A wind pressure-resistant air valve structure for a high-speed maglev tunnel
Patent Information
- Application Number
- CN202610875164.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-06-17
- Publication Date
- 2026-09-18
AI Technical Summary
高速磁浮列车速度将高达600km/h，列车在隧道内运行形成的风压及对隧道内设备设施的影响会更加显著，使得风阀需承受列车活塞风作用，容易出现疲劳、螺栓松动等情况，甚至可能会坠落而导致其功能失效
[0016]总体而言，通过本发明所构思的以上技术方案与现有技术相比，具有的有益效果包括：
Smart Images
Figure CN122774136A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of high-speed maglev tunnel technology, specifically relating to a wind-pressure resistant valve structure for high-speed maglev tunnels. Background Technology
[0002] Air dampers are an important component of tunnel ventilation systems. They are typically installed on the air inlet side of axial flow fans (but can also be installed independently). Their function is to open and close the ventilation path. In the event of a fire, they function to exhaust smoke when open and to isolate smoke and prevent fire when closed. Air dampers can reduce equipment wear caused by axial flow fans idling with natural wind when the fan is stopped, and reduce the adverse effects of induced current generated by the impeller's idling on motor performance. This extends the service life of the fan system, improves the reliability of the axial flow fan ventilation system, and ensures system safety.
[0003] Equipment inside tunnels is constantly subjected to the repeated effects of wind from trains, especially in busy high-speed maglev tunnels where wind pressure can vary within a range of ±3000Pa. High-speed maglev trains will reach speeds of up to 600 km / h, making the wind pressure generated by the train's operation within the tunnel and its impact on equipment even more significant. This forces air valves to withstand the piston-like wind from the train, making them prone to fatigue, loose bolts, and even potentially causing them to fall and malfunction. Summary of the Invention
[0004] In view of the above-mentioned defects or improvement needs of the existing technology, the present invention provides a wind pressure resistant air valve structure for high-speed maglev tunnels. Its purpose is to not only effectively delay the metal fatigue time and ensure the normal function of the air valve body, but also to judge the status of the air valve body in time, so as to maintain it in time.
[0005] To achieve the above objectives, the present invention provides a wind-pressure resistant valve structure for high-speed maglev tunnels, the wind-pressure resistant valve structure comprising a valve assembly and a control assembly; The air valve assembly includes a concrete block, an air valve body, a hinge, and multiple springs. The concrete block has ventilation holes arranged opposite to the ventilation openings on the tunnel partition wall. The side of the concrete block facing the tunnel partition wall has multiple spaced receiving slots. The air valve body is fixedly installed on the concrete block to control the opening and closing of the ventilation holes. One end of the hinge is connected to the side of the tunnel partition wall facing the machine room, and the other end is connected to the top of the concrete block. Each spring is located in a corresponding receiving slot, and both ends of each spring are connected to the tunnel partition wall and the concrete block, respectively. The control component includes a pressure sensor and a controller. The pressure sensor is installed on the concrete block or tunnel partition wall and is used to measure the pressure between the concrete block and the tunnel partition wall. The pressure sensor is electrically connected to the controller, which is used to receive the pressure signal collected by the pressure sensor and simultaneously calculate the duration corresponding to when the pressure sensor does not collect a pressure signal.
[0006] Optionally, the control component further includes an alarm, which is electrically connected to the controller. When the duration exceeds a preset time, the controller controls the alarm to emit an alarm signal.
[0007] Optionally, the preset time is 1-2 minutes.
[0008] Optionally, the air valve assembly further includes a first lifting ring and a second lifting ring, both of which are welded to corresponding mounting steel plates. The mounting steel plates are pre-embedded in the concrete block or tunnel partition wall, and the two ends of the hinge are respectively connected to the first lifting ring and the second lifting ring.
[0009] Optionally, the damper assembly includes a duct unit and an axial flow fan, with the two ends of the duct unit connected to the damper body and the axial flow fan, respectively.
[0010] Optionally, the duct unit includes a flexible duct and a rigid duct, wherein the flexible duct and the rigid duct are coaxially connected.
[0011] Optionally, the air valve assembly further includes a plurality of first connecting steel plates and a plurality of second connecting steel plates, each of the first connecting steel plates being embedded in the bottom of the corresponding receiving groove, each of the second connecting steel plates being embedded in the tunnel partition wall, and the two ends of each spring being welded to the corresponding first connecting steel plate and the second connecting steel plate respectively.
[0012] Optionally, there may be multiple hinges, which are arranged at intervals on the concrete block.
[0013] Optionally, the wind-resistant air pressure valve structure further includes a steel bar grid, which is used to be inserted into the ventilation openings of the tunnel partition wall.
[0014] Optionally, there are multiple pressure sensors, which are arranged at intervals along the outer periphery of the ventilation hole.
[0015] The aforementioned improved technical features can be combined with each other as long as they do not conflict with each other.
[0016] In summary, the beneficial effects of the above-described technical solutions conceived by this invention compared with the prior art include: In the wind-pressure resistant valve structure for a high-speed maglev tunnel provided in this embodiment of the invention, the valve assembly is located on the right side of the tunnel partition wall, i.e., on the machine room side, while the left side of the tunnel partition wall is the high-speed maglev tunnel side. Since the valve body is fixedly mounted on the concrete block, and the two ends of the hinge are respectively connected to the tunnel partition wall and the concrete block, the valve body and the concrete block form an integral structure and are suspended from the tunnel partition wall. At this time, the spring extends, causing the concrete block to press tightly against the tunnel partition wall, and the pressure sensor can detect the pressure between the concrete block and the tunnel partition wall.
[0017] Correspondingly, when no train is passing through the high-speed maglev tunnel, the air pressure inside the tunnel and the machine room is stable. Both the tunnel and the machine room are connected to the outside world, and the pressure is atmospheric. There is no pressure difference across the valve body. Under gravity, the concrete blocks sag naturally, and the springs are in their normal extension state. The concrete blocks are naturally in close contact with the tunnel wall, the pressure sensor makes normal contact and sends a normal signal to the controller. Since the pressure sensor can collect pressure signals in real time, the controller determines the duration of no pressure signal collection, and the staff judges the valve body to be in normal condition.
[0018] When a train approaches inside the high-speed maglev tunnel, the air pressure at the end of the valve body closest to the tunnel gradually increases, while the end closest to the machine room remains at atmospheric pressure. This high-pressure air acts directly on the valve body through the ventilation opening, causing the spring to stretch further, detaching the concrete block from the tunnel wall, and preventing the pressure sensor from detecting pressure. After the train passes, the air pressure at the end of the valve body closest to the tunnel gradually decreases to atmospheric pressure, and the spring's elasticity gradually returns to its initial state. The pressure sensor can then detect pressure again. During this process, the controller can simultaneously calculate the duration for which the pressure sensor did not collect a pressure signal (total time minus the collection time), corresponding to the brief detachment of the concrete block from the tunnel wall when the train passes. This duration is relatively short, and staff at this time also determine that the valve body is functioning normally. Furthermore, during the train's passage, the spring's stretching effectively absorbs the pressure of the train's airflow, preventing the valve body from directly bearing the full pressure of the train's airflow, effectively delaying metal fatigue and ensuring the valve body functions normally.
[0019] In addition, when the spring fails to elastically deform or the concrete block and the valve body fall off as a whole (both are considered valve body failures), the controller will simultaneously calculate the duration for which the pressure sensor has not collected a pressure signal. If this duration is long, the staff can determine that the valve body is in an abnormal state and needs to be maintained in time to quickly eliminate functional failures.
[0020] In other words, the wind-pressure resistant air valve structure for high-speed maglev tunnels provided by this invention can not only effectively delay metal fatigue time and ensure the normal function of the air valve body, but also promptly determine the state of the air valve body, thereby enabling timely maintenance. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of a wind-pressure-resistant valve structure for a high-speed maglev tunnel provided in an embodiment of the present invention; Figure 2 This is a side view of a wind-pressure-resistant valve structure for a high-speed maglev tunnel provided in an embodiment of the present invention.
[0022] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Air valve assembly; 11. Concrete block; 111. Ventilation hole; 112. Receiving groove; 12. Air valve body; 13. Hinge; 14. Spring; 151. First lifting ring; 152. Second lifting ring; 153. Mounting steel plate; 16. Air duct unit; 161. Flexible air duct; 162. Rigid air duct; 17. Axial flow fan; 181. First connecting steel plate; 182. Second connecting steel plate; 2. Control assembly; 21. Pressure sensor; 22. Controller; 3. Reinforcing steel grid; 100. Tunnel partition wall; 101. Ventilation opening; 200. High-speed maglev tunnel; 300. Machine room. Detailed Implementation
[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.
[0024] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.
[0025] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0026] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.
[0027] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0028] Example: Figure 1 This is a schematic diagram of a wind-pressure-resistant valve structure for high-speed maglev tunnels provided in an embodiment of the present invention. Figure 2 This is a side view of a wind-pressure-resistant valve structure for a high-speed maglev tunnel provided in an embodiment of the present invention, combined with... Figure 1 and Figure 2 As shown, the wind pressure resistant air valve structure includes an air valve assembly 1 and a control assembly 2.
[0029] The air valve assembly 1 includes a concrete block 11, an air valve body 12, a hinge 13, and multiple springs 14. The concrete block 11 is provided with ventilation holes 111, which are arranged opposite to the ventilation openings 101 on the tunnel partition wall 100. Multiple spaced receiving slots 112 are provided on the side of the concrete block 11 facing the tunnel partition wall 100. The air valve body 12 is fixedly installed on the concrete block 11 and is used to control the opening and closing of the ventilation holes 111. One end of the hinge 13 is connected to the side of the tunnel partition wall 100 facing the machine room 300, and the other end of the hinge 13 is connected to the top of the concrete block 11. Each spring 14 is located in a corresponding receiving slot 112, and both ends of each spring 14 are connected to the tunnel partition wall 100 and the concrete block 11, respectively.
[0030] The control component 2 includes a pressure sensor 21 and a controller 22. The pressure sensor 21 is installed on the concrete block 11 or the tunnel partition wall 100 and is used to measure the pressure between the concrete block 11 and the tunnel partition wall 100. The pressure sensor 21 is electrically connected to the controller 22. The controller 22 is used to receive the pressure signal collected by the pressure sensor 21 and simultaneously calculate the duration corresponding to the pressure sensor 21 not collecting a pressure signal.
[0031] In the wind-pressure resistant valve structure for a high-speed maglev tunnel provided in this embodiment of the invention, the valve assembly 1 of the wind-pressure resistant valve structure is located on the right side of the tunnel partition wall 100, i.e., on the machine room 300 side, while the left side of the tunnel partition wall 100 is on the high-speed maglev tunnel 200 side. Since the valve body 12 is fixedly mounted on the concrete block 11, and the two ends of the hinge 13 are respectively connected to the tunnel partition wall 100 and the concrete block 11, the valve body 12 and the concrete block 11 form an integral structure and are suspended from the tunnel partition wall 100. At this time, the spring 14 extends, causing the concrete block 11 to press tightly against the tunnel partition wall 100, and the pressure sensor 21 can detect the pressure between the concrete block 11 and the tunnel partition wall 100.
[0032] Correspondingly, when no train passes through the high-speed maglev tunnel 200, the air pressure inside the tunnel and the machine room is stable. Both the tunnel and the machine room are connected to the outside world, and the pressure is atmospheric. There is no pressure difference between the two ends of the air valve body 12. Under the influence of gravity, the concrete block 11 hangs down naturally, and the spring 14 is in its normal extended state. The concrete block 11 is naturally in close contact with the tunnel partition wall 100. The pressure sensor 21 makes normal contact and sends a normal signal to the controller 22. Since the pressure sensor 21 can collect the pressure signal in real time, the controller 22 determines that the duration of no pressure signal collection is 0, and the staff judges that the air valve body 12 is in normal condition.
[0033] When a train approaches inside the high-speed maglev tunnel, the air pressure at the end of the valve body 12 closest to the tunnel 200 gradually increases, while the end closest to the machine room 300 remains at atmospheric pressure. This high-pressure air acts directly on the valve body 12 through the ventilation opening 101, causing the spring 14 to extend further. This causes the concrete block 11 to detach from the tunnel partition wall 100, and the pressure sensor 21 cannot detect the pressure. After the train passes, the air pressure at the end of the valve body 12 closest to the tunnel 200 gradually decreases to atmospheric pressure, and the spring 14 gradually returns to its initial state. The pressure sensor 21 can then detect the pressure again. During this process, the controller 22 can simultaneously calculate the duration during which the pressure sensor 21 did not collect a pressure signal (total time minus the collection time), which corresponds to the brief detachment of the concrete block 11 from the tunnel partition wall 100 when the train passes. This duration is relatively short, and staff at this time also judge the valve body 12 to be in normal condition. Furthermore, during train passage, the tension of spring 14 effectively absorbs the pressure of the train's airflow, preventing the valve body 12 from directly bearing the full high pressure of the train's airflow. This effectively delays metal fatigue time and ensures the normal functioning of the valve body 12.
[0034] In addition, when the spring 14 fails to elastically deform or the concrete block 11 and the damper body 12 fall off as a whole (both are considered as a fault of the damper body 12), the controller 22 will simultaneously calculate the duration for which the pressure sensor 21 has not collected a pressure signal. If this duration is long, the staff can determine that the damper body 12 is in an abnormal state and needs to be maintained in time to quickly eliminate the functional failure.
[0035] In other words, the wind-pressure resistant air valve structure for high-speed maglev tunnels provided by this embodiment of the invention can not only effectively delay metal fatigue time and ensure the normal function of the air valve body 12, but also promptly determine the state of the air valve body 12, thereby enabling timely maintenance.
[0036] For example, there can be multiple pressure sensors 21, which are arranged at intervals along the outer periphery of the ventilation hole 111 to ensure the reliability of the measurement and avoid the situation where the failure of a single pressure sensor 21 causes the entire measurement to fail.
[0037] In addition, multiple springs 14 are also arranged at intervals along the outer periphery of the ventilation holes 111 to ensure more uniform energy absorption. The springs 14 can be high-performance springs, which refer to springs that can repeatedly stretch and contract and maintain high performance even after long-term elastic operation.
[0038] For example, the damper body 12 can be an electric damper, specifically an electric multi-leaf opposing regulating valve or an electric fire damper, consisting of a valve body, valve discs, electric actuator, etc., and is normally closed. The damper body 12 is made of metal materials with good wind pressure resistance, such as thickened stainless steel or hot-dip galvanized steel plate.
[0039] In one implementation of the present invention, the control component 2 further includes an alarm, which is electrically connected to the controller 22. When the duration exceeds a preset time, the controller 22 controls the alarm to issue an alarm signal.
[0040] In the above implementation, when the duration exceeds the preset value, it indicates that the air valve body 12 is in an abnormal state, thereby causing the controller 22 to control the alarm to issue an alarm signal, reminding the staff to maintain it in time.
[0041] For example, the preset time is 1-2 minutes. The time from the train approaching, passing through, to leaving is usually no more than 1 minute. If the duration is greater than 1-2 minutes, it can be determined that the air valve body 12 is faulty.
[0042] In this embodiment, the air valve assembly 1 further includes a first lifting ring 151 and a second lifting ring 152. Both the first lifting ring 151 and the second lifting ring 152 are welded to corresponding mounting steel plates 153. The mounting steel plates 153 are embedded in the concrete block 11 or the tunnel partition wall 100. The two ends of the hinge member 13 are respectively connected to the first lifting ring 151 and the second lifting ring 152. The lifting rings and mounting steel plates 153 ensure the connection strength between the hinge member 13 and the concrete block 11 or the tunnel partition wall 100. Furthermore, the lifting rings facilitate reliable deflection of the concrete block 11 when high-pressure air acts on the air valve body 12.
[0043] In addition, the air valve assembly 1 includes an air duct unit 16 and an axial flow fan 17. The two ends of the air duct unit 16 are connected to the ventilation valve body 12 and the axial flow fan 17, respectively, thereby connecting the axial flow fan 17 and the air valve body 12 through the air duct unit 16.
[0044] It should be noted that the damper body 12 and the axial flow fan 17 open or close synchronously.
[0045] For example, the duct unit 16 includes a flexible duct 161 and a rigid duct 162, which are coaxially connected. The flexible duct 161 facilitates load-bearing and cushioning, while the rigid duct 162 serves to connect the axial flow fan 17. The connection method can be a flange connection or other methods. The flexible duct 161 is typically made of fire-resistant canvas, which has excellent high-temperature resistance and adaptability to deformation.
[0046] See also Figure 1 and Figure 2The air valve assembly 1 also includes multiple first connecting steel plates 181 and multiple second connecting steel plates 182. Each first connecting steel plate 181 is embedded in the bottom of the corresponding receiving groove 112, and each second connecting steel plate 182 is embedded in the tunnel partition wall 100. The two ends of each spring 14 are respectively welded to the corresponding first connecting steel plate 181 and second connecting steel plate 182.
[0047] In the above embodiments, the connecting steel plate facilitates the connection between the spring 14 and the concrete block 11 or the tunnel partition wall 100.
[0048] It should be noted that the concrete block 11 is made of concrete, and a receiving groove 112 for the installation of the spring 14 can be reserved according to the design requirements, and a first connecting steel plate 181 is pre-embedded in the receiving groove 112. The tunnel partition wall 100 is also made of concrete and is part of the machine room, and a second connecting steel plate 182 for the installation of the spring 14 can be pre-embedded according to the design requirements.
[0049] For example, there are multiple hinge members 13, which are spaced apart on the concrete block 11 to increase the connection strength between the concrete block 11 and the tunnel partition wall 100 and achieve multi-point support. Among them, the hinge member 13 can be an iron chain.
[0050] In addition, the wind-resistant air pressure valve structure also includes a steel bar grid 3, which is used to be inserted into the ventilation opening 101 on the tunnel partition wall 100, thereby preventing the equipment in the machine room from accidentally falling into the track area.
[0051] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.
Claims
1. A wind-pressure resistant valve structure for high-speed maglev tunnels, characterized in that, The wind-pressure resistant valve structure includes a valve assembly and a control assembly; The air valve assembly includes a concrete block, an air valve body, a hinge, and multiple springs. The concrete block has ventilation holes arranged opposite to the ventilation openings on the tunnel partition wall. The side of the concrete block facing the tunnel partition wall has multiple spaced receiving slots. The air valve body is fixedly installed on the concrete block to control the opening and closing of the ventilation holes. One end of the hinge is connected to the side of the tunnel partition wall facing the machine room, and the other end is connected to the top of the concrete block. Each spring is located in a corresponding receiving slot, and both ends of each spring are connected to the tunnel partition wall and the concrete block, respectively. The control component includes a pressure sensor and a controller. The pressure sensor is installed on the concrete block or tunnel partition wall and is used to measure the pressure between the concrete block and the tunnel partition wall. The pressure sensor is electrically connected to the controller, which is used to receive the pressure signal collected by the pressure sensor and simultaneously calculate the duration corresponding to when the pressure sensor does not collect a pressure signal.
2. The wind-pressure resistant valve structure for high-speed maglev tunnels according to claim 1, characterized in that, The control component also includes an alarm, which is electrically connected to the controller. When the duration exceeds a preset time, the controller controls the alarm to emit an alarm signal.
3. The wind-pressure resistant valve structure for high-speed maglev tunnels according to claim 2, characterized in that, The preset time is 1-2 minutes.
4. The wind-pressure resistant valve structure for high-speed maglev tunnels according to claim 1, characterized in that, The air valve assembly also includes a first lifting ring and a second lifting ring, both of which are welded to corresponding mounting steel plates. The mounting steel plates are pre-embedded in the concrete block or tunnel partition wall, and the two ends of the hinge are respectively connected to the first lifting ring and the second lifting ring.
5. The wind-pressure resistant valve structure for high-speed maglev tunnels according to claim 1, characterized in that, The air valve assembly includes an air duct unit and an axial flow fan, with the two ends of the air duct unit connected to the air valve body and the axial flow fan, respectively.
6. The wind-pressure resistant valve structure for high-speed maglev tunnels according to claim 5, characterized in that, The duct unit includes a flexible duct and a rigid duct, and the flexible duct and the rigid duct are coaxially connected.
7. A wind-pressure resistant valve structure for high-speed maglev tunnels according to any one of claims 1-6, characterized in that, The air valve assembly also includes multiple first connecting steel plates and multiple second connecting steel plates. Each first connecting steel plate is embedded in the bottom of the corresponding receiving groove, and each second connecting steel plate is embedded in the tunnel partition wall. The two ends of each spring are respectively welded to the corresponding first connecting steel plate and second connecting steel plate.
8. A wind-pressure resistant valve structure for high-speed maglev tunnels according to any one of claims 1-6, characterized in that, The number of hinges is multiple, and the multiple hinges are arranged at intervals on the concrete block.
9. A wind-pressure resistant valve structure for high-speed maglev tunnels according to any one of claims 1-6, characterized in that, The wind-resistant pressure valve structure also includes a steel bar grid, which is used to be inserted into the ventilation openings of the tunnel partition wall.
10. A wind-pressure resistant valve structure for high-speed maglev tunnels according to any one of claims 1-6, characterized in that, There are multiple pressure sensors, which are arranged at intervals along the outer periphery of the ventilation holes.