A railway tunnel entrance auxiliary system capable of reducing sudden airflow changes

Abstract

The present invention discloses a railway tunnel entrance auxiliary system capable of reducing sudden changes in airflow, comprising: an entrance drag reduction and noise reduction structure arranged at the entrance of the tunnel and an exit drag reduction and noise reduction structure arranged at the exit of the tunnel; the entrance drag reduction and noise reduction structure comprises a multi-layer entrance arch structure arranged outward from the entrance of the tunnel; each layer of the entrance arch structure comprises a plurality of circumferentially distributed entrance guide plates; the exit drag reduction and noise reduction structure comprises a multi-layer exit arch structure arranged outward from the exit of the tunnel, and each layer of the exit arch structure comprises a plurality of circumferentially distributed exit guide plates. The technical solution of the present invention has the following beneficial effects: First, the diameter of the spatial channel formed by the guide plates at the entrance and exit of the tunnel changes smoothly; second, the size of the multi-layer arch structure gradually increases in the direction away from the entrance, and the guide plates of the adjacent layers of the arch structure overlap and overlap; third, the color of the guide plate gradually fades away from the entrance, which can reduce the discomfort caused by the sudden change in light when the train enters and exits the tunnel.

Description

Technical Field

[0001] The invention relates to the field of tunnel construction, and in particular to a railway tunnel opening auxiliary system capable of reducing sudden changes in airflow. Background Art

[0002] When high-speed railway trains enter and leave tunnels, they interact with the surrounding air, generating shock waves and complex pressure changes, which then interact with the inner wall of the tunnel, generating noise and vibration. These shock waves will not only affect the tunnel entrance and inner wall, but also have adverse effects on the surrounding ecological environment and flora and fauna. These effects include aerodynamic pressure causing cracks in the tunnel lining material, which will cause instability and fracture as the cracks grow, and eventually fall off, endangering driving safety; according to a large number of studies at home and abroad, the intensity of these noises not only exceeds the requirements of human health, but also causes irreversible damage to the physiological activities of many wild animals, such as reptiles, amphibians, and birds. Therefore, it is very necessary to take appropriate technical transformation measures to reduce vibration and noise.

[0003] Therefore, how to reduce the airflow impact noise of high-speed trains entering and exiting tunnel entrances is a technical problem that technical personnel in this field currently need to solve. Summary of the invention

[0004] In order to solve the above technical problems, the main purpose of the present invention is to provide a railway tunnel entrance auxiliary system that can reduce sudden changes in airflow, so as to reduce the shock waves and noise hazards generated when high-speed railway trains enter and exit the tunnel.

[0005] A railway tunnel entrance auxiliary system capable of reducing sudden changes in airflow comprises: an entrance drag reduction and noise reduction structure arranged at the tunnel entrance and an exit drag reduction and noise reduction structure arranged at the tunnel exit; the entrance drag reduction and noise reduction structure comprises a multi-layer entrance arch structure arranged outward from the tunnel entrance, the tail of the first-layer entrance arch structure extends into the tunnel entrance, and then the tail of the M+1-layer entrance arch structure is arranged in the head of the M-layer arch structure, and the tail of the M+1-layer arch structure and the head of the M-layer arch structure have a first overlap portion; each layer The inlet arch structure includes a plurality of circumferentially distributed inlet guide plates; wherein M is a natural number; the outlet drag reduction and noise reduction structure includes a multi-layer outlet arch structure arranged outward from the tunnel outlet, the tail of the first-layer outlet arch structure extends into the tunnel outlet, and then the tail of the N+1-layer arch structure is arranged outside the head of the N-layer arch structure, and the tail of the N+1-layer arch structure and the head of the N-layer arch structure have a second overlapping portion; each layer of the outlet arch structure includes a plurality of circumferentially distributed outlet guide plates; wherein N is a natural number.

[0006] Furthermore, the inlet guide plates of the inlet arch structures of adjacent layers are arranged in a staggered and overlapping manner in the circumferential direction; and the outlet guide plates of the outlet arch structures of adjacent layers are arranged in a staggered and overlapping manner in the circumferential direction.

[0007] Furthermore, each layer of the entrance arch structure and each layer of the exit arch structure include a column, the column is provided with a cross bar facing the center of the tunnel, a plurality of connecting rods are connected to the cross bar, the upper end of each connecting rod is hinged to the cross bar through an upper spring, each connecting rod can swing along the extension direction of the tunnel, and the lower end of each connecting rod is connected to the inlet guide plate or the outlet guide plate through a lower spring.

[0008] Furthermore, the lower spring is connected to the inlet guide plate via a universal hinge joint; the lower spring is connected to the outlet guide plate via a universal hinge joint.

[0009] Furthermore, the number of connecting rods of each inlet guide plate is four; the number of connecting rods of each outlet guide plate is four.

[0010] Furthermore, the lengths of the first overlapping portion and the second overlapping portion are both 5-20 centimeters.

[0011] Furthermore, an outward angle A is set between the M+1th inlet guide plate and the Mth inlet guide plate, and 0°<A<20°; an outward angle B is set between the N+1th outlet guide plate and the Nth outlet guide plate, and 0°<B<20°.

[0012] Furthermore, the inlet guide plate and the outlet guide plate are made of engineering plastics.

[0013] Furthermore, the color of the inlet guide plate gradually becomes lighter as the number of layers increases; and the color of the outlet guide plate gradually becomes lighter as the number of layers increases.

[0014] Compared with the prior art, the technical solution of the present invention has the following beneficial effects: 1. The diameter of the spatial channel formed by the guide plates outside the tunnel entrance changes gradually and smoothly; 2. In the direction of entering the tunnel, the guide channel gradually decreases, and in the direction of exiting the tunnel, the guide channel gradually increases; 3. The overlapping of multiple layers of guide plates can significantly reduce the airflow resistance; 4. The size of the multi-layer arch structure gradually increases, and the guide plates of adjacent layers of the arch structure are staggered and overlapped, which significantly reduces the noise; 5. The color of the guide plate gradually fades with the number of layers of the arch structure, which can reduce the discomfort caused by the sudden darkening of the high-speed train entering the tunnel and the sudden brightening of the high-speed train exiting the tunnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0016] Figure 1It is a three-dimensional schematic diagram of an embodiment of the railway tunnel portal auxiliary system capable of reducing sudden changes in airflow according to the present invention;

[0017] Figure 2 A longitudinal section diagram of an embodiment of the railway tunnel portal auxiliary system capable of reducing sudden changes in airflow according to the present invention;

[0018] Figure 3 A cross-sectional view of an entrance drag reduction and noise reduction structure of an embodiment of a railway tunnel entrance auxiliary system capable of reducing sudden changes in airflow according to the present invention;

[0019] Figure 4 A cross-sectional view of an outlet drag reduction and noise reduction structure of an embodiment of a railway tunnel entrance auxiliary system capable of reducing sudden changes in airflow according to the present invention;

[0020] Figure 5 for Figure 2 Left view of;

[0021] Figure 6 for Figure 2 Right view of;

[0022] In the above picture:

[0023] 1 Tunnel entrance; 2 Entrance drag reduction and noise reduction structure; 201 Entrance guide plate; 3 Tunnel exit; 4 Exit drag reduction and noise reduction structure; 401 Exit guide plate; 5 Pillars; 6 Crossbars; 7 Connecting rods; 8 Upper springs; 9 Lower springs. DETAILED DESCRIPTION

[0024] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0025] In the following description, specific details are set forth to facilitate a full understanding of the present invention. However, the present invention can be implemented in a variety of other ways than those described herein, and those skilled in the art can make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0026] Please refer to Figure 1 and Figure 2 , a railway tunnel entrance auxiliary system capable of reducing sudden changes in airflow, comprising: an entrance drag and noise reduction structure 2 arranged at a tunnel entrance 1 and an exit drag and noise reduction structure 4 arranged at a tunnel exit 3;

[0027] refer to Figure 3The entrance drag reduction and noise reduction structure 2 includes a multi-layer entrance arch structure arranged outward from the tunnel entrance 1, the tail of the first-layer entrance arch structure extends into the tunnel entrance 1, and then the tail of the M+1-layer entrance arch structure is arranged in the head of the M-layer arch structure, and the tail of the M+1-layer arch structure and the head of the M-layer arch structure have a first overlapping portion; each layer of the entrance arch structure includes a plurality of circumferentially distributed entrance guide plates 201; wherein M is a natural number.

[0028] refer to Figure 4 The outlet drag reduction and noise reduction structure 4 includes a multi-layer outlet arch structure arranged outward from the tunnel outlet 3, the tail of the first-layer outlet arch structure extends into the tunnel outlet 3, and then the tail of the N+1-layer arch structure is arranged outside the head of the N-layer arch structure, and the tail of the N+1-layer arch structure and the head of the N-layer arch structure have a second overlapping portion; each layer of the outlet arch structure includes a plurality of circumferentially distributed outlet guide plates 401, where N is a natural number.

[0029] For further information, please refer to Figure 5 , the inlet guide plates 201 of the adjacent inlet arch structures are arranged in a staggered and overlapping manner in the circumferential direction; please refer to Figure 6 The outlet guide plates 401 of the outlet arch structures of adjacent layers are arranged in a staggered and overlapping manner in the circumferential direction. The staggered and overlapping arrangement of the guide plates of adjacent layers can increase the resistance to the air flow and further reduce the kinetic energy of the air.

[0030] For further information, please refer to Figure 3 and Figure 4 Each entrance arch structure and each exit arch structure include a column 5, on which a cross bar 6 facing the center of the tunnel is arranged, and a plurality of connecting rods 7 are connected to the cross bar 6, and the upper end of each connecting rod 7 is hinged to the cross bar 6 through an upper spring 8, and each connecting rod 7 can swing along the extension direction of the tunnel, and the lower end of each connecting rod 7 is connected to the entrance guide plate 201 or the exit guide plate 401 through a lower spring 9. The upper spring 8 and the lower spring 9 can play a buffering role and further absorb the kinetic energy of the air.

[0031] Furthermore, the lower spring 9 is connected to the inlet guide plate 201 via a universal hinge; the lower spring 9 is connected to the outlet guide plate 401 via a universal hinge. Through the flexible connection between the universal hinge and the guide plate, the guide plate can float on the connecting rod 7 with the airflow, absorb the kinetic energy of the airflow impact, and adapt to the size of the channel through which the airflow passes between the guide plates.

[0032] Furthermore, the number of connecting rods 7 of each inlet guide plate 201 is four; the number of connecting rods 7 of each outlet guide plate 401 is four.

[0033] Furthermore, the lengths of the first overlapping portion and the second overlapping portion are both 5-20 centimeters.

[0034] Further, an outward angle A is set between the M+1th inlet guide plate 201 and the Mth inlet guide plate 201, and 0°<A<20°. An outward angle B is set between the N+1th outlet guide plate 401 and the Nth outlet guide plate 401, and 0°<B<20°.

[0035] In the above embodiments, an entrance drag and noise reduction structure 2 and an exit drag and noise reduction structure 4 are provided at the tunnel entrance 1 and the tunnel exit 3 . When the high-speed train runs towards the tunnel at high speed, it drives the surrounding airflow to rush towards the tunnel entrance, encounters the outermost entrance arch structure, and collides with the entrance guide plate 201 of the outermost entrance arch structure. The airflow changes direction along the entrance guide plate 201, and at the same time, the entrance guide plate 201 twists and vibrates, reducing the kinetic energy of the airflow; part of the airflow leaks out from the overlapping part of the two adjacent layers of plates; the entrance guide plate 201 of the M+1th entrance arch structure and the entrance guide plate 201 of the Mth entrance arch structure have an angle A (0°<A<20°), and the two ends of the entrance guide plates 201 of the adjacent layers of entrance arch structures have a first overlap portion, and the length of the first overlap portion is 5-20 cm, and the airflow changes direction along the entrance guide plate 201 toward the center of the tunnel entrance 1, and so on; until the front of the train arrives at the tunnel entrance 1, the airflow boundary layer around the front of the train has been greatly reduced and thinned, the flow velocity has also been reduced, and the shock wave entering the tunnel entrance 1 has been greatly weakened.

[0036] When the high-speed railway leaves the tunnel exit 3 at high speed, it drives the surrounding airflow to rush toward the cave entrance, encounters the innermost exit arch structure, and collides with the exit guide plate 401 of the innermost exit arch structure. The airflow changes direction along the exit guide plate 401, and at the same time, the exit guide plate 401 twists and vibrates, reducing the kinetic energy of the airflow; part of the airflow leaks out from the overlapping part of the two adjacent layers of plates; the exit guide plate 401 of the N+1th exit arch structure and the exit guide plate 401 of the Nth exit arch structure have an angle B (0°<B<20°), and the two ends of the exit guide plate 401 of the adjacent layer exit arch structure have a second overlap portion, and the length of the second overlap portion is 5-20 cm, and the airflow flows along the exit guide plate 401 to the tunnel exit 3, and so on; until the rear of the train reaches the tunnel exit 3.

[0037] Furthermore, the inlet guide plate 201 and the outlet guide plate 401 are made of engineering plastics, such as polycarbonate (PC), polyamide (PA), polyoxymethylene (POM), polyphenylene oxide (PPO), polyester (PET, PBT), polyphenylene sulfide (PPS), polyarylate, etc. Plastics with impact resistance, weather resistance (UV resistance, heat resistance, cold resistance, waterproof), and noise absorption can also be selected, such as polyurethane foam sound-absorbing materials.

[0038] Furthermore, the color of the inlet guide plate 201 gradually fades with the number of layers, that is, the farther away from the tunnel entrance, the lighter the color; the color of the outlet guide plate 401 gradually fades with the number of layers, that is, the farther away from the tunnel exit, the lighter the color. At the tunnel entrance 1, the color of the inlet guide plate 201 gradually fades with the increasing distance from the tunnel entrance 1, and at the tunnel exit 3, the color of the outlet guide plate 401 gradually fades with the increasing distance from the tunnel exit 3, which can reduce the discomfort of the high-speed train suddenly darkening when entering the tunnel and suddenly becoming brighter when leaving the tunnel.

[0039] Compared with the prior art, the technical solution of the present invention has the following beneficial effects: 1. The diameter of the spatial channel formed by the guide plates outside the tunnel entrance changes gradually and smoothly; 2. In the direction of entering the tunnel, the guide channel gradually decreases, and in the direction of exiting the tunnel, the guide channel gradually increases; 3. The overlapping of multiple layers of guide plates can significantly reduce the airflow resistance; 4. The size of the multi-layer arch structure gradually increases, and the guide plates of adjacent layers of the arch structure are staggered and overlapped, which significantly reduces the noise; 5. The color of the guide plate gradually fades with the number of layers of the arch structure, which can reduce the discomfort caused by the sudden darkening of the high-speed train entering the tunnel and the sudden brightening of the high-speed train exiting the tunnel.

[0040] Although the present invention has been described in detail in this specification by means of general description and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements may be made thereto on the basis of the present invention. Therefore, these modifications or improvements made without departing from the present invention all fall within the scope of protection claimed by the present invention.

Claims

1. A railway tunnel entrance auxiliary system that can reduce sudden changes in airflow. It is characterized in that include: An entrance drag reduction and noise reduction structure (2) arranged at a tunnel entrance (1) and an exit drag reduction and noise reduction structure (4) arranged at a tunnel exit (3); The entrance drag reduction and noise reduction structure (2) comprises a multi-layer entrance arch structure arranged outward from the tunnel entrance (1), the tail of the first-layer entrance arch structure extends into the tunnel entrance (1), and the tail of the M+1-layer entrance arch structure is arranged in the head of the M-layer arch structure, and the tail of the M+1-layer arch structure and the head of the M-layer arch structure have a first overlap portion; each layer of the entrance arch structure comprises a plurality of circumferentially distributed entrance guide plates (201); wherein M is a natural number; The outlet drag reduction and noise reduction structure (4) comprises a multi-layer outlet arch structure arranged outward from the tunnel outlet (3), the tail of the first-layer outlet arch structure extends into the tunnel outlet (3), and the tail of the N+1-layer arch structure is arranged outside the head of the N-layer arch structure, and the tail of the N+1-layer arch structure and the head of the N-layer arch structure have a second overlap portion; each layer of the outlet arch structure comprises a plurality of outlet guide plates (401) distributed in a circumferential direction; wherein N is a natural number; the inlet guide plates (201) of the inlet arch structures of adjacent layers are arranged in a staggered and overlapping manner in the circumferential direction; the outlets of adjacent layers are arranged in a staggered and overlapping manner in a staggered manner; and the outlets of adjacent layers are arranged in a staggered and overlapping manner. The outlet guide plates (401) of the arched structure are arranged in a staggered and overlapping manner in the circumferential direction; each layer of the inlet arched structure and each layer of the outlet arched structure comprises a column (5), the column (5) is provided with a cross bar (6) facing the center of the tunnel, a plurality of connecting rods (7) are connected to the cross bar (6), the upper end of each connecting rod (7) is hinged to the cross bar (6) via an upper spring (8), each connecting rod (7) can swing along the extension direction of the tunnel, and the lower end of each connecting rod (7) is connected to the inlet guide plate (201) or the outlet guide plate (401) via a lower spring (9).

2. The railway tunnel entrance auxiliary system capable of reducing sudden airflow changes according to claim 1, It is characterized in that The lower spring (9) is connected to the inlet guide plate (201) via a universal hinge joint; the lower spring (9) is connected to the outlet guide plate (401) via a universal hinge joint.

3. The railway tunnel entrance auxiliary system capable of reducing sudden airflow changes according to claim 1, It is characterized in that The number of connecting rods (7) of each inlet guide plate (201) is four; the number of connecting rods (7) of each outlet guide plate (401) is four.

4. The railway tunnel entrance auxiliary system capable of reducing sudden airflow changes according to claim 1, It is characterized in that The lengths of the first overlapping portion and the second overlapping portion are both 5-20 cm.

5. The railway tunnel entrance auxiliary system capable of reducing sudden airflow changes according to claim 1, It is characterized in that An outward angle A is provided between the M+1th layer inlet guide plate (201) and the Mth layer inlet guide plate (201), and 0°<A<20°; An outward angle B is provided between the outlet guide plate (401) of the N+1th layer and the outlet guide plate (401) of the Nth layer, and 0°<B<20°.

6. The railway tunnel entrance auxiliary system capable of reducing sudden airflow changes according to claim 1, It is characterized in that The inlet guide plate (201) and the outlet guide plate (401) are made of engineering plastics.

7. The railway tunnel entrance auxiliary system capable of reducing sudden airflow changes according to claim 1, It is characterized in that The color of the inlet guide plate (201) gradually becomes lighter as the number of layers increases; the color of the outlet guide plate (401) gradually becomes lighter as the number of layers increases.

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