A high-speed railway tunnel that can alleviate tunnel pressure waves

Abstract

The present invention discloses a high-speed railway tunnel capable of alleviating tunnel pressure waves, which includes two body segments and a buffer segment arranged between the two body segments. The cross-sectional area of the buffer segment is larger than that of the body segment. An arched plate arranged coaxially with the body segment is provided in the buffer segment. The inner contour line of the arched plate is arranged without intruding into the inner contour line of the body segment. A pressure reduction cavity is formed by arranging a gap between the outer wall of the arched plate and the inner wall of the buffer segment. The pressure reduction cavity is divided into independently arranged pressure reduction segments by a plurality of vertical plates arranged along the tunnel cross-section. A plurality of through holes communicating with the corresponding pressure reduction segments are opened on the arched plate. The present invention can slow down the aerodynamic effect of a high-speed train passing through the tunnel, greatly reduce the initial compression wave gradient, dissipate the compression wave energy to a greater extent, and thus more efficiently alleviate the micro-pressure wave at the tunnel exit and the amplitude of the tunnel alternating pressure.

Description

Technical Field

[0001] The present invention relates to the technical field of high - speed railway tunnel engineering, and particularly relates to a high - speed railway tunnel capable of alleviating tunnel pressure waves. Background Technique

[0002] When a high - speed train enters a tunnel, the space in front of the train head is restricted, forming a piston effect, which causes the air in front of the train head to be unable to diffuse to the surrounding in time and be rapidly compressed to form an air compression wave, and an expansion wave is generated when the train tail enters the tunnel. Part of the energy of the compression wave and the expansion wave is reflected back in the form of waves in the opposite form when reaching the other end of the tunnel, and new pressure waves are generated by such back - and - forth reflections. Other energy radiates out to the surrounding area in the form of pulsed shock waves from the tunnel exit, forming micro - pressure waves. If the micro - pressure wave effect is too strong, it will generate pneumatic blasting noise, that is, tunnel sonic boom, resulting in noise pollution, which is more harmful to the living environment of surrounding residents, and seriously affects the comfort of passengers in the train when passing through the tunnel.

[0003] Currently, the mitigation of tunnel pressure waves mostly focuses on tunnel buffer structures. The mitigation effect of buffer structures can no longer meet the safety operation standards for the aerodynamic effects generated by faster high - speed trains, and their construction is restricted by conditions such as terrain and environment and cannot be expanded. Therefore, it is necessary to slow down the tunnel pressure wave effect by changing the internal structure of the tunnel. Summary of the Invention

[0004] The purpose of the present invention is to provide a high - speed railway tunnel capable of effectively alleviating tunnel pressure waves in view of the deficiencies of the prior art.

[0005] The high - speed railway tunnel capable of alleviating tunnel pressure waves provided by the present invention includes two body segments and a buffer segment arranged between the two body segments. The cross - sectional area of the buffer segment is larger than that of the body segment. An arched plate arranged coaxially with the body segment is provided in the buffer segment. The inner contour line of the arched plate is arranged without intruding into the inner contour line of the body segment. A decompression cavity is formed by arranging a gap between the outer wall of the arched plate and the inner wall of the buffer segment. The decompression cavity is divided into independently arranged decompression segments by a number of vertical plates arranged along the tunnel cross - section. A plurality of through - holes communicating with the corresponding decompression segments are opened on the arched plate.

[0006] The cross - sectional area of the buffer segment is 1.5 times that of the body segment.

[0007] The inner contour line of the arched plate coincides with the inner contour line of the body segment.

[0008] The through - holes are square or circular.

[0009] The through - holes are arranged in multiple rows along the axial direction of the arched plate, and the through - holes in the same row are arranged at equal distances along the axial direction of the arched plate.

[0010] The through holes are arranged in four rows along the axial direction of the arched plate, with two rows symmetrically arranged on the left and right sides of the upper part of the arched plate, and two rows symmetrically arranged on the left and right sides of the lower part of the arched plate.

[0011] In the present invention, a buffer section with a larger cross-sectional area is arranged between the ends of the existing tunnel structure. By adding arched plates arranged with gaps in the buffer section, and then separating the pressure reduction cavities outside the arched plates into independently arranged pressure reduction segments through vertical plates, and finally connecting the high-speed train running cavity inside the arched plates with each pressure reduction segment through the through holes on the arched plates, the pressure wave generated after the high-speed train enters the buffer structure can be injected into each pressure reduction segment through the through holes, so as to slow down the aerodynamic effect of the high-speed train passing through the tunnel; and the pressure wave entering the pressure reduction segment undergoes multiple reflection and consumption phenomena under the back-and-forth blocking effect of the inner wall of the tunnel buffer section and the outer wall of the arched plate, greatly reducing the initial compression wave gradient and dissipating the compression wave energy to a greater extent, so as to more efficiently relieve the micro-pressure wave at the tunnel exit and the amplitude of the tunnel alternating pressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic structural diagram of the longitudinal section of the present invention.

[0013] Figure 2 is Figure 1 the sectional structural schematic diagram at A-A in

[0014] Figure 3 It is a time history diagram of the micro-pressure wave at 20 m at the tunnel exit of the present invention and the original tunnel structure.

[0015] Figure 4 It is a time history diagram of the micro-pressure wave at 50 m at the tunnel exit of the present invention and the original tunnel structure.

[0016] Figure 5 It is a time history diagram of the transient pressure at the measuring point on the middle wall of the tunnel of the present invention and the original tunnel structure.

[0017] The marks shown in the figure and the corresponding component names are:

[0018] 1. Body section;

[0019] 2. Buffer section;

[0020] 3. Arched plate; 31. Through hole;

[0021] 4. Pressure reduction cavity; 41. Pressure reduction segment;

[0022] 5. Vertical plate. DETAILED DESCRIPTION OF THE INVENTION

[0023] From Figures 1 to 2It can be seen that the high-speed railway tunnel of the present invention capable of alleviating tunnel pressure waves includes two main body segments 1, a buffer segment 2 provided between the two main body segments 1, an arched plate 3 sleeved in the buffer segment 2 with a gap, a decompression cavity 4 disposed between the outer wall of the arched plate 3 and the inner wall of the buffer segment 2, and a number of vertical plates 5 arranged in the decompression cavity 4 along the tunnel cross-section. Among them, the cross-sectional area of the buffer segment 2 is larger than that of the main body segment 1, the inner contour line of the arched plate 3 is arranged without intruding into the inner contour line of the main body segment 1, the arched plate 3 is coaxially arranged with the main body segment 1, both ends of the arched plate 3 are butt-jointed with the end faces of the main body segment 1, the decompression cavity 4 is divided into independently arranged decompression segments 41 by each vertical plate 5, a plurality of through holes 31 communicating with the corresponding decompression segments 41 are formed in the arched plate 3, the through holes 31 are arranged in multiple rows along the axial direction of the arched plate 3, and the through holes 31 in the same row are arranged at equal distances along the axial direction of the arched plate 3.

[0024] In the present invention, the cross-sectional area of the buffer segment 2 is 150 m 2 , which is 1.5 times the cross-sectional area of the main body segment 1, and the length is 100 m; the thickness of the arched plate 3 is 0.05 m; there are two vertical plates 5 in total, which are respectively arranged at 32.5 m and 67.5 m away from the entrance of the buffer segment 2, and the decompression cavity 4 is divided into three independently arranged decompression segments 41 by the two vertical plates 5.

[0025] In the present invention, the projection of the inner contour line of the arched plate 3 on the vertical plane coincides with the projection of the inner contour line of the main body segment 1 on the vertical plane.

[0026] From Figures 1 to 2 It can be seen that in the present invention, four rows of square through holes 31 are formed in the arched plate 3, and each row of through holes 31 is arranged along the axial direction of the arched plate 3. Among them, two rows of through holes 31 are symmetrically arranged on the left and right sides of the upper part of the arched plate 3; two rows of through holes 31 are symmetrically arranged on the left and right sides of the lower part of the arched plate 3; the side length of the through hole 21 is 4.07 m.

[0027] A construction method applicable to the above high-speed railway tunnel includes the following steps:

[0028] S1. Excavate the inner wall of the tunnel radially at a position 100 - 200 m away from the entrance of the original tunnel, and form a buffer segment 2 with a cross-sectional area of 150 m2 and a length of 100 m by means of formwork pouring. The original tunnels at both ends of the buffer segment 2 are reserved as the main body segments 1;

[0029] S2. Set two vertical plates 5 arranged along the tunnel cross-section at 32.5 m and 67.5 m away from the entrance of the buffer segment 2 respectively, and the outer circumferential surfaces of the vertical plates 5 are hermetically connected to the inner wall of the buffer segment 2;

[0030] S3. Set an arched plate 3 at the position of the original tunnel inner wall in the buffer segment 2, and a decompression cavity 4 is formed by arranging the arched plate 3 with a gap from the inner wall of the buffer segment 2;

[0031] S4. Four rows of through holes 31 communicating with the decompression cavity 4 are formed in the arched plate 3, and each row of through holes 31 is arranged at equal intervals along the axial direction of the arched plate 3;

[0032] S5. Sealant is filled between the outer wall of the arched plate 3 and the inner circumferential surfaces of the vertical plates 5 through the through holes 31, so that the decompression cavity 4 is divided into three independently arranged decompression segments 41.

[0033] In the present invention, the through holes 31 can also be circular.

[0034] After Figures 3 to 5 verification by the numerical simulation shown, the data shown in Table 1 can be obtained:

[0035] Table 1

[0036]

[0037] It can be seen from Table 1 that after changing the tunnel structure, the comparison with the data under the original tunnel structure is as follows: The present invention achieves a 18.4% reduction effect on the micro-pressure wave at 20 m from the tunnel exit, a 16.4% reduction effect on the micro-pressure wave at 50 m from the tunnel exit, and a 9.0% reduction effect on the pressure amplitude at the measuring point in the middle of the tunnel.

[0038] The present invention is not only applicable to high-speed railway tunnels, but also applicable to high-speed maglev railway tunnels.

[0039] The specific embodiments described above further elaborate on the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above is only the preferred embodiment of the present invention and is not used to limit the protection scope of the present invention. For those skilled in the art, the present invention can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A high-speed railway tunnel capable of alleviating tunnel pressure waves, characterized in that: It includes two body segments (1) and a buffer segment (2) disposed between the two body segments. The cross-sectional area of the buffer segment is larger than that of the body segment. An arched plate (3) arranged coaxially with the body segment is provided in the buffer segment. The inner contour line of the arched plate is arranged without intruding into the inner contour line of the body segment. A pressure reduction cavity (4) is formed by arranging the outer wall of the arched plate at a gap with the inner wall of the buffer segment. The pressure reduction cavity is divided into independently arranged pressure reduction segments (41) by a number of vertical plates (5) arranged along the tunnel cross-section. A plurality of through holes (31) communicating with the corresponding pressure reduction segments are formed in the arched plate, so that the pressure wave generated after the high-speed train enters the tunnel can be injected into the pressure reduction segments through the through holes. The pressure wave entering the pressure reduction segments undergoes multiple reflection and consumption phenomena under the back-and-forth blocking action of the inner wall of the tunnel buffer segment and the outer wall of the arched plate, thereby reducing the initial compression wave gradient, dissipating the energy of the compression wave, and alleviating the micro-pressure wave at the tunnel exit and the amplitude of the tunnel alternating pressure.

2. The high-speed railway tunnel capable of alleviating tunnel pressure waves according to claim 1, wherein: The cross-sectional area of the buffer segment is 1.5 times that of the body segment.

3. The high-speed railway tunnel capable of alleviating tunnel pressure waves according to claim 1, wherein: The inner contour line of the arched plate coincides with the inner contour line of the body segment.

4. The high-speed railway tunnel capable of alleviating tunnel pressure waves according to claim 1, wherein: The through holes are square or circular.

5. The high-speed railway tunnel capable of alleviating tunnel pressure waves according to claim 1, wherein: The through holes are arranged in multiple rows along the axial direction of the arched plate, and the through holes in the same row are arranged at equal distances along the axial direction of the arched plate.

6. The high-speed railway tunnel capable of alleviating the tunnel pressure wave according to claim 5, wherein: The through holes are arranged in four rows along the axial direction of the arched plate. Two rows are symmetrically arranged on the left and right sides of the upper part of the arched plate, and two rows are symmetrically arranged on the left and right sides of the lower part of the arched plate.

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