Tunnel micro-pressure wave retarding structure
By installing buffer components at the tunnel entrance or exit, utilizing the acute angle design of the buffer channel connecting to the tunnel, and the multi-channel section structure, the air pressure wave inside the tunnel is reduced, solving the problem of terrain limitations at the tunnel exit end and improving train comfort and safety.
Patent Information
- Application Number
- CN202520294795.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-24
- Publication Date
- 2026-01-02
- Estimated Expiration
- 2035-02-24
AI Technical Summary
Existing micro-pressure wave mitigation structures are severely limited by terrain at the tunnel exit end, making construction complex and difficult to effectively alleviate the micro-pressure wave problem caused by high-speed trains, thus affecting train comfort and safety.
Buffer components are installed at the tunnel entrance or exit. The buffer channel is connected to the tunnel. The entrance end is at an acute angle to the direction of train movement. The buffer channel has multiple channel sections. The diameter of each channel section is greater than one-third of the tunnel diameter. The channel sections are arranged in the width and length directions of the tunnel to form pressure wave collisions to reduce airflow turbulence.
It effectively reduces air pressure waves inside tunnels, decreases turbulence effects, improves train ride comfort and safety, reduces maintenance costs, is not limited by tunnel exit space, and is suitable for various terrains.
Smart Images
Figure CN223754089U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model relates to a tunnel engineering technical field especially relates to a tunnel microbarom wave slows down structure. BACKGROUND
[0002] With the development of high-speed railway and subway, the tunnel microbarom wave problem caused by train passing through the tunnel is paid more and more attention, the microbarom wave not only can cause potential damage to the train and tunnel structure, increase equipment failure and maintenance cost. And, the microbarom wave can produce explosion sound at the tunnel exit, also can bring adverse effect to the tunnel surrounding building, resident's life. And the existing research shows that the microbarom wave increases with the increase of train speed, and the increase value is approximately proportional to the square of train speed, the time required for pressure increase is inversely proportional to train speed. The gradient of microbarom wave surface is approximately proportional to the cube of train speed. China's high-speed railway develops rapidly, the high-speed railway with 400km per hour and the rapid magnetic levitation line will be built, therefore how to effectively alleviate the microbarom wave becomes the topic that numerous scholars pay attention to.
[0003] At present, in order to reduce the harm of tunnel microbarom wave, some engineering and technical measures have been taken, such as changing the shape of tunnel exit inclined cut, setting the buffer structure with the clearance area greater than the effective area of tunnel clearance at the tunnel exit, setting the buffer shed at the tunnel entrance. However, these measures are often complex in construction and are limited by topography. Especially the special topography of the mountainous area in the southwest of China often has insufficient exit space, and the topography limitation of some tunnels connected with bridges is more serious. UTILITY MODEL CONTENT
[0004] The main purpose of the utility model is to provide a tunnel microbarom wave slowing down structure, which aims to solve the problem that the existing microbarom wave slowing down structure is seriously limited by the topography of the tunnel exit end.
[0005] In order to achieve the above purpose, the utility model provides a tunnel microbarom wave slowing down structure, which comprises a buffer assembly arranged near the tunnel entrance or the tunnel exit, the buffer assembly comprises a buffer channel arranged on one side of the tunnel in the width direction, both ends of the buffer channel are communicated with the tunnel, and the included angle between the inlet end of the buffer channel and the train movement direction is an acute angle.
[0006] According to some embodiments of the utility model, the buffer channel comprises a first channel section, a second channel section and a third channel section, the first channel section and the third channel section are communicated with the tunnel, and the first channel section and the third channel section are communicated through the second channel section, and the second channel section is arranged in a curved manner.
[0007] According to some embodiments of the utility model, the third channel section is arranged perpendicularly to the train movement direction.
[0008] According to some embodiments of the present application, the diameters of the first, second and third channel segments are the same.
[0009] According to some embodiments of the present application, the diameters of the channel segments are greater than one third of the diameter of the tunnel.
[0010] According to some embodiments of the present application, two buffer channels are provided, and the two buffer channels are arranged on the two sides of the tunnel in the width direction.
[0011] According to some embodiments of the present application, the two buffer channels are symmetrically arranged in the width direction of the tunnel.
[0012] According to some embodiments of the present application, a plurality of buffer channels are provided, and the plurality of buffer channels are arranged at intervals in the length direction of the tunnel.
[0013] According to some embodiments of the present application, two buffer assemblies are provided, and the two buffer assemblies are arranged close to the entrance and exit of the tunnel, respectively.
[0014] According to some embodiments of the present application, the height of the buffer channel is the same as the height of the tunnel.
[0015] The present application has at least the following advantages:
[0016] In the present application, the buffer assembly is arranged at the entrance or exit of the tunnel, the buffer channel of the buffer assembly is in communication with the tunnel, when a train enters the tunnel at high speed, a tunnel micro-pressure wave in the same direction as the movement direction of the train is caused, since the included angle between the entrance end of the buffer channel and the movement direction of the train is an acute angle, when the air pressure wave propagating in the tunnel is transmitted to the vicinity of the buffer channel, part of the air pressure wave continues to flow along the main road of the tunnel, and the other part enters the buffer channel from the entrance end of the buffer channel, flows through the buffer channel, and then returns to the main road of the tunnel from the exit end of the buffer channel, so that the air pressure wave of the main road of the tunnel and the air pressure wave of the buffer channel collide with each other, the pressure at the confluence of the two causes a pressure drop, so as to slow down the air pressure wave, reduce the turbulence and turbulent effect of the airflow, and balance the airflow kinetic energy in the tunnel, thereby reducing the influence of train wind. The present application applies the slowing structure to the tunnel, since the structure can be built inside the tunnel, it does not occupy the tunnel exit space, compared with the existing micro-pressure wave slowing structure, it is not easy to be limited by the terrain at the exit end of the tunnel. Moreover, the tunnel micro-pressure wave slowing structure can effectively control the tunnel micro-pressure wave without large-scale modification of the tunnel, thereby improving the comfort and safety of train travel, and reducing the maintenance cost. BRIEF DESCRIPTION OF DRAWINGS
[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0018] Figure 1 A schematic diagram of a tunnel micro-pressure wave mitigation structure provided for an embodiment of this utility model;
[0019] Figure 2 A schematic diagram of another embodiment of the tunnel micro-pressure wave mitigation structure provided in this utility model embodiment;
[0020] Figure 3 for Figure 1 A schematic diagram of the buffer component in the diagram;
[0021] Figure 4 for Figure 1 A schematic diagram of the internal vortex of the buffer component.
[0022] Explanation of reference numerals in the attached figures:
[0023] 100 - Tunnel micro-pressure wave mitigation structure; 1 - Buffer component; 11 - Buffer channel; 111 - First channel section; 112 - Second channel section; 113 - Third channel section; 200 - Tunnel; 210 - Tunnel entrance; 220 - Tunnel exit; 300 - Train. Detailed Implementation
[0024] The technical solutions in the embodiments of this utility model are described clearly and completely below. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.
[0025] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.
[0026] In addition, if the description of "first", "second" and the like is involved in the embodiments of the present application, the description of "first", "second" and the like is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In addition, the meaning of "and / or" appearing throughout the text includes three parallel schemes. For example, "A and / or B" includes A scheme, or B scheme, or A and B simultaneously satisfy the scheme. In addition, the technical solutions of each embodiment can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or cannot be realized, it should be considered that the combination of technical solutions does not exist, and is not within the protection scope required by the present application.
[0027] The utility model provides a kind of tunnel microbarom wave slowing structure, Figure 1 The utility model provides a kind of tunnel microbarom wave slowing structure.
[0028] As Figure 1 And Figure 3 As shown in the utility model embodiment provides a kind of tunnel microbarom wave slowing structure 100, including the buffer assembly 1 of being close to tunnel entrance 210 or tunnel exit 220 setting, the buffer assembly 1 includes the buffer channel 11 being arranged in the width direction of the tunnel 200 one side, both ends of the buffer channel 11 are communicated with the tunnel 200, and the buffer channel 11 entrance end and train 300 movement direction angle is acute angle.
[0029] The utility model discloses a tunnel microbaric wave alleviating structure 100, which comprises a tunnel 200, a train 300 and a buffer assembly 1, wherein the buffer assembly 1 is arranged at the entrance 210 or the exit 220 of the tunnel 200, and the buffer assembly 1 is connected with the tunnel 200.
[0030] In some embodiments, as shown in Figure 3 The angle between the inlet end of the buffer channel 11 and the movement direction of the train 300 is a, and 20° < a < 30°. If the angle is too large or too small, it will affect the amount of airflow entering. Specifically, when the inclination angle is 26°, the maximum pressure drop can be generated when the airflow passes through the buffer channel 11.
[0031] It should be noted that in an emergency, the tunnel microbaric wave alleviating structure 100 can serve as a refuge chamber. The unique geometry and arrangement of the tunnel microbaric wave alleviating structure 100 can form a relatively stable low-pressure area under the impact of the air pressure wave, providing a refuge for personnel in the tunnel 200. This design can form multiple relatively safe areas inside the tunnel 200, allowing personnel to quickly move to the low-pressure areas formed by the buffer channels 11 in the event of an emergency and obtain temporary refuge opportunities.
[0032] Further, in some embodiments, as shown in Figure 3As shown, the buffer channel 11 comprises a first channel segment 111, a second channel segment 112 and a third channel segment 113, the first channel segment 111 and the third channel segment 113 are both in communication with the tunnel 200, and the first channel segment 111 and the third channel segment 113 are in communication through the second channel segment 112, which is arranged in a curved manner. In this way, on the one hand, the curved arrangement of the second channel segment 112 makes the connection of the first channel segment 111, the second channel segment 112 and the third channel segment 113 smoother, and the airflow can pass through each channel segment more smoothly; on the other hand, since the fluid must cover a longer path when flowing through the second channel segment 112 arranged in a curved manner, the airflow will be forced to accelerate to maintain the continuity of the fluid, and the airflow will accelerate when passing through the second channel segment 112, thereby forming a low-pressure area in the area of the second channel segment 112, which further attracts more airflow into the second channel segment 112, enhancing the acceleration effect of the airflow, thereby improving the slowing effect of the air pressure wave.
[0033] Preferably, in some embodiments, as Figure 3 As shown, the third channel segment 113 is arranged perpendicular to the movement direction of the train 300. The buffer channel 11 has a structure similar to a Tesla valve, and the third channel segment 113 of the buffer channel 11 is changed from a rotary type of the Tesla valve to a vertical type, which can make full use of the space in the tunnel 200 while slowing down the air pressure wave, and further reduces the influence of the terrain at the end of the tunnel exit 220 on the tunnel micro-air pressure wave slowing structure 100.
[0034] The size of each channel segment in the buffer channel 11 is not limited, as long as the airflow can enter from the main road of the tunnel 200, flow through each channel segment and then output back to the main road of the tunnel 200, for example, in some embodiments, as Figure 3 As shown, the diameters of the first channel segment 111, the second channel segment 112 and the third channel segment 113 are the same. In this way, the connection between adjacent channel segments is smoother, making the airflow flow through each channel segment more smoothly.
[0035] Specifically, in some embodiments, as Figure 3 As shown, the diameter of each channel segment is greater than one-third of the diameter of the tunnel 200. In this way, the cross-sectional area of each channel segment is large enough to effectively guide the airflow.
[0036] When the train 300 enters the tunnel 200 at a high speed, there are air pressure waves on both sides of the train 300. In order to slow down the air pressure waves on both sides, in some embodiments, as Figure 1 and Figure 3As shown in the drawings, the buffer channels 11 are provided in two, and the two buffer channels 11 are respectively arranged on both sides of the tunnel 200 in the width direction. In this way, since the buffer channels 11 are arranged on both sides of the tunnel 200 in the width direction, the air pressure waves on both sides of the tunnel 200 can be slowed down.
[0037] The specific arrangement position of the two buffer channels 11 is not limited, as long as the two buffer channels 11 can slow down the air pressure waves on both sides of the tunnel 200. In some embodiments, as shown in Figure 1 and Figure 3 the two buffer channels 11 are symmetrically arranged in the width direction of the tunnel 200. In this way, since the two buffer channels 11 are symmetrically arranged in the width direction of the tunnel 200, Figure 4 As shown in the internal vortex diagram of the buffer assembly 1 in FIG. 8, the symmetric arrangement of the two buffer channels 11 enables the local air pressure waves near the two third channel segments 113 to produce greater pressure drop, thereby improving the slowing down effect of the air pressure waves.
[0038] In order to further improve the slowing down effect of the buffer assembly 1 on the air pressure waves, in some embodiments, as shown in Figure 1 and Figure 3 the buffer channels 11 are provided in multiple, and the multiple buffer channels 11 are arranged at intervals in the length direction of the tunnel 200. By increasing the number of buffer channels 11 of the buffer assembly 1, the slowing down effect on the air pressure waves can be improved. However, considering the construction cost and difficulty, the number of buffer channels 11 will not be increased too much, and the specific number is determined according to the length of the tunnel 200 and the required release effect. Specifically, in the present embodiment, the buffer channels 11 on one side are provided in three, and the distance between adjacent buffer channels 11 is 5m.
[0039] It should be noted that the above two technical features can be provided at the same time, that is, the buffer assembly 1 includes multiple buffer channels 11, and the multiple buffer channels 11 are symmetrically arranged in pairs.
[0040] The buffer assembly 1 is arranged at the tunnel entrance 210 or the outlet 220 alone, which can slow down the micro air pressure wave. In some embodiments, as shown in Figure 2 the buffer assembly 1 is provided in two, and the two buffer assemblies 1 are respectively arranged near the tunnel entrance 210 and the outlet 220. By arranging the buffer assembly 1 at the entrance 210 and the outlet 220 of the tunnel 200, the buffer assembly 1 at the entrance 210 of the tunnel can reduce the wave front gradient of the initial compression wave, so that the amplitude of the air pressure wave transmitted to the outlet 220 area of the tunnel is reduced. Combined with the buffer assembly 1 at the outlet 220, the amplitude of the micro air pressure wave at the outlet 220 can be significantly reduced.
[0041] Preferably, in some embodiments, the height of the buffer channel 11 is the same as the height of the tunnel 200. Thus arranged, the buffer channel 11 facilitates the guiding of the air pressure wave across the entire cross-section of the tunnel 200.
[0042] The above merely describes the preferred embodiments of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims
1. A tunnel microbar wave mitigation structure, comprising: The buffer assembly is arranged near the entrance or exit of the tunnel, and comprises a buffer channel arranged on one side of the tunnel in the width direction, both ends of the buffer channel being communicated with the tunnel, and the angle between the entrance end of the buffer channel and the direction of train movement being an acute angle.
2. The tunnel microbar wave mitigation structure of claim 1, wherein, The buffer channel comprises a first channel section, a second channel section and a third channel section, the first channel section and the third channel section being communicated with the tunnel, and the first channel section and the third channel section being communicated through the second channel section, the second channel section being arranged in a curve.
3. The tunnel microbar wave mitigation structure of claim 2, wherein, The third channel section is arranged perpendicularly to the direction of train movement.
4. The tunnel microbar wave mitigation structure of claim 2, wherein, The diameters of the first channel section, the second channel section and the third channel section are the same.
5. The tunnel microbar wave mitigation structure of claim 4, wherein, The diameter of each channel section is greater than one third of the diameter of the tunnel.
6. The tunnel microbar wave mitigation structure of claim 1, wherein, Two buffer channels are arranged, and the two buffer channels are arranged on both sides of the tunnel in the width direction.
7. The tunnel microbar wave mitigation structure of claim 6, wherein, The two buffer channels are symmetrically arranged in the width direction of the tunnel.
8. The tunnel microbar wave mitigation structure of claim 1, wherein, A plurality of buffer channels are arranged, and the plurality of buffer channels are arranged at intervals in the length direction of the tunnel.
9. The tunnel microbar wave mitigation structure of claim 1, wherein, Two buffer assemblies are arranged, and the two buffer assemblies are arranged near the entrance and exit of the tunnel respectively.
10. The tunnel microbar wave mitigation structure of claim 1, wherein, The height of the buffer channel is the same as the height of the tunnel.