Method for determining ventilation mode of single inclined shaft railway tunnel pulled by internal combustion engine

Abstract

The invention relates to the technical field of tunnel ventilation, and discloses an internal combustion engine traction single inclined shaft railway tunnel ventilation mode determination method which comprises the steps that the piston wind speed when a train passes through a tunnel is calculated according to tunnel structure parameters and train operation parameters; determining the tail end position of the pollutant according to the piston wind speed; environment parameters are calculated according to the tunnel structure parameters, the train operation parameters and the pollutant tail end positions; dividing into three working conditions according to the position relation between the pollutant tail end position and the inclined shaft position, and matching corresponding ventilation mode combinations; for each ventilation mode in the ventilation mode combination, the total energy consumption of the system is calculated in combination with the piston wind speed and the environmental parameters; and selecting the ventilation mode with the minimum total energy consumption in the ventilation mode combination as a final scheme under the target working condition according to a comparison result of the total energy consumption of the system. According to the method, the appropriate ventilation mode can be accurately selected on the premise that pollutants are discharged in time, the ventilation energy consumption is reduced, and a calculation basis is provided for tunnel inclined shaft type ventilation.

Description

Technical Field

[0001] The present invention belongs to the technical field of tunnel ventilation, and particularly relates to a method for determining the ventilation mode of a single inclined shaft railway tunnel towed by an internal combustion engine. Background Technique

[0002] In underdeveloped areas with weak power infrastructure, trains towed by internal combustion engines have become the main means of transportation due to their power autonomy. However, during the operation of internal combustion engines, toxic pollutants such as CO and NOx, as well as a large amount of thermal soot, are continuously emitted, forcing the need to establish an efficient ventilation system in railway tunnels to maintain air quality. Although the traditional full longitudinal ventilation mode can utilize the piston wind effect of the train to achieve dynamic ventilation along the direction of vehicle travel, its ventilation efficiency is significantly negatively correlated with the tunnel length: when the tunnel exceeds 3 km, the required ventilation volume increases with the cube of the length, resulting in the ventilation wind speed exceeding the safety threshold of 8 m / s, which not only increases the ventilation energy consumption by more than 40%, but also is more likely to cause structural safety hazards brought by piston wind oscillation.

[0003] In response to the problem of internal combustion engine tunnel ventilation, it has become an industry consensus to use the inclined shafts left over during the construction period to build a composite ventilation system. As natural ventilation shafts, inclined shafts can form a multi-pass ventilation network of "main tunnel - inclined shaft", and theoretically, the targeted removal of pollutants can be achieved by dynamically switching the supply / exhaust ventilation mode. However, in actual operation, the performance of the ventilation system is affected by the coupling effect of multiple physical fields: firstly, the train operation parameters and the inclined shaft structure parameters will jointly determine the pollutant diffusion path and diffusion range, and the optimal ventilation mode needs to be matched in real time; secondly, the randomly changing natural wind in the tunnel and the piston wind after the train passes will interfere with the mechanical ventilation flow field, resulting in fluctuations in ventilation efficiency; thirdly, the existing technology does not fully exploit the energy-saving potential of the single inclined shaft structure. For example, the design of parameters such as the cross-sectional size and position of the inclined shaft is mostly based on engineering conventions, without considering the piston wind effect and natural wind pressure, resulting in the underutilization of the natural ventilation performance, and the ventilation strategy is too rough and not refined enough, which may further exacerbate energy waste. Therefore, the existing ventilation strategies mostly focus on a single goal, with problems such as poor ventilation effect and insufficient consideration of energy consumption, lacking comprehensive consideration of natural wind and piston wind, and not establishing a method for determining the ventilation strategy that simultaneously meets the tunnel environment and energy consumption.

[0004] Therefore, there is an urgent need to develop a method for determining the ventilation mode of a single inclined shaft railway tunnel towed by an internal combustion engine, which can accurately select a suitable ventilation mode on the premise of ensuring the timely discharge of pollutants, reduce ventilation energy consumption, and provide a calculation basis for the inclined shaft ventilation of the tunnel. Summary of the Invention

[0005] In order to solve the above technical problems, the present invention provides a method for determining the ventilation mode of a single inclined shaft railway tunnel towed by an internal combustion engine, which can accurately select a suitable ventilation mode on the premise of ensuring the timely discharge of pollutants, reduce ventilation energy consumption, and provide a calculation basis for the inclined shaft ventilation of the tunnel.

[0006] The present invention provides a method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine, and the method includes the following steps: S1. Calculate the piston wind speed when the train passes through the tunnel according to the tunnel structure parameters and the train operation parameters; S2. Determine the stable state of the piston wind according to the piston wind speed, calculate the piston wind introduction length and determine the pollutant end position; S3. Calculate the environmental parameters according to the tunnel structure parameters, the train operation parameters and the pollutant end position; S4. Divide into three working conditions according to the position relationship between the pollutant end position and the inclined shaft, and match the corresponding ventilation mode combinations; S5. For each ventilation mode in the ventilation mode combination, calculate the total system energy consumption in combination with the piston wind speed and the environmental parameters; S6. According to the comparison result of the total system energy consumption, select the ventilation mode with the minimum total energy consumption in the ventilation mode combination as the final solution under the target working condition.

[0007] Further, in S1, the calculation formula of the piston wind speed is as follows: ; wherein, v(t) represents the piston wind speed at the end of the t-th moment, A, B, and C represent intermediate variables, and t represents time; The calculation formula of the intermediate variable A is as follows: ; wherein, K m represents the piston wind action coefficient, v T represents the train operation speed, represents the total tunnel resistance coefficient, L T represents the tunnel length, v n represents the natural wind speed in the tunnel, α represents the blockage ratio, l T represents the train length; The calculation formula of the intermediate variable B is as follows: ; The calculation formula of the intermediate variable C is as follows: ; wherein, represents the resistance coefficient of the tunnel section.

[0008] Further, in S2, determining the stable state of the piston wind according to the piston wind speed, calculating the piston wind introduction length and determining the pollutant end position includes: S21. Judge whether the piston wind speed is in a stable state, and the discrimination formula is as follows: [v(t) - v(t - 10)] / 0.1 ≤ 0.15%, t > 10; Wherein, v(t) represents the piston wind speed at the end of the t-th moment, v(t - 10) represents the piston wind speed at the end of the (t - 10)-th moment, and t represents time; If the discrimination formula holds, the piston wind speed is in a stable state, and the time when the discrimination formula holds is denoted as t 0 , and the first calculation formula is used to calculate the piston wind induction length, otherwise the second calculation formula is used to calculate the piston wind induction length; S22. Calculate the piston wind induction length; The first calculation formula is as follows: ; Wherein, S 0 represents the piston wind induction length, v 0 represents the piston wind speed corresponding to the t 0 moment, is the maximum value of the piston wind speed, v i represents the piston wind speed at the end of the t i moment, 0 ≤ t i ≤ t 0 , t 末 represents the moment when the train completely exits the tunnel; The second calculation formula is as follows: ; S23. Determine the pollutant end position L 0 according to the piston wind induction length S 0 .

[0009] Furthermore, in S4, according to the positional relationship between the pollutant end position and the inclined shaft, the tunnel is divided into three working conditions, and the corresponding ventilation mode combinations are matched, including: When 0 < pollutant end position L 0 ≤ the distance L 1 from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel entrance, it is the first working condition, and the matched ventilation mode combination includes ventilation mode a and ventilation mode b; When the distance L 1 from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel entrance < pollutant end position L 0 ≤ the distance L 井 from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel exit, it is the second working condition, and the matched ventilation mode combination includes ventilation mode c and ventilation mode d; When the distance L 井 from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel exit < pollutant end position L 0 ≤ the distance L 2 from the tunnel entrance to the tunnel exitWhen it is the third working condition, the matching ventilation mode combination includes ventilation mode e and ventilation mode f.

[0010] Furthermore, in the case of ventilation mode a, the inclined shaft exhausts air, and the tunnel entrance and the tunnel exit supply air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W a represents the total system energy consumption of ventilation mode a, F represents the cross-sectional area of the tunnel, F j represents the cross-sectional area of the inclined shaft, R j represents the frictional air resistance in the inclined shaft air duct, represents the local air resistance in the inclined shaft air duct, R 1a represents the frictional air resistance of the first smoke diffusion area on the side close to the tunnel entrance under ventilation mode a, represents the local air resistance of the first smoke diffusion area under ventilation mode a, l 1a represents the length of the first smoke diffusion area under ventilation mode a, R 2a represents the frictional air resistance of the second smoke diffusion area on the side close to the tunnel exit under ventilation mode a, represents the local air resistance of the second smoke diffusion area under ventilation mode a, l 2a represents the length of the second smoke diffusion area under ventilation mode a, l 3 represents the length of the inclined shaft, m 1a represents the smoke mass in the first smoke diffusion area under ventilation mode a, m 2a represents the smoke mass in the second smoke diffusion area under ventilation mode a, m 3a represents the smoke mass in the inclined shaft under ventilation mode a, v 1a represents the smoke exhaust speed in the first smoke diffusion area under ventilation mode a, v 2a represents the smoke exhaust speed in the second smoke diffusion area under ventilation mode a, v 3a represents the smoke exhaust speed in the inclined shaft under ventilation mode a, represents the natural wind direction coefficient, Q 1a represents the required air volume in the first smoke diffusion area under ventilation mode a, Q 2a represents the required air volume in the second smoke diffusion area under ventilation mode a, Q 3a represents the required air volume in the inclined shaft under ventilation mode a, v 末 represents t 末 the piston wind speed corresponding to the moment, with the direction consistent with the train running direction, v n represents the natural wind speed.

[0011] Furthermore, in the case of ventilation mode b, the inclined shaft exhausts air, the tunnel entrance supplies air, and the tunnel exit exhausts air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W b represents the total system energy consumption in ventilation mode b, R 1b represents the frictional wind resistance of the first smoke-filled area on the side close to the tunnel entrance in ventilation mode b, represents the local wind resistance of the first smoke-filled area in ventilation mode b, l 1b represents the length of the first smoke-filled area in ventilation mode b, R 2b represents the frictional wind resistance of the second smoke-filled area on the side close to the tunnel exit in ventilation mode b, represents the local wind resistance of the second smoke-filled area in ventilation mode b, l 2b represents the length of the second smoke-filled area in ventilation mode b, m 1b represents the smoke mass in the first smoke-filled area in ventilation mode b, m 2b represents the smoke mass in the second smoke-filled area in ventilation mode b, m 3b represents the smoke mass in the inclined shaft in ventilation mode b, v 1b represents the smoke exhaust speed in the first smoke-filled area in ventilation mode b, v 2b represents the smoke exhaust speed in the second smoke-filled area in ventilation mode b, v 3b represents the smoke exhaust speed in the inclined shaft in ventilation mode b, Q 1b represents the required air volume in the first smoke-filled area in ventilation mode b, Q 2b represents the required air volume in the second smoke-filled area in ventilation mode b, Q 3b represents the required air volume in the inclined shaft in ventilation mode b.

[0012] Furthermore, in ventilation mode c, the inclined shaft exhausts air, and the tunnel entrance and tunnel exit supply air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W c represents the total system energy consumption in ventilation mode c, F represents the tunnel cross-sectional area, F j represents the inclined shaft cross-sectional area, R j represents the frictional wind resistance in the inclined shaft air duct, represents the local wind resistance in the inclined shaft air duct, R represents the frictional wind resistance of the smoke-filled area, represents the local wind resistance of the smoke-filled area, l represents the length of the smoke-filled area, m represents the smoke mass of the smoke-filled area, v represents the smoke exhaust speed of the smoke-filled area, represents the natural wind direction coefficient, Q represents the required air volume of the smoke-filled area, v 末 represents t 末 the piston wind speed corresponding to the moment, with the direction consistent with the train running direction, vn represents the natural wind speed.

[0013] Furthermore, in ventilation mode d, the inclined shaft intakes air, the tunnel entrance supplies air, and the tunnel exit exhausts air. In S5, the calculation formula for the total system energy consumption is as follows: ; where, W d represents the total system energy consumption in ventilation mode d.

[0014] Furthermore, in ventilation mode e, the inclined shaft exhausts air, the tunnel entrance and the tunnel exit supply air. In S5, the calculation formula for the total system energy consumption is as follows: ; where, W e represents the total system energy consumption in ventilation mode e, F represents the cross-sectional area of the tunnel, F j represents the cross-sectional area of the inclined shaft, R represents the frictional wind resistance of the smoke-filled area, represents the local wind resistance of the smoke-filled area, l 1 represents the length of the smoke-filled area from the inclined shaft on the side close to the tunnel entrance, l 2 represents the length of the smoke-filled area from the tunnel exit on the side close to the tunnel entrance, l 3 represents the length of the inclined shaft, m represents the mass of the smoke in the smoke-filled area, v represents the smoke exhaust speed in the smoke-filled area, represents the natural wind direction coefficient, Q represents the required air volume of the first smoke-filled area, v 末 represents t 末 the piston wind speed corresponding to the moment, with the direction consistent with the train running direction, v n represents the natural wind speed.

[0015] Furthermore, in ventilation mode f, the inclined shaft intakes air, the tunnel entrance supplies air, and the tunnel exit exhausts air. In S5, the calculation formula for the total system energy consumption is as follows: ; where, W f represents the total system energy consumption in ventilation mode f.

[0016] The embodiments of the present invention have the following technical effects: Based on the tunnel structure parameters and train operation parameters, the present invention establishes an hourly calculation equation for piston wind speed. Combining with the discrimination conditions for the stable state of piston wind, it accurately quantifies the pollutant diffusion path and the end position, solving the problem of misjudgment of pollutant range caused by ignoring unsteady flow in traditional methods. By capturing the natural wind component and direction coefficient in real time, it breaks through the limitation of single empirical value estimation and realizes the quantitative correction of natural wind interference. According to the geometric relationship between the pollutant end position and the inclined shaft, it dynamically divides three types of working conditions and matches dual-mode combinations. By constructing an energy consumption equation including kinetic energy difference, frictional wind resistance and local wind resistance, it reveals the air flow energy transfer and loss mechanism under different ventilation modes. Based on the energy difference, it dynamically optimizes the lowest energy consumption scheme to form a ventilation strategy that takes into account both pollutant removal efficiency and energy economy. Through the flow field reconstruction of the multi-path ventilation network of the inclined shaft, the present invention converts the piston wind potential energy into a pollutant driving force, and combines with the synergistic effect of natural wind to realize the directional and rapid discharge of harmful gases in the tunnel. At the same time, by self-adapting the working conditions and multi-objective optimization of energy consumption, it solves the industry problem of the contradiction between the ventilation efficiency and energy consumption of long tunnels, providing a solution with both robustness and economy for the tunnel ventilation system in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 It is a flow chart of a method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine provided by an embodiment of the present invention; Figure 2 It is a schematic structural diagram of a first working condition provided by an embodiment of the present invention; Figure 3 It is a ventilation principle diagram of a ventilation mode a provided by an embodiment of the present invention; Figure 4 It is a ventilation principle diagram of a ventilation mode b provided by an embodiment of the present invention; Figure 5 It is a schematic structural diagram of a second working condition provided by an embodiment of the present invention; Figure 6 It is a ventilation principle diagram of a ventilation mode c provided by an embodiment of the present invention; Figure 7 It is a ventilation principle diagram of a ventilation mode d provided by an embodiment of the present invention; Figure 8 It is a schematic structural diagram of a third working condition provided by an embodiment of the present invention; Figure 9 The ventilation schematic diagram of a ventilation mode e provided by an embodiment of the present invention; Figure 10 The ventilation schematic diagram of a ventilation mode f provided by an embodiment of the present invention; Figure 11 The logic diagram of a method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine provided by an embodiment of the present invention; Figure 12 The air volume distribution schematic diagram of a ventilation mode a provided by an embodiment of the present invention; Figure 13 The air volume distribution schematic diagram of a ventilation mode b provided by an embodiment of the present invention; Figure 14 The test detail diagram of a natural wind speed tester provided by an embodiment of the present invention. Detailed implementation manners

[0019] To make the objectives, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present invention.

[0020] An embodiment of the present invention provides a method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine, Figure 1 is the flowchart of a method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine provided by an embodiment of the present invention, Figure 11 is the logic diagram of a method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine provided by an embodiment of the present invention. Refer to Figure 1 and Figure 11 , the method includes the following steps: S1. Calculate the piston wind speed when the train passes through the tunnel according to the tunnel structure parameters and the train operation parameters.

[0021] When the internal combustion engine train travels at high speed in the tunnel, due to the pressure difference before and after the train, piston wind will be generated in the tunnel. Assuming that the tunnel length is sufficient, during the process of the train entering the tunnel, the piston wind in the tunnel will first increase and tend to be stable. When the train exits the tunnel, the piston wind in the tunnel will quickly decrease until it becomes zero. The entire flow process belongs to the category of unsteady flow, and the piston wind is the main reason for the diffusion of pollutants in the tunnel. Therefore, it is necessary to obtain the piston wind speed.

[0022] In some embodiments, the calculation formula of the piston wind speed is as follows: ; Among them, v(t) represents the piston wind speed at the end of the t-th moment, A, B, and C represent intermediate variables, and t represents time; The calculation formula for the intermediate variable A is as follows: ; Among them, K m represents the piston wind action coefficient, v T represents the train operation speed, represents the total tunnel resistance coefficient, L T represents the tunnel length, v n represents the natural wind speed in the tunnel, α represents the blockage ratio, l T represents the train length; Furthermore, the calculation formula for the piston wind action coefficient is as follows: ; ; ; ; Among them, N represents the resistance coefficient of the train, λ represents the friction resistance coefficient of the annular space air flow, F represents the tunnel cross-sectional area, f T represents the train cross-sectional area, d h represents the equivalent diameter of the annular space, S represents the wetted perimeter of the tunnel cross-section, S T represents the wetted perimeter of the train, a represents the train width; Furthermore, the calculation formula for the total tunnel resistance coefficient is as follows: ; Among them, λ represents the friction resistance coefficient of the annular space air flow, d represents the equivalent diameter of the tunnel, represents the tunnel entrance resistance coefficient.

[0023] The calculation formula for the intermediate variable B is as follows: ; The calculation formula for the intermediate variable C is as follows: ; Among them, represents the resistance coefficient of the tunnel section; The calculation formula for the resistance coefficient of the tunnel section is as follows: .

[0024] By combining the above formulas with the parameters of the tunnel and the train, the piston wind speed v(t) at any time t can be obtained.

[0025] S2. Determine the stable state of the piston wind according to the piston wind speed, calculate the piston wind introduction length, and determine the position of the end of the pollutant.

[0026] The purpose of the operation ventilation of the diesel locomotive traction tunnel is to reduce the concentration of harmful gases emitted by diesel locomotives below the specified standards. The distribution of harmful gas concentration in the tunnel is related to the emissions of vehicles, the ventilation volume, and the ventilation time. Among them, the pollutant emissions are determined by the vehicles. According to relevant specifications, the ventilation time is generally not greater than the train operation interval and can be set to 900 s. The ventilation volume needs to be calculated in combination with the ventilation time and the tunnel smoke exhaust length. On the basis of calculating the hourly piston wind speed in the tunnel, it is first necessary to further clarify the specific position of the pollutants in the tunnel in order to formulate different tunnel ventilation operation plans.

[0027] During the process of the train entering and leaving the tunnel, the piston wind increases from 0. When the tunnel length is sufficient, the piston wind will reach the maximum value and tend to be stable; when the tunnel length is insufficient, it is possible that when the train leaves the tunnel, the piston wind has not reached the maximum value and is still in the increasing process. Therefore, it is necessary to first determine whether the piston wind speed is in a stable state.

[0028] In some embodiments, S2 includes the following sub-steps: S21. Determine whether the piston wind speed is in a stable state. The discrimination formula is as follows: [v(t) - v(t - 10)] / 0.1 ≤ 0.15%, t > 10; Wherein, v(t) represents the piston wind speed at the end of the t-th moment, v(t - 10) represents the piston wind speed at the end of the (t - 10)-th moment, and t represents time; If the discrimination formula holds, the piston wind speed is in a stable state, and the time when the discrimination formula holds is denoted as t 0 , and use the first calculation formula to calculate the piston wind introduction length; if the piston wind is still increasing when the train leaves the tunnel, the discrimination formula is not satisfied, and the second calculation formula is used to calculate the piston wind introduction length.

[0029] S22. Calculate the piston wind introduction length.

[0030] The first calculation formula is as follows: ; Wherein, S 0 represents the piston wind introduction length, v 0 represents the piston wind speed corresponding to the t 0 moment, is the maximum value of the piston wind speed, v i represents the piston wind speed at the end of the t i moment, 0 ≤ t i ≤ t 0 , t 末 represents the moment when the train completely leaves the tunnel; The second calculation formula is as follows: ; At this time, t 0 is equal to t 末 .

[0031] S23. Determine the end position L of the pollutant according to the piston wind introduction length S 0 . 0 .

[0032] When the train passes through the tunnel, the diesel locomotive, as a pollution source, will continuously discharge harmful gases. Since the harmful gases discharged by the train are mixed with the piston wind introduced by the train within a certain length range of the tunnel, that is, a section of the airflow in front of the train piston wind is polluted by the flue gas. Therefore, when the train exits the tunnel, the introduction distance S of the piston wind 0 is the end position L of the pollutant 0 .

[0033] S3. Calculate the environmental parameters according to the tunnel structure parameters, train operation parameters, and the end position of the pollutant.

[0034] In some embodiments, calculate the length L of the remaining pollutant diffusion in the tunnel when the train exits the tunnel according to the end position L of the pollutant 0 : w : L w = K i × (L T - L 0 ); Among them, K i is the piston wind correction coefficient, L T is the tunnel length, L 0 is the end position of the pollutant, which is equal to the introduction distance S of the piston wind 0 .

[0035] In some embodiments, the ventilation and smoke exhaust time t q , according to the specification, shall not be greater than the train operation interval. When the train operation interval is greater than 15 minutes, t q can be taken as 900 s, and the required air volume Q for smoke exhaust is calculated according to the following formula: ; Among them, L q is the length of the polluted air section, that is, the tunnel smoke exhaust length, which is equal to the pollutant diffusion length L w , and Q is the required air volume.

[0036] In some embodiments, Figure 14This is a detailed test diagram of a natural wind speed tester provided by an embodiment of the present invention. In the figure, the natural wind speed tester 8 includes a cup anemometer sensor 8-1 and a metal connecting rod 8-2. During the ventilation design and operation stage of the tunnel, the natural wind speed v in the tunnel n is basically obtained by experience. The habit is to calculate according to the ventilation resistance, and factors such as wind pressure and thermal pressure need to be considered. The process is very complicated. In the present invention, taking the natural wind from the tunnel entrance to the tunnel exit as the positive direction, the magnitude of the natural wind speed is determined by arranging 2 natural wind speed testers 8 at the tunnel entrance and the tunnel exit respectively. The perpendicular distance between the natural wind speed tester and the tunnel entrance section and the tunnel exit section is 10m, and the horizontal distance from the tunnel inner wall surface is 2m. The test height is half of the tunnel height. The main body structure of the natural wind speed tester mainly includes an RS-FSA-N01 type cup anemometer sensor, whose communication interface meets the 485 communication (ModBus) protocol, is powered by 12v, has a maximum power consumption of 0.2w, a working temperature of -40°C - 60°C, a working humidity of 0%RH - 80%RH, a test accuracy of 0.2m / s, a test range of 0 - 60m / s, a dynamic response time ≤ 2s, and can output the natural wind speed. In order not to affect the train passage and ensure that the test value is close to the actual value, in the present invention, 4 natural wind speed testers are symmetrically arranged on both sides of the tunnel entrance and exit, fixed to the ground through metal connecting rods, and data is recorded every 5s. When there is no train passing through the tunnel and no mechanical ventilation, and when the test record time ≥ 1min, the wind speed output and calculation can be carried out. The average value of the data recorded by the 4 natural wind speed testers in the velocity component v n in the tunnel direction is used to represent the natural wind speed. The natural wind speed is shown as follows: ; where, v 均 represents the average value of the wind speed tests of the four natural wind speed testers, θ represents the angle between the natural wind speed tester and the tunnel entrance in the horizontal direction, which can be calculated by inverse according to the distance, and can be represented by the dimensionless number represents the direction of the natural wind. It is stipulated that the direction from the tunnel entrance to the tunnel exit is the positive direction. According to the calculation result of the natural wind speed tester, when the natural wind is in the positive direction, is 1; when the natural wind is in the negative direction, is -1.

[0037] S4. Divide into three working conditions according to the position relationship between the end position of the pollutant and the inclined shaft, and match the corresponding ventilation mode combinations.

[0038] In some embodiments, the three working conditions and their corresponding ventilation mode combinations include: When 0 < the end position of the pollutant L 0 ≤ the distance L from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel entrance 1When it is the first working condition, the matched ventilation mode combinations include ventilation mode a and ventilation mode b; When the distance L from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel entrance 1 < the end position L of the pollutant 0 ≤ the distance L from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel exit 井 When it is the second working condition, the matched ventilation mode combinations include ventilation mode c and ventilation mode d; When the distance L from the tunnel entrance to the side of the ventilation inclined shaft close to the tunnel exit 井 < the end position L of the pollutant 0 ≤ the distance L from the tunnel entrance to the tunnel exit 2 When it is the third working condition, the matched ventilation mode combinations include ventilation mode e and ventilation mode f.

[0039] S5. For each ventilation mode in the ventilation mode combination, combine the piston wind speed and environmental parameters to calculate the total system energy consumption.

[0040] As Figure 2 、 5 、 shown in 8, which includes: the internal combustion engine train 1, the train running direction 2, the smoke diffusion area 3, the main tunnel 4, the ventilation inclined shaft 5, the ventilation air flow direction 6, and the smoke exhaust direction 7. The internal combustion engine train 1 drives into the main tunnel 4 from left to right at a uniform speed and then drives out from the right end of the main tunnel 4 after a period of time. During this process, the internal combustion engine train 1 continuously releases smoke pollutants, and under the action of the piston wind, the smoke diffuses in the main tunnel 4. According to different parameters such as the tunnel length, vehicle speed, and piston wind speed, the smoke diffusion area 3 also varies, and the smoke can be discharged through the ventilation inclined shaft 5 or both ends of the tunnel.

[0041] As Figures 2 - 10 can be seen, the present invention designs different ventilation methods according to the different smoke diffusion areas 3. The ventilation air flow direction 6 drives the smoke out of the room through the gas flow; the smoke exhaust direction 7 inside the tunnel is different in different ventilation methods. There are a total of 4 natural wind speed testers 8. To avoid the influence of the piston wind generated by the train, the natural wind speed testers 8 are respectively arranged on both sides of the tunnel entrance and exit, with a horizontal distance of 10 m and a vertical distance of 2 m from the tunnel entrance, for monitoring the magnitude and direction of the natural wind speed.

[0042] In some embodiments, Figure 2 is a schematic structural diagram of the first working condition provided by an embodiment of the present invention, Figure 3 is a ventilation principle diagram of a ventilation mode a provided by an embodiment of the present invention, Figure 4 is a ventilation principle diagram of a ventilation mode b provided by an embodiment of the present invention, Figure 12Schematic diagram of air volume distribution for ventilation mode a provided by an embodiment of the present invention Figure 13 Schematic diagram of air volume distribution for ventilation mode b provided by an embodiment of the present invention. Refer to Figures 2 - 4 , Figure 12 and Figure 13 ; In the case of ventilation mode a under the first working condition, the inclined shaft exhausts air, and the tunnel entrance and tunnel exit supply air. At this time, the tunnel smoke is divided into two parts, the first smoke diffusion area and the second smoke diffusion area. The calculation formula for the total system energy consumption is as follows: ; Among them, W a represents the total system energy consumption of ventilation mode a, F represents the cross-sectional area of the tunnel, F j represents the cross-sectional area of the inclined shaft, R j represents the frictional air resistance in the inclined shaft air duct, represents the local air resistance in the inclined shaft air duct, R 1a represents the frictional air resistance of the first smoke diffusion area on the side close to the tunnel entrance under ventilation mode a, represents the local air resistance of the first smoke diffusion area under ventilation mode a, l 1a represents the length of the first smoke diffusion area under ventilation mode a, R 2a represents the frictional air resistance of the second smoke diffusion area on the side close to the tunnel exit under ventilation mode a, represents the local air resistance of the second smoke diffusion area under ventilation mode a, l 2a represents the length of the second smoke diffusion area under ventilation mode a, l 3 represents the length of the inclined shaft, m 1a represents the smoke mass in the first smoke diffusion area under ventilation mode a, m 2a represents the smoke mass in the second smoke diffusion area under ventilation mode a, m 3a represents the smoke mass in the inclined shaft under ventilation mode a, v 1a represents the smoke exhaust speed in the first smoke diffusion area under ventilation mode a, v 2a represents the smoke exhaust speed in the second smoke diffusion area under ventilation mode a, v 3a represents the smoke exhaust speed in the inclined shaft under ventilation mode a, represents the natural wind direction coefficient, Q 1a represents the required air volume in the first smoke diffusion area under ventilation mode a, Q 2a represents the required air volume in the second smoke diffusion area under ventilation mode a, Q 3a represents the required air volume in the inclined shaft under ventilation mode a, v 末 represents t 末 the piston wind speed corresponding to the moment, with the direction consistent with the train running direction, v n represents the natural wind speed.

[0043] Among them, the calculation formula for frictional air resistance is as follows: ; The calculation formula for local air resistance is as follows: ; Among them, d represents the equivalent diameter of the tunnel, and ρ represents the air density.

[0044] Furthermore, combined with Figure 12 it can be known that ; ; ; ; ; Among them, P A is the pressure value at point A in the figure, P B is the pressure value at point B in the figure, P C is the pressure value at point C in the figure, R AB is the impedance of section AB, and R CB is the impedance of section CB; Combined with the calculation formula for the required air volume Q for smoke exhaust: ; Among them, L q is the length of the polluted air section, that is, the tunnel smoke exhaust length, which is equal to the pollutant diffusion length L w , and Q is the required air volume; Combined with l 1a representing the length of the first smoke diffusion area under ventilation mode a, and l 2a representing the length of the second smoke diffusion area under ventilation mode a, it can be known that: ; ; Then .

[0045] Then ; And ; Then Q 3a is the required air volume Q for smoke exhaust, which can be obtained through the previous calculation. R AB represents the impedance of section AB and can be calculated through the following formula: ; Among them, ξ AB represents the local resistance coefficient of section AB, and λAB The friction coefficient along the length of section AB, L AB The length of section AB, d AB The equivalent diameter of section AB, F AB The cross-sectional area of section AB. Thus, Q can be calculated 1a 、Q 2a According to the formula v can be calculated 1a 、v 2a 、v 3a According to the formula m can be calculated 1a 、m 2a 、m 3a where t q represents the ventilation and smoke exhaust time. The calculation principle of the impedance of other sections is the same and will not be elaborated here

[0046] In the case of ventilation mode b in the first working condition, the inclined shaft exhausts air, the tunnel entrance supplies air, and the tunnel exit exhausts air. The calculation formula for the total system energy consumption is as follows ; where W b represents the total system energy consumption in ventilation mode b, R 1b represents the frictional wind resistance of the first smoke-filled area near the tunnel entrance in ventilation mode b, represents the local wind resistance of the first smoke-filled area in ventilation mode b, l 1b represents the length of the first smoke-filled area in ventilation mode b, R 2b represents the frictional wind resistance of the second smoke-filled area near the tunnel exit in ventilation mode b, represents the local wind resistance of the second smoke-filled area in ventilation mode b, l 2b represents the length of the second smoke-filled area in ventilation mode b, m 1b represents the smoke mass in the first smoke-filled area in ventilation mode b, m 2b represents the smoke mass in the second smoke-filled area in ventilation mode b, m 3b represents the smoke mass in the inclined shaft in ventilation mode b, v 1b represents the smoke exhaust speed in the first smoke-filled area in ventilation mode b, v 2b represents the smoke exhaust speed in the second smoke-filled area in ventilation mode b, v 3b represents the smoke exhaust speed in the inclined shaft in ventilation mode b, Q 1b represents the required air volume in the first smoke-filled area in ventilation mode b, Q 2b represents the required air volume in the second smoke-filled area in ventilation mode b, Q 3b represents the required air volume in the inclined shaft in ventilation mode b

[0047] Furthermore, in combination with Figure 13 it can be seen that ; At this time, Q 1b is equal to Q 3b and can be obtained by the previous calculation.

[0048] ; R DB and R CB can be obtained by calculating with the above formula, so Q 1b 、Q 2b 、Q 3b can be calculated. Similarly, v 1b 、v 2b 、v 3b and m 1b 、m 2b 、m 3b can be calculated.

[0049] In some embodiments, Figure 5 is a schematic structural diagram of a second working condition provided by an embodiment of the present invention, Figure 6 is a ventilation principle diagram of a ventilation mode c provided by an embodiment of the present invention, Figure 7 is a ventilation principle diagram of a ventilation mode d provided by an embodiment of the present invention. Refer to Figures 5 - 7 ; In the case of ventilation mode c in the second working condition, the inclined shaft exhausts air, and the tunnel entrance and the tunnel exit supply air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W c represents the total system energy consumption of ventilation mode c, F represents the cross-sectional area of the tunnel, F j represents the cross-sectional area of the inclined shaft, R j represents the frictional air resistance in the inclined shaft air duct, represents the local air resistance in the inclined shaft air duct, R represents the frictional air resistance in the smoke-filled area, represents the local air resistance in the smoke-filled area, l represents the length of the smoke-filled area, m represents the smoke mass in the smoke-filled area, v represents the smoke exhaust speed in the smoke-filled area, represents the natural wind direction coefficient, Q represents the required air volume in the smoke-filled area, v 末 represents the piston wind speed corresponding to the moment of t 末 , and the direction is the same as the train running direction, v n represents the natural wind speed.

[0050] In the ventilation mode d of the second working condition, the inclined shaft takes in air, the tunnel entrance supplies air, and the tunnel exit exhausts air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W d represents the total system energy consumption of the ventilation mode d.

[0051] In some embodiments, Figure 8 is a schematic structural diagram of a third working condition provided by an embodiment of the present invention, Figure 9 is a schematic ventilation principle diagram of a ventilation mode e provided by an embodiment of the present invention, Figure 10 is a schematic ventilation principle diagram of a ventilation mode f provided by an embodiment of the present invention. Refer to Figures 8 - 10 ; In the ventilation mode e of the third working condition, the inclined shaft exhausts air, the tunnel entrance and the tunnel exit supply air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W e represents the total system energy consumption of the ventilation mode e, F represents the cross-sectional area of the tunnel, F j represents the cross-sectional area of the inclined shaft, R represents the frictional air resistance of the smoke-filled area, represents the local air resistance of the smoke-filled area, l 1 represents the length of the smoke-filled area near the tunnel entrance side from the inclined shaft, l 2 represents the length of the smoke-filled area near the tunnel entrance side from the tunnel exit, l 3 represents the length of the inclined shaft, m represents the mass of the smoke in the smoke-filled area, v represents the smoke exhaust speed in the smoke-filled area, represents the natural wind direction coefficient, Q represents the required air volume of the first smoke-filled area, v 末 represents t 末 the piston wind speed corresponding to the moment, with the direction consistent with the train running direction, v n represents the natural wind speed.

[0052] In the ventilation mode f of the third working condition, the inclined shaft takes in air, the tunnel entrance supplies air, and the tunnel exit exhausts air. In S5, the calculation formula for the total system energy consumption is as follows: ; Among them, W f represents the total system energy consumption of the ventilation mode f.

[0053] S6. According to the comparison result of the total system energy consumption, select the ventilation mode with the minimum total energy consumption in the ventilation mode combination as the final solution under the target working condition.

[0054] Based on the tunnel structure parameters and train operation parameters, the present invention establishes an hourly calculation equation for piston wind speed. Combining with the discrimination conditions for the stable state of piston wind, it accurately quantifies the pollutant diffusion path and the end position, solving the problem of misjudgment of pollutant range caused by ignoring unsteady flow in traditional methods. By capturing the natural wind component and direction coefficient in real time, it breaks through the limitation of single empirical value estimation and realizes the quantitative correction of natural wind interference. According to the geometric relationship between the pollutant end position and the inclined shaft, it dynamically divides three types of working conditions and matches a dual-mode combination. By constructing an energy consumption equation including kinetic energy difference, frictional wind resistance and local wind resistance, it reveals the mechanism of air flow energy transfer and loss under different ventilation modes. Based on the energy difference, it dynamically optimizes the lowest energy consumption scheme and forms a ventilation strategy that takes into account both pollutant removal efficiency and energy economy. Through the flow field reconstruction of the multi-path ventilation network of the inclined shaft, the present invention converts the piston wind potential energy into the pollutant driving force, and combines with the synergistic effect of natural wind to realize the directional and rapid discharge of harmful gases in the tunnel. At the same time, by means of working condition self-adaptation and multi-objective optimization of energy consumption, it solves the industry problem of the contradiction between ventilation efficiency and energy consumption in long tunnels, and provides a solution with both robustness and economy for the tunnel ventilation system in complex environments.

[0055] Taking the actual data of a certain project as an example, where the tunnel length L T is 13042 m; the tunnel cross-sectional area F is 32.23 m 2 ; the wetted perimeter S of the tunnel section is 21.1 m; the equivalent diameter d of the tunnel is 6.11 m, and the friction coefficient λ of the annular space air flow along the path is 0.02; the tunnel entrance resistance coefficient is 0.5; according to the measured value, the natural wind speed v n in the tunnel is 1.5 m / s; the air density ρ is 0.583 kg / m 3 ; the ventilation time t q is 900 s; the time t 末 for the train to pass through the tunnel is 853.7 s; the length l 3 of the inclined shaft is 2590 m; the cross-sectional area F 斜 of the inclined shaft is 32.23 m 2 ; the equivalent diameter d 斜 of the inclined shaft is 5.17 m; the cross-sectional area f T of the train is 12.6 m 2 ; the wetted perimeter S T of the train is 14.3 m; the width a of the train is 3.1 m; the length l T of the train is 500 m; the train speed v T is 55 km / h.

[0056] After calculation by the above formula, the train blockage ratio α is 0.391, the equivalent diameter d h of the annular space is 2.689, the resistance coefficient N of the train is 0.0087, and the piston wind action coefficient Km If it is 11.68, then A is 0.0983; B is -0.0134, and C is 0.001155.

[0057] According to the hourly piston wind calculation formula, when t is 1s, 2s, 3s..., the piston wind speeds are 0.10m / s, 0.19m / s, 0.29m / s... respectively. When the train passes through the tunnel, the time t 末 is 853.7s, and the corresponding piston wind speed v 末 is 5.11m / s; according to the test results of the natural wind speed tester 8, the direction of the natural wind speed is positive, that is, from the tunnel entrance to the tunnel exit, is 1, and the average value of the natural wind speed is about 1.53m / s, and tanθ = 0.2. Then, through calculation, the natural wind speed v n is 1.5m / s.

[0058] By calculating through the discrimination formula, when t 0 = 375s, the discrimination formula holds, and at this time, the piston wind is in a stable state. Then t 0 <t 末 , and the piston wind introduction length S 0 is calculated through the formula to be 3291m. Then the pollutant position L 0 is 3291m. After calculation, the tunnel smoke exhaust length L q is 10726m, and the required smoke exhaust air volume Q is 384m 3 / s.

[0059] For ventilation mode a, the position of the ventilation inclined shaft 5 is located in the middle of the main tunnel 4. Then L 1 is 6518.5m, L 井 is 6523.5m, L 2 is 13042m. Then 0 < L 0 <L 1 , which belongs to the first working condition. Therefore, it is necessary to calculate the energy calculation parameters of ventilation modes a and b. According to the appendix table of TB 10068 - 2024 "Code for the Design of Railway Tunnel Operation Ventilation", ξ 01 is the local resistance coefficient of the 0 - 1 section, which is 1.5; is the friction resistance coefficient of the 0 - 1 section, which is 0.02; L 01 is the length of the smoke diffusion on the left side of the inclined shaft, which is 3230m; d 01 is the equivalent diameter of the 0 - 1 section, which is 6.11m; ρ is the air density, which is 0.583kg / m 3 ; F 01 is the cross-sectional area of the 0 - 1 section, which is 32.23m 2 , so the calculation shows that R01 is 0.003388; similarly, ξ 21 is 3.5; is 0.02; L 21 is 6521 m, d 21 is 6.11 m, ρ is 0.583 kg / m 3 , F 21 is 32.23 m 2 , calculating gives R 21 is 0.006972, further calculating shows that R 1a is 0.003; R 2a is 0.006; R ξ1a is 0.00042; R ξ2a is 0.00098; R j is 0.0024; R jξ is 0.0011. Therefore, by formula calculation, Q 1a is 226.3 m 3 / s; Q 2a is 157.7 m 3 / s; Q 3a is 384 m 3 / s; l 1a is 6321 m, l 2a is 4405 m, l 3 is 2590 m; m 1a is 118739.61 kg; m 2a is 82745.19 kg; m 3a is 201484.81 kg; v 1a is 7.02 m / s; v 2a is 4.89 m / s; v 3a is 11.91 m / s, after calculation W 1a is 9.08×10 7 J.

[0060] For ventilation mode b, similarly referring to the appendix table of the "Code for Design of Railway Tunnel Operation Ventilation", ξ 31 is 4.0, λ 31 is 0.02; L 31 is 2590 m, d 31 is 5.17 m, F 31 is 32.23 m 2 , after calculation, R 31 is 0.003934, then Q 1b is 219.28 m 3 / s, Q 2b is 164.72 m 3 / s, Q 3bIs 219.28m 3 / s; v 1b Is 6.80m / s, v 2b Is 5.11m / s, v 3b Is 6.80m / s; R 1b Is 0.0056; R ξ1b Is 0.00042; R ξ2b Is 0.00098; R 2b Is 0.0042; R j Is 0.0024; R jξ Is 0.0011; l 1b Is 6125m, l 2b Is 4601m, l 3 Is 2590m; m 1a Is 115056.22kg; m 2a Is 86428.58kg; m 3a Is 115056.22kg, after calculation W 1b Is 5.91×10 7 J.

[0061] At this time, after calculation, ΔW 1 =3.17×10 7 J>0, so from the perspective of energy conservation analysis, the energy consumption of ventilation mode a is higher, and ventilation mode b should be selected.

[0062] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A method for determining the ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine, characterized in that: The method comprises the following steps: S1. Calculate the piston wind speed when the train passes through the tunnel according to the tunnel structure parameters and train operation parameters; S2. Determine the stable state of the piston wind according to the piston wind speed, calculate the piston wind introduction length and determine the terminal position of the pollutant; S3, calculating environmental parameters according to the tunnel structure parameters, the train operation parameters and the terminal position of the pollutant; S4, dividing into three working conditions according to the positional relationship between the pollutant terminal position and the inclined shaft, and matching corresponding ventilation mode combinations; S5. For each ventilation mode in the ventilation mode combination, the total energy consumption of the system is calculated in combination with the piston wind speed and the environmental parameters; S6. According to the comparison result of the total energy consumption of the system, the ventilation mode with the minimum total energy consumption in the ventilation mode combination is selected as the final solution under the target working condition.

2. The method for determining the ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 1, characterized in that: In S1, the calculation formula of piston wind speed is as follows: ； Among them, v(t) represents the piston wind speed at the end of time t, A, B, C represent intermediate variables, and t represents time; The calculation formula of the intermediate variable A is as follows: ； Among them, K m represents the piston wind action coefficient, v T Indicates the train running speed. represents the total resistance coefficient of the tunnel, L T represents the tunnel length, v n represents the natural wind speed in the tunnel, α represents the blocking ratio, l T Indicates the length of the train; The calculation formula of the intermediate variable B is as follows: ； The calculation formula of the intermediate variable C is as follows: ； in, Represents the resistance coefficient of the tunnel section.

3. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 2, characterized in that: In S2, judging the piston wind stability state according to the piston wind speed, calculating the piston wind introduction length and determining the pollutant terminal position includes: S21, judging whether the piston wind speed is in a stable state, the judging formula is as follows: [v(t)-v(t-10)] / 0.1≤0.15%, t>10; Wherein, v(t) represents the piston wind speed at the end of the tth moment, v(t-10) represents the piston wind speed at the end of the t-10th moment, and t represents time; If the discriminant formula is established, the piston wind speed is in a stable state, the time when the discriminant formula is established is recorded as t0, and the piston wind introduction length is calculated using the first calculation formula, otherwise the piston wind introduction length is calculated using the second calculation formula; S22, calculating the piston wind introduction length; The first calculation formula is as follows: ； Among them, S0 represents the piston wind introduction length, v0 represents the piston wind speed corresponding to time t0, which is the maximum piston wind speed, and v i Indicates the tth i Piston wind speed at the end of time, 0≤t i ≤t0,t 末 Indicates the time when the train completely exits the tunnel; The second calculation formula is as follows: ； S23. Determine the pollutant end position L0 according to the piston wind introduction length S0.

4. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 3, characterized in that: In S4, three working conditions are divided according to the positional relationship between the pollutant terminal position and the inclined shaft, and the corresponding ventilation mode combinations are matched, including: When 0<pollutant terminal position L0≤the distance L1 from the tunnel entrance to the ventilation inclined shaft close to the tunnel entrance, it is the first working condition, and the matching ventilation mode combination includes ventilation mode a and ventilation mode b; When the distance L1 from the tunnel entrance to the ventilation shaft near the tunnel entrance is less than the pollutant terminal position L0, the distance L from the tunnel entrance to the ventilation shaft near the tunnel exit is less than the distance L 井 When , it is the second working condition, and the matching ventilation mode combination includes ventilation mode c and ventilation mode d; When the distance L from the tunnel entrance to the ventilation shaft near the tunnel exit 井 When < pollutant terminal position L0 ≤ distance from tunnel entrance to tunnel exit L2, it is the third working condition, and the matching ventilation mode combination includes ventilation mode e and ventilation mode f.

5. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 4, characterized in that: In the ventilation mode a, the inclined shaft is used for exhaust, and the tunnel entrance and tunnel exit are used for air supply. In S5, the total energy consumption of the system is calculated as follows: ； Among them, W a represents the total energy consumption of the system in ventilation mode a, F represents the cross-sectional area of ​​the tunnel, and F j Represents the cross-sectional area of ​​the inclined shaft, R j It represents the frictional wind resistance in the inclined shaft air duct. Represents the local wind resistance in the inclined shaft air duct, R 1a represents the frictional wind resistance of the first smoke-filled area near the tunnel entrance under ventilation mode a, represents the local wind resistance of the first smoke diffused area under ventilation mode a, l 1a represents the length of the first smoke diffusion area under ventilation mode a, R 2a represents the frictional wind resistance of the second smoke-filled area near the tunnel exit under ventilation mode a, represents the local wind resistance of the second smoke diffused area under ventilation mode a, l 2a represents the length of the second smoke diffused area under ventilation mode a, l3 represents the length of the inclined shaft, m 1a represents the smoke quality in the first smoke diffused area under ventilation mode a, m 2a represents the smoke quality in the second smoke diffused area under ventilation mode a, m 3a represents the smoke quality in the inclined shaft under ventilation mode a, v 1a represents the smoke exhaust velocity in the first smoke-filled area under ventilation mode a, v 2a represents the smoke exhaust velocity in the second smoke-filled area under ventilation mode a, v 3a represents the smoke exhaust velocity in the inclined shaft under ventilation mode a, Indicates the natural wind direction coefficient, Q 1a represents the required air volume of the first smoke diffused area under ventilation mode a, Q 2a represents the required air volume of the second smoke-filled area under ventilation mode a, Q 3a represents the required air volume in the inclined shaft under ventilation mode a, v 末 Indicates t 末 The piston wind speed corresponding to the time is consistent with the direction of the train, v n Indicates the natural wind speed.

6. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 5, characterized in that: In the ventilation mode b, the inclined shaft is used for exhaust, the tunnel entrance is used for air supply, and the tunnel exit is used for exhaust. In S5, the total energy consumption of the system is calculated as follows: ； Among them, W b represents the total system energy consumption of ventilation mode b, R 1b represents the frictional wind resistance of the first smoke-filled area near the tunnel entrance under ventilation mode b, represents the local wind resistance of the first smoke diffused area under ventilation mode b, l 1b represents the length of the first smoke diffusion area under ventilation mode b, R 2b represents the frictional wind resistance in the second smoke-filled area near the tunnel exit under ventilation mode b, represents the local wind resistance of the second smoke diffused area under ventilation mode b, l 2b Indicates the length of the second smoke diffusion area under ventilation mode b, m 1b represents the smoke quality in the first smoke diffused area under ventilation mode b, m 2b represents the smoke quality in the second smoke diffused area under ventilation mode b, m 3b represents the smoke quality in the inclined shaft under ventilation mode b, v 1b represents the smoke exhaust velocity in the first smoke-filled area under ventilation mode b, v 2b represents the smoke exhaust velocity in the second smoke-filled area under ventilation mode b, v 3b represents the smoke exhaust velocity in the inclined shaft under ventilation mode b, Q 1b represents the required air volume of the first smoke diffused area under ventilation mode b, Q 2b represents the required air volume of the second smoke-filled area under ventilation mode b, Q 3b Indicates the required air volume in the inclined shaft under ventilation mode b.

7. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 4, characterized in that: In the ventilation mode c, the inclined shaft is used for exhaust, and the tunnel entrance and tunnel exit are used for air supply. In S5, the total energy consumption of the system is calculated as follows: ； Among them, W c represents the total energy consumption of the system in ventilation mode c, F represents the cross-sectional area of ​​the tunnel, and F j Represents the cross-sectional area of ​​the inclined shaft, R j It represents the frictional wind resistance in the inclined shaft air duct. represents the local wind resistance in the inclined shaft air duct, R represents the friction wind resistance in the smoke-filled area, represents the local wind resistance in the smoke-filled area, l represents the length of the smoke-filled area, m represents the smoke mass in the smoke-filled area, v represents the smoke exhaust speed in the smoke-filled area, represents the natural wind direction coefficient, Q represents the required air volume in the smoke diffused area, v 末 Indicates t 末 The piston wind speed corresponding to the time is consistent with the direction of the train, v n Indicates the natural wind speed.

8. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 7, characterized in that: In the ventilation mode d, the inclined shaft takes in air, the tunnel entrance delivers air, and the tunnel exits exhaust air. In S5, the total energy consumption of the system is calculated as follows: ； Among them, W d Represents the total system energy consumption of ventilation mode d.

9. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 4, characterized in that: In the ventilation mode e, the inclined shaft is used for exhaust, and the tunnel entrance and tunnel exit are used for air supply. In S5, the total energy consumption of the system is calculated as follows: ； Among them, W e represents the total energy consumption of the system in ventilation mode e, F represents the cross-sectional area of ​​the tunnel, and F j represents the cross-sectional area of ​​the inclined shaft, R represents the frictional wind resistance in the smoke-filled area, represents the local wind resistance in the smoke-filled area, l1 represents the length of the smoke-filled area from the side close to the tunnel entrance to the inclined shaft, l2 represents the length of the smoke-filled area from the side close to the tunnel entrance to the tunnel exit, l3 represents the length of the inclined shaft, m represents the smoke mass in the smoke-filled area, v represents the smoke exhaust speed in the smoke-filled area, represents the natural wind direction coefficient, Q represents the required air volume in the first smoke diffused area, v 末 Indicates t 末 The piston wind speed corresponding to the time is consistent with the direction of the train, v n Indicates the natural wind speed.

10. The method for determining ventilation mode of a single-inclined railway tunnel driven by an internal combustion engine according to claim 9, characterized in that: In the ventilation mode f, the inclined shaft takes in air, the tunnel entrance delivers air, and the tunnel exits exhaust air. In S5, the total energy consumption of the system is calculated as follows: ； Among them, W f Represents the total system energy consumption of ventilation mode f.

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