CN111852500A - Transverse channel design method for magnetic suspension railway tunnel with speed per hour of more than 600km - Google Patents

Transverse channel design method for magnetic suspension railway tunnel with speed per hour of more than 600km Download PDF

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CN111852500A
CN111852500A CN202010630522.5A CN202010630522A CN111852500A CN 111852500 A CN111852500 A CN 111852500A CN 202010630522 A CN202010630522 A CN 202010630522A CN 111852500 A CN111852500 A CN 111852500A
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transverse channel
tunnel
magnetic suspension
coefficient
dimensionless
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CN111852500B (en
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张雷
王田天
杨明智
陆意斌
钱博森
伍钒
周丹
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Central South University
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    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21D—SHAFTS; TUNNELS; GALLERIES; LARGE UNDERGROUND CHAMBERS
    • E21D9/00—Tunnels or galleries, with or without linings; Methods or apparatus for making thereof; Layout of tunnels or galleries
    • E21D9/14—Layout of tunnels or galleries; Constructional features of tunnels or galleries, not otherwise provided for, e.g. portals, day-light attenuation at tunnel openings
    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
    • E21F11/00—Rescue devices or other safety devices, e.g. safety chambers or escape ways
    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
    • E21F17/00—Methods or devices for use in mines or tunnels, not covered elsewhere
    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
    • E21F17/00—Methods or devices for use in mines or tunnels, not covered elsewhere
    • E21F17/18—Special adaptations of signalling or alarm devices

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  • Mining & Mineral Resources (AREA)
  • Life Sciences & Earth Sciences (AREA)
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  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Abstract

The invention discloses a method for designing a transverse channel of a magnetic suspension railway tunnel with the speed per hour of more than 600km, which comprises the following steps: obtaining the relation between the dimensionless length coefficient of the transverse channel and the maximum peak value of the surface pressure of the train through numerical simulation, and determining the dimensionless length coefficient of the transverse channel according to the relation between the dimensionless length coefficient of the transverse channel and the lateral force of the whole train; obtaining the relation between the dimensionless distance coefficient of the transverse channel from the tunnel portal and the maximum peak value of the train surface pressure based on the dimensionless length coefficient of the better transverse channel, and determining the dimensionless distance coefficient of the better transverse channel from the tunnel portal; and obtaining the relation between the non-dimensional sectional area coefficient of the transverse channel and the maximum peak value of the train surface pressure through numerical simulation based on the non-dimensional length coefficient of the better transverse channel and the non-dimensional distance coefficient of the better transverse channel from the tunnel portal, and determining the sectional area of the better transverse channel. The design method of the transverse channel can effectively relieve the pressure fluctuation in the magnetic suspension railway tunnel with the speed per hour of more than 600 km.

Description

Transverse channel design method for magnetic suspension railway tunnel with speed per hour of more than 600km
Technical Field
The invention relates to the technical field of magnetic suspension railway tunnel engineering, in particular to a method for designing a transverse channel of a magnetic suspension railway tunnel with a speed per hour of more than 600 km.
Background
For the construction of single track railway tunnels, in order to meet the rescue needs under construction and emergency situations, a transverse channel is often adopted to communicate two tunnels. At present, domestic and foreign researches mainly focus on the design of transverse channels of ordinary high-speed railway tunnels with the speed per hour not exceeding 350km (Mach number is less than 0.3), and research results show that the reasonable setting of transverse channel parameters can effectively relieve pressure fluctuation in the tunnels.
For a magnetic suspension train with the speed per hour of 600km + and the Mach number of the magnetic suspension train reaching 0.49, the Mach number is between compressible flow and transonic flow, the flow property inside the magnetic suspension train can be fundamentally changed when the magnetic suspension train passes through a tunnel, and the pressure change is more violent and complex than that in a common high-speed railway tunnel, so that the conventional design method for the transverse channel of the common high-speed railway tunnel is difficult to be reapplied.
Therefore, a method for designing a transverse channel for a magnetic suspension railway tunnel with a speed per hour of more than 600km is needed.
Disclosure of Invention
The invention mainly aims to provide a transverse channel design method of a magnetic suspension railway tunnel with the speed per hour of more than 600km, so as to solve the problem that the existing transverse channel design method cannot effectively relieve the pressure fluctuation in the magnetic suspension railway tunnel with the speed per hour of more than 600 km.
In order to achieve the aim, the invention provides a transverse channel design method of a magnetic suspension railway tunnel with the speed per hour of more than 600km, which comprises the following steps:
obtaining a relational expression of a dimensionless length coefficient of a transverse channel at a certain time speed and a maximum peak-to-peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through the tunnel and a relational expression of the dimensionless length coefficient of the transverse channel at the time speed and the lateral force of the whole magnetic suspension train when the transverse channel passes through the tunnel through numerical simulation calculation, thereby determining a superior dimensionless length coefficient of the transverse channel when the maximum peak-to-peak value of the surface pressure of the magnetic suspension train and the lateral force of the whole magnetic suspension train are both small;
based on the dimensionless length coefficient of the better transverse channel, obtaining a relational expression of the dimensionless distance coefficient of the transverse channel from the tunnel entrance at the speed and the maximum peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through the tunnel through numerical simulation calculation, thereby determining the dimensionless distance coefficient of the better transverse channel from the tunnel entrance;
obtaining a relational expression of the dimensionless sectional area coefficient of the transverse channel at the speed and the maximum peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through the tunnel by numerical simulation calculation based on the dimensionless length coefficient of the better transverse channel and the dimensionless distance coefficient of the better transverse channel from the tunnel entrance, thereby determining the sectional area of the better transverse channel;
Wherein, the dimensionless length coefficient refers to the ratio of the length of the transverse channel to the length of the magnetic suspension train passing through the magnetic suspension railway tunnel; the dimensionless distance coefficient refers to the ratio of the distance between a cross channel and a tunnel entrance of the magnetic suspension railway tunnel to the length of the magnetic suspension railway tunnel; the dimensionless sectional area coefficient refers to the ratio of the sectional area of the transverse channel to the sectional area of a single line tunnel in the magnetic levitation railway tunnel.
Further, the dimensionless length coefficient of the transverse passage and the maximum peak-to-peak value of the pressure on the surface of the magnetic suspension train when passing through the tunnel are expressed as follows:
ΔP＝ax1+b；
the dimensionless length coefficient of the transverse passage and the lateral force of the whole magnetic suspension train passing through the tunnel have the following relation:
Fy＝cx1 2-dx1+e；
wherein, the delta P is the maximum peak value of the surface pressure of the magnetic suspension train when the magnetic suspension train passes through the tunnel; x is the number of1Dimensionless length factor for transverse channels；FyThe lateral force of the whole magnetic suspension train is the lateral force of the whole magnetic suspension train when the whole magnetic suspension train passes through the tunnel; a. b, c, d, e are coefficients determined by numerical simulation.
Further, the dimensionless distance coefficient between the transverse channel and the tunnel entrance and the maximum peak-to-peak value of the surface pressure of the magnetic suspension train when passing through the tunnel are in the following relation:
ΔP＝fx2 2-gx2+h；
wherein x is2The non-dimensional distance coefficient between the cross channel and the tunnel portal is taken as the coefficient; f. g, h are coefficients determined by numerical simulation.
Further, the non-dimensional sectional area coefficient of the transverse passage and the maximum peak-to-peak value of the surface pressure of the magnetic suspension train when the transverse passage passes through the tunnel have the following relations:
ΔP＝ix3 2-jx3+k；
wherein x is3Is a non-dimensional sectional area coefficient of the transverse channel; i. j, k are coefficients determined by numerical simulation.
By applying the technical scheme of the invention, the relation between the maximum peak value of the surface pressure of the magnetic suspension train and the dimensionless length coefficient of the transverse channel when the magnetic suspension train passes through the tunnel and the relation between the whole train lateral force of the magnetic suspension train and the dimensionless length coefficient of the transverse channel are comprehensively considered, and the preferable dimensionless length coefficient of the transverse channel is determined; on the basis of the superior dimensionless length coefficient of the transverse channel, considering the relationship between the maximum peak value of the surface pressure of the magnetic suspension train and the dimensionless distance coefficient between the transverse channel and the tunnel portal, and determining the dimensionless distance coefficient between the superior transverse channel and the tunnel portal; then, on the basis, the relation between the maximum peak value of the surface pressure of the magnetic suspension train and the dimensionless sectional area coefficient of the transverse channel is considered, and the optimal transverse channel sectional area is determined, so that the parameters of the transverse channel are determined. The design method of the transverse channel can effectively relieve the pressure fluctuation in the tunnel when a train passes through the transverse channel of the magnetic suspension railway tunnel with the speed per hour of more than 600km while ensuring the transverse channel of the magnetic suspension railway tunnel to play the emergency rescue role, and has important significance for guiding the construction of the transverse channel of the magnetic suspension railway tunnel with the speed per hour of more than 600 km.
The present invention will be described in further detail below with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
fig. 1 is a perspective view of a magnetic levitation railway tunnel.
Fig. 2 is a plan view of a magnetic levitation railway tunnel.
Fig. 3 is a sectional view of a single hole of a magnetic levitation railway tunnel.
Fig. 4 is a cross-sectional view of a transverse passage in a magnetic levitation railway tunnel.
FIG. 5 is a plot of maximum peak-to-peak train surface pressure as a function of coefficient of dimensionless length of the cross-track.
FIG. 6 is a graph of the overall maximum lateral force of the train as a function of the coefficient of the dimensionless length of the cross-track.
FIG. 7 is a plot of the maximum peak-to-peak train surface pressure as a function of the coefficient of dimensionless distance of the cross-channels from the tunnel portal.
FIG. 8 is a plot of the maximum peak-to-peak train surface pressure as a function of the coefficient of dimensionless cross-sectional area of the cross-track.
Wherein the figures include the following reference numerals:
1. a first tunnel; 2. a second tunnel; 3. a transverse channel; 4. a tunnel portal.
Detailed Description
In order to facilitate an understanding of the invention, the invention will be described more fully and in detail below with reference to the accompanying drawings and preferred embodiments, but the scope of the invention is not limited to the specific embodiments below. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
The invention discloses a method for designing a transverse channel of a magnetic suspension railway tunnel with a speed per hour of more than 600 km. The structure of the magnetic levitation railway tunnel is shown in fig. 1 to 4, and as can be seen from the figure, the magnetic levitation railway tunnel comprises a first tunnel 1 and a second tunnel 2, a transverse channel 3 is arranged between the first tunnel 1 and the second tunnel 2, and the transverse channel 3 connects the first tunnel 1 and the second tunnel 2.
The invention relates to a method for designing a transverse channel of a magnetic suspension railway tunnel with a speed per hour of more than 600km, which takes the magnetic suspension railway tunnel with the speed per hour of 600km as an example and comprises the following steps:
step S1: through numerical simulation calculation, a relational expression of a dimensionless length coefficient of a transverse channel 3 when the speed is 600km per hour and a maximum peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through a tunnel and a relational expression of the dimensionless length coefficient of the transverse channel 3 when the speed is 600km per hour and the lateral force of the whole magnetic suspension train when the transverse channel passes through the tunnel are obtained, so that the dimensionless length coefficient of the transverse channel 3 when the surface pressure of the magnetic suspension train is maximum peak value when the speed is 600km per hour and the lateral force of the whole magnetic suspension train are smaller is determined;
Step S2: based on the above-mentioned dimensionless length coefficient of the better transverse channel, obtaining a relational expression of the dimensionless distance coefficient of the transverse channel 3 from the tunnel portal 4 and the maximum peak value of the surface pressure of the magnetic suspension train at the speed of 600km and determining the dimensionless distance coefficient of the better transverse channel 3 from the tunnel portal 4 through numerical simulation calculation;
step S3: based on the dimensionless length coefficient of the better transverse channel 3 and the dimensionless distance coefficient of the better transverse channel 3 from the tunnel portal 4, obtaining a relational expression of the dimensionless sectional area coefficient of the transverse channel 3 and the maximum peak-to-peak value of the surface pressure of the magnetic suspension train at the speed of 600km per hour through numerical simulation calculation, and determining the sectional area of the better transverse channel 3;
wherein the dimensionless length factor is the ratio of the length of the cross passage 3 (see L2 in fig. 2) to the length of the magnetic levitation train passing through the magnetic levitation railway tunnel; the dimensionless distance coefficient is the ratio of the distance of the cross passage 3 from the tunnel entrance 4 of the magnetic levitation railway tunnel (see L1 in fig. 2) to the length of the magnetic levitation railway tunnel (see L in fig. 2); the dimensionless sectional area coefficient refers to a ratio of a sectional area of the cross passage 3 (see S1 in fig. 4) to a sectional area of one single-line tunnel (i.e., the first tunnel 1 or the second tunnel 2) in the magnetic levitation railway tunnel (see S in fig. 3).
The design method of the transverse channel 3 of the magnetic suspension railway tunnel with the speed of 600km per hour comprehensively considers the relationship between the maximum peak value of the surface pressure of the magnetic suspension train and the dimensionless length coefficient of the transverse channel 3 when the magnetic suspension train passes through the tunnel and the relationship between the lateral force of the whole magnetic suspension train and the dimensionless length coefficient of the transverse channel 3, and determines the preferable dimensionless length coefficient of the transverse channel 3; on the basis of the superior dimensionless length coefficient of the transverse channel 3, considering the relationship between the maximum peak value of the surface pressure of the magnetic suspension train and the dimensionless distance coefficient of the transverse channel 3 from the tunnel portal 4, and determining the dimensionless distance coefficient of the superior transverse channel 3 from the tunnel portal 4; then, on the basis, the relation between the maximum peak value of the surface pressure of the magnetic suspension train and the non-dimensional sectional area coefficient of the transverse channel 3 is considered, and the optimal sectional area of the transverse channel 3 is determined, so that the parameters of the transverse channel 3 are determined. The design method of the transverse channel 3 can effectively relieve the pressure fluctuation in the tunnel when a train passes through while ensuring that the transverse channel 3 of the magnetic suspension railway tunnel with the speed of 600km per hour plays an emergency rescue role, and has important significance for guiding the construction of the transverse channel of the magnetic suspension railway tunnel with the speed of 600km per hour.
Specifically, referring to fig. 5, it was found by numerical simulation that at a speed of 600km, when the dimensionless length coefficient of the cross tunnel 3 was sequentially increased from 0.375 to 0.675, the maximum peak-to-peak train surface pressure was also increased from 8559Pa to 9663Pa, which is approximately proportional. In step S1 of the present embodiment, the relationship between the dimensionless length coefficient of the cross passage 3 and the maximum peak-to-peak value of the pressure on the surface of the maglev train when passing through the tunnel can be expressed as:
ΔP＝4024x1+7051.7，R2＝1；
in the formula, delta P is the maximum peak value of the surface pressure of the magnetic suspension train when the magnetic suspension train passes through the tunnel, and the unit is Pa; x is the number of1Is the dimensionless length coefficient of the cross channel 3; r2The numerical value of the index reflects the fitting degree between the estimated value of the trend line and corresponding actual data, and the higher the fitting degree is, the higher the reliability of the trend line is.
Referring to fig. 6, it is found through numerical simulation that when the dimensionless length coefficient of the cross passage 3 is increased from 0.375 to 0.5 and then to 0.675 at a speed of 600km, the overall lateral force of the maglev train is 24722N, 20255N and 19987N respectively, which is approximately in a quadratic polynomial relationship. In step S1 of the present embodiment, the relationship between the dimensionless length coefficient of the cross passage 3 and the lateral force of the whole maglev train passing through the tunnel can be expressed as:
Fy＝134368x1 2-153308x1+63317，R2＝1；
In the two formulas, delta P is the maximum peak value of the surface pressure of the magnetic suspension train when the magnetic suspension train passes through the tunnel, and the unit is Pa; x is the number of1Is the dimensionless length coefficient of the cross channel 3; fyThe unit is N for the whole lateral force of the magnetic suspension train when the magnetic suspension train passes through the tunnel.
Since the travel experience of passengers is seriously influenced by the overlarge surface pressure and the overlarge lateral force of the train, the maximum peak value of the surface pressure of the magnetic suspension train and the overall lateral force of the magnetic suspension train are comprehensively considered when the train passes through the tunnel, and the dimensionless length coefficient x of the cross passage 3 is preferably selected in the embodiment1Set to 0.5.
Specifically, referring to fig. 7, at a speed of 600km per hour, in the case where the dimensionless length coefficient of the cross tunnel 3 is determined, it is found by numerical simulation that when the dimensionless distance coefficient of the cross tunnel 3 from the tunnel entrance is increased from 0.33 to 0.5 to 0.67 in order, the train surface pressure maximum peak values are 8815Pa, 8566Pa, 9219Pa, respectively, which are approximated to a quadratic polynomial relationship. In step S2 of the present embodiment, the relationship between the dimensionless distance coefficient of the lateral passage 3 from the tunnel entrance 4 and the maximum peak-to-peak value of the pressure on the surface of the maglev train when passing through the tunnel can be expressed as:
ΔP＝15606x2 2-14417x2+11873，R2＝1；
wherein x is2Is the dimensionless distance coefficient of the cross passage 3 from the tunnel portal 4. The optimal x can be obtained by the above quadratic polynomial equation 20.46. That is, in the present embodiment, the dimensionless distance coefficient of the lateral passage 3 from the tunnel portal 4 is preferably set to 0.46.
Further, referring to fig. 8, at a speed of 600km, when the non-dimensional length coefficient of the lateral passage 3 and the non-dimensional distance coefficient of the lateral passage 3 from the tunnel portal 4 are both determined, when the non-dimensional sectional area coefficient of the lateral passage 3 is increased from 0.1 to 0.2, 0.3, 0.4 in this order, the train surface pressure maximum peak values are 9524Pa, 8566Pa, 8303Pa, 8730Pa, respectively, which are approximated to a quadratic polynomial relationship. In step S3 of the present embodiment, the relationship between the dimensionless sectional area coefficient of the cross passage 3 and the maximum peak-to-peak value of the surface pressure of the maglev train when passing through the tunnel can be expressed as:
ΔP＝34772x3 2-20011x3+11177，R2＝1。
wherein x is3The cross channel 3 has no dimensional sectional area coefficient. The optimal x can be obtained by the above second-order polynomial equation30.29. That is, in the present invention, the non-dimensional sectional area coefficient of the cross passage 3 is preferably set to 0.29.
It should be noted that the above embodiment only exemplifies a design method of the transverse passage 3 when the speed per hour is 600km, and by applying the design method of the transverse passage 3 of the magnetic suspension railway tunnel with the speed per hour of more than 600km provided by the present invention, a plurality of parameter relational expressions of the transverse passage 3 at a certain speed with the speed per hour of more than 600km can be determined according to the above steps, so as to obtain the optimal transverse passage 3 parameter capable of effectively relieving pressure fluctuation in the tunnel when a train passes through the tunnel at the speed.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (4)

1. A method for designing a transverse channel of a magnetic suspension railway tunnel with a speed of more than 600km per hour is characterized by comprising the following steps:
obtaining a relational expression of a dimensionless length coefficient of a transverse channel at a certain time speed and a maximum peak-to-peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through the tunnel and a relational expression of the dimensionless length coefficient of the transverse channel at the time speed and the lateral force of the whole magnetic suspension train when the transverse channel passes through the tunnel through numerical simulation calculation, thereby determining a superior dimensionless length coefficient of the transverse channel when the maximum peak-to-peak value of the surface pressure of the magnetic suspension train and the lateral force of the whole magnetic suspension train are both small;
based on the better non-dimensional length coefficient of the transverse channel, obtaining a relational expression of the non-dimensional distance coefficient of the transverse channel from the tunnel entrance at the speed and the maximum peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through the tunnel through numerical simulation calculation, thereby determining the non-dimensional distance coefficient of the better transverse channel from the tunnel entrance;
Obtaining a relational expression of the dimensionless sectional area coefficient of the transverse channel at the speed and the maximum peak-to-peak value of the surface pressure of the magnetic suspension train when the transverse channel passes through the tunnel by numerical simulation calculation based on the dimensionless length coefficient of the superior transverse channel and the dimensionless distance coefficient of the superior transverse channel from the tunnel entrance, thereby determining the superior transverse channel sectional area;
wherein the dimensionless length coefficient is the ratio of the length of the transverse channel to the length of the magnetic suspension train passing through the magnetic suspension railway tunnel; the dimensionless distance coefficient refers to the ratio of the distance between a cross channel and a tunnel entrance of a magnetic suspension railway tunnel to the length of the magnetic suspension railway tunnel; the dimensionless sectional area coefficient refers to the ratio of the sectional area of the transverse channel to the sectional area of a single line tunnel in the magnetic suspension railway tunnel.
2. The method for designing the transverse channel of the magnetic suspension railway tunnel with the speed of more than 600km per hour as claimed in claim 1, wherein the dimensionless length coefficient of the transverse channel and the maximum peak-to-peak value of the pressure on the surface of the magnetic suspension train when passing through the tunnel are as follows:
ΔP＝ax1+b；
the dimensionless length coefficient of the transverse passage and the lateral force of the whole magnetic suspension train passing through the tunnel have the following relation:
Fy＝cx1 2-dx1+e；
Wherein, the delta P is the maximum peak value of the surface pressure of the magnetic suspension train when the magnetic suspension train passes through the tunnel; x is the number of1Is a dimensionless length coefficient of the transverse channel; fyThe lateral force of the whole magnetic suspension train is the lateral force of the whole magnetic suspension train when the whole magnetic suspension train passes through the tunnel; a. b, c, d, e are the number of passesThe values model the determined coefficients.
3. The method for designing the transverse channel of the magnetic suspension railway tunnel with the speed per hour more than 600km as claimed in claim 1, characterized in that the dimensionless distance coefficient of the transverse channel from the tunnel entrance and the maximum peak-to-peak value of the pressure on the surface of the magnetic suspension train when passing through the tunnel are as follows:
ΔP＝fx2 2-gx2+h；
wherein x is2The non-dimensional distance coefficient between the cross channel and the tunnel portal is taken as the coefficient; f. g, h are coefficients determined by numerical simulation.
4. The method for designing a transverse passage of a magnetic levitation railway tunnel with speed per hour more than 600km as claimed in claim 1, wherein the non-dimensional cross-sectional area coefficient of the transverse passage and the maximum peak-to-peak value of the surface pressure of a magnetic levitation train passing through the tunnel are as follows:
ΔP＝ix3 2-jx3+k；
wherein x is3Is a non-dimensional sectional area coefficient of the transverse channel; i. j, k are coefficients determined by numerical simulation.
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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102079251A (en) * 2009-11-30 2011-06-01 肖定周 Vacuum duct magnetically levitated train railway engineering and novel magnetically levitated train engineering
CN102128036A (en) * 2010-12-24 2011-07-20 西南交通大学 Construction method of cross section-expanded loop type depressurizing portal for high-speed railway tunnel
CN104818994A (en) * 2015-04-30 2015-08-05 中铁二十二局集团第一工程有限公司 Urban subway n-shaped double-shaft and double transverse passage plane arrangement system
CN106021959A (en) * 2016-06-14 2016-10-12 中南大学 Side friction calculation method suitable for rectangle-like municipal pipe-jacking tunnel under deep burial condition
CN205823291U (en) * 2016-06-30 2016-12-21 中铁西南科学研究院有限公司 A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel
CN108612541A (en) * 2018-05-03 2018-10-02 中南大学 Alleviate the variable cross-section tunnel structure and parameter determination method of tunnel aerodynamic effect

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102079251A (en) * 2009-11-30 2011-06-01 肖定周 Vacuum duct magnetically levitated train railway engineering and novel magnetically levitated train engineering
CN102128036A (en) * 2010-12-24 2011-07-20 西南交通大学 Construction method of cross section-expanded loop type depressurizing portal for high-speed railway tunnel
CN104818994A (en) * 2015-04-30 2015-08-05 中铁二十二局集团第一工程有限公司 Urban subway n-shaped double-shaft and double transverse passage plane arrangement system
CN106021959A (en) * 2016-06-14 2016-10-12 中南大学 Side friction calculation method suitable for rectangle-like municipal pipe-jacking tunnel under deep burial condition
CN205823291U (en) * 2016-06-30 2016-12-21 中铁西南科学研究院有限公司 A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel
CN108612541A (en) * 2018-05-03 2018-10-02 中南大学 Alleviate the variable cross-section tunnel structure and parameter determination method of tunnel aerodynamic effect

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