捷運電聯車之活塞效應對旅客舒適度與月台門風壓之影響

The influence of piston effect induced by MRT train to the passenger comfort and platform screen door wind pressure

翁英哲(Ying-Che Weng)

指導教授 ： 陳希立

國立臺灣大學/工學院/機械工程學研究所/博士(2011年)

https://doi.org/10.6342/NTU.2011.00391

摘要

本研究依照地下捷運系統性能式設計標準流程，討論電聯車通過不同地下化捷運設施後活塞效應所產生之流場現象。地下化捷運設施包括出土段、釋壓旁通道、釋壓井以及車站本體。利用商用數值軟體PHOENICS對車站分成三部分分析研究，第一部分，更改出土段設計後模擬結果顯示，不管以單向或是雙向模擬電聯車行經出土段引起的壓力變化對於電聯車內人員之舒適度影響，其壓力變化率皆能小於413.7 Pa/s，符合安全規範，另於出土段開口角度模擬測試中發現，在有限條件下將開口角度增加至30o與隧道出口截面積比(Blockage ratio)達到2.4可以有效降低最大壓力變化率。第二部分，針對設計中之地下捷運站進行數值模擬，以檢核月台門風壓與釋壓井出口流量是否具有換氣效果，經模擬驗證後，月台門風壓符合設計規範皆小於3200 Pa而釋壓井亦具有換氣效果。第三部分，模擬電聯車以正常車速65 km/hr行經地下捷運各項設施後，得到下列結果。第一，設置釋壓旁通道可降低7.9%月台門風壓。第二，電聯車先行經過釋壓旁通道，再經過釋壓井進入車站月台，可降低4.2%月台門之風壓。而釋壓井距離車站30 m時，可降低5.3%月台門風壓。第三，當電聯車經過較大之釋壓井面積，月台門可降低4.5%之月台門風壓。第四，電聯車行駛過較短之釋壓井長度時，可降低19.5%之月台門風壓。

關鍵字

活塞效應 ； 壓力變化率 ； 月台門風壓

並列摘要

This article numerically investigates the flow field and presssure gradient which induces by piston effect when the train moving into tunnel. The underground mass rapid transit (MRT) includes tunnel entrance, pressure release shaft, bypass and main station. This paper studies the pressure change with number of MRT cases by using three-dimensional numerical simulation software, PHOENICS. There are three parts of MRT to be studied. The first part is to examine the human comfort of original design at tunnel entrance and simulate the tunnel entrance with different tilt angles and blackage ratios. The results show that the pressure change rate has the minimum value at tilt angle of 30o and blockage of 2.4. The second part is to simulate the station with pressure release shaft at different train speeds. The results indicate that the platform screen door (PSD) conforms to original design wind pressure of 3200 Pa and the pressure release shaft also has the shaftilation effect. The final part is to simulate and verify the train moving through different underground structures with normal speed of 65 km/hr. The results describe that the bypass device has decrease 7.9% PSD wind pressure than without. In the train pass by MRT structure sequence simulation, the train passes through bypass and then pressure release shaft has decreasement 4.2% PSD wind pressure. At the distance of 30 m from pressure release shaft to station, the PSD wind pressure has 5.3% decresement. In different pressure release vent area simulation tests, the PSD wind pressure has 4.5% decresement at 36 m2 pressure release vent area. In the pressure release shaft length simulation examination, the PSD wind pressure has decresement of 19.5% at the pressure release shaft length of 20 m.

並列關鍵字

Piston effect ； Pressure change rate ； platform screen door wind pressure

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