本文選題：鐵路隧道　切入點(diǎn)：運(yùn)營通風(fēng)　出處：《西南交通大學(xué)》2017年碩士論文　論文類型：學(xué)位論文

【摘要】：我國內(nèi)燃牽引鐵路普遍用于貨物運(yùn)輸,存在著集約化和高密度化的發(fā)展趨勢,而一直以來,我國沒有可以用來直接判斷內(nèi)燃牽引單線鐵路隧道采取何種機(jī)械通風(fēng)方式的方法和依據(jù),對斜井分段式通風(fēng)方式的研究也存在諸多不足,這對高密度運(yùn)營的鐵路隧道運(yùn)營通風(fēng)的設(shè)計(jì)造成一定困難。對此本文以某類型內(nèi)燃牽引單線鐵路隧道為研究對象,對其運(yùn)營通風(fēng)模式展開研究。首先依據(jù)單線鐵路隧道運(yùn)營通風(fēng)的特點(diǎn),建立了一維不可壓縮非恒定流和帶流動(dòng)污染源的不穩(wěn)定流物理模型;建立了連續(xù)性方程、動(dòng)量方程和對流擴(kuò)散方程數(shù)學(xué)模型;完善了單線鐵路隧道運(yùn)營通風(fēng)的相關(guān)數(shù)值計(jì)算程序;分析了污染物排放強(qiáng)度的確定方法及污染物濃度控制標(biāo)準(zhǔn)。通過數(shù)值計(jì)算,模擬了具體隧道采取相應(yīng)通風(fēng)模式時(shí)風(fēng)速變化情況和污染物濃度分布,進(jìn)而確定隧道污染物濃度達(dá)標(biāo)時(shí)間,對不同長度不同通風(fēng)要求的隧道依次進(jìn)行自然通風(fēng)、全射流縱向通風(fēng)和斜井分段式縱向通風(fēng)模式的研究。研究結(jié)果表明:(1)某類型隧道允許通風(fēng)時(shí)間為15min時(shí),若列車速度為120km/h,能夠?qū)崿F(xiàn)自然通風(fēng)的最大隧道長度為2920m;若列車速度為70km/h時(shí),能夠?qū)崿F(xiàn)自然通風(fēng)的最大隧道長度約為2100m。(2)某類型隧道采取全射流縱向通風(fēng)方式是否適用可用允許通風(fēng)時(shí)間和最小達(dá)標(biāo)時(shí)間的大小關(guān)系來判斷,最小達(dá)標(biāo)時(shí)間為Tmin=0.00143Ltu-0.011Vtr-0.52,當(dāng)允許通風(fēng)時(shí)間TT≥Tmin時(shí),采取全射流縱向通風(fēng)適用,反之全射流縱向通風(fēng)不適用。(3)所研究某高密度運(yùn)營具體隧道設(shè)計(jì)條件下采取單斜井通風(fēng)不能滿足通風(fēng)要求。當(dāng)列車速度為38km/h時(shí),斜井的較優(yōu)位置位于距離隧道入口 2Ltu/3處,采取排風(fēng)式比送風(fēng)式更為合理;隧道采取雙斜井送排式通風(fēng)模式時(shí),較適宜的斜井間距在2Ltu/5到Ltu/2之間;當(dāng)隧道需要雙向通風(fēng)時(shí),可以采取雙斜井單排式通風(fēng)模式,較適宜的斜井間距為2Ltu/5。對于所研究的某特長隧道設(shè)計(jì)條件下通風(fēng)風(fēng)速超標(biāo),不滿足通風(fēng)要求。在采取三斜井分段式通風(fēng)、70km/h設(shè)計(jì)時(shí)速下,建議將2#、4#和5#輔助通道作為通風(fēng)井,采取排送排的通風(fēng)模式,此時(shí)通過調(diào)節(jié)風(fēng)機(jī)壓力能夠使風(fēng)速不超過8m/s,達(dá)標(biāo)時(shí)間低于7.9min,從而滿足該隧道通風(fēng)要求。
[Abstract]:China's internal combustion traction railway is widely used in freight transportation, there is a trend of intensive and high-density development, and has always been, In our country, there is no direct method and basis for judging which mechanical ventilation mode should be adopted in single-track railway tunnel with internal combustion traction, and there are many deficiencies in the study of segmental ventilation in inclined wells. This makes it difficult to design the ventilation of railway tunnel with high density operation. In this paper, a certain type of single-track railway tunnel with internal combustion traction is taken as the research object. First of all, according to the characteristics of operating ventilation of single-track railway tunnel, the physical model of one-dimensional incompressible unsteady flow and unstable flow with flowing pollution source is established, and the continuity equation is established. The mathematical model of momentum equation and convection-diffusion equation, the relative numerical calculation program of operating ventilation of single-track railway tunnel, the determination method of pollutant emission intensity and pollutant concentration control standard are analyzed. The variation of wind speed and the distribution of pollutant concentration are simulated when the specific tunnel adopts the corresponding ventilation mode, and then the time of reaching the standard of pollutant concentration in the tunnel is determined, and the tunnel with different lengths and different ventilation requirements is naturally ventilated in turn. A study on the Longitudinal ventilation of full Jet and the segmented Longitudinal ventilation in inclined Shaft. The results show that when the allowable ventilation time of a certain type of tunnel is 15min, If the train speed is 120 km / h, the maximum tunnel length for natural ventilation is 2920 m; if the train speed is 70km/h, The maximum tunnel length of natural ventilation is about 2100m.m-2) whether a type of tunnel is suitable for full-jet longitudinal ventilation can be judged by the relationship between the allowable ventilation time and the minimum standard time. The minimum time to reach the standard is 0.00143Ltu-0.011Vtr-0.52. when the ventilation time TT 鈮，

本文編號：1648106