A subway section tunnel smoke prevention system and a control method thereof

Abstract

The present application provides a subway interval tunnel smoke prevention system and a control method thereof, and relates to the technical field of subway tunnel fire safety. The system comprises a smoke prevention wall control device arranged at the connection of the station tunnel, a smoke prevention short wall made of flexible fireproof material, a smoke prevention long wall, a track top catenary, a control module and a metal framework. The smoke prevention wall control device drives the smoke prevention wall to rotate by 90 degrees to form a physical barrier through a servo motor driving gear and rack mechanism. The control method intelligently determines the evacuation direction based on the fire location, and controls the smoke prevention wall to open and close in time sequence: when the fire is at the front or the tail of the train, the double wall on the non-evacuation side and the long wall on the evacuation side are preferentially unfolded, and the short wall on the evacuation side is unfolded after the personnel evacuation is completed; when the fire is in the middle, the opening and closing sequence of the smoke prevention short wall is controlled according to the personnel evacuation time calculation value. The system effectively blocks the spread of smoke to the station, improves the smoke exhaust efficiency, ensures the safety of personnel evacuation, and solves the problems of response delay and wind waste of traditional tunnel fans.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of subway tunnel fire safety technology, and particularly relates to a subway interval tunnel smoke prevention system and a control method thereof. BACKGROUND

[0002] With the rapid development of urban subway network, the problem of subway interval tunnel fire smoke control is increasingly prominent. When a fire occurs in the subway train in the interval tunnel, the high-temperature toxic smoke will rapidly spread along the tunnel axis and easily invade the station track area and the platform public area, seriously threatening the safety of passengers. The existing subway tunnel relies on the tunnel fans at both ends of the station for mechanical smoke exhaust, but the system response is delayed, the wind speed is slow to form, it is difficult to effectively control the smoke flow direction, and it is easy to cause smoke backflow or enter the adjacent station, which violates the relevant requirements of the fire prevention specification. In addition, the opening of the platform door during personnel evacuation will cause part of the air supply to flow into the station, further weakening the longitudinal smoke control effect in the interval. The existing smoke prevention devices are mostly designed for ground tunnels or station public areas, and cannot adapt to the complex structure of the contact net and track in the subway tunnel. In addition, there is a lack of intelligent linkage mechanism with the fire alarm system (FAS) and the smoke exhaust fan, and it is difficult to achieve timely and accurate smoke control.

[0003] Therefore, there is an urgent need for a subway interval tunnel smoke prevention system that can physically isolate smoke, adapt to the tunnel environment, and cooperatively control with the existing subway system. SUMMARY

[0004] To solve the above problems existing in the prior art, the present application provides a subway interval tunnel smoke prevention system in the first aspect, comprising:

[0005] A smoke prevention wall control device arranged on the side wall at the connection between the track area and the interval tunnel at both ends of the station;

[0006] A smoke prevention short wall connected with the smoke prevention wall control device;

[0007] A smoke prevention long wall connected with the smoke prevention wall control device;

[0008] A track-top contact net arranged above the track;

[0009] A control module electrically connected with the smoke prevention wall control device;

[0010] A metal framework arranged inside the smoke prevention short wall and the smoke prevention long wall;

[0011] The smoke prevention wall control device comprises a servo motor, a metal base, a short transmission rack, a motor transmission gear, a transmission connecting rod, a long transmission rack, a fixed hole, a device transmission gear, and a smoke prevention wall linkage shaft.

[0012] The servo motor is fixed on the metal base, the motor transmission gear is connected with the output shaft of the servo motor, the short transmission rack is engaged with the motor transmission gear, the transmission connecting rod connects the short transmission rack and the long transmission rack, the long transmission rack is engaged with the device transmission gear, the device transmission gear is fixedly connected with the smoke-proof wall linkage shaft, the smoke-proof wall linkage shaft passes through the fixed hole and is connected with the smoke-proof short wall and the smoke-proof long wall respectively.

[0013] In some implementations, the smoke-proof short wall and the smoke-proof long wall are made of flexible fireproof material, and are internally provided with a metal framework in a grid structure, the flexible fireproof material is wrapped on the outer surface of the metal framework, and the grid nodes of the metal framework are provided with a reinforced connection structure, and the edge parts of the smoke-proof short wall and the smoke-proof long wall are provided with sealing strips.

[0014] In some implementations, the top of the smoke-proof long wall is provided with a recess structure, the shape of the recess structure is adapted to the external contour of the rail top contact network, the depth of the recess structure is greater than the protruding height of the rail top contact network, the smoke-proof long wall has a gap with the rail top contact network in the unfolded state, and the inner surface of the recess structure is provided with a high-temperature-resistant insulation layer.

[0015] In some implementations, the control module is arranged on the wall of the station corridor side, connected with the servo motor through a cable, and is provided with a communication interface connected with the subway fire alarm system, and is internally provided with a signal processing unit and a motor driving unit, the signal processing unit is connected with the communication interface, and the motor driving unit is connected with the servo motor.

[0016] In some implementations, the device transmission gear is a half gear structure, the tooth part arc length of which corresponds to a central angle less than 180°, the device transmission gear and the smoke-proof wall linkage shaft are manufactured in an integral molding manner, the two ends of the smoke-proof wall linkage shaft are fixedly connected with the smoke-proof short wall and the smoke-proof long wall respectively, bearings are arranged between the smoke-proof wall linkage shaft and the fixed hole, and the tooth shape of the device transmission gear is a involute tooth shape.

[0017] In the second aspect, the application provides a control method of a subway interval tunnel smoke-proof system, which is applied to the smoke-proof system provided in any of the above embodiments, and comprises the following steps:

[0018] S1: Real-time monitoring of fire occurrence in the subway interval tunnel is performed through the subway fire alarm system, and fire occurrence position information is acquired;

[0019] S2: Based on the acquired fire occurrence position information, the train running state is analyzed, and it is judged whether the train has the condition to continue driving to the front station;

[0020] S3: When the judgment result shows that the train cannot continue driving to the front station, the best evacuation direction of the personnel is determined according to the fire occurrence position information and in combination with the train running direction;

[0021] S4: generating smoke-proof wall control instructions according to the determined optimal evacuation direction, and controlling the smoke-proof wall control device at the corresponding position to start operation according to the preset time sequence;

[0022] S5: collecting personnel position information in real time through the personnel monitoring device arranged in the tunnel, and sending a control signal to make all the smoke-proof walls fully expand to form a smoke isolation barrier when it is confirmed that all the personnel have completed evacuation.

[0023] In some implementations, S3 includes:

[0024] When it is monitored that the fire occurs at the head position of the train, the system automatically determines that the personnel should evacuate in the direction opposite to the running direction of the train;

[0025] When it is monitored that the fire occurs at the tail position of the train, the system automatically determines that the personnel should evacuate in the running direction of the train;

[0026] When it is monitored that the fire occurs at the middle position of the train, the system automatically determines that the personnel should evacuate in the running direction and the opposite direction of the train at the same time.

[0027] In some implementations, S4 includes:

[0028] When the fire occurs at the head position of the train, the system sends a start instruction to the smoke-proof wall control device of the station on the evacuation direction side, so that the smoke-proof long wall and the smoke-proof short wall on the evacuation direction side are expanded at the same time;

[0029] The start instruction is also sent to the smoke-proof wall control device of the station on the non-evacuation direction side, so that the smoke-proof long wall on the non-evacuation direction side is expanded;

[0030] The system continuously monitors the evacuation progress of the personnel, and sends an instruction to the station on the non-evacuation direction side to start the smoke-proof short wall on the non-evacuation direction side when it is confirmed through the personnel monitoring device that all the personnel have completed evacuation.

[0031] In some implementations, S4 includes:

[0032] When the fire occurs at the tail position of the train, the system sends a start instruction to the smoke-proof wall control device of the station on the non-evacuation direction side, so that the smoke-proof long wall and the smoke-proof short wall on the non-evacuation direction side are expanded at the same time;

[0033] The start instruction is also sent to the smoke-proof wall control device of the station on the evacuation direction side, so that the smoke-proof long wall on the evacuation direction side is expanded;

[0034] The system continuously monitors the evacuation progress of the personnel, and sends an instruction to the station on the evacuation direction side to start the smoke-proof short wall on the evacuation direction side when it is confirmed through the personnel monitoring device that all the personnel have completed evacuation.

[0035] In some implementations, when the fire occurs at a middle position of the train, the control method further comprises:

[0036] calculating the estimated evacuation time required for evacuation of personnel in the direction of train operation and the opposite direction, respectively;

[0037] comparing the estimated evacuation time required in the direction of train operation and the opposite direction to determine the starting order of the smoke-proof short wall;

[0038] sending an instruction to the smoke-proof wall control device in the direction of shorter estimated evacuation time to start the smoke-proof short wall on the side of the direction of shorter estimated evacuation time;

[0039] after confirming that all personnel in the direction of shorter estimated evacuation time have completed evacuation through the personnel monitoring device, sending an instruction to the smoke-proof wall control device in the direction of longer estimated evacuation time to start the smoke-proof short wall on the side of the direction of longer estimated evacuation time.

[0040] Compared with the prior art, the beneficial effects of the present application are that through the coordinated cooperation of the smoke-proof wall control device, the smoke-proof short wall, the smoke-proof long wall, the control module and other structures, the smoke diffusion and control problem described in the background technology is effectively solved. The smoke-proof wall control device is arranged at the connection between the track area and the interval tunnel at both ends of the station. Through the driving of the motor transmission gear by the servo motor, the short transmission rack and the long transmission rack are driven to move, and then the device transmission gear and the smoke-proof wall linkage shaft are rotated to realize the unfolding and retraction of the smoke-proof short wall and the smoke-proof long wall. The mechanical transmission structure responds quickly and moves reliably, and can quickly form a physical barrier to isolate the smoke in the tunnel interval and prevent it from spreading to the station area when a fire occurs. The control module is electrically connected with the smoke-proof wall control device to realize the linkage control with the subway FAS system. According to the fire location and the evacuation strategy, the smoke-proof wall action is automatically triggered to improve the intelligent level and response accuracy of the system. The metal skeleton enhances the structural stability of the smoke-proof wall to ensure that it has sufficient smoke pressure resistance and heat deformation resistance in the unfolded state. The system realizes effective isolation of the tunnel and the station without affecting the normal passage of the train, and significantly improves the smoke exhaust efficiency and the personnel safety protection level. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the description of the specific embodiments or the prior art. Obviously, the drawings described below are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0042] Figure 1 The figure shows a front running schematic diagram of a subway interval tunnel smoke-proof system provided by an embodiment of the present application.

[0043] Figure 2 The image shown is a top view schematic diagram of a smoke prevention system for subway tunnels provided in an embodiment of the present invention.

[0044] Figure 3 The diagram shown is a schematic diagram of the opening of the smoke-proof long wall provided in an embodiment of the present invention.

[0045] Figure 4 The diagram shows the fire location and control strategy under the condition that the train can continue to move forward when a fire occurs, according to the present invention.

[0046] Figure 5 The diagram shows the fire location and control strategy when a train cannot continue moving due to a fire, as per the present invention.

[0047] Figure 6 The diagram shown is a schematic diagram of the smoke barrier control device provided in an embodiment of the present invention.

[0048] Figure 7 The diagram shown is a flowchart of a control method provided in an embodiment of the present invention. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0050] The specific embodiments of the present invention will be described below.

[0051] Example 1

[0052] like Figures 1 to 6 As shown, this invention proposes a smoke prevention system for subway tunnels, comprising:

[0053] Smoke barrier control device 1 is arranged on the side wall at the connection between the track area and the tunnel at both ends of the station;

[0054] The smoke-proof short wall 2 is connected to the smoke-proof wall control device 1;

[0055] The smoke-proof long wall 3 is connected to the smoke-proof wall control device 1;

[0056] 4. The overhead contact wire is installed above the track.

[0057] Control module 5 is electrically connected to smoke barrier control device 1;

[0058] Metal frame 6 is installed inside the smoke-proof short wall 2 and the smoke-proof long wall 3;

[0059] The smoke-proof wall control device 1 comprises a servo motor 1-1, a metal base 1-2, a short transmission rack 1-3, a motor transmission gear 1-4, a transmission connecting rod 1-5, a long transmission rack 1-6, a fixed hole 1-7, a device transmission gear 1-8 and a smoke-proof wall connecting shaft 1-9.

[0060] The servo motor 1-1 is fixed on the metal base 1-2, the motor transmission gear 1-4 is connected with the output shaft of the servo motor 1-1, the short transmission rack 1-3 is engaged with the motor transmission gear 1-4, the transmission connecting rod 1-5 connects the short transmission rack 1-3 and the long transmission rack 1-6, the long transmission rack 1-6 is engaged with the device transmission gear 1-8, the device transmission gear 1-8 is fixedly connected with the smoke-proof wall connecting shaft 1-9, and the smoke-proof wall connecting shaft 1-9 passes through the fixed hole 1-7 and is connected with the smoke-proof short wall 2 and the smoke-proof long wall 3 respectively.

[0061] Specifically, the core lies in the cooperation of mechanical structure and control system to realize physical isolation and intelligent control of smoke. The smoke-proof wall control device is arranged on the side wall at the connection between the track area and the interval tunnel at both ends of the station. The position is selected by fully considering the smoke diffusion path and the train operation limit requirements to ensure that the normal train operation is not disturbed and the smoke can be intercepted in time. The smoke-proof wall control device comprises a servo motor, a metal base, a short transmission rack, a motor transmission gear, a transmission connecting rod, a long transmission rack, a fixed hole, a device transmission gear and a smoke-proof wall connecting shaft. These components jointly constitute a set of precise mechanical transmission system. The servo motor is fixed on the metal base to provide stable power output. The motor transmission gear is connected with the output shaft of the servo motor to convert rotary motion into linear motion. The short transmission rack is engaged with the motor transmission gear to realize power transmission. The transmission connecting rod connects the short transmission rack and the long transmission rack to ensure synchronous movement of the double racks. The long transmission rack is engaged with the device transmission gear to convert linear motion into rotary motion again. The device transmission gear is fixedly connected with the smoke-proof wall connecting shaft to finally drive the smoke-proof short wall and the smoke-proof long wall to realize ninety-degree rotation.

[0062] This multi-stage transmission design not only ensures the reliability of power transmission, but also ensures the accuracy of the opening angle of the smoke-proof wall through the limiting characteristics of the mechanical structure itself. The smoke-proof short wall and the smoke-proof long wall are respectively responsible for the smoke-proof tasks of the corridor area and the tunnel area, and realize synchronous action through the connecting shaft to form a continuous smoke-proof barrier. The control module is electrically connected with the smoke-proof wall control device, and triggers the operation of the whole system after receiving the fire alarm signal. The metal skeleton is embedded in the smoke-proof wall to provide structural support and prevent deformation of the flexible material under the action of air flow. The system realizes the technical effects of fast response, accurate action and reliable isolation through the perfect combination of mechanical transmission and electrical control, and effectively solves the problem of smoke spreading from the tunnel to the station.

[0063] In some implementations, the smoke-proof short wall 2 and the smoke-proof long wall 3 are made of a flexible fireproof material, and are internally provided with a metal framework 6 in a grid structure, the flexible fireproof material is wrapped on the outer surface of the metal framework 6, and the metal framework 6 is provided with a reinforced connection structure at the grid nodes, and the edge part of the smoke-proof short wall 2 and the smoke-proof long wall 3 is provided with a sealing strip.

[0064] Specifically, the smoke-proof short wall and the smoke-proof long wall are made of a flexible fireproof material, and the selection of the material is based on the characteristics of high temperature and high heat in subway fire. The flexible fireproof material has excellent fire resistance limit and thermal stability, and can maintain structural integrity without melting or toxic gas in high temperature environment. The metal framework in a grid structure is embedded in the material, which not only reduces the overall weight but also provides uniform support to prevent excessive deformation of the smoke-proof wall due to self-weight or wind pressure during deployment. The reinforced connection structure at the grid nodes significantly improves the overall shear resistance, ensuring that the structure does not fail under the action of smoke pressure. The sealing strip at the edge part is made of high-temperature-resistant elastic material, which can form close contact with the tunnel wall after the smoke-proof wall is deployed, effectively blocking the possibility of smoke leakage from the gap. This combined design makes the smoke-proof wall have both the adaptability of flexible material and the rigid support characteristics of metal structure, which can adapt to the irregular shape of the tunnel wall and maintain sufficient mechanical strength and sealing performance in fire environment.

[0065] In some implementations, the top of the smoke-proof long wall 3 is provided with a recess structure, the shape of the recess structure is matched with the external contour of the overhead contact line 4, the depth of the recess structure is greater than the protruding height of the overhead contact line 4, the smoke-proof long wall 3 has a gap with the overhead contact line 4 in the deployed state, and the inner surface of the recess structure is provided with a high-temperature-resistant insulation layer.

[0066] Specifically, the recess structure at the top of the smoke-proof long wall is shaped to match the external contour of the overhead contact line, and this profiling design ensures that the smoke-proof wall completely avoids the contact line equipment during deployment and retraction, avoiding mechanical interference or electrical short circuit. The depth of the recess structure is greater than the protruding height of the overhead contact line, which provides sufficient safety margin for equipment installation error and thermal expansion. The smoke-proof long wall maintains a reasonable gap with the overhead contact line in the deployed state, which ensures the electrical safety distance and avoids the formation of a smoke leakage channel. The high-temperature-resistant insulation layer on the inner surface of the recess structure is made of ceramic matrix composite material, which effectively prevents insulation failure caused by direct contact between the high-temperature flexible fireproof material and the metal parts of the contact line. This design solves the problem that traditional smoke-proof devices cannot adapt to the complex equipment environment at the top of the tunnel, and realizes the high integration of smoke-proof function and equipment safety.

[0067] In some implementations, the control module 5 is arranged on the wall of the station corridor side, connected with the servo motor 1-1 through a cable, and is provided with a communication interface connected with the subway fire alarm system. The control module 5 is internally provided with a signal processing unit and a motor driving unit. The signal processing unit is connected with the communication interface, and the motor driving unit is connected with the servo motor 1-1.

[0068] Specifically, the control module is arranged on the wall of the station corridor side, which is convenient for daily maintenance and far away from the track area to ensure operation safety. The power transmission and signal feedback are realized by connecting the control module with the servo motor through a cable. The cable adopts a fire-retardant and fire-resistant type to meet the requirements of fire safety standards. The communication interface is connected with the subway fire alarm system to realize automatic acquisition of fire signals and real-time uploading of state information. The signal processing unit is responsible for analyzing the fire alarm signals and personnel monitoring data to generate corresponding control logic. The motor driving unit accurately adjusts the steering, speed and angle of the servo motor according to the control instructions. This distributed control architecture not only ensures the real-time response of the system, but also realizes seamless integration with the existing subway system through standardized interfaces, thereby improving the collaborative efficiency of the overall fire safety system.

[0069] In some implementations, the device transmission gear 1-8 is a half gear structure, the tooth part arc length of which corresponds to a central angle less than 180°, and the device transmission gear 1-8 and the smoke prevention wall linkage shaft 1-9 are manufactured in an integrated manner. The two ends of the smoke prevention wall linkage shaft 1-9 are fixedly connected with the smoke prevention short wall 2 and the smoke prevention long wall 3, respectively. A bearing is arranged between the smoke prevention wall linkage shaft 1-9 and the fixed hole 1-7. The tooth shape of the device transmission gear 1-8 is a involute tooth shape.

[0070] Specifically, the device transmission gear adopts a half gear structure, and the tooth part arc length thereof corresponds to a central angle less than 180°. This design enables the smoke prevention wall to be self-locked through the gear meshing dead angle when it is expanded to the vertical position, thereby preventing accidental retraction caused by smoke pressure or vibration. The device transmission gear and the smoke prevention wall linkage shaft are manufactured in an integrated manner, which eliminates the connection gap, improves the transmission accuracy, and enhances the overall structural strength. The two ends of the smoke prevention wall linkage shaft are fixedly connected with the smoke prevention short wall and the smoke prevention long wall, respectively, to ensure the coordination of the synchronous action of the double walls. The bearing arranged between the smoke prevention wall linkage shaft and the fixed hole is of a high-temperature self-lubricating type, which ensures smooth rotation in a fire environment. The tooth shape of the device transmission gear is an involute tooth shape, which has the advantages of stable transmission and uniform wear, and is particularly suitable for fire safety equipment that needs frequent start-stop and precise positioning. These structural features collectively ensure the reliability and durability of the transmission system in a high-temperature and harsh environment.

[0071] Embodiment 2

[0072] In a second aspect, the present application provides a control method of a subway interval tunnel smoke prevention system, which is applied to the smoke prevention system provided in any of the above embodiments, and comprises:

[0073] S1: Real-time monitoring of fire occurrence in the subway inter-tunnel by the subway fire alarm system, obtaining the fire occurrence position information;

[0074] S2: Based on the obtained fire occurrence position information, analyzing the train running state, and judging whether the train has the condition to continue driving to the front station;

[0075] S3: When the judgment result shows that the train cannot continue to drive to the front station, according to the fire occurrence position information, combined with the train running direction, the best evacuation direction of the personnel is determined;

[0076] S4: According to the determined best evacuation direction, generating smoke prevention wall control instructions, controlling the smoke prevention wall control device at the corresponding position to start running according to the preset time sequence;

[0077] S5: Real-time collection of personnel position information by the personnel monitoring equipment set in the tunnel, when it is confirmed that all personnel have completed evacuation, sending a control signal to make all smoke prevention walls fully deployed to form a smoke isolation barrier.

[0078] Specifically, the method realizes intelligent smoke prevention control through multi-system linkage. The control method first realizes real-time monitoring of fire occurrence in the subway inter-tunnel by the subway fire alarm system, and accurately obtains the fire occurrence position information, which is the starting point and basis of the entire control logic. Based on the obtained fire occurrence position information, the system needs to comprehensively analyze the train running state, including train speed, braking ability and distance from the front station, etc. to judge whether the train has the condition to continue driving to the front station. This judgment directly affects the selection of subsequent evacuation strategy. When the judgment result shows that the train cannot continue to drive to the front station, the system determines the best evacuation direction of the personnel according to the fire occurrence position information combined with the train running direction through algorithm analysis. This decision-making process needs to consider the smoke diffusion law and personnel escape efficiency. According to the determined best evacuation direction, the system generates corresponding smoke prevention wall control instructions to control the smoke prevention wall control device at the corresponding position to start running according to the preset time sequence, which needs to coordinate the action sequence of multiple smoke prevention walls. Real-time collection of personnel position information by the personnel monitoring equipment set in the tunnel, including thermal imager and video monitoring system, can accurately identify the personnel distribution in the tunnel. When it is confirmed that all personnel have completed evacuation, the system sends a control signal to make all smoke prevention walls fully deployed to form a complete smoke isolation barrier. This process needs to ensure the balance between personnel safety and smoke prevention effect.

[0079] The whole control method forms a closed-loop management, from fire detection to personnel evacuation confirmation, to the final formation of the smoke barrier, each link is precisely controlled through intelligent algorithm. The method fully utilizes the effectiveness of the smoke control system, through time sequence control and linkage cooperation, maximally reduces the influence of smoke on personnel evacuation, and improves the efficiency and safety of subway tunnel fire emergency rescue.

[0080] In some implementations, S3 includes:

[0081] When the fire is detected to occur at the train head position, the system automatically determines that the personnel should evacuate in the direction opposite to the train operation;

[0082] When the fire is detected to occur at the train tail position, the system automatically determines that the personnel should evacuate in the direction of the train operation;

[0083] When the fire is detected to occur at the train middle position, the system automatically determines that the personnel should evacuate in the direction of the train operation and in the direction opposite to the train operation, respectively.

[0084] Specifically, when the fire is detected to occur at the train head position, the system automatically determines that the personnel should evacuate in the direction opposite to the train operation, because the fire at the train head will block the escape path to the front station. When the fire is detected to occur at the train tail position, the system automatically determines that the personnel should evacuate in the direction of the train operation, because the fire at the train tail does not affect the availability of the front passage. When the fire is detected to occur at the train middle position, the system automatically determines that the personnel should evacuate in the direction of the train operation and in the direction opposite to the train operation, respectively. This bidirectional evacuation strategy can disperse the crowd pressure and improve the efficiency of escape. The system accurately determines the fire location through the detector data of the fire alarm system, including the multi-dimensional data fusion of the temperature sensor, the smoke sensor, and the flame sensor. The determination of the evacuation direction not only considers the fire location, but also comprehensively evaluates factors such as the tunnel environmental conditions, the personnel distribution density, and the evacuation facility capacity. This intelligent evacuation decision based on the fire location can effectively avoid blind escape of personnel, ensure the safety and effectiveness of the evacuation path, and provide accurate input conditions for subsequent smoke control.

[0085] In some implementations, S4 includes:

[0086] When the fire occurs at the train head position, the system sends a start instruction to the smoke barrier control device of the station on the evacuation direction side, so that the long smoke barrier and the short smoke barrier on the evacuation direction side are expanded simultaneously;

[0087] Meanwhile, a start instruction is sent to the smoke barrier control device of the station on the non-evacuation direction side, so that the long smoke barrier on the non-evacuation direction side is expanded;

[0088] The system continuously monitors the evacuation progress of the personnel, and when it is confirmed through the personnel monitoring device that all personnel have completed evacuation, sends an instruction to the non-evacuation direction side station to start the smoke-proof short wall on the non-evacuation direction side.

[0089] Specifically, when the fire occurs at the train head position, the system sends a starting instruction to the smoke-proof wall control device of the evacuation direction side station, so that the smoke-proof long wall and the smoke-proof short wall on the evacuation direction side are expanded at the same time to form a complete smoke-proof barrier. At the same time, a starting instruction is sent to the smoke-proof wall control device of the non-evacuation direction side station, so that the smoke-proof long wall on the non-evacuation direction side is expanded. This step-by-step control strategy ensures the smoke-proof effect and does not affect personnel evacuation. The system continuously monitors the evacuation progress of the personnel, and through the personnel monitoring device, the movement of the personnel in the tunnel is obtained in real time to establish a dynamic evacuation model. When it is confirmed through the personnel monitoring device that all personnel have completed evacuation, an instruction is sent to the non-evacuation direction side station to start the smoke-proof short wall on the non-evacuation direction side, and at this time, the closure of the full-line smoke-proof barrier is completed.

[0090] This timing control strategy ensures that the expansion of the smoke-proof wall is coordinated with the personnel evacuation process, avoids the smoke-proof wall being expanded too early to affect personnel escape, and also avoids the smoke-proof wall being expanded too late to cause smoke diffusion. The entire control process embodies the humanized design concept, and personnel safety is placed in the first place, and the optimization of the smoke-proof effect is also considered.

[0091] In some implementations, S4 includes:

[0092] When the fire occurs at the train tail position, the system sends a starting instruction to the smoke-proof wall control device of the non-evacuation direction side station, so that the smoke-proof long wall and the smoke-proof short wall on the non-evacuation direction side are expanded at the same time;

[0093] At the same time, a starting instruction is sent to the smoke-proof wall control device of the evacuation direction side station, so that the smoke-proof long wall on the evacuation direction side is expanded;

[0094] The system continuously monitors the evacuation progress of the personnel, and when it is confirmed through the personnel monitoring device that all personnel have completed evacuation, sends an instruction to the non-evacuation direction side station to start the smoke-proof short wall on the non-evacuation direction side.

[0095] Specifically, when the fire occurs at the tail position of the train, the system sends a start instruction to the smoke-proof wall control device of the station on the non-evacuation direction side, so that the long smoke-proof wall and the short smoke-proof wall on the non-evacuation direction side are expanded at the same time, because the non-evacuation direction side needs to be completely closed immediately when the fire occurs at the tail of the train. At the same time, the system sends a start instruction to the smoke-proof wall control device of the station on the evacuation direction side, so that the long smoke-proof wall on the evacuation direction side is expanded. This arrangement reserves the necessary passage for personnel evacuation. The system continuously monitors the progress of personnel evacuation, judges the completion of personnel evacuation through the fusion of various sensor data, and ensures the accuracy of the decision. When it is confirmed through the personnel monitoring device that all personnel have completed the evacuation, an instruction is sent to the station on the evacuation direction side to start the short smoke-proof wall on the evacuation direction side, and finally a complete smoke-proof isolation system is formed. This control strategy fully considers the characteristics of the tail fire of the train. The smoke mainly diffuses in the direction of train operation, so the non-evacuation direction side needs to be completely closed in priority, and the evacuation direction side adopts a phased control mode.

[0096] In some implementations, when the fire occurs at the middle position of the train, the control method further comprises:

[0097] The expected evacuation time required by the personnel evacuating in the direction of train operation and in the opposite direction is calculated respectively;

[0098] The expected evacuation time required by the personnel evacuating in the direction of train operation and in the opposite direction is calculated respectively;

[0099] An instruction is sent to the smoke-proof wall control device of the direction with shorter expected evacuation time, to start the short smoke-proof wall on the direction side with shorter expected evacuation time;

[0100] After it is confirmed through the personnel monitoring device that all personnel on the direction with shorter expected evacuation time have completed the evacuation, an instruction is sent to the smoke-proof wall control device of the direction with longer expected evacuation time, to start the short smoke-proof wall on the direction side with longer expected evacuation time.

[0101] Specifically, when the fire occurs in the middle of the train, the control method needs to calculate the predicted evacuation time required for the evacuation of the passengers in the direction of train operation and the opposite direction, respectively, based on a multi-parameter model. The calculation of the predicted evacuation time needs to consider three main parts: train stopping time, passenger boarding time, and tunnel evacuation time. The train stopping time includes fire detection time, system reaction time, and braking time, reflecting the overall delay from the occurrence of the fire to the complete stop of the train. The passenger boarding time is calculated based on the door flow rate, which is related to the number of evacuees, the number of available doors, and the number of people passing through per unit time. The tunnel evacuation time depends on the evacuation distance and the evacuation speed of the passengers, and needs to accurately calculate the actual path length from the boarding point to the station. The system compares the predicted evacuation time required in the direction of train operation and the opposite direction, determines the starting order of the smoke-proof short wall based on the principle of time optimization, and sends instructions to the smoke-proof wall control device in the direction of the shorter predicted evacuation time to start the smoke-proof short wall on that side first, because the evacuation in that direction is completed earlier. After confirming that all passengers in the direction of the shorter predicted evacuation time have completed the evacuation through the passenger monitoring device, instructions are sent to the smoke-proof wall control device in the direction of the longer predicted evacuation time to start the smoke-proof short wall on that side, ensuring that the timing of the smoke-proof closure in each direction matches the actual evacuation progress. This control strategy based on accurate time calculation can maximize the optimization of the balance between smoke-proof effect and passenger safety, and embodies the advanced concept of intelligent emergency management.

[0102] In other embodiments, with reference to Figures 1 to 7 , the smoke-proof short wall and the smoke-proof long wall are selectively started according to different situations, and the opening process is as follows:

[0103] 1. When the smoke-proof system is not running, as shown in Figure 3 , the smoke-proof short wall and the smoke-proof long wall are attached to the smoke-proof wall control device, are horizontal to the wall, and meet the clearance requirements for normal train operation.

[0104] 2. When the system is running, the control module receives a start signal, the servo motor starts to run, the motor transmission gear starts to rotate, the short transmission rack connected to the motor transmission gear starts to move straight forward, the long transmission rack is translated under the drive of the transmission connecting rod, the device transmission gear is rotated through the front end of the gear slot drive device, the device transmission gear is a half-tooth structure, and the device transmission gear and the smoke-proof wall linkage shaft are integrated structures fixed on the metal base through the fixed hole. When the device transmission gear rotates, the smoke-proof wall linkage shaft rotates, driving the smoke-proof short wall and the smoke-proof long wall to rotate, and when the device is completely started, the smoke-proof short wall and the smoke-proof long wall are fully deployed, which are perpendicular to the tunnel wall surface, achieving the smoke-proof effect.

[0105] 3. When the evacuation is completed and the smoke exhaust is finished, the control module receives the closing signal, the servo motor starts to run, drives the motor transmission gear to reverse, under the action of the motor transmission gear, transmission connecting rod and the connected rack, the smoke-proof short wall and the smoke-proof long wall rotate, when the rotation angle reaches 90°, it is parallel to the wall surface, at this time the smoke-proof system is closed.

[0106] In Figure 4 and Figure 5 , A1, A2, B1, B2, C1, C2 represent the layout points of the smoke-proof system in the station; L1, L2, L3 respectively represent the head fire, the middle fire of the train, and the tail fire, at this time the train is parked in the left line interval tunnel; R1, R2, R3 respectively represent the head fire, the middle fire of the train, and the tail fire, at this time the train is parked in the right line interval tunnel; G1 represents that when the fire occurs, the train is parked in the track area.

[0107] The control strategy of the smoke-proof system is as follows:

[0108] (1) Determine the fire location

[0109] At present, the subway train fire can be divided into two cases:

[0110] Case I: In this case, when the train catches fire, no matter where the fire is located, the train can drive to the front station.

[0111] Case II: In this case, when the train catches fire, due to train failure, it cannot continue to move forward and will be stranded in the interval tunnel, at this time personnel need to enter the station along the interval tunnel for evacuation, at this time the tunnel smoke exhaust fans on both sides start to perform longitudinal pull-type smoke exhaust, the personnel evacuation direction is opposite to the air supply direction, to avoid the influence of smoke exhaust on personnel escape, then the fire location can be divided into three types: head fire, middle fire of the train, and tail fire.

[0112] (2) Personnel evacuation and smoke exhaust strategy

[0113] If it is case I, at this time personnel evacuate to the outside through the platform layer and the station hall layer, at this time the train is parked in the track area of the station, the tunnel smoke exhaust fan and the track top heat exhaust fan in the track area start to exhaust smoke;

[0114] If it is case II, the personnel evacuation route and smoke exhaust strategy are related to the fire location:

[0115] Suppose the train is located in the left line and drives from left to right, at this time the head fire, the train is parked in the interval tunnel, personnel cannot cross the fire to continue to escape to the right, then the escape route is from right to left, at this time the left end tunnel smoke exhaust fan starts to supply air in forward rotation, and the right end tunnel smoke exhaust fan starts to exhaust smoke in reverse rotation;

[0116] If the rear of the train is on fire, assuming the train is traveling from left to right in the interval tunnel, the train is parked in the interval tunnel, and personnel cannot cross the fire to continue to escape to the left, the escape route is from left to right, at this time the tunnel smoke exhaust fan at the right end starts to blow, the left end tunnel smoke exhaust fan starts to exhaust smoke;

[0117] If the middle of the train is on fire, assuming the train is traveling from left to right, the personnel are divided into two parts to escape to the two stations, if the left personnel evacuate first, the tunnel smoke exhaust fan at the right end starts to blow, the left tunnel smoke exhaust fan starts to exhaust smoke; if the right personnel evacuate first, the tunnel smoke exhaust fan at the left end starts to blow, the right tunnel smoke exhaust fan starts to exhaust smoke.

[0118] (3) Control method of the smoke prevention system

[0119] If it is case I, the system does not need to start, otherwise it will block the tunnel smoke exhaust fan from exhausting smoke;

[0120] If it is case II, the control strategy of the system is related to the smoke exhaust strategy, the evacuation route and time of personnel:

[0121] Assuming that the train is located on the left line and traveling from left to right in the interval tunnel, a fire occurs at the train head, at this time the smoke prevention short wall and the smoke prevention long wall in the smoke prevention device at the right side of the interval tunnel (i.e. the left line left end of the right station) are all started, the smoke prevention short wall in the device at the left side (i.e. the left line right end of the left station) is not started, and the smoke prevention long wall is started (if the smoke prevention short wall is directly started, it will affect the personnel evacuation from the equipment corridor), after the personnel are completely evacuated, the smoke prevention short wall in the device at the left side is started, completely separating the track area from the interval tunnel.

[0122] If the rear of the train is on fire, assuming the train is located on the left line and traveling from left to right in the interval tunnel, at the time of the fire, the smoke prevention short wall and the smoke prevention long wall in the smoke prevention device at the left side (i.e. the left line right end of the left station) are all started, the smoke prevention long wall in the device at the right side is started, and the smoke prevention short wall is not started, after the personnel are completely evacuated, the smoke prevention short wall in the device at the right side is started, completely separating the track area from the interval tunnel.

[0123] If the middle of the train is on fire, assuming the train is traveling from left to right, the personnel are divided into two parts to evacuate to the two stations, at this time the evacuation time T 左 and T 右 of the personnel on the two sides need to be compared, where T 左 represents the time required for the left personnel to evacuate to the left station after a fire occurs in the middle of the train; T 右 represents the time required for the right personnel to evacuate to the right station after a fire occurs in the middle of the train, the evacuation time can be calculated according to the following formula:

[0124] ;

[0125] wherein Tstop represents the time for the train to stop completely in the tunnel after the fire, in seconds;

[0126] Tleft represents the time for the left side passengers to get off the train, in seconds;

[0127] Tright represents the time for the right side passengers to get off the train, in seconds;

[0128] Dleft represents the evacuation distance from the train stop position to the left side station, in meters;

[0129] Dright represents the evacuation distance from the train stop position to the right side station, in meters;

[0130] V represents the evacuation speed of the passengers, in meters per second, which is constant.

[0131] The meanings of the various parameters and the calculation methods are as follows:

[0132] 1. Train stop time

[0133] Tstop is the time from the occurrence of the fire to the complete stop of the train in the tunnel, including the fire detection time, system reaction time, and braking time. The formula is: wherein

[0134] Tdetect represents the fire detection time, in seconds, which is the time from the occurrence of the fire to the detection of the fire by the station FAS system;

[0135] wherein Tact represents the time required for the driver or control system to start braking after the system detects the fire, in seconds;

[0136] V represents the speed of the train at the time of the fire (meters per second), which is assumed to be constant;

[0137] a represents the deceleration of the train during braking (m / s 2 ), which is assumed to be constant, and it is assumed that the train is uniformly decelerated from the start of braking to the stop.

[0138] 2. Getting-off time Tleft and Tright represent the time for the left side and right side passengers to get off the train, respectively, in seconds.

[0139] ​The time to alight represents the time required for all passengers to alight through the doors, which is calculated based on the flow rate of the doors. The formula is: ; ; wherein represents the number of passengers alighting to the left side; represents the number of passengers alighting to the right side, in units of persons; N represents the total number of passengers on the train; represents the proportion of passengers alighting to the left side; represents the proportion of passengers alighting to the right side, ; represents the number of doors on the left side of the train that can be used for evacuation; represents the number of doors on the right side of the train that can be used for evacuation; R represents the flow rate of each door (persons / second), which represents the number of persons passing through one door per unit of time; represents the total capacity of the left side doors, represents the total capacity of the right side doors, in units of persons / second.

[0140] 3. Evacuation distance d left and d right

[0141] The evacuation distance is the distance from the alighting point at the train stop position to the station. It is assumed that:

[0142] Passengers alighting to the left side alight at the rear of the train; passengers alighting to the right side alight at the front of the train;

[0143] The time for personnel to evacuate on both the left and right sides should be based on the time when the last person has finished evacuating;

[0144] The left side station position is the coordinate origin (x = 0); the right side station position is x = D, which represents the distance between the two stations, in units of m;

[0145] When a fire occurs, the middle position of the train is x = S, which represents the distance from the left side station to the middle of the train, satisfying 0 < S < D;

[0146] The calculation of the train stop position depends on the braking distance, and since the train travels from left to right, the middle position of the train after braking is: ;

[0147] At this time, the evacuation distance formulas for personnel on the left and right sides are: ; . wherein, L train represents the length of the train, in units of m.

[0148] From the above, the times T 左 and T 右 for personnel to evacuate on both sides can be obtained, and if the personnel on the left side finish evacuating first, i.e., T 右 > T 左When a fire occurs on the train, if T=0, the smoke-proof walls of the smoke-proof devices on both the left and right sides will immediately activate; when T=T 左 At this time, the evacuation of personnel on the left side is completed, and the smoke-proof short wall in the smoke-proof device on the left side is activated first; when T=T 右 At this time, the smoke-proof short wall of the right-side device will restart, and the activation of both devices will be completed.

[0149] If the people on the right are evacuated first, that is, T 右 <T 左 When a fire occurs on the train, if T=0, the smoke-proof walls of the smoke-proof devices on both the left and right sides will immediately activate; when T=T 右 At this time, the evacuation of personnel on the right side is complete, and the smoke-proof short wall in the smoke-proof device on the right side is activated; when T=T 左 At this time, the smoke-proof short wall of the left device will be activated again, and the activation of both devices will be completed.

[0150] If the people on both sides are evacuated at the same time, that is, T 右 =T 左 When a fire occurs on the train, if T=0, the smoke-proof walls of the smoke-proof devices on both the left and right sides will immediately activate; when T=T 右 =T 左 Once the evacuation is complete, the smoke-proof short walls on the left and right sides can be activated simultaneously.

[0151] After personnel evacuation and smoke removal are completed, all activated devices will be vented, compressed, and recovered according to the device activation procedure.

[0152] Specifically, the control strategy implementation process is as follows:

[0153] First: Determining the location of the fire (linked to the subway FAS system).

[0154] Situation I: The train can proceed to the next station after a fire. Figure 4 (Marked G1), the device does not start.

[0155] Situation II: Train stranded in tunnel ( Figure 5 (Mark L1 to L3, R1 to R3), and start according to the following strategy:

[0156] Second: Examples of Implementation Methods

[0157] (1) If the fire is at the front of the car on the left lane (the same applies to the front of the car on the right lane):

[0158] Step 1: When a fire breaks out on the train, and it is determined to be a fire at the locomotive (L1), personnel should evacuate from right to left.

[0159] Step 2: When the fire occurs, the long smoke-proof wall of the right device B1 starts, and the short smoke-proof wall starts; the long smoke-proof wall of the left device A1 starts, and the short smoke-proof wall does not start;

[0160] Step 3: When the evacuation is completed, the short smoke-proof wall of the left device A1 starts, completely isolating the tunnel and the track area;

[0161] Step 4: When the smoke exhaust is completed, all devices exhaust and recover.

[0162] (2) If it is a left-line tail fire (the right-line tail fire is the same):

[0163] Step 1: When the train catches fire, and it is judged to be a tail fire L3, the personnel evacuate from left to right;

[0164] Step 2: When the fire occurs, the long smoke-proof wall of the left device A1 starts, and the short smoke-proof wall starts; only the long smoke-proof wall of the right device B1 starts;

[0165] Step 3: When the evacuation is completed, the short smoke-proof wall of the right device B1 starts, completely isolating the tunnel and the track area;

[0166] Step 4: When the smoke exhaust is completed, all devices exhaust and recover.

[0167] (3) If it is a left-line middle fire (the right-line middle fire is the same):

[0168] Step 1: When the train catches fire, and it is judged to be a middle fire L2, the personnel evacuate in two parts, the personnel on the left side of the middle fire evacuate to the left, and the personnel on the right side of the middle fire evacuate to the right, at this time, the evacuation time T 左 and T 右 of the two sides of personnel need to be calculated:

[0169] The relevant parameters are as follows: t d =30s, t r =5s, v t =20m / s, a=1m / s 2 , S=600m, D=1500m, =200m, N=500 people, f left =f right =0.5, D left =D right =4, R=1 person / s, v=1.2m / s, according to the formula, we can get: , , , , d right =600m;

[0170] then ; ;

[0171] then T 右 < T 左 , the right side personnel first evacuation complete, at this time the device control as follows:

[0172] Step 2: when the fire occurs, the smoke-proof long wall of the right device B1 starts; the smoke-proof long wall of the left device A1 starts;

[0173] Step 3: when T=T 左 , the smoke-proof short wall of the left device A1 starts; when T=T 右 , the smoke-proof short wall of the right device B1 starts, completely isolating the tunnel from the track area;

[0174] Step 4: after the smoke exhaust is completed, all devices exhaust and recover.

[0175] Third: system start-stop process

[0176] 1. When the smoke-proof system is not running, as shown in the figure, the smoke-proof short wall and the smoke-proof long wall are attached to the smoke-proof wall control device, are parallel to the wall, and meet the clearance requirements for normal train operation. Figure 3

[0177] 2. When the system is running, the control module receives a start signal, the servo motor starts running, and the motor transmission gear starts rotating. The short transmission rack connected with the motor transmission gear starts moving straight forward, and the long transmission rack is translated under the drive of the transmission connecting rod. The device transmission gear is rotated through the front end of the gear slot drive device, and the device transmission gear is a half-tooth structure and is an integrated fixed structure with the smoke-proof wall linkage shaft, which is fixed on the metal base through the fixed hole. When the device transmission gear rotates, the smoke-proof wall linkage shaft rotates, driving the smoke-proof short wall and the smoke-proof long wall to rotate. When the device is completely started, the smoke-proof short wall and the smoke-proof long wall are fully deployed, and the smoke-proof system is completely started to achieve the smoke-proof effect.

[0178] 3. After the personnel evacuation is completed and the smoke exhaust is completed, the control module receives a closing signal, the servo motor starts running, and the motor transmission gear reverses. Under the action of the motor transmission gear, the transmission connecting rod, and the connected rack, the smoke-proof short wall and the smoke-proof long wall rotate. When the rotation angle reaches 90°, it is parallel to the wall surface, and at this time the smoke-proof system is closed.

[0179] ​It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can still be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present application.

Claims

1. A control method of a subway section tunnel smoke prevention system, characterized by, Applied to a smoke prevention system, comprising: S1: Real-time monitoring of fire occurrence in the subway inter-tunnel through the subway fire alarm system, obtaining fire occurrence position information; S2: Based on the obtained fire occurrence position information, analyzing the train operation state, and determining whether the train has the condition to continue driving to the front station; S3: When the judgment result shows that the train cannot continue to drive to the front station, according to the fire occurrence position information, combined with the train running direction, the best evacuation direction of the personnel is determined; S4: According to the determined best evacuation direction, a smoke prevention wall control instruction is generated to control the smoke prevention wall control device at the corresponding position to start running according to the preset time sequence; S5: Real-time collection of personnel position information through the personnel monitoring equipment arranged in the tunnel, and sending a control signal to make all smoke prevention walls fully expand to form a smoke isolation barrier when it is confirmed that all personnel have completed evacuation; Wherein, S3 includes: When the fire is monitored to occur at the train head position, the system automatically determines that the personnel should evacuate in the opposite direction of the train operation; When the fire is monitored to occur at the train tail position, the system automatically determines that the personnel should evacuate in the direction of the train operation; When the fire is monitored to occur at the train middle position, the system automatically determines that the personnel should evacuate in the direction and opposite direction of the train operation at the same time; S4 includes: When the fire occurs at the train head position, the system sends a start instruction to the smoke prevention wall control device of the station on the non-evacuation side to make the smoke prevention long wall and the smoke prevention short wall on the non-evacuation side expand at the same time; At the same time, send a start instruction to the smoke prevention wall control device of the station on the evacuation side to make the smoke prevention long wall on the evacuation side expand, and start the tunnel smoke exhaust fan on the evacuation side, forward air supply, and start the tunnel smoke exhaust fan on the non-evacuation side, reverse smoke exhaust; The system continuously monitors the evacuation progress of the personnel, and sends an instruction to the station on the evacuation side to start the smoke prevention short wall on the evacuation side when it is confirmed through the personnel monitoring equipment that all personnel have completed evacuation; The smoke prevention system comprises: A smoke prevention wall control device (1) arranged on the side wall at the connection between the track area and the inter-tunnel at both ends of the station; A smoke prevention short wall (2) connected with the smoke prevention wall control device (1); A smoke prevention long wall (3) connected with the smoke prevention wall control device (1); A track overhead catenary (4) arranged above the track; A control module (5) electrically connected with the smoke prevention wall control device (1); A metal skeleton (6) arranged inside the smoke prevention short wall (2) and the smoke prevention long wall (3); Wherein, the smoke prevention wall control device (1) comprises a servo motor (1-1), a metal base (1-2), a short transmission rack (1-3), a motor transmission gear (1-4), a transmission connecting rod (1-5), a long transmission rack (1-6), a fixed hole (1-7), a device transmission gear (1-8), and a smoke prevention wall linkage shaft (1-9). The servo motor (1-1) is fixed on the metal base (1-2), the motor transmission gear (1-4) is connected with the output shaft of the servo motor (1-1), the short transmission rack (1-3) is engaged with the motor transmission gear (1-4), the transmission connecting rod (1-5) connects the short transmission rack (1-3) and the long transmission rack (1-6), the long transmission rack (1-6) is engaged with the device transmission gear (1-8), the device transmission gear (1-8) is fixedly connected with the smoke-proof wall connecting shaft (1-9), the smoke-proof wall connecting shaft (1-9) passes through the fixed hole (1-7) and is connected with the smoke-proof short wall (2) and the smoke-proof long wall (3) respectively.

2. The control method of a subway section tunnel smoke prevention system according to claim 1, wherein S4 comprises: When the fire occurs at the tail position of the train, the system sends a starting instruction to the smoke-proof wall control device of the non-evacuation direction side station, so that the smoke-proof long wall and the smoke-proof short wall on the non-evacuation direction side are expanded at the same time; At the same time, send a starting instruction to the smoke-proof wall control device of the evacuation direction side station, so that the smoke-proof long wall on the evacuation direction side is expanded; The system continuously monitors the evacuation progress of the personnel, and sends an instruction to the evacuation direction side station when it is confirmed through the personnel monitoring equipment that all personnel have completed the evacuation, and starts the smoke-proof short wall on the evacuation direction side.

3. The control method of a subway section tunnel smoke prevention system according to claim 1, wherein When the fire occurs in the middle of the train, the control method further comprises: Respectively calculate the expected evacuation time required by the personnel evacuating in the direction of train operation and in the opposite direction; Compare the expected evacuation time required in the direction of train operation and in the opposite direction to determine the starting order of the smoke-proof short wall; Send an instruction to the smoke-proof wall control device of the direction with shorter expected evacuation time to start the smoke-proof short wall on the direction with shorter expected evacuation time; After confirming through the personnel monitoring equipment that all personnel on the direction with shorter expected evacuation time have completed the evacuation, send an instruction to the smoke-proof wall control device of the direction with longer expected evacuation time to start the smoke-proof short wall on the direction with longer expected evacuation time.

4. The control method of a subway section tunnel smoke prevention system according to claim 1, wherein The smoke-proof short wall (2) and the smoke-proof long wall (3) are made of flexible fireproof material, and the metal skeleton (6) is arranged inside, the metal skeleton (6) is in a grid structure, the flexible fireproof material is wrapped on the outer surface of the metal skeleton (6), and a reinforcing connection structure is arranged at the grid node of the metal skeleton (6), and a sealing strip is arranged at the edge part of the smoke-proof short wall (2) and the smoke-proof long wall (3).

5. The control method of a subway section tunnel smoke prevention system according to claim 1, wherein, The top of the smoke-proof long wall (3) is provided with a recess structure, the shape of the recess structure is matched with the external contour of the overhead contact line (4), the depth of the recess structure is greater than the protruding height of the overhead contact line (4), the smoke-proof long wall (3) has a gap with the overhead contact line (4) in the expanded state, and the inner surface of the recess structure is provided with a high-temperature-resistant insulation layer.

6. The control method of a subway section tunnel smoke prevention system according to claim 1, wherein The control module (5) is arranged on the wall of the station corridor side, connected with the servo motor (1-1) through a cable, and is provided with a communication interface connected with the subway fire alarm system; the control module (5) is internally provided with a signal processing unit and a motor driving unit; the signal processing unit is connected with the communication interface; and the motor driving unit is connected with the servo motor (1-1).

7. The control method of a subway section tunnel smoke prevention system according to claim 1, wherein The device transmission gear (1-8) is a half gear structure, the tooth part arc length of which corresponds to a central angle less than 180°, the device transmission gear (1-8) and the smoke-proof wall linkage shaft (1-9) are manufactured in an integral molding mode, the two ends of the smoke-proof wall linkage shaft (1-9) are fixedly connected with the smoke-proof short wall (2) and the smoke-proof long wall (3) respectively, bearings are arranged between the smoke-proof wall linkage shaft (1-9) and the fixed hole (1-7), and the tooth shape of the device transmission gear (1-8) is a involute tooth shape.

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