of vehicles through tunnels”, Proc. Of 1st ISAVVT, pp. G-3.49-64.
2. Fukuda, T., Saito, H., Miyachi, T., Kikuchi, K., Iida, M. (2010), “Model experiments on the tunnel compression wave using an axisymmetric and Three-dimensional train model”, Proc. of the 10th International Workshop on Railway Noise, Nagahama, Japan, Oct. 18-22, 2010, pp. 397-404.
3. Kikuchi, K., Iida M., Fukuda, T. (2011)
“Optimization of train nose shape for reducing Micro-pressure wave radiated from tunnel exit”, Journal of Low Frequency Noise, Vibration and Active Control, Vol 30, No. 1, pp. 1-19.
4. Kwon, H.B., (2001), “A study on the unsteady compressible flow field induced by a High-speed train passing through a tunnel”, Ph.D Dissertation Seoul National University. pp. 14-32.
5. Kwon, H.B., Nam, S.W., Kwak, J.H. (2009),
“Assessment of the pressure trainsient inside the
passenger cabin of High-speed train using computational fluid dynamics”, Journal of The Korean Society for Railway, Vol. 12, No. 1, pp.
65-71.
6. Maeda, T., Matsumura, T., Iida, M., Nakatani, K., Uchida, K. (1993), “Effect of shape of train nose on compression wave generated by train entering tunnel”, International Conference on speedup technology for railway and maglev vehicles, Yokohama, Japan, Nov. 22-26, 1993, pp. 315-319.
7. Shin, D.Y., Lee, H.J., Oh, H.J., Kim, H.G., Nam, S.W., Kim, C.J. (2011), “3D analysis on propagation of pressure wave generated by High-speed train traveling in a tunnel using CFD”, Proceeding of Korean Society for Computational Fluids Engineering, pp. 320-325.
8. Vardy, A.E., Dayman, B. (1979), “Alleviation of tunnel entry pressure transient : 2. Theoretical modeling and experiment correlation”, Proc. of 3rd International Symposium on the Aerodynamics and Ventilation
of Vehicle Tunnels (ISAVVT), H2. pp. 363-376.
9. Vardy, A., Hagenah, B. (2006) “Full-scale flow measurements in a tunnel air shaft”, Proc. 12th International Symposium on the Aerodynamics and Ventilation of Vehicle Tunnels, Portoroz, Slovenia, 11-13, Jul, BHR Group, pp. 343-357.
10. Winslow, A., Howe, M.S., Iida, M. (2005),
“Influence of a scarfed portal on the compression wave generated by a High-speed train entering a tunnel”, Journal of Low Frequency Noise, Vibration and Active Control, Vol. 24, No. 4, pp. 203-217.
11. Wu, K.H. (2008), “Aerodynamic aspects of high- speed railway underground station with adjoining tunnels”, Ph.D Dissertation HKUST. pp. 21-41.
12. Yoon, T.S., Lee, S., Hwang, J.H., Lee, D.H.
(2001) “Prediction and validation on the sonic boom by a high-speed train entering a tunnel”, Journal of Sound and Vibration, Vol. 247, Issue 2, pp. 195-211.
