城市轨道交通列车风载荷对直立式声屏障风压作用特性分析
卢彦宏1,2朱剑月1,2郭蹦3吴迪3邢海灵3
Characteristics Analysis of Urban Rail Transit Train Wind Load on Vertical Sound Barrier
LU Yanhong1,2ZHU Jianyue1,2GUO Beng3WU Di3XING Hailing3
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作者信息:1.同济大学铁道与城市轨道交通研究院， 201804， 上海
2.同济大学上海地面交通工具风洞中心， 201804， 上海
3.上海申通地铁集团有限公司技术中心， 201103， 上海
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Affiliation:1.Institute of Rail Transit, Tongji University, 201804, Shanghai, China
2.Shanghai Automotive Wind Tunnel Center, Tongji University, 201804, Shanghai, China
3.Technical Center of Shanghai Shentong Metro Group Co., Ltd., 201103, Shanghai, China
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关键词:
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Key words:
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DOI:10.16037/j.1007－869x.20231115
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中图分类号/CLCN:U270.35
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栏目/Col:土建工程
摘要:
［目的］目前，有关城市轨道交通声屏障表面脉动风压的研究较少，因此有必要对其分布特性与影响因素开展分析。［方法］基于URANS方法与标准两方程k-ε(湍流)模型，运用计算流体力学软件Starccm+，对轨道交通车辆运行通过直立式声屏障时产生的列车风载荷进行了数值模拟，研究分析了作用于声屏障表面的脉动风压时程特性与其在空间中的分布规律，并总结了列车运行工况、声屏障与列车间的相对位置关系以及声屏障结构参数变化对脉动风压的影响规律。［结果及结论］列车通过引起的头波压力脉动要强于尾波压力脉动，头波正压峰值略小于头波负压峰值绝对值；脉动风压峰值绝对值随高度位置的增加而减小，顶端风压峰值为最底端风压峰值的43.22%；入口处压力波动强于出口处压力波动，近端声屏障表面压力波动强于远端声屏障表面压力波动；脉动风压峰值随运行速度的提升而显著提升，相较于单列车运行工况，会车通过使得脉动风压峰值增长了8.27%；声屏障高度增加0.5 m，脉动风压增幅大约在1.5%~2.5%，声屏障高度变化对脉动风压的影响要弱于列车运行工况变化带来的影响。
Abstracts:
［Objective］ Currently, there are relatively few researches on the fluctuating wind pressure on urban rail transit sound barrier surface, necessitating an analysis on its distribution characteristics and influencing factors. ［Method］ Based on the URANS (Unsteady Reynolds-Averaged Navier-Stokes) method and the standard two-equation k-ε (turbulence) model, using the computational fluid dynamics (CFD) software Starccm+, a numerical simulation of rail transit train induced wind loads on vertical noise barriers is carried out. The time-history characteristics and spatial distribution patterns of fluctuating wind pressure acting on the barrier surface are analyzed. Additionally, the influence law of train operating conditions, the relative positional relation between the sound barrier and the train, and the barrier structural parameter variations on fluctuating wind pressure are summarized. ［Result & Conclusion］ The pressure fluctuation induced by the passing train head wave are stronger than that induced by the tail wave, with the positive pressure peak of the head wave slightly smaller than the absolute value of its negative pressure peak; the absolute peak values of fluctuating wind pressure decrease with increasing height position, with the peak pressure at top being 43.22% of that at the bottom; the pressure fluctuation at the entrance is stronger than that at the exit, and the pressure fluctuation on the near-side sound barrier surface is stronger than that on the far-side surface; the peak fluctuating wind pressure value increases significantly with train running speed. Compared to single-train operation condition, encountering trains increase the peak values of fluctuating wind pressure by 8.27%. Increasing the sound barrier height by 0.5 m, the fluctuating wind pressure will increase approximately 1.5%~2.5%. The influence of barrier height adjustments on fluctuating wind pressure is weaker than that of changes in train operating conditions.
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