Aerodynamic relieving structure for rail transit tunnel group
By installing mitigation and sound-absorbing components in the tunnel complex, the problems of increased energy consumption and sonic boom caused by aerodynamic phenomena during train operation were solved, achieving aerodynamic mitigation and improved acoustic performance.
Patent Information
- Application Number
- CN202520007657.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-03
- Publication Date
- 2025-10-28
- Estimated Expiration
- 2035-01-03
AI Technical Summary
When a train runs through a tunnel group, aerodynamic phenomena cause additional resistance, increasing energy consumption, and when the air moves out of the tunnel, it causes sonic booms, affecting the environment.
Mitigation components are installed in the tunnel complex, including support bases, support frames, fixing frames, and flow guide rings. Compressed air sound waves are discharged through exhaust ports, and sound-absorbing components, including polyurethane foam layers, mineral wool layers, and fiberglass layers, are used to absorb the air sound wave energy, reducing aerodynamic impact.
It effectively reduces the impact of aerodynamics on trains and the environment, improves train operation stability and safety, and enhances the acoustic performance of the ventilation system.
Smart Images
Figure CN223482662U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of railway engineering technology, specifically to aerodynamic mitigation structures for rail transit tunnel groups. Background Technology
[0002] The aerodynamics of tunnel groups mainly refers to the complex aerodynamic phenomena generated by the interaction between the train and the air inside the tunnel when the train is running in the tunnel group. When the train enters the tunnel, it pushes the air in front of it like a piston, compressing the air and forming a pressure wave.
[0003] When a train runs through a tunnel complex, external aerodynamic forces will cause additional resistance to the train, increasing its energy consumption. Furthermore, when the compressed air moves out of the tunnel, it will cause sonic booms, which will affect the surrounding environment. To address these issues, we propose an aerodynamic mitigation structure for rail transit tunnel complexes. Utility Model Content
[0004] The purpose of this utility model is to provide an aerodynamic mitigation structure for rail transit tunnel groups, to solve the problem mentioned in the background art where sonic booms are caused when air moves out of the tunnel, impacting the surrounding environment. To achieve the above objective, this utility model provides the following technical solution: an aerodynamic mitigation structure for rail transit tunnel groups, including a foundation and mitigation components. The mitigation components are disposed on top of the foundation and include two support bases. The two support bases are fixedly connected to the top of the foundation and are symmetrically distributed left and right. A support frame is fixedly connected to the top of each of the two support bases. Several exhaust ports are opened on the outer side of each support frame and are arranged in a linear array. A fixing frame is fixedly connected to the top of the support frame. The top of the foundation is fixedly connected to... Several guide rings are arranged in a linear array. The outer side of each guide ring is fixedly connected to the interior of the support base, support frame 1, and fixed frame 1. When the train is running, the compressed air sound waves are pushed into the area inside the support base, support frame 1, and fixed frame 1. Then, through the installed guide rings, the air sound waves can be blocked and diverted, so that the blocked air sound waves are gradually discharged to the outside through multiple exhaust ports, reducing the energy of the compressed air and achieving the effect of aerodynamic mitigation. This effectively prevents the air from affecting the train and the surrounding environment.
[0005] More preferably, a second fixing frame is fixedly connected to the top of the foundation, the back of the second fixing frame is fixedly connected to the front of the support base, the first support frame, and the first fixing frame, and two connecting rails are fixedly connected to the top of the foundation and are symmetrically distributed from left to right, and a sound-absorbing component is provided inside the second fixing frame.
[0006] More preferably, the sound-absorbing component includes a polyurethane foam layer fixedly connected to the inside of the fixing frame two, a mineral wool layer fixedly connected to the inside of the polyurethane foam layer, and a glass fiber layer fixedly connected to the inside of the mineral wool layer, so that the compressed air sound waves can smoothly enter the pores and be absorbed, reducing the energy of the compressed air sound waves and effectively improving the acoustic performance of the ventilation system.
[0007] More preferably, a tunnel frame is fixedly connected to the top of the foundation, and the back of the tunnel frame is fixedly connected to the front of the second fixed frame, which can make the track straighter and smoother, and improve the stability and safety of train operation.
[0008] Compared with the prior art, the present invention has the following beneficial effects:
[0009] In this invention, when the train is in operation, the compressed air sound waves are pushed into the area inside the support base, support frame 1, and fixed frame 1. Then, through the installed guide ring, the air sound waves can be blocked and diverted, so that the blocked air sound waves are gradually discharged to the outside through multiple exhaust ports, reducing the energy of the compressed air and achieving the effect of aerodynamic mitigation, thus effectively preventing the air from affecting the train and the surrounding environment.
[0010] In this invention, when air is compressed, the compressed air is pushed into the area inside the fixed frame 2. Through the installed polyurethane foam layer, mineral wool layer and glass fiber layer, the compressed air sound waves can smoothly enter the pores and be absorbed through the internal pores, reducing the energy of the compressed air sound waves and effectively improving the acoustic performance of the ventilation system. Attached Figure Description
[0011] Figure 1 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 1 ;
[0012] Figure 2 This is a schematic diagram of the cross-sectional structure of the present invention. Figure 1 ;
[0013] Figure 3 This utility model Figure 2 Schematic diagram of the structure at point a;
[0014] Figure 4 This is a schematic diagram of the cross-sectional structure of the present invention. Figure 2 ;
[0015] Figure 5 This is a schematic diagram of the three-dimensional structure of the present invention. Figure 2 .
[0016] In the diagram: 1. Foundation; 2. Relief components; 201. Support base; 202. Support frame one; 203. Exhaust port; 204. Fixing frame one; 205. Guide ring; 3. Fixing frame two; 4. Connecting track; 5. Sound-absorbing components; 501. Polyurethane foam layer; 502. Mineral wool layer; 503. Fiberglass layer; 6. Tunnel frame. Detailed Implementation
[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.
[0018] Please see Figures 1-5 This utility model provides a technical solution: an aerodynamic mitigation structure for a rail transit tunnel group, including a foundation 1 and a mitigation component 2. The mitigation component 2 is disposed on the top of the foundation 1 and includes two support bases 201. The two support bases 201 are fixedly connected to the top of the foundation 1 and are symmetrically distributed from left to right. Support frames 202 are fixedly connected to the top of each of the two support bases 201. Several exhaust ports 203 are opened on the outer side of the support frame 202 and are arranged in a linear array. A fixing frame 204 is fixedly connected to the top of the support frame 202. Several guide rings 205 are fixedly connected to the top of the foundation 1 and are arranged in a linear array. The outer side of the guide rings 205 is fixedly connected to the inside of the support bases 201, support frames 202, and fixing frames 204.
[0019] In this embodiment, as Figure 1 , Figure 2 , Figure 4 and Figure 5As shown, a second fixing frame 3 is fixedly connected to the top of the foundation 1. The back of the second fixing frame 3 is fixedly connected to the front of the support base 201, the first support frame 202, and the first fixing frame 204. Two connecting rails 4 are fixedly connected to the top of the foundation 1, and the two connecting rails 4 are symmetrically distributed from left to right. A sound-absorbing component 5 is installed inside the second fixing frame 3. The sound-absorbing component 5 includes a polyurethane foam layer 501 fixedly connected inside the second fixing frame 3. A mineral wool layer 502 is fixedly connected inside the polyurethane foam layer 501. A glass fiber layer 503 is fixedly connected inside the mineral wool layer 502. A tunnel frame 6 is fixedly connected to the top of the foundation 1. The back of the tunnel frame 6 is fixedly connected to the front of the second fixing frame 3. When using this device, high speed The train compresses air through the interior of tunnel frame 6 into the area inside fixed frame 2 3. The polyurethane foam layer 501 installed here has good sound absorption performance. Its internal pores are interconnected, allowing the compressed air sound waves to enter and be absorbed smoothly. Then, the installed mineral wool layer 502 has multiple functions such as fireproofing, heat insulation and sound absorption. The heat insulation and sound absorption performance of the mineral wool layer 502 can reduce heat transfer and absorb external noise. Finally, the installed glass fiber layer 503 has good sound absorption performance, especially in the mid-to-high frequency range. Its porous structure absorbs mid-to-high frequency noise, effectively improving the acoustic performance of the ventilation system and reducing the energy of compressed air sound waves.
[0020] The method of use and advantages of this utility model: The aerodynamic mitigation structure for rail transit tunnel groups works as follows during use:
[0021] like Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5As shown, when using this device, the high-speed train compresses air through the interior of the tunnel frame 6 into the area inside the fixed frame 3. The polyurethane foam layer 501 installed at this time has excellent sound absorption properties. Its interconnected pores allow the compressed air sound waves to easily enter and be absorbed. Then, the installed mineral wool layer 502 has multiple functions including fire resistance, heat insulation, and sound absorption. Utilizing the heat insulation and sound absorption properties of the mineral wool layer 502, heat transfer is reduced, and external noise is absorbed. Finally, the installed fiberglass layer 503... It has good sound absorption performance, especially in the mid-to-high frequency range. Through its porous structure, it absorbs mid-to-high frequency noise, effectively improving the acoustic performance of the ventilation system and reducing the energy of compressed air sound waves. Then, the air sound waves are pushed into the area inside the support base 201, support frame 202 and fixed frame 204. Through the installed guide ring 205, it can block and divert the air sound waves. Then, the blocked air sound waves are gradually discharged to the outside through multiple exhaust ports 203, reducing the energy of the compressed air and achieving the effect of aerodynamic relief.
[0022] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.
Claims
1. An aerodynamic mitigation structure for a rail transit tunnel complex, comprising a foundation (1) and mitigation components (2), characterized in that: The mitigation component (2) is set on the top of the foundation (1). The mitigation component (2) includes two support bases (201). The two support bases (201) are fixedly connected to the top of the foundation (1) and are symmetrically distributed from left to right. Support frame one (202) is fixedly connected to the top of each of the two support bases (201). Several exhaust ports (203) are opened on the outside of the support frame one (202) and are arranged in a linear array. Fixing frame one (204) is fixedly connected to the top of the support frame one (202). Several flow guide rings (205) are fixedly connected to the top of the foundation (1) and are arranged in a linear array. The outside of the flow guide rings (205) is fixedly connected to the inside of the support base (201), support frame one (202), and fixing frame one (204).
2. The aerodynamic mitigation structure for rail transit tunnel groups according to claim 1, characterized in that: The top of the foundation (1) is fixedly connected to a second fixing frame (3). The back of the second fixing frame (3) is fixedly connected to the front of the support base (201), the support frame (202), and the fixing frame (204). The top of the foundation (1) is fixedly connected to two connecting rails (4) and the two connecting rails (4) are symmetrically distributed from left to right. The interior of the second fixing frame (3) is provided with a sound-absorbing component (5).
3. The aerodynamic mitigation structure for rail transit tunnel groups according to claim 2, characterized in that: The sound-absorbing component (5) includes a polyurethane foam layer (501) fixedly connected inside the fixing frame (3), a mineral wool layer (502) fixedly connected inside the polyurethane foam layer (501), and a glass fiber layer (503) fixedly connected inside the mineral wool layer (502).
4. The aerodynamic mitigation structure for rail transit tunnel groups according to claim 1, characterized in that: The top of the foundation (1) is fixedly connected to a tunnel frame (6), and the back of the tunnel frame (6) is fixedly connected to the front of the fixing frame (3).