复杂深埋地下高铁车站站台及通道空气动力学效应模拟及设计对策选定

针对京张高铁新八达岭隧道及地下车站的设计方案,采用数值计算软件,模拟地下车站屏蔽门和安全门两种模式下站台的最大风速、最大瞬变压力、压缩波峰值、人行通道最大风速等空气动力学效应进行计算分析。结果表明:无站台门时,车站中部会车使站内气动效应最不利,压力最大峰值可达508 Pa;设置屏蔽门时车站越行线位置的气动效应恶化,高速过站时在屏蔽门上产生的气动压力最大达到937 Pa,屏蔽门门口位置的最大风速值可达9.88 m/s;设置安全门时,到发线越行对站台风压作用小,站台风速低于5 m/s,站内人行通道风速可达7.5 m/s。八达岭地下车站采用安全门模式,站台风压和站内风速均可控制在安全范围内。

Study on Aerodynamic Effects of Tunnel and Underground Station of Beijing-Zhangjiakou High-speed Railway

Based on the preliminary design scheme of Badaling Tunnel and underground station of Beijing-Zhangjiakou High-speed Railway, this paper investigates the peak compression wave, the maximum transient pressure and the maximum velocity in the station with platform screen doors(PSDs) and security doors by numerical simulation. Results show that the peak pressure reaches 508 Pa when two trains meet in the middle of the station without platform doors, resulting in worst aerodynamic effects. With PSDs, aerodynamic effects in the middle of the non-stop line become worse. The maximum compression wave pressure on PSDs is 937 Pa when the train directly passes through the station. The maximum velocity at the platform screen doors reaches up to 9.88 m/s. When security doors are used, the maximum velocity at the platform is lower than 5 m/s and the maximum velocity in the passage of the station is about 7.5 m/s. Therefore, with security doors installed, both the air pressure at the platform and air velocity in the station can be efficiently controlled.