Regulating device and regulating method for relieving influence of air pressure wave of air shaft in tunnel section

Abstract

The application provides a kind of adjusting device and regulation and control method for relieving the influence of air pressure wave of tunnel section air shaft, adjusting device includes air valve body, air valve actuator, air valve control box, infrared emitter, infrared receiver, data acquisition analyzer, train internal air pressure sensor and train external air pressure sensor. Train position is monitored by infrared emitter receiver, air shaft air valve of section is closed when train travels to section air shaft, and air shaft air valve is opened when train leaves section air shaft. By controlling the opening and closing of section air shaft, the influence of pressure wave is effectively relieved, and the influence of piston wind on ventilation of section tunnel is little, which can fully utilize the ventilation of piston wind on section tunnel, improve the comfort of passengers in the car, and has great engineering application value in ensuring the health of personnel.

Description

Technical Field

[0001] This invention relates to the field of tunnel air pressure control, and more particularly to a regulating device and control method for mitigating the influence of air pressure waves in tunnel ventilation shafts. Background Technology

[0002] When a train enters or exits a tunnel at high speed, or passes through a section of tunnel with abrupt changes in cross-section, it causes drastic pressure changes within the tunnel. Due to the pressure waves, this results in a series of sudden increases and decreases in pressure within the train carriages. When these intense pressure waves are transmitted into the carriage, they can cause ear pain, even vomiting, leading to a series of uncomfortable problems for passengers.

[0003] To meet the requirements for fire evacuation and smoke extraction in long tunnel sections, ventilation shafts are often installed in these tunnels during engineering projects. When a train passes through a ventilation shaft, the abrupt change in airflow path can cause drastic pressure fluctuations, making it difficult to meet passenger comfort requirements. Field tests and numerical calculations show that when the train's front end approaches the vicinity of the ventilation shaft, the pressure inside the carriage changes rapidly. Subsequently, compression and expansion waves reach the carriage, creating pressure fluctuations. The pressure gradually stabilizes after the rear of the train moves away from the ventilation shaft. When the train passes through a piston ventilation shaft, a slight positive pressure is generated inside the carriage during the initial acceleration phase. During sustained acceleration, the pressure becomes negative and continues to decrease. When the train's front end approaches the vicinity of the ventilation shaft, the pressure inside the carriage again rises rapidly and changes abruptly, gradually stabilizing after the rear of the train moves away from the ventilation shaft.

[0004] The pressure time history curve and pressure wave propagation diagram at a certain measuring point inside the train entering the tunnel and passing through the piston ventilation shaft are shown below. Figure 1 and Figure 2 As shown. Therefore, reducing this pressure fluctuation and improving passenger comfort has become an urgent problem to be solved in high-speed rail transit engineering. Closing the air valves in the ventilation shafts of the tunnel sections will alleviate the impact of pressure waves on the environment inside the carriages. However, piston air has a ventilation function for the tunnel sections. If the ventilation shafts are completely closed, fresh air from outside can only enter the tunnel through the tunnel entrances and exits. The piston effect weakens, the temperature inside the tunnel will rise, and the air quality will decline. The propagation of external pressure into the carriage mainly depends on the rigidity of the car body and the airtightness of the vehicle. Under the same airtightness index, the pressure inside the car and the external pressure change positively. With a certain car body rigidity, the main factor affecting the pressure on the environment inside the carriage is the airtightness of the vehicle. According to UIC779-11-2005, the dynamic airtightness index of the car body is about 1 / 3 to 1 / 2 of the static airtightness index of the car body. The static airtightness index of the car body can be obtained through experiments. The current phase of the project mainly adopts measures such as improving vehicle sealing, expanding tunnel cross-section, and special pressure relief structures. These methods are relatively effective, but they significantly increase the project investment.

[0005] Therefore, developing a regulating device and control method for use in tunnel ventilation shafts that can mitigate the impact of pressure waves on the comfort of passengers is an urgent problem to be solved. Summary of the Invention

[0006] In view of this, the present invention aims to propose an adjustment device and control method to mitigate the impact of air pressure waves in the ventilation shaft of a tunnel section. Without affecting the ventilation function of the piston wind in the tunnel section, the air valve is closed before the train travels to the ventilation shaft and opened after the train has passed through the ventilation shaft, thereby mitigating the impact of pressure waves on the in-vehicle environment and ensuring the health and comfort of the passengers.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0008] A regulating device for mitigating the influence of air pressure waves in a ventilation shaft in a tunnel section includes a valve body, a valve actuator, a valve control box, an infrared transmitter, an infrared receiver, a data acquisition and analysis instrument, an in-train air pressure sensor, and an external air pressure sensor.

[0009] The valve body is installed in the section ventilation shaft or at the junction of the section ventilation shaft and the tunnel. When the valve body is in the open state, the space in the section tunnel can exchange with the atmosphere through the section ventilation shaft. When the valve body is in the closed state, the section tunnel is relatively closed and cannot exchange a large amount of air with the outside.

[0010] The damper actuator is used to control the opening and closing of the damper body blades;

[0011] The air valve control box is used to receive the train body position information signal sent by the infrared receiver, and to control the opening and closing of the air valve through the air valve actuator;

[0012] The infrared transmitter includes an infrared transmitter in front of the ventilation shaft and an infrared transmitter behind the ventilation shaft. The infrared receiver includes an infrared receiver in front of the ventilation shaft and an infrared receiver behind the ventilation shaft. The infrared transmitter and receiver in front of the ventilation shaft are a set and are installed on the tunnel wall in front of the ventilation shaft. The infrared transmitter and receiver behind the ventilation shaft are a set and are installed on the tunnel wall behind the ventilation shaft. By checking whether the infrared receiver receives a signal from the infrared transmitter, it is determined whether a vehicle is in that position, and the signal indicating whether the vehicle is in that position or not is sent to the air valve control box in real time.

[0013] The data acquisition and analysis instrument is located inside the train;

[0014] The train interior air pressure sensor is installed on the inner surface of the train, and the train exterior air pressure sensor is installed on the outer wall of the train. The data acquisition and analysis instrument is located inside the train and is electrically connected to the train interior air pressure sensor and the train exterior air pressure sensor via a data connection cable.

[0015] Furthermore, after determining the final positions of the infrared transmitter and receiver along the track direction, the data acquisition and analysis instrument, the train internal air pressure sensor, and the train external air pressure sensor can be removed.

[0016] Furthermore, the infrared receiver transmits the vehicle position signal to the air valve control box wirelessly or via wired means.

[0017] Furthermore, there are multiple train-in-train air pressure sensors and multiple train-out-of-train air pressure sensors. Each train-in-train air pressure sensor and each train-out-of-train air pressure sensor form a group, and the air pressure monitoring reference terminals of each group of train-in-train air pressure sensors and train-out-of-train air pressure sensors are connected in series.

[0018] Furthermore, the damper actuator is installed on the ground next to the damper body, and the damper control box is installed on the wall near the damper body in the air shaft of the section.

[0019] Furthermore, the infrared receiver and infrared transmitter are positioned opposite each other on the tunnel wall, with the train located between the infrared receiver and infrared transmitter. The height of both sets of infrared transmitters and receivers is 0.2-2m above the track surface.

[0020] Furthermore, the train external air pressure sensor is connected to the data acquisition and analysis instrument via a data connection cable through the gap in the air conditioner component on the top of the train.

[0021] A method for regulating a device to mitigate the impact of air pressure waves in a tunnel ventilation shaft, the process of which is as follows:

[0022] S1. Determine the standard for comfort pressure fluctuation ΔP inside the train;

[0023] The in-vehicle comfort pressure fluctuation standard ΔP is to ensure that the maximum pressure change in the vehicle interior within 1 second is no greater than 500 Pa and the maximum pressure change within 3 seconds is no greater than 800 Pa.

[0024] S2. Determine the initial position of each group of infrared transmitters and receivers along the line direction;

[0025] The initial distance S1 (m) between the infrared transmitter and the infrared receiver in front of the ventilation shaft and the center of the ventilation shaft is... In the formula, v is the train speed (m / s), Δt is the time required for the damper blade to open and close (s), and l is the length of the ventilation shaft along the track (m).

[0026] The initial distance S2 (m) between the infrared transmitter and the infrared receiver behind the ventilation shaft and the center of the ventilation shaft is S2 = L0 + l / 2, where L0 is the train length (m) and l is the length of the ventilation shaft along the track (m).

[0027] S3. Determine the final positions of the infrared transmitter and receiver in front of the ventilation shaft along the route.

[0028] (1) Install the infrared transmitter and the infrared receiver in front of the ventilation shaft at the calculated initial position.

[0029] (2) When the infrared transmitter and the infrared receiver in front of the ventilation shaft detect the passing of the train (locomotive), the infrared receiver in front of the ventilation shaft sends a signal to control the air valve to close.

[0030] (3) Monitor the internal and external air pressure of the train as it passes through the ventilation shaft of the section, and calculate the pressure fluctuation values ​​ΔP1 and ΔP2 inside the train;

[0031] Assuming the rate of change of internal pressure in the vehicle is approximately proportional to the pressure difference between the inside and outside, then:

[0032]

[0033] In the formula, p i For the internal pressure of the vehicle; p e τ represents the external pressure; τ is the sealing index, which is measured by an airtightness test.

[0034] ΔP1 is the maximum pressure change per second (Pa / s), and ΔP2 is the maximum pressure change every 3 seconds (Pa / 3s).

[0035] When |ΔP1| ≤ 500Pa / s and |ΔP2| ≤ 800Pa / 3s, the current positions of the infrared transmitter and receiver in front of the ventilation shaft are taken as the final positions.

[0036] When the monitored |ΔP1| > 500 Pa / s, or |ΔP2| > 800 Pa / 3s, move the infrared transmitter and receiver in front of the ventilation shaft away from the ventilation shaft by a distance of ΔS1, and repeat step S3 until ΔP1 and ΔP2 meet the determined in-vehicle comfort pressure fluctuation standard ΔP.

[0037] S4. Determine the final positions of the infrared transmitter and receiver behind the ventilation shaft along the line direction.

[0038] (1) Install the infrared transmitter and the infrared receiver behind the ventilation shaft at the calculated initial position.

[0039] (2) When the infrared transmitter and receiver behind the ventilation shaft detect the passing of the train (locomotive), the infrared receiver behind the ventilation shaft sends a signal to control the opening of the ventilation valve.

[0040] (3) Monitor the internal and external air pressure of the train as it passes through the ventilation shaft of the section, and calculate the pressure fluctuation values ​​ΔP3 and ΔP4 inside the train;

[0041] Assuming the rate of change of internal pressure in the vehicle is approximately proportional to the pressure difference between the inside and outside, then:

[0042]

[0043] In the formula, p i For the internal pressure of the vehicle; p e τ represents the external pressure; τ is the sealing index, which is measured by an airtightness test.

[0044] ΔP3 is the maximum pressure change per second (Pa / s), and ΔP4 is the maximum pressure change every 3 seconds (Pa / 3s).

[0045] When |ΔP3| ≤ 500Pa / s and |ΔP4| ≤ 800Pa / 3s, the current positions of the infrared transmitter and receiver behind the ventilation shaft are taken as the final positions.

[0046] When the monitored |ΔP3| > 500 Pa / s, or |ΔP4| > 800 Pa / 3s, move the infrared transmitter and receiver behind the ventilation shaft away from the ventilation shaft by a distance of ΔS2, and repeat step S3 until ΔP3 and ΔP4 meet the determined in-vehicle comfort pressure fluctuation standard ΔP.

[0047] S5. Determine the control process of the regulating device;

[0048] Install infrared transmitters and receivers at the locations determined in steps S3 and S4, in front of and behind the ventilation shaft. When the infrared transmitter and receiver in front of the ventilation shaft detect a train (locomotive) passing by, the infrared receiver in front of the ventilation shaft sends a signal to control the air valve to close; when the infrared transmitter and receiver in rear of the ventilation shaft detect a train (locomotive) passing by, the infrared receiver in rear of the ventilation shaft sends a signal to control the air valve to open.

[0049] Furthermore, in step S3, the value of the distance ΔS1 is determined based on the on-site tunnel conditions and the experience of the construction personnel. The larger the value, the higher the efficiency of determining the position of the infrared transmitter and the infrared receiver; the smaller the value, the more precise the determination of the position of the infrared transmitter and the infrared receiver. Usually, ΔS1 = 10m is appropriate.

[0050] Furthermore, in step S4, the value of the distance ΔS2 is determined based on the on-site tunnel conditions and the experience of the construction personnel. The larger the value, the higher the efficiency in determining the position of the infrared transmitter and the infrared receiver; the smaller the value, the more precise the determination of the position of the infrared transmitter and the infrared receiver. Usually, ΔS2 = 10m is appropriate.

[0051] Compared with existing technologies, the regulating device and control method for mitigating the influence of air pressure waves in tunnel ventilation shafts described in this invention have the following advantages: The train position is monitored by an infrared transmitter and receiver; the ventilation shaft valve is closed before the train reaches the ventilation shaft, and opened after the train leaves the ventilation shaft; by controlling the opening and closing of the ventilation shaft, the influence of pressure waves is effectively mitigated, and the effect of piston air on the ventilation of the tunnel is minimal. This allows for full utilization of piston air for ventilation of the tunnel, and has significant engineering application value in improving passenger comfort and ensuring personnel health. Attached Figure Description

[0052] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0053] Figure 1 It is a pressure time history curve of a certain measuring point inside the carriage;

[0054] Figure 2 This is a schematic diagram of pressure wave propagation;

[0055] Figure 3 This is an installation schematic diagram of an adjustment device for mitigating the influence of air pressure waves in a ventilation shaft in a tunnel section according to the present invention, wherein position 3-1 is an elevation view and position 3-2 is a plan view;

[0056] Figure 4 This is a schematic diagram of the installation position of an adjustment device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to the present invention.

[0057] Figure 5 This invention relates to a method for determining the installation position of an infrared transmitter and receiver in front of a ventilation shaft.

[0058] Figure 6 This invention relates to a method for determining the installation location of an infrared transmitter and receiver behind a ventilation shaft.

[0059] Figure 7 This is the control flowchart of the present invention.

[0060] Explanation of reference numerals in the attached figures:

[0061] 101. Air valve body; 102. Air valve actuator; 103. Infrared transmitter in front of ventilation shaft; 104. Infrared receiver in front of ventilation shaft; 105. Infrared transmitter at the rear of ventilation shaft; 106. Infrared receiver at the rear of ventilation shaft; 107. Air valve control box; 108. Data acquisition and analysis instrument; 109. Train internal air pressure sensor; 110. Train external air pressure sensor. Detailed Implementation

[0062] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0063] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0064] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0065] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0066] like Figures 3 to 4 As shown, a regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft includes a valve body 101, a valve actuator 102, a valve control box 107, an infrared transmitter, an infrared receiver, a data acquisition and analysis instrument 108, an internal air pressure sensor 109, and an external air pressure sensor 110.

[0067] The air valve body 101 is installed in the section air shaft or at the junction / connection of the section air shaft and the tunnel. When the air valve body 101 is in the open state, the space in the section tunnel can exchange with the atmosphere through the section air shaft. When the air valve body 101 is in the closed state, the section tunnel is relatively closed and cannot exchange a large amount of air with the outside.

[0068] The damper actuator 102 is installed on the ground next to the damper body 101 and is used to control the opening and closing of the damper body 101 blades.

[0069] The air valve control box 107 is installed on the wall near the air valve body of the air shaft in the section. It is used to receive the train body position information signal sent by the infrared receiver and to control the opening and closing of the air valve locally according to the set control method (mode).

[0070] The infrared transmitters include an infrared transmitter 103 in front of the ventilation shaft and an infrared transmitter 105 behind the ventilation shaft. The infrared receivers include an infrared receiver 104 in front of the ventilation shaft and an infrared receiver 106 behind the ventilation shaft. The infrared transmitters 103 and 104 in front of the ventilation shaft are installed on the tunnel wall in front of the ventilation shaft. The infrared transmitters 105 and 106 behind the ventilation shaft are installed on the tunnel wall behind the ventilation shaft. The height of both sets of infrared transmitters and receivers is 0.2-2m above the rail surface. By whether the infrared receivers receive the infrared transmitter signal, it can be determined whether there is a vehicle body at this position, and the signal indicating whether the vehicle body is at this position or not is sent to the air valve control box 107 in real time.

[0071] The data acquisition and analysis instrument 108 is installed inside the train and is a multi-channel data acquisition and analysis instrument.

[0072] The train interior pressure sensor 109 is installed on the inner surface of the train, and the train exterior pressure sensor 110 is installed on the outer wall of the train. There are multiple train interior pressure sensors 109 and multiple train exterior pressure sensors 110, forming a group. The pressure monitoring reference terminals of each group of train interior and exterior pressure sensors are connected in series. The data acquisition and analysis instrument is installed inside the train and is electrically connected to the train interior and exterior pressure sensors via data connection cables. The train exterior pressure sensor is connected to the data acquisition and analysis instrument via a data connection cable through the gap in the air conditioning unit component on the train roof.

[0073] After determining the final positions of the infrared transmitter and receiver along the track direction, the data acquisition and analysis instrument 108, the train internal air pressure sensor 109, and the train external air pressure sensor 110 can be removed.

[0074] In this embodiment, the electrical control system is connected as follows: infrared receivers at the front and rear of the ventilation shaft transmit signals to the air valve control box 107. The infrared receivers transmit the vehicle position signal to the air valve control box wirelessly or via wired connection. The air valve control box 107 is electrically connected to the air valve actuator 102, which controls the air valve body 101. The train internal air pressure sensor 109 and the train external air pressure sensor 110 are electrically connected to the data acquisition and analysis instrument 108.

[0075] In this embodiment, the valve body is an electrically operated multi-leaf opposing airflow regulating valve. The valve actuator is a Siemens valve actuator, operating at AC24V, with a regulation control signal of DC0-10V, a position feedback indication signal of DC0-10V, and a mechanical adjustment range of 0-90 degrees. The valve control box is a Genesis Electronics CS-Y03M type valve control box. The data acquisition instrument is a multi-channel data acquisition and analysis instrument, specifically a HIOKI LR8450-01 data acquisition and analysis instrument from Japan. The air pressure sensor is a Shuangqiao CYG512 type differential pressure sensor from Kunshan, China. The infrared transmitter and receiver are Firstmark type laser positioners from the USA.

[0076] like Figures 5 to 7 As shown, a control method for a regulating device to mitigate the influence of air pressure waves in a tunnel ventilation shaft is described below:

[0077] S1. Determine the standard for comfort pressure fluctuation ΔP inside the train;

[0078] The in-vehicle comfort pressure fluctuation standard ΔP is to ensure that the maximum pressure change in the vehicle interior within 1 second is no greater than 500 Pa and the maximum pressure change within 3 seconds is no greater than 800 Pa.

[0079] S2. Determine the initial position of each group of infrared transmitters and receivers along the line direction;

[0080] The infrared transmitter 103 and the infrared receiver 104 in front of the ventilation shaft are initially S1 (m) from the center of the ventilation shaft. In the formula, v is the train speed (m / s), Δt is the time required for the damper blade to open and close (s), and l is the length of the ventilation shaft along the track (m).

[0081] The initial distance S2 (m) between the infrared transmitter 105 and the infrared receiver 106 behind the ventilation shaft and the center of the ventilation shaft is S2 = L0 + l / 2, where L0 is the length of the train (m) and l is the length of the ventilation shaft along the track (m).

[0082] S3. During the hot-running and trial operation phases of the train, determine the final positions of the infrared transmitter 103 and the infrared receiver 104 in front of the ventilation shaft along the track direction in the following manner.

[0083] (1) Install the infrared transmitter 103 and the infrared receiver 104 in front of the ventilation shaft at the calculated initial position.

[0084] (2) When the infrared transmitter 103 and the infrared receiver 104 in front of the ventilation shaft detect the passing of the train (locomotive), the infrared receiver 104 in front of the ventilation shaft sends a signal to control the ventilation valve to close.

[0085] (3) Monitor the internal and external air pressure of the train as it passes through the ventilation shaft of the section, and calculate the pressure fluctuation values ​​ΔP1 and ΔP2 inside the train;

[0086] Assuming the rate of change of internal pressure in the vehicle is approximately proportional to the pressure difference between the inside and outside, then:

[0087]

[0088] In the formula, p i For the internal pressure of the vehicle; p e τ represents the external pressure; τ is the sealing index, which is measured by an airtightness test.

[0089] ΔP1 is the maximum pressure change per second (Pa / s), and ΔP2 is the maximum pressure change every 3 seconds (Pa / 3s).

[0090] When |ΔP1| ≤ 500Pa / s and |ΔP2| ≤ 800Pa / 3s, the current positions of the infrared transmitter 103 and the infrared receiver 104 in front of the ventilation shaft are taken as the final positions.

[0091] When the monitored |ΔP1| > 500 Pa / s, or |ΔP2| > 800 Pa / 3s, the infrared transmitter 103 and the infrared receiver 104 in front of the ventilation shaft are moved ΔS1 distance away from the ventilation shaft, and step S3 is performed again until ΔP1 and ΔP2 meet the determined in-vehicle comfort pressure fluctuation standard ΔP.

[0092] S4. During the hot-running and trial operation phases of the train, determine the final positions of the infrared transmitter 104 and the infrared receiver 105 behind the ventilation shaft along the track direction in the following manner.

[0093] (1) Install the infrared transmitter 104 and the infrared receiver 105 behind the ventilation shaft at the calculated initial position.

[0094] (2) When the infrared transmitter 104 and the infrared receiver 105 behind the ventilation shaft detect the passing of the train (locomotive), the infrared receiver 105 behind the ventilation shaft sends a signal to control the opening of the ventilation valve.

[0095] (3) Monitor the internal and external air pressure of the train as it passes through the ventilation shaft of the section, and calculate the pressure fluctuation values ​​ΔP3 and ΔP4 inside the train;

[0096] Assuming the rate of change of internal pressure in the vehicle is approximately proportional to the pressure difference between the inside and outside, then:

[0097]

[0098] In the formula, p i For the internal pressure of the vehicle; p e τ represents the external pressure; τ is the sealing index, which is measured by an airtightness test.

[0099] ΔP3 is the maximum pressure change per second (Pa / s), and ΔP4 is the maximum pressure change every 3 seconds (Pa / 3s).

[0100] When |ΔP3| ≤ 500Pa / s and |ΔP4| ≤ 800Pa / 3s, the current positions of the infrared transmitter 104 and the infrared receiver 105 behind the ventilation shaft are taken as the final positions.

[0101] When the monitored |ΔP3| > 500 Pa / s, or |ΔP4| > 800 Pa / 3s, the infrared transmitter 104 and the infrared receiver 105 behind the ventilation shaft are moved ΔS2 distance away from the ventilation shaft, and step S3 is performed again until ΔP3 and ΔP4 meet the determined in-vehicle comfort pressure fluctuation standard ΔP.

[0102] S5. Determine the control process of the regulating device;

[0103] Install infrared transmitters and receivers at the locations determined in steps S3 and S4, in front of and behind the ventilation shaft. When the infrared transmitter 103 and receiver 104 in front of the ventilation shaft detect the passing of a train (locomotive), the receiver 104 sends a signal to close the ventilation valve; when the infrared transmitter 105 and receiver 106 in rear of the ventilation shaft detect the passing of a train (locomotive), the receiver 106 sends a signal to open the ventilation valve.

[0104] In this embodiment, the value of the distance ΔS1 in step S3 is determined based on the on-site tunnel conditions and the experience of the construction personnel. The larger the value, the higher the efficiency of determining the position of the infrared transmitter and the infrared receiver. The smaller the value, the more precise the determination of the position of the infrared transmitter and the infrared receiver. Usually, ΔS1 = 10m is appropriate.

[0105] In this embodiment, the value of the distance ΔS2 in step S4 is determined based on the on-site tunnel conditions and the experience of the construction personnel. The larger the value, the higher the efficiency of determining the position of the infrared transmitter and the infrared receiver. The smaller the value, the more precise the determination of the position of the infrared transmitter and the infrared receiver. Usually, ΔS2 = 10m is appropriate.

[0106] In this embodiment, the front of the vehicle is selected as the reference. However, the rear of the vehicle or other parts of the vehicle body can also be selected as the reference. In this case, it is only necessary to change the position of the infrared transmitter and the infrared receiver and the calculation method.

[0107] This invention relates to an adjustment device and control method for tunnel ventilation shafts that mitigates the effects of pressure waves. The device monitors the train's position using an infrared transmitter and receiver. The ventilation shaft valve is closed before the train enters the shaft and opened after the train leaves. By controlling the opening and closing of the ventilation shaft, the impact of pressure waves is effectively mitigated, with minimal impact on the ventilation effect of the piston airflow in the tunnel section, thus fully utilizing the piston airflow for ventilation. This has significant engineering application value in improving passenger comfort and ensuring personnel health.

[0108] This invention relates to a regulating device that mitigates the impact of air pressure wave changes at the ventilation shaft of a tunnel section by controlling the opening and closing of a ventilation valve based on the train's position. The device uses infrared transmitters and receivers positioned before and after the ventilation shaft to pinpoint the relative position of the train and the shaft. Based on the air pressure wave changes at the ventilation shaft, the device regulates the opening and closing of the ventilation valve to reduce the impact of pressure waves near the ventilation shaft on passenger comfort. When the infrared transmitter and receiver detect an impending pressure surge as the train approaches the ventilation shaft, the valve closes to minimize the impact of the sudden pressure increase on passenger comfort. When the infrared transmitter and receiver detect that the train has left the ventilation shaft and that opening the valve will not cause a pressure surge, the valve opens, utilizing a piston-like airflow to ventilate the tunnel. By controlling this regulating device, the problem of pressure waves generated by increasing train speed affecting passengers can be effectively mitigated, with minimal impact on the ventilation function within the tunnel under the piston-like airflow, making it of significant value in ensuring the health and comfort of passengers. This invention provides an adjustment device and control method for use in ventilation shafts of tunnel sections, which has the function of mitigating the influence of pressure waves. It can be widely used in rail transit engineering and has broad industrialization prospects.

[0109] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for regulating a device to mitigate the influence of air pressure waves in a tunnel ventilation shaft, characterized in that: Its regulating device includes: air valve body, air valve actuator, air valve control box, infrared transmitter, infrared receiver, data acquisition and analysis instrument, train internal air pressure sensor and train external air pressure sensor; The valve body is installed inside the ventilation shaft of the section or at the junction of the ventilation shaft and the tunnel. The damper actuator is used to control the opening and closing of the damper body blades; The air valve control box is used to receive the train body position information signal sent by the infrared receiver, and to control the opening and closing of the air valve through the air valve actuator; The infrared transmitter includes an infrared transmitter in front of the ventilation shaft and an infrared transmitter behind the ventilation shaft. The infrared receiver includes an infrared receiver in front of the ventilation shaft and an infrared receiver behind the ventilation shaft. The infrared transmitter and receiver in front of the ventilation shaft are a set and are installed on the tunnel wall in front of the ventilation shaft. The infrared transmitter and receiver behind the ventilation shaft are a set and are installed on the tunnel wall behind the ventilation shaft. By checking whether the infrared receiver receives a signal from the infrared transmitter, it is determined whether a vehicle is in that position, and the signal indicating whether the vehicle is in that position or not is sent to the air valve control box in real time. The data acquisition and analysis instrument is located inside the train; The train internal pressure sensor is installed on the inner surface of the train, the train external pressure sensor is installed on the outer wall of the train, and the data acquisition and analysis instrument is installed inside the train and is electrically connected to the train internal pressure sensor and the train external pressure sensor through a data connection cable. The regulation process is as follows: S1. Determine the standard for comfort pressure fluctuation ΔP inside the train; The in-vehicle comfort pressure fluctuation standard ΔP is to ensure that the maximum pressure change in the vehicle interior within 1 second is no greater than 500 Pa and the maximum pressure change within 3 seconds is no greater than 800 Pa. S2. Determine the initial position of each group of infrared transmitters and receivers along the line direction; The initial distance S1 between the infrared transmitter and the infrared receiver in front of the ventilation shaft and the center of the ventilation shaft. In the formula, v is the train speed, Δt is the time required for the air valve blade to open and close, and l is the length of the ventilation shaft along the track. The initial distance S2 between the infrared transmitter and the infrared receiver behind the ventilation shaft and the center of the ventilation shaft. In the formula, L0 is the train length, and l is the length of the ventilation shaft along the track direction. S3. Determine the final positions of the infrared transmitter and receiver in front of the ventilation shaft along the route. (1) Install the infrared transmitter and the infrared receiver in front of the ventilation shaft at the calculated initial position; (2) When the infrared transmitter and the infrared receiver in front of the ventilation shaft detect the passing of the train head, the infrared receiver in front of the ventilation shaft sends a signal to control the air valve to close. (3) Monitor the internal and external air pressure of the train as it passes through the ventilation shaft of the section, and calculate the pressure fluctuation values ​​ΔP1 and ΔP2 inside the train; Assuming the rate of change of internal pressure in the vehicle is approximately proportional to the pressure difference between the inside and outside, then: ； In the formula, p i For the internal pressure of the vehicle; p e External pressure; The sealing index is determined by an airtightness test. ΔP1 is the maximum pressure change per second (Pa / s), and ΔP2 is the maximum pressure change per 3 seconds (Pa / 3s). When |ΔP1| ≤ 500Pa / s and |ΔP2| ≤ 800Pa / 3s, the current positions of the infrared transmitter and receiver in front of the ventilation shaft are taken as the final positions. When the monitored |ΔP1| > 500Pa / s, or |ΔP2| > 800Pa / 3s, move the infrared transmitter and receiver in front of the ventilation shaft away from the ventilation shaft by a distance of ΔS1, and repeat step S3 until ΔP1 and ΔP2 meet the determined in-vehicle comfort pressure fluctuation standard ΔP. S4. Determine the final positions of the infrared transmitter and receiver behind the ventilation shaft along the line direction. (1) Install the infrared transmitter and the infrared receiver behind the ventilation shaft at the calculated initial position; (2) When the infrared transmitter and the infrared receiver behind the ventilation shaft detect the passing of the train head, the infrared receiver behind the ventilation shaft sends a signal to control the opening of the ventilation valve. (3) Monitor the internal and external air pressure of the train as it passes through the ventilation shaft of the section, and calculate the pressure fluctuation values ​​ΔP3 and ΔP4 inside the train; Assuming the rate of change of internal pressure in the vehicle is approximately proportional to the pressure difference between the inside and outside, then: ； In the formula, p i For the internal pressure of the vehicle; p e External pressure; The sealing index is determined by an airtightness test. ΔP3 is the maximum pressure change per second (Pa / s), and ΔP4 is the maximum pressure change per 3 seconds (Pa / 3s). When |ΔP3| ≤ 500Pa / s and |ΔP4| ≤ 800Pa / 3s, the current positions of the infrared transmitter and receiver behind the ventilation shaft are taken as the final positions. When the monitored |ΔP3| > 500Pa / s, or |ΔP4| > 800Pa / 3s, move the infrared transmitter and receiver behind the ventilation shaft away from the ventilation shaft by a distance of ΔS2, and repeat step S3 until ΔP3 and ΔP4 meet the determined in-vehicle comfort pressure fluctuation standard ΔP. S5. Determine the control process of the regulating device; Install infrared transmitters and receivers at the locations determined in steps S3 and S4, in front of and behind the ventilation shaft. When the infrared transmitter and receiver in front of the ventilation shaft detect the passing of a train head, the infrared receiver in front of the ventilation shaft sends a signal to control the air valve to close. When the infrared transmitter and receiver in rear of the ventilation shaft detect the passing of a train head, the infrared receiver in rear of the ventilation shaft sends a signal to control the air valve to open.

2. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: After determining the final positions of the infrared transmitter and receiver along the railway line, the data acquisition and analysis instrument, the train internal air pressure sensor, and the train external air pressure sensor can be removed.

3. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: The infrared receiver transmits the vehicle position signal to the air valve control box wirelessly or via wired means.

4. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1 or 2, characterized in that: There are multiple train-in-train and train-out-of-train air pressure sensors. Each train-in-train and train-out-of-train air pressure sensor forms a group, and the air pressure monitoring reference terminals of each group of train-in-train and train-out-of-train air pressure sensors are connected in series.

5. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: The damper actuator is installed on the ground next to the damper body, and the damper control box is installed on the wall next to the damper body in the air shaft of the section.

6. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: The infrared receiver and infrared transmitter are positioned opposite each other on the tunnel wall, with the train located between them. The height of both sets of infrared transmitters and receivers is 0.2-2m above the track surface.

7. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: The train's external air pressure sensor is connected to the data acquisition and analysis instrument via a data connection cable through the gap in the air conditioner component on the top of the train.

8. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: In step S3, ΔS1 is 10m.

9. The control method of the regulating device for mitigating the influence of air pressure waves in a tunnel ventilation shaft according to claim 1, characterized in that: In step S4, ΔS2 is 10m.

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