【作者】 何剑锋；

【导师】 麦继婷；

【作者基本信息】 西南交通大学 ， 市政工程， 2013， 硕士

【摘要】 我国现在已经成为世界第二大经济体,在经济建设方面取得了巨大成就,与之相伴的是城市在不断地扩张,城市人口也在不断增长,这些给城市的交通运输带来了巨大的压力。而地铁是缓解大城市交通运输压力的最好选择,现在全世界范围内的许多大城市都修建了地铁。地铁以其快捷、准时和舒适的特点,赢得了市民的青睐,并成为了市民出行的首选交通方式。自1863年伦敦地铁建成通车以来,地铁的发展已经经历了150年,地铁建设的相关技术也取得了长足的进步。地铁的通风技术也伴随着世界科学技术的进步不断向前发展,现代地铁的运行速度快,发车密度大,以及客流量的爆炸性增长等,这些都对地铁的通风要求越来越高,所以设计出安全、经济、适用的通风系统是工程师的重要任务。成都地铁7号线全线采用了屏蔽门系统,致使隧道与车站站台完全分割开来,同时在车站隧道处设置了轨道排热系统,所有车站都采用单活塞通风的形式,即在车站的出站端设置一个活塞风井。本文以成都地铁7号线初步设计文件为研究依据,建立了SES程序所需的地铁模型,并按7号线最大运输能力进行了数值模拟。模拟计算主要分析了琉璃场站与科华路站之间区间隧道上中间风井的取舍问题,同时也分析了中间风井对附近活塞风井空气流动影响和对隧道内壁面与空气温度的影响,并以温度为评价指标,分析了中间风井的利与弊,并为实际设计提供理论依据。通过本文的研究,发现中间风井对隧道内温度的影响有两个重要的方面：在设置中间风井后,它所在的区间隧道温度略有上升,其后方的车站隧道温度上升幅度较大；车站后方的隧道温度有所下降,距离车站越远,温度下降的幅度越小。另外中间风井的设置减少了它所在区间隧道的空气流量,但对附近的区间隧道空气流量影响较小以温度为评价指标,综合分析后提出优化方案：在琉璃场站与科华路站之间区间隧道上不设置中间风井。更多还原

【Abstract】 With its great achievements in the field of economic development, our country has become the second biggest economic community in the world. Meanwhile the city is expanding and the population is increasing, which bring huge pressure to the transportation of the city. Subway is the best choice to relieve the pressure of the city’s transportation, and many big cities around the world have built the underground railway. As it is rapid, punctual and comfortable, metro has earned the citizen’s trust and has become the best way to travel for the citizens.Since the first subway that was built in1863running, the development of underground railway lasted for150years and the related technologies of metro construction had made a further promotion. With the progress of world’s technology, the ventilation of metro has obtained great development. The modern subway has much higher speed, much bigger density of departure and much more passengers, and the urban metro has higher requirement in the ventilation, so it is the preliminary task of the engineer to design the ventilation system which is safe, economic and suitable.All the7th line of Chengdu metro uses the system of platform shed door, which causes the tunnel absolutely apart from the station platform. In the meantime that the trackway exhaust system is set in the station tunnel and all the stations adopt the single-piston vent shaft. That is to say, only one vent shaft is assembled at the end of the exit of the station. According to the primary design documents of7th line of Chengdu metro, the paper sets up the metro’s geometric model which is used in the SES program and also does the simulation analysis of the biggest transportation capacity in the7th line. The simulation mainly analyzes the adoption of the middle vent shaft which is located in the running tunnel between the station of LiuLichang and KeHua Road. Meanwhile it also analyzes the influence of middle vent shaft on the nearby piston vent shaft, the wall surface temperature and the air temperature in the tunnel. Finally it takes temperature as the estimated index, analyzes the advantages and disadvantages of the middle vent shaft and makes the theoretic accounts for the design.By the paper’s studying, it indicates that the middle vent shaft has two important influences on the tunnel’s wall and air temperature:first, after the middle vent shaft is assembled, the temperature of running tunnel will slightly promote and the temperature of the tunnel which is located in the station will promote in a large scale; the temperature of the tunnel which is behind of the station will decrease, and the farer from the station, the smaller scale of temperature’s decreasing. In addition, the assembled of middle vent shaft will decrease the air’s quantity of the running tunnel that the middle vent shaft locates, but it has little influence over the nearby running tunnel. The comprehensive analysis is that the middle vent shaft which is in the running tunnel between the station of LiuLichang and KeHua Road could be canceled by the index of temperature.更多还原