Tunnel microbarometric wave reducing device and reducing method

Abstract

To provide a tunnel microbarometric wave reducing device capable of adjusting a negative pressure state in a tunnel through cancelling positive pressure of a pressure wave generated when a train passes through the tunnel by sequentially opening electric doors upon entrance of the train into the tunnel because a plurality of single stage negative pressure spaces are arranged inside of a body of a mountain of the tunnel to suck air in the tunnel with negative pressure inside of the first stage negative pressure spaces to locally form a negative pressure area in the tunnel, and controlling time of opening of the electric door corresponding to a size of the pressure wave and a travel speed of the train to control pressure of the negative pressure in the tunnel.SOLUTION: A tunnel microbarometric wave reducing device includes a plurality of first stage negative pressure spaces arranged inside of a body of a mountain of a tunnel, sucking ports arranged in the first stage negative pressure spaces, and a negative pressure pump, wherein the plurality of first stage spaces are installed on both sides in the tunnel, respectively, an electric door is arranged in the sucking port, and the negative pressure pump is arranged in connection with the plurality of first stage negative spaces through a pile line.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to the technical field of simulation of tunnel segments, and more particularly to a device and method for reducing tunnel micro-pressure waves. [Background technology]

[0002] Micro-pressure waves are air disturbances that occur when trains or other vehicles pass through tunnels. Micro-pressure waves, which occur when trains pass through tunnels at high speeds, not only reduce passenger comfort but also harm the train and the surrounding environment.

[0003] Currently, the most commonly used and effective mitigation techniques are mainly achieved by modifying the structure of the tunnel or train, such as optimizing the train nose shape, installing buffer structures at the tunnel entrance, and installing ventilation shafts or cross passages within the tunnel. A notable feature of these techniques is that the overall buffering effect of micro-pressure waves is determined once the train and tunnel structure is determined. However, as train speeds change, it is difficult to flexibly adjust the existing structure, and therefore there are many cases where the existing structure's effectiveness in reducing micro-pressure waves is insufficient or excessive.

[0004] In view of this, the prior art still needs improvement and development. Summary of the Invention [Problem to be solved by the invention]

[0005] In view of the above-mentioned drawbacks of the prior art, the object of the present invention is to provide a tunnel micro-pressure wave reduction device and method to solve the problem that the conventional micro-pressure wave reduction structures are fixed and therefore difficult to adjust according to changes in train speed, resulting in insufficient or excessive micro-pressure wave reduction effects. [Means for solving the problem]

[0006] The technical solutions adopted by the present invention to solve the technical problems are as follows:

[0007] A tunnel micro-pressure wave reduction device including a tunnel, A plurality of first-stage negative pressure chambers provided at intervals inside the tunnel mountain body, the plurality of first-stage negative pressure chambers being provided on both sides of the tunnel, an air intake provided in the first-stage negative pressure chamber, communicating the first-stage negative pressure chamber with the tunnel, and having an electrically operated door; A tunnel micro-pressure wave reduction device including: a negative pressure pump provided outside the tunnel and communicating with the plurality of first-stage negative pressure chambers via a pipeline.

[0008] Furthermore, the adjacent first-stage negative pressure chambers communicate with each other, and a second-stage negative pressure chamber is provided outside the tunnel, and the second-stage negative pressure chamber is provided between the first-stage negative pressure chamber and the negative pressure pump.

[0009] Furthermore, a solenoid valve is provided in a pipeline that communicates the second-stage negative pressure chamber with the first-stage negative pressure chamber, and a solenoid valve is provided in a pipeline that communicates the second-stage negative pressure chamber with the negative pressure pump.

[0010] Furthermore, the first-stage negative pressure chamber is provided inside the mountain body of the tunnel, and the air intake is provided in the first-stage negative pressure chamber and fitted into the side wall of the mountain body of the tunnel, connecting the first-stage negative pressure chamber and the tunnel.

[0011] Furthermore, the first-stage negative pressure chamber is a chamber surrounded by a plurality of sealing plates, and the first-stage negative pressure chamber is provided on the ground of the tunnel.

[0012] Furthermore, the first-stage negative pressure chamber is provided on the ground within the tunnel by bolts.

[0013] Furthermore, a first-stage filter screen is provided at the intake port of the first-stage negative pressure chamber.

[0014] Furthermore, a filter valve is provided in the pipeline that connects the second-stage negative pressure chamber and the first-stage negative pressure chamber.

[0015] Furthermore, a train-ground communication module is provided within the tunnel to acquire train position information.

[0016] A tunnel micro-pressure wave reduction method based on the tunnel micro-pressure wave reduction device, A step of providing a plurality of first-stage negative pressure chambers at intervals within the tunnel mountain body, and connecting each first-stage negative pressure chamber to a negative pressure pump outside the tunnel; activating a negative pressure pump to generate a negative pressure in the first-stage negative pressure chamber; obtaining real-time train position and running speed by a train-ground communication module installed in the tunnel; When a train enters a tunnel, an electrically operated door in the first stage negative pressure chamber is opened, and the air in the tunnel is sucked in by the negative pressure in the first stage negative pressure chamber, thereby forming a localized negative pressure area in the tunnel. [Effects of the Invention]

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0018] In the present invention, a plurality of first-stage negative pressure chambers are provided at intervals inside the tunnel body, and the plurality of first-stage negative pressure chambers are respectively arranged symmetrically on both sides of the tunnel, and the first-stage negative pressure chambers are provided with air intakes that connect the first-stage negative pressure chambers to the tunnel, and the air intakes are provided with electric opening and closing doors for opening and closing the air intakes. A negative pressure pump is further provided outside the tunnel, and the negative pressure pump is connected to the plurality of first-stage negative pressure chambers via pipelines, so that the negative pressure pump can suck in air from the first-stage negative pressure chambers to create negative pressure. By providing multiple single-stage negative pressure chambers inside the tunnel, when a train enters the tunnel, the electrically operated doors open sequentially, the air intake opens, and the negative pressure in the single-stage negative pressure chambers draws in the air inside the tunnel, creating a localized negative pressure area inside the tunnel. This offsets the positive pressure of the pressure wave generated when the train passes through the tunnel, and the opening time of the electrically operated doors is controlled by the magnitude of the pressure wave and the train's speed, thereby controlling the magnitude of the negative pressure inside the tunnel and making it possible to adjust the negative pressure state inside the tunnel. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a schematic diagram of the overall structure of the present invention. [Figure 2] 3 is a flowchart of a micro-pressure wave reduction method according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0020] In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be described in more detail below by way of examples with reference to the drawings. It should be understood that the specific examples described herein are for illustrative purposes only and are not intended to limit the present invention.

[0021] In describing the present invention, the orientations or positional relationships indicated by terms such as "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer" are based on the orientations or positional relationships shown in the drawings. These are intended to facilitate and simplify the description of the present invention, and do not imply or indicate that the devices or elements shown must have a particular orientation, be configured, or operate in a particular orientation, and should not be understood as limiting the present invention. Furthermore, the terms "first" and "second" are for descriptive purposes only and should not be understood to indicate or imply relative importance or the number of technical features shown. Thus, a feature qualified by "first" or "second" may explicitly or implicitly include one or more of that feature. In describing the present invention, unless otherwise specified, "plurality" means two or more than two.

[0022] In the description of the present invention, unless otherwise expressly specified, the terms "attached," "coupled," and "connected" should be understood in a broad sense, and may refer to, for example, a fixed connection, a detachable connection, or an integral connection. They may also refer to a mechanical connection or an electrical connection. Furthermore, they may be directly connected, indirectly connected via an intermediate medium, or internal communication between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art depending on the actual situation.

[0023] In view of the shortcomings of the prior art, this embodiment provides a tunnel micro-pressure wave reduction device and reduction method, and specifically, see below.

[0024] As shown in Figure 1, the tunnel micro-pressure wave reduction device includes a tunnel 1, a plurality of first-stage negative pressure chambers 2, an air intake port, and a negative pressure pump 5. A plurality of first-stage negative pressure chambers 2 are spaced apart within the tunnel 1, and the plurality of first-stage negative pressure chambers 2 are symmetrically arranged on both sides of the tunnel 1. The interiors of the first-stage negative pressure chambers 2 are under negative pressure. An air intake port is provided in the first-stage negative pressure chambers 2, connecting the first-stage negative pressure chambers 2 to the tunnel 1. An electric door is provided at the air intake port for opening and closing the air intake port. A negative pressure pump 5 is further provided outside the tunnel 1. The negative pressure pump 5 is a conventional technology. The negative pressure pump 5 is connected to the plurality of first-stage negative pressure chambers 2 via a pipeline, thereby drawing air from the interiors of the first-stage negative pressure chambers 2 to create negative pressure. By providing multiple first-stage negative pressure chambers 2 inside the mountain body of tunnel 1, when a train enters tunnel 1, the electrically operated doors open and the air intake is opened, and the air inside tunnel 1 is sucked in by the negative pressure inside the first-stage negative pressure chambers 2, forming a localized negative pressure area inside tunnel 1, which offsets the positive pressure of the pressure wave generated when the train passes through tunnel 1 and also reduces the effects of micro-pressure waves caused by the train passing through the tunnel. In addition, the opening time of the electrically operated doors is controlled according to the magnitude of the pressure wave and the train's traveling speed, and by controlling the magnitude of the negative pressure inside tunnel 1, the negative pressure state inside tunnel 1 can be adjusted.

[0025] Specifically, a train-ground communication module is installed inside tunnel 1 to acquire real-time train position and speed information and transmit it to a computer inside tunnel 1. When a train approaches tunnel 1, the train-ground communication module acquires the train's real-time position and speed and transmits it to the computer. The computer then calculates and determines the train's position and speed, and sends an opening / closing signal to the electric doors of each first-stage vacuum chamber 2 inside tunnel 1. The electric doors open sequentially, sucking in air from within tunnel 1 and creating multiple localized negative pressure areas within tunnel 1. These localized negative pressure areas offset the positive pressure of pressure waves generated when the train passes through tunnel 1, thereby reducing micro-pressure waves. After the train completely exits tunnel 1, the electric doors automatically close, and the vacuum pump 5 is automatically activated to suck in air from each first-stage vacuum chamber 2 and recreate negative pressure within each first-stage vacuum chamber 2 for the next micro-pressure wave reduction.

[0026] Furthermore, when activated, the first-stage negative pressure chamber 2 can quickly suck in the air inside the tunnel 1, creating a negative pressure state in the area near the first-stage negative pressure chamber 2 inside the tunnel 1. By providing the first-stage negative pressure chamber 2, the positive pressure of the pressure wave caused by the train passing through the tunnel can be quickly offset, and the effects of micro-pressure waves can be further reduced.

[0027] Furthermore, if the negative pressure in the first-stage negative pressure chamber 2 is insufficient, the negative pressure pump 5 is automatically started to continuously suck in the air inside the first-stage negative pressure chamber 2, so that the first-stage negative pressure chamber 2 continuously sucks in the air inside the tunnel 1, thereby achieving the effect of reducing micro-pressure waves.

[0028] In one embodiment of the present application, the adjacent first-stage negative pressure chambers 2 communicate with each other to facilitate the negative pressure pump 5 suctioning and creating negative pressure in the first-stage negative pressure chambers 2. Furthermore, a second-stage negative pressure chamber 4 is provided outside the tunnel 1, and the second-stage negative pressure chamber 4 is larger than the first-stage negative pressure chamber 2, and the internal space and magnitude of the negative pressure in the second-stage negative pressure chamber 4 may be set according to the number of first-stage negative pressure chambers 2 communicating therewith. Each second-stage negative pressure chamber 4 is connected to the first-stage negative pressure chamber 2 via a pipeline, and a solenoid valve 3 is provided in the pipeline between the second-stage negative pressure chamber 4 and the first-stage negative pressure chamber 2, and a solenoid valve 3 is provided in the pipeline between the second-stage negative pressure chamber 4 and the negative pressure pump 5, and the second-stage negative pressure chamber 4 is provided between the first-stage negative pressure chamber 2 and the negative pressure pump 5, and the suction end of the negative pressure pump 5 is connected to the second-stage negative pressure chamber 4 and the other end of the second-stage negative pressure chamber 4 is connected to multiple first-stage negative pressure chambers 2, thereby connecting the first-stage negative pressure chamber 2, the second-stage negative pressure chamber 4 and the negative pressure pump 5 in series.

[0029] Specifically, the second-stage negative pressure chamber 4 is used to quickly replenish the negative pressure in the first-stage negative pressure chamber 2. When the train is traveling at a relatively high speed, the pressure waves caused by the train are relatively large, and the negative pressure created by the first-stage negative pressure chamber 2 sucking in the air inside the tunnel 1 does not cancel out the positive pressure of the pressure wave generated when the train passes through the tunnel 1. In this case, the solenoid valve 3 located between the second-stage negative pressure chamber 4 and the plurality of first-stage negative pressure chambers 2 opens, connecting the second-stage negative pressure chamber 4 with the plurality of first-stage negative pressure chambers 2, and both the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4 suck in the air inside the tunnel 1, so that the negative pressure inside the tunnel 1 matches the positive pressure of the pressure wave generated when the train passes through the tunnel 1, and they cancel each other out.

[0030] In the initial state, there is no negative pressure in either the second-stage negative pressure chamber 4 or the first-stage negative pressure chamber 2, so the negative pressure pump 5 is started, the two solenoid valves 3 open, and the air in both the second-stage negative pressure chamber 4 and the first-stage negative pressure chamber 2 is sucked in, creating negative pressure. When there is no negative pressure in the first-stage negative pressure chamber 2 but there is sufficient negative pressure in the second-stage negative pressure chamber 4, the solenoid valve 3 located between the second-stage negative pressure chamber 4 and the first-stage negative pressure chamber 2 opens, allowing the second-stage negative pressure chamber 4 to replenish the negative pressure in the first-stage negative pressure chamber 2.

[0031] In this embodiment, a plurality of two-stage negative pressure chambers 4 are provided outside the tunnel 1, and in order to facilitate rapid replenishment of the negative pressure in the first-stage negative pressure chamber 2, the plurality of second-stage negative pressure chambers 4 are each connected to a plurality of first-stage negative pressure chambers 2. The provision of a plurality of second-stage negative pressure chambers 4 is also made in consideration of the fact that one second-stage negative pressure chamber 4 is insufficient to supply an appropriate negative pressure to a plurality of first-stage negative pressure chambers 2.

[0032] In this embodiment, the second-stage negative pressure chamber 4 is connected to a negative pressure pump 5 located outside the tunnel 1 via a pipeline, and an electromagnetic valve 3 is provided in the connected pipeline. The negative pressure pump 5 sucks air from the second-stage negative pressure chamber 4 to create a negative pressure state inside the second-stage negative pressure chamber 4.

[0033] In one embodiment of the present application, the first-stage negative pressure chamber 2 is provided inside the mountain body of the tunnel 1, that is, a groove is opened inside the mountain body of the tunnel 1 so that the first-stage negative pressure chamber 2 is located inside the mountain body of the tunnel 1, thereby reducing the area that the first-stage negative pressure chamber 2 occupies inside the tunnel 1 and reducing the impact of pressure waves generated when a train passes through the tunnel on the first-stage negative pressure chamber 2. The air intake of the first-stage negative pressure chamber 2 is used to communicate the first-stage negative pressure chamber 2 with the tunnel 1, and an electric opening and closing door at the air intake is fitted into the side wall surface of the tunnel 1 and can be slid along the side wall surface of the tunnel 1 to open and close the air intake.

[0034] In this embodiment, the first-stage negative pressure chambers 2 on both sides of the tunnel 1 are symmetrical to each other, and the air intakes of the two symmetrical first-stage negative pressure chambers 2 also correspond to each other and face the center of the tunnel 1, thereby drawing in air from the tunnel 1. The first-stage negative pressure chamber 2 inside the tunnel 1 is connected to the second-stage negative pressure chamber 4 on the outside via a pipeline inside the tunnel or a pipeline installed inside the tunnel 1, allowing the second-stage negative pressure chamber 4 to quickly replenish negative pressure in the first-stage negative pressure chamber 2.

[0035] In one embodiment of the present application, the first-stage negative pressure chamber 2 is a chamber surrounded by multiple sealing plates, and is located on the ground of the tunnel 1. Platforms are provided on both sides of the tunnel 1, and the multiple first-stage negative pressure chambers 2 are each provided at intervals on the platforms on both sides of the tunnel 1, thereby making it easier to fix the first-stage negative pressure chambers 2. In this case, the air inlet of the first-stage negative pressure chamber 2 is provided facing upward, and may also face toward the center of the tunnel 1. If the volume of the first-stage negative pressure chamber 2 is relatively large and the distance between the top wall of the first-stage negative pressure chamber 2 and the top wall of the tunnel 1 is relatively short, the air inlet may be located on one side of the first-stage negative pressure chamber 2 to easily draw air into the tunnel 1 through the first-stage negative pressure chamber 2. This avoids the air inlet on the top wall of the first-stage negative pressure chamber 2 being too close to the top wall of the tunnel 1, which would affect the air suction speed of the first-stage negative pressure chamber 2 and the effect of reducing micro-pressure waves.

[0036] In this embodiment, a fixed connection member is provided at the bottom of the first-stage negative pressure chamber 2, and the fixed connection member is attached to the ground of the tunnel 1 with a bolt, thereby fixing the first-stage negative pressure chamber 2 and preventing the pressure waves generated when a train passes through the tunnel from affecting the first-stage negative pressure chamber 2.

[0037] In one embodiment of the present application, a first-stage filtration screen is provided at the air intake port of the first-stage negative pressure chamber 2, and the first-stage filtration screen is provided on the side of the electrically operated door that is close to the inside of the first-stage negative pressure chamber 2. The first-stage filtration screen filters out foreign matter in the tunnel 1, thereby preventing foreign matter from entering the first-stage negative pressure chamber 2 and clogging the pipeline connecting the first-stage negative pressure chamber 2 with the negative pressure pump 5 or the second-stage negative pressure chamber 4, which would prevent the door from being used for two-way travel.

[0038] In this embodiment, a filter valve is provided in the passage between the second-stage negative pressure chamber 4 and the first-stage negative pressure chamber 2. The filter valve is a conventional technology and may also be called a filter. The filter valve is used to filter out fine foreign matter and has higher filtering accuracy than a single-stage filter screen, preventing fine foreign matter from entering the negative pressure pump 5.

[0039] In this embodiment, the train-ground communication module transmits real-time train position and speed information to a computer installed in tunnel 1. The computer's processing system determines whether the negative pressure in first-stage negative pressure chamber 2 is sufficient to reduce the tunnel effect caused by the train's speed. If it is determined to be sufficient, the electric door of first-stage negative pressure chamber 2 instantly opens the moment the train enters tunnel 1, creating a relatively low-pressure area in tunnel 1. When pressure waves generated by the train passing through tunnel 1 pass through this area, a portion of the positive pressure of the pressure wave is offset by the negative pressure in this area, thereby reducing micro-pressure waves in tunnel 1. If it is determined to be insufficient, solenoid valve 3, located between first-stage negative pressure chamber 2 and second-stage negative pressure chamber 4, opens, allowing second-stage negative pressure chamber 4 to quickly replenish the insufficient negative pressure in first-stage negative pressure chamber 2. When the negative pressure in first-stage negative pressure chamber 2 meets the determination condition, solenoid valve 3 closes.

[0040] In this embodiment, the electrically operated door includes a cylinder and a stopper, the cylinder is installed inside the first-stage negative pressure chamber 2, the extension direction of the cylinder is parallel to the air intake port, the stopper is slidably installed at the position of the air intake port of the first-stage negative pressure chamber 2, and one side of the stopper is connected to the extension shaft of the cylinder, and the stopper opens and closes the air intake port through the extension and contraction of the cylinder.

[0041] Principle of operation

[0042] In the initial state, there is no negative pressure in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4. When the system is started, the corresponding pressure sensors feed back the pressure status in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4 to the computer in the tunnel 1. The computer then sends a signal to start the negative pressure pump 5 and open all the solenoid valves 3. The negative pressure pump 5 then sucks in the air in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4, gradually building up a predetermined negative pressure in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4. When the negative pressure in the first-stage negative pressure chamber 2 or the second-stage negative pressure chamber 4 reaches a preset pressure, the corresponding solenoid valve 3 automatically closes, the negative pressure pump 5 also stops, and the system as a whole enters a standby state (in standby state, the negative pressure in the second-stage negative pressure chamber 4 is made lower than that of the first-stage negative pressure chamber 2 to quickly replenish the insufficient negative pressure in the first-stage negative pressure chamber 2). When a train is about to enter tunnel 1, the entire system enters a standby state, and the train-ground communication module acquires the train's real-time position and traveling speed and transmits them to the computer equipment in the tunnel. Based on the speed, the system determines whether the pressure in the first-stage negative pressure chamber 2 is sufficient to reduce the tunnel effect caused by the train's traveling speed. If it is determined to be sufficient, the electric door in the first-stage negative pressure chamber 2 opens immediately at the moment the train enters tunnel 1, creating a relatively low-pressure area in tunnel 1. When the pressure wave generated when the train passes through tunnel 1 passes through this area, part of the positive pressure of the pressure wave is offset by the negative pressure in this area, thereby reducing the micro-pressure waves in tunnel 1. If it is determined that the negative pressure is insufficient, solenoid valve 3 located between first-stage negative pressure chamber 2 and second-stage negative pressure chamber 4 opens, and second-stage negative pressure chamber 4 quickly replenishes the insufficient negative pressure in first-stage negative pressure chamber 2. When the negative pressure in first-stage negative pressure chamber 2 meets the determination condition, solenoid valve 3 closes, and first-stage negative pressure chamber 2 repeats the above steps. When first-stage negative pressure chamber 2 has released all of its internal negative pressure, the electric door of first-stage negative pressure chamber 2 automatically closes. At the same time, solenoid valve 3 located between first-stage negative pressure chamber 2 and second-stage negative pressure chamber 4 opens, and second-stage negative pressure chamber 4 quickly replenishes the negative pressure in first-stage negative pressure chamber 2 up to the rated pressure, after which it waits until the next operation. When the negative pressure in first-stage negative pressure chamber 2 reaches the rated pressure, solenoid valve 3 automatically closes.When the negative pressure in the second-stage negative pressure chamber 4 is consumed to a certain extent, the solenoid valve 3 between the negative pressure pump 5 and the second-stage negative pressure chamber 4 opens, and at the same time, the negative pressure pump 5 is also started to replenish the negative pressure in the second-stage negative pressure chamber 4, and when the negative pressure in the second-stage negative pressure chamber 4 reaches the rated negative pressure, the solenoid valve 3 and the negative pressure pump 5 are automatically closed.

[0043] As shown in FIG. 2, the present application further provides a tunnel micro-pressure wave reduction method, including the following steps S100 to S400.

[0044] Step S100: A plurality of first-stage negative pressure chambers are provided at intervals within the tunnel, and each of the first-stage negative pressure chambers is connected to a negative pressure pump outside the tunnel.

[0045] A plurality of first-stage negative pressure chambers 2 are provided at intervals on both sides of the tunnel 1, and the plurality of first-stage negative pressure chambers 2 are connected to each other and each of the first-stage negative pressure chambers 2 is connected to a negative pressure pump 5 outside the tunnel 1. In addition, a second-stage negative pressure chamber 4 is further provided outside the tunnel 1, and the second-stage negative pressure chamber 4 is connected to the first-stage negative pressure chamber 2.

[0046] Step S200: The negative pressure pump is started to generate negative pressure in the first-stage negative pressure chamber.

[0047] In the initial state, there is no negative pressure in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4. At the moment the system is started, the corresponding pressure sensors feed back the pressure conditions in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4 to the computer equipment, and then the computer equipment sends a signal to start the negative pressure pump 5 to open all the solenoid valves 3, causing the negative pressure pump 5 to suck in the air in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4, so that a predetermined negative pressure is gradually formed in the first-stage negative pressure chamber 2 and the second-stage negative pressure chamber 4.

[0048] Step S300: The train's location and running speed are acquired by a train-ground communication module installed inside the tunnel.

[0049] Regarding the train-ground communication module in the tunnel, the train-ground communication module is a conventional technology and is connected to a computer installed in the tunnel 1. The train-ground communication module acquires information on the train's position and running speed and transmits it to the computer equipment. The computer equipment then calculates and judges, and sends opening and closing signals to each solenoid valve 3 and each electric opening and closing door. Then, each solenoid valve 3 is opened at the appropriate time to replenish negative pressure in the first-stage negative pressure chamber 2, and the air intake of the first-stage negative pressure chamber 2 is also opened at the appropriate time to reduce the pressure waves generated when the train passes through the tunnel.

[0050] Step S400: When the train enters the tunnel, the electrically operated door of the first-stage negative pressure chamber is opened, and the air in the tunnel is sucked in by the negative pressure in the first-stage negative pressure chamber, thereby creating a negative pressure in the tunnel.

[0051] When the train reaches the area corresponding to tunnel 1, the electrically operated door of the first stage negative pressure chamber 2 opens instantly, and the air in tunnel 1 is sucked in by the negative pressure in the first stage negative pressure chamber 2, creating an area of ​​relatively low pressure in tunnel 1. When the pressure wave generated when the train passes through tunnel 1 passes through this area, part of the positive pressure of the pressure wave is offset by the negative pressure in the area, thereby reducing the micro-pressure waves in tunnel 1.

[0052] Those skilled in the art will be able to readily devise other embodiments of the present invention by considering this specification and practicing the solutions disclosed herein. The present invention is intended to cover any variations, uses, or adaptations of the present invention, which variations, uses, or adaptations conform to the general principles of the present invention and include common knowledge or customary techniques known in the art that are not disclosed in the solutions. The specification and examples are considered to be exemplary only, with the true scope and spirit of the invention being indicated by the following claims. [Explanation of symbols]

[0053] 1. Tunnel 2. First-stage negative pressure chamber 3. Solenoid valve 4. Two-stage negative pressure chamber 5. Negative pressure pump

Claims

1. A tunnel micro-pressure wave reduction device including a tunnel, the tunnel micro-pressure wave reduction device comprising: a plurality of first-stage negative pressure chambers provided at intervals inside the tunnel, the first-stage negative pressure chambers being provided on both sides of the tunnel, and capable of quickly sucking air from inside the tunnel when activated; an air intake provided in the first-stage negative pressure chamber, communicating the first-stage negative pressure chamber with the tunnel, and having an electrically operated door; a negative pressure pump provided outside the tunnel and communicating with the plurality of first-stage negative pressure chambers via a pipeline; A tunnel micro-pressure wave reduction device characterized in that the adjacent first-stage negative pressure chambers are connected to each other, a second-stage negative pressure chamber is provided outside the tunnel, the second-stage negative pressure chamber is provided between the first-stage negative pressure chamber and the negative pressure pump, and the second-stage negative pressure chamber is used to quickly replenish the negative pressure in the first-stage negative pressure chamber.

2. 2. A tunnel micro-pressure wave reduction device as described in claim 1, characterized in that an electromagnetic valve is provided in a pipeline connecting the second-stage negative pressure chamber and the first-stage negative pressure chamber, and an electromagnetic valve is provided in a pipeline connecting the second-stage negative pressure chamber and the negative pressure pump.

3. 2. A tunnel micro-pressure wave reduction device as described in claim 1, characterized in that the first-stage negative pressure chamber is provided inside the mountain body of the tunnel, and the air intake is provided in the first-stage negative pressure chamber and fitted into the side wall of the mountain body of the tunnel, connecting the first-stage negative pressure chamber and the tunnel.

4. 2. The tunnel micro-pressure wave reducing device according to claim 1, wherein a first-stage filtration screen is provided at the intake port of the first-stage negative pressure chamber.

5. 2. The tunnel micro-pressure wave reducing device according to claim 1, wherein a filter valve is provided in a pipeline connecting the second-stage negative pressure chamber and the first-stage negative pressure chamber.

6. 2. The tunnel micro-pressure wave reducing device according to claim 1, wherein a train-ground communication module for acquiring train position information is provided inside the tunnel.

7. A tunnel micro-pressure wave reduction method based on the tunnel micro-pressure wave reduction device according to any one of claims 1 to 6, a step of providing a plurality of first-stage negative pressure chambers at intervals within the tunnel mountain body, and connecting each first-stage negative pressure chamber to a negative pressure pump outside the tunnel; activating a negative pressure pump to generate a negative pressure in the first-stage negative pressure chamber; obtaining real-time train position and running speed by a train-ground communication module installed in the tunnel; When a train enters a tunnel, the electrically operated doors in the first stage negative pressure chamber are opened in sequence, and the air in the tunnel is sucked in by the negative pressure in the first stage negative pressure chamber, thereby forming a localized negative pressure area in the tunnel.

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