KR20130081896A - Periodic mechanical resonance structure in the tunnel wall to reduce the micro-pressure wave in the high-speed railway tunnel - Google Patents

Abstract

PURPOSE: A resonant type periodic tunnel structure for reducing micro pressure waves in a high-speed railway tunnel is provided to reduce micro pressure waves through the interaction among the mass, rigidity, and internal space volume of a shielding member. CONSTITUTION: A resonant type periodic tunnel structure for reducing micro pressure waves in a high-speed railway tunnel comprises a tunnel wall (20) for forming a tunnel (10) and a reduction unit (30). The reduction unit is connected to the tunnel and is arranged with a shielding member to shield an internal space. Pressure waves generated by trains are reduced through the interaction among rigidity in the mass of the shielding member and rigidity related to the elasticity of air contained in the volume of the internal space. A plurality of reduction units is arranged along the inner circumference of the tunnel wall in the longitudinal direction of the tunnel.

Description

Mechanical Resonance Structure in the Tunnel Wall to Reduce the Micro-pressure Wave in the High-speed Railway Tunnel

The present invention relates to a mechanical resonant type periodic tunnel wall structure for reducing micro-pressure waves, and more specifically, micro-pressure waves generated by the progress of a high-speed railway vehicle by arraying a reduction unit for reducing micro-pressure waves on the tunnel wall. A mechanical resonance type periodic tunnel wall structure for the reduction.

In general, a tunnel passing by a railroad generates a pressure wave when a high-speed train enters the interior of the tunnel, that is, in front of the front of the train near the entrance of the tunnel. It compresses and accelerates and propagates along the tunnel into the sound, which is reflected back toward the train as an expansion wave at the exit of the tunnel and at the same time a pulsed pressure wave is emitted from the exit toward the outside.

As the high-speed train enters the tunnel, a pressure wave is formed, the pressure wave propagates inside the tunnel, and the pressure waveform is deformed, and a micro pressure wave is radiated from the tunnel exit.

These shock waves generate powerful pressure waves like the sonic boom generated by supersonic airplanes. These low-frequency vibrations vibrate the windows and door frames of neighboring houses, requiring countermeasures. Problems such as tinnitus and tinnitus caused by fluctuations in air pressure in tunnels over / h occur.

High-speed trains refer to trains that run more than 200 km / h on existing lines and more than 230 km / h on high-speed lines.Since the first Shinkansen commercial operation in Japan in 1964, airliners have not secured economic feasibility. It is actively introduced in the poor section. Starting with the first Shinkansen train, the TGV in France, ICE in Germany, ESI in Italy, AVE in Spain and KTX in Korea are operating. In Korea, KTX-I, based on French TGV, was introduced to achieve operating speed of 300 km / h. Since then, KTX-II, which has been developed in-house, is being used for Gyeongbu high speed and Honam high speed craft. Following the KTX-I and KTX-II, the HEMU-400X, which aims at operating speed of 370 km / h, is under development, and is known for development at 450-500 km / h. CRH, China's high-speed railway, has now announced that it has introduced vehicles from Bombardier, Kawasaki, Siemens and Alstom, respectively, and is operating at 380 km / h. Is under construction.

These high-speed rail trains must be operated on plain high speed boats constructed with minimal curves and gradients for maximum efficiency. However, due to Korea's high mountainous terrain, many bridges and tunnels have to be constructed to minimize the curves and gradients. In particular, in a tunnel, when a railroad vehicle enters at a high speed, a very large pressure wave is generated, and the pressure wave easily propagates inside the railroad car, thereby making passengers feel uncomfortable pressure. In addition, an environmental pressure wave problem occurs due to the impact micropressure wave radiated to the tunnel exit. FIG. 1 shows the generation of such pressure waves, formation of transmitted and reflected waves occurring at the exit of a tunnel, and the generation of subatmospheric waves to the outside.

Until now, in order to reduce the micro-pressure waves, the micro-pressure waves have been reduced by installing inclined shaft type hoods and slit hoods at the entrance of tunnels or by installing equally spaced vertical vents or twin tunnel tunnels.

The inclined shaft type hood described in Korean Patent Laid-Open No. 10-2001-0047229 has a purpose of installing a circular hood having an inclined surface at the entrance of the tunnel to maximize the discharge of air existing in the front of the train when entering the tunnel.

In the case of the slit hood described in Republic of Korea Patent Publication No. 10-2002-0034323 has a rectangular shape at the inlet of the tunnel, it is a structure that is configured to protrude at the inlet of the tunnel is to allow the air in the tunnel is gradually compressed.

Like the slit hood, the ventilated hood described in Republic of Korea Patent Publication No. 10-2001-0047231 is also provided with a circular hood at the tunnel inlet at the entrance of the tunnel and a ventilation hole at the top of the hood to lower the air compression rate.

In the case of equally spaced vertical ventilating tunnels, multiple vertical vents connected to the outside of the tunnel are arranged to discharge pressure waves generated inside the tunnel to reduce the micro-pressure waves.

In the case of a pressure reducing duct system of a twin-vessel tunnel disclosed in Korean Patent Laid-Open No. 10-2003-0071935, an object of the present invention is to relax a pressure wave by arranging several pressure reducing ducts and volumes disposed in parallel with the tunnel.

Here, the Helmholtz resonator is a system consisting of a large volume of space, a connector and a connector, which has been proposed in Japan on how to use it in the form of an array to reduce the micro-pressure waves in the tunnel. However, to reduce the ultra low frequency micro-pressure waves with a center frequency of about 2 Hz, a very large volume is required, which is not practical to reduce the micro-pressure waves, and by using a small volume to reduce the noise of the mid or high frequency band in the tunnel. It can be used as a solution, but this also works for certain frequencies only.

The method of installing the hood at the entrance of the tunnel has already been pointed out that the construction cost is expensive, and the vertical ventilated tunnel has a method in which the pressure wave is radiated directly to the outside because the vent is directly exposed to the outside area. In addition to the disadvantages that cause a new environmental noise problem, there is a disadvantage in that the acoustic characteristics of pressure waves and microbaric waves cannot be considered at all. Since a digger tunnel requires the arrangement of several pressure relief ducts and volumes parallel to the tunnel, the construction cost may increase if the tunnel is long. Finally, the Helmholtz resonator is not realistic because it requires a very large volume to reduce the ultra low frequency pressure waves and microbaric waves as described above, and the construction cost is excessive because the Helmholtz resonator must be installed in parallel to the tunnel. There is this.

An object of the present invention is to provide a mechanical resonance type periodic tunnel wall structure for reducing micro-pressure waves generated by the progress of a high-speed railway vehicle by arraying a reduction unit for reducing micro-pressure waves on the tunnel wall.

One aspect of the present invention is a tunnel wall structure in which a train passes, the tunnel wall 20 is formed tunnel wall 20; The inner space 31 is formed in communication with the tunnel 10, and a constant volume is formed, and a shielding member 35 for shielding the inner space 31 is disposed, and is generated from the mass of the shielding member 35. It provides a tunnel wall structure including a reduction unit 30 to reduce the pressure wave generated by the train and the stiffness associated with the elasticity of the air contained in the volume of the internal space 31 to the interaction.

The reduction unit 30 may be arranged in plural in the longitudinal direction of the tunnel 10.

The reduction unit 30 may be disposed in plural along the inner circumferential surface of the tunnel wall 20.

The reduction unit 30 may be formed in a concave shape concave into the tunnel wall 20.

The reduction unit 30 may be formed to protrude from the inner side surface of the tunnel wall 20 toward the center of the tunnel 10.

The shielding member 35 may be in the form of a membrane or a plate.

An elastic member 56 may be disposed between the shielding member 35 and the tunnel wall 20, and the shielding member 35 may be disposed to be supported by the elastic member 56.

A rear space 81 extending into the tunnel wall 20 is formed, and the rear space 81 has a communication portion 81a having the opening surface formed and extending toward the tunnel 10 side, and It may include an extension portion 81b connected to the communicating portion 81a and extending into the tunnel wall 20.

Another aspect of the present invention is a tunnel wall structure in which a train passes, the tunnel wall 20 is formed tunnel wall 20; An internal space 61 communicating with the tunnel 10 and having a constant volume formed therein; And a shielding member 65 for shielding the internal space 61, and reducing the pressure wave by vibrating the shielding member 65 to form a phase opposite to the pressure wave inside the tunnel 10. A tunnel wall structure is provided that includes a unit 60.

The reduction unit 60 is an actuator (66) disposed in the inner space (61) to actively move the shield member (65); A sensor 67 for detecting pressure waves inside the tunnel 10; The controller 68 may be configured to operate the actuator 66 to form a phase opposite to that of the pressure wave according to the signal of the sensor 67.

A plurality of abatement units may be arranged in the longitudinal direction of the tunnel 10.

The abatement unit may be disposed in plural along the inner circumferential surface of the tunnel wall 20.

The abatement unit may be formed in a concave shape concave into the tunnel wall 20.

The abatement unit may be formed to protrude from the inner side surface of the tunnel wall 20 toward the center of the tunnel 10.

The shield member may be in the form of a membrane or a plate.

Another aspect of the present invention is a tunnel wall structure in which a train passes, the tunnel wall 20 is formed tunnel wall 20; An internal space 31 communicating with the tunnel 10 and having a constant volume formed therein; And a shielding member 35 for shielding the inner space 31, and the rigidity generated from the mass of the shielding member 35 and the rigidity related to the elasticity of air contained in the volume of the inner space 31 interact with each other. And reduce the pressure wave generated by the train, wherein the reduction unit is formed in a concave shape concave into the tunnel wall 20, and the tunnel wall 20. Provides a tunnel wall structure arranged in a plurality of groups in the longitudinal direction of.

An elastic member 56 may be disposed between the shielding member 35 and the tunnel wall 20, and the shielding member 35 may be disposed to be supported by the elastic member 56.

A rear space 81 extending into the tunnel wall 20 is formed, and the rear space 81 has a communication portion 81a having the opening surface formed and extending toward the tunnel 10 side, and It may include an extension portion 81b connected to the communicating portion 81a and extending into the tunnel wall 20.

Another aspect of the present invention is a tunnel wall structure in which a train passes, the tunnel wall 20 is formed tunnel wall 20; In order to reduce the pressure wave generated by the train, the internal space 61 is in communication with the tunnel 10, the constant volume formed; A shielding member 65 for shielding the internal space 61; An actuator (66) disposed in the internal space (61) to actively move the shielding member (65); A sensor 67 for detecting pressure waves inside the tunnel 10; Providing a tunnel wall structure including a reduction unit (60) including a control unit (68) for operating the actuator (66) to form a phase opposite to the phase of the pressure wave in response to a signal from the sensor (67). do.

The reduction unit may be arranged to form a plurality of groups along the longitudinal direction of the tunnel 10 or along the inner circumferential surface of the tunnel wall 20.

Periodic tunnel wall structure for reducing the micro-pressure wave according to the present invention effectively reduces the ultra-low frequency pressure wave or micro-pressure wave generated inside the tunnel by the interaction by the mass, stiffness and the volume of the inner space of the shield member. The reduction unit is arranged, thereby reducing the feeling of pressure in the passenger's ear and the impact environmental pressure wave around the tunnel entrance.

In addition, the periodic tunnel wall structure for reducing the micro-pressure wave according to the present invention is disposed in the reduction unit for actively vibrating the shield member to generate the opposite phase of the pressure wave, through which the pressure wave or micro-pressure inside the tunnel There is an effect of effectively canceling or reducing the wave.

In addition, the periodic tunnel wall structure for reducing micro-pressure waves according to the present invention has a simple cost-effectiveness effect is simple installation and maintenance / repair compared to the conventional micro-pressure wave reduction structure.

1 is a schematic configuration diagram showing the generation of micro-pressure waves according to the driving of a general train
2 is a perspective view showing a tunnel according to an embodiment of the present invention
3 is a cross-sectional view showing the first reduction unit of FIG.
4 is a cross-sectional view showing the second reduction unit of FIG.
5 is a cross-sectional view of the third reduction unit of FIG.
6 is a cross-sectional view showing the fourth reduction unit of FIG.
7 is a perspective view showing a tunnel according to another embodiment of the present invention
8 is a perspective view showing a tunnel according to another embodiment of the present invention
9 is a cross-sectional view of the fifth reduction unit of FIG.
10 is an exemplary view of a tunnel wall structure of FIGS. 2, 7, 8
FIG. 11 is a graph of the radiation sound pressure level measured at the tunnel exit 3 meter point according to FIG. 10 (a).
12 is a graph of the radiation sound pressure level measured at the tunnel exit 3 meters according to FIG. 10 (b).
13 is a graph of the radiation sound pressure level measured at the tunnel exit 3 meters according to FIG. 10 (c).

2 is a perspective view showing a tunnel according to an embodiment of the present invention, Figure 3 is a sectional view showing a first reduction unit of Figure 2, Figure 4 is a sectional view showing a second reduction unit of Figure 2, 5 is a cross-sectional view of the third reduction unit of FIG. 2, and FIG. 6 is a cross-sectional view of the fourth reduction unit of FIG. 2.

As shown, the tunnel wall structure according to the present embodiment has a tunnel wall 20 having a tunnel 10 formed therein so that a high-speed train can pass, and communicates with the tunnel 10 and along the tunnel wall 20. It is formed in a concave-convex shape includes a reduction unit 30 for reducing the pressure wave generated in the tunnel 10 during the running of the train.

In the present embodiment, the reduction unit 30 has an opening surface formed to communicate with the tunnel 10, the inner space 31 is formed in a concave shape to concave into the tunnel wall 20, A shielding member 35 is disposed to shield the opening surface.

The shielding member 35 is disposed to be continuous with the inner surface of the tunnel wall 20.

The reduction unit 30 may be provided in plural in the longitudinal direction of the tunnel 10, and may be provided in plural in the radial direction of the tunnel wall 20.

The reduction unit 30 is formed so that the opening face toward the center of the tunnel 10, the inner surface 32 is formed parallel to the inner surface of the tunnel wall (20).

In addition, the reduction unit 30 may be arranged so that a plurality of arrays are arranged along the longitudinal direction of the tunnel wall 20. In this embodiment, the reduction unit 30 is a first reduction unit.

The shielding member 35 separates the inner space 31 from the tunnel 10 by shielding the opening surface, and has a thick membrane-type membrane structure, and the second reduction unit 40 illustrated in FIG. 4. ) Is a shield member 45 is formed in a plate-like structure.

3 and 4, the reduction unit 30, 40 as shown in the internal space 31 has a constant volume (V), the mass and elasticity is provided by the shielding member 35, the internal space Stiffness is provided by the volume of (31). Thus, a small damping characteristic is provided by contact at the edge of the shielding member 35 or by dissipation inside the material itself, thereby forming a single degree of freedom mechanical vibration system consisting of mass-damper-rigidity.

For the case of a plate-shaped reduction unit having the shape of a rectangular parallelepiped, an example of a method of calculating the variable of the mechanical vibration system is as follows.

로 정해지는데, 여기서 ρ는 막이나 판재질의 밀도, S는 막이나 판의 면적을 의미한다.If the thickness is t in the case of a membrane or a plate as the shield member 35, the mass is

Where p is the density of the film or plate material, and S is the area of the film or plate.

로 주어지는데, 여기서 c는 공기 중의 음속(speed of sound)을 의미한다.The rigidity of the air given by the internal volume

Where c is the speed of sound in the air.

로 주어지는데, 여기서 E는 Young's modulus, 는 Poisson ratio를 의미한다.The stiffness given by the plate is approximately

Where E is Young's modulus and Poisson ratio.

로 주어지며,

을 초저주파수 미기압파가 지니는 중심 주파수에 맞추면, 접촉하는 충격적 미기압파에 대해 가장 크게 반응을 보여, 충격적 압력파를 상쇄하는 특성을 보인다.Resonant frequency

Lt; / RTI >

When it is adjusted to the center frequency of the ultra low frequency micro pressure wave, it responds to the shocking micro pressure wave in contact most, and it cancels the shock pressure wave.

The third reduction unit 50 illustrated in FIG. 5 is similar to the first reduction unit 30, but the elastic member 56 is installed on the shielding member 55.

Thus, the third reduction unit 50 has an opening surface formed so as to communicate with the tunnel 10, the inner space 51 is formed in a concave shape concave into the tunnel wall 20, A shielding member 55 is disposed to shield the opening surface, and an elastic member 56 is disposed between the inner surface 52 of the inner space 51 and the shielding member 55.

을 가지는 스프링을 이용하여 얻을 수 있다. 도 3, 4의 구조에서 필요한 체적의 크기가 큰 경우, 체적의 크기를 적절히 조절하기 위하여 필요한 스프링의 강성을 계산하여 사용하면 된다. The third reduction unit 50 is to be able to manually adjust the magnitude of the rigidity, the system for manually adjusting the rigidity is the membrane or plate-like structure and rigidity

Can be obtained using a spring with When the size of the volume required in the structure of Figures 3 and 4 is large, the stiffness of the spring required to properly adjust the volume size may be calculated and used.

In the fourth reduction unit 60 illustrated in FIG. 6, an opening surface is formed to communicate with the tunnel 10, and an inner space 61 is formed in a concave shape to concave into the tunnel wall 20. And a shielding member 65 for shielding the opening surface, an actuator 66 disposed in the inner space 61 to actively move the shielding member 65, and a pressure wave inside the tunnel 10. Sensor 67 for detecting the and the control unit 68 for operating the actuator 66 in accordance with the signal of the sensor 67.

The sensor 67 detects the waveform of the micro-pressure wave or the pressure wave in the tunnel 10, and the control unit 68 determines that the shielding member 65 is in phase with the micro-pressure wave or the pressure wave. The actuator 66 is controlled to have a phase opposite to that of the actuator 66.

The sensor 67-actuator 66 system is an active snubber that actively controls the shielding member 65 according to the micro-pressure waves or the pressure waves.

Here, the 1, 2, 3, 4 reduction unit 30, 40, 50, 60 may be arranged to form a group in the longitudinal direction or the inner circumferential direction of the tunnel 10, different types May be installed to be combined to reduce the micro-pressure waves or pressure waves of various frequencies.

Meanwhile, as shown in FIG. 7, the reduction unit 70 may be disposed to protrude toward the center of the tunnel 10.

7 is a perspective view showing a tunnel according to another embodiment of the present invention.

In this case, the reduction unit 70 is formed by protruding from the tunnel wall 20 toward the center of the tunnel 10 to form an interior space therein and a shielding member 75 that shields the interior space. ).

Since the structure of the abatement unit 70 is the same as the operation mechanism of the first and second abatement units 30 and 40, detailed description thereof will be omitted.

8 is a perspective view showing a tunnel according to another embodiment of the present invention, Figure 9 is a cross-sectional view showing a fifth reduction unit of FIG.

As shown, the tunnel wall structure according to the present embodiment has a reduction unit 80 similar to that shown in FIG. 2, and is configured to form a rear space 81 in which the inner space extends into the tunnel wall 20. .

The rear space 81 has an opening surface formed therein, the communicating portion 81a extending toward the tunnel 10, and the connecting portion 81a connected to the communicating portion 81a and extending into the tunnel wall 20. Section 81b.

The communicating portion 81a is shielded by the shielding member 85.

The extension portion 81b is formed to extend in the longitudinal direction of the tunnel 10 in the present embodiment, and can effectively form a larger volume than the embodiment through the rear space 81.

In addition, unlike the present embodiment, the extension part 81b may be formed to extend in the inner circumferential direction or the radial direction of the tunnel wall 20.

Since the remaining configuration is the same as that of the above embodiment, detailed description will be omitted.

Hereinafter, effects according to embodiments of the present invention will be described in detail with reference to the drawings.

Due to the high-speed train entering the narrow tunnel, shock pressure waves in the form of subatmospheric waves are generated and propagated to the front of the vehicle and the space between the vehicle and the tunnel wall 20, and the propagated pressure waves again at the entrance and exit of the tunnel. Reflected and re-enter inside, pressure wave is generated by continuous interference of pressure wave.

2 to 5, the reduction mechanism by the manual method can be described as follows.

The volumetric space constituting the reduction unit 30, 40, 50 of the present invention is elastically reduced, such as a film or rubber plate having a tension enough to affect the pressure wave, and completely reduced by a plate material having a certain mass. In the case of forming a group of units 30, 40, and 50, as the generated pressure waves propagate in the longitudinal direction of the tunnel, the mass of the thick film or plate and the rigidity generated in the film or plate (tensile force in the case of the film) In the case of an elastic plate, the elasticity of air contained in the volume of the inner spaces 31, 41 and 51, or the restoring force of an arbitrarily installed elastic member. The associated stiffness interacts to form one shock absorbing resonant system.

When the passive snubber reduction unit 30, 40, 50 is arranged in a group, the shock absorbing attenuation process by mechanical resonance is continuously performed, and the magnitude of the pressure wave is reduced. Such a structure has an effect that the volume occupies less than the conventional pressure wave reducing structure and less noise emitted to the outside.

The reduction mechanism by the active method as shown in FIG. 6 can be described as well as the description of the passive method.

From the time just before the train enters the tunnel, a sensor (not shown) for detecting the speed and position of the train and a sensor (67) for detecting the magnitude of the air pressure wave are located slightly outside the tunnel exit from near the tunnel entrance. A plurality of positions are arranged at regular intervals up to a position, thereby detecting a speed of a train, a magnitude of a position pressure wave, and the like, by operating an actuator 66 of an abatement unit 60 disposed at a predetermined interval on the tunnel wall 20. The shielding member 65 is oscillated to the opposite phase of the pressure wave so as to cancel the pressure wave.

In addition, the subatmospheric pressure reached to the active reduction unit 60 by operating the snubber-type resonator actuator 66 by a feed-forward control circuit known in advance for the position of each reduction unit 60 in accordance with the air temperature. In the case of the system that can actively control the vibration of the shield member 65 to have a phase opposite to the phase of the wave, considering the speed of the train or the interior of the tunnel, it is possible to actively cope with the wave characteristics over time It can effectively reduce the pressure wave size.

FIG. 10 is an exemplary view of the tunnel wall structure of FIGS. 2, 7, and 8, and FIG. 11 is a graph of the radiation sound pressure level measured at 3 meters from the tunnel outlet according to FIG. 10 a, and FIG. 12 is the tunnel outlet according to FIG. FIG. 13 is a graph of the radiation sound pressure level measured at 3 meters, and FIG. 13 is a graph of the sound pressure level measured at the tunnel exit 3 meters according to FIG. 10C.

As shown, the pressure wave when the reduction unit group having a form integral with the tunnel wall 20 is mounted, and the open portion of the reduction unit is sealed by a shielding member such as a thin film or rubber having rigidity. The reduction effect is shown.

The actual abatement unit group structure can be installed in the radial direction of the tunnel and can be installed in one or more lines in the longitudinal direction. Batch was used.

The resonance frequencies of the plate-shaped structure shown in FIG. 10 are 2 Hz and 172 Hz, respectively. In the case of Fig. 10 (a), the cutoff frequency by the resonant frequency and the reduction unit length is different, in the case of Fig. 10 (b), the cutoff frequency by the resonance frequency and the reduction unit length is the same, and in the case of Fig. 10 (c) , Similar to the structure of FIG. 10 (a), but a rear space 81 is formed inside the tunnel wall 20 to secure more volume.

Λ = c / (4f) = 343 / (4 * 2) ≒ 43m can be calculated by the cutoff frequency 2Hz, c is a lower case corresponding to sound speed, and f is a frequency.

The cutoff frequency of 172 Hz is a value calculated by the rigidity of the plate-shaped structure (thickness 0.5 cm) and the rigidity of air, and is a frequency corresponding to 1 m in length.

It is assumed that the material of the shielding member 35 is iron having a thickness of 0.5 cm. To obtain a low cutoff frequency by using the structure of FIG. 10 (a) with the same thickness and material, a very large spare volume is required, so as to compensate for this, the space behind the tunnel wall 20 as shown in FIG. 81) to secure a free volume.

This difference in structure of the different abatement units makes a difference in the external radiation noise of each tunnel internal structure.

FIG. 11 shows the radiation noise outside the tunnel in which the reduction unit group as shown in FIG. You can see the sound pressure is lowered.

FIG. 12 shows the external radiation noise of the tunnel provided with the reduction unit group as shown in FIG. .

FIG. 13 shows the outside noise of the tunnel provided with the reduction unit group as shown in FIG.

The solid black line of FIGS. 11 to 13 represents the sound pressure level of the general tunnel, and the solid red line represents the sound pressure level of the tunnel wall structure shown in FIGS. 10 (a) to 10 (c).

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, This is possible.

10 tunnel 20 tunnel wall
30: first reduction unit 31: internal space
32: inner side 35: shield member
40: second reduction unit 50: third reduction unit
55 shielding member 56 elastic member
60: fourth reduction unit 70: reduction unit
80: reduction unit 81: rear space

Claims (20)

In the tunnel wall structure where the train passes,
A tunnel wall 20 in which the tunnel 10 is formed;
The inner space 31 is formed in communication with the tunnel 10, and a constant volume is formed, and a shielding member 35 for shielding the inner space 31 is disposed, and is generated from the mass of the shielding member 35. Tunnel wall structure comprising a reduction unit (30) for reducing the pressure wave generated by the train to interact with the stiffness associated with the elasticity of the air contained in the volume of the internal space (31).
The method according to claim 1,
The reduction unit 30 is a tunnel wall structure is arranged in plurality in the longitudinal direction of the tunnel (10).
The method according to claim 1,
The reduction unit 30 has a plurality of tunnel wall structure disposed along the inner circumferential surface of the tunnel wall (20).
The method according to claim 1,
The reduction unit 30 is a tunnel wall structure formed in a concave shape concave into the tunnel wall (20).
The method according to claim 1,
The reduction unit 30 is a tunnel wall structure protruding from the inner surface of the tunnel wall 20 toward the center of the tunnel (10).
The method according to claim 1,
The shield member 35 is a tunnel wall structure of the membrane or plate form.
The method according to claim 1,
An elastic member 56 is disposed between the shielding member 35 and the tunnel wall 20, and the shielding member 35 is disposed to be supported by the elastic member 56.
The method according to claim 1,
A rear space 81 extending into the tunnel wall 20 is formed,
The rear space 81 has a communication portion 81a formed with the opening surface and extending toward the tunnel 10, and connected to the communication portion 81a and extended into the tunnel wall 20. Tunnel wall structure comprising an extension 81b.
In the tunnel wall structure where the train passes,
A tunnel wall 20 in which the tunnel 10 is formed;
An internal space 61 communicating with the tunnel 10 and having a constant volume formed therein; And a shielding member 65 for shielding the internal space 61, and reducing the pressure wave by vibrating the shielding member 65 to form a phase opposite to the pressure wave inside the tunnel 10. Tunnel wall structure comprising unit (60).
The method according to claim 9,
The reduction unit 60 is
An actuator (66) disposed in the internal space (61) to actively move the shielding member (65);
A sensor 67 for detecting pressure waves inside the tunnel 10;
And a control section (68) for operating said actuator (66) to form a phase opposite to that of said pressure wave in response to a signal from said sensor (67).
The method according to claim 9,
The reduction unit is a tunnel wall structure in which a plurality are arranged in the longitudinal direction of the tunnel (10).
The method according to claim 9,
The reduction unit has a plurality of tunnel wall structure disposed along the inner circumferential surface of the tunnel wall (20).
The method according to claim 9,
The reduction unit is a tunnel wall structure formed in a concave shape concave into the tunnel wall (20).
The method according to claim 9,
The reduction unit is a tunnel wall structure protruding from the inner surface of the tunnel wall 20 toward the center of the tunnel (10).
The method according to claim 9,
The shield member is a tunnel wall structure in the form of a membrane or plate.
In the tunnel wall structure where the train passes,
A tunnel wall 20 in which the tunnel 10 is formed;
An internal space 31 communicating with the tunnel 10 and having a constant volume formed therein; And a shielding member 35 for shielding the inner space 31, and the rigidity generated from the mass of the shielding member 35 and the rigidity related to the elasticity of air contained in the volume of the inner space 31 interact with each other. It includes a reduction unit 30 for reducing the pressure wave generated by the train,
The reduction unit is formed in a concave concave shape into the tunnel wall 20, the tunnel wall structure arranged in a plurality of groups in the longitudinal direction of the tunnel wall (20).
18. The method of claim 16,
An elastic member 56 is disposed between the shielding member 35 and the tunnel wall 20, and the shielding member 35 is disposed to be supported by the elastic member 56.
18. The method of claim 16,
A rear space 81 extending into the tunnel wall 20 is formed,
The rear space 81 has a communication portion 81a formed with the opening surface and extending toward the tunnel 10, and connected to the communication portion 81a and extended into the tunnel wall 20. Tunnel wall structure comprising an extension 81b.
In the tunnel wall structure where the train passes,
A tunnel wall 20 in which the tunnel 10 is formed;
In order to reduce the pressure wave generated by the train,
An internal space 61 communicating with the tunnel 10 and having a constant volume formed therein; A shielding member 65 for shielding the internal space 61; An actuator (66) disposed in the internal space (61) to actively move the shielding member (65); A sensor 67 for detecting pressure waves inside the tunnel 10; And a reduction unit (60) comprising a control unit (68) for operating the actuator (66) to form a phase opposite to that of the pressure wave in response to a signal from the sensor (67).
The method of claim 19,
The reduction unit is a tunnel wall structure arranged to form a plurality of groups along the longitudinal direction of the tunnel (10) or the inner peripheral surface of the tunnel wall (20).

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