首页> 外文期刊>Journal of Wind Engineering and Industrial Aerodynamics: The Journal of the International Association for Wind Engineering >Nondimensional maximum pressure gradient of tunnel compression waves generated by offset running axisymmetric trains
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Nondimensional maximum pressure gradient of tunnel compression waves generated by offset running axisymmetric trains

机译:偏置运行轴对称列车产生的隧道压缩波的无量纲最大压力梯度

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A high-speed train entering a tunnel generates a compression wave in the tunnel and a micro-pressure wave. The magnitude of the micro-pressure wave is approximately proportional to the maximum pressure gradient of the compression wave (partial derivative p/partial derivative t)(max). High-speed railway operations require the consideration of the nose shape of the train in order to reduce (partial derivative p/partial derivative t)(max) generated by a train entering a tunnel. In this study, the compression waves generated by axisymmetric trains running at the offset position in double-track tunnels were investigated using a train launcher facility. Paraboloids of revolution, ellipsoids of revolution, and cones were used as the simplest nose shapes. The cone-nose train generated the largest value of (partial derivative p/partial derivative t)(max), and the paraboloid-nose train generated the smallest value of (partial derivative p/partial derivative t)(max) among the three nose shapes. Although this tendency is the same as that for center running, the ratio of (partial derivative p/partial derivative t)(max) for the cone-nose train to that for the paraboloid-nose train became larger for offset running than center running. Moreover, the maximum value for the generation time of the compression wave was derived from acoustic theory, and the nondimensionalization of (partial derivative p/partial derivative t)(max) considering the nose length was proposed using it. Since the inverse of the nondimensionalized (partial derivative p/partial derivative t)(max) denotes the ratio of the generation time of the compression wave to its maximum value, it was defined as the efficiency of a train nose in the range of zero to unity. The values of the efficiency were almost constant with the nose length and 0.7, 0.6, and 0.5 for paraboloid-, ellipsoid-, and cone-nose shapes, respectively. (C) 2016 Published by Elsevier Ltd.
机译:进入隧道的高速列车在隧道中产生压缩波和微压力波。微压力波的大小大约与压缩波的最大压力梯度成比例(偏导数p /偏导数t)(最大值)。高速铁路运营需要考虑火车的机头形状,以减少火车进入隧道所产生的(偏导数p /偏导数t)(最大值)。在这项研究中,使用火车发射装置研究了在双线隧道中偏移位置处运行的轴对称列车产生的压缩波。旋转的抛物面,旋转的椭圆体和圆锥体被用作最简单的鼻子形状。在三个鼻中,锥鼻链产生的最大值(偏导数p /偏导数t)(最大值),而抛物线鼻鼻病毒产生的最小值(偏导数p /偏导数t)(最大值)形状。尽管该趋势与中心行驶相同,但是对于偏心行驶而言,锥鼻链的(偏导数p /偏导数t)(max)与抛物线鼻火车的(偏导数)之比大于中心行驶。此外,压缩波的产生时间的最大值是从声学理论推导出来的,并提出了使用鼻长的(偏导数p /偏导数t)(max)的无量纲化。由于无量纲的(偏导数p /偏导数t)(最大值)的倒数表示压缩波的生成时间与其最大值的比值,因此将其定义为零至统一。效率值几乎与鼻梁长度保持不变,对于抛物线形,椭圆形和锥鼻形分别为0.7、0.6和0.5。 (C)2016由Elsevier Ltd.出版

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