A method for determining the ventilation mode of a single inclined shaft railway tunnel powered by an internal combustion engine

Abstract

The present invention relates to the technical field of tunnel ventilation, and discloses a method for determining the ventilation mode of a single-inclined shaft railway tunnel pulled by an internal combustion engine. The method comprises: calculating the piston wind speed when a train passes through the tunnel based on tunnel structural parameters and train operation parameters; determining the terminal position of pollutants based on the piston wind speed; calculating environmental parameters based on tunnel structural parameters, train operation parameters, and the terminal position of pollutants; dividing the working conditions into three types according to the positional relationship between the terminal position of the pollutants and the inclined shaft, and matching corresponding ventilation mode combinations; for each ventilation mode in the ventilation mode combination, calculating the total energy consumption of the system in combination with the piston wind speed and environmental parameters; and selecting the ventilation mode with the lowest total energy consumption in the ventilation mode combination as the final solution under the target working condition based on the comparison result of the total energy consumption of the system. The present invention can accurately select the appropriate ventilation mode while ensuring the timely discharge of pollutants, reduce ventilation energy consumption, and provide a calculation basis for tunnel inclined shaft ventilation.

Description

Technical Field

[0001] The invention belongs to the technical field of tunnel ventilation, and in particular relates to a method for determining the ventilation mode of a single-inclined shaft railway tunnel driven by an internal combustion engine. Background Art

[0002] In underdeveloped areas with weak power infrastructure, diesel-powered trains have become the primary mode of transportation due to their power autonomy. However, diesel engines continuously emit toxic pollutants such as CO and NOx, as well as large amounts of hot smoke and dust during operation, forcing the establishment of efficient ventilation systems in railway tunnels to maintain air quality. While traditional full longitudinal ventilation can achieve dynamic ventilation along the travel direction by utilizing the piston wind effect of the train, its ventilation efficiency is significantly negatively correlated with tunnel length: when the tunnel exceeds 3 km, the required ventilation volume increases with the cube of the length, causing ventilation speeds to exceed the safety threshold of 8 m / s. This not only increases ventilation energy consumption by over 40%, but also easily leads to structural safety risks caused by piston wind oscillation.

[0003] To address the ventilation challenges of internal combustion engine tunnels, the industry consensus is to utilize inclined shafts left over from the construction period to construct a composite ventilation system. As natural ventilation shafts, inclined shafts can form a multi-path ventilation network ("main tunnel-inclined shaft"). In theory, this allows for targeted removal of pollutants by dynamically switching between supply and exhaust modes. However, in actual operation, the effectiveness of the ventilation system is affected by the coupling of multiple physical fields: First, train operating parameters and inclined shaft structural parameters jointly determine the diffusion path and range of pollutants, necessitating real-time matching of the optimal ventilation mode; second, the randomly changing natural wind in the tunnel and the piston wind after the train passes can interfere with the mechanical ventilation flow field, causing fluctuations in ventilation efficiency; third, existing technologies do not fully tap the energy-saving potential of single inclined shaft structures. For example, the design of parameters such as the inclined shaft's cross-sectional size and location is often based on engineering conventions, without considering the piston wind effect and natural wind pressure. This results in insufficient utilization of natural ventilation efficiency, and the ventilation strategy is overly extensive and lacks refinement, potentially further exacerbating energy waste. Therefore, existing ventilation strategies mostly focus on a single goal, resulting in poor ventilation effects and inadequate consideration of energy consumption. There is a lack of comprehensive consideration of natural wind and piston wind, and no method for determining ventilation strategies that simultaneously meet the tunnel environment and energy consumption has been established.

[0004] Therefore, there is an urgent need to develop a method for determining the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction, which can accurately select the appropriate ventilation mode while ensuring the timely discharge of pollutants, reduce ventilation energy consumption, and provide a calculation basis for tunnel inclined shaft ventilation. 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 pulled by an internal combustion engine, which can accurately select the appropriate ventilation mode while ensuring the timely discharge of pollutants, reduce ventilation energy consumption, and provide a calculation basis for tunnel inclined shaft ventilation.

[0006] The present invention provides a method for determining a ventilation mode in a single-inclined shaft railway tunnel driven by an internal combustion engine, the method comprising the following steps:

[0007] S1. Calculate the piston wind speed when the train passes through the tunnel based on the tunnel structure parameters and train operation parameters;

[0008] S2. Determine the piston wind stability state based on the piston wind speed, calculate the piston wind introduction length and determine the pollutant terminal position;

[0009] S3. Calculate environmental parameters based on tunnel structural parameters, train operation parameters, and pollutant terminal locations;

[0010] S4. Divide the working conditions into three types according to the relationship between the pollutant terminal position and the inclined shaft, and match the corresponding ventilation mode combination;

[0011] 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;

[0012] S6. Based on the comparison results of the total energy consumption of the system, the ventilation mode with the lowest total energy consumption in the ventilation mode combination is selected as the final solution under the target working condition.

[0013] Furthermore, in S1, the calculation formula for the piston wind speed is as follows:

[0014] ;

[0015] Where v(t) represents the piston wind speed at the end of time t, A, B, and C represent intermediate variables, and t represents time;

[0016] The calculation formula of the intermediate variable A is as follows:

[0017] ;

[0018] Among them, K m represents the piston wind action coefficient, v T Indicates the train 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;

[0019] The calculation formula of the intermediate variable B is as follows:

[0020] ;

[0021] The calculation formula of the intermediate variable C is as follows:

[0022] ;

[0023] in, Represents the resistance coefficient of the tunnel section.

[0024] Furthermore, in S2, determining the piston wind stability state according to the piston wind speed, calculating the piston wind introduction length and determining the pollutant terminal position includes:

[0025] S21. Determine whether the piston wind speed is in a stable state. The judgment formula is as follows:

[0026] [v (t) -v (t-10) ] / 0.1≤0.15%, t>10;

[0027] Where v(t) represents the piston wind speed at the end of time t, v(t-10) represents the piston wind speed at the end of time t-10, and t represents time;

[0028] 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. The first calculation formula is used to calculate the piston wind introduction length. Otherwise, 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:

[0031] ;

[0032] 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;

[0033] The second calculation formula is as follows:

[0034] ;

[0035] S23. Determine the pollutant end position L0 based on the piston wind introduction length S0.

[0036] Furthermore, in S4, the tunnel is divided into three working conditions based on the position relationship between the pollutant terminal and the inclined shaft, and the corresponding ventilation mode combinations are matched, including:

[0037] When 0 < pollutant terminal position L0 ≤ 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;

[0038] When the distance L1 from the tunnel entrance to the ventilation shaft close to the tunnel entrance is less than the pollutant terminal position L0, the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit is less than the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit. 井 When , it is the second working condition, and the matching ventilation mode combination includes ventilation mode c and ventilation mode d;

[0039] When the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit 井 When the pollutant terminal position L0 is less than or equal to the distance from the tunnel entrance to the tunnel exit L2, it is the third working condition, and the matching ventilation mode combinations include ventilation mode e and ventilation mode f.

[0040] Furthermore, in ventilation mode a, with exhaust from the inclined shaft and air supply at the tunnel entrance and tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0041] ;

[0042] Among them, W a represents the total energy consumption of the system in ventilation mode a, F represents the tunnel cross-sectional area, and F j Indicates the cross-sectional area of the inclined shaft, R j Indicates 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 in the first smoke-filled area near the tunnel entrance under ventilation mode a, represents the local wind 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 wind resistance in the second smoke-filled area near the tunnel exit under ventilation mode a, represents the local wind resistance in the second smoke-filled area under ventilation mode a, l 2a represents the length of the second smoke diffusion area under ventilation mode a, l3 represents the length of the inclined shaft, m 1a Indicates the smoke quality of the first smoke diffused area under ventilation mode a, m 2a Indicates 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 Indicates the required air volume of the first smoke diffused area under ventilation mode a, Q2a Indicates 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 moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

[0043] Furthermore, in ventilation mode b, with exhaust from the inclined shaft, air supply at the tunnel entrance, and exhaust at the tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0044] ;

[0045] Among them, W 1b represents the total system energy consumption of ventilation mode b, R 1b represents the frictional wind resistance in 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 in the second smoke-filled area under ventilation mode b, l 2b Indicates the length of the second smoke diffusion area under ventilation mode b, m 1b Indicates the smoke quality of 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 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.

[0046] Furthermore, in ventilation mode c, with exhaust from the inclined shaft and air supply at the tunnel entrance and tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0047] ;

[0048] Among them, W crepresents the total energy consumption of the ventilation mode c, F represents the tunnel cross-sectional area, and F j Indicates the cross-sectional area of the inclined shaft, R j Indicates 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, and v represents the smoke exhaust velocity in the smoke-filled area. represents the natural wind direction coefficient, Q represents the required air volume in the smoke-filled area, v 末 Indicates t 末 The piston wind speed corresponding to the moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

[0049] Furthermore, in ventilation mode d, with air intake from the inclined shaft, air supply at the tunnel entrance, and exhaust at the tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0050] ;

[0051] Among them, W d Represents the total system energy consumption of ventilation mode d.

[0052] Furthermore, in ventilation mode e, with exhaust from the inclined shaft and air supply at the tunnel entrance and tunnel exit, in S5, the total energy consumption of the system is calculated as follows:

[0053] ;

[0054] Among them, W e represents the total energy consumption of the system in ventilation mode e, F represents the tunnel cross-sectional area, 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 distance between the smoke-filled area and the inclined shaft near the tunnel entrance, l2 represents the distance between the smoke-filled area and the tunnel exit, l3 represents the length of the inclined shaft, m represents the smoke mass in the smoke-filled area, and 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 diffusion area, v 末 Indicates t 末 The piston wind speed corresponding to the moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

[0055] Furthermore, in ventilation mode f, with air intake from the inclined shaft, air supply at the tunnel entrance, and exhaust at the tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0056] ;

[0057] Among them, W f represents the total system energy consumption of ventilation mode f.

[0058] The embodiments of the present invention have the following technical effects:

[0059] Based on tunnel structural parameters and train operation parameters, the present invention establishes an hourly calculation equation for piston wind speed, and combines it with the piston wind steady-state judgment conditions to accurately quantify the pollutant diffusion path and terminal position, solving the problem of misjudgment of pollutant range caused by traditional methods ignoring non-steady-state flow; by capturing the natural wind component and directional coefficient in real time, it breaks through the limitations of single empirical value estimation and realizes quantitative correction of natural wind interference; according to the geometric relationship between the pollutant terminal position and the inclined shaft, it dynamically divides three types of working conditions and matches dual-mode combinations, and by constructing an energy consumption equation including kinetic energy difference, frictional wind resistance and local wind resistance, it reveals the airflow 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 pollutant removal efficiency and energy economy; through the flow field reconstruction of the inclined shaft multi-channel ventilation network, the present invention converts the piston wind potential energy into pollutant driving force, and combines it with the synergistic effect of natural wind to achieve directional and rapid discharge of harmful gases in the tunnel; at the same time, through 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 that is both robust and economical for tunnel ventilation systems in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0061] Figure 1 This is a flow chart of a method for determining a ventilation mode in a single-inclined railway tunnel with internal combustion engine traction provided by an embodiment of the present invention;

[0062] Figure 2 This is a structural diagram of a first working condition provided by an embodiment of the present invention;

[0063] Figure 3 A ventilation principle diagram of ventilation mode a provided in an embodiment of the present invention;

[0064] Figure 4 A ventilation principle diagram of a ventilation mode b provided in an embodiment of the present invention;

[0065] Figure 5 is a structural schematic diagram of a second working condition provided by an embodiment of the present invention;

[0066] Figure 6 A ventilation principle diagram of a ventilation mode c provided in an embodiment of the present invention;

[0067] Figure 7 A ventilation principle diagram of a ventilation mode d provided in an embodiment of the present invention;

[0068] Figure 8 A schematic structural diagram of a third operating condition provided by an embodiment of the present invention;

[0069] Figure 9 A ventilation principle diagram of a ventilation mode e provided in an embodiment of the present invention;

[0070] Figure 10 A ventilation principle diagram of a ventilation mode f provided in an embodiment of the present invention;

[0071] Figure 11 A logic diagram of a method for determining a ventilation mode in a single-inclined railway tunnel with internal combustion engine traction provided by an embodiment of the present invention;

[0072] Figure 12 A schematic diagram of air volume distribution principle of ventilation mode a provided in an embodiment of the present invention;

[0073] Figure 13 A schematic diagram of air volume distribution principle of ventilation mode b provided in an embodiment of the present invention;

[0074] Figure 14 A test detail diagram of a natural wind speed tester provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0075] To make the objectives, technical solutions, and advantages of the present invention more clear, the technical solutions of the present invention are described clearly and completely below. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are also within the scope of protection of the present invention.

[0076] The embodiment of the present invention provides a method for determining the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction. Figure 1 This is a flow chart of a method for determining a ventilation mode in a single-inclined railway tunnel with internal combustion engine traction provided by an embodiment of the present invention. Figure 11 A logic diagram of a method for determining ventilation mode in a single-slant railway tunnel with internal combustion engine traction provided by an embodiment of the present invention is shown in FIG. Figure 1 and Figure 11 , the method comprises the following steps:

[0077] S1. Calculate the piston wind speed when the train passes through the tunnel based on the tunnel structure parameters and train operation parameters.

[0078] When a diesel train travels at high speed in a tunnel, piston wind is generated in the tunnel due to the pressure difference between the front and rear of the train. Assuming the tunnel is long enough, the piston wind in the tunnel will first increase and stabilize when the train enters the tunnel. When the train exits the tunnel, the piston wind in the tunnel will rapidly decrease until it reaches zero. The entire flow process belongs to the category of non-steady flow. Piston wind is the main cause of pollutant diffusion in the tunnel, so the piston wind speed needs to be determined.

[0079] In some embodiments, the piston wind speed is calculated as follows:

[0080] ;

[0081] Where v(t) represents the piston wind speed at the end of time t, A, B, and C represent intermediate variables, and t represents time;

[0082] The calculation formula of the intermediate variable A is as follows:

[0083] ;

[0084] Among them, K m represents the piston wind action coefficient, v T Indicates the train 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;

[0085] Furthermore, the calculation formula of the piston wind effect coefficient is as follows:

[0086] ;

[0087] ;

[0088] ;

[0089] ;

[0090] Among them, N is the resistance coefficient of the train, λ is the resistance coefficient of the airflow in the annular space, F is the cross-sectional area of the tunnel, and f is T Represents the cross-sectional area of the train, d h represents the equivalent diameter of the annular space, S represents the wetted perimeter of the tunnel section, S Trepresents the wetted perimeter of the train, and a represents the width of the train;

[0091] Furthermore, the calculation formula of the total resistance coefficient of the tunnel is as follows:

[0092] ;

[0093] Among them, λ represents the resistance coefficient of the airflow in the annular space, d represents the equivalent diameter of the tunnel, represents the tunnel entrance resistance coefficient.

[0094] The calculation formula of the intermediate variable B is as follows:

[0095] ;

[0096] The calculation formula of the intermediate variable C is as follows:

[0097] ;

[0098] in, represents the resistance coefficient of the tunnel section;

[0099] The calculation formula of the resistance coefficient of the tunnel section is as follows:

[0100] .

[0101] By combining the above formulas with the tunnel parameters and train parameters, the piston wind speed v(t) at any time t can be obtained.

[0102] 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.

[0103] The goal of operational ventilation in diesel traction tunnels is to reduce the concentration of harmful gases emitted by diesel locomotives to below specified standards. The distribution of harmful gas concentrations within the tunnel is related to vehicle emissions, ventilation volume, and ventilation time. Pollutant emissions are determined by the vehicle itself. The ventilation time, according to relevant regulations, is generally no longer than the vehicle interval and can be set to 900 seconds. The ventilation volume is calculated based on the ventilation time and the tunnel exhaust length. Once the hourly piston wind speed within the tunnel is calculated, the specific location of pollutants within the tunnel must be further determined to facilitate the development of different tunnel ventilation operation plans.

[0104] During the process of the train entering and leaving the tunnel, the piston wind speed starts to increase from 0. When the tunnel length is sufficient, the piston wind speed will reach its maximum value and tend to be stable. When the tunnel length is insufficient, the piston wind speed may not reach its maximum value when the train exits the tunnel and may still be in the process of increasing. Therefore, it is necessary to first determine whether the piston wind speed is in a stable state.

[0105] In some embodiments, S2 includes the following sub-steps:

[0106] S21. Determine whether the piston wind speed is in a stable state. The judgment formula is as follows:

[0107] [v(t)-v(t-10)] / 0.1≤0.15%, t>10;

[0108] Where v(t) represents the piston wind speed at the end of time t, v(t-10) represents the piston wind speed at the end of time t-10, and t represents time;

[0109] 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 first calculation formula is used to calculate the piston wind introduction length; if the piston wind is still increasing when the train exits the tunnel, the discriminant formula is not satisfied, and the second calculation formula is used to calculate the piston wind introduction length.

[0110] S22. Calculate the piston wind introduction length.

[0111] The first calculation formula is as follows:

[0112] ;

[0113] 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;

[0114] The second calculation formula is as follows:

[0115] ;

[0116] At this time, t0 and t 末 equal.

[0117] S23. Determine the pollutant end position L0 based on the piston wind introduction length S0.

[0118] When a train passes through a tunnel, the diesel locomotive, as a pollution source, will continuously emit harmful gases. Since the harmful gases emitted by the train mix with the piston wind introduced by the train within a part of the length of the tunnel, that is, the airflow in front of the train's piston wind is contaminated by the smoke, when the train exits the tunnel, the introduction distance S0 of the piston wind is the end position L0 of the pollutant.

[0119] S3. Calculate environmental parameters based on tunnel structure parameters, train operation parameters, and pollutant terminal locations.

[0120] In some embodiments, the length L of the pollutants remaining in the tunnel when the train exits is calculated based on the pollutant terminal position L0. w :

[0121] L w =K i ×(L T -L0);

[0122] Among them, K i is the piston wind correction factor, L T is the tunnel length, L0 is the pollutant terminal position, and is equal to the piston wind introduction distance S0.

[0123] In some embodiments, the ventilation and smoke exhaust time t q According to the specification, it should not be greater than the driving interval. When the driving interval is greater than 15 minutes, t q The time can be 900s, and the required exhaust air volume Q is calculated according to the following formula:

[0124] ;

[0125] Among them, L q is the length of the polluted air section, i.e. the length of the tunnel smoke exhaust, and the length of the pollutant spreading L w Equal, Q is the required air volume.

[0126] In some embodiments, Figure 14 This is a detailed 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 wind speed 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 is nThe method is essentially based on experience, and is usually calculated based on ventilation resistance. Factors such as wind pressure and thermal pressure must be considered, making the process quite complex. The present invention uses the direction of natural wind from the tunnel entrance to the tunnel exit as the positive direction. Two natural wind speed testers 8 are placed at the tunnel entrance and exit, respectively, to determine the natural wind speed. The natural wind speed testers are 10 meters vertically from the tunnel entrance and exit sections, 2 meters horizontally from the tunnel inner wall, and the test height is half the tunnel height. The natural wind speed tester primarily includes an RS-FSA-N01 cup wind speed sensor. Its communication interface complies with the 485 (ModBus) protocol, is powered by 12V, has a maximum power consumption of 0.2W, operates at temperatures between -40°C and 60°C, and has an operating humidity between 0%RH and 80%RH. Its test accuracy is 0.2m / s, its test range is 0-60m / s, and its dynamic response time is ≤2s. It can output natural wind speed. In order not to affect the passage of trains and ensure that the test values are close to the actual values, the present invention arranges 4 natural wind speed testers symmetrically on both sides of the tunnel entrance and exit, fixed to the ground by metal connecting rods, and records data every 5 seconds. When there is no train passing through the tunnel and no mechanical ventilation, and the test recording time is ≥1min, the wind speed output and calculation can be performed. The average value of the data recorded by the 4 natural wind speed testers is the velocity component v along the tunnel direction. n To express the natural wind speed, the natural wind speed is shown as follows:

[0127] ;

[0128] Among them, v 均 It represents the average wind speed test value of four natural wind speed testers, and θ represents the horizontal angle between the natural wind speed tester and the tunnel entrance, which can be obtained by reverse calculation based on the distance and can be obtained by dimensionless number Indicates the direction of natural wind, and stipulates that the direction from the tunnel entrance to the tunnel exit is positive. According to the calculation results of the natural wind speed tester, when the natural wind is positive, is 1; when the natural wind is negative, is -1.

[0129] S4. Divide into three working conditions according to the position relationship between the pollutant terminal position and the inclined shaft, and match the corresponding ventilation mode combination.

[0130] In some embodiments, the three operating conditions and their corresponding ventilation mode combinations include:

[0131] When 0 < pollutant terminal position L0 ≤ 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;

[0132] When the distance L1 from the tunnel entrance to the ventilation shaft close to the tunnel entrance is less than the pollutant terminal position L0, the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit is less than the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit. 井 When , it is the second working condition, and the matching ventilation mode combination includes ventilation mode c and ventilation mode d;

[0133] When the distance L from the tunnel entrance to the ventilation shaft close to 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 combinations include ventilation mode e and ventilation mode f.

[0134] 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.

[0135] like Figure 2 、 5 8, which includes: a diesel train 1, a train travel direction 2, a smoke-filled area 3, a tunnel main body 4, a ventilation inclined shaft 5, a ventilation airflow direction 6, and a smoke exhaust direction 7. The diesel train 1 enters the tunnel main body 4 from left to right at a constant speed and exits from the right end of the tunnel main body 4 after a period of time. During this process, the diesel train 1 continuously releases smoke pollutants, which are diffused in the tunnel main body 4 under the action of piston wind. The smoke-filled area 3 varies depending on the tunnel length, train speed, piston wind speed and other parameters. The smoke can be discharged through the ventilation inclined shaft 5 or at both ends of the tunnel.

[0136] like Figure 2-Figure 10 It can be seen that the present invention designs different ventilation methods according to the different smoke diffusion areas 3. The ventilation airflow direction 6 drives the smoke to be discharged outdoors through gas flow; the smoke exhaust direction 7 inside the tunnel is different in different ventilation methods; there are 4 natural wind speed testers 8. In order to avoid the influence of 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 10m and a vertical distance of 2m from the tunnel entrance, for monitoring the magnitude and direction of the natural wind speed.

[0137] In some embodiments, Figure 2 is a structural diagram of a first working condition provided by an embodiment of the present invention, Figure 3 A ventilation principle diagram of ventilation mode a provided in an embodiment of the present invention, Figure 4 A ventilation principle diagram of a ventilation mode b provided in an embodiment of the present invention, Figure 12 A schematic diagram of air volume distribution principle of ventilation mode a provided in an embodiment of the present invention is shown. Figure 13 The air volume distribution principle diagram of a ventilation mode b provided in an embodiment of the present invention is shown in FIG. Figure 2-Figure 4 , Figure 12 and Figure 13 In the first working condition, ventilation mode a, the inclined shaft is used for exhaust, and the tunnel entrance and tunnel exit are used for supply. At this time, the tunnel smoke is divided into two parts, the first smoke-filled area and the second smoke-filled area. The total energy consumption of the system is calculated as follows:

[0138] ;

[0139] Among them, W a represents the total energy consumption of the system in ventilation mode a, F represents the tunnel cross-sectional area, and F j Indicates the cross-sectional area of the inclined shaft, R j Indicates 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 in the first smoke-filled area near the tunnel entrance under ventilation mode a, represents the local wind 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 wind resistance in the second smoke-filled area near the tunnel exit under ventilation mode a, represents the local wind resistance in the second smoke-filled area under ventilation mode a, l 2a represents the length of the second smoke diffusion area under ventilation mode a, l3 represents the length of the inclined shaft, m 1a Indicates the smoke quality of the first smoke diffused area under ventilation mode a, m 2a Indicates 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 Indicates the required air volume of the first smoke diffused area under ventilation mode a, Q 2a Indicates 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 moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

[0140] The calculation formula of frictional wind resistance is as follows:

[0141] ;

[0142] The calculation formula for local wind resistance is as follows:

[0143] ;

[0144] Where d is the equivalent diameter of the tunnel and ρ is the air density.

[0145] Further, combined Figure 12 It can be seen that

[0146] ;

[0147] ;

[0148] ;

[0149] ;

[0150] ;

[0151] 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, R CB is the impedance of section CB;

[0152] Combined with the calculation formula of the required exhaust air volume Q:

[0153] ;

[0154] Among them, L q is the length of the polluted air section, i.e. the length of the tunnel smoke exhaust, and the length of the pollutant spreading L w Equal, Q is the required air volume;

[0155] Combined with 1a Indicates the length of the first smoke diffusion area under ventilation mode a, l 2a represents the length of the second smoke diffusion area under ventilation mode a, and we can know that:

[0156] ;

[0157] ;

[0158] but .

[0159] but ;

[0160] and ;

[0161] Then Q 3a The required air volume Q for smoke exhaust can be obtained by the above calculation, R AB The impedance of section AB can be calculated using the following formula:

[0162] ;

[0163] Among them, ξ AB represents the local resistance coefficient of section AB, λ AB Indicates the resistance coefficient along the section AB, L AB Indicates the length of segment AB, d AB represents the equivalent diameter of segment AB, F AB Represents the cross-sectional area of section AB. From the above, we can calculate Q 1a , Q 2a , according to the formula You can find v 1a 、v 2a 、v 3a , according to the formula You can find m 1a 、m 2a 、m 3a , where t q The calculation principle of the impedance of other sections is the same and will not be described here.

[0164] In the ventilation mode b of the first working condition, with exhaust from the inclined shaft, air supply from the tunnel entrance, and exhaust from the tunnel exit, the total energy consumption of the system is calculated as follows:

[0165] ;

[0166] Among them, W 1b represents the total system energy consumption of ventilation mode b, R 1b represents the frictional wind resistance in 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 in the second smoke-filled area under ventilation mode b, l 2b Indicates the length of the second smoke diffusion area under ventilation mode b, m 1b Indicates the smoke quality of 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 3brepresents 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 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.

[0167] Further, combined Figure 13 It can be seen that

[0168] ;

[0169] Then Q 1b With Q 3b are equal, which can be obtained through the previous calculation.

[0170] ;

[0171] R DB and R CB It can be calculated by the above formula, so Q can be obtained 1b , Q 2b , Q 3b , and v can be obtained by the same logic 1b 、v 2b 、v 3b and m 1b 、m 2b 、m 3b .

[0172] In some embodiments, Figure 5 is a structural diagram of a second working condition provided by an embodiment of the present invention, Figure 6 A ventilation principle diagram of a ventilation mode c provided in an embodiment of the present invention, Figure 7 A ventilation principle diagram of a ventilation mode d provided in an embodiment of the present invention is shown in FIG. Figure 5-Figure 7 In the second working condition, ventilation mode c, with exhaust from the inclined shaft and air supply from the tunnel entrance and tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0173] ;

[0174] Among them, W c represents the total energy consumption of the ventilation mode c, F represents the tunnel cross-sectional area, and F j Indicates the cross-sectional area of the inclined shaft, R j Indicates 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, and v represents the smoke exhaust velocity in the smoke-filled area. represents the natural wind direction coefficient, Q represents the required air volume in the smoke-filled area, v 末 Indicates t 末 The piston wind speed corresponding to the moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

[0175] In the ventilation mode d of the second working condition, the air is taken in from the inclined shaft, the air is supplied from the tunnel entrance, and the air is exhausted from the tunnel exit. In S5, the total energy consumption of the system is calculated as follows:

[0176] ;

[0177] Among them, W d Represents the total system energy consumption of ventilation mode d.

[0178] In some embodiments, Figure 8 A schematic structural diagram of a third working condition provided by an embodiment of the present invention is shown. Figure 9 A ventilation principle diagram of a ventilation mode e provided in an embodiment of the present invention, Figure 10 A ventilation principle diagram of a ventilation mode f provided in an embodiment of the present invention is shown in FIG. Figures 8-10 In the third working condition, ventilation mode e, with exhaust from the inclined shaft and air supply at the tunnel entrance and tunnel exit, the total energy consumption of the system in S5 is calculated as follows:

[0179] ;

[0180] Among them, W e represents the total energy consumption of the system in ventilation mode e, F represents the tunnel cross-sectional area, 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 distance between the smoke-filled area and the inclined shaft near the tunnel entrance, l2 represents the distance between the smoke-filled area and the tunnel exit, l3 represents the length of the inclined shaft, m represents the smoke mass in the smoke-filled area, and 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 diffusion area, v 末 Indicates t 末 The piston wind speed corresponding to the moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

[0181] In the ventilation mode f of the third working condition, the air is taken in from the inclined shaft, the air is supplied from the tunnel entrance, and the air is exhausted from the tunnel exit. In S5, the total energy consumption of the system is calculated as follows:

[0182] ;

[0183] Among them, W f represents the total system energy consumption of ventilation mode f.

[0184] S6. Based on the comparison results of the total energy consumption of the system, the ventilation mode with the lowest total energy consumption in the ventilation mode combination is selected as the final solution under the target working condition.

[0185] Based on tunnel structural parameters and train operation parameters, the present invention establishes an hourly calculation equation for piston wind speed, and combines it with the piston wind steady-state judgment conditions to accurately quantify the pollutant diffusion path and terminal position, solving the problem of misjudgment of pollutant range caused by traditional methods ignoring non-steady-state flow; by capturing the natural wind component and directional coefficient in real time, it breaks through the limitations of single empirical value estimation and realizes quantitative correction of natural wind interference; according to the geometric relationship between the pollutant terminal position and the inclined shaft, it dynamically divides three types of working conditions and matches dual-mode combinations, and by constructing an energy consumption equation including kinetic energy difference, frictional wind resistance and local wind resistance, it reveals the airflow 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 pollutant removal efficiency and energy economy; through the flow field reconstruction of the inclined shaft multi-channel ventilation network, the present invention converts the piston wind potential energy into pollutant driving force, and combines it with the synergistic effect of natural wind to achieve directional and rapid discharge of harmful gases in the tunnel; at the same time, through 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 that is both robust and economical for tunnel ventilation systems in complex environments.

[0186] Take the actual data of a certain project as an example, where the tunnel length L T The tunnel area F is 32.23m 2 The tunnel section wet perimeter S is 21.1m; the tunnel equivalent diameter d is 6.11m, the air flow resistance coefficient λ along the annular space is 0.02; the tunnel entrance resistance coefficient is 0.5; according to the test value, the natural wind speed v in the tunnel n is 1.5m / s; the air density ρ is 0.583kg / m 3 ; Ventilation time t q is 900s; the time it takes for a train to pass through a tunnel is t 末 is 853.7s; the length of the inclined shaft l3 is 2590m; the cross-sectional area of the inclined shaft F 斜 32.23 m 2 ; Equivalent diameter d of the inclined well 斜is 5.17m; the cross-sectional area of the train is f T 12.6 m 2 ; Train wet perimeter S T is 14.3m; the train width a is 3.1m; the train length l T is 500m; train speed v T It is 55km / h.

[0187] According to the above formula, the train blocking ratio α is 0.391, and the equivalent diameter of the annular space d h is 2.689, the train resistance coefficient N is 0.0087, and the piston wind effect coefficient K m is 11.68, then A is 0.0983; B is -0.0134, and C is 0.001155.

[0188] According to the hourly piston wind calculation formula, when t is 1s, 2s, 3s..., the piston wind speed is 0.10m / s, 0.19m / s, 0.29m / s... respectively. When the train passes through the tunnel, time t 末 is 853.7s, and the corresponding piston wind speed v 末 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, 1, the average natural wind speed is about 1.53m / s, tanθ=0.2, then we can know that the natural wind speed v n 1.5m / s.

[0189] Calculated by the discriminant formula, when t0=375s, the discriminant formula is established, at this time the piston wind is in a stable state, then t0<t 末 The piston wind introduction length S0 is calculated by the formula and is 3291m. Then the pollutant position L0 is 3291m. After calculation, the tunnel smoke exhaust length L q The required air volume Q for smoke exhaust is 384m 3 / s.

[0190] For ventilation mode a, the ventilation shaft 5 is located in the middle of the tunnel 4, so L1 is 6518.5m, L 井 = 6523.5m, L2 is 13042m, then 0<L0<L1, which belongs to the first working condition, so it is necessary to calculate the energy calculation parameters of ventilation modes a and b. According to the appendix table of TB 10068-2024 "Design Code for Operational Ventilation of Railway Tunnels", ξ 01 is the local drag coefficient of the 0-1 segment, which is 1.5; is the resistance coefficient along the 0-1 section, which is 0.02; L 01The length of smoke spreading on the left side of the inclined shaft is 3230m; d 01 is the equivalent diameter of the 0-1 segment, which is 6.11m; ρ is the air density, which is 0.583kg / m 3 ; F 01 The cross-sectional area of the 0-1 section is 32.23m 2 , so we can calculate R 01 is 0.003388; similarly, ξ 21 is 3.5; 0.02; L 21 6521m2,d 21 is 6.11m, ρ is 0.583kg / m 3 , F 21 32.23m 2 , we can calculate R 21 is 0.006972. Further calculation 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, according to the formula, Q 1a 226.3m 3 / s;Q 2a 157.7m 3 / s;Q 3a 384 m 3 / s;l 1a 6321m, l 2a is 4405m, l3 is 2590m; m 1a 118739.61kg; m 2a 82745.19 kg; m 3a 201484.81kg; v 1a is 7.02m / s; v 2a is 4.89m / s; v 3a is 11.91m / s, and W is calculated 1a 9.08×10 7 J.

[0191] For ventilation mode b, similarly, refer to the table in the appendix of the "Design Code for Operational Ventilation of Railway Tunnels" to obtain: 31 is 4.0, λ 31 0.02; L 31 2590m,d 31 5.17m, F 31 32.23m2 , after calculation, R 31 is 0.003934, then Q 1b 219.28m 3 / s,Q 2b 164.72 m 3 / s,Q 3b 219.28m 3 / s;v 1b is 6.80m / s, v 2b is 5.11m / s, v 3b 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 0.0011; l 1b 6125m, l 2b is 4601m, l3 is 2590m; m 1a 115056.22kg;m 2a 86428.58kg;m 3a It is 115056.22kg, and W is calculated 1b 5.91×10 7 J.

[0192] At this time, after calculation, ΔW1=3.17×10 7 J>0, so from the perspective of energy saving, ventilation mode a consumes more energy, and ventilation mode b should be selected.

[0193] 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 above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the technical solutions of the embodiments of the present invention.

Claims

1. A method for determining the ventilation mode of a single-slant railway tunnel with internal combustion engine traction, characterized in that: The method comprises the following steps: S1. Calculate the piston wind speed when the train passes through the tunnel based on the tunnel structure parameters and train operation parameters; S2. Determine the piston wind stability state based on the piston wind speed, calculate the piston wind introduction length and determine the pollutant terminal position; S3. Calculating environmental parameters based on the tunnel structure parameters, the train operation parameters, and the terminal position of the pollutant; S4. Divide the working conditions into three types according to the positional relationship between the pollutant terminal and the inclined shaft, and match corresponding ventilation mode combinations; S5. For each ventilation mode in the ventilation mode combination, calculating the total energy consumption of the system 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 with internal combustion engine traction according to claim 1 is characterized in that: In S1, the calculation formula of the piston wind speed is as follows: ； Where v(t) represents the piston wind speed at the end of time t, A, B, and 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 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 the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction according to claim 2, characterized in that: In S2, determining 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 judgment formula is as follows: [v(t)-v(t-10)] / 0.1≤0.15%, t>10; Where v(t) represents the piston wind speed at the end of time t, v(t-10) represents the piston wind speed at the end of time t-10, 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 the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction according to claim 3 is 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 ≤ 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 close to the tunnel entrance is less than the pollutant terminal position L0, the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit is less than the distance L from the tunnel entrance to the ventilation shaft close to the tunnel exit. 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 close to 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 combinations include ventilation mode e and ventilation mode f.

5. The method for determining the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction according to claim 4 is 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 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 tunnel cross-sectional area, and F j Indicates the cross-sectional area of the inclined shaft, R j Indicates 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 in the first smoke-filled area near the tunnel entrance under ventilation mode a, represents the local wind 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 wind resistance in the second smoke-filled area near the tunnel exit under ventilation mode a, represents the local wind resistance in the second smoke-filled area under ventilation mode a, l 2a represents the length of the second smoke diffusion area under ventilation mode a, l3 represents the length of the inclined shaft, m 1a Indicates the smoke quality of the first smoke diffused area under ventilation mode a, m 2a Indicates 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 exhaust velocity of 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 Indicates the required air volume of the first smoke diffused area under ventilation mode a, Q 2a Indicates 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 moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

6. The method for determining the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction 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 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 1b represents the total system energy consumption of ventilation mode b, R 1b represents the frictional wind resistance in 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 in the second smoke-filled area under ventilation mode b, l 2b Indicates the length of the second smoke diffusion area under ventilation mode b, m 1b Indicates the smoke quality of the first smoke diffused area under ventilation mode b, m 2b Indicates 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 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 the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction 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 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 ventilation mode c, F represents the tunnel cross-sectional area, and F j Indicates the cross-sectional area of the inclined shaft, R j Indicates 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, l3 represents the length of the inclined shaft, m represents the smoke mass in the smoke-filled area, and 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 Indicates t 末 The piston wind speed corresponding to the moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

8. The method for determining the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction according to claim 7, characterized in that: In the ventilation mode d, the air is taken in by the inclined shaft, the air is supplied by the tunnel entrance, and the air is exhausted by the tunnel exit. 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 the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction 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 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 tunnel cross-sectional area, 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, R j Indicates the frictional wind resistance in the inclined shaft air duct, represents the local wind resistance in the inclined shaft air duct, l1 represents the distance between the smoke-filled area near the tunnel entrance and the inclined shaft, l2 represents the distance between the smoke-filled area near the tunnel entrance and the tunnel exit, l3 represents the length of the inclined shaft, m represents the smoke mass in the smoke-filled area, and v represents the smoke exhaust velocity in the smoke-filled area. represents the natural wind direction coefficient, Q represents the required air volume in the first smoke diffusion area, v 末 Indicates t 末 The piston wind speed corresponding to the moment is in the same direction as the train's travel direction, v n Indicates the natural wind speed.

10. The method for determining the ventilation mode of a single-inclined railway tunnel with internal combustion engine traction according to claim 9, characterized in that: In the ventilation mode f, the air is taken in by the inclined shaft, the air is supplied by the tunnel entrance, and the air is exhausted by the tunnel exit. 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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