CN113158440B - Optimized arrangement method of rail top air ducts - Google Patents
Optimized arrangement method of rail top air ducts Download PDFInfo
- Publication number
- CN113158440B CN113158440B CN202110344899.9A CN202110344899A CN113158440B CN 113158440 B CN113158440 B CN 113158440B CN 202110344899 A CN202110344899 A CN 202110344899A CN 113158440 B CN113158440 B CN 113158440B
- Authority
- CN
- China
- Prior art keywords
- air
- rail
- rail top
- top air
- condenser
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/08—Thermal analysis or thermal optimisation
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- Geometry (AREA)
- General Engineering & Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Ventilation (AREA)
Abstract
The invention discloses an optimized arrangement method of rail top air ducts, which is structurally characterized in that a gate valve at a traditional rail top air opening is omitted, the air exhaust volume of each rail top air opening is basically kept uniform through the differentiated arrangement of the sizes of openings of the rail top air openings, and the utilization efficiency of each rail top air opening is effectively improved. The air exhaust volume of each rail exhaust port is basically kept uniform by differentially setting the sizes of the openings of the rail top ports, and the utilization efficiency of each rail exhaust port is effectively improved. Considering the influence of piston wind effect, the method is different from the method that the original rail top air port is just arranged right above the condenser at the top of the train, through calculation simulation of the method, the rail top air port is properly moved forwards for a certain distance along the advancing direction of the train, so that the rail top air port and the condenser at the top of the train are arranged in a staggered mode, the rail top air port after moving forwards can better cover a hot air area at the top of the train, and the heat extraction efficiency, namely the ventilation and heat exchange effect at the top of the train, is obviously improved.
Description
Technical Field
The invention belongs to the technical field of subway station rail top air ducts, and particularly relates to an optimal arrangement method of rail top air ducts.
Background
The subway station part adopts closed platform door, in order to get rid of the heat that train air conditioner condenser produced, generally can set up the rail top heat extraction air flue in the station tunnel above the train parking area, hangs in the handing-over position of station medium plate and structure side wall. Be equipped with a plurality of heat extraction wind gaps on the rail top wind channel, the wind gap in rail top wind channel is aimed at roof air conditioner condenser mostly and evenly arranges, and current arranging in rail top wind channel has following problem:
1) The wind speed of the wind port close to the end of the fan is increased, and the wind speed far away from the end of the fan is smaller or even no wind;
2) The gate valve is arranged at the top air port of the rail, the air quantity of the air port is adjusted by adjusting the opening degree of the gate valve, and the gate valve is basically in an idle state in practical engineering application due to poor adjusting function of the gate valve;
3) The gate valve is arranged right above the rail-mounted area, so that potential safety hazards are high, and particularly for a quick line, the fluctuation of wind pressure is large, and movable equipment is forbidden to be arranged above the rail-mounted area;
4) Piston wind exists in the interval tunnel, when a train stops at a station tunnel, heat escape phenomenon exists in the heat extraction of the roof air conditioner condenser along the travelling direction, and the heat extraction efficiency is low.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention aims to provide an optimal arrangement method of a rail top air duct, and aims to solve the existing problems.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
an optimal arrangement method of a rail top air duct comprises the following steps:
s1, establishing a station tunnel model, and performing stable simulation of a flow field in the station tunnel model, wherein a rail top air channel in the station tunnel model comprises an air channel body and a rail top air port, the rail top air channel is suspended at the joint position of a structural middle plate and a main structural wall of the station tunnel, the rail top air ports are arranged at the bottom edge of the rail top air channel and are distributed in a matrix manner, the rail top air ports are multiple, the rail top air ports and a condenser on the top of a train are arranged in a staggered manner, the rail top air port close to the end of a train fan is smaller in size, and the rail top air port far away from the end of the train fan is larger in size;
s2, collecting the characteristic flow rates of rail top air ports at different times and different station tunnel model positions, and determining the range of the air flow rate;
s3, simulating a flow field and a temperature field of the exhaust air of the track top condenser by taking different wind speeds in the determined wind speed range as boundary conditions, and determining the temperature distribution of the wall surface of a track top air channel of the corresponding station tunnel model when the track top condenser exhausts air;
s4, setting a top suction opening at a position corresponding to a superposition area with higher wall surface temperature of the rail top air channel at different wind speeds, determining the forward moving distance of the top suction opening, opening the top suction opening, simulating, and determining the heat extraction efficiency of the rail top condenser;
and S5, stably simulating the flow of each inlet when the total outlet flow is given in the rail top air channel, and continuously adjusting the size parameters of the inlets according to the simulation result of each time until the flow of each air port is basically consistent.
Preferably, in step S1: the steady-state simulation adopts a standard k-e model, the standard k-e model is a two-equation turbulence transport model based on turbulence energy k and turbulence dissipation rate epsilon, and the turbulence energy k and the turbulence dissipation rate epsilon are respectively obtained from the following formulas:
wherein G is k Representing the amount of turbulent kinetic energy generation due to velocity gradient, G b Indicating the amount of turbulent kinetic energy generation due to buoyancy, Y M Shows the effect of pulsating expansion during compressible turbulence on the total turbulence dissipation ratio, C 1ε 、C 2ε 、C 3ε Is a constant, σ k And σ ε Respectively, kinetic energies of turbulence k andturbulent Plantt number, S, of turbulent dissipation ratio ε k And S ε A source item customized for a user;
the turbulent dissipation ratio is calculated from the turbulent kinetic energy k and the turbulent dissipation ratio epsilon:
Preferably, in step S1:
in the adopted standard k-e model, the values of all constants are as follows:
C 1ε ＝1.44，C 2ε ＝1.92，C μ ＝0.09，σ k ＝1.0，σ ε ＝1.3。
preferably, in step S2: and respectively setting the rail top air inlet at the station tunnel model position as a tunnel air inlet, a tunnel air outlet, a condenser air inlet and a condenser air outlet, wherein the coupling of the characteristic flow rate of the rail top air inlet at the station tunnel model position is solved by adopting a PISO algorithm.
Preferably, in step S3: the parameters of the boundary conditions respectively comprise the wind speed, the temperature and the wind quantity of the tunnel wind inlet, the pressure of the tunnel wind outlet, the wind speed, the temperature and the wind quantity of the condenser wind outlet and the wind speed and the temperature of the condenser wind inlet.
Preferably, in step S4: specifically, the forming condition of the top air draft opening is set as a simulation boundary condition for confirming the heat extraction efficiency of the rail top condenser, the simulation boundary condition includes the condition of the original size of the top air draft opening, the condition of the original size of the top air draft opening and the forward movement distance of the top air draft opening, the condition of the original size increase of the top air draft opening and the forward movement distance of the top air draft opening, and the condition of the original size increase of the top air draft opening and the flow increase of the top air draft opening.
Preferably, in step S4: the process of confirming the heat rejection efficiency of the rail-top condenser specifically comprises the following steps: and (3) setting forming conditions at the top air suction opening, simulating, obtaining the average temperature of the top air suction opening of the tunnel and the average temperature of the side condenser inlet, and defining the proportion of the tunnel air inlet part and the proportion of the condenser outlet air part in the air suction amount of the tunnel air suction opening in order to reflect the effectiveness of hot air suction of the top air suction opening of the tunnel.
Preferably, in step S2: and setting boundary conditions of the wind speed of the air inlet of the tunnel and the temperature of the wind at the outlet of the condenser to be constant values in the simulation process.
Preferably, in step S5: the inlet is set as an exhaust outlet of the rail top condensed hot air, and the outlet is set as an outlet of the rail top pipe groove.
Preferably, in step S5: the number of the inlets is more than two, and the condition of simulating the inlets is divided into squares with the same inlet size and squares with different inlet sizes.
Compared with the prior art, the invention has the beneficial effects that:
according to the optimized arrangement method of the rail top air channel, the gate valve at the traditional rail top air port is omitted in the optimized rail top air channel arrangement structure, the air exhaust volume of each rail top air port is basically kept uniform through the differentiated arrangement of the sizes of the openings of the rail top air ports, and the utilization efficiency of each rail top air port is effectively improved. The differentiated arrangement of the sizes of the openings of the rail top air ports enables the air exhaust amount of the air outlets of the rail rows to be basically kept uniform, and the utilization efficiency of the air outlets of the rail rows is effectively improved.
Considering the influence of piston wind effect, the method is different from the method that the original rail top air port is just arranged right above the condenser at the top of the train, through calculation simulation of the method, the rail top air port is properly moved forwards for a certain distance along the advancing direction of the train, so that the rail top air port and the condenser at the top of the train are arranged in a staggered mode, the rail top air port after moving forwards can better cover a hot air area at the top of the train, and the heat extraction efficiency, namely the ventilation and heat exchange effect at the top of the train, is obviously improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a block diagram of the rail-top duct of the present invention;
description of the reference numerals:
1-rail top air duct and 2-rail top air port.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to the embodiments thereof which are illustrated in the appended drawings. It should be noted that the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict. In the following description, numerous specific details are set forth to provide a thorough understanding of the present invention, and the described embodiments are merely a subset of the embodiments of the present invention, rather than a complete embodiment. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.
Referring to fig. 1, the embodiment of the present invention provides the following technical solutions to achieve the purpose of the present invention:
an optimal arrangement method of a rail top air duct comprises the following steps:
s1, establishing a station tunnel model, and performing steady-state simulation of a flow field in the station tunnel model, wherein a rail top air duct 1 in the station tunnel model comprises an air duct body and rail top air ports 2, the rail top air duct 1 is suspended at a joint position of a structural middle plate and a main structural wall of the station tunnel, the rail top air ports 2 are arranged at the bottom edge of the rail top air duct 1 and are distributed in a matrix manner, the rail top air ports 2 are multiple, and the rail top air ports 2 and a condenser on the roof of a train are arranged in a staggered manner, wherein the rail top air ports 2 close to the end of the air duct of the train are smaller in size, and the rail top air ports 2 far away from the end of the air duct of the train are larger in size;
specifically, the steady-state simulation adopts a standard k-e model, the standard k-e model is a two-equation turbulent flow transportation model based on turbulent kinetic energy k and turbulent flow dissipation rate epsilon, and the turbulent kinetic energy k and the turbulent flow dissipation rate epsilon are respectively obtained from the following formulas:
wherein G is k Representing the amount of turbulent kinetic energy generation due to the velocity gradient, G b Indicating the amount of kinetic energy generation due to buoyancy, Y M Representing the effect of pulsating expansion during compressible turbulence on the total turbulence dissipation ratio, C 1ε 、C 2ε 、C 3ε Is a constant, σ k And σ ε Turbulence prandtl number, S, of turbulence kinetic energy k and turbulence dissipation ratio epsilon, respectively k And S ε A source item customized for a user;
the turbulent dissipation ratio is calculated from the turbulent kinetic energy k and the turbulent dissipation ratio epsilon:
Preferably, in step S1:
in the adopted standard k-e model, the values of all constants are as follows:
C 1ε ＝1.44，C 2ε ＝1.92，C μ ＝0.09，σ k ＝1.0，σ ε ＝1.3；
s2, collecting the characteristic flow rates of the rail top air ports 2 at different times and different station tunnel model positions, and determining the range of the air flow rate;
specifically, the rail top air inlet 2 of the station tunnel model position is respectively set as a tunnel air inlet, a tunnel air outlet, a condenser air inlet and a condenser air outlet, wherein the coupling of the characteristic flow rate of the rail top air inlet 2 of the station tunnel model position is solved by adopting a PISO algorithm. In order to realize a better steady-state simulation result, boundary conditions of the wind speed of the air inlet of the tunnel and the temperature of the air at the outlet of the condenser in the simulation process are set to be constant values. The wind speed at the air inlet of the tunnel is attenuated along with different sections of the carriage, and the temperature at the air outlet of the condenser is also changed, so that the influence of the wind speed at the air inlet of the tunnel and the wind temperature at the air outlet of the condenser on a simulation result needs to be considered.
S3, simulating a flow field and a temperature field of the exhaust air of the rail top condenser by taking different air speeds in the determined air speed range as boundary conditions, and determining the temperature distribution of the wall surface of a rail top air channel 1 of the corresponding station tunnel model when the rail top condenser exhausts air;
specifically, the parameter selection of the boundary condition includes the wind speed, temperature, and air volume of the tunnel air inlet, the pressure of the tunnel air outlet, the wind speed, temperature, and air volume of the condenser air outlet, and the wind speed and temperature of the condenser air inlet:
specifically, three sets of simulated boundary condition setting tables after changing the air speed of the tunnel air inlet and the temperature of the condenser outlet are as follows:
s4, setting a top suction opening at a position corresponding to a superposition area with higher wall surface temperature of the rail top air channel 1 at different wind speeds, determining the forward moving distance of the top suction opening, opening the top suction opening, simulating, and determining the heat extraction efficiency of the rail top condenser;
specifically, the forming condition of the top air draft opening is set as the simulation boundary condition for confirming the heat extraction efficiency of the rail top condenser, the simulation boundary condition comprises the condition of the original size of the top air draft opening, the condition of the distance between the original size of the top air draft opening and the top air draft opening, the condition of the original size of the top air draft opening and the flow of the increased top air draft opening, the condition of the original size increase of the top air draft opening, the condition of the distance between the original size increase of the top air draft opening and the top air draft opening, and the condition of the flow between the original size increase of the top air draft opening and the increased top air draft opening.
The six simulated boundary conditions formed by changing the conditions of the tunnel top suction opening under each set of simulated conditions are set as shown in the following table:
the process of confirming the heat rejection efficiency of the rail-top condenser specifically comprises the following steps: setting the forming conditions of the top air draft opening, simulating the forming conditions, obtaining the average temperature of the top air draft opening of the tunnel and the average temperature of the side condenser inlet, and defining the occupation ratio alpha of the tunnel air inlet part in the air draft amount of the tunnel air draft opening in order to reflect the effectiveness of the hot air pumped out of the top air draft opening of the tunnel 1 And the proportion alpha of the outlet air part of the condenser 2 . Since the outlet of the condenser is hot air, therefore, alpha 2 The larger the air exhaust function of the rail top is, the more reasonable the design of the rail top air duct is.
And S5, stably simulating the flow of each inlet when the total outlet flow is given in the rail top air duct 1, and continuously adjusting the size parameters of the inlets according to the simulation result of each time until the flow of each air port is basically consistent.
Specifically, the inlet is set as an exhaust outlet of rail top condensed hot air, and the outlet is set as an outlet of a rail top pipe groove.
The rail top air channel simulation adopts a steady-state and standard k-e turbulence model, 6 inlets are set as pressure inlets, the pressure is standard atmospheric pressure, and the relative pressure is 0Pa. The outlet of the rail top pipe groove is set as a speed outlet with high speedThe small setting is 4.7232m/s, and the total exhaust air volume at the outlet is 18m 3 And s. The physical properties of the air used in the simulation are shown in the following table:
wherein:
(1) The single-opening air duct inlet is uniform in size, 6 inlets are set to be squares with the side length of 1m, the sizes of the inlets are equal, and the sizes and the flow of the inlets are shown in the following table:
as can be seen from the table, the inlet flow difference is significant when the inlet sizes are consistent.
(2) The single air duct inlet has variable size, 6 inlets are set to be squares with different side lengths in order to achieve the effect of consistency of volume flow of different inlets, and the sizes and the flow of the inlets are as follows:
it can be seen from the table that when the inlets are arranged into square inlets with different sizes, the air volume of each inlet can be basically consistent.
It should be noted that other contents of the optimized arrangement method of the rail-top air duct disclosed by the present invention can be referred to in the prior art, and are not described herein again.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, so that any modification, equivalent change and modification made to the above embodiment according to the technical spirit of the present invention are within the scope of the technical solution of the present invention.
Claims (10)
1. An optimal arrangement method of a rail top air duct comprises the following steps:
s1, establishing a station tunnel model, and performing stable simulation of a flow field in the station tunnel model, wherein a rail top air channel in the station tunnel model comprises an air channel body and a rail top air port, the rail top air channel is suspended at the joint position of a structural middle plate and a main structural wall of the station tunnel, the rail top air ports are arranged at the bottom edge of the rail top air channel and are distributed in a matrix manner, the rail top air ports are multiple, the rail top air ports and a condenser on the top of a train are arranged in a staggered manner, the rail top air port close to the end of a train fan is smaller in size, and the rail top air port far away from the end of the train fan is larger in size;
s2, collecting the characteristic flow rates of rail top air ports at different times and different station tunnel model positions, and determining the range of the air flow rate;
s3, simulating a flow field and a temperature field of the air exhaust of the rail top condenser by taking different air speeds in the determined air speed range as boundary conditions, and determining the temperature distribution of the rail top air channel wall surface of the corresponding station tunnel model when the rail top condenser exhausts air;
s4, setting a top suction opening at a position corresponding to a superposition area with higher wall surface temperature of the rail top air channel at different wind speeds, determining the forward moving distance of the top suction opening, opening the top suction opening, simulating, and determining the heat extraction efficiency of the rail top condenser;
and S5, stably simulating the flow of each inlet when the total outlet flow is given in the rail top air channel, and continuously adjusting the size parameters of the inlets according to the simulation result of each time until the flow of each air port is basically consistent.
2. The method for the optimized arrangement of the rail-top duct according to claim 1, characterized in that in step S1: the steady-state simulation adopts a standard k-e model, the standard k-e model is a two-equation turbulence transport model based on turbulence energy k and turbulence dissipation rate epsilon, and the turbulence energy k and the turbulence dissipation rate epsilon are respectively obtained from the following formulas:
wherein G is k Representing the amount of turbulent kinetic energy generation due to velocity gradient, G b Indicating the amount of kinetic energy generation due to buoyancy, Y M Representing the effect of pulsating expansion during compressible turbulence on the total turbulence dissipation ratio, C 1ε 、C 2ε 、C 3ε Is a constant, σ k And σ ε Turbulence prandtl number, S, of turbulence kinetic energy k and turbulence dissipation ratio epsilon, respectively k And S ε A source item customized for a user;
the turbulent dissipation ratio is calculated from the turbulent kinetic energy k and the turbulent dissipation ratio epsilon:
3. The method for the optimized arrangement of the rail-top duct according to claim 2, characterized in that in step S1:
in the adopted standard k-e model, the values of all constants are as follows:
C 1ε ＝1.44，C 2ε ＝1.92，C μ ＝0.09，σ k ＝1.0，σ ε ＝1.3。
4. the method for the optimized arrangement of the rail-top duct according to claim 1, characterized in that in step S2: and respectively setting the rail top air inlet at the station tunnel model position as a tunnel air inlet, a tunnel air outlet, a condenser air inlet and a condenser air outlet, wherein the coupling of the characteristic flow rate of the rail top air inlet at the station tunnel model position is solved by adopting a PISO algorithm.
5. The method for the optimized arrangement of the rail-top duct according to claim 4, characterized in that in step S3: the parameters of the boundary conditions respectively comprise the wind speed, the temperature and the wind quantity of the tunnel wind inlet, the pressure of the tunnel wind outlet, the wind speed, the temperature and the wind quantity of the condenser wind outlet and the wind speed and the temperature of the condenser wind inlet.
6. The method for the optimized arrangement of the rail-top duct according to claim 1, characterized in that in step S4: specifically, the forming condition of the top air draft opening is set as a simulation boundary condition for confirming the heat extraction efficiency of the rail top condenser, the simulation boundary condition includes the condition of the original size of the top air draft opening, the condition of the original size of the top air draft opening and the forward movement distance of the top air draft opening, the condition of the original size increase of the top air draft opening and the forward movement distance of the top air draft opening, and the condition of the original size increase of the top air draft opening and the flow increase of the top air draft opening.
7. The method for optimizing the arrangement of the rail-top duct according to claim 6, wherein in step S4: the process of confirming the heat rejection efficiency of the rail-top condenser specifically comprises the following steps: and (3) simulating after setting the forming conditions at the top air suction opening, obtaining the average temperature of the top air suction opening of the tunnel and the average temperature of the side condenser inlet, and defining the proportion of the tunnel air inlet part and the proportion of the condenser outlet air part in the air suction quantity of the tunnel air suction opening in order to reflect the effectiveness of the tunnel air suction opening for sucking hot air.
8. The method for optimizing the arrangement of the rail-top duct according to claim 4, wherein in step S2: and setting boundary conditions of the wind speed of the air inlet of the tunnel and the temperature of the outlet wind of the condenser to be constant values in the simulation process.
9. The method for the optimized arrangement of the rail-top duct according to claim 1, characterized in that in step S5: the inlet is set as an air outlet of the rail top condensation hot air, and the outlet is set as an outlet of the rail top pipe groove.
10. The method for optimizing the layout of an overhead air duct according to claim 9, wherein in step S5: the number of the inlets is more than two, and the condition of simulating the inlets is divided into squares with the same size of each inlet and squares with different sizes of each inlet.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110344899.9A CN113158440B (en) | 2021-03-31 | 2021-03-31 | Optimized arrangement method of rail top air ducts |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110344899.9A CN113158440B (en) | 2021-03-31 | 2021-03-31 | Optimized arrangement method of rail top air ducts |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113158440A CN113158440A (en) | 2021-07-23 |
| CN113158440B true CN113158440B (en) | 2022-10-14 |
Family
ID=76885948
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110344899.9A Active CN113158440B (en) | 2021-03-31 | 2021-03-31 | Optimized arrangement method of rail top air ducts |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113158440B (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2014202468A (en) * | 2013-04-10 | 2014-10-27 | 東日本旅客鉄道株式会社 | Underground station air conditioning prediction device and program |
| CN206944397U (en) * | 2017-06-20 | 2018-01-30 | 中铁第四勘察设计院集团有限公司 | A kind of attachment structure of rail road and middle plate against the wind |
| CN108979696A (en) * | 2018-06-30 | 2018-12-11 | 华南理工大学 | A kind of subway tunnel heat-extraction system optimization exhaust method |
-
2021
- 2021-03-31 CN CN202110344899.9A patent/CN113158440B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2014202468A (en) * | 2013-04-10 | 2014-10-27 | 東日本旅客鉄道株式会社 | Underground station air conditioning prediction device and program |
| CN206944397U (en) * | 2017-06-20 | 2018-01-30 | 中铁第四勘察设计院集团有限公司 | A kind of attachment structure of rail road and middle plate against the wind |
| CN108979696A (en) * | 2018-06-30 | 2018-12-11 | 华南理工大学 | A kind of subway tunnel heat-extraction system optimization exhaust method |
Non-Patent Citations (4)
| Title |
|---|
| 地铁列车空调系统送风风道气流组织模拟及优化;尤立伟等;《制冷》;20160915(第03期);39-43 * |
| 地铁车站隧道轨顶排热风口设置形式研究;郝盛;《建筑热能通风空调》;20111215(第06期);45-47 * |
| 地铁车辆风道系统CFD数值模拟优化与试验验证;袁博等;《电力机车与城轨车辆》;20170920(第05期);10-13 * |
| 隧道活塞风速计算方法及其影响因素分析;罗忠等;《东北大学学报(自然科学版)》;20190515(第05期);694-699 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113158440A (en) | 2021-07-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Xue et al. | Numerical investigation of unsteady airflow in subway influenced by piston effect based on dynamic mesh | |
| CN106777711B (en) | The method for establishing vehicle-mounted air conditioning system with variable air quantity prediction model | |
| CN105067220B (en) | A kind of mine ventilation network system experimental device and method | |
| CN202388930U (en) | Wall paper foaming oven | |
| CN107543447B (en) | Natural ventilation wet cooling tower ventilation device | |
| CN113158440B (en) | Optimized arrangement method of rail top air ducts | |
| CN201811387U (en) | Upper exhaust system for rail-mounted area in subway station | |
| CN108979696B (en) | optimized exhaust method for subway tunnel heat extraction system | |
| CN108036353A (en) | New-type plate Wind Volume air preheater | |
| CN201652699U (en) | Uniform lateral wind exhaust system for rail traveling region of subway station | |
| CN206325403U (en) | A kind of efficient SCR reactors of flaring entrance | |
| CN111068517B (en) | SCR reactor deflector angle adjusting device and method | |
| CN207300033U (en) | Cooling tower ventilation unit | |
| CN110502780A (en) | A kind of drying grate pelletizing rate of drying simulating analysis based on CFD-DEM coupling model | |
| CN109522644A (en) | A kind of enhanced heat exchange surface comprehensive performance evaluation method | |
| CN214736717U (en) | Cloth inlet and outlet device of setting machine | |
| CN108709278A (en) | A kind of duct type supply air system handling air based on subterranean body | |
| CN112229662B (en) | Quantitative evaluation method for smoke discharge performance of smoke discharge system of underwater interval tunnel | |
| CN104315691B (en) | A kind of personalized energy-saving blowing device for state of running | |
| CN203824403U (en) | Fin of air heat exchanger | |
| CN203452830U (en) | Tunnel natural ventilation cooling structure | |
| CN207093113U (en) | Rail traveling region of subway station natural draught system, heat extraction and Tunnel Ventilation System | |
| CN206787056U (en) | Air-cooled attemperator for solid electricity heat storage boiler | |
| CN106089280A (en) | A kind of underground large-scale cave depot group network laneway type construction ventilation method | |
| CN208952330U (en) | A kind of energy-efficient brethaid of harmonica-shaped tube |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |