Two full-size tunnels with each length of less than 2,000 m are selected for multiple sets of field experiments to be conducted within the speed range of 180-385 km·h-1.Meanwhile,the aerodynamic pressure on the tunnel walls,the aerodynamic pressure on the auxiliary facilities,and the train piston wind speed,as well as the time-varying patterns of the micro-pressure waves at the tunnel mouth are analyzed.The results show that when the train passes through the tunnel at the peak speed of 385 km·h-1,the peak-to-peak pressure on the auxiliary facilities inside the tunnel reaches the maximum of 3.47 kPa,which does not exceed the safety design standard for the auxiliary facilities.The peak of the micro-pressure wave at the tunnel mouth increases significantly with the increase of train speed,and the oblique cutting type of alleviation structure can effectively control the peak of the micro-pressure wave at the tunnel mouth.When the train passes through the two tunnels at the peak speed of 385 km·h-1,the peak of the micro-pressure wave at 20 m outside the tunnel mouth is approximately 39.3 and 26.3 Pa respectively,which does not exceed the limit of the micro-pressure wave at the tunnel mouth.When the train passes through the tunnel at the same speed,the piston wind speed inside the tunnel increases with the increase of the train speed,and when the train passes through at a speed of 385 km·h-1,the peak wind speed on the tunnel wall reaches 20.18 m·s-1.However,if the train passes through at a speed lower than 300 km·h-1,the type of tunnel mouth alleviation structure and the length of the tunnel have little effect on the peak of the piston wind speed induced by the train.
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