{"id":4062,"date":"2017-10-07T09:32:49","date_gmt":"2017-10-07T01:32:49","guid":{"rendered":"http:\/\/www.xxyyfy.com\/?p=4062"},"modified":"2017-10-07T09:33:20","modified_gmt":"2017-10-07T01:33:20","slug":"%e7%a9%ba%e6%b0%94%e5%8a%a8%e5%8a%9b%e5%ad%a6","status":"publish","type":"post","link":"http:\/\/www.xxyyfy.com\/?p=4062","title":{"rendered":"\u7a7a\u6c14\u52a8\u529b\u5b66"},"content":{"rendered":"

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\n\t       Operation at higher speed on conventional lines poses many challenges in the field of aerodynamics, including the effect of pressure pulses in tunnels and in the open air, and slipstream effects as trains run through stations or pass trackside workers.  Pressure pulses in tunnels probably present the most extreme difficulty.  The pressure waves generated when a train enters a tunnel travel at the speed of sound along the bore and are reflected back from the exit portal, giving rise to significant changes in pressure through which the train must then pass.  In single or double-bore tunnels this can require a speed limit to ensure the aural comfort of passengers. This tunnel problem  can be minimized with air shafts to relieve pressure or flared tunnel entrances, although each obviously has practical limitations.  Pressure-sealing the train is expensive and gives rise to long-term maintenance costs.<\/span>\n<\/p>\n

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