A high-speed railway tunnel secondary micro-pressure wave mitigation system

Abstract

The present application belongs to the technical field of mechanical device, and relates to a micro-pressure wave of a high-speed railway tunnel, in particular to a system for relieving secondary micro-pressure waves of a high-speed railway tunnel, which comprises a high-speed railway tunnel (1), wherein a vertical shaft (3) in communication with the outside is arranged on the inner top surface of the high-speed railway tunnel (1) along the direction of train travel; characterized in that: a cut space (17) with a width of 1.1-1.2 times the diameter of the vertical shaft is excavated through the inner top of the high-speed railway tunnel (1) and in front of the vertical shaft (3), and the inner top surface of the cut space (17) is 0.8-1.5 m higher than the top vertex of the top surface of the high-speed railway tunnel (1). The present application is rationally designed, and aims to prevent the phenomenon of secondary micro-pressure waves generated when a train passes through the vertical shaft while not affecting the inhibitory effect of the vertical shaft of the tunnel on primary micro-pressure waves, and has a good practical application value.

Description

Technical Field

[0001] This invention belongs to the field of mechanical device technology and relates to micro-pressure waves in high-speed railway tunnels, specifically a system for mitigating secondary micro-pressure waves in high-speed railway tunnels. Background Technology

[0002] When a high-speed train enters a tunnel, an initial compression wave is generated at the front of the train. This compression wave propagates along the tunnel at the local speed of sound towards the exit, creating a sonic boom at the tunnel exit; this is called a primary micro-pressure wave. When the train passes through structures such as shafts and cross passages inside the tunnel, a new compression wave is generated at the front of the train. When this compression wave propagates to the tunnel exit, it also causes a micro-pressure wave phenomenon at the tunnel entrance; this is called a secondary micro-pressure wave.

[0003] Micropressure waves can cause resonance in surrounding buildings at tunnel exits, severely impacting their lifespan and disrupting normal life and work. This phenomenon becomes increasingly pronounced with rising train speeds. Research by Mei Yuangui et al. indicates that at speeds of 600 km / h, the size of micropressure waves at tunnel exits can be dozens of times larger than normal. Currently, the most common engineering method for suppressing micropressure waves is to construct buffer structures at tunnel entrances to prevent excessively steep initial wavefronts. However, studies show that the required length of these buffer structures typically increases with train speed and the vehicle-to-tunnel congestion ratio, leading to not only visual discomfort but also significantly increased construction and land acquisition costs. Installing long buffer structures becomes nearly impossible when tunnel entrances are located in densely populated areas or on challenging terrain. More importantly, entrance buffer structures cannot directly influence the evolution of compression waves. Even if the initial wavefront at the entrance is relatively gentle, it can still generate severe micropressure wave problems after intensification within the tunnel. Furthermore, if branch structures exist within the tunnel, the entrance buffer structure cannot effectively control secondary micropressure waves. Therefore, it is essential to study the effect of tunnel internal infrastructure on mitigation of micro-pressure waves.

[0004] In recent years, numerous studies have focused on the mitigation effect of internal tunnel buffer structures on micro-pressure waves at tunnel entrances. Zang Jun from Shanghai Jiao Tong University discussed the mitigation effect of adding baffles inside the tunnel on micro-pressure waves, and conducted in-depth research on influencing factors such as the number of baffles, installation method, radial width, distance, and train speed. Luo Jianjun from Beijing Jiao Tong University studied the influence of the spacing between parallel tunnels and the angle between the cross passage and the tunnel on micro-pressure waves; however, these studies mainly focused on primary micro-pressure waves and did not consider the mitigation of secondary micro-pressure waves. Wang Honglin et al. from Southwest Jiaotong University studied a method of extending the length of the tunnel exit end and setting a series of pressure relief holes to mitigate the exit micro-pressure waves. In numerical calculations, this method did indeed produce a certain degree of mitigation effect on the micro-pressure waves at the tunnel exit. However, this method also requires a relatively long tunnel extension end, which is not suitable for direct application in some situations.

[0005] In recent years, Zhang Lu et al. proposed a method to counteract micro-pressure waves by emitting corresponding sound waves from a horn at the tunnel exit based on measurement signals sent by sensors and detection components. However, Zhang Lu et al.'s method mainly targets primary micro-pressure waves. The generation time and formation mechanism of micro-pressure waves at the tunnel entrance (primary) and micro-pressure waves in the shaft (secondary) are different, and the method does not consider the mitigation effect on secondary micro-pressure waves. Furthermore, existing research shows that micro-pressure waves are an aerodynamic phenomenon primarily composed of infrasound energy. If a horn is used to emit corresponding sound waves to counteract micro-pressure waves, it means that the horn needs to release a certain amount of infrasound energy into the surrounding environment, which itself can easily cause harm, especially when the buffer mechanism malfunctions. In actual tunnels, due to delays in sensor acquisition, data transmission, and signal processing, coupled with the potential distance between the horn and sensors within the tunnel, the sound waves output by the horn may ultimately not be sufficient to counteract the micro-pressure wave phenomenon at the tunnel exit.

[0006] In recent years, Wang Tiantian et al. from Central South University have jointly studied the influence of shaft parameters on micropressure waves using numerical simulation and dynamic model experiments. Their results show that as the cross-sectional area of ​​the shaft increases, the peak amplitude of the primary micropressure wave gradually decreases, indicating that increasing the cross-sectional area of ​​the shaft can further effectively mitigate micropressure waves. However, the pressure amplitude of the secondary micropressure wave at the tunnel exit increases accordingly, especially when the cross-sectional area of ​​the shaft increases to 81 m². 2 At that time, the amplitude of the secondary micropressure wave will exceed that of the primary micropressure wave, and the secondary micropressure wave can also cause serious environmental problems. Summary of the Invention

[0007] Existing research, aside from reducing the size of tunnel shafts, offers few solutions for secondary micro-pressure waves. However, as shaft size decreases, the mitigation effect on primary micro-pressure waves also weakens. To address this issue, this invention aims to propose a mechanical device to prevent the generation of secondary micro-pressure waves when trains pass through shafts. By installing this device inside the tunnel, the generation of secondary micro-pressure waves can be completely prevented. In this case, a shaft with a larger cross-sectional area can be used to achieve better mitigation of primary micro-pressure wave phenomena at the tunnel exit, without worrying about the impact of secondary micro-pressure waves generated when trains pass through the shaft.

[0008] This invention is achieved using the following technical solution:

[0009] A system for mitigating secondary micro-pressure waves in a high-speed railway tunnel includes a high-speed railway tunnel. A vertical shaft, communicating with the outside, is located on the top surface of the tunnel along the train's direction of travel. An open space, 1.1 to 1.2 times the diameter of the shaft, is excavated through the top of the tunnel and in front of it. The top surface of this open space is 0.8 to 1.5 meters higher than the apex of the tunnel's top surface. A pair of C-shaped grooves are symmetrically arranged on both sides of the open space. A sliding shaft baffle for closing the shaft is installed between the C-shaped grooves. The two sides of the sliding shaft baffle extend into the C-shaped grooves on both sides and are supported by rollers. A drive rack is provided on the surface of the sliding shaft baffle. A chamber is recessed into one side wall of the open space. A servo motor is installed inside the chamber. The servo motor is connected to a reducer. A drive gear is installed on the output shaft of the reducer, and the drive gear meshes with the drive rack.

[0010] The top of the high-speed railway tunnel is equipped with infrared sensors I and II, located behind and in front of the shaft, respectively, to detect the passing of high-speed trains. The infrared sensors I and II are connected to a PLC controller, which controls the operation of the servo motor.

[0011] The main principle of this invention is as follows: When infrared sensor I detects that the front of the train has reached the position of the infrared sensor, it transmits the collected signal to the PLC controller. After processing by the PLC controller, the result is fed back to the servo motor, causing the servo motor to drive the sliding shaft baffle to move to the left (towards the shaft) until the sliding shaft baffle completely covers the shaft 100 meters before the train arrives. At this time, when the train continues to move forward, because the sliding shaft baffle completely isolates the airflow between the tunnel and the outside atmosphere, no new train compression wave will be generated when the train passes through the shaft, thus avoiding the generation of secondary micro-pressure waves at the tunnel exit. When the train continues to move forward until the rear of the train leaves the position of infrared sensor II, infrared sensor II transmits the collected signal to the PLC controller, causing the servo motor to drive the sliding baffle to move to the right, ultimately opening the shaft completely. At this time, when the second train enters the tunnel, the shaft can still suppress the primary micro-pressure wave.

[0012] In a further preferred embodiment, a partition is provided below the sliding shaft baffle within the open space. The partition has the same length as the open space and is located on the horizontal plane where the top apex of the high-speed railway tunnel is situated. Furthermore, a filling block is used to form an arched surface at the top of the tunnel below the partition within the open space, without affecting the appearance of the tunnel's interior. This system is then placed in the upper part of the tunnel. The partition is installed on the bottom surface of a C-shaped chute on both sides. A shaft hole with the same diameter as the shaft is formed on the partition. A sealing strip is horizontally installed on the upper surface of the partition in front of the shaft hole. The sealing strip is in clearance fit with the bottom surface of the sliding shaft baffle, ensuring that it does not interfere with the movement of the sliding shaft baffle along the C-shaped chute. The gaps between the partition and the open space are sealed with foam adhesive to prevent gas from escaping from the gaps.

[0013] More preferably, the opening space is laterally provided on the rear side of the shaft with a C-shaped groove for the front end of the sliding shaft baffle to extend into, and the C-shaped groove is filled with cushioning foam. This ensures that when the sliding shaft baffle moves to the extreme position of the C-shaped groove, one end of the sliding shaft baffle can be completely embedded in the C-shaped groove. The cushioning foam in the C-shaped groove can reduce the impact generated when the sliding shaft baffle reaches this position.

[0014] The system described in this invention can minimize the generation of secondary micro-pressure waves when trains pass through the shaft without affecting the shaft structure's ability to mitigate primary micro-pressure waves in the tunnel. Furthermore, shaft structures with larger cross-sectional areas (up to 50m²) can be used inside the tunnel. 2 The above measures aim to achieve a stronger mitigation effect on the primary micro-pressure wave in the tunnel, while the resulting side effects (secondary micro-pressure wave) are negligible.

[0015] This invention is reasonably designed to prevent secondary micro-pressure wave phenomena generated when trains pass through the tunnel shaft without affecting the suppression effect of the tunnel shaft on primary micro-pressure waves, thus demonstrating significant practical application value. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating the principle of the secondary micro-pressure wave mitigation system for high-speed railway tunnels described in this invention.

[0017] Figure 2 This is a schematic diagram showing the excavation of the open space in the cross-section of a high-speed railway tunnel.

[0018] Figure 3 This is a schematic diagram showing the excavation of the open space in the direction of train travel in a high-speed railway tunnel.

[0019] Figure 4 A cross-sectional schematic diagram showing the structure within the open space.

[0020] Figure 5 A schematic diagram showing the operation of the sliding shaft baffle within the open space.

[0021] Figure 6 This diagram shows the partition and sealing strip.

[0022] Figure 7 This diagram illustrates how a vertical shaft in existing research divides a long tunnel into two shorter tunnels.

[0023] Figure 8 This diagram illustrates the principle by which the shaft baffle mitigates secondary micro-pressure waves in the shaft.

[0024] In the diagram: 1-High-speed railway tunnel, 2-Train, 3-Shaft, 4-Infrared sensor I, 5-PLC controller, 6-Infrared sensor II, 7-Servo motor, 8-Drive gear, 9-Drive rack, 10-Sliding shaft baffle, 11-C-type groove, 12-Screw, 13-Rock wall, 14-Bracket, 15-Pin, 16-Roller, 17-Opening space, 18-Filling block, 19-Partition, 20-C-type groove, 21-Buffer foam, 22-Shaft hole, 23-Cavity, 24-Flange coupling, 25-Reducer, 26-Flexible coupling, 27-Sealing strip. Detailed Implementation

[0025] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0026] In existing technological research, apart from reducing the cross-sectional area of ​​the shaft, there are currently no other methods to mitigate the secondary micro-pressure wave problem caused by trains passing through shafts. Therefore, this invention proposes a mitigation system that can effectively suppress secondary micro-pressure waves in tunnels, as follows.

[0027] A system for mitigating secondary micro-pressure waves in a high-speed railway tunnel includes a high-speed railway tunnel 1. Multiple vertical shafts 3 connected to the outside are provided on the top surface of the high-speed railway tunnel 1 along the direction of train travel (in this invention, the direction of train travel is considered the front, and vice versa). The vertical shafts 3 are spaced a certain distance apart (approximately 2-3 km apart) to mitigate or even eliminate the effects of primary micro-pressure waves.

[0028] The specific solution of the present invention is as follows: Figure 2 , 3 As shown, an open space 17 with a width of 1.1 to 1.2 times the diameter of the shaft is excavated through the top of the high-speed railway tunnel 1 at the shaft and in front of it. The top surface of the open space 17 is 0.8 to 1.5 m higher than the top vertex of the high-speed railway tunnel 1. In this embodiment, the upper part of the open space 17 can be rectangular.

[0029] like Figure 4 As shown, a pair of C-shaped grooves 11 are symmetrically arranged on both sides of the open space 17. The C-shaped grooves 11 are anchored to the rock walls 13 on both sides by screws 12. A sliding shaft baffle 10 for closing the shaft is installed between the pair of C-shaped grooves 11. The two sides of the sliding shaft baffle 10 extend into the C-shaped grooves 11 on both sides and are supported by rollers 16. The rollers 16 are mounted on the brackets 14 on the side of the sliding shaft baffle 10 by pins 15.

[0030] like Figure 4 , 5 As shown, a drive rack 9 is fixed to the surface of the sliding shaft baffle 10 by welding or other means; a cavity 23 is recessed in one side wall of the open space 17, and a servo motor 7 is installed in the cavity 23. The output end of the servo motor 7 is connected to the reducer 25 through a flexible coupling 26, and the output end of the reducer 25 is connected to the drive gear 8 through a flange coupling 24. The drive gear 8 meshes with the drive rack 9. If necessary, cavities are drilled in both side walls of the open space 17 to set two sets of drive mechanisms, that is, two drive racks 9 are set on the surface of the sliding shaft baffle 10 to increase the driving force.

[0031] like Figure 5 As shown, the open space 17 is located on the rear side of the shaft and is provided with a C-shaped groove 20 for the front end of the sliding shaft baffle 10 to extend into. The C-shaped groove 20 is provided with cushioning foam 21.

[0032] like Figure 4 , 6As shown, a partition 19 is installed below the sliding shaft baffle 10 within the open space 17. The partition 19 is mounted on the bottom surface of the C-shaped sliding groove 11 on both sides. A shaft hole 22 with the same diameter as the shaft is opened on the partition 19. A sealing strip 27 is installed laterally on the upper surface of the partition 19 in front of the shaft hole 22. The sealing strip 27 is in clearance fit with the bottom surface of the sliding shaft baffle 10, without affecting the movement of the sliding shaft baffle 10. The partition 19 is located on the horizontal plane where the top apex of the high-speed railway tunnel 1 is located, and its length is the same as that of the open space 17. The gaps between the partition 19 and the open space 17 are sealed with foam adhesive. A filling block 18 is used to form the tunnel roof arch surface (e.g., below the partition 19) within the open space 17. Figure 2 (As shown).

[0033] like Figure 1 As shown, infrared sensors I4 and II6 are installed at the top of the high-speed railway tunnel 1, behind and in front of shaft 3, respectively, to detect the passing of high-speed trains. Infrared sensors I4 and II6 are connected to a PLC controller 5, which controls the operation of the servo motor 7. For example, infrared sensor I4 is located 300 meters behind shaft 3 to collect signals of the front of train 2 passing that location; infrared sensor II6 is located 50 meters in front of shaft 3 to collect signals of the rear of train 2 passing that location.

[0034] In practice, the installation and usage methods of this system are as follows:

[0035] First, an opening 17, approximately 20-25 meters long and slightly larger in diameter than the shaft 3 of Tunnel 1, is excavated in front of it (the length of the opening will be determined based on the actual situation). Figure 2 , 3 As shown. The top of the open space 17 is 1 meter higher than the top of the tunnel. Two rows of C-shaped grooves 11 are installed parallel to each other on the left and right sides of the open space 17. The C-shaped grooves 11 are fixed to the tunnel wall by screws 12. The sliding shaft baffles 10 that cooperate with the C-shaped grooves 11 are equipped with brackets 14 at both ends. Rollers 16 are connected to the brackets 14 by pins 15, so that the sliding shaft baffles 10 can slide along the C-shaped grooves 11. Figure 4As shown. The sliding shaft baffle 10 is installed into the C-shaped groove 11 through its rear end. After installation, the rear end of the C-shaped groove 11 is sealed by physical means to ensure that the sliding baffle will never detach from the C-shaped groove 11. In addition, a partition 19 is set at the lower end of the C-shaped groove 11. The partition is the same width as the open space 17. After the partition is installed, the gap between the partition and the side wall of the open space 17 is sealed with a filler such as foam to ensure that gas does not escape from the gap. A filler block 18 is used below the partition to form the tunnel top arch, so that the cross-sectional shape at this point is consistent with the cross-sectional shape of other parts of the tunnel. Even if maintenance and repair are required later, the filler block can be easily and quickly removed and the partition can be removed. A sealing strip 27 is set at the upper end of the partition 19. Its left and right sides are connected to the C-shaped grooves 11 installed at both ends of the wall. The height of the sealing strip 27 is strictly controlled so that it will not interfere with the movement of the sliding shaft baffle 10 along the C-shaped groove 11. On the other side of the C-shaped slide 11, a C-shaped groove 20 of the same height as the C-shaped slide 11 is installed, so that when the sliding shaft baffle 10 moves to the extreme position of the C-shaped slide 11, one end of the sliding shaft baffle 10 can be completely embedded in the C-shaped groove 20. The C-shaped groove 20 is provided with cushioning foam 21 to reduce the impact generated when the sliding baffle 10 reaches this position. Furthermore, when the sliding shaft baffle 10 moves to the extreme position of the C-shaped slide 11, one end of the sliding shaft baffle 10 can be completely embedded in the C-shaped groove 20, such as... Figure 5 As shown. A recessed chamber 28 is provided on the left side of the open space 17, capable of accommodating the servo motor 7 and the reducer 25. The servo motor 7 and the reducer 25 are fixed inside the chamber 28. The output end of the servo motor 7 is connected to the reducer 25 via a flexible coupling 26. The output end of the reducer 25 is connected to the drive gear 8 via a flange coupling 24. The drive gear 8 meshes with the drive rack 9. The drive rack 9 is welded along its length to the left side of the back of the sliding shaft baffle 10, as shown. Figure 5 As shown. Infrared sensor I4 is installed 300 meters in front of shaft 3 to collect signals of the front of train 2 passing through that location in tunnel 1; infrared sensor II6 is installed 50 meters behind shaft 3 to collect signals of the rear of train 2 leaving shaft 3, as shown. Figure 1 As shown.

[0036] Existing research indicates that when a high-speed train enters a tunnel, the air in front of the train is compressed due to the compressibility of air and the restriction of airflow by the tunnel walls, causing a sudden increase in pressure and forming an initial compression wave. However, when the area of ​​the shaft is large enough, the shaft location can be approximated as the atmosphere. Therefore, the addition of a large-section shaft is equivalent to dividing a long tunnel into two short tunnels. The process of a train passing through the intersection of a long tunnel and a shaft is equivalent to the train exiting the exit of short tunnel A and entering the entrance of short tunnel B. Figure 7 As shown.

[0037] The mitigation principle of this invention is shown in Figure 8. A baffle is added at the connection between the shaft and the tunnel. When the train reaches 100 meters in front of the shaft, the shaft is completely closed. As the train continues to move forward, due to the obstruction effect of the baffle, the pressure change pattern at position B is exactly the same as that at the same position without the shaft (i.e., in a long tunnel). At this time, when the train passes position B again, the train head will not generate a new compression wave. Therefore, no secondary micro-pressure wave will be generated at the tunnel exit.

[0038] Initially, the sliding shaft baffle 10 is located at the rightmost end, and the shaft is fully open, allowing the tunnel to connect normally with the outside world. When infrared sensor I4 detects the passing of the train 2's front end, the PLC controller 5 connected to infrared sensor I4 controls the servo motor 7 to rotate clockwise, causing gear 8 to drive rack 9 and the welded sliding shaft baffle 10 to move to the left from their initial position. This allows the sliding shaft baffle 10 to completely block shaft 3 100 meters before train 2 reaches it. When infrared sensor II6 detects the disappearance of train 2's rear end, the PLC controller 5 connected to infrared sensor II6 controls the servo motor 7 to rotate counterclockwise. At this time, gear 8 drives rack 9 and the sliding shaft baffle 10 to move to the right until shaft 3 is fully open, and the sliding shaft baffle 10 returns to its initial position. In this state, the shaft continues to mitigate air pressure fluctuations inside the tunnel and micro-pressure waves at the tunnel entrance. The motion of the sliding shaft baffle 10 can be controlled by adjusting the rotational speed of the servo motor 7. The basic principle is that when the infrared sensor I4 detects the passing of a train, the sliding shaft baffle 10 first accelerates uniformly, then moves at a constant speed, and finally decelerates uniformly. Ultimately, when the train reaches 100 meters before reaching the shaft, the speed of the sliding shaft baffle 10 is equal to 0, and at this time, the sliding shaft baffle 10 is completely embedded in the C-shaped groove 20.

[0039] This system can be used for applications including but not limited to tunnel shafts, such as secondary micro-pressure waves caused by internal tunnel structures including cross passages.

[0040] Finally, it should be noted that this invention primarily addresses the concept of preventing tunnel micro-pressure waves by mechanically blocking the shaft when a train passes through it. This includes, but is not limited to, installing a cover at the tunnel top that automatically closes or opens based on the train's position, and installing baffles with different movement mechanisms in the middle of the shaft. The above embodiments are merely illustrative of the technical solutions of this invention and not intended to limit it. Although detailed descriptions have been provided with reference to the embodiments of this invention, those skilled in the art should understand that modifications or equivalent substitutions to the technical solutions of this invention do not depart from the spirit and scope of the invention, and all such modifications and substitutions should be covered within the scope of protection of the claims of this invention.

Claims

1. A high-speed railway tunnel secondary micro-pressure wave mitigation system, comprising a high-speed railway tunnel (1), a vertical shaft (3) being arranged on the inner top surface of the high-speed railway tunnel (1) along the direction of train travel and being in communication with the outside; characterized in that: The high-speed railway tunnel (1) top is located in the shaft (3) and the front and rear are provided with infrared sensor I (4) and infrared sensor II (6) for detecting the high-speed train passing through and after passing through, the infrared sensor I (4) and infrared sensor II (6) are connected with the PLC controller (5), the PLC controller (5) controls the action of the servo motor (7); ​ The high-speed railway tunnel (1) top is located in the shaft (3) and the front and rear are provided with infrared sensor I (4) and infrared sensor II (6) for detecting the high-speed train passing through and after passing through, the infrared sensor I (4) and infrared sensor II (6) are connected with the PLC controller (5), the PLC controller (5) controls the action of the servo motor (7); The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21).

2. The system for mitigating secondary microbaroms in a high-speed railway tunnel according to claim 1, wherein: The gap between the partition plate (19) and the open space (17) is sealed with foam glue.

3. The system for mitigating secondary microbaroms in a high-speed railway tunnel according to claim 2, wherein: The partition plate (19) is located below the tunnel top arch surface.

4. The system for mitigating secondary microbaroms in a high-speed railway tunnel according to claim 3, wherein: The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15).

5. The system for mitigating secondary microbaroms in a high-speed railway tunnel according to claim 4, wherein: The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane.

6. The system for mitigating secondary microbaroms in a high-speed railway tunnel according to claim 5, wherein: The partition plate (19) is the same length as the open space (17).

7. The system for mitigating secondary microbaroms in a high-speed railway tunnel of claim 1, wherein: The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in the high-speed railway tunnel (1) top surface vertex of the horizontal plane. The partition plate (19) is the same length as the open space (17). The open space (17) is located at the rear side of the shaft and is provided with a C-shaped groove (20) for the front end of the sliding shaft baffle (10) to extend into, and the C-shaped groove (20) is provided with a buffer foam (21). The gap between the partition plate (19) and the open space (17) is sealed with foam glue. The partition plate (19) is located below the tunnel top arch surface. The roller (16) is installed on the bracket (14) of the sliding shaft baffle (10) side through the pin shaft (15). The partition plate (19) is located in

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