WO2018126589A1 - 一种地铁隧道泄压孔风压控制方法及系统 - Google Patents
一种地铁隧道泄压孔风压控制方法及系统 Download PDFInfo
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- WO2018126589A1 WO2018126589A1 PCT/CN2017/084810 CN2017084810W WO2018126589A1 WO 2018126589 A1 WO2018126589 A1 WO 2018126589A1 CN 2017084810 W CN2017084810 W CN 2017084810W WO 2018126589 A1 WO2018126589 A1 WO 2018126589A1
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- pressure
- pressure relief
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- relief hole
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000004088 simulation Methods 0.000 claims abstract description 24
- 230000008859 change Effects 0.000 claims abstract description 13
- 238000007405 data analysis Methods 0.000 claims abstract description 9
- 238000004891 communication Methods 0.000 claims description 11
- 230000007704 transition Effects 0.000 claims description 4
- 238000010276 construction Methods 0.000 description 9
- 230000006872 improvement Effects 0.000 description 9
- 238000004364 calculation method Methods 0.000 description 7
- 238000005516 engineering process Methods 0.000 description 7
- 238000012423 maintenance Methods 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 238000004458 analytical method Methods 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 208000002193 Pain Diseases 0.000 description 3
- 208000009205 Tinnitus Diseases 0.000 description 3
- 208000002173 dizziness Diseases 0.000 description 3
- 238000007789 sealing Methods 0.000 description 3
- 231100000886 tinnitus Toxicity 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 239000000779 smoke Substances 0.000 description 2
- 208000024891 symptom Diseases 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 230000000116 mitigating effect Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
Classifications
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- E—FIXED CONSTRUCTIONS
- E21—EARTH OR ROCK DRILLING; MINING
- E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
- E21F1/00—Ventilation of mines or tunnels; Distribution of ventilating currents
- E21F1/003—Ventilation of traffic tunnels
Definitions
- the invention relates to the field of tunnel air pressure control, in particular to a wind tunnel pressure control method and system for a subway tunnel.
- This pressure fluctuation has a significant increase with the increase of the speed of the vehicle, resulting in passengers with symptoms such as tinnitus, pain, dizziness and the like.
- pressure wave research is needed on the subway system to alleviate passenger discomfort caused by pressure changes.
- the existing solution is to strengthen the sealing performance of the train, reduce the running speed, or increase the tunnel section.
- 1 Increase the sealing performance of the train.
- the train cost of a 6A group is about 60 million yuan (120km/h). If the train's sealing performance is increased by 10%, the whole line will increase by 3.6 billion according to the long-term 30 pairs. .
- 2 Reduce the running speed of the train, reduce the service level of the operation, and completely lose the meaning of rapid rail transit.
- 3 Increase the section of the tunnel.
- the section of the common shield tunnel (diameter: 5.4m) is about 60,000/m2, and the section of the tunnel (diameter: 6.0m) is increased by about 20,000/m2, and the investment of the ordinary line is about 6 billion.
- the difficulty of construction has greatly increased.
- an object of the present invention is to provide a method and system for controlling wind pressure of a subway tunnel pressure relief hole.
- the invention provides a wind pressure control method for a subway tunnel pressure relief hole, comprising the following steps:
- the system collects relevant parameters of the train, and the parameters include driving speed and starting mode;
- the system collects and adjusts data of the working environment, and the data includes a tunnel area, a wind well area, a cornice area, and a line position setting;
- the system establishes a pressure wave data analysis model and calculates a pressure distribution threshold distribution of the tunnel section;
- the system determines whether the simulation result meets the pressure comfort requirement, and if yes, ends the simulation; if not, calculates the area, the number and the position of the pressure relief hole and the pressure relief air duct according to the simulation result, and returns to step S2. And cycle to meet the pressure requirements.
- the pressure comfort requirement includes a pressure change threshold of 800 Pa per 3 s.
- it further includes providing a pressure relief valve in the tunnel section.
- it also includes providing a pressure relief valve at the middle of the tunnel.
- the pressure relief duct is disposed at the tunnel communication passage.
- the pressure relief hole is disposed on the top surface and both sides of the section transition section mouth.
- an air volume adjusting valve is disposed at the pressure relief hole or the pressure relief duct.
- the present invention also provides a subway tunnel pressure relief hole wind pressure control system, comprising:
- a first module configured to execute a related parameter of the train collected by the S1 system, where the parameter includes a driving speed and a starting manner;
- a second module configured to execute the S2 system to collect and adjust data of a working environment, where the data includes a tunnel area, a wind well area, a cornice area, and a line position setting;
- the third module is configured to execute the S3 system to establish a pressure wave data analysis model, and calculate a pressure distribution threshold distribution of the tunnel segment;
- the fourth module is configured to execute the S4 system to determine whether the simulation result meets the pressure comfort requirement, and if so, terminate the simulation; if not, calculate the area, quantity, and position of the pressure relief hole and the pressure relief air pipe according to the simulation result. And returns to step S2 and loops until the pressure requirement is met.
- the utility model has the beneficial effects that the wind pressure control method and system for the pressure relief hole of the subway tunnel provided by the invention adopts the wind pressure control technology of the pressure relief hole of the subway express tunnel, in the long interval and the interval mouth with large pressure changes,
- the pressure relief hole pressure control technology is adopted to solve the problem that the air pressure wave changes, causing the passengers to have tinnitus, pain, dizziness and the like; in the interval of large pressure change, the pressure relief valve is combined with the communication channel, and the interval is transitioned.
- the pressure relief holes are arranged on both sides and the top surface of the section of the mouth to effectively reduce the influence of air pressure waves and micro pressure waves.
- the construction process is simple, the operation and maintenance are convenient, and the city provides fast, safe and comfortable urban rail transit.
- the utility model can be combined with the interval communication channel to set small investment cost, convenient construction, simple operation and maintenance, and good user experience.
- Figure 2 is a schematic view of a second embodiment of the present invention.
- Figure 3 is a schematic view of a third embodiment of the present invention.
- Figure 4 is a schematic diagram showing the results of a fourth embodiment of the present invention.
- Figure 5 is a schematic diagram showing the results of a fifth embodiment of the present invention.
- Figure 6 is a schematic view showing the results of a sixth embodiment of the present invention.
- Figure 7 is a diagram showing the results of a seventh embodiment of the present invention.
- the invention provides a wind pressure control method for a subway tunnel pressure relief hole, comprising the following steps:
- the system collects relevant parameters of the train, and the parameters include driving speed and starting mode;
- the system collects and adjusts data of the working environment, and the data includes a tunnel area, a wind well area, a cornice area, and a line position setting;
- the system establishes a pressure wave data analysis model and calculates a pressure distribution threshold distribution of the tunnel section;
- the system determines whether the simulation result meets the pressure comfort requirement, and if yes, ends the simulation; if not, calculates the area, the number and the position of the pressure relief hole and the pressure relief air duct according to the simulation result, and returns to step S2. And cycle to meet the pressure requirements.
- the pressure comfort requirement includes a pressure change threshold of 800 Pa per 3 s.
- it further includes providing a pressure relief valve in the tunnel section.
- it also includes providing a pressure relief valve at the middle of the tunnel.
- the pressure relief duct is disposed at the tunnel communication passage.
- the pressure relief hole is disposed on the top surface and both sides of the section transition section mouth.
- an air volume adjusting valve is disposed at the pressure relief hole or the pressure relief duct.
- the wind pressure control technology of the subway express tunnel pressure relief hole is adopted.
- FIG. 1 there is shown a flow diagram of an embodiment of the present invention.
- pressure is established according to the parameters such as train spacing, vehicle type, length, starting mode, driving parameters (average speed of operation, braking speed and acceleration, etc.), geometric parameters of interval tunnels and wind shafts.
- Wave data analysis model accurately simulate various aerodynamic phenomena of high-speed trains running in tunnels, analyze the comfort of passengers inside and outside the train in different tunnel designs, set pressure relief at locations that do not meet the pressure comfort requirements Confucius causes passenger discomfort when the wind pressure changes greatly.
- the size of the pressure relief hole is calculated, and whether the setting of the pressure relief hole meets the pressure comfort requirement is checked.
- the size and quantity of the pressure relief hole required for calculation are set in the tunnel mouth of the interval where the air pressure changes greatly;
- the pressure relief hole required for calculation is set (to avoid the smoke in the upper and lower lines during the fire, and the air volume adjusting valve is arranged at the pressure relief hole, Closed in case of fire).
- the pressure relief hole 1 is provided at the mouth of the mouth, and when the fluctuation of the pressure of the mouth exceeds the threshold value, the pressure is automatically released to the outside through the pressure release hole, thereby preventing the occurrence of sonic boom. It also includes providing a pressure relief valve 2 in the tunnel section. Further, a pressure relief valve 2 is provided at the middle of the tunnel. The pressure relief valve 2 is arranged at the intermediate wind well. When the pressure fluctuation of the interval tunnel exceeds the threshold value, the pressure relief valve can automatically release pressure to the adjacent section, so that the pressure fluctuation is within 800 Pa every 3 s to ensure passenger comfort. .
- the pressure relief duct is disposed at the tunnel communication passage.
- the pressure relief hole 1 is disposed on the top surface and both sides of the interval mouth.
- an air volume adjusting valve is provided at the pressure relief hole 1.
- the pressure wave data analysis model is established to simulate various aerodynamic phenomena of high-speed trains running in the tunnel. According to the simulation calculation and analysis in the figure, it can be clearly seen that there are large fluctuations in pressure fluctuations at the middle of the wind wells in the middle section of the Baoqian, Nanqian, Honghong, Chehong, and Fucheng sections. The phenomenon. In order to alleviate this phenomenon, the study used the pressure mitigation method to increase the cross-sectional area of the tunnel and the pressure relief duct.
- the addition of the pressure relief duct can effectively relieve the pressure in the appropriate tunnel section area.
- an excessively large tunnel area may not only reduce the pressure change value but may also increase the pressure change value. Due to the large area change between the joint of the oversized tunnel section and the shield tunnel, another sudden pressure change may occur.
- the pressure relief duct will be installed using the tunnel communication channel. Due to the limited space, pressure wave reflection and other tunnel ventilation systems, the area of the pressure relief duct should not be too large. As an example, the scheme uses a pressure relief duct of 0.4 m2 and 1 m2 cross-sectional area for analysis.
- a pressure relief hole is provided at the mouth of the mouth, and a pressure relief valve is arranged at the middle wind shaft to meet the passenger's comfort requirements.
- the size and quantity of the pressure relief holes required for calculation are set in the tunnel opening of the section where the air pressure varies greatly;
- the pressure relief hole required for calculation is set in the long section where the air pressure change threshold is large and the communication channel is required (to prevent the smoke from going up and down in the fire, the air volume adjustment valve is arranged at the pressure relief hole, and the fire is closed).
- the pressure relief control technology has low construction difficulty, low cost investment, simple operation and maintenance, and good user experience.
- the present invention also provides a subway tunnel pressure relief hole wind pressure control system, comprising:
- a first module configured to execute a related parameter of the train collected by the S1 system, where the parameter includes a driving speed and a starting manner;
- a second module configured to execute the S2 system to collect and adjust data of a working environment, where the data includes a tunnel area, a wind well area, a cornice area, and a line position setting;
- the third module is configured to execute the S3 system to establish a pressure wave data analysis model, and calculate a pressure distribution threshold distribution of the tunnel segment;
- the fourth module is configured to execute the S4 system to determine whether the simulation result meets the pressure comfort requirement, and if so, terminate the simulation; if not, calculate the area, quantity, and position of the pressure relief hole and the pressure relief air pipe according to the simulation result. And returns to step S2 and loops until the pressure requirement is met.
- the wind pressure control method and system for the pressure relief hole of the subway tunnel adopts the wind pressure control technology of the pressure relief hole of the subway express tunnel, and the wind pressure of the pressure relief hole is adopted in the long interval and the interval mouth with large pressure changes.
- the control technology solves the problem that the air pressure wave changes, causing the passengers to have tinnitus, pain, dizziness and other discomfort symptoms; in the interval of large pressure changes, the pressure relief valve is combined with the communication channel, on both sides of the mouth of the interval transition section
- the top surface is provided with a pressure relief hole, which effectively reduces the influence of air pressure waves and micro pressure waves, has simple construction process, convenient operation and maintenance, and provides citizens with fast, safe and comfortable urban rail transit.
- the structure of the scheme is convenient to construct, simple in operation and maintenance, and can effectively alleviate the passenger's ride comfort caused by pressure wave changes generated during high-speed driving of the train.
- the utility model can be combined with the interval communication channel to set small investment cost, convenient construction, simple operation and maintenance, and can effectively alleviate the passenger's ride comfort caused by the pressure wave change generated during the high speed running of the train.
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- Mining & Mineral Resources (AREA)
- Life Sciences & Earth Sciences (AREA)
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- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
一种地铁隧道泄压孔风压控制方法被公开，其包括以下步骤：S1系统采集列车的相关参数，参数包括行车速度及发车方式；S2系统搜集、调整工作环境的数据，包括隧道面积、风井面积、峒口面积及线路位置设置；S3系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；S4系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。还公开了一种地铁隧道泄压孔风压控制系统，该系统能有效缓解列车高速行驶过程中产生的压力波变化影响乘客的乘车舒适度，广泛应用于地铁领域。
Description
技术领域
本发明涉及隧道空气压力控制领域，具体为一种地铁隧道泄压孔风压控制方法及系统。
背景技术
目前国内城市轨道交通快速发展，如北、上、广、深等一线城市发展迅速，城市生活节奏加快，市民对出行要求也逐渐提升，城市快速轨道交通需求日渐增多。但就目前城市快速轨道交通线路运营中，列车在隧道内运行时，当隧道截面发生变化，空气的粘性以及气流对隧道壁面和列车表面的摩阻作用使得隧道内空气压力发生变化，产生压力波动。这种压力波动以声速传播，在隧道内形成反射波，回传，叠加，产生一系列复杂的空气动力学效应。这种压力波动随着车速的提高有明显的增加，导致乘客出现耳鸣、疼痛、晕眩等不适症状。在通常的地铁隧道中，当地铁运行时速超过100km/h，需要对地铁系统进行压力波研究，以缓解因压力变化造成乘客的不适。
现有的解决方式为通过加强列车的密闭性能、降低运行速度、或者加大隧道断面等措施。1增加列车的密闭性能，一列6A编组的列车造价约6000万元（时速120km/h），如果提升列车的密闭性能一列车的造价约增加10%，全线按远期30对计算约增加36亿。2降低列车的运行速度，降低了运营的服务水平，完全失去了快速轨道交通的意义。3加大隧道断面，采用普通盾钩隧道断面（直径：5.4m）约6万/延米，增加隧道断面（直径：6.0m）约增加2万/延米，普通线路约增加投资60亿且施工难度大大增加。
以上这些措施大大增加了工程实施难度及投资成本，甚至降低了运营的服务水平，远远达不到乘客出行需求，失去了城市快速轨道交通的意义。因此有必要进行改进。
发明内容
为了解决上述技术问题，本发明的目的是提供一种地铁隧道泄压孔风压控制方法及系统。
本发明所采用的技术方案是：
本发明提供一种地铁隧道泄压孔风压控制方法，包括以下步骤：
S1、系统采集列车的相关参数，所述参数包括行车速度及发车方式；
S2、系统搜集、调整工作环境的数据，所述数据包括隧道面积、风井面积、峒口面积及线路位置设置；
S3、系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；
S4、系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。
作为该技术方案的改进，所述压力舒适度要求包括压力变化阈值大小为800Pa每3s。
作为该技术方案的改进，其还包括在隧道区间设置泄压阀。
作为该技术方案的改进，其还包括在隧道中间风井处设置泄压阀。
作为该技术方案的改进，所述泄压风管设于隧道联络通道处。
作为该技术方案的改进，所述泄压孔设置于区间过渡段峒口的顶面及两侧。
进一步地，在所述泄压孔或泄压风管处设置有风量调节阀。
另一方面，本发明还提供一种地铁隧道泄压孔风压控制系统，包括：
第一模块，用于执行S1系统采集列车的相关参数，所述参数包括行车速度及发车方式；
第二模块，用于执行S2系统搜集、调整工作环境的数据，所述数据包括隧道面积、风井面积、峒口面积及线路位置设置；
第三模块，用于执行S3系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；
第四模块，用于执行S4系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。
本发明的有益效果是：本发明提供的地铁隧道泄压孔风压控制方法及系统，采用地铁快线隧道泄压孔风压控制技术，在压力变化较大的长大区间及区间峒口，采用设置泄压孔风压控制技术，解决由空气压力波变化，导致乘客出现耳鸣、疼痛、晕眩等不适症状；在压力变化较大长大区间与联络通道结合设置泄压阀，在区间过渡段的峒口的两侧及顶面设置泄压孔，有效降低空气压力波和微压波的影响，施工工艺简单，运营维护方便，为市民提供快速、安全、舒适的城市轨道交通。
本方案能有效缓解由列车高速行驶引发的压力波动造成的乘客不适。其可结合区间联络通道设置投资成本小、施工方便、运营维护简单，用户体验好。
附图说明
下面结合附图对本发明的具体实施方式作进一步说明：
图1是本发明一实施例的流程示意图；
图2是本发明第二实施例的示意图；
图3是本发明第三实施例的示意图；
图4是本发明第四实施例的结果示意图；
图5是本发明第五实施例的结果示意图；
图6是本发明第六实施例的结果示意图；
图7是本发明第七实施例的结果示意图。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
本发明提供一种地铁隧道泄压孔风压控制方法，包括以下步骤：
S1、系统采集列车的相关参数，所述参数包括行车速度及发车方式；
S2、系统搜集、调整工作环境的数据，所述数据包括隧道面积、风井面积、峒口面积及线路位置设置；
S3、系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；
S4、系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。
作为该技术方案的改进，所述压力舒适度要求包括压力变化阈值大小为800Pa每3s。
作为该技术方案的改进，其还包括在隧道区间设置泄压阀。
作为该技术方案的改进，其还包括在隧道中间风井处设置泄压阀。
作为该技术方案的改进，所述泄压风管设于隧道联络通道处。
作为该技术方案的改进，所述泄压孔设置于区间过渡段峒口的顶面及两侧。
进一步地，在所述泄压孔或泄压风管处设置有风量调节阀。
为缓解因压力变化造成乘客的不适现象，进一步提高乘客出行的服务水平，同时降低工程施工难度及投资成本，采用地铁快线隧道泄压孔风压控制技术。
采用地铁快线隧道泄压孔风压控制技术：
参照图1，是本发明一实施例的流程示意图。城市快速轨道交通系统设计阶段，根据列车的间距、车型、长度、发车方式、行车参数（运行的平均速度、制动速度及加速度等）、区间隧道及风井的几何参数等相关参数，建立压力波数据分析模型，准确的模拟高速列车在隧道中运行时的各种空气动力学现象，在不同隧道设计上列车内外人员压力舒适度的分析，在不满足压力舒适度要求的位置，设置泄压孔利于风压较大变化时引起乘客不适感，同时根据空气压力波模拟计算分析结果计算出泄压孔的尺寸大小，并进行验算泄压孔的设置是否满足压力舒适度要求。
根据所述方法控制流程的模拟结果及计算结果，在空气压力变化较大的区间隧道峒口设置经计算所需的泄压孔尺寸及数量；
在空气压力变化较大的长大区间（如1.8公里以上）与联络通道处设置经计算所需的泄压孔（为避免火灾时上下行线窜烟，在泄压孔处设置风量调节阀，火灾时关闭）。
参照图2-3，是本发明实施例的示意图。优选的，在峒口处设置泄压孔1，当峒口压力波动变化超过阈值时，通过泄压孔自动向外界泄压，因此防止音爆的产生。其还包括在隧道区间设置泄压阀2。进一步地，在隧道中间风井处设置泄压阀2。在中间风井处设置泄压阀2，当区间隧道压力波动变化超过阈值时，可通过泄压阀自动向相邻的区间泄压，使压力波动在800Pa每3s以内，以保证乘客的舒适度。
进一步地，所述泄压风管设于隧道联络通道处。
进一步地，所述泄压孔1设置于区间峒口的顶面及两侧。
进一步地，在所述泄压孔1处设置有风量调节阀。
参照图4-7，以深圳地铁11号线为例进行模拟分析计算：
通过搜集深圳地铁11号线发车方式、行车参数、区间隧道及风井的几何参数等相关参数，建立压力波数据分析模型，模拟高速列车在隧道中运行时的各种空气动力学现象。参照图中通过模拟计算分析可以明显的看出在宝前、南前、红后、车红、福车等长大区间中间风井处及区间出入地面的峒口处出现了压力波动变化较大的现象。为缓解此种现象，研究使用了加大峒口隧道断面面积及加设泄压风管的压力缓解方法进行分析。
由于过大的隧道断面面积影响工程造价及安全，所以加设泄压风管能有效的在适当的隧道断面面积中缓解压力。此外，在特定情况下，过大的隧道面积不但不能减少压力变化值还可能会令压力变化值变大。由于过大的隧道断面与盾构隧道的接合点会有很大的面积变化，因而可能会造成另一次的压力突变。
考虑建造成本及运营时的控制，泄压风管将利用隧道联络通道安装。由于有限的空间，压力波反射及其他隧道通风系统的问题，泄压风管的面积不宜太大，作为一实施例，本方案采用0.4m2及1m2断面面积的泄压风管作分析。
在峒口处设置泄压孔，在中间风井处设置泄压阀可满足乘客的舒适度要求。
在空气压力变化较大的区间隧道峒口设置经计算所需的泄压孔尺寸及数量；
在空气压力变化阈值较大的长大区间与联络通道处设置经计算所需的泄压孔（为避免火灾时上下行线窜烟，在泄压孔处设置风量调节阀，火灾时关闭）。
本泄压控制技术，施工难度低，成本投资小，运营维护简单，用户体验好。
另一方面，本发明还提供一种地铁隧道泄压孔风压控制系统，包括：
第一模块，用于执行S1系统采集列车的相关参数，所述参数包括行车速度及发车方式；
第二模块，用于执行S2系统搜集、调整工作环境的数据，所述数据包括隧道面积、风井面积、峒口面积及线路位置设置；
第三模块，用于执行S3系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；
第四模块，用于执行S4系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。
本发明提供的地铁隧道泄压孔风压控制方法及系统，采用地铁快线隧道泄压孔风压控制技术，在压力变化较大的长大区间及区间峒口，采用设置泄压孔风压控制技术，解决由空气压力波变化，导致乘客出现耳鸣、疼痛、晕眩等不适症状；在压力变化较大长大区间与联络通道结合设置泄压阀，在区间过渡段的峒口的两侧及顶面设置泄压孔，有效降低空气压力波和微压波的影响，施工工艺简单，运营维护方便，为市民提供快速、安全、舒适的城市轨道交通。
本方案结构施工方便，运营维护简单，能有效缓解列车高速行驶过程中产生的压力波变化影响乘客的乘车舒适度。其可结合区间联络通道设置投资成本小、施工方便、运营维护简单，能有效缓解列车高速行驶过程中产生的压力波变化影响乘客的乘车舒适度。
以上是对本发明的较佳实施进行了具体说明，但本发明创造并不限于所述实施例，熟悉本领域的技术人员在不违背本发明精神的前提下还可做出种种的等同变形或替换，这些等同的变形或替换均包含在本申请权利要求所限定的范围内。
Claims (8)
- 一种地铁隧道泄压孔风压控制方法，其特征在于，包括以下步骤：S1、系统采集列车的相关参数，所述参数包括行车速度及发车方式；S2、系统搜集、调整工作环境的数据，所述数据包括隧道面积、风井面积、峒口面积及线路位置设置；S3、系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；S4、系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。
- 根据权利要求1所述的地铁隧道泄压孔风压控制方法，其特征在于，所述压力舒适度要求包括压力变化阈值大小为800Pa每3s。
- 根据权利要求2所述的地铁隧道泄压孔风压控制方法，其特征在于，其还包括在隧道区间设置泄压阀。
- 根据权利要求2所述的地铁隧道泄压孔风压控制方法，其特征在于，其还包括在隧道中间风井处设置泄压阀。
- 根据权利要求1所述的地铁隧道泄压孔风压控制方法，其特征在于，所述泄压风管设于隧道联络通道处。
- 根据权利要求1所述的地铁隧道泄压孔风压控制方法，其特征在于，所述泄压孔设置于区间过渡段峒口的顶面及两侧。
- 根据权利要求6所述的地铁隧道泄压孔风压控制方法，其特征在于，在所述泄压孔或泄压风管处设置有风量调节阀。
- 一种地铁隧道泄压孔风压控制系统，其特征在于，包括：第一模块，用于执行S1系统采集列车的相关参数，所述参数包括行车速度及发车方式；第二模块，用于执行S2系统搜集、调整工作环境的数据，所述数据包括隧道面积、风井面积、峒口面积及线路位置设置；第三模块，用于执行S3系统建立压力波数据分析模型，并计算隧道段压力变化阈值分布；第四模块，用于执行S4系统判断模拟结果是否满足压力舒适度要求，若满足，则结束模拟；若不满足，则根据模拟结果计算得到泄压孔及泄压风管的面积、数量及位置，并返回至步骤S2并循环执行至满足压力要求。
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