地铁车站轨行区迂回隧道对其通风和热环境的影响
田婷婷1高伟2王方敏2余涛1
Impact of Detour Tunnels in Metro Station Track Area on Ventilation and Thermal Environment of the Line Tunnel
TIAN Tingting1GAO Wei2WANG Fangmin2YU Tao1
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作者信息:1.西南交通大学机械工程学院，610031，成都
2.中国电建集团华东勘测设计研究院有限公司，311122，杭州
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Affiliation:1.School of Mechanical Engineering, Southwest Jiaotong University, 610031, Chengdu, China
2.Power China Huadong Engineering Corporation Limited, 311122, Hangzhou, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2025.01.033
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中图分类号/CLCN:U231.96∶U231.4
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栏目/Col:研究报告
摘要:
［目的］部分地铁车站由于周围空间限制无法将活塞风井设置在轨行区外侧，为满足通风需求可将活塞风井设置在车站轨行区内，并设置迂回隧道将活塞风井与轨行区外侧正线隧道相连。目前暂未有将迂回隧道应用于改善隧道通风和热环境的相关研究，因此有必要对类似工程进行分析。［方法］以包含迂回隧道的某条地铁线路为例，采用一维数值模拟方法，对某车站轨行区内设置活塞风井并增设迂回隧道的情况进行模拟计算，分析了车站轨行区设置迂回隧道对全线隧道活塞风量、活塞风井风量及隧道空气温度分布的影响。［结果及结论］迂回隧道位于车站出站端时，出站端的区间隧道活塞风量变化最大，最大增加了38.1m3/s；距迂回隧道最近的活塞风井风量变化最大；隧道空气温度变化最大区域主要在迂回隧道所在车站的轨行区，轨行区内活塞风井的进风作用导致该车站出站端轨行区空气温度快速下降，最大降低了1.8℃；迂回隧道的存在使轨行区车头停靠区域降温更多，且车站出站端迂回隧道对热环境的控制效果优于车站进站端迂回隧道。
Abstracts:
［Objective］ Due to the space limitation around some metro stations, the piston air shafts can not be installed outside the track area. To meet the ventilation requirements, the piston air shafts can be arranged within the station track area through a detour tunnel connecting with the main line tunnels outside the track area. At present, there are no relevant studies on the application of detour tunnel in improving the ventilation and thermal environment of tunnels. Therefore, it is necessary to analyze similar projects. ［Method］ In the case study of a metro line with a detour tunnel, a one-dimensional numerical simulation method is used to simulate and calculate the situation where piston air shafts are set in the station track area and a detour tunnel is constructed. The impact of setting the detour tunnel in station track area on the tunnel piston air volume of the entire line, the air volume of the piston air shafts, and the air temperature distribution in the tunnel is analyzed. ［Result & Conclusion］ When the detour tunnel is located at the outbound end of the station, the piston air volume in the section tunnel at the outbound end changes the most, with a maximum increase of 38.1 m3/s. Same is the air volume of the piston air shaft closest to the detour tunnel. The tunnel air temperature changes the most mainly in the station track area where the detour tunnel is located. The incoming air of the piston air shaft in the track area causes rapid drop of the air temperature at the outbound end in the station track area, with a maximum decrease of 1.8 ℃. The detour tunnel leads to more temperature drop in the track area where the train head stops, and the detour tunnel at the outbound end of the station has better control effect on the thermal environment than that at the inbound end of the station.
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