압력저감장치를 적용한 1/59 축척 고속철도 지하역사의 압력저감에 관한 수치적 연구

국문 초록 (Abstract)

본 연구에서는 지하철도의 고속화에 따른 공기압 문제의 대책 기술로 지하역사 내부에 압력저감장치를 적용함으로써 압력변화와 그 특성에 관하여 수치적 관점에서 살펴보았다. 지하역사 모델은 국내 수도권광역급행철도(GTX: Great Train eXpress)의 KTX(Korea Train eXpress) 혼용구간의 설계 특성이 반영되었으며 상사법칙에 의하여 실제 크기의 1/59로 축소되었다. 또한 350 km/h 급 고속열차의 운행이 가능하며 지하 5층 승강장(Platform)을 겸비한 4선 2홈식 모델로 제작되었다. 지하역사 5층 내부에는 완행열차와 급행열차의 선로를 구분하는 격벽(Partition wall)이 존재하며 승강장 입 · 출구와 가까운 완행열차 선로 위에 PWBD(Pressure Wave Blocking Door)가 적용되었다. 또한 승강장 입 · 출구와 연결된 터널에 각각 하나씩의 수직환기소(Vent shaft)가 위치하며, 고속열차가 운행되는 방향을 기준으로 우측 완행열차 선로(Local track) 위에 열차가 정차되어 있다.
압력저감장치에 의한 역사 내부의 압력경감 효과를 살펴보기 위하여 압력차단장치인 스크린도어(PSD: Platform Screen Door)의 개 · 폐 여부를 기준으로 압력저감장치인 PWBD의 적용 유 · 무, 수직환기소의 적용 유 · 무에 따라 열차 운행 조건을 구분하였다. 터널 내부와 지하역사 5층 선로부, 승객들이 서있는 승강장 내부, 지하 역사 1, 2층 광장에 측정위치(Measuring point)를 설정하였고 전체 열차운행 시간 동안에 나타나는 최고압력과 최저압력의 차이인 최대압력변화량(Pmax)을 비교 기분으로 삼았다.
수치해석을 위한 격자 유형은 Hybrid mesh type을 사용하였으며 Fluent의 이동격자법(Dynamic mesh method)을 이용하기 위하여 Time step과 열차의 속도를 고려하여 격자의 크기를 설정하였다. 또한 본 연구에서는 한국철도기술연구원(Korea Railroad Research Institute)에서 실시한 1/59 축척 4선 2홈 표준지하역사 모델의 현장 실측 결과와 비교함으로써 수치연구의 신뢰성을 높이고자 하였다.
결과적으로 압력경감 효과는 측정위치, 압력저감장치의 종류와 수에 의존한다. 터널입구방향 본선터널에서는 PWBD가 적용된 조건에서만 경감 효과가 발행하며 터널출구방향 본선터널에서는 압력저감장치가 적용된 모든 경우에서 발생한다. 그리고 지하역사 5충 선로부, 승강장 내부, 지하 1, 2층 광장에서는 압력저감장치의 단일 설치보다 다른 종류의 압력저감장치를 이중으로 설치하였을 경우 더 높은 압력감소량이 확인되었다.

목차 (Table of Contents)

• 요 약(국문초록) ······························································ⅰ
• 목 차 ·················································································ⅲ
• List of Tables ·································································ⅳ
• List of figures ·································································ⅴ
• Nomenclature ·································································ⅷ
• 1. 서 론 ·············································································1
• 1.1. 철도의 역사 ·····························································1
• 1.2. 연구의 목적 ·····························································3
• 1.3. 압력차단 · 저감장치의 개요 ·································5
• 2. 수치해석 ·····································································6
• 2.1. 형상조건 ·································································6
• 2.2. 격자생성 및 수치해석 기법 ·································10
• 2.3. 지배방정식 ····························································12
• 2.4. 해석대상 ································································12
• 2.4.1. 열차 운행 조건 ··················································12
• 2.4.2. 측정위치 ·····························································13
• 2.5. 실험에 의한 검증 ··················································15
• 3. 해석 결과 및 토의 ·····················································17
• 3.1. 본선터널 내부의 압력변동 분석 ··························17
• 3.1.1. 터널입구방향 본선터널 ·····································17
• 3.1.2. 터널출구방향 본선터널 ·····································21
• 3.2. 지하역사 5층 선로부의 압력변동 분석 ···············23
• 3.3. 지하역사 승강장과 광장 내부의 압력변동 분석 ····28
• 3.3.1. 승강장 ···································································28
• 3.3.2. 지하 1, 2층 광장 ··················································30
• 4. 결 론 ············································································32
• References ·····································································34
• Abstract ···········································································36