Train tunnel pneumatic effect buffer system

Abstract

The utility model discloses a train tunnel aerodynamic effect buffer system, which relates to the technical field of fluid mechanics and comprises a tunnel body. The tunnel further comprises an elastic pneumatic layer installed on a second lining on the inner side of the tunnel body, the elastic pneumatic layer is formed by connecting a plurality of pneumatic unit bodies, each pneumatic unit body comprises a bottom plate and an air bag body, and the back face of each bottom plate is fixedly connected with the second lining on the inner side of the tunnel body. The air bag bodies are fixed to the front face of the bottom plate, the side edges of the air bag bodies are provided with flexible flashes extending outwards, and the corresponding flexible flashes of the adjacent air bag bodies are connected in a fastened mode through connecting pieces. The air bag buffering part is of an internal sealing structure, the air action of the air bag buffering part is only carried out in the air bag, the flash buffering part is not sealed, the pneumatic load can be buffered, the pneumatic change of the air bag can be buffered, and the air bag is prevented from bursting. The overall structure is simple, installation is convenient, the pneumatic load in the tunnel can be effectively reduced, and the using effect is obvious.

Description

Technical Field

[0001] The utility model relates to the technical field of fluid mechanics, and more specifically to a train tunnel aerodynamic effect buffer system. Background Art

[0002] When a high-speed train enters a tunnel, the air flow in the tunnel is restricted by the tunnel walls and the car body walls, generating inlet waves, initial compression waves, pressure waves in the tunnel and other phenomena. At the same time, the aerodynamic load on the high-speed train changes as the train enters the tunnel. These phenomena will affect many aspects of the train during operation, such as its dynamic performance, stability, operational safety, economy, and riding comfort of drivers and passengers.

[0003] As train speeds increase, this aerodynamic effect will become more and more significant. As underground railway stations have many lines and platforms, and trains passing through the stations at high speeds (without stopping) will inevitably lead to a series of aerodynamic problems and threats to the safety of passengers and staff. This is also an issue that needs to be urgently addressed in the development of high-speed railways.

[0004] According to the current high-speed railway design specifications of the Ministry of Railways, when the distance from the tunnel entrance is less than 50m, the micro-pressure wave should be less than 20Pa. If buffer facilities are not used to reduce the peak value of the micro-pressure wave, when the high-speed train passes through the tunnel and underground station at a speed of more than 200km / h, the environmental design requirements of the micro-pressure wave peak will not be met.

[0005] In the existing technology, the aerodynamic effect is mainly mitigated by trains and tunnels. In tunnels, the aerodynamic effect is reduced by increasing the tunnel section, adding buffer structures, and reducing the facilities in the tunnel. However, this is very costly, and some existing tunnels are restricted by geographical conditions and cannot use the above methods to mitigate the aerodynamic effect. In trains, the aerodynamic shape of the train can be optimized and the air tightness of the train body can be improved to improve the riding quality. However, a large number of trains have been put into operation, and it is not realistic to change the aerodynamic shape of these trains.

[0006] Therefore, how to simply and conveniently provide a train tunnel aerodynamic effect buffer system based on the existing tunnel structure is a problem that technical personnel in this field urgently need to solve. Utility Model Content

[0007] In view of this, the utility model provides a train tunnel aerodynamic effect buffer system, aiming to solve the above technical problems.

[0008] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0009] A train tunnel aerodynamic effect buffer system comprises: a tunnel body; and an elastic pneumatic layer installed on a second lining inside the tunnel body, wherein the elastic pneumatic layer is composed of a plurality of pneumatic units connected to each other, and the pneumatic units include:

[0010] A bottom plate, the back side of which is fixedly connected to the inner second lining of the tunnel body;

[0011] The airbag body is fixed on the front side of the bottom plate, and the side edge of the airbag body has a flexible burr extending outward, and the flexible burrs corresponding to adjacent airbag bodies are fastened and connected by a connecting piece.

[0012] Through the above technical solution, the buffer system provided by the utility model can be installed on the secondary lining of the tunnel. It is only necessary to fix each pneumatic unit to the tunnel and connect the adjacent flexible flash edges. The elastic pneumatic layer thus formed forms an airbag buffer part and a flash buffer part. The airbag buffer part is an internal sealing structure, and its gas movement is only inside the airbag. The flash buffer part is not sealed, which can buffer the pneumatic load and the pneumatic change of the airbag to prevent the airbag from bursting. The overall structure is simple, easy to install, and can effectively reduce the pneumatic load in the tunnel, with obvious use effect.

[0013] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the bottom plate is an arc-shaped plate matching the secondary lining, and the bottom plate and the secondary lining are anchored by bolts. The bolt anchoring method can simply and quickly achieve the fixation between the bottom plate and the secondary lining.

[0014] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, an adhesive is coated between the bottom plate and the second lining. The adhesive can further improve the connection strength between the bottom plate and the second lining.

[0015] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, a plurality of connection holes are evenly opened on the flexible burrs, and the corresponding connection holes between adjacent flexible burrs are fastened and connected by the connection piece. By opening the connection holes and connecting the connection holes by the fasteners, the connection between the flexible burrs can be quickly and effectively achieved.

[0016] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the edge of the connection hole is sealed with an annular ring body. The annular ring body can ensure the structural strength of the connection hole and prevent tearing during aerodynamic fluctuations.

[0017] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the four corners of the flexible flash are fixed with locking rings, and the four locking rings intersecting on the four adjacent airbags arranged in a rectangular array are connected by a locking member. The remaining gap can be quickly blocked by locking the locking ring with the locking member, and the connection is simple and the operation is convenient.

[0018] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the connecting piece and the locking piece are both formed by steel wire binding. The steel wire binding method is simple to operate, has high structural strength, and saves costs.

[0019] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the edges of the plurality of bottom plates fixed on the second lining fit each other, or gaps are left between the edges of the plurality of bottom plates. The position setting between the bottom plates is set according to the requirements, and only needs to meet the connection between the flexible flash edges.

[0020] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the airbag is composed of an inner wear-resistant rubber layer and an outer wear-resistant fiber cloth layer; the gas filling in the airbag does not exceed 70% of its maximum space. In order to ensure that the airbag can relieve the aerodynamic load and prevent the airbag from bursting, the filling gas satisfies the airbag's ability to achieve aerodynamic deformation, and has better buffering and relief effects.

[0021] Preferably, in the above-mentioned train tunnel aerodynamic effect buffer system, the flexible flash is a wear-resistant fiber cloth layer, which can meet the structural strength requirements and flexible deformation.

[0022] It can be seen from the above technical solutions that, compared with the prior art, the utility model discloses a train tunnel aerodynamic effect buffer system, which has the following beneficial effects:

[0023] 1. The buffer system provided by the utility model can be installed on the secondary lining of the tunnel later. It is only necessary to fix each pneumatic unit to the tunnel and connect the adjacent flexible burrs. The elastic pneumatic layer thus formed forms an airbag buffer part and a burr buffer part. The airbag buffer part is an internal sealing structure, and its gas movement is only inside the airbag. The burr buffer part is not sealed, which can buffer both the pneumatic load and the pneumatic change of the airbag to prevent the airbag from bursting.

[0024] 2. In order to ensure that the airbag can relieve the pneumatic load and prevent the airbag from bursting, the utility model satisfies the filling gas to enable the airbag to achieve pneumatic deformation, thereby having better buffering and relief effects.

[0025] 3. The utility model has a simple overall structure, is easy to install, can effectively reduce the aerodynamic load in the tunnel, and has obvious use effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0027] Figure 1 The accompanying drawing is a schematic structural diagram of the aerodynamic effect buffer system of a train tunnel provided by the utility model;

[0028] Figure 2 The accompanying drawing is a schematic diagram of a partial cross-sectional structure of a pneumatic unit provided by the utility model;

[0029] Figure 3 The accompanying drawing is a side view of the pneumatic unit body connection provided by the utility model;

[0030] Figure 4 The attached drawing is a plan view of the pneumatic unit connection provided by the utility model.

[0031] in:

[0032] 1- Tunnel body;

[0033] 2- elastic pneumatic layer;

[0034] 21-pneumatic unit body; 211-bottom plate; 212-airbag body; 213-flexible flash edge; 2131-connection hole; 2132-locking ring;

[0035] 3-Connectors;

[0036] 4-Locking piece. DETAILED DESCRIPTION

[0037] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0038] See attached Figure 1 and attached Figure 2 The embodiment of the utility model discloses a train tunnel aerodynamic effect buffer system, including: a tunnel body 1; and an elastic pneumatic layer 2 installed on the second lining inside the tunnel body 1, the elastic pneumatic layer 2 is composed of a plurality of pneumatic units 21 connected to each other, and the pneumatic unit 21 includes:

[0039] A bottom plate 211, the back side of which is fixedly connected to the inner second lining of the tunnel body 1;

[0040] The airbag body 212 is fixed on the front side of the bottom plate 211 . The side edge of the airbag body 212 has a flexible burr 213 extending outward. The flexible burrs 213 corresponding to adjacent airbag bodies 212 are fastened and connected by a connector 3 .

[0041] In order to further optimize the above technical solution, the bottom plate 211 is an arc-shaped plate matching the secondary lining, and the bottom plate 211 and the secondary lining are anchored by bolts.

[0042] In order to further optimize the above technical solution, an adhesive is coated between the bottom plate 211 and the second lining.

[0043] See attached Figure 3 and attached Figure 4 A plurality of connection holes 2131 are evenly formed on the flexible burrs 213 , and the corresponding connection holes 2131 between adjacent flexible burrs 213 are fastened and connected by the connecting piece 3 .

[0044] In order to further optimize the above technical solution, the edge of the connecting hole 2131 is sealed with an annular ring body.

[0045] In order to further optimize the above technical solution, locking rings 2132 are fixed to the four corners of the flexible flash edge 213 , and the four intersecting locking rings 2132 on the four adjacent airbag bodies 212 arranged in a rectangular array are connected by a locking member 4 .

[0046] In order to further optimize the above technical solution, the connecting piece 3 and the locking piece 4 are both formed by steel wire binding.

[0047] In order to further optimize the above technical solution, the edges of the multiple bottom plates 211 fixed on the second lining are fitted together, or gaps are left between the edges of the multiple bottom plates 211.

[0048] In order to further optimize the above technical solution, the airbag body 212 is composed of an inner wear-resistant rubber layer and an outer wear-resistant fiber cloth layer; the gas filling in the airbag body 212 does not exceed 70% of its maximum space.

[0049] In order to further optimize the above technical solution, the flexible flash edge 213 is a wear-resistant fiber cloth layer.

[0050] When installing the pneumatic unit 21 provided in this embodiment, the bottom plate 211 is fixed to the second lining by bolts, and an adhesive is applied to the bottom plate 211 for bonding before anchoring. The edges of the multiple bottom plates 211 can be designed to fit each other, or there can be gaps between the edges of the multiple bottom plates 211 according to design requirements.

[0051] Then the flexible flash 213 is connected through the connector 3 and the locking member 4, and the elastic pneumatic layer 2 thus formed forms an airbag buffer and a flash buffer. The airbag buffer is an internal sealing structure, and its gas movement is only inside the airbag. The flash buffer is not sealed, which can buffer both the pneumatic load and the pneumatic change of the airbag to prevent the airbag from bursting. The overall structure is simple, easy to install, and can effectively reduce the pneumatic load in the tunnel, with obvious use effect.

[0052] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0053] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train tunnel aerodynamic effect buffer system, comprising: A tunnel body (1); characterized in that it also comprises an elastic pneumatic layer (2) installed on the second lining inside the tunnel body (1), wherein the elastic pneumatic layer (2) is composed of a plurality of pneumatic units (21) connected to each other, and the pneumatic unit (21) comprises: A bottom plate (211), the back side of the bottom plate (211) being fixedly connected to the inner second lining of the tunnel body (1); An airbag body (212), the airbag body (212) is fixed on the front side of the bottom plate (211), the side edge of the airbag body (212) has a flexible burr (213) extending outward, and the flexible burrs (213) corresponding to adjacent airbag bodies (212) are fastened and connected via a connecting piece (3).

2. The train tunnel aerodynamic effect buffer system according to claim 1, characterized in that: The bottom plate (211) is an arc-shaped plate matching the secondary lining, and the bottom plate (211) and the secondary lining are anchored by bolts.

3. The train tunnel aerodynamic effect buffer system according to claim 2, characterized in that: An adhesive is coated between the bottom plate (211) and the second lining.

4. The train tunnel aerodynamic effect buffer system according to claim 1, characterized in that: A plurality of connection holes (2131) are evenly arranged on the flexible burrs (213), and the corresponding connection holes (2131) between adjacent flexible burrs (213) are fastened and connected via the connection piece (3).

5. The train tunnel aerodynamic effect buffer system according to claim 4, characterized in that: The edge of the connecting hole (2131) is sealed with an annular ring body.

6. A train tunnel aerodynamic effect buffer system according to claim 4 or 5, characterized in that: Locking rings (2132) are fixed to the four corners of the flexible burr (213), and the four locking rings (2132) intersecting on the four adjacent airbag bodies (212) arranged in a rectangular array are connected via a locking member (4).

7. The train tunnel aerodynamic effect buffer system according to claim 6, characterized in that: The connecting piece (3) and the locking piece (4) are both formed by binding with steel wires.

8. The train tunnel aerodynamic effect buffer system according to claim 1, characterized in that: The edges of the plurality of bottom plates (211) fixed on the second lining are fitted to each other, or gaps are left between the edges of the plurality of bottom plates (211).

9. The train tunnel aerodynamic effect buffer system according to claim 1, characterized in that: The airbag body (212) is composed of an inner wear-resistant rubber layer and an outer wear-resistant fiber cloth layer; the gas filling in the airbag body (212) does not exceed 70% of its maximum space.

10. The train tunnel aerodynamic effect buffer system according to claim 1, characterized in that: The flexible flash edge (213) is a wear-resistant fiber cloth layer.

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