CN-224214182-U - Combined buffer structure for tunnel portal of high-speed railway

Abstract

The utility model relates to a combined buffer structure for a tunnel portal of a high-speed railway, which comprises an opening section, a beveling section lining and a beveling section lining, wherein the opening section is connected with a portal lining structure of a tunnel portal, the opening section comprises at least one opening section lining, a plurality of surrounding wells are arranged at intervals on the top of the opening section lining, the surrounding wells protrude out of the upper end face of the opening section lining, a cavity in the opening section lining is communicated with the outside through the surrounding wells, the beveling section lining is spliced with the opening section lining at the end part of the opening section, and the port of the beveling section lining is inclined and faces the tunnel portal in the inclined direction. The lining of a plurality of opening sections can be arranged according to the requirements, parameters such as the position and the length of an opening of the buffer structure can be flexibly adjusted, and meanwhile, falling stones of the side slope can be effectively prevented from falling into the line by the design of the surrounding well.

Inventors

• WANG CHEN
• AN ZHELI
• Zheng Zefu
• FANG YUFEI
• GAO LONG
• JIA JINGCHAO
• LIU YUXIN
• ZHAO BO
• ZHANG FEI
• YANG XU
• ZHANG KAI
• MA WEIBIN
• WANG XUDONG
• CHENG AIJUN
• HAN JIAQIANG
• TIAN JINGWEI
• Li Shanduo
• PENG YANG
• GUO XIAOXIONG

Assignees

• 中国铁道科学研究院集团有限公司铁道建筑研究所
• 中国铁道科学研究院集团有限公司
• 中国国家铁路集团有限公司

Dates

Publication Date

20260508

Application Date

20241231

Claims (8)

1. 1. The utility model provides a high-speed railway tunnel portal combination formula buffer structure which characterized in that, it includes: The tunnel portal comprises an opening section, an opening section and a cavity, wherein the opening section is connected with a portal lining structure of a tunnel portal, the opening section comprises at least two opening section linings (3), and two adjacent opening section linings (3) are spliced, a plurality of surrounding wells (3-1) are arranged at intervals at the top of the opening section linings (3), the surrounding wells (3-1) protrude out of the upper end face of the opening section linings (3), and a cavity in the opening section linings (3) is communicated with the outside through the surrounding wells (3-1); A chamfer section lining (4) spliced with the opening section lining (3) at the end part of the opening section, wherein the port of the chamfer section lining (4) is inclined, and the inclined direction of the port faces to the tunnel portal; The opening section lining (3) and the chamfer section lining (4) are both made of reinforced concrete by pouring, and the splicing process of gaps among the lining can be adhesive connection or joint connection among adjacent components by pouring concrete.
2. 2. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein the area of the cross section of the buffer structure is consistent with the tunnel clearance.
3. 3. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein the cross section of the surrounding well (3-1) is circular or rectangular.
4. 4. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein a wellhead groove (3-2) is formed in the inner side of the upper end of the surrounding well (3-1), and the wellhead groove (3-2) is used for installing a protective net.
5. 5. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein the inclination rate (6) at the port of the chamfer section lining (4) is consistent with the slope of the topographic slope protection (2) at the tunnel entrance and exit.
6. 6. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein the port edge of the chamfer section lining (4) is provided with a protruding cap peak structure (5), and the distance of the cap peak structure (5) protruding the port edge of the chamfer section lining (4) increases from bottom to top.
7. 7. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein the length of the chamfer section lining (4) along the tunnel direction is 15 meters, and the length of the opening section lining (3) along the tunnel direction is 10 meters; The top of the opening section lining (3) is provided with two surrounding wells (3-1), the cross section of each surrounding well (3-1) is rectangular, the thickness of each surrounding well is 0.5 meter, and the inner diameter of each surrounding well (3-1) is 3 meters long and 3.2 meters wide; The distance between the centers of two adjacent surrounding wells (3-1) is 5 meters, and the linear distance between the centers of the surrounding wells (3-1) and the edge of the lining (3) of the opening section is 2.5 meters; The inclination rate (6) at the port of the chamfer section lining (4) is 1:1.25.
8. 8. The combined buffer structure for the tunnel portal of the high-speed railway according to claim 1, wherein the surrounding well (3-1) is made of reinforced concrete through pouring.

Description

Combined buffer structure for tunnel portal of high-speed railway Technical Field The utility model relates to the field of tunnel portal structures, in particular to a combined buffer structure for a tunnel portal of a high-speed railway. Background When the motor train unit passes through the tunnel at a high speed, air in the annular space between the train and the inner surface of the tunnel lining is severely extruded as the train head protrudes into the tunnel, thereby forming a compression wave in front of the train and propagating in the tunnel at the speed of sound. When the compression wave propagates to the tunnel portal, a portion of the energy is reflected back into the tunnel in the form of an expansion wave, and another portion is radiated into the environment outside the tunnel to form a micro-pressure wave. The micro-air pressure wave generated at the tunnel portal contains a large amount of low-frequency sound waves with the vibration frequency of 0-20 Hz, which easily causes resonance of building structures (such as doors, windows and the like) around the tunnel, human cavities and important organs, and causes certain negative influence on the physiology and psychology of nearby residents while jeopardizing the safety of the structures. Meanwhile, when the peak value of the micro-air pressure wave is larger, the high-frequency component in the micro-air pressure wave also induces a sound explosion phenomenon, and certain noise pollution is formed at the tunnel portal. Aiming at the problem of tunnel portal micro-air pressure wave environment, the main relief method comprises 1) changing tunnel structures, such as properly increasing the clearance area of a tunnel or building auxiliary tunnels and the like in the tunnel, so as to relieve the tunnel portal micro-air pressure wave, 2) changing train design parameters, such as increasing the streamline length of the head of a train or changing the section area of the train, so as to achieve the effect of reducing the initial compression wave gradient, and 3) changing the buffer structure types of the tunnel portal, such as increasing the aperture ratio of the buffer structure, prolonging the length of the buffer structure and the like, so as to achieve the purposes of reducing the initial compression wave gradient and enhancing the micro-air pressure wave relief effect. And because the design parameters of the tunnel and the train are difficult to change during construction, measures of additionally arranging a tunnel portal buffer structure are mainly adopted at home and abroad to relieve micro-air pressure waves. In the aspect of a relief mechanism of the buffer structure, the existing research shows that the micro-pneumatic wave at the tunnel outlet is positively correlated with the pressure gradient in the tunnel and negatively correlated with the solid angle of the outlet space. For the tunnel inlet buffer structure, the reduction of the pressure gradient peak value is realized mainly by prolonging the time for the initial compression wave to reach the peak value, so that the micro-air pressure peak value is reduced, and for the tunnel outlet buffer structure, the outlet space solid angle is mainly increased, so that the micro-air pressure peak value is reduced. The ratio of the cross-sectional area to the clearance area of the buffer structure can be divided into a constant cross-sectional type (=1:1) and an enlarged cross-sectional type (> 1:1). The enlarged section type buffer structure is limited by the structural size of the enlarged section type buffer structure, has larger occupied area requirement on the hole site, and cannot be built on the terrain with small hole space. The existing buffer structure is fixed in design parameters such as the position and the length of an opening, and is difficult to design according to the relief requirement, so that economic benefit is low. And for the design of trompil department, do not consider the risk that prevents surrounding rock to fall the stone, the security is relatively poor. Disclosure of utility model The utility model aims to solve the technical problem of providing a combined buffer structure, which can be provided with a plurality of opening section linings according to requirements, so that parameters such as the position of an opening of the buffer structure, the length and the like can be flexibly adjusted, and meanwhile, falling stones of a side slope can be effectively prevented from falling into a line, thereby achieving the purpose of protection. In order to solve the problems, the utility model adopts the following technical scheme: A high-speed railway tunnel portal modular buffer structure, comprising: The opening section is connected with a portal lining structure of the tunnel entrance and exit, the opening section comprises at least one opening section lining, a plurality of surrounding wells are arranged at intervals on the top of the opening section lining, the s