为研究隧道衬砌结构上的气动压力时空特征和不同影响因素下气动效应的变化规律，基于滑移网格技术、有限体积法理论以及非定常、黏性、可压缩性N-S方程和RNG 湍流方程，建立精细化的隧道-列车流固耦合数值计算模型，通过动模型试验验证数值计算的合理性。研究表明： 1）全过程压力云图和流场云图可清晰地揭示出气动压力波的传播过程及特性； 2）基于列车长度修正了最大压缩波的既有经验公式，提出列车摩阻因数为2.255 Pa/m； 3）拟合出了不同隧道衬砌结构下压力峰峰值衰减率与循环周期数的关系式，为后期分析气动荷载对衬砌结构的疲劳损伤奠定了理论基础； 4）揭示出列车尾部完全驶出隧道后或长隧道中管片结构上的气动压力峰值相较于模筑衬砌隧道中的气动压力峰值衰减更快，盾构隧道出口外20 m和50 m处的微气压波幅值相较于模筑衬砌隧道降低1.53%~5.5%。
Utilizing the slip grid
technique, finite volume method theory, the unsteady viscous compressible
Navier-Stokes(N-S) equation, and RNG turbulence equation, a refined fluid-solid coupling numerical calculation model for tunnel structure-train interaction is established. This model examines the temporal
and spatial characteristics of aerodynamic pressure on tunnel lining
structures, and the variation patterns of aerodynamic effects under various
conditions. Additionally, the validity of the numerical calculation is
confirmed through dynamic model testing. The findings are as follows: (1) The
pressure and flow field cloud images vividly depict the propagation process and
characteristics of aerodynamic pressure waves. (2) The existing empirical
formula for the maximum compression wave is revised based on train length,
proposing a train friction coefficient of 2.255 Pa/m. (3) The relationship
between the attenuation rate of peaktopeak pressure under different tunnel lining structures and the
number of cycle periods is established, providing a theoretical basis for
subsequent analysis of fatigue damage to the lining structures under
aerodynamic load. (4) The peak of aerodynamic pressure on the segment structure
decreases more rapidly after the train tail exits the tunnel or in a long
tunnel compared to a mold-lined tunnel. Furthermore,
the amplitude of the micro-pressure wave at 20 m and 50
m outside the exit of the shield tunnel decreases by approximately 1.53% to
5.5% compared with that in the mold-lined tunnel.
