摘要
以北京—沈阳客运专线建平隧道为例,采用数值模拟方法建立高速列车在隧道内交会的空气动力学模型,分析了气动效应对隧道中心斜井洞室、接触网下锚洞室与接触网隔离开关洞室线缆支架稳定性的影响。结果表明:隧道中心不同洞室线缆支架风压差异明显,接触网隔离开关洞室风压最大,接触网下锚洞室风压次之,斜井洞室风压最小;隧道中心同一洞室线缆支架上各测点所受风压差别不大;高速列车交会时间在列车进入隧道的40~43 s,第43 s时接触网隔离开关洞室线缆支架所受风压最大;接触网隔离开关洞室线缆支架一端锚栓所承受的拉力和剪力分别为7.74、7.42 kN,远小于材料许用承载力,线缆支架强度满足使用要求。
Taking the Jianping tunnel on the Beijing-Shenyang passenger dedicated railway as an example,the aerodynamic model of high speed trains passing each other in the tunnel was established by numerical simulation.The influence of aerodynamic effect on the stability of the cable brackets of the inclined shaft chamber,the anchor chamber under the catenary and the catenary isolation switch chamber,all in the tunnel center,was analyzed.The results show that the wind pressure of the cable brackets in different chambers in the tunnel center is obviously different.The wind pressure of the catenary isolation switch chamber is the largest,followed by that of the anchor chamber under the catenary,with that of the inclined shaft chamber being the smallest.There is little difference in the wind pressure at each measuring point on the cable brackets of the same chamber in the tunnel center.The time of high speed trains passing each other is from 40~43 s after the trains enter the tunnel,and the cable bracket is subjected to the largest wind pressure at the 43 s.The tensile and shear forces of the anchor bolt at one end of cable bracket of the catenary isolation switch chamber are 7.74 and 7.42 kN,respectively,which are far less than the allowable bearing capacity of the material.Therefore,the strength of the cable bracket meets the requirements of use.
作者
李凯
LI Kai(China Railway Construction Electrification Bureau Group Co.Ltd.,Beijing 100043,China)
出处
《铁道建筑》
北大核心
2021年第6期74-78,共5页
Railway Engineering
基金
中国工程院重大咨询研究项目(2019-ZD-39)。
关键词
铁路隧道
气动效应
数值模拟
理论计算
线缆支架
列车交会
高速列车
车辆动力学
railway tunnel
aerodynamic effect
numerical simulation
theoretical calculation
cable bracket
trains passing each other
high speed train
vehicle dynamics
