Intelligent linkage control method and device for hybrid ventilation system

Abstract

The invention relates to a hybrid ventilation system intelligent linkage control method and device, and relates to the technical field of ventilation control, and the method comprises the steps: obtaining a tunnel entrance image; analyzing the tunnel entrance image to determine tunnel traffic flow; obtaining the average tunnel speed; the tunnel traffic flow, the tunnel average vehicle speed, the preset basic emission value and the preset speed correction coefficient are analyzed to determine the tail gas pre-emission amount; the tail gas pre-emission amount is analyzed to determine the side wall air supply speed; analyzing a preset vehicle drag coefficient and a tunnel average vehicle speed to determine a vehicle piston vector; acquiring an external wind vector; determining the side wall air supply direction according to the external air vector and the vehicle piston vector; and a preset mixed ventilation device is controlled to treat the tail gas according to the tail gas pre-emission amount, the average tunnel speed, the side wall air supply speed and the side wall air supply direction. The device has the effect of improving the tail gas exhaust efficiency.

Description

Technical Field

[0001] This application relates to the technical field of ventilation control, and in particular to intelligent linkage control methods and devices for hybrid ventilation systems. Background Technology

[0002] Intelligent linkage control of hybrid ventilation system refers to the dynamic and coordinated management of natural ventilation and mechanical ventilation in underground tunnels by integrating sensors and actuators. It focuses on the dilution and efficient discharge of vehicle exhaust to ensure air quality, driving safety and energy efficiency optimization in the tunnel.

[0003] In related technologies, when implementing mixed ventilation in underground tunnels, natural ventilation and mechanical ventilation are precisely controlled by acquiring environmental parameters such as vehicle flow, vehicle speed, exhaust gas concentration distribution, external wind force, wind direction, and temperature and humidity inside the tunnel. When natural ventilation is sufficient, the mechanical ventilation load is automatically reduced, and when natural ventilation is insufficient, the mechanical ventilation power is rapidly increased to control the exhaust gas concentration within a safe threshold.

[0004] Regarding the aforementioned technologies, when the exhaust gas concentration is mixed and regulated by mechanical ventilation and natural ventilation, the mechanical ventilation direction is fixed, which may cause the mechanical ventilation and natural ventilation to cancel each other out, resulting in exhaust gas stagnation in the tunnel and inability to be discharged, leading to low exhaust gas discharge efficiency. There is still room for improvement. Summary of the Invention

[0005] To improve exhaust gas emission efficiency, this application provides a method and device for intelligent linkage control of a hybrid ventilation system.

[0006] Firstly, this application provides an intelligent linkage control method for a hybrid ventilation system, employing the following technical solution:

[0007] A method and device for intelligent linkage control of a hybrid ventilation system, comprising:

[0008] Acquire images of the tunnel entrance;

[0009] Analyze images of the tunnel entrance to determine the tunnel traffic flow;

[0010] Obtain the average vehicle speed in the tunnel;

[0011] The pre-emission amount of exhaust gas is determined by analyzing the tunnel traffic volume, the average vehicle speed in the tunnel, the preset basic emission values, and the preset speed correction coefficient.

[0012] The pre-emission volume of exhaust gas is analyzed to determine the sidewall air supply velocity;

[0013] The vehicle drag coefficient and average tunnel speed are analyzed to determine the vehicle piston vector;

[0014] Obtain the outside wind vector;

[0015] The direction of airflow through the side walls is determined based on the external wind vector and the vehicle piston vector.

[0016] The pre-set mixed ventilation device is used to treat exhaust gas based on the pre-emission amount of exhaust gas, the average vehicle speed in the tunnel, the sidewall air supply speed, and the sidewall air supply direction.

[0017] By adopting the above technical solution, the tunnel traffic flow is first determined by analyzing the tunnel entrance image. Then, the pre-emission amount of exhaust gas is determined based on the tunnel traffic flow and the average vehicle speed in the tunnel. The sidewall air supply speed is determined based on the pre-emission amount of exhaust gas. Then, the sidewall air supply speed is dynamically adjusted according to the tunnel traffic flow to improve the exhaust gas removal efficiency. Then, the external wind direction vector and the vehicle piston vector are analyzed to obtain the vector sum of the external wind direction vector and the vehicle piston vector. The direction of the vector sum is determined as the sidewall air supply direction, thereby avoiding the cancellation of the sidewall air supply with the external natural wind and the wind generated by the vehicle piston effect, thus improving the exhaust gas removal efficiency.

[0018] Optionally, the steps of analyzing exhaust pre-emissions and average vehicle speed in the tunnel to determine the sidewall air supply velocity include:

[0019] Obtain the internal volume of the tunnel;

[0020] The internal volume of the tunnel, the pre-emission amount of exhaust gas, and the internal volume of the tunnel are analyzed to determine the expected concentration of exhaust gas.

[0021] The preset target concentration and expected concentration of exhaust gas are analyzed to determine the total air supply volume;

[0022] Obtain the number of side wall air vents;

[0023] The number of side wall air outlets and the total air volume are analyzed to determine the independent air volume;

[0024] The independent air supply volume and the preset cross-sectional area of ​​the air supply outlet are analyzed to determine the sidewall air supply velocity.

[0025] By adopting the above technical solution, the internal volume of the tunnel and the pre-emission amount of exhaust gas are analyzed to determine the expected concentration of exhaust gas. Based on the expected concentration of exhaust gas, the target concentration of exhaust gas, and the internal volume of the tunnel, the total air supply volume is determined. Then, the number of sidewall air outlets and the total air supply volume are analyzed to determine the independent air supply volume. Finally, the independent air supply volume and the cross-sectional area of ​​the air outlets are analyzed to determine the sidewall air supply velocity. Thus, the total air supply volume required for the tunnel is determined based on the expected concentration of exhaust gas, avoiding excessive or insufficient air supply, thereby improving the exhaust gas emission efficiency.

[0026] Optionally, the steps for controlling a preset mixed ventilation device to treat exhaust gas based on the pre-emission volume of exhaust gas, the average vehicle speed in the tunnel, the sidewall air supply speed, and the sidewall air supply direction include:

[0027] The average vehicle speed, sidewall air supply velocity, and sidewall air supply direction in the tunnel were analyzed to determine the top exhaust direction and top exhaust velocity.

[0028] The exhaust gas is treated by controlling the preset top exhaust port and preset side wall air supply port in the mixed ventilation device according to the side wall air supply velocity, side wall air supply direction, top exhaust direction and top exhaust velocity.

[0029] Obtain the concentration of exhaust gas in the tunnel;

[0030] Determine whether the exhaust gas concentration in the tunnel meets the preset target concentration requirements;

[0031] If the conditions are met, the tunnel exhaust gas concentration will be continuously measured and the process will be repeated.

[0032] If not, obtain the coordinates of the retention center and the concentration of the exhaust gas retention;

[0033] The top exhaust velocity, stagnation center coordinates, and exhaust gas stagnation concentration were analyzed to determine the effective exhaust port coordinates.

[0034] The effective exhaust outlet coordinates and stagnation center coordinates are analyzed to determine the effective exhaust path;

[0035] The top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates are analyzed to control the treatment of exhaust gas by the mixed ventilation device.

[0036] By employing the above technical solution, the average vehicle speed, sidewall air supply velocity, and sidewall air supply direction in the tunnel are analyzed. First, the exhaust gas diffusion direction within the tunnel is determined. Then, based on the exhaust gas diffusion vector and intensity, the top exhaust direction and velocity are determined, thereby improving the efficiency of exhaust gas discharge. Once the top exhaust vents and sidewall air supply vents are operating according to the set velocity and angle, and the exhaust gas concentration within the tunnel tends to stabilize, the exhaust gas concentration is analyzed again. If the exhaust gas concentration does not exceed the target concentration, the exhaust gas concentration is continuously monitored and cyclically determined, thus enabling real-time monitoring of the exhaust gas within the tunnel. To prevent localized areas from exceeding the exhaust gas concentration target, if the exhaust gas concentration inside the tunnel exceeds the target concentration, it indicates that exhaust gas is trapped and cannot be discharged. Therefore, the coordinates of the trap center and the trapped exhaust gas concentration are analyzed to determine the coordinates of the effective exhaust vents. Then, the coordinates of the effective exhaust vents and the trap center are analyzed to determine the effective exhaust path. Finally, the top exhaust velocity, effective exhaust vent coordinates, effective exhaust path, trapped exhaust gas concentration, and trap center coordinates are analyzed. Based on the location of the trapped exhaust gas, the operation of the top exhaust vents is controlled to achieve precise discharge of the trapped exhaust gas.

[0037] Optionally, the steps of analyzing the average vehicle speed in the tunnel, the sidewall air supply velocity, and the sidewall air supply direction to determine the top exhaust direction and top exhaust velocity include:

[0038] The vehicle drag coefficient, average vehicle speed in the tunnel, and preset buoyancy coefficient are analyzed to determine the vehicle drag vector.

[0039] The preset ventilation efficiency coefficient, sidewall air supply velocity, and sidewall air supply direction are analyzed to determine the tunnel ventilation vector.

[0040] Obtain the outside wind vector;

[0041] The vehicle towing vector, tunnel ventilation vector, and external wind vector are analyzed to determine the exhaust gas diffusion vector;

[0042] The exhaust gas diffusion vector is analyzed to determine the top exhaust direction and exhaust gas diffusion intensity;

[0043] The preset pre-exhaust velocity, exhaust gas diffusion intensity, and preset baseline diffusion velocity are analyzed to determine the top exhaust velocity.

[0044] By adopting the above technical solution, the vehicle towing vector, external wind vector, and tunnel ventilation vector are analyzed to determine the exhaust gas diffusion vector. The direction of the exhaust gas diffusion vector is the direction of exhaust gas diffusion. Based on the exhaust gas diffusion vector, the direction of the top exhaust is determined, thereby achieving precise and efficient exhaust of exhaust gas in the tunnel. Furthermore, the exhaust gas diffusion vector is analyzed to determine the exhaust gas diffusion intensity, and the top exhaust wind speed is determined based on the exhaust gas diffusion intensity, thereby maximizing the treatment efficiency of the mixed ventilation device for exhaust gas.

[0045] Optionally, the steps of analyzing the top exhaust velocity, the coordinates of the retention center, and the exhaust gas retention concentration to determine the effective exhaust port coordinates include:

[0046] The preset tunnel cross-sectional area, exhaust gas retention concentration, exhaust gas target concentration, top ventilation velocity, and preset tunnel distance coefficient are analyzed to determine the effective ventilation port radius.

[0047] Determine the coordinates of the mapping center based on the coordinates of the retention center;

[0048] The coordinates of the mapping center and the effective exhaust port radius are analyzed to determine the range of exhaust port coordinates;

[0049] Get the coordinates of the top exhaust vent;

[0050] The effective exhaust port coordinates are determined based on the range of exhaust port coordinates and the coordinates of the top exhaust port.

[0051] By adopting the above technical solution, the effective exhaust port radius is determined based on the exhaust gas retention concentration, and the mapping center coordinates are determined by combining the retention center coordinates. The mapping center coordinates and the retention center coordinates are combined to obtain the effective exhaust port coordinates that can handle the retained exhaust gas. Thus, the exhaust port is further selected based on the effective exhaust port coordinates to determine the exhaust port with the highest efficiency in handling the retained exhaust gas, thereby improving the exhaust gas treatment efficiency.

[0052] Optionally, the steps for controlling the treatment of exhaust gas by the mixing ventilation device include analyzing the top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates:

[0053] The coordinates of the effective exhaust vent, the coordinates of the stagnation center, and the effective exhaust path are analyzed to determine the coordinates of the final air outlet and the final exhaust vent.

[0054] The preset vector scaling factor, final air outlet coordinates, final exhaust outlet coordinates, and stagnation center coordinates are analyzed to determine the final air blowing direction and the final exhaust direction.

[0055] The coordinates of the final exhaust vent, the coordinates of the retention center, and the cross-sectional area of ​​the tunnel are analyzed to determine the volume of the gas to be treated.

[0056] The volume of the gas to be treated, the target concentration of the exhaust gas, the concentration of the retained exhaust gas, and the preset retention time are analyzed to determine the retention treatment air volume.

[0057] The preset cross-sectional area of ​​the exhaust port, the top exhaust velocity, and the preset pressure compensation coefficient are analyzed to determine the pressure compensation air volume.

[0058] The stagnation treatment air volume, pressure compensation air volume, and preset air outlet cross-sectional area are analyzed to determine the final blowing air velocity.

[0059] The exhaust gas is treated by controlling the top exhaust port and the preset bottom exhaust port in the mixed ventilation device according to the coordinates of the final air outlet, the coordinates of the final air outlet, the final air direction, the final air direction, the top exhaust velocity, and the final air velocity.

[0060] By employing the above technical solution, the top exhaust velocity, effective exhaust port coordinates, retention center coordinates, and effective exhaust path are analyzed to determine the final blower and exhaust port coordinates, which maximize the efficiency of treating retained exhaust gas. Further analysis of the final blower, exhaust port, and retention center coordinates determines the final blowing and exhaust directions, ensuring maximum exhaust efficiency. Then, analysis of the final exhaust port coordinates, retention center coordinates, and tunnel cross-sectional area determines the volume of gas to be treated, thus determining the required retention air volume for treating the retained exhaust gas. Finally, the cross-sectional area of ​​the exhaust port and the top exhaust velocity are analyzed... Analysis is performed to determine the pressure compensation coefficient, thereby ensuring that the actual pressure of the exhaust system can overcome airflow resistance, allowing the exhaust airflow to stably reach the exhaust gas retention area and avoiding exhaust efficiency reduction due to insufficient pressure. Then, the retention treatment air volume is combined with the pressure compensation air volume to obtain the total air volume of the air outlet. The total air volume and the cross-sectional area of ​​the air outlet are analyzed to determine the final blowing velocity. Based on the final blowing velocity, the top exhaust velocity, the exhaust gas treatment angle, the final blowing direction, the final exhaust direction, the final blowing coordinates, and the final exhaust control air outlet and exhaust outlet, the retained exhaust gas is treated in a coordinated manner, thereby ensuring that the exhaust gas concentration drops rapidly to the safe threshold and optimizing the energy consumption of the ventilation system.

[0061] Optionally, the steps of analyzing the effective exhaust vent coordinates, stagnation center coordinates, and effective exhaust path to determine the final blower vent coordinates and final exhaust vent coordinates include:

[0062] Analyze the effective exhaust paths to determine the effective path landing points;

[0063] Obtain the coordinates of the bottom air vent;

[0064] The coordinates of the bottom air outlet, the effective path landing point, and the preset effective landing point range are analyzed to determine the effective air outlet coordinates.

[0065] The available processing paths are determined based on the coordinates of the effective air inlet and the effective air outlet.

[0066] Analyze the available processing paths to determine the axial range of the paths;

[0067] Determine whether the coordinates of the center of the stoppage meet the requirements of the path axial range;

[0068] If it does not meet the requirements, the available processing path will be removed.

[0069] If the conditions are met, the available processing path is analyzed to determine the available path length.

[0070] Determine the shortest processing path based on the available path length and available processing paths;

[0071] The final air outlet coordinates and the final air exhaust outlet coordinates are determined based on the shortest processing path.

[0072] By adopting the above technical solution, the effective exhaust path is analyzed to determine the effective path landing point of the line connecting the top exhaust port and the coordinates of the retention center at the bottom of the tunnel. Based on the effective path landing point, the effective blowing coordinates of the air vents within the effective range of the landing point are determined. The effective air vent coordinates and effective exhaust port coordinates are analyzed to determine the available treatment path between the air vent and the exhaust port. The available treatment path is analyzed to determine the axial range of the path. When the coordinates of the retention center are not within the axial range of the path, it indicates that the available treatment path cannot treat the retained exhaust gas, so the available treatment path is eliminated. When the treatment center is within the axial range of the path, it indicates that the available treatment path can treat the retained exhaust gas, so the available treatment path is analyzed to determine the available path length. The shortest treatment path with the shortest available path length is selected from all available treatment paths. Based on the shortest treatment path, the final air vent coordinates and the final exhaust port coordinates are determined. Furthermore, by guiding the exhaust gas through the shortest treatment path, excessive spread of exhaust gas in the tunnel is avoided, further improving the timeliness and accuracy of exhaust gas treatment.

[0073] Secondly, this application provides an intelligent linkage control device for a hybrid ventilation system, which adopts the following technical solution:

[0074] The intelligent linkage control device for the hybrid ventilation system includes:

[0075] The acquisition module is used to acquire images of the tunnel entrance, the total length of the tunnel, the average vehicle speed in the tunnel, and the external wind direction vector.

[0076] A memory for storing the program of the intelligent linkage control method for the hybrid ventilation system as described in any of the above;

[0077] The processor and the program in the memory can be loaded and executed by the processor to implement the intelligent linkage control method of the hybrid ventilation system as described in any of the above.

[0078] By adopting the above technical solution, the tunnel intersection image is analyzed to determine the tunnel traffic flow. The tunnel traffic flow is then analyzed in conjunction with the total tunnel length and the average tunnel speed to determine the pre-emission amount of exhaust gas. Based on the exhaust gas and emission amount, the sidewall air supply speed is determined, thereby achieving dynamic adaptation between the sidewall air supply system and the tunnel traffic flow. After analyzing the external wind direction vector and the vehicle piston vector to determine their vector sum, the direction of the vector sum is determined as the sidewall air supply direction, thereby avoiding airflow collision or vortex phenomena and improving exhaust gas emission efficiency.

[0079] In summary, this application includes at least one of the following beneficial technical effects:

[0080] 1. By analyzing the tunnel entrance image, the tunnel traffic flow is determined. Based on the tunnel traffic flow and the average vehicle speed in the tunnel, the pre-emission amount of exhaust gas is determined. The sidewall air supply speed is determined based on the pre-emission amount of exhaust gas. Then, the sidewall air supply speed is dynamically adjusted according to the tunnel traffic flow to improve exhaust gas removal efficiency. Next, the external wind direction vector and the vehicle piston vector are analyzed to obtain the vector sum of the external wind direction vector and the vehicle piston vector. The direction of the vector sum is determined as the sidewall air supply direction, thereby avoiding the cancellation of the sidewall air supply with the external natural wind and the wind generated by the vehicle piston effect, thus improving exhaust gas removal efficiency.

[0081] 2. By analyzing the average vehicle speed, sidewall air supply velocity, and sidewall air supply direction in the tunnel, the exhaust gas diffusion direction within the tunnel is first determined. Then, based on the exhaust gas diffusion vector and intensity, the top exhaust direction and velocity are determined, thereby improving the efficiency of exhaust gas discharge. Once the top exhaust vents and sidewall air supply vents are operating according to the set velocity and angle, and the exhaust gas concentration within the tunnel tends to stabilize, the exhaust gas concentration within the tunnel is analyzed again. If the exhaust gas concentration within the tunnel does not exceed the target concentration, the exhaust gas concentration within the tunnel is continuously monitored and cyclically assessed, thus enabling real-time monitoring of the exhaust gas concentration within the tunnel. To avoid situations where exhaust gas concentration exceeds the target concentration in a localized area, if the exhaust gas concentration in the tunnel exceeds the target concentration, it indicates that exhaust gas is trapped and cannot be discharged. Therefore, the coordinates of the trapping center and the trapped exhaust gas concentration are analyzed to determine the coordinates of the effective exhaust vent. Then, the coordinates of the effective exhaust vent and the trapping center are analyzed to determine the effective exhaust path. Finally, the top exhaust velocity, effective exhaust vent coordinates, effective exhaust path, trapped exhaust gas concentration, and trapping center coordinates are analyzed. Based on the location of the trapped exhaust gas, the operation of the top exhaust vent is controlled to achieve precise discharge of the trapped exhaust gas.

[0082] 3. By analyzing the top exhaust velocity, effective exhaust port coordinates, stagnation center coordinates, and effective exhaust path, the coordinates of the final blowing port and final exhaust port with the highest efficiency in treating stagnant exhaust gas are determined. Further analysis of the final blowing port coordinates, final exhaust port coordinates, and stagnation center coordinates determines the final blowing direction and final exhaust direction, thus maximizing the exhaust efficiency of the blowing and exhaust ports. Next, analysis of the final exhaust port coordinates, stagnation center coordinates, and tunnel cross-sectional area determines the volume of gas to be treated, thereby determining the required stagnation treatment air volume. Finally, analysis of the exhaust port cross-sectional area and top exhaust velocity ensures… A pressure compensation coefficient is used to ensure that the actual pressure of the exhaust system can overcome airflow resistance, allowing the exhaust airflow to stably reach the exhaust gas retention area and avoiding exhaust efficiency reduction due to insufficient pressure. Then, the retention treatment air volume is combined with the pressure compensation air volume to obtain the total air volume of the air outlet. The total air volume and the cross-sectional area of ​​the air outlet are analyzed to determine the final blowing velocity. Based on the final blowing velocity, the top exhaust velocity, the exhaust gas treatment angle, the final blowing direction, the final exhaust direction, the final blowing coordinates, and the final exhaust control air outlet and exhaust outlet, the retained exhaust gas is treated in a coordinated manner, thereby ensuring that the exhaust gas concentration drops rapidly to the safe threshold and optimizing the energy consumption of the ventilation system. Attached Figure Description

[0083] Figure 1 This is a flowchart of the intelligent linkage control method for the hybrid ventilation system in the embodiments of this application.

[0084] Figure 2 This is a flowchart illustrating the analysis of exhaust gas pre-emission and average vehicle speed in the tunnel in this embodiment of the application to determine the sidewall air supply speed.

[0085] Figure 3 This is a flowchart illustrating how a pre-set hybrid ventilation device treats exhaust gas based on the pre-emission amount of exhaust gas, the average vehicle speed in the tunnel, the sidewall airflow speed, and the sidewall airflow direction, as described in this application embodiment.

[0086] Figure 4 This is a flowchart illustrating how the average vehicle speed in the tunnel, the sidewall air supply speed, and the sidewall air supply direction are analyzed in this application embodiment to determine the top exhaust direction and the top exhaust speed.

[0087] Figure 5 This is a flowchart illustrating the analysis of top exhaust velocity, stagnation center coordinates, and exhaust gas stagnation concentration in this embodiment of the application to determine the effective exhaust port coordinates.

[0088] Figure 6 This is a flowchart illustrating the analysis of top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates in this embodiment of the application to control the treatment of exhaust gas by the mixed ventilation device.

[0089] Figure 7 This is a flowchart illustrating the analysis of effective exhaust port coordinates, stagnation center coordinates, and effective exhaust path in this embodiment of the application to determine the final air outlet coordinates and the final exhaust port coordinates. Detailed Implementation

[0090] To make the purpose, technical solution, and advantages of this application clearer, the following description is provided in conjunction with the appendix. Figures 1 to 7 The present application will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the application.

[0091] This application discloses an intelligent linkage control method for a hybrid ventilation system. Specifically, it discloses a processing terminal and a hybrid ventilation device. The processing terminal and the hybrid ventilation device are communicatively connected to achieve data interaction and control. The processing terminal acquires tunnel entrance images, analyzes the tunnel entrance images to obtain tunnel traffic flow, and determines the pre-emission amount of exhaust gas by combining the tunnel traffic flow and the average vehicle speed in the tunnel. Based on the pre-emission amount of exhaust gas, the sidewall wind speed is determined to ensure that the airflow formed by the sidewall ventilation system can dilute the exhaust gas generated by vehicles about to enter the tunnel in a timely manner. Then, the vehicle piston vector is determined based on the average vehicle speed in the tunnel. The vector and direction of the vehicle piston vector and the external wind direction vector are used as the sidewall air supply direction to reduce energy loss caused by airflow collision. Finally, the hybrid ventilation device is controlled to treat the exhaust gas according to the sidewall air supply direction and sidewall air supply speed, thereby improving the exhaust gas discharge efficiency.

[0092] Reference Figure 1 This application discloses an intelligent linkage control method for a hybrid ventilation system, comprising the following steps:

[0093] Step S100: Obtain the tunnel entrance image.

[0094] Among them, the tunnel entrance image refers to real-time images that include the tunnel entrance area and surrounding roads. It covers key information such as entrance lane lines, vehicles waiting to enter the tunnel, and entrance signs, reflecting the traffic flow status at the tunnel entrance. It is obtained by the processing terminal by acquiring images taken by high-definition cameras deployed at the tunnel entrance, providing data support for subsequent determination of tunnel traffic flow.

[0095] Step S101: Analyze the tunnel entrance image to determine the tunnel traffic flow.

[0096] Among them, tunnel traffic flow refers to the total number of vehicles entering the tunnel through the tunnel entrance per unit time, which is obtained by the processing terminal through image processing and feature recognition algorithms to analyze the tunnel entrance image.

[0097] Step S102: Obtain the average vehicle speed in the tunnel.

[0098] The tunnel average speed refers to the average speed of all vehicles passing through the tunnel per unit time. It is obtained by the processing terminal collecting the instantaneous speed of a single vehicle through speed measuring devices deployed at the tunnel entrance and inside, and then arithmetically averaging the speed data of all vehicles per unit time.

[0099] Step S103: Analyze the tunnel traffic flow, average tunnel speed, preset baseline emission values, and preset speed correction coefficients to determine the pre-emission amount of exhaust gas.

[0100] The baseline emission value refers to the exhaust emissions of a single standard vehicle model at a reference speed per unit time, obtained by the processing terminal by retrieving the vehicle model emission database. The speed correction factor is a coefficient used to correct the impact of the difference between the actual vehicle speed and the reference speed on exhaust emissions. It is obtained by operators by dividing the vehicle's exhaust emissions at different speeds by the vehicle's exhaust emissions at the reference speed, and then fitting these correction factors to obtain the relationship between speed and correction factor before finalizing the value.

[0101] The pre-emission amount of exhaust gas refers to the total amount of exhaust gas emitted in the tunnel per unit time. It is calculated by the treatment terminal based on the tunnel traffic flow, the average vehicle speed in the tunnel, the preset baseline emission value, and the preset speed correction coefficient. The specific calculation formula is as follows:

[0102] ,

[0103] In the formula, This refers to the pre-emission amount of exhaust gas. Based on emission values, For speed correction factor, The average vehicle speed in the tunnel. Traffic volume in the tunnel.

[0104] Using the above formula, the basic emission value of each vehicle is adjusted according to the average vehicle speed in the tunnel. When the average vehicle speed in the tunnel is significantly lower than the baseline speed, the basic emission value will also increase accordingly. Finally, the adjusted basic emission value of a single vehicle per unit time is multiplied by the tunnel traffic flow to obtain the pre-emission amount of exhaust gas in the tunnel per unit time.

[0105] Step S104: Analyze the pre-emission volume of exhaust gas to determine the sidewall air supply velocity.

[0106] The sidewall air supply velocity refers to the velocity of air flowing out of the air supply outlets on the tunnel sidewalls. This velocity is determined by the treatment terminal through analysis of the pre-emission volume of exhaust gas and the internal volume of the tunnel. After determining the expected exhaust gas concentration, further calculations are performed based on the expected and target concentrations. This achieves dynamic matching between the sidewall air supply velocity and the pre-emission volume of exhaust gas, thereby improving exhaust gas emission efficiency. Specific calculation steps are detailed below. Figure 2 The steps.

[0107] Step S105: Analyze the preset vehicle drag coefficient and average tunnel speed to determine the vehicle piston vector.

[0108] Among them, the vehicle drag coefficient refers to the parameter of the intensity of the drag effect generated by the vehicle on the surrounding air when the vehicle is moving. It is determined by the operator through analyzing the magnitude of the lateral vector generated by the vehicle at different speeds and the vehicle speed, and then finding the correspondence between the vehicle speed and the lateral vector in the table based on the average vehicle speed in the tunnel.

[0109] The vehicle piston vector refers to the lateral airflow vector created by the vehicle pushing air as it travels in a tunnel. It is calculated by the processing terminal based on the vehicle's drag coefficient and the average vehicle speed in the tunnel. The specific calculation formula is as follows:

[0110] ,

[0111] In the formula, For vehicle piston vector, This is the vehicle towing coefficient. This represents the average vehicle speed in the tunnel.

[0112] By multiplying the vehicle drag coefficient by the vehicle speed using the above formula, we can obtain the intensity of the drag effect that the vehicle exerts on the surrounding air when it is moving, thereby determining the impact of the vehicle on the airflow inside the tunnel during operation.

[0113] Step S106: Obtain the external wind vector.

[0114] Among them, the external wind vector refers to the airflow vector formed after the natural wind outside the tunnel enters the tunnel, which is obtained by the processing terminal through wind direction and wind speed sensors deployed at the tunnel entrance or ventilation shaft.

[0115] Step S107: Determine the sidewall air supply direction based on the outside wind vector and the vehicle piston vector.

[0116] The sidewall air supply direction refers to the orientation of the sidewall air supply outlets on the tunnel sidewall. The processing terminal analyzes the external wind vector and the vehicle piston vector to obtain the vector sum of the external wind vector and the vehicle piston vector. The vector sum is then analyzed to determine the direction of the vector sum, which is then determined as the sidewall air supply direction. This avoids the sidewall air supply from canceling out the natural airflow in the tunnel or generating eddies, thereby improving the exhaust gas discharge efficiency.

[0117] Step S108: Control the preset mixed ventilation device to treat the exhaust gas according to the pre-emission amount of exhaust gas, the average vehicle speed in the tunnel, the side wall air supply speed and the side wall air supply direction.

[0118] The hybrid ventilation system integrates sidewall air inlets, top exhaust inlets, and bottom blowers to achieve comprehensive treatment of exhaust gases within the tunnel through the coordinated operation of these three types of inlets. The sidewall air inlets are spaced along the tunnel sidewalls, with their orientation aligned with the combined direction of the external wind vector and the vehicle piston vector. The airflow speed can be dynamically adjusted based on the pre-emission volume of exhaust gases, and its main function is to continuously supply fresh air into the tunnel, preventing excessive exhaust gas concentration. The top exhaust inlets are located in the center or on both sides of the tunnel ceiling. Their extraction intensity is linked to the pre-emission volume of exhaust gases and the average vehicle speed in the tunnel. Their main function is to quickly extract exhaust gases from the tunnel through adsorption, preventing excessive accumulation. The bottom blowers are embedded at the edge of the lane at the bottom of the tunnel, generating upward airflow to assist the top exhaust in extracting exhaust gases, lifting settled exhaust gases upwards, thereby improving exhaust gas removal efficiency.

[0119] Reference Figure 2 The steps for determining the sidewall air supply velocity by analyzing the pre-emission volume of exhaust gas and the average vehicle speed in the tunnel include:

[0120] Step S200: Obtain the internal volume of the tunnel.

[0121] The internal volume of the tunnel refers to the total volume of the internal space of the tunnel, which is determined by the processing terminal after reading the tunnel parameter database.

[0122] Step S201: Analyze the internal volume of the tunnel and the pre-emission amount of exhaust gas to determine the expected concentration of exhaust gas.

[0123] The predicted exhaust gas concentration refers to the predicted concentration of exhaust gas inside the tunnel, which is calculated by the treatment terminal based on the tunnel's internal volume and the pre-emission amount of exhaust gas. The specific calculation formula is as follows:

[0124] ,

[0125] In the formula, For the predicted concentration of exhaust gas, This refers to the pre-emission amount of exhaust gas. This refers to the internal volume of the tunnel.

[0126] Step S202: Analyze the preset target concentration of exhaust gas, the expected concentration of exhaust gas, and the internal volume of the tunnel to determine the total air supply volume.

[0127] The target concentration of exhaust gas refers to the maximum permissible concentration of pollutants in the exhaust gas, determined by the operator based on the upper limit of the safe concentration of exhaust gas. The total air supply volume refers to the total air volume required per unit time for the sidewall air outlets to dilute the exhaust gas concentration to the target concentration. This volume is calculated by the treatment terminal based on the target concentration, the expected concentration, and the internal volume of the tunnel. The specific calculation formula is as follows:

[0128] ,

[0129] In the formula, Total air supply volume The internal volume of the tunnel. For the predicted concentration of exhaust gas, This represents the target concentration of exhaust gas.

[0130] Step S203: Obtain the number of side wall air outlets.

[0131] The number of sidewall air outlets refers to the number of air outlets on the tunnel sidewalls used for air supply, which is obtained by the processing terminal by retrieving the hybrid ventilation system layout parameters pre-stored in the system by the operator.

[0132] Step S204: Analyze the number of side wall air outlets and the total air volume to determine the independent air volume.

[0133] The independent air supply volume refers to the amount of air delivered by a single side wall air outlet per unit time, which is obtained by the processing terminal through a division operation between the total air supply volume and the number of side wall air outlets.

[0134] Step S205: Analyze the independent air supply volume and the preset air outlet cross-sectional area to determine the side wall air supply velocity.

[0135] The cross-sectional area of ​​the air supply outlet refers to the area of ​​the effective flow section of a single sidewall air supply outlet used for air delivery, which is determined by the treatment terminal based on the design parameters of the mixed ventilation system. The sidewall air supply velocity refers to the air velocity of the air supply outlet on the tunnel sidewall, which is obtained by the treatment terminal through a division operation between the independent air supply volume and the cross-sectional area of ​​the air outlet.

[0136] Reference Figure 3 The steps for treating exhaust gas using a pre-set mixed ventilation device, based on the pre-emission volume of exhaust gas, the average vehicle speed in the tunnel, the sidewall airflow velocity, and the sidewall airflow direction, include:

[0137] Step S300: Analyze the average vehicle speed in the tunnel, the sidewall air supply speed, and the sidewall air supply direction to determine the top exhaust direction and top exhaust speed.

[0138] The top exhaust direction refers to the exhaust direction of the top exhaust vent, which is determined by the treatment terminal based on the direction of the exhaust gas diffusion vector. This ensures that the top exhaust direction directly corresponds to the exhaust gas diffusion direction, thereby improving exhaust gas discharge efficiency. Specific analysis steps are detailed below. Figure 4 The steps are as follows. The top exhaust velocity refers to the exhaust velocity at the top exhaust vent, determined by the treatment terminal after analyzing the exhaust gas diffusion vector based on the exhaust gas diffusion intensity. Specific analysis steps are detailed below. Figure 4 The steps.

[0139] Step S301: Control the preset top exhaust port and preset side wall air supply port in the mixed ventilation device to treat the exhaust gas according to the side wall air supply velocity, side wall air supply direction, top exhaust direction and top exhaust velocity.

[0140] Among them, the top exhaust vents refer to ventilation devices installed at the top of the tunnel that extract exhaust gas from the tunnel through negative pressure. They are arranged at intervals along the longitudinal direction of the tunnel. When in operation, the negative pressure generated by the fan draws in and discharges the stagnant exhaust gas in the tunnel, thereby reducing the concentration of exhaust gas in the tunnel. The side wall air supply vents refer to opening devices set on the two side walls of the tunnel to supply fresh air into the tunnel. They are distributed at intervals along the length of the tunnel.

[0141] After determining the sidewall air supply velocity, sidewall air supply direction, top exhaust direction, and top exhaust velocity, control the sidewall air supply outlets to supply air to the tunnel at the sidewall air supply velocity and sidewall air supply direction, and simultaneously control the top exhaust outlets to extract exhaust gas at the top exhaust direction and top exhaust velocity.

[0142] Step S302: Obtain the tunnel exhaust gas concentration.

[0143] Among them, the tunnel exhaust gas concentration refers to the distribution concentration of exhaust gas in various areas of the tunnel. It is determined by the processing terminal through multiple sensors that are deployed at intervals in the tunnel to collect air samples at each monitoring point in real time and analyze the content of exhaust gas pollutants in them, and then comprehensively obtain exhaust gas concentration data at different locations in the tunnel.

[0144] Step S303: Determine whether the tunnel exhaust gas concentration meets the preset target exhaust gas concentration requirements.

[0145] The requirement for exhaust gas target concentration means that the exhaust gas concentration does not exceed the exhaust gas target concentration.

[0146] By processing the terminal to determine whether the exhaust gas concentration in the tunnel does not exceed the target concentration, it can be determined whether there is exhaust gas retention in the tunnel. Then, based on the exhaust gas retention situation, the top exhaust vent and bottom blow vent are dynamically controlled to treat the exhaust gas and improve the exhaust gas discharge efficiency.

[0147] Step S3031: If the condition is met, continue to obtain the tunnel exhaust gas concentration for cyclical judgment.

[0148] If the processing terminal determines that the exhaust gas concentration in the tunnel does not exceed the target concentration, it indicates that there is no exhaust gas retention in the tunnel and no additional treatment is required. Therefore, the tunnel exhaust gas concentration is continuously acquired for cyclical judgment, thereby realizing real-time monitoring of the exhaust gas retained in the tunnel and avoiding long-term retention of exhaust gas.

[0149] Step S3032: If not, obtain the coordinates of the retention center and the concentration of the tail gas retention.

[0150] If the processing terminal determines that the exhaust gas concentration in the tunnel exceeds the target concentration, it indicates that there is exhaust gas retention in the tunnel, and additional treatment is required. Therefore, the coordinates of the retention center and the retention concentration of the exhaust gas are obtained. Based on the coordinates of the retention center and the retention concentration of the exhaust gas, the top exhaust port and the bottom blower are controlled to process the retained exhaust gas in a coordinated manner, thereby achieving efficient and accurate discharge of the retained exhaust gas and improving the exhaust gas discharge efficiency.

[0151] The center coordinates of the stagnation zone refer to the center coordinates of the stagnation zone of the exhaust gas. They are determined by the treatment terminal when the exhaust gas concentration is monitored by sensors and the location of the exceedance is determined. When the data monitored by a single sensor exceeds the standard, it indicates that the exhaust gas stagnation range is small. At this time, the installation coordinates of the sensor are the center coordinates of the stagnation zone. When the data monitored by multiple consecutive sensors exceed the standard, the coordinates of these sensors are arithmetically averaged to obtain the center point of the area, which is the center coordinates of the stagnation zone.

[0152] The exhaust gas retention concentration refers to the concentration of retained exhaust gas, which is detected by sensors installed inside the tunnel at the treatment terminal.

[0153] Step S304: Analyze the top exhaust velocity, stagnation center coordinates, and exhaust gas stagnation concentration to determine the effective exhaust port coordinates.

[0154] The effective exhaust port coordinates refer to the coordinates of the exhaust ports within the top exhaust port that can effectively extract the stagnant exhaust gas. The treatment terminal determines the range of top exhaust ports capable of treating the stagnant exhaust gas by combining the top exhaust velocity, the coordinates of the stagnation center, and the stagnation concentration of the exhaust gas. Then, based on the stagnation center coordinates and the range of effective exhaust ports, the coordinates of the exhaust ports capable of treating the exhaust gas are determined. This provides data support for further selecting the final exhaust port from the effective exhaust port coordinates to treat the stagnant exhaust gas. Specific analysis steps are detailed below. Figure 5 The steps.

[0155] Step S305: Analyze the coordinates of the effective exhaust vents and the stagnation center to determine the effective exhaust path.

[0156] Among them, the effective exhaust path refers to the directional trajectory connecting the coordinates of the retention center and the coordinates of the effective exhaust outlet. This trajectory starts from the coordinates of the effective exhaust outlet, passes through the coordinates of the retention center, and is determined by the processing terminal through analysis of the coordinates of the retention center and all effective exhaust outlets to obtain the equation of the straight line containing the coordinates of all effective exhaust outlets and the coordinates of the retention center.

[0157] Step S306: Analyze the top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates to control the mixed ventilation device to treat the exhaust gas.

[0158] The process involves analyzing the effective exhaust outlet paths to determine the effective path landing points at the bottom of the tunnel. Analyzing these landing points helps determine the coordinates of the effective air vents. Finally, based on the effective air vent coordinates and the effective exhaust outlet coordinates, the final air vent coordinates and the final exhaust outlet coordinates are determined. Specific calculation steps are detailed below. Figure 7 After determining the coordinates, the following steps are followed: First, combine the coordinates of the effective air inlet and the effective exhaust outlet to analyze the location and center coordinates of the exhaust gas retention area. This will determine the final exhaust direction, final airflow direction, and final airflow velocity. For specific calculation steps, refer to [reference needed]. Figure 6 The process involves controlling the top exhaust port and the bottom exhaust port at the final exhaust port coordinates based on the blowing data to treat the exhaust gas, thereby accurately and efficiently discharging the exhaust gas.

[0159] Reference Figure 4 The steps to determine the top exhaust direction and top exhaust velocity by analyzing the average vehicle speed, sidewall air supply velocity, and sidewall air supply direction in the tunnel include:

[0160] Step S400: Analyze the vehicle drag coefficient, the average vehicle speed in the tunnel, and the preset buoyancy coefficient to determine the vehicle drag vector.

[0161] Among them, the buoyancy coefficient is a coefficient used in tunnel exhaust gas monitoring scenarios to quantify the degree of influence of the upward buoyancy of exhaust gas due to temperature difference on its motion. It is determined by the operator by combining tunnel design parameters and analyzing the upward buoyancy of vehicle exhaust gas at different vehicle speeds.

[0162] The vehicle drag vector refers to the direction and magnitude of the drag force exerted by a vehicle on the surrounding exhaust fumes when it is moving. The axial component of the vehicle drag vector in the tunnel axial direction is first calculated by the processing terminal based on the vehicle drag coefficient and the average vehicle speed in the tunnel. The specific calculation formula is as follows:

[0163] ,

[0164] In the formula, For the axial component, This is the vehicle towing coefficient. This represents the average vehicle speed in the tunnel.

[0165] Then, the vertical component of the vehicle drag vector in the vertical direction of the tunnel is obtained by calculating the average vehicle speed and buoyancy coefficient in the tunnel. The specific calculation formula is as follows:

[0166] ,

[0167] In the formula, For vertical components, This is the buoyancy coefficient.

[0168] Using the above formula, the axial component of the vehicle drag vector in the tunnel axial direction and the vertical component of the vehicle drag vector in the tunnel vertical direction are calculated. The axial component and the vertical component are then combined to obtain the vector sum of the two, which is the vehicle drag vector.

[0169] Step S401: Analyze the preset ventilation efficiency coefficient, sidewall air supply velocity, and sidewall air supply direction to determine the tunnel ventilation vector.

[0170] The ventilation efficiency coefficient is a correction coefficient used to quantify the deviation between the actual ventilation effect and the theoretical design effect of the sidewall air supply system. It is determined by the operator by integrating tunnel structural parameters, long-term operating data and measured ventilation effect results.

[0171] The tunnel ventilation vector refers to the vector generated by the sidewall air supply. It is calculated by the processing terminal based on the ventilation efficiency coefficient, sidewall air supply velocity, and sidewall air supply direction. The calculation formula is as follows:

[0172] ,

[0173] In the formula, This is the tunnel ventilation vector. This refers to the ventilation efficiency coefficient. The direction of air supply to the side wall. This refers to the angle between the air supply direction and the longitudinal axis of the tunnel. It is the angle between the air supply direction and the horizontal plane.

[0174] Using the above formula, the actual tunnel ventilation vector is obtained by multiplying the tunnel ventilation efficiency by the sidewall air supply velocity, and then the direction of the sidewall air supply direction is determined as the direction of the tunnel ventilation vector.

[0175] Step S402: Obtain the external wind vector.

[0176] Among them, the external wind vector refers to the vector generated by the external wind entering the tunnel. It is determined by the processing terminal through wind speed and direction sensors installed at the tunnel entrance and near the tunnel opening. The speed data and direction information of the external wind entering the tunnel are collected in real time. The collected data are then corrected by combining the structural parameters of the tunnel opening, which provides data support for the subsequent calculation of the exhaust gas diffusion vector.

[0177] Step S403: Analyze the vehicle towing vector, tunnel ventilation vector, and outside wind vector to determine the exhaust gas diffusion vector.

[0178] Among them, the exhaust gas diffusion vector refers to the speed and direction of exhaust gas diffusion into the surrounding space under the influence of airflow driven by vehicle movement, ventilation system supply and exhaust, and external wind. The processing terminal analyzes the vehicle drag vector, tunnel ventilation vector, and external wind vector, and the sum of the three vectors is the exhaust gas diffusion vector.

[0179] Step S404: Analyze the exhaust gas diffusion vector to determine the top exhaust direction and exhaust gas diffusion intensity.

[0180] The top exhaust direction refers to the direction in which the exhaust gas is drawn in from the top exhaust port. This direction is calculated by the treatment terminal using the exhaust gas diffusion vector. The specific calculation formula is as follows:

[0181] ,

[0182] In the formula This is the direction of the top exhaust fan. This is the exhaust gas diffusion vector. For the exhaust gas diffusion vector in Components in direction, For the exhaust gas diffusion vector in Components in direction, For the exhaust gas diffusion vector in Components in direction.

[0183] Exhaust gas diffusion intensity refers to the speed at which exhaust gas diffuses outward within the tunnel. It is calculated by the processing terminal using the exhaust gas diffusion vector, providing data support for subsequently determining the top ventilation velocity. The specific calculation formula is as follows:

[0184] ,

[0185] In the formula, This represents the exhaust gas diffusion intensity.

[0186] Step S405: Analyze the preset pre-exhaust wind speed, exhaust gas diffusion intensity and preset baseline diffusion speed to determine the top exhaust wind speed.

[0187] The pre-exhaust velocity refers to the basic exhaust velocity value, determined by operators based on historical data of exhaust gas emissions within the tunnel. The reference diffusion velocity refers to the reference velocity value for natural exhaust gas diffusion, determined by operators monitoring the natural diffusion velocity of exhaust gas within the tunnel. The top exhaust velocity refers to the airflow rate from the top exhaust vents, calculated by the treatment terminal using the pre-exhaust velocity, exhaust gas diffusion intensity, and reference diffusion velocity. The specific calculation formula is as follows:

[0188] ,

[0189] In the formula, This refers to the top exhaust fan speed. Pre-exhaust airflow speed, The exhaust gas diffusion intensity, The baseline diffusion rate is denoted as .

[0190] Using the above formula, the adjustment ratio of the pre-exhaust air velocity is determined based on the ratio of the exhaust gas diffusion intensity to the reference diffusion velocity. Then, the adjustment ratio is multiplied by the pre-exhaust air velocity to obtain the top exhaust air velocity.

[0191] Reference Figure 5 The steps to determine the effective exhaust port coordinates by analyzing the top exhaust velocity, stagnation center coordinates, and exhaust gas stagnation concentration include:

[0192] Step S500: Analyze the preset tunnel cross-sectional area, exhaust gas retention concentration, exhaust gas target concentration, top ventilation velocity, and preset tunnel distance coefficient to determine the effective ventilation port radius.

[0193] The tunnel cross-sectional area refers to the cross-sectional area inside the tunnel, which is obtained by the processing terminal by retrieving the tunnel cross-sectional area data from the tunnel design parameters. The tunnel distance coefficient is a correction factor used to quantify the impact of the distance between the exhaust vent and the exhaust gas retention area on the exhaust effect. It is determined by the operator through analysis of the effective exhaust vent radius corresponding to the same concentration of retained exhaust gas under different tunnel widths.

[0194] The effective exhaust port radius refers to the radius of the top exhaust port area that can effectively extract surrounding exhaust gas. It is determined by the processing terminal through analysis of the tunnel's cross-sectional area and the top exhaust velocity, showing the airflow capacity of the exhaust port to cover the tunnel's cross-section. The specific calculation formula is as follows:

[0195] ,

[0196] In the formula, To improve the coverage of the exhaust airflow. This refers to the top exhaust fan speed. This represents the cross-sectional area of ​​the tunnel.

[0197] The above formula correlates the top exhaust velocity with the tunnel cross-sectional area and the airflow coverage capacity. The greater the top exhaust velocity and the larger the tunnel cross-sectional area, the stronger the airflow coverage capacity.

[0198] The effective exhaust port radius is then calculated by taking the exhaust gas retention concentration, the target exhaust gas concentration, and the tunnel distance coefficient. The specific calculation formula is as follows:

[0199] ,

[0200] In the formula, For the effective exhaust vent radius, This is the tunnel distance coefficient. This refers to the concentration of exhaust gas residue. This represents the target concentration of exhaust gas.

[0201] The effective exhaust port radius is determined by the formula above, which is related to the exhaust gas retention concentration, the target exhaust gas concentration, and the coverage capacity of the exhaust airflow.

[0202] Step S501: Determine the coordinates of the mapping center based on the coordinates of the retention center.

[0203] Among them, the mapping center coordinates refer to the mapping coordinates of the stationary center coordinates on the top of the tunnel. The processing terminal obtains these coordinates by directly mapping the longitudinal and transverse coordinates of the stationary center to the top plane, while fixing the height coordinates to the reference height of the top plane.

[0204] Step S502: Analyze the coordinates of the mapping center and the effective exhaust port radius to determine the range of exhaust port coordinates.

[0205] The exhaust port coordinate range refers to the coordinate range of the exhaust port that can process the stagnant exhaust gas. It is obtained by the processing terminal with the mapping center coordinate as the core and combined with the effective exhaust port radius.

[0206] Step S503: Obtain the coordinates of the top exhaust vent.

[0207] Among them, the coordinates of the top ventilation vent refer to the specific location coordinates of the top ventilation vent in the tunnel, which are obtained by the processing terminal by calling the top ventilation vent installation coordinate dataset in the tunnel equipment parameter database.

[0208] Step S504: Determine the effective exhaust port coordinates based on the exhaust port coordinate range and the top exhaust port coordinates.

[0209] Among them, the effective exhaust port coordinates refer to the coordinates of the top exhaust port that can treat the stagnant exhaust gas. The effective exhaust port coordinates are obtained by the treatment terminal combining the top exhaust port coordinates and the exhaust port coordinate range to determine the top exhaust port coordinates within the exhaust port coordinate range.

[0210] Reference Figure 6 The steps for controlling the treatment of exhaust gas by the mixing ventilation device include analyzing the top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates.

[0211] Step S600: Analyze the coordinates of the effective exhaust vent, the coordinates of the stagnation center, and the effective exhaust path to determine the coordinates of the final air outlet and the final exhaust vent.

[0212] The final air outlet coordinates refer to the coordinates of the bottom air outlet, which ultimately assists the top air outlet in treating the exhaust gas. The treatment terminal determines the effective path landing point by analyzing the effective exhaust path, then determines the effective air outlet coordinates by analyzing the effective path landing point, and finally determines the exhaust gas treatment path based on the effective air outlet coordinates and the effective exhaust outlet coordinates. The shortest treatment path is then selected, thus determining the combination of top exhaust outlets and bottom air outlets with the highest exhaust gas treatment efficiency. The coordinates of the bottom air outlet in this combination are then determined as the final air outlet coordinates. Specific analysis steps are detailed below. Figure 7 The steps.

[0213] The final exhaust port coordinates refer to the coordinates of the top exhaust port used in conjunction with the bottom exhaust port to treat the exhaust gas. These coordinates are determined by the treatment terminal after determining the combination of top and bottom exhaust ports that yields the highest exhaust gas treatment efficiency.

[0214] Step S601: Analyze the preset vector scaling coefficient, final air outlet coordinates, final exhaust outlet coordinates, and stagnation center coordinates to determine the final air blowing direction and the final exhaust direction.

[0215] Among them, the vector proportionality coefficient refers to the coefficient used to adjust the weight ratio of the direction vectors pointing to the stagnation center coordinates of the final air outlet and the final air outlet when synthesizing the airflow direction of the final treated exhaust gas. After the operator analyzes the different directional proportions, the weight coefficient with the highest exhaust gas treatment efficiency is selected as the vector proportionality coefficient.

[0216] The final blowing direction refers to the blowing angle of the final air outlet when treating the exhaust gas. The treatment terminal analyzes the coordinates of the final air outlet and the stagnation center to obtain the blowing direction vector pointing from the final air outlet coordinates to the stagnation center coordinates. Then, after analyzing the coordinates of the final exhaust outlet and the stagnation center coordinates, the exhaust direction vector pointing from the final exhaust outlet coordinates to the stagnation center coordinates is obtained. Finally, the direction vector of the final blowing direction is determined by calculating the vector scaling factor, the exhaust direction vector, and the blowing direction vector. The specific calculation formula is as follows:

[0217] ,

[0218] In the formula, The final wind direction, This is the vector scaling factor. The direction vector of the exhaust fan. This is the wind direction vector.

[0219] Using the above formula, after aligning the directions of the exhaust direction vector and the blowing direction vector, the final blowing direction is determined based on the vector adjustment ratio while ensuring that the vectors are collinear.

[0220] Step S602: Analyze the coordinates of the final exhaust vent, the coordinates of the retention center, and the cross-sectional area of ​​the tunnel to determine the volume of the gas to be treated.

[0221] The volume of gas to be treated refers to the volume of gas required to treat the stagnant exhaust gas. It is calculated by the treatment terminal using the coordinates of the final exhaust port, the coordinates of the stagnant center, and the cross-sectional area of ​​the tunnel. The specific calculation formula is as follows:

[0222] ,

[0223] In the formula, The volume of the gas to be processed is... The x-coordinate of the final exhaust vent coordinates The x-coordinate of the center of the stagnation. This represents the cross-sectional area of ​​the tunnel.

[0224] Step S603: Analyze the volume of the gas to be treated, the target concentration of the exhaust gas, the concentration of the retained exhaust gas, and the preset retention time to determine the retention treatment air volume.

[0225] The retention time refers to the maximum time required to treat the retained exhaust gas from its current concentration to the target concentration. It is determined by the operator by manually setting it on the treatment terminal or by selecting an appropriate value from the treatment time database based on factors such as traffic density in the tunnel, exhaust gas diffusion speed, and safety standards.

[0226] The residual gas treatment air volume refers to the air volume required at the bottom air outlet to treat the residual exhaust gas and adjust its concentration to the target concentration. This air volume is calculated by the treatment terminal based on the volume of the gas to be treated, the target exhaust gas concentration, the residual exhaust gas concentration, and the retention time. The specific calculation formula is as follows:

[0227] ,

[0228] In the formula, The volume of the gas to be processed is... To retain the concentration of exhaust gas, The target concentration of exhaust gas, This refers to the processing time after the item has been stored.

[0229] Step S604: Analyze the preset cross-sectional area of ​​the exhaust port, the top exhaust velocity, and the preset pressure compensation coefficient to determine the pressure compensation air volume.

[0230] The cross-sectional area of ​​the exhaust vent refers to the area of ​​the effective flow section of the top exhaust vent used to extract air, which is determined by the processing terminal by retrieving the top exhaust vent parameter database. The pressure compensation coefficient is a correction factor used to correct for the pressure difference between the top exhaust vent and the bottom air outlet, which is determined by the operator by recording and analyzing the pressure difference between the top exhaust vent and the bottom exhaust vent under different airflow rates.

[0231] Pressure compensation air volume refers to the air volume used to compensate for the pressure difference between the top exhaust port and the bottom air outlet within the total air volume of the bottom air outlet. It is calculated by the treatment terminal based on the cross-sectional area of ​​the exhaust port, the top exhaust velocity, and the pressure compensation coefficient. The specific calculation formula is as follows:

[0232] ,

[0233] In the formula, To compensate for the air volume under pressure, This is the pressure compensation coefficient. This refers to the top exhaust fan speed. This is the cross-sectional area of ​​the exhaust vent.

[0234] Step S605: Analyze the stagnant air volume, pressure compensation air volume, and preset air outlet cross-sectional area to determine the final blowing speed.

[0235] The cross-sectional area of ​​the air outlet refers to the area of ​​the effective flow section of the bottom air outlet used to transport air, which is determined by the processing terminal by retrieving the bottom air outlet parameter database.

[0236] The final blowing velocity refers to the blowing velocity when the bottom blowing port assists the top exhaust port in treating the stagnant exhaust gas. It is calculated by the treatment terminal based on the stagnant treatment air volume, the pressure compensation air volume, and the preset cross-sectional area of ​​the blowing port. The specific calculation formula is as follows:

[0237] ,

[0238] In the formula, For the final blowing speed, To compensate for the air volume under pressure, To retain the air volume, This is the cross-sectional area of ​​the air outlet.

[0239] Step S606: Control the top exhaust port and the preset bottom exhaust port in the mixing ventilation device to treat the exhaust gas according to the final air outlet coordinates, final exhaust port coordinates, final air blowing direction, final exhaust direction, top exhaust wind speed and final air blowing speed.

[0240] In this process, after determining a series of ventilation data, the top exhaust port corresponding to the final exhaust port coordinate is controlled to extract the stagnant exhaust gas with the final exhaust direction and top exhaust wind speed. At the same time, the bottom air outlet coordinate corresponding to the final air outlet coordinate is controlled to assist the top exhaust port in treating the exhaust gas with the final air direction and final air speed.

[0241] Reference Figure 7 The steps to determine the final air outlet coordinates and the final exhaust outlet coordinates by analyzing the effective exhaust outlet coordinates, stagnation center coordinates, and effective exhaust path include:

[0242] Step S700: Analyze the effective exhaust paths to determine the effective path landing points.

[0243] The effective path landing point refers to the intersection of the effective ventilation path and the bottom of the tunnel. After the processing terminal analyzes the straight line equation of the effective ventilation path, the coordinates of the intersection of the straight line equation and the horizontal axis are obtained, which is the effective path landing point.

[0244] Step S701: Obtain the coordinates of the bottom air vent.

[0245] Among them, the bottom air vent coordinates refer to the specific location coordinates of the bottom air vent in the tunnel, which are determined by the processing terminal by calling the tunnel ventilation system bottom air vent parameter database and reading the installation coordinate information of all bottom air vents.

[0246] Step S702: Analyze the coordinates of the bottom air outlet, the effective path landing point, and the preset effective landing point range to determine the effective air outlet coordinates.

[0247] The effective range of the landing point refers to the range of coordinates of the bottom air vents that can assist the effective exhaust vents corresponding to the effective landing point of the effective path in treating the stagnant exhaust gas. It is determined by the operator after recording and analyzing the treatment effect of the bottom air vents on the stagnant exhaust gas under different ranges.

[0248] Effective air outlet coordinates refer to the coordinates of the bottom air outlet that can be used to treat the stagnant exhaust gas. The treatment terminal determines the specific coordinate range based on the effective path landing point and the preset effective landing point range. The bottom air outlet coordinates within the coordinate range are then determined by combining the bottom air outlet coordinates and the coordinate range. These are the effective air outlet coordinates.

[0249] Step S703: Determine the available processing path based on the effective air outlet coordinates and the effective air exhaust outlet coordinates.

[0250] The available processing path refers to the airflow path that can be used to treat the retained exhaust gas, starting from the coordinates of the effective exhaust port and ending at the coordinates of the effective blower port. The processing terminal analyzes the coordinates of the effective blower port and the effective exhaust port, and combines the correspondence between the two in the previously available exhaust paths. It then eliminates the bottom blower port and its corresponding combination that exceed the preset effective range, thereby retaining the association between the effective blower port and the corresponding effective exhaust port that meets the spatial conditions. The airflow channel formed by these associations is then determined as the available processing path, ensuring that it continues the original correspondence and meets the actual spatial requirements of the processing.

[0251] Step S704: Analyze the available processing paths to determine the axial range of the paths.

[0252] The path axial range refers to the spatial interval covered by the available processing path along the tunnel axis. Specifically, it is the range formed by the projection of the two endpoints of the path onto the tunnel axis. The processing terminal analyzes the available processing paths, determines the path endpoint values, and then determines the range based on the horizontal axis range of the path endpoint values.

[0253] Step S705: Determine whether the coordinates of the stationary center meet the requirements of the path axial range.

[0254] The requirement for the axial range of the path means that the coordinates are within the axial range of the path.

[0255] The processing terminal determines whether the coordinates of the stagnation center are within the axial range of the path, thereby determining whether the available processing path can treat the exhaust gas. Available processing paths that cannot treat the stagnation exhaust gas are eliminated, and then effective processing paths that can cover the coordinates of the stagnation center are selected from the remaining available processing paths, providing data support for the subsequent determination of the final air outlet coordinates, the final air exhaust outlet coordinates, and ventilation parameters.

[0256] Step S7051: If it does not meet the requirements, then the available processing path will be removed.

[0257] If the processing terminal determines that the coordinates of the stagnation center are not within the axial range of the path, it indicates that the ventilation airflow of the available processing path cannot effectively cover or reach the stagnation area of ​​the exhaust gas. Therefore, the corresponding top exhaust port and bottom blow port do not match the position of the stagnation center, making it difficult to form a targeted airflow circulation and achieve efficient extraction or dilution of the stagnation exhaust gas. Thus, the path needs to be eliminated to avoid ineffective treatment of the stagnation exhaust gas.

[0258] Step S7052: If the conditions are met, analyze the available processing path to determine the available path length.

[0259] If the coordinates of the stagnation center are determined to be within the axial range of the path by the processing terminal, it indicates that the ventilation airflow of the available processing path can effectively cover or reach the stagnation area of ​​the exhaust gas. Therefore, the corresponding top exhaust port and bottom blower port are matched with the position of the stagnation center, which has the basis for forming a targeted airflow circulation. The available processing paths can be further analyzed to quantify the processing capacity. Then, by determining the length of the available path, data support can be provided for determining the shortest processing path, thereby ensuring the treatment effect of the stagnation exhaust gas.

[0260] The available path length refers to the distance the airflow travels from the bottom air outlet to the top air outlet in the available processing path. It is determined by the processing terminal by calculating the straight-line distance between the coordinates of the top air outlet and the bottom air outlet corresponding to the available path.

[0261] Step S706: Determine the shortest processing path based on the available path length and available processing paths.

[0262] The shortest path length refers to the length of the path with the smallest available path length value, that is, the path length with the shortest straight-line distance between the top exhaust vent and the bottom air blower vent. It is determined by the processing terminal by comparing the available path lengths corresponding to all available processing paths and then selecting the available processing path with the shortest available path length.

[0263] Step S707: Determine the final air outlet coordinates and the final air exhaust outlet coordinates based on the shortest processing path.

[0264] Once the processing terminal determines the shortest processing path, it determines the final air outlet coordinates and the final air outlet coordinates based on the effective air outlet coordinates and the effective exhaust outlet coordinates corresponding to the shortest processing path. This clarifies the location of a set of top exhaust outlets and bottom air outlets in the ventilation system responsible for processing the stagnant exhaust gas, thereby ensuring that the ventilation system performs targeted processing of the stagnant exhaust gas with the optimal path and the highest efficiency.

[0265] Based on the same inventive concept, embodiments of this application provide an intelligent linkage control device for a hybrid ventilation system, including:

[0266] The acquisition module is used to acquire tunnel entrance images, average vehicle speed in the tunnel, external wind vector, internal volume of the tunnel, number of sidewall air inlets, exhaust gas concentration in the tunnel, coordinates of the retention center, exhaust gas retention concentration, external wind vector, and coordinates of the bottom air inlet.

[0267] A memory used to store the program for the intelligent linkage control method of the hybrid ventilation system;

[0268] The processor and memory can load and execute programs to realize a method for intelligent linkage control of hybrid ventilation systems.

[0269] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device, and unit described above can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0270] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Any feature disclosed in this specification (including the abstract and drawings) may be replaced by other equivalent or similar features unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is only one example of a series of equivalent or similar features.

Claims

1. A method for intelligent linkage control of a hybrid ventilation system, characterized in that, include: Acquire images of the tunnel entrance; Analyze images of the tunnel entrance to determine the tunnel traffic flow; Obtain the average vehicle speed in the tunnel; The pre-emission amount of exhaust gas is determined by analyzing the tunnel traffic volume, the average vehicle speed in the tunnel, the preset basic emission values, and the preset speed correction coefficient. The pre-emission volume of exhaust gas is analyzed to determine the sidewall air supply velocity; The vehicle drag coefficient and average tunnel speed are analyzed to determine the vehicle piston vector; Obtain the outside wind vector; The direction of airflow through the side walls is determined based on the external wind vector and the vehicle piston vector. The pre-set mixed ventilation device is used to treat exhaust gas based on the pre-emission amount of exhaust gas, the average vehicle speed in the tunnel, the sidewall air supply speed, and the sidewall air supply direction.

2. The intelligent linkage control method for a hybrid ventilation system according to claim 1, characterized in that, The steps for determining the sidewall ventilation velocity by analyzing exhaust pre-emissions and average vehicle speed in the tunnel include: Obtain the internal volume of the tunnel; The internal volume of the tunnel and the pre-emission amount of exhaust gas are analyzed to determine the expected concentration of exhaust gas. The preset target concentration of exhaust gas, the expected concentration of exhaust gas, and the internal volume of the tunnel are analyzed to determine the total air supply volume. Obtain the number of side wall air vents; The number of side wall air outlets and the total air volume are analyzed to determine the independent air volume; The independent air supply volume and the preset cross-sectional area of ​​the air supply outlet are analyzed to determine the sidewall air supply velocity.

3. The intelligent linkage control method for a hybrid ventilation system according to claim 1, characterized in that, The steps for treating exhaust gas using a pre-set mixed ventilation device, based on pre-emission volume, average vehicle speed in the tunnel, sidewall airflow velocity, and sidewall airflow direction, include: The average vehicle speed, sidewall air supply velocity, and sidewall air supply direction in the tunnel were analyzed to determine the top exhaust direction and top exhaust velocity. The exhaust gas is treated by controlling the preset top exhaust port and preset side wall air supply port in the mixed ventilation device according to the side wall air supply velocity, side wall air supply direction, top exhaust direction and top exhaust velocity. Obtain the concentration of exhaust gas in the tunnel; Determine whether the exhaust gas concentration in the tunnel meets the preset target concentration requirements; If the conditions are met, the tunnel exhaust gas concentration will be continuously measured and the process will be repeated. If not, obtain the coordinates of the retention center and the concentration of the exhaust gas retention; The top exhaust velocity, stagnation center coordinates, and exhaust gas stagnation concentration were analyzed to determine the effective exhaust port coordinates. The effective exhaust outlet coordinates and stagnation center coordinates are analyzed to determine the effective exhaust path; The top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates are analyzed to control the treatment of exhaust gas by the mixed ventilation device.

4. The intelligent linkage control method for a hybrid ventilation system according to claim 3, characterized in that, The steps to determine the direction and velocity of the top exhaust ventilation by analyzing the average vehicle speed, sidewall air supply velocity, and sidewall air supply direction in the tunnel include: The vehicle drag coefficient, average vehicle speed in the tunnel, and preset buoyancy coefficient are analyzed to determine the vehicle drag vector. The preset ventilation efficiency coefficient, sidewall air supply velocity, and sidewall air supply direction are analyzed to determine the tunnel ventilation vector. Obtain the outside wind vector; The vehicle towing vector, tunnel ventilation vector, and external wind vector are analyzed to determine the exhaust gas diffusion vector; The exhaust gas diffusion vector is analyzed to determine the top exhaust direction and exhaust gas diffusion intensity; The preset pre-exhaust velocity, exhaust gas diffusion intensity, and preset baseline diffusion velocity are analyzed to determine the top exhaust velocity.

5. The intelligent linkage control method for a hybrid ventilation system according to claim 3, characterized in that, The steps to determine the effective exhaust port coordinates by analyzing the top exhaust velocity, stagnation center coordinates, and exhaust gas stagnation concentration include: The preset tunnel cross-sectional area, exhaust gas retention concentration, exhaust gas target concentration, top ventilation velocity, and preset tunnel distance coefficient are analyzed to determine the effective ventilation port radius. Determine the coordinates of the mapping center based on the coordinates of the retention center; The coordinates of the mapping center and the effective exhaust port radius are analyzed to determine the range of exhaust port coordinates; Get the coordinates of the top exhaust vent; The effective exhaust port coordinates are determined based on the range of exhaust port coordinates and the coordinates of the top exhaust port.

6. The intelligent linkage control method for a hybrid ventilation system according to claim 3, characterized in that, The steps for controlling the exhaust gas treatment by the mixing ventilation system include analyzing the top exhaust velocity, effective exhaust port coordinates, effective exhaust path, exhaust gas retention concentration, and retention center coordinates. The coordinates of the effective exhaust vent, the coordinates of the stagnation center, and the effective exhaust path are analyzed to determine the coordinates of the final air outlet and the final exhaust vent. The preset vector scaling factor, final air outlet coordinates, final exhaust outlet coordinates, and stagnation center coordinates are analyzed to determine the final air blowing direction and the final exhaust direction. The coordinates of the final exhaust vent, the coordinates of the retention center, and the cross-sectional area of ​​the tunnel are analyzed to determine the volume of the gas to be treated. The volume of the gas to be treated, the target concentration of the exhaust gas, the concentration of the retained exhaust gas, and the preset retention time are analyzed to determine the retention treatment air volume. The preset cross-sectional area of ​​the exhaust port, the top exhaust velocity, and the preset pressure compensation coefficient are analyzed to determine the pressure compensation air volume. The stagnation treatment air volume, pressure compensation air volume, and preset air outlet cross-sectional area are analyzed to determine the final blowing air velocity. The exhaust gas is treated by controlling the top exhaust port and the preset bottom exhaust port in the mixed ventilation device according to the coordinates of the final air outlet, the coordinates of the final air outlet, the final air direction, the final air direction, the top exhaust velocity, and the final air velocity.

7. The intelligent linkage control method for a hybrid ventilation system according to claim 6, characterized in that, The steps to analyze the effective exhaust outlet coordinates, stagnation center coordinates, and effective exhaust path to determine the final air outlet coordinates and the final exhaust outlet coordinates include: Analyze the effective exhaust paths to determine the effective path landing points; Obtain the coordinates of the bottom air vent; The coordinates of the bottom air outlet, the effective path landing point, and the preset effective landing point range are analyzed to determine the effective air outlet coordinates. The available processing paths are determined based on the coordinates of the effective air inlet and the effective air outlet. Analyze the available processing paths to determine the axial range of the paths; Determine whether the coordinates of the center of the stoppage meet the requirements of the path axial range; If it does not meet the requirements, the available processing path will be removed. If the conditions are met, the available processing path is analyzed to determine the available path length. Determine the shortest processing path based on the available path length and available processing paths; The final air outlet coordinates and the final air exhaust outlet coordinates are determined based on the shortest processing path.

8. A smart linkage control device for a hybrid ventilation system, characterized in that, include: The acquisition module is used to acquire images of the tunnel entrance, the total length of the tunnel, the average vehicle speed in the tunnel, and the external wind direction vector. A memory for storing the program of the intelligent linkage control method for the hybrid ventilation system as described in any one of claims 1 to 7; The processor and the program in the memory can be loaded and executed by the processor to implement the intelligent linkage control method for the hybrid ventilation system as described in any one of claims 1 to 7.

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