高速列车隧道车内外压力变化的实车试验

基于350 km·h^-1中国标准动车组在大西高铁科学试验段的实车试验，结合压力保护阀工作状态，研究了列车通过试验段全程的车内外压力变化特征，分析了隧道长度、线路坡度、隧道群和列车速度对车内外压力变化的影响；针对EN 14067-5—2010中实车试验最大压力变化量的估算方法和TB/T 3250—2010中“整车车内可构成一个气压密封舱”的条文进行了实测数据验证，研究了整车气密效率的变化特征以及其与车内压力舒适性的关系。分析结果表明：EN 14067-5—2010中车外压力峰值计算方法得出的结果与实测数据存在较大差异，对其中列车和隧道壁面摩擦导致压力变化进行变量替代修正后的计算与实测差异明显减小；在压力保护阀关闭状态下，列车通过大坡度隧道后车内外长时间保持较大压力差；车厢内端门、风挡通过台门、司机室门的关闭几乎不存在气密性效果，整列车内贯通空间可视为一个气压密封舱；头车端和尾车端进入隧道引起的压力变化以及空气与列车和隧道壁面摩擦引起的压力变化与列车速度的平方成正比；整车气密效率随隧道长度的增大呈减小趋势，且其减小会带来车内人员耳部不适的问题。研究成果可为进一步认识高速列车通过隧道车内外压力变化特征和国内外相关试验标准的进一步完善提供支撑。

Full-scale experiment on pressure changes inside and outside high-speed trains in tunnels

Based on the full-scale experiment of 350 km·h-1 Chinese standard EMUs in the scientific test section of Datong-Xi'an High-Speed Railway, the variation characteristics of pressures inside and outside the train through the whole test section were studied by combining with the working state of the pressure protection valve. The impacts of tunnel length, line slope, tunnel group and train speed on the variations of pressures inside and outside the train were analyzed. The estimation method of the maximum pressure variation in the full-scale experiment in EN 14067-5—2010 and the clause "a pneumatic sealed chamber can be formed inside the whole train" in TB/T 3250—2010 were verified by the measured data. The variation characteristics of the whole train sealing efficiency and its relationship with the pressure comfort inside the train were studied. Analysis results show that the results obtained through the calculation method of the pressure peak outside the train in EN 14067-5—2010 are largely different from the measured data. The differences between the calculation results and measured data reduce significantly after the variable substitution correction of pressure variation caused by the friction between the train and the tunnel walls. When the pressure protection valve is closed, the large difference between the pressure outside and inside the train maintains for a long time after passing the tunnel with a steep slope. The closing of the interior end door, windshield through the platform door, and driver's cab door produces almost no airtightness effects, and the whole train throughout the space can be regarded as a pneumatic sealed chamber. The pressure variation caused by the head and tail ends entering tunnels and pressure variation induced by the air friction with the train and tunnel walls are proportional to the square of the train speed. The sealing efficiency of the whole train shows a decreasing trend with the increase of tunnel length, and the decrease will cause passengers' discomfort in ears. The research results can provide strong support for the in-depth understanding of the variation characteristics of pressures inside and outside the high-speed train when passing through tunnels and further improvement of relevant test standards in China and abroad.