Subway train platform and smoke exhaust method thereof

Abstract

The embodiment of the present application provides a subway train platform and a smoke exhaust method thereof. The embodiment of the present application exhausts smoke from the platform public area through a tunnel fan, and there is no need to add a smoke exhaust fan specifically for smoke exhaust. Since the smoke exhaust duct is located at the top of the track area of ​​the tunnel and selectively connects the platform public area and the inner cavity of the first wind chamber, when a fire occurs in the platform public area, the platform public area, the inner cavity of the smoke exhaust duct and the inner cavity of the first wind chamber are connected, and the inner cavity of the first wind chamber is cut off from the track area. The smoke in the platform public area is drawn away by the first fan through the smoke exhaust duct and the first wind chamber to achieve smoke exhaust. The smoke in the platform public area does not need to pass through the shielding door, so the shielding door does not need to be opened, avoiding the risk of evacuated personnel falling into the track area. The smoke exhaust duct is located at the top of the track area, does not need to occupy the space of the platform public area, does not increase the height of the platform layer due to the arrangement of the smoke exhaust duct, and does not increase the scale of civil engineering and the difficulty of arranging the comprehensive pipeline.

Description

Technical Field

[0001] The present application relates to the field of ventilation and smoke exhaust, and in particular to a subway train platform and a smoke exhaust method thereof. Background Art

[0002] According to Article 28.4.10 of the "Metro Design Code" GB50157-2013 and Article 8.1.3 of the "Metro Design Fire Protection Standard" GB51298-2018, when a fire occurs in the public area of ​​the station platform, the stairs and escalator entrances from the station hall to the platform must have a downward airflow velocity of not less than 1.5m / s, and smoke cannot enter the underground area. The most commonly used method is to open the shield doors at both ends of the platform public area and use tunnel fans to coordinate smoke exhaust in the platform public area, but there is a risk of evacuated personnel falling into the track area. In this regard, the current treatment method of not opening the shield doors has the following defects: the layout of the smoke exhaust duct causes the platform layer to be relatively high, increases the scale of civil engineering, and increases the difficulty of the comprehensive layout of pipelines; or, affects the sense of space and permeability of the platform public area, reduces the waiting experience of passengers, and affects the efficiency of personnel evacuation; or, affects the laying of comprehensive pipelines at the end of the platform public area, and affects the layout of equipment rooms at both ends of the platform public area. Summary of the invention

[0003] In view of this, the embodiments of the present application hope to provide a subway train platform and a smoke exhaust method thereof, so that the subway train platform can achieve smoke exhaust in the public area of ​​the platform without opening the platform shielding doors at both ends of the platform public area, and will not cause the problem of large platform floor heights.

[0004] To achieve the above-mentioned object, a first aspect of an embodiment of the present application provides a subway train platform, including a platform public area, a tunnel, a smoke exhaust duct, a first switching unit, a first air chamber, and a first fan;

[0005] The tunnel is located at least on one side of the platform public area, and the track area of ​​each side of the tunnel is provided with the smoke exhaust duct and the first switching unit, and the smoke exhaust duct is located at the top of the track area;

[0006] The inner cavity of the smoke exhaust duct on each side is selectively connected to the inner cavity of the first air chamber and the platform public area through the corresponding first switching unit, and the track area on each side is selectively connected to the inner cavity of the first air chamber through the corresponding first switching unit, and the inner cavity of the first air chamber is connected to the first fan.

[0007] In one embodiment, the first switching unit includes:

[0008] a first on-off device and / or a second on-off device, wherein the first on-off device is located between the inner cavity of the smoke exhaust duct and the platform common area to selectively connect the inner cavity of the smoke exhaust duct and the platform common area, and the second on-off device is located between the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber to selectively connect the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber; and

[0009] The third on-off device is located between the inner cavity of the first air chamber and the track area to selectively connect the inner cavity of the first air chamber and the track area.

[0010] In one embodiment, the first on-off device is a first air valve located on a side of the smoke exhaust duct facing the platform public area, and the first air valve is arranged on an air duct wall of the smoke exhaust duct.

[0011] In one embodiment, the second on-off device is a second air valve located at the top of the smoke exhaust air duct, and the second air valve is arranged on the air duct wall of the smoke exhaust air duct.

[0012] In one embodiment, the third on-off device is a third air valve located at the top of the track area, and the third air valve is arranged on the tunnel wall of the tunnel.

[0013] In one embodiment, the subway train platform further includes a heat exhaust duct, a second switching unit, a second air chamber, and a second fan;

[0014] The track area on each side is provided with the heat exhaust duct and the second switching unit, the heat exhaust duct is located at the top of the track area, the inner cavity of the heat exhaust duct on each side is selectively connected to the inner cavity of the second air chamber through the second switching unit, and the inner cavity of the second air chamber is connected to the second fan;

[0015] The track area on each side is communicated with the corresponding heat exhaust air duct.

[0016] In one embodiment, the subway train platform further includes an equipment room, wherein the equipment room is located at both ends of the platform public area along the extension direction of the track area, and the second air chamber is a mezzanine formed on the top of the equipment room.

[0017] In one embodiment, the smoke exhaust duct, the second air chamber, the first switching unit and the second switching unit are provided at both ends of the platform public area along the extension direction of the track area;

[0018] The heat exhaust duct extends from one end of the platform common area along the extending direction of the track area to the other end of the platform common area along the extending direction of the track area;

[0019] The inner cavity of the second air chamber at each end is selectively connected to the inner cavity of the heat exhaust air duct on each side through the corresponding second switching unit, and the inner cavity of the smoke exhaust air duct at each end is selectively connected to the inner cavity of the platform public area and the first air chamber respectively through the corresponding first switching unit.

[0020] In one embodiment, the second switching unit includes:

[0021] a connecting pipe connected to the second air chamber and the smoke exhaust duct respectively; and

[0022] The fourth air valve is located at one end of the connecting pipe, the fourth air valve is connected to the connecting pipe, and the fourth air valve selectively connects the inner cavity of the second air chamber and the inner cavity of the heat exhaust air duct.

[0023] A second aspect of an embodiment of the present application provides a smoke exhaust method for a subway train platform, which is applied to any of the above-mentioned subway train platforms, comprising:

[0024] When a fire occurs in the platform public area, the platform public area, the inner cavity of the smoke exhaust duct and the inner cavity of the first wind chamber are connected through the first switching unit, and the inner cavity of the first wind chamber is cut off from the track area through the first switching unit; the first fan is started to exhaust smoke from the platform public area.

[0025] A third aspect of the embodiments of the present application provides a smoke exhaust method for a subway train platform, which is applied to any of the above corresponding subway train platforms, including:

[0026] When a fire occurs in the platform public area, the platform public area, the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber are connected through the first switching unit, the inner cavity of the first air chamber is cut off from the track area through the first switching unit, and the inner cavity of the second air chamber is cut off from the heat exhaust duct through the second switching unit; the second fan is turned off and the first fan is started to exhaust smoke from the platform public area;

[0027] When no fire occurs in the platform public area, the platform public area is cut off from the inner cavity of the first wind chamber through the first switching unit, the inner cavity of the first wind chamber and the track area are connected through the first switching unit, and the inner cavity of the second wind chamber is connected to the heat exhaust air duct through the second switching unit; the first fan is turned off and the second fan is started to exhaust heat from the track area.

[0028] In the subway train platform of the embodiment of the present application, the inner cavity of the first air chamber is selectively connected to the track area of ​​the tunnel, and the first air chamber is connected to the first fan, which means that the first fan in the embodiment of the present application is a tunnel fan. In the embodiment of the present application, smoke is exhausted from the platform public area by the tunnel fan, and there is no need to add a smoke exhaust fan specifically for smoke exhaust. Since the smoke exhaust duct is located at the top of the track area of ​​the tunnel, and the smoke exhaust duct selectively connects the platform public area and the inner cavity of the first air chamber through the first switching unit, when a fire occurs in the platform public area, the platform public area, the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber are connected through the first switching unit, the inner cavity of the first air chamber and the track area are cut off through the first switching unit, and the first fan is started, and the smoke in the platform public area is drawn away by the first fan through the smoke exhaust duct and the first air chamber, thereby achieving smoke exhaust. The smoke in the platform public area does not need to pass through the shielding door, so the shielding doors at both ends of the platform public area do not need to be opened, avoiding the risk of evacuated personnel falling into the track area. The smoke exhaust duct is located at the top of the track area. The arrangement of the smoke exhaust duct does not need to occupy the space of the public area of ​​the platform, so the height of the platform will not be increased due to the arrangement of the smoke exhaust duct. Therefore, the scale of civil engineering and the difficulty of the comprehensive layout of pipelines will not be increased. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 A plan view of the structure of a subway train platform according to an embodiment of the present application;

[0030] Figure 2 for Figure 1 A cross-sectional view at position AA in the middle, in which only the smoke exhaust duct, the heat exhaust duct, the first switching unit and the second switching unit are shown;

[0031] Figure 3 for Figure 1 A subway train platform plan on an upper level of the subway train platform plan shown;

[0032] Figure 4 for Figure 1 Cross-sectional view at the middle position BB;

[0033] Figure 5 for Figure 1 Cross-sectional view at the middle position CC;

[0034] Figure 6 for Figure 1 Cross-sectional view at position DD.

[0035] Description of reference numerals:

[0036] Platform public area 1; tunnel 2; smoke exhaust duct 3;

[0037] A first switching unit 4; a first on-off device 41; a second on-off device 42; a third on-off device 43;

[0038] The first air chamber 5; the first fan 6; the heat exhaust duct 7;

[0039] The second switching unit 8; the connecting pipe 81; the fourth air valve 82;

[0040] The second wind chamber 9; the equipment room 10; the first wind hole 11; the second wind hole 12; the shielding door 13. DETAILED DESCRIPTION

[0041] It should be noted that, in the absence of conflict, the embodiments and technical features in the embodiments of the present application can be combined with each other, and the detailed description in the specific implementation method should be understood as an explanation of the purpose of the present application and should not be regarded as an improper limitation on the present application.

[0042] In the description of this application, "upper", "lower", "top", "bottom", orientation or position relationship is based on the attached Figure 2 and attached Figure 4 Regarding the orientation or positional relationship shown, it should be understood that these orientation terms are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0043] In the description of the present application, the track area of ​​the tunnel refers to the inner cavity of the tunnel, which is often referred to as the track area in the art.

[0044] As part of the creative concept of the invention of this application, before describing the embodiments of this application, it is necessary to analyze the causes of the defects of subway train platform smoke exhaust in the prior art and derive the technical solution of the embodiments of this application through reasonable analysis.

[0045] In the prior art, the shield doors at both ends of the platform public area are usually opened, and the tunnel fans are used to exhaust smoke from the platform public area, but there is a risk of evacuated personnel falling into the track area. There are currently three ways to exhaust smoke from the public area without opening the shield doors: the first approach is to use a smoke exhaust fan with a large air volume, and exhaust smoke by arranging a smoke exhaust duct in the platform public area. The cross-sectional area of ​​the smoke exhaust duct is usually relatively large, requiring a larger platform floor height, increasing the scale of civil engineering, and also increasing the difficulty of the overall layout of the pipeline; the second approach is to set the platform floor escalator entrance to a form similar to a closed stairwell. This method seriously affects the sense of space and permeability of the platform public area, reduces the passenger waiting experience, and also affects the efficiency of personnel evacuation; the third approach is to add independent heat exhaust air chambers at both ends of the platform floor public area, and exhaust smoke by connecting the smoke exhaust duct from the side wall of the air chamber. Usually, equipment areas are formed in the equipment rooms at both ends of the platform public area for storing equipment. Since the pipeline layout at the connection between the platform public area and the equipment area is very complicated, adding independent heat exhaust air chambers at both ends of the platform public area will affect the comprehensive pipeline laying at the end of the platform public area, and will also affect the layout and functional use of the equipment rooms at both ends of the platform public area.

[0046] In view of this, in order to realize smoke exhaust in the public area 1 of the subway train platform without opening the screen doors 13 at both ends of the platform public area 1, and not causing the problem of a large platform floor height, the embodiment of the present application provides a subway train platform, please refer to Figure 1-Figure 6 , including a platform public area 1, a tunnel 2, a smoke exhaust duct 3, a first switching unit 4, a first air chamber 5 and a first fan 6. The tunnel 2 is located on at least one side of the platform public area 1, and the track area of ​​each side of the tunnel 2 is provided with a smoke exhaust duct 3 and a first switching unit 4, and the smoke exhaust duct 3 is located at the top of the track area; the inner cavity of the smoke exhaust duct 3 on each side is selectively connected with the inner cavity of the first air chamber 5 and the platform public area 1 through the corresponding first switching unit 4, and the track area on each side is selectively connected with the inner cavity of the first air chamber 5 through the corresponding first switching unit 4, and the inner cavity of the first air chamber 5 is connected to the first fan 6.

[0047] Since the first air chamber 5 is selectively connected to the track area of ​​the tunnel 2, the first air chamber 5 is connected to the first fan 6, which means that the first fan 6 in the embodiment of the present application is a tunnel fan. The embodiment of the present application exhausts smoke from the platform public area 1 through a tunnel fan, and there is no need to add a smoke exhaust fan specifically for smoke exhaust. Since the smoke exhaust duct 3 is located at the top of the track area of ​​the tunnel 2, and the smoke exhaust duct 3 selectively connects the platform public area 1 and the inner cavity of the first air chamber 5 through the first switching unit 4, when a fire occurs in the platform public area 1, the platform public area 1, the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5 are connected through the first switching unit 4, the inner cavity of the first air chamber 5 is cut off from the track area through the first switching unit 4, and the first fan 6 is started, and the smoke in the platform public area 1 is drawn away by the first fan 6 through the smoke exhaust duct 3 and the first air chamber 5, thereby achieving smoke exhaust. The smoke in the platform public area 1 does not need to pass through the shield door 13, so the shield doors 13 at both ends of the platform public area 1 do not need to be opened, avoiding the risk of evacuated personnel falling into the track area. The smoke exhaust duct 3 is located at the top of the track area, and the arrangement of the smoke exhaust duct 3 does not need to occupy the space of the platform public area 1, so the height of the platform layer will not be increased due to the arrangement of the smoke exhaust duct 3, therefore, the scale of civil engineering and the difficulty of the comprehensive arrangement of pipelines will not be increased, and the space utilization rate of the platform public area 1 is improved.

[0048] In the subway train platform of the embodiment of the present application, smoke in the platform public area 1 is extracted by the first fan 6 through the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5, thereby achieving smoke exhaust in the platform public area 1. It is not necessary to set the platform escalator entrance in a form similar to a closed stairwell in order to exhaust smoke in the platform public area 1, so that the waiting experience of passengers will not be reduced, and the evacuation efficiency of personnel will not be affected.

[0049] In one embodiment, please refer to Figure 1 , Figure 2 , Figure 3 as well as Figure 6 , the first switching unit 4 includes a first on-off device 41, a second on-off device 42 and a third on-off device 43. The first on-off device 41 is located between the inner cavity of the smoke exhaust duct 3 and the platform public area 1 to selectively connect the inner cavity of the smoke exhaust duct 3 and the platform public area 1. The second on-off device 42 is located between the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5 to selectively connect the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5. The third on-off device 43 is located between the inner cavity of the first air chamber 5 and the track area to selectively connect the inner cavity of the first air chamber 5 and the track area. In such a structural form, the connection and cutoff of the corresponding cavities are respectively controlled by the first on-off device 41, the second on-off device 42 and the third on-off device 43.

[0050] Specifically, when a fire occurs in the platform public area 1, the first on-off device 41 is opened to connect the inner cavity of the smoke exhaust duct 3 with the platform public area 1, the second on-off device 42 is opened to connect the inner cavity of the smoke exhaust duct 3 with the inner cavity of the first air chamber 5, the third on-off device 43 is closed to cut off the inner cavity of the first air chamber 5 from the track area, and the first fan 6 is started to exhaust smoke from the platform public area 1.

[0051] When there is no fire in the platform public area 1, the first on-off device 41 is closed to cut off the inner cavity of the smoke exhaust duct 3 from the platform public area 1, and the second on-off device 42 is closed to cut off the inner cavity of the smoke exhaust duct 3 from the inner cavity of the first wind chamber 5. In this way, the airflow in the platform public area 1 will not flow to the inner cavity of the first wind chamber 5, thereby preventing the airflow in the platform public area 1 from interfering with the normal work in the state without fire, and the platform public area 1 is completely isolated from the entire smoke exhaust channel; the third on-off device 43 is opened to connect the inner cavity of the first wind chamber 5 with the track area, so that the first fan 6 can play the normal function of the tunnel fan when there is no fire in the platform public area 1, and ventilate the track area. Of course, the first fan 6 can also be closed according to the actual situation.

[0052] In one embodiment, please refer to Figure 1 , Figure 2 and Figure 3 A first air hole 11 is formed on the air duct wall of the smoke exhaust air duct 3 , and the first air hole 11 is located at the top of the inner cavity of the smoke exhaust air duct 3 . The second on-off device 42 covers the first air hole 11 .

[0053] In one embodiment, please refer to Figure 1 and Figure 3 A second air hole 12 is formed on the tunnel wall of the tunnel 2 , and the second air hole 12 is located at the top of the track area of ​​the tunnel 2 . The third on-off device 43 covers the second air hole 12 .

[0054] In one embodiment, the first on-off device 41 may not be provided, the inner cavity of the smoke exhaust duct 3 is connected to the platform public area 1, and the second on-off device 42 and the third on-off device 43 are used to control the connection and cutoff states of the remaining cavities.

[0055] Specifically, when a fire occurs in the platform public area 1, the second on-off device 42 is opened to connect the inner cavity of the smoke exhaust duct 3 with the inner cavity of the first wind chamber 5, and the third on-off device 43 is closed to cut off the inner cavity of the first wind chamber 5 from the track area. Since the first on-off device 41 is not set, the inner cavity of the smoke exhaust duct 3 and the platform public area 1 are always in a connected state, and the platform public area 1 is exhausted under the suction action of the first fan 6.

[0056] When there is no fire in the platform public area 1, the second on-off device 42 is closed to cut off the inner cavity of the smoke exhaust duct 3 from the first air chamber 5, and the third on-off device 43 is opened to connect the inner cavity of the first air chamber 5 with the track area. Although the inner cavity of the smoke exhaust duct 3 and the inner cavity of the platform public are always in a connected state due to the absence of the first on-off device 41, the inner cavity of the smoke exhaust duct 3 is not connected with the inner cavity of the first air chamber 5. Even if part of the airflow in the platform public area 1 enters the inner cavity of the smoke exhaust duct 3, it will remain in the inner cavity of the smoke exhaust duct 3 and will not flow to the inner cavity of the first air chamber 5, thereby avoiding the airflow in the platform public area 1 from interfering with normal work when there is no fire.

[0057] In one embodiment, the second on-off device 42 may not be provided, the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5 are always in a connected state, and the first on-off device 41 and the third on-off device 43 are used to control the connection and cutoff states of the remaining cavities.

[0058] Specifically, when a fire occurs in the platform public area 1, the first on-off device 41 is opened to connect the inner cavity of the smoke exhaust duct 3 with the platform public area 1, and the third on-off device 43 is closed to cut off the inner cavity of the first wind chamber 5 from the track area. Since the second on-off device 42 is not provided, the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first wind chamber 5 are always in a connected state, and the platform public area 1 is exhausted under the suction action of the first fan 6.

[0059] When there is no fire in the platform public area 1, the first on-off device 41 is closed to cut off the inner cavity of the smoke exhaust duct 3 from the platform public area 1, and the third on-off device 43 is opened to connect the inner cavity of the first air chamber 5 with the track area. Although the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5 are always connected due to the absence of the second on-off device 42, the inner cavity of the smoke exhaust duct 3 is not connected with the platform public area 1, and the airflow of the platform public area 1 cannot flow to the inner cavity of the first air chamber 5 through the inner cavity of the smoke exhaust duct 3, thereby avoiding the airflow of the platform public area 1 from interfering with the normal work when there is no fire.

[0060] In one embodiment, the first on-off device 41 is a first air valve, which is located on the side of the smoke exhaust duct 3 facing the platform public area 1, and is arranged on the duct wall of the smoke exhaust duct 3. In this way, the first air valve can be used to control the connection or cutoff between the inner cavity of the smoke exhaust duct 3 and the platform public area 1. The first air valve is directly installed on the duct wall, and other installation components supporting the first air valve are not required, which can save the space occupied by the first on-off device 41 as a whole to a certain extent.

[0061] It can be understood that the smoke exhaust duct 3 is located at the top of the track area, and the duct wall of the smoke exhaust duct 3 is located higher than the shielding door 13. The first on-off device 41 is located above the shielding door 13.

[0062] In one embodiment, the first air valve may be an electric air valve.

[0063] In one embodiment, the second on-off device 42 is a second air valve, which is located at the top of the smoke exhaust duct 3 and is arranged on the duct wall of the smoke exhaust duct 3. In this way, the second air valve can be used to control the connection or cutoff of the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5. The second air valve is directly installed on the duct wall, and no other installation components supporting the second air valve are required, which can save the space occupied by the second on-off device 42 as a whole to a certain extent.

[0064] In one embodiment, the third on-off device 43 is a third air valve, which is located at the top of the track area and is arranged on the tunnel wall of the tunnel 2. In this way, the connection and cutoff between the inner cavity of the first air chamber 5 and the track area can be controlled by the third air valve. The third air valve is directly installed on the tunnel wall, and other installation components supporting the third air valve are not required, which can save the space occupied by the third on-off device 43 as a whole to a certain extent.

[0065] In one embodiment, please refer to Figure 1-Figure 6 The subway train platform also includes a heat exhaust duct 7, a second switching unit 8, a second air chamber 9 and a second fan. Each side of the track area is provided with a heat exhaust duct 7 and a second switching unit 8. The heat exhaust duct 7 is located at the top of the track area. The inner cavity of the heat exhaust duct 7 on each side is selectively connected to the inner cavity of the second air chamber 9 through the second switching unit 8. The inner cavity of the second air chamber 9 is connected to the second fan. Each side of the track area is connected to the corresponding heat exhaust duct 7. With such a structural form, the inner cavity of the first air chamber 5 can also be used to exhaust heat from the track area. Smoke is not exhausted when heat is exhausted, and heat is not exhausted when smoke is exhausted. Heat exhaust and smoke exhaust do not interfere with each other.

[0066] Specifically, when there is no fire in the platform public area 1, the inner cavity of the heat exhaust air duct 7 is connected with the inner cavity of the second air chamber 9 through the second switching unit 8, and the inner cavity of the first air chamber 5 is connected with the track area through the first switching unit 4, and the second fan is started. Under the suction action of the second fan, the external air flows through the inner cavity of the first air chamber 5 into the track area, and enters the heat exhaust air duct 7 through the track area, and enters the second air chamber 9 through the heat exhaust air duct 7. The second fan extracts the airflow from the second air chamber 9, thereby dissipating heat from the track area.

[0067] When a fire occurs in the platform public area 1, since the inner cavity of the first air chamber 5 and the track area are cut off by the first switching unit 4, even if the second fan is started to suck the airflow in the track area, it will not affect the airflow in the inner cavity of the first air chamber 5, and will not affect the smoke exhaust of the platform public area 1 by the first fan 6. Therefore, when a fire occurs in the platform public area 1, the inner cavity of the heat exhaust duct 7 and the inner cavity of the second air chamber 9 can be cut off by the second switching unit 8, and the second fan can be turned off, which is usually adopted; the inner cavity of the heat exhaust duct 7 and the inner cavity of the second air chamber 9 can also be connected by the second switching unit 8, and the second fan can be started.

[0068] In one embodiment, please refer to Figure 1 and Figure 4 The subway train platform also includes an equipment room 10, which is located at both ends of the platform public area 1 along the extension direction of the track area, and the second wind chamber 9 is a mezzanine formed on the top of the equipment room 10. Usually, the equipment room 10 is set at both ends of the platform public area 1, and the second wind chamber 9 is a mezzanine formed on the top of the equipment room 10. In this way, there is no need to set up independent wind chambers for heat exhaust at both ends of the platform public area 1, which has little impact on the layout and use function of the equipment room 10 at both ends of the platform public area 1, and has little impact on the laying of integrated pipelines at both ends of the platform public area 1, saving civil engineering scale and improving the flexibility and utilization rate of equipment room layout.

[0069] In one embodiment, both ends of the platform public area 1 along the extension direction of the track area are provided with a smoke exhaust duct 3, a second air chamber 9, a first switching unit 4, and a second switching unit 8. The heat exhaust duct 7 extends from one end of the platform public area 1 along the extension direction of the track area to the other end of the platform public area 1 along the extension direction of the track area. The inner cavity of the second air chamber 9 at each end is selectively connected with the inner cavity of the heat exhaust duct 7 on each side through the corresponding second switching unit 8, and the inner cavity of the smoke exhaust duct 3 at each end is selectively connected with the inner cavity of the platform public area 1 and the first air chamber 5 through the corresponding first switching unit 4. In this way, when a fire occurs in the platform public area 1, under the suction action of the first fan 6, the smoke in the platform public area 1 is concentrated to the smoke exhaust duct 3 at both ends of the platform public area 1, which can effectively control the smoke in the waiting area, avoid the reduction of visibility or the occurrence of secondary disasters caused by the diffusion of smoke, and facilitate safe evacuation. When there is no fire in the platform public area 1, the second air chambers 9 at both ends can dissipate heat to the track area through the heat exhaust duct 7.

[0070] In one embodiment, please refer to Figure 1 and Figure 4The second switching unit 8 includes a connecting pipe 81 and a fourth air valve 82. The connecting pipe 81 is connected to the second air chamber 9 and the smoke exhaust duct 3 respectively. The fourth air valve 82 is located at one end of the connecting pipe 81, and the fourth air valve 82 is connected to the connecting pipe 81. The fourth air valve 82 selectively connects the inner cavity of the second air chamber 9 and the inner cavity of the heat exhaust duct 7. When it is necessary to take into account the heat exhaust of the heat exhaust duct 7 on both sides, there will be a certain distance between the heat exhaust duct 7 and the second air chamber 9. The heat exhaust duct 7 and the second air chamber 9 are connected by the connecting pipe 81, and the fourth air valve 82 is used to control the connection or cutoff of the inner cavity of the second air chamber 9 and the inner cavity of the heat exhaust duct 7.

[0071] In one embodiment, please refer to Figure 1 and Figure 4 The fourth air valve 82 can be set at one end of the connecting pipe 81 facing the second air chamber 9.

[0072] In one embodiment, the fourth air valve 82 may also be disposed at one end of the connecting pipe 81 facing the smoke exhaust duct 3 .

[0073] In one embodiment, the connecting pipe 81 may be a metal pipe.

[0074] In one embodiment, the connecting pipe 81 may be a concrete pipe.

[0075] In one embodiment, the fourth air valve 82 may be an electric air valve.

[0076] The embodiment of the present application provides a smoke exhaust method for a subway train platform, which is applied to any of the above-mentioned subway train platforms, including: when a fire occurs in the platform public area 1, the platform public area 1, the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5 are connected through the first switching unit 4, and the inner cavity of the first air chamber 5 is cut off from the track area through the first switching unit 4; the first fan 6 is started to exhaust smoke from the platform public area 1. In this way, when a fire occurs in the platform public area 1, the smoke in the platform public area 1 is drawn away by the first fan 6 through the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5, thereby achieving smoke exhaust from the platform public area 1.

[0077] It is understandable that when a fire occurs in the platform public area 1, since the first switching unit 4 cuts off the inner cavity of the first air chamber 5 and the track area, the airflow in the track area will not enter the inner cavity of the first air chamber 5. Even if the corresponding subway train platform includes the heat exhaust duct 7, the second switching unit 8, the second air chamber 9 and the second fan, the working state of the second fan and the connection state between the inner cavity of the heat exhaust duct 7 and the inner cavity of the second air chamber 9 will not affect the first fan 6 to suck the smoke from the platform public area 1. Therefore, when the first fan 6 is started to suck the smoke from the platform public area 1, the second fan can be started, and the inner cavity of the heat exhaust duct 7 and the inner cavity of the second air chamber 9 are connected through the second switching unit 8. When the first fan 6 is started to suck the smoke from the platform public area 1, the second fan can also be turned off, and the inner cavity of the heat exhaust duct 7 and the inner cavity of the second air chamber 9 can be cut off through the second switching unit 8. This method is usually adopted.

[0078] Specifically, when a fire occurs in the platform public area 1, the first on-off device 41 can be opened to connect the platform public area 1 with the inner cavity of the smoke exhaust duct 3, the second on-off device 42 can be opened to connect the inner cavity of the smoke exhaust duct 3 with the inner cavity of the first air chamber 5, the third on-off device 43 can be closed to cut off the inner cavity of the first air chamber 5 from the track area, and the first fan 6 can be started. The smoke in the platform public area 1 is extracted by the first fan 6 through the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5, thereby achieving smoke exhaust in the platform public area 1.

[0079] Since the third on-off device 43 cuts off the inner cavity of the first air chamber 5 and the track area, the corresponding working state of the second fan of the subway train platform and the connection state between the inner cavity of the heat exhaust air duct 7 and the inner cavity of the second air chamber 9 will not affect the first fan 6 sucking smoke from the platform public area 1. Therefore, the second switching unit 8 can be closed to cut off the inner cavity of the heat exhaust air duct 7 and the inner cavity of the second air chamber 9, and the second fan can be turned off. The second switching unit 8 can also be opened to connect the inner cavity of the heat exhaust air duct 7 with the inner cavity of the second air chamber 9, and the second fan can be started.

[0080] The fourth air valve may be opened to open the second switching unit 8, or the fourth air valve may be closed to close the second switching unit 8.

[0081] The embodiment of the present application provides a smoke exhaust method for a subway train platform, which is applied to the corresponding subway train platform, including: when a fire occurs in the platform public area 1, the platform public area 1, the inner cavity of the smoke exhaust air duct 3 and the inner cavity of the first air chamber 5 are connected through the first switching unit 4, and the inner cavity of the first air chamber 5 and the track area are cut off through the first switching unit 4; the first fan 6 is started to exhaust smoke from the platform public area 1;

[0082] When there is no fire in the platform public area 1, the platform public area 1 is cut off from the inner cavity of the first wind chamber 5 through the first switching unit 4, the inner cavity of the first wind chamber 5 and the track area are connected through the first switching unit 4, and the inner cavity of the second wind chamber 9 is connected to the heat exhaust duct 7 through the second switching unit 8; the first fan 6 is turned off and the second fan is started to exhaust heat from the track area.

[0083] In this way, when a fire occurs in the platform public area 1, the first fan 6 is used to exhaust smoke from the platform public area 1, and the smoke in the platform public area 1 is extracted by the first fan 6 through the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first air chamber 5. When there is no fire in the platform public area 1, the second fan is used to exhaust heat from the track area, and the external air flow is extracted by the second fan through the inner cavity of the first air chamber 5, the track area, the inner cavity of the heat exhaust duct 7 and the inner cavity of the second air chamber 9, and the air flow passing through the track area takes away the heat of the track area.

[0084] It is understandable that when there is no fire in the platform public area 1, the second fan is started to exhaust heat from the track area, and the first fan 6 usually needs to be turned off to avoid the suction action of the first fan 6, which makes it difficult for the external airflow to enter the track area through the inner cavity of the first wind chamber 5 and take away the heat from the track area.

[0085] It is understandable that during the process of the second fan dissipating heat from the track area, the platform public area 1 and the inner cavity of the first wind chamber 5 need to be cut off to prevent the airflow in the platform public area 1 from entering the inner cavity of the first wind chamber 5 and affecting the second fan's heat dissipation from the track area.

[0086] The first switching unit 4 cuts off the inner cavity of the platform public area 1 and the first air chamber 5 in such a manner that the first switching unit 4 cuts off the inner cavity of the first air chamber 5 and the inner cavity of the smoke exhaust duct 3 , and cuts off the inner cavity of the smoke exhaust duct 3 and the platform public area 1 .

[0087] The first switching unit 4 may cut off the inner cavity of the platform public area 1 and the first air chamber 5 , or the first switching unit 4 may cut off the inner cavity of the first air chamber 5 and the inner cavity of the smoke exhaust duct 3 .

[0088] The first switching unit 4 cuts off the inner cavity of the platform public area 1 and the first air chamber 5 , or the first switching unit 4 cuts off the inner cavity of the smoke exhaust air duct 3 and the platform public area 1 .

[0089] It is understandable that when a fire occurs in the platform public area 1, since the first switching unit 4 cuts off the inner cavity of the first air chamber 5 and the track area, the airflow in the track area will not enter the inner cavity of the first air chamber 5, and the working state of the second fan and the connection state between the inner cavity of the heat exhaust air duct 7 and the inner cavity of the second air chamber 9 will not affect the first fan 6 sucking the smoke from the platform public area 1. Therefore, when the first fan 6 is started to suck the smoke from the platform public area 1, the second fan can be started, and the inner cavity of the heat exhaust air duct 7 and the inner cavity of the second air chamber 9 are connected through the second switching unit 8. When the first fan 6 is started to suck the smoke from the platform public area 1, the second fan can also be turned off, and the inner cavity of the heat exhaust air duct 7 and the inner cavity of the second air chamber 9 can be cut off through the second switching unit 8. This method is usually adopted.

[0090] Specifically, when a fire occurs in the platform public area 1, the first on-off device 41 can be opened to connect the inner cavity of the smoke exhaust duct 3 with the platform public area 1, the second on-off device 42 can be opened to connect the inner cavity of the smoke exhaust duct 3 with the inner cavity of the first wind chamber 5, the third on-off device 43 can be closed to cut off the inner cavity of the first wind chamber 5 from the track area, and the first fan 6 can be started. The smoke in the platform public area 1 is extracted by the first fan 6 through the inner cavity of the smoke exhaust duct 3 and the inner cavity of the first wind chamber 5.

[0091] Since the third on-off device 43 cuts off the inner cavity of the first air chamber 5 and the track area, the working state of the second fan and the connection state between the inner cavity of the second air chamber 9 and the inner cavity of the heat exhaust air duct 3 will not affect the first fan 6 to exhaust smoke from the platform public area 1. When a fire occurs in the platform public area 1, the second switching unit 8 can be closed to cut off the inner cavity of the heat exhaust air duct 7 and the inner cavity of the second air chamber 9, and the second fan can be turned off. The second switching unit 8 can also be opened to connect the inner cavity of the heat exhaust air duct 7 with the inner cavity of the second air chamber 9, and the second fan can be started.

[0092] When there is no fire in the platform public area 1, the first on-off device 41 can be closed to cut off the platform public area 1 from the inner cavity of the smoke exhaust duct 3, the second on-off device 42 can be closed to cut off the inner cavity of the smoke exhaust duct 3 from the inner cavity of the first air chamber 5, the third on-off device 43 can be opened to connect the inner cavity of the first air chamber 5 with the track area, the second switching unit 8 can be opened to connect the inner cavity of the second air chamber 9 with the inner cavity of the heat exhaust duct 7, the first fan 6 can be turned off and the second fan can be started. The external airflow flows to the second fan through the inner cavity of the first air chamber 5, the track area, the inner cavity of the heat exhaust duct 7, and the inner cavity of the second air chamber 9. The flowing airflow takes away the heat of the track area to exhaust the heat from the track area. This method is usually used.

[0093] It can be understood that as long as the platform public area 1 is cut off from the inner cavity of the first wind chamber 5, the airflow in the platform public area 1 will not enter the inner cavity of the first wind chamber 5 and affect the heat dissipation of the track area by the second fan. Therefore, when there is no fire in the platform public area 1, only one of the first on-off device 41 and the second on-off device 42 can be closed.

[0094] For example, when there is no fire in the platform public area 1, the first on-off device 41 can be closed to cut off the platform public area 1 from the inner cavity of the first air chamber 5, and the second on-off device 42 can be in an open state.

[0095] Exemplarily, when there is no fire in the platform public area 1, the second on-off device 42 can be closed to cut off the platform public area 1 from the inner cavity of the first air chamber 5, and the first on-off device 41 can be in an open state.

[0096] The fourth air valve may be opened to open the second switching unit 8, or the fourth air valve may be closed to close the second switching unit 8.

[0097] The various embodiments / implementations provided in this application can be combined with each other without causing any contradiction.

[0098] The above are only preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A subway train platform, characterized in that: It includes a platform public area, screen doors at both ends of the platform public area, a tunnel, a smoke exhaust duct, a first switching unit, a first air chamber and a first fan; The tunnel is located at least on one side of the platform public area, the track area of ​​each side of the tunnel is provided with the smoke exhaust duct and the first switching unit, the smoke exhaust duct is located at the top of the track area, and the duct wall of the smoke exhaust duct is located higher than the platform screen door; The inner cavity of the smoke exhaust duct on each side is selectively connected with the inner cavity of the first wind chamber and the platform public area through the corresponding first switching unit, and the track area on each side is selectively connected with the inner cavity of the first wind chamber through the corresponding first switching unit. The inner cavity of the first wind chamber is connected to the first fan, and the first fan is a tunnel fan.

2. The subway train platform according to claim 1, characterized in that: The first switching unit includes: a first on-off device and / or a second on-off device, wherein the first on-off device is located between the inner cavity of the smoke exhaust duct and the platform common area to selectively connect the inner cavity of the smoke exhaust duct and the platform common area, and the second on-off device is located between the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber to selectively connect the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber; and The third on-off device is located between the inner cavity of the first air chamber and the track area to selectively connect the inner cavity of the first air chamber and the track area.

3. The subway train platform according to claim 2, characterized in that: The first on-off device is a first air valve, which is located on a side of the smoke exhaust air duct facing the platform public area, and the first air valve is arranged on an air duct wall of the smoke exhaust air duct.

4. The subway train platform according to claim 2, characterized in that: The second on-off device is a second air valve located at the top of the smoke exhaust air duct, and the second air valve is arranged on the air duct wall of the smoke exhaust air duct.

5. The subway train platform according to claim 2, characterized in that: The third on-off device is a third air valve, which is located at the top of the track area, and the third air valve is arranged on the tunnel wall of the tunnel.

6. The subway train platform according to any one of claims 1 to 5, characterized in that: The subway train platform also includes a heat exhaust duct, a second switching unit, a second air chamber and a second fan; The track area on each side is provided with the heat exhaust duct and the second switching unit, the heat exhaust duct is located at the top of the track area, the inner cavity of the heat exhaust duct on each side is selectively connected to the inner cavity of the second air chamber through the second switching unit, and the inner cavity of the second air chamber is connected to the second fan; The track area on each side is communicated with the corresponding heat exhaust air duct.

7. The subway train platform according to claim 6, characterized in that: The subway train platform also includes an equipment room, which is located at both ends of the platform public area along the extension direction of the track area, and the second air chamber is a mezzanine formed on the top of the equipment room.

8. The subway train platform according to claim 6, characterized in that: The smoke exhaust duct, the second air chamber, the first switching unit and the second switching unit are provided at both ends of the platform public area along the extension direction of the track area; The heat exhaust duct extends from one end of the platform common area along the extending direction of the track area to the other end of the platform common area along the extending direction of the track area; The inner cavity of the second air chamber at each end is selectively connected to the inner cavity of the heat exhaust air duct on each side through the corresponding second switching unit, and the inner cavity of the smoke exhaust air duct at each end is selectively connected to the inner cavity of the platform public area and the first air chamber respectively through the corresponding first switching unit.

9. The subway train platform according to claim 6, characterized in that: The second switching unit includes: a connecting pipe connected to the second air chamber and the smoke exhaust duct respectively; and The fourth air valve is located at one end of the connecting pipe, the fourth air valve is connected to the connecting pipe, and the fourth air valve selectively connects the inner cavity of the second air chamber and the inner cavity of the heat exhaust air duct.

10. A smoke exhaust method for a subway train platform, applied to the subway train platform according to any one of claims 1 to 9, characterized in that: include: When a fire occurs in the platform public area, the platform public area, the inner cavity of the smoke exhaust duct and the inner cavity of the first wind chamber are connected through the first switching unit, and the inner cavity of the first wind chamber is cut off from the track area through the first switching unit; the first fan is started to exhaust smoke from the platform public area.

11. A smoke exhaust method for a subway train platform, applied to the subway train platform according to any one of claims 6 to 9, characterized in that: include: When a fire occurs in the platform public area, the platform public area, the inner cavity of the smoke exhaust duct and the inner cavity of the first air chamber are connected through the first switching unit, the inner cavity of the first air chamber is cut off from the track area through the first switching unit, and the inner cavity of the second air chamber is cut off from the heat exhaust duct through the second switching unit; the second fan is turned off and the first fan is started to exhaust smoke from the platform public area; When no fire occurs in the platform public area, the platform public area is cut off from the inner cavity of the first wind chamber through the first switching unit, the inner cavity of the first wind chamber and the track area are connected through the first switching unit, and the inner cavity of the second wind chamber is connected to the heat exhaust air duct through the second switching unit; the first fan is turned off and the second fan is started to exhaust heat from the track area.

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