A pressure relief system for high-speed trains entering and leaving tunnels by using pressure relief venting pipelines

Abstract

The present application relates to a kind of unloading pressure ventilation pipeline for high-speed train to enter and exit tunnel, using non-sealed train pressure relief structure to adjust the compression wave generated when the train enters tunnel section to reduce the pressure that train body and passenger in the train bear, ensure passenger comfort.The present application removes the pressure generated by air to train through pressure relief channel, so as to reduce the influence of pressure mutation on train driving and passenger in the train.The pressure relief channel includes three ways: first, separately set pressure relief ventilation duct close to the inside of roof;Second, adjust the original air conditioning ventilation duct on the train roof for pressure relief;Third, adjust the original exhaust duct on the train bottom for pressure relief.When the train enters the tunnel, pressure sensing device senses pressure mutation, opens air inlet valve and air outlet valve through signal transmission, and air flows into pressure relief ventilation duct.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of high-speed train pressure relief ventilation pipeline, especially a kind of high-speed train pressure relief system when entering and exiting tunnel. BACKGROUND

[0002] Now high-speed train becomes one of important tools for people to travel, and high-speed train often needs pressure relief device to reduce the influence of tunnel pressure wave when entering and exiting tunnel, to ensure the safety of driving and the comfort of passengers in the car.

[0003] When train enters and exits tunnel, air in the tunnel cannot be timely removed due to viscosity and friction, and thus occurs violent fluctuation, generating a tunnel pressure wave propagating along the direction of train travel. The fluctuation of tunnel pressure wave is transmitted into the car through the car body, forming a pressure difference between inside and outside the car, causing passengers to have tinnitus and ear membrane pain, and even ear membrane rupture in severe cases. In order to alleviate the tinnitus and ear membrane pain of passengers caused by the pressure difference between inside and outside the room, and to fully ensure the comfort of passengers, sealing measures are mostly used during railway operation, but the research on pressure relief method is essential during train line operation. The existence of the pressure relief method not only improves the comfort of high-speed railway passengers, but also prolongs the service life of car body structure and components, and provides good aerodynamic protection.

[0004] At present, the air tightness is ensured by reducing the material transfer between each lap joint surface of the car, and the gaps between doors, windows and orifices, so as to form sealing force on both sides of the sealing surface. When entering and exiting tunnel, the air exchange duct is closed by stop valve, and the inlet and outlet air volume is controlled by high static pressure fan, so as to reduce the change range of pressure difference between inside and outside the car when passing through the tunnel, thereby ensuring the comfort of passengers. Through research, scholars at home and abroad found that trains with good air tightness can effectively suppress the fluctuation of car pressure, and thus reasonable design of air tightness of train and installation of car pressure protection device become mainstream methods. Some of them use special devices for pressure relief, and the pressure relief principle is mostly to use a pressure relief device similar to a one-way valve. When the indoor pressure is too large, the gas is discharged from the indoor to the outside in one direction, that is, a device for directly controlling the flow of air in the car is used. The application of the device needs to be used on the premise of ensuring the sealing of the train, and the flow of air in and out of the car where passengers are located is directly controlled by the valve. The air flow discharged by the present application is not communicated with the car where passengers are located, that is, the air is discharged and pressure is relieved on the basis of ensuring the sealing of the original car where passengers are located. There are few related researches on the methods for ensuring that passengers are not affected by the pressure difference without sealing. SUMMARY

[0005] To solve the above problems, the application provides a pressure relief system for high-speed trains entering and leaving tunnels by using pressure relief ventilation pipelines, which does not need to continuously strengthen the sealing performance of the train body, and the discharged air flow is not communicated with the passenger carriages, that is, the air is discharged and pressure is relieved on the basis of ensuring the sealing performance of the original passenger carriages.

[0006] To achieve the above object, the application adopts the technical scheme of a pressure relief system for high-speed trains entering and leaving tunnels by using pressure relief ventilation pipelines, which uses a non-sealed train pressure relief structure to adjust the compression wave generated at the train head when the train enters the tunnel section, so as to reduce the pressure borne by the train body and passengers in the train, and ensure passenger comfort.

[0007] Further, the non-sealed train pressure relief structure includes new air outlet components, pressure relief ventilation pipelines and pressure sensing equipment, the new air outlet components include a roof air inlet and a tail air outlet, the roof air inlet is arranged at the upper part of the train head of the motor train unit, and the air inlet plane of the roof air inlet is flush with the roof plane at the position, the tail air outlet is arranged at the tail end of the last carriage, the pressure relief ventilation pipelines are arranged inside the roof of the carriage, and the pressure sensing equipment is arranged at the roof of the train head to sense the pressure fluctuation in front of the train and automatically control the opening and closing of the new air outlet valve.

[0008] Further, when the train enters the tunnel, the new air inlet valve and the air outlet valve are opened, air flow passes through the pressure relief ventilation pipelines, when the train leaves the tunnel, the new air inlet valve and the air outlet valve are closed.

[0009] Further, the non-sealed train pressure relief structure includes new air outlet components, ventilation pipelines and pressure sensing equipment, the new air outlet components include a roof air inlet and a tail air outlet, the roof air inlet is arranged at the upper part of the train head of the motor train unit, and the air inlet plane of the roof air inlet is flush with the roof plane at the position, the tail air outlet is arranged at the tail end of the last carriage, the pressure sensing equipment is arranged at the roof of the train head, and the ventilation pipelines use the air supply pipeline of the motor train unit and are additionally provided with a new air outlet valve, which is automatically controlled to open and close by the pressure sensing equipment.

[0010] Further, when the train enters the tunnel, the passenger room air supply inlet is closed, the new air inlet valve and the air outlet valve are opened, air flow passes through the ventilation pipelines, when the train leaves the tunnel, the new air inlet valve and the air outlet valve are closed, and the passenger room air supply inlet is opened.

[0011] Further, the non-sealing train pressure relief structure comprises a new air outlet component, a ventilation pipeline and a pressure sensing device, the new air outlet component comprises a train head new air outlet and a tail end air outlet, the train head new air outlet is arranged at the bottom of the train head of the motor train unit, the tail end air outlet is arranged at the bottom of the train tail, the pressure sensing device is arranged at the top of the train head, the new air outlet is communicated with the exhaust unit arranged at the bottom of the motor train unit, the ventilation pipeline adopts the exhaust pipeline of the exhaust unit arranged in the motor train unit, and a new exhaust valve is additionally arranged, and the opening and closing of the new exhaust valve is automatically controlled by the pressure sensing device.

[0012] Further, when the train enters the tunnel, the new air outlet valve of the exhaust unit is opened, the air outlet valve of the exhaust unit is opened, and the airflow passes through the pipeline. When the train leaves the tunnel, the new air outlet valve of the exhaust unit is closed, and the air outlet valve of the exhaust unit is closed.

[0013] The beneficial effects of the present application are:

[0014] The present application adjusts the compression wave generated at the train head when the running train enters the tunnel section through the non-sealing train pressure relief structure, so as to reduce the pressure borne by the train body and passengers in the train, and ensure the comfort of passengers.

[0015] The non-sealing pressure relief system for the running train has the following advantages:

[0016] (1) The new air outlet inhales the flowing air at the front end of the train, and then transports the air to the train tail through the ventilation long pipeline, so as to dredge the compression wave generated due to the violent fluctuation of air at the front end of the train, and effectively reduce the aerodynamic effect when the train runs in the tunnel.

[0017] (2) The ventilation pipeline for transporting gas is arranged inside the roof of the train, and the staying area of the passengers in the train remains sealed, so as not to affect the comfort feeling of the passengers. BRIEF DESCRIPTION OF DRAWINGS

[0018] Fig. 1 It is a top view of the external structure of the motor train unit pressure relief structure of the present application;

[0019] Fig. 2 It is a side view of the external structure of the motor train unit pressure relief structure of the present application;

[0020] Fig. 3 It is a sectional view of the motor train unit pressure relief structure of the present application;

[0021] In the figure: 1 is a train head front end new air outlet, 2 is a train tail rear end air outlet, 3 is a ventilation pipeline, 4 is an air pressure sampling pipe, and 5 is an air pressure sensor. DETAILED DESCRIPTION

[0022] The present application will be further described below in combination with the drawings and examples.

[0023] As Figs. 1-3 shown, a pressure relief system for high-speed trains entering and leaving tunnels uses a non-sealed train pressure relief structure to adjust the compression wave generated by the train head when the train enters the tunnel section to reduce the pressure on the train body and passengers inside to ensure passenger comfort.

[0024] When the high-speed train enters the tunnel, the personnel area remains sealed, which does not affect the comfort of passengers inside the train. On the premise of ensuring the safety of train operation, the pressure relief ventilation pipeline is independent of the passenger compartment space, so that the pressure generated during the train's entry into the tunnel flows through the special channel, and the passenger area remains sealed, thereby reducing the impact of sudden changes in air pressure in the compartment on passenger comfort. The special pressure relief channel automatically controls the opening and closing of the related new exhaust port through a pressure sensing device. When the high-speed train enters the tunnel, the new exhaust port is opened by the pressure sensing device. When the train leaves the tunnel, the related new exhaust port is automatically closed by the pressure sensing device.

[0025] The partial resistance of this pressure relief channel is smaller than that of the passenger compartment space, and the pressure wave preferentially selects the channel with small resistance to flow through, thereby achieving the purpose of relieving the pressure in the passenger compartment and ensuring passenger comfort.

[0026] Embodiment 1:

[0027] A non-sealed train pressure relief structure includes a new exhaust port component, a pressure relief ventilation pipeline system, and a pressure sensing device.

[0028] As Fig. 1 shown, the embodiment of the present application provides a non-sealed structure for relieving the pressure of a moving train. The left side is the direction of train movement (i.e., the direction of the train head). The new exhaust port component includes a roof fresh air port 1 and a tail exhaust port 2. The roof fresh air port 1 is arranged on the upper part of the train head of the motor train unit, and the air inlet plane of the roof fresh air port 1 is flush with the roof plane at the location. The tail exhaust port 2 is arranged at the tail end of the last compartment. The pressure relief ventilation pipeline 3 is arranged inside the top of the compartment. The pressure sensing device is arranged on the top of the train head to sense the pressure fluctuation in front of the train and automatically control the opening and closing of the new exhaust port valve.

[0029] When the train enters the tunnel, the fresh air port valve is opened, the exhaust port valve is opened, and the airflow passes through the ventilation pipeline. When the train leaves the tunnel, the fresh air port valve is closed, and the exhaust port valve is closed.

[0030] Embodiment 2:

[0031] A non-sealed train pressure relief structure includes a new exhaust port component, a ventilation pipeline system, and a pressure sensing device.

[0032] The embodiment of the present application provides a non-sealed pressure relief structure for a running train, wherein the new exhaust outlet component comprises a roof fresh air outlet 1 and a tail exhaust outlet 2, the roof fresh air outlet 1 is arranged at the upper part of the train head of the motor train unit, and the air inlet plane of the roof fresh air outlet 1 is flush with the roof plane; the tail exhaust outlet 2 is arranged at the tail end of the last carriage; the ventilation pipeline 3 is based on the air supply pipeline of the motor train unit, the original ventilation pipeline is adjusted, the new exhaust valve and the pressure sensing device are additionally arranged, and the opening and closing of the new exhaust valve are automatically controlled; and the pressure sensing device is arranged at the top of the train head.

[0033] When the train enters the tunnel, the passenger room air supply outlet is closed, the fresh air outlet valve is opened, the exhaust outlet valve is opened, and the airflow passes through the ventilation pipeline; when the train leaves the tunnel, the fresh air outlet valve is closed, the exhaust outlet valve is closed, and the passenger room air supply outlet is opened.

[0034] Embodiment 3:

[0035] A non-sealed pressure relief structure for a train comprises a new exhaust outlet component, a ventilation pipeline system and a pressure sensing device.

[0036] The embodiment of the present application provides a non-sealed pressure relief structure for a running train, wherein the new exhaust outlet component comprises a roof fresh air outlet 1 and a tail exhaust outlet 2, the roof fresh air outlet 1 is arranged at the upper part of the train head of the motor train unit, and the air inlet plane of the roof fresh air outlet 1 is flush with the roof plane; the tail exhaust outlet 2 is arranged at the tail end of the last carriage; the ventilation pipeline 3 is based on the air supply pipeline of the motor train unit, the original ventilation pipeline is adjusted, the new exhaust valve and the pressure sensing device are additionally arranged, and the opening and closing of the new exhaust valve are automatically controlled; and the pressure sensing device is arranged at the top of the train head.

[0037] When the train enters the tunnel, the passenger room air supply outlet is closed, the fresh air outlet valve is opened, the exhaust outlet valve is opened, and the airflow passes through the ventilation pipeline; when the train leaves the tunnel, the fresh air outlet valve is closed, the exhaust outlet valve is closed, and the passenger room air supply outlet is opened.

[0038] The pressure sensing device used in the above embodiment is an air pressure sensor 5.

Claims

1. A depressurization system using depressurization ventilation ducts for high-speed trains entering and exiting tunnels, characterized in that: The non-sealed train pressure relief structure includes a ventilation pipeline through the whole train, which transports the compressed air generated by the train head to the train tail to reduce the pressure on the train body and passengers; the pressure relief structure also includes a pressure sensing device which detects the pressure fluctuation of the train head and controls the opening and closing of the ventilation pipeline valve.

2. The pressure relief system for high-speed trains entering and leaving tunnels with pressure relief venting according to claim 1, characterized in that: The non-sealed train pressure relief structure also includes a new exhaust port component, a pressure relief ventilation pipeline, the new exhaust port component includes a roof fresh air port and a tail exhaust port, the roof fresh air port is arranged on the upper part of the train head, and the air inlet plane of the roof fresh air port is flush with the roof plane; the tail exhaust port is arranged at the tail end of the last car; the pressure relief ventilation pipeline is arranged inside the roof of the car; the pressure sensing device is arranged on the roof of the train head to sense the pressure fluctuation and automatically control the opening and closing of the new exhaust port valve.

3. The pressure relief system for high-speed trains entering and leaving tunnels according to claim 2, characterized in that: When the train enters the tunnel, open the fresh air port valve and the exhaust port valve to make the airflow pass through the pressure relief ventilation pipeline; when the train leaves the tunnel, close the fresh air port valve and the exhaust port valve.

4. The pressure relief system for high-speed trains entering and leaving tunnels according to claim 1, characterized in that: The non-sealed train pressure relief structure also includes a new exhaust port component, the new exhaust port component includes a roof fresh air port and a tail exhaust port, the roof fresh air port is arranged on the upper part of the train head, and the air inlet plane of the roof fresh air port is flush with the roof plane; the tail exhaust port is arranged at the tail end of the last car; the pressure sensing device is arranged on the roof of the train head; the ventilation pipeline uses the air supply pipeline of the train and is additionally provided with a new exhaust valve, which is automatically controlled by the pressure sensing device.

5. The pressure relief system for high-speed trains entering and leaving tunnels according to claim 4, characterized in that: When the train enters the tunnel, close the passenger room air supply port, open the fresh air port valve and the exhaust port valve to make the airflow pass through the ventilation pipeline; when the train leaves the tunnel, close the fresh air port valve and the exhaust port valve, and open the passenger room air supply port.

6. The pressure relief system for high-speed trains entering and leaving tunnels with pressure relief venting according to claim 1, characterized in that: The non-sealed train pressure relief structure also includes a new exhaust port component, a ventilation pipeline and a pressure sensing device, the new exhaust port component includes a train head fresh air port and a tail exhaust port, the train head fresh air port is arranged on the bottom of the train head; the tail exhaust port is arranged on the bottom of the train tail; the pressure sensing device is arranged on the roof of the train head; the new exhaust port is connected to the exhaust unit arranged at the bottom of the train; the ventilation pipeline uses the exhaust pipeline of the exhaust unit of the train and is additionally provided with a new exhaust valve, which is automatically controlled by the pressure sensing device.

7. The pressure relief system for high-speed trains entering and leaving tunnels with pressure relief venting according to claim 6, characterized in that: When the train enters the tunnel, open the fresh air port valve and the exhaust port valve of the exhaust unit to make the airflow pass through the pipeline; when the train leaves the tunnel, close the fresh air port valve and the exhaust port valve of the exhaust unit.

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