Novel high-speed railway wind-shield wall transition section
By changing the windbreak wall in the transition section of the high-speed railway into a continuous structure and adding an inclined outer windbreak wall, the vortex complexity problem caused by the discontinuous structure was solved, and the stability and safety of the train operation were improved.
Patent Information
- Application Number
- CN202422252070.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-13
- Publication Date
- 2025-10-21
- Estimated Expiration
- 2034-09-13
AI Technical Summary
The discontinuous windbreak wall structure in the transition section of high-speed trains leads to complex vortex structure, affecting the stability and safety of train operation.
The windbreak wall of the high-speed railway transition section is pulled through into a continuous structure, and an outer windbreak wall is added outside the embankment windbreak wall to make the inner and outer layers non-parallel, and the outer layer is inclined toward the inner layer to increase continuity and diversion. The height of the outer windbreak wall is increased to improve the wind environment.
It effectively reduces the collision and overturning of the vortex structure, reduces the aerodynamic performance coefficient of the train, and improves the stability and safety of the train when passing through the transition section.
Smart Images
Figure CN223458713U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to a novel high -speed railway wind -break wall transition section mainly relates to embankment - low cut wind -break wall transition section. TECHNICAL BACKGROUND
[0002] Train running speed is an important symbol of the modernization degree of a country railway. High -speed railway has the advantages of fast, safe, comfortable, environmental protection etc., has become the inevitable trend of rail transit development. However, with the maturation of high -speed railway technology in our country since the 21st century, train running speed is increasing, not only leading to train air resistance sharp increase, energy consumption sharp increase, but also because of train high -speed intersection, through tunnel etc., a series of problems endangering train safety are appeared. The safety of train operation under strong wind condition is particularly notable, when train runs in this bad wind environment, the surrounding air will deteriorate sharply, and the flow field structure will become very complex, and the aerodynamic coefficient of train will increase, which aggravates the sway of train, affects the train safety, and increases the possibility of train overturning.
[0003] Uniform and regular wind -break wall can significantly improve the stability of train operation. However, in reality, due to the complexity of surrounding terrain (such as hills, slopes), the structure of wind -break wall will change randomly, and it is impossible to build a completely uniform and continuous wind -break wall structure. The wind -break wall will be composed of discontinuous structure with a series of transition areas. The transition section refers to the area where the shape of the wind -break wall changes randomly due to different terrain around the railway track, which may cause vortex structure around the train body, and the vortex hits the surface of the train, which may cause the stability problem of train operation. SUMMARY
[0004] The utility model aims at making high -speed train more stable when passing through the wind -break wall transition section, reducing the sway of train, and improving the safety of train and the comfort of passengers.
[0005] The utility model scheme is to connect the wind -break wall of high -speed railway transition section, change the discontinuous structure into continuous structure, and increase the outer wind -break wall around the embankment wind -break wall. The inner and outer wind -break walls are not parallel structures, and the connection between the embankment and the cut is inclined inward, and the outer layer has the tendency of "inner buckle". Due to the increase of the height of the outer wind -break wall, the position of the intersection line between the wind speed area and the isolation area is raised, which provides a good wind environment for the train, so that the train runs in the area with smaller wind speed. On the one hand, the continuity of the wind -break wall is increased, and on the other hand, the outer wind -break wall enhances the drainage effect. After the airflow enters between the two layers of wind -break walls, it is blocked again by the inner wind -break wall, which has a good effect of protecting the line.
[0006] The inner layer windbreak wall has a height of 4m, the outer layer windbreak wall has a height of 2m, the cutting height is 2.5m, the width is 0.2m, and the top end of the inner layer windbreak wall is provided with a circular arc structure for flow guiding, and the height is 0.5m.
[0007] The new scheme effectively improves the wind environment of the prototype scheme line area. A large number of vortex structures collide, fuse and dissipate between the inner and outer layer windbreak walls, only a small amount of vortexes jump over the inner layer windbreak wall into the line area, the backflow is reduced, and the aerodynamic performance of the train is greatly improved compared with the prototype scheme. In terms of lateral force coefficient amplitude, the head car of the new scheme is reduced by 60.2%, the middle car is reduced by 39.7%, and the tail car is reduced by 51.6%; in terms of lift coefficient amplitude, the head car of the new scheme is reduced by 56.8%, the middle car is reduced by 40.9%, and the tail car is reduced by 23.7%. The high-speed train passes through the windbreak wall transition section more stably, the train shaking is reduced, and the safety of the train and the comfort of the passengers are improved. BRIEF DESCRIPTION OF DRAWINGS
[0008] The utility model is further described below in combination with the drawings and embodiments.
[0009] Fig. 1 It is a simplified topographic diagram of the new embankment-low cutting windbreak wall transition section;
[0010] Fig. 2 It is a schematic diagram of the original model of the embankment-low cutting windbreak wall transition section;
[0011] Fig. 3 It is a comparison diagram of the speed distribution when the train passes through the two transition sections;
[0012] Fig. 4 It is a comparison of the pressure distribution characteristics when the train passes through the two transition sections;
[0013] Fig. 5 It is a comparison of the vorticity distribution characteristics when the train passes through the two transition schemes at t=0.41s;
[0014] Fig. 6 It is a comparison of the three-dimensional quasi-ordered structure distribution characteristics when the train passes through the two transition schemes at t=0.41s.
[0015] In the drawings: 1, inner layer windbreak wall; 2, windbreak wall transition section; 3, outer layer windbreak wall; 4, mountain; 5, embankment; 6, cutting; 7, simulated car body; 8, windbreak wall; 9, road center line DETAILED DESCRIPTION
[0016] The specific structure of the utility model is further described below in combination with the drawings and specific embodiments.
[0017] In the embodiments, refer to Figs. 1-2The scheme has a 5m spacing between the inner and outer windbreak walls, a 0.2m width, a 4m height of the inner windbreak wall, a 2m height of the outer windbreak wall, and a 2.5m height of the cutting. The outer windbreak wall is not connected with the inner windbreak wall, and there is a gap between them. The outer windbreak wall is buckled to the connection between the embankment and the cutting. The top end of the inner windbreak wall is provided with a circular arc-shaped concrete structure for drainage, with a height of 0.5m. The outer windbreak wall at the connection between the embankment and the cutting is buckled inward, with an inward buckling angle of 165°, so that the airflow transition is more gentle.
Claims
1. A novel transition section of a high-speed railway windbreak wall, characterized in that The new structure is formed by the inner and outer windbreak walls, the top end of the inner windbreak wall is provided with an arc-shaped structure for guiding flow, and the outer windbreak wall has an "inner buckling" tendency, and the inner buckling angle is 165°, and the outer windbreak wall is buckled to the connection between the embankment and the cutting.
2. The transition section of the new windbreak wall for high-speed railway according to claim 1, wherein the distance between the inner and outer windbreak walls is 5 m, the width is 0.2 m, the height of the inner windbreak wall is 4 m, the height of the outer windbreak wall is 2 m, the height of the cutting is 2.5 m, and the top end of the inner windbreak wall is provided with an arc-shaped concrete structure for guiding flow, and the height of the arc-shaped concrete structure is 0.5 m.