CN205823291U - A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel - Google Patents
A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel Download PDFInfo
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- CN205823291U CN205823291U CN201620679780.1U CN201620679780U CN205823291U CN 205823291 U CN205823291 U CN 205823291U CN 201620679780 U CN201620679780 U CN 201620679780U CN 205823291 U CN205823291 U CN 205823291U
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Abstract
This utility model discloses a kind of Railway Tunnel with microbarometric wave mitigation capability and connects open cut tunnel, and the cross-sectional area connecting open cut tunnel is more than the cross-sectional area in two sections of tunnels before and after it is connected, and the cross section connecting open cut tunnel is polygon；Connect to be symmetrically arranged with on the both sides sidewall of open cut tunnel and organize vertical openings more.This utility model is by providing connection open cut tunnel optimum section area, aperture position and bore size etc., can farthest alleviate tunnel portal microbarometric wave, as the useful supplement of the conventional microbarometric wave mitigation strategies such as service gallery in tunnel entrance buffer structure and tunnel, and economy can have been taken into account simultaneously.
Description
Technical field
This utility model relates to Railway Tunnel design field, specially one and has microbarometric wave mitigation capability
Railway Tunnel connect open cut tunnel.
Background technology
It is steep that slope is faced upward at Southwestern China Mountain Tunnels hole, is mostly " V " type cheuch, tunnel immediately adjacent to bridge, open-wire line spacing between tunnel
Segment length is the least, the frequent access tunnel of train, and car internal gas pressure frequently changes, and " black hole " and " white hole " effect is violent so that
Comfort of passenger reduces, and tunnel's entrance and exit is domatic has rockfall to be distributed more, affects traffic safety, therefore when Tunnel Design
How relatively will be connected by open cut tunnel by Xiao Ming's distance between centers of tracks tunnel group, both to have can guarantee that the comfort level of passenger inside the vehicle, it is also possible to effectively avoid danger
The threat to vehicle in use of the rock falling rocks.Tunnel group defines a relatively long tunnel by open cut tunnel after being connected, according to both at home and abroad
Scholar's research, the train of speed per hour 300km is easily generated microbarometric wave in the tunnel of a length of about 8km and intensifies phenomenon, namely
Say that train its barometric wave wavefront gradients produced behind the tunnel entering this length becomes larger when can propagate in tunnel therewith,
In this case, the tunnel originally meeting microbarometric wave national standard may exceed the corresponding of national regulation after open cut tunnel connects
Index.
The size of microbarometric wave and compressional wave arrive the pressure gradient (pressure differential in the unit interval) during tunnel exit
It is directly proportional, by controlling barometric gradient during compressional wave arrival tunnel exit, it is possible to achieve slow down the purpose of microbarometric wave intensity.
Generally, Railway Tunnel is that the measure that alleviation microbarometric wave is taked has following several:
(1) outside Tunnel, build the buffer structure of uiform section top or side mouth；
(2) outside Tunnel, build section expansion type or broadening formation buffer structure；
(3) in tunnel, the decompression configuration such as vertical shaft, transverse passage-way, service gallery are built.
These tunnel portal affiliated facilities have played bigger effect in terms of alleviating hole microbarometric wave, but there is also as follows
Not enough: the action principle of hole buffer structure is to enter tunnel at train to start just to play the effect of reduction microbarometric wave, actual
On for having microbarometric wave to intensify the tunnel of effect, be only inadequate starting to reduce, tunnel portal buffer structure multipotency
Making microbarometric wave reduce about 50%, intensifying the non-fragment orbit tunnel of growing up of effect, actual remission effect in case of there is microbarometric wave
The most less better, sometimes can not reach expection remission effect.
Construction cost can be caused significantly to increase it addition, build the decompression configuration such as vertical shaft, transverse passage-way, service gallery in tunnel
Add, and uneconomical.
Utility model content
For the problems referred to above, the purpose of this utility model is to provide one can alleviate microbarometric wave further and take into account
The Railway Tunnel of economy connects open cut tunnel.Technical scheme is as follows:
A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel, and the cross-sectional area connecting open cut tunnel is more than
Its connected before and after the cross-sectional area in two sections of tunnels, and the cross section connecting open cut tunnel is polygon.
Further, the cross-sectional area of described connection open cut tunnel is 1.4:1 ~ 1.55:1 with the ratio of the cross-sectional area in tunnel.
Further, described connection open cut tunnel includes perpendicular sidewall, oblique sidewall and top；Top is planar structure, its side
It is connected to perpendicular sidewall by oblique sidewall.
Further, connect to be symmetrically arranged with on the both sides sidewall of open cut tunnel and organize vertical openings more.
Further, the distance that outermost two vertical openings arrive homonymy tunnel face respectively is equal, is 6 ~ 8m.
Further, the spacing of two vertical openings that homonymy is adjacent is equal, and spacing is 2m.
Further, each vertical openings equivalently-sized, its width is 1m, a length of 4m of hoop.
Further, the lower edge of described vertical openings is 1.5m with the distance from bottom being connected open cut tunnel.
The beneficial effects of the utility model are: this utility model has fully excavated connection open cut tunnel as alleviating high-speed railway tunnel
The effect of the microbarometric wave at hole, road, by providing connection open cut tunnel optimum section area, aperture position and bore size etc., can be
Tunnel portal microbarometric wave is alleviated on big degree ground, can be as conventional micro-gas such as service galleries in tunnel entrance buffer structure and tunnel
The useful supplement of pressure ripple mitigation strategy, and taken into account economy simultaneously.
Accompanying drawing explanation
Fig. 1 is the front view that this utility model has the Railway Tunnel connection open cut tunnel of microbarometric wave mitigation capability.
Fig. 2 is the side view that this utility model has the Railway Tunnel connection open cut tunnel of microbarometric wave mitigation capability.
Fig. 3 is that tunnel group connects the numerical simulation relation curve ratio of the pressure gradient of measuring point and time before and after open-cut tunnel structure
Relatively scheme.
In figure: 1-connects open cut tunnel；11-vertical openings；12-erects sidewall；The oblique sidewall of 13-；14-top；2-tunnel.
Detailed description of the invention
With specific embodiment, this utility model is described further below in conjunction with the accompanying drawings.As it is shown in figure 1, one has micro-
The Railway Tunnel of barometric wave mitigation capability connects open cut tunnel, connects before and after the cross-sectional area of open cut tunnel 1 is connected more than it two
Section tunnel 2 cross-sectional area, and connect open cut tunnel 1 cross section be polygon.
The mechanism produced from microbarometric wave, the factor affecting microbarometric wave intensity includes that train enters the speed in tunnel
Degree, the blockage ratio (ratio that train cross-sectional area is long-pending with tunnel cross sectional) etc. in tunnel, i.e. speed during train entrance tunnel is the biggest,
The microbarometric wave produced when blockage ratio is the biggest is the strongest.So immovable in the speed per hour and current existing construction ensureing train
Under premise, increase the cross-sectional area connecting open cut tunnel 1, be then significantly reduced the blockage ratio of open cut tunnel section, and then delay to a great extent
Solve the impact of microbarometric wave.
Connecting the cross-sectional area of open cut tunnel 1 with the cross-sectional area optimal proportion in tunnel 2 is 1.55:1, it is contemplated that open cut tunnel buffering knot
The occupation of land problem of structure, can the most suitably reduce the cross-sectional area of open cut tunnel.The ratio that the present embodiment uses is 1.4:
1。
Existing connection open cut tunnel cross section mostly is circular, and when using template construction, complex process, difficulty of construction is relatively
Greatly.For reducing difficulty of construction, use the structure of band corner angle as far as possible, i.e. connect open cut tunnel cross section and use polygon.?
Simple situation uses rectangular cross section for connecting open cut tunnel, but rectangular cross section easily produces air-swirl in edges and corners, increases
The complexity in flow field near train, is unfavorable for the alleviation of tunnel portal microbarometric wave.So the present embodiment uses obtuse angle polygon
Tee section, connects open cut tunnel and includes perpendicular sidewall 12, oblique sidewall 13 and top 14；Top 14 is planar structure, and its side passes through oblique side
Wall 13 is connected to perpendicular sidewall 12.
For increasing microbarometric wave remission effect further, also can be symmetrical arranged in connection open cut tunnel two side and organize vertical openings more
11.The present embodiment, as a example by the connection open cut tunnel of a length of 20m, connects cross-sectional area is tunnel area 1.4 times of open cut tunnel, and is
Uiform section polygonized structure, as in figure 2 it is shown, connect open cut tunnel lateral symmetry to arrange 4 groups of vertical openings, outermost two of homonymy erects
The distance arriving homonymy tunnel face to opening 11 respectively is equal, is 6 ~ 8m；The spacing of two vertical openings 11 that homonymy is adjacent is equal,
Spacing is 2m；Each vertical openings 11 equivalently-sized, its width is 1m, a length of 4m of hoop.The upper edge of vertical openings 11 is not
Exceed the upper edge of perpendicular sidewall 12, i.e. do not extend on oblique sidewall 13 and top 14, lower edge and the distance from bottom being connected open cut tunnel 1
For 1.5m, so can effectively prevent hydrops and falling rocks from entering from vertical openings and connect open cut tunnel.
As a example by above-mentioned vertical openings 11 position and size, and speed is 300km/h, train cross-sectional area 11.6m2, tunnel
Road cross-sectional area is 100m2, connect a length of 20m of open cut tunnel, connecting open cut tunnel cross-sectional area is 140m2Time, before tunnel group connects open cut tunnel
As it is shown on figure 3, wherein, abscissa is the time to the numerical simulation relation curve comparison diagram of the pressure gradient of rear measuring point and time,
Unit is s；Vertical coordinate is barometric gradient, and unit is kPa/s；Curve a is the pressure connecting open cut tunnel front measuring point described in the present embodiment
Power gradient calculation curve；Curve b is the barometric gradient calculated curve connecting open cut tunnel rear measuring point described in the present embodiment.Can from figure
To find out, when tunnel group connects the structure that open cut tunnel uses the present embodiment, it is positioned at the pressure ladder of open-cut tunnel structure Tunnel ahead measuring point
Degree peak value is 6.20kPa/s, and the peak value of pressure gradient being positioned at tunnel, open-cut tunnel structure rear measuring point is 3.87kPa/s, pressure ladder
Degree peak value reduces 38%.Owing to barometric gradient is directly proportional to the microbarometric wave peak value at tunnel exit, therefore, tunnel exit is micro-
Barometric wave peak value will also decrease about 38%, and its effect of easing stress is notable.
Claims (8)
1. a Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel, it is characterised in that connect open cut tunnel (1)
Cross-sectional area is more than the cross-sectional area of two sections of tunnels (2) before and after it is connected, and the cross section connecting open cut tunnel (1) is polygon
Shape.
The Railway Tunnel with microbarometric wave mitigation capability the most according to claim 1 connects open cut tunnel, and its feature exists
In, the cross-sectional area of described connection open cut tunnel (1) is 1.4:1 ~ 1.55:1 with the ratio of the cross-sectional area in tunnel (2).
The Railway Tunnel with microbarometric wave mitigation capability the most according to claim 1 connects open cut tunnel, and its feature exists
Perpendicular sidewall (12), oblique sidewall (13) and top (14) are included in, described connection open cut tunnel (1)；Top (14) is planar structure, its side
Limit is connected to perpendicular sidewall (12) by oblique sidewall (13).
4. connect open cut tunnel according to the Railway Tunnel with microbarometric wave mitigation capability described in any one of claim 1-3,
It is characterized in that, connect to be symmetrically arranged with on the both sides sidewall of open cut tunnel (1) and organize vertical openings (11) more.
The Railway Tunnel with microbarometric wave mitigation capability the most according to claim 4 connects open cut tunnel, and its feature exists
In, the distance that outermost two vertical openings (11) arrive homonymy tunnel face respectively is equal, is 6 ~ 8m.
The Railway Tunnel with microbarometric wave mitigation capability the most according to claim 4 connects open cut tunnel, and its feature exists
In, the spacing of two vertical openings (11) that homonymy is adjacent is equal, and spacing is 2m.
The Railway Tunnel with microbarometric wave mitigation capability the most according to claim 4 connects open cut tunnel, and its feature exists
Equivalently-sized in, each vertical openings (11), its width is 1m, a length of 4m of hoop.
The Railway Tunnel with microbarometric wave mitigation capability the most according to claim 4 connects open cut tunnel, and its feature exists
In, the lower edge of described vertical openings (11) is 1.5m with the distance from bottom being connected open cut tunnel (1).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201620679780.1U CN205823291U (en) | 2016-06-30 | 2016-06-30 | A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel |
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| CN201620679780.1U CN205823291U (en) | 2016-06-30 | 2016-06-30 | A kind of Railway Tunnel with microbarometric wave mitigation capability connects open cut tunnel |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105952468A (en) * | 2016-06-30 | 2016-09-21 | 中铁西南科学研究院有限公司 | High-speed railway tunnel connecting open-cut tunnel with micro-pressure wave alleviation function |
| CN111852500A (en) * | 2020-06-30 | 2020-10-30 | 中南大学 | Transverse channel design method for magnetic suspension railway tunnel with speed per hour of more than 600km |
-
2016
- 2016-06-30 CN CN201620679780.1U patent/CN205823291U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105952468A (en) * | 2016-06-30 | 2016-09-21 | 中铁西南科学研究院有限公司 | High-speed railway tunnel connecting open-cut tunnel with micro-pressure wave alleviation function |
| CN111852500A (en) * | 2020-06-30 | 2020-10-30 | 中南大学 | Transverse channel design method for magnetic suspension railway tunnel with speed per hour of more than 600km |
| CN111852500B (en) * | 2020-06-30 | 2021-09-24 | 中南大学 | Transverse channel design method for magnetic suspension railway tunnel with speed per hour of more than 600km |
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