| Article ID | Journal | Published Year | Pages | File Type |
|---|---|---|---|---|
| 313069 | Tunnelling and Underground Space Technology | 2014 | 8 Pages |
•We build the full scale model for numerical simulation.•Dynamic mesh is used in numerical simulation for train-induced unsteady air flow.•We verify the accuracy of the models by in situ experimental study.•We study the diversion and suction ratio of the connection for piston wind both in open system and close system.•We study the louver area which affects the air exchange between tunnel and platform.
The piston effect has a significant influence on unsteady airflows in subway stations and tunnels. This study uses in situ experimental data and a computational fluid dynamics (CFD) method to analyze the three-dimensional unsteady air flow in a subway station and tunnel. An experimental analysis of train-induced unsteady flow was measured in an actual station with platform bailout doors (PBD), and air velocity variations were recorded at regular time intervals. The unsteady numerical analysis uses a dynamic mesh method for the full-scale model. The results indicate that Standard k–ε and RNG k–ε equations are both appropriate for simulating the high Reynolds numbers in tunnel and station airflow because these equations coincide with the experimental data. Specific diversion and suction ratios exist in each channel of the airflow for piston wind. The proportions between bypass ducts and platforms are stable no matter in open or close systems. And the draught relief shaft located before station plays more important role for piston wind than the one located after the station.
Graphical abstractDuring the whole period of the subway train pulls into and out of the station, each channel has its own unsteady mass air flow rate. And draught relief shafts and bypass ducts play important roles in reducing the air exchange between platform and tunnel.Figure optionsDownload full-size imageDownload as PowerPoint slide
