Subway Tunnel Ventilation System and Control Method

Abstract

The present application discloses a subway tunnel ventilation system and a control method thereof, which are used for a tunnel in a slope section. The subway tunnel ventilation system includes a station tunnel ventilation unit and an interval tunnel ventilation unit. The station tunnel ventilation unit includes a hot air exhaust path and a first connecting air path communicating with the hot air exhaust path. The hot air exhaust path is provided with a hot air exhaust fan. The interval tunnel ventilation unit includes a piston air path and a mechanical air path that can both communicate with the station tunnel ventilation unit. The piston air path and the mechanical air path are respectively arranged at both ends of the station. The mechanical air path is provided with a tunnel fan. By adjusting the quantity ratio of the mechanical fans on the upper side and the lower side of the slope section, the difference in the ventilation volume required in different ventilation directions for a tunnel fire in the slope section is matched, the number of tunnel fans is reduced, and the construction cost of the subway tunnel ventilation system is lowered. When a tunnel fan fails, the hot air exhaust path replaces the mechanical air path where the faulty tunnel fan is located, improving the application range and stability of the subway tunnel ventilation system.

Description

Technical Field

[0001] This application relates to the technical field of subway tunnel fire protection, and specifically, to a subway tunnel ventilation system and a control method thereof. Background Art

[0002] Currently, the conventional form of domestic subway stations is to set up interval tunnel ventilation units 2 at both ends of the station platform d. Two tunnel fans 221 are installed in the interval tunnel ventilation unit 2, as Figure 11 shown. When a fire occurs in the interval tunnel, two tunnel fans 221 on the side of the station platform d close to the interval tunnel are turned on for air supply, and two tunnel fans 221 on the side of the other station platform d close to the interval tunnel are turned on for exhaust. A longitudinal push-pull air flow is formed in the interval tunnel, and the smoke is discharged through the interval tunnel ventilation unit 2 of the exhaust side station. The direction of longitudinal ventilation depends on the location of the train m on fire. With the emergence of a large number of new rail transit forms, the tunnel slope of the straddle monorail can reach 6%. For large-slope interval tunnels, there are certain drawbacks in using the conventional tunnel ventilation form. During a fire, the "chimney effect" of large-slope interval tunnels is very obvious, that is, the smoke actively spreads to the uphill side, resulting in a very large ventilation volume required to blow the smoke to the downhill side station through longitudinal ventilation, which is often twice the ventilation volume required to blow to the uphill side station. Therefore, if the tunnel fans are configured only according to the ventilation volume blowing to the uphill side or according to the ventilation volume blowing to the downhill side, and referring to the consistent configuration of tunnel fans on the upper and downhill sides of the conventional interval, it will cause waste of tunnel fan configuration or the ventilation volume is difficult to meet the requirements. Summary of the Invention

[0003] The purpose of the embodiments of this application is to provide a subway tunnel ventilation system and a control method thereof to solve the problem of unreasonable configuration of subway tunnel fans in the prior art, resulting in waste of resources.

[0004] To achieve the above purpose, one aspect of the embodiments of this application provides a subway tunnel ventilation system for a sloped interval tunnel, including:

[0005] A station tunnel ventilation unit, including a hot air exhaust path located at both ends of the station and a first communication path located in the station track area and connecting the two ends of the hot air exhaust path, and the hot air exhaust path is provided with a heat exhaust fan; and

[0006] An interval tunnel ventilation unit for supplying air or exhausting air to the tunnel, including a piston air path and a mechanical air path that can both communicate with the station tunnel ventilation unit. The piston air path and the mechanical air path are respectively arranged at both ends of the station, and the mechanical air path is provided with a tunnel fan;

[0007] The station tunnel ventilation unit and the section tunnel ventilation unit are both provided at the uphill and downhill stations of the slope section; among them, the ventilation volume of the mechanical air path on the uphill side far from the slope section, the ventilation volume of the mechanical air path on the downhill side close to the slope section, and the ventilation volume of the mechanical air path on the downhill side far from the slope section are the same, and are all greater than the ventilation volume of the mechanical air path on the uphill side close to the slope section.

[0008] Further, the hot air exhaust path includes:

[0009] A hot air exhaust duct, which is connected to the station track area;

[0010] A first air vent pavilion, which is connected to one end of the hot air exhaust duct far from the station track area;

[0011] The hot air exhaust fan, which is arranged on the hot air exhaust duct and is used for exhausting heat from the station to the first air vent pavilion;

[0012] A first electric air valve, which is arranged on the hot air exhaust duct and is located upstream or downstream of the hot air exhaust fan; and

[0013] A first muffler, which is arranged on the hot air exhaust duct, and the first muffler is arranged between the first air vent pavilion and the hot air exhaust fan and between the hot air exhaust fan and the first connecting air path.

[0014] Further, the first connecting air path includes:

[0015] A track top air duct, and the track top air duct is provided in each station track area, and the track top air ducts at both ends of each station track area are respectively connected to the corresponding hot air exhaust ducts;

[0016] A first connecting air duct, which connects the track top air ducts at both ends of the corresponding station track area;

[0017] An electric adjustable air outlet, which is arranged at one end of each track top air duct close to the first connecting air duct;

[0018] An electric control valve, which is arranged at one end of each track top air duct close to the hot air exhaust duct to control the connection or disconnection between the hot air exhaust path and the track top air duct; and

[0019] A smoke exhaust fire damper, which is arranged between the electric adjustable air outlet and the electric control valve of each track top air duct to provide fire separation for the station.

[0020] Further, the section tunnel ventilation unit further includes a second connecting air path, and the second connecting air path includes:

[0021] A second connecting air duct, which connects the section tunnel ventilation unit and the station tunnel ventilation unit; and

[0022] The second electric air valve is arranged on the second communication air path to control the connection or disconnection between the interval tunnel ventilation unit and the station tunnel ventilation unit.

[0023] Furthermore, the interval tunnel ventilation unit further includes:

[0024] The second air vent, which is communicated with both the piston air path and the mechanical air path;

[0025] The third electric air valve, and the third electric air valve is arranged in each station track area and connects the piston air path and the mechanical air path; and

[0026] The second muffler, which is connected to the piston air path and the mechanical air path to muffler the piston air path and the mechanical air path.

[0027] Furthermore, the piston air path includes:

[0028] The piston air duct, one end of which is communicated with the second air vent and the other end is connected to the third electric air valve; and

[0029] The fourth electric air valve, which is arranged on the piston air duct to control the connection or disconnection of the piston air duct.

[0030] Furthermore, the mechanical air path includes:

[0031] The mechanical air duct, one end of which is communicated with the second air vent and the other end is connected to the third electric air valve;

[0032] The tunnel fan, which is arranged on the mechanical air duct and is used for sending air into or exhausting air from the tunnel;

[0033] The fifth electric air valve, which is arranged on the mechanical air duct and is located at at least one end of the tunnel fan; and

[0034] The third muffler, which is arranged on the mechanical air duct and is located at the end of the tunnel fan close to the station track area.

[0035] Furthermore, the number of the tunnel fans on the uphill side far from the gradient section, the number of the tunnel fans on the downhill side close to the gradient section, and the number of the tunnel fans on the downhill side far from the gradient section are all two, and the number of the tunnel fans on the uphill side close to the gradient section is one.

[0036] On the other hand, an embodiment of the present application provides a control method for a subway tunnel ventilation system for a tunnel fire in a gradient section. When a train catches fire near the downhill side, the control method includes:

[0037] Connect the ventilation unit of the station tunnel on the uphill side to the ventilation units of the interval tunnels at both ends, open the first ventilation path of the ventilation unit of the station tunnel, and cut off the hot air exhaust path of the ventilation unit of the station tunnel;

[0038] Cut off the ventilation unit of the station tunnel on the downhill side from the interval tunnel units at both ends;

[0039] Turn on all the tunnel fans for air supply near the slope section on the uphill side, and turn on half of the tunnel fans for air supply far from the slope section on the uphill side;

[0040] Turn on all the tunnel fans for exhaust near the slope section on the downhill side;

[0041] When a train catches fire near the uphill side, the control method includes:

[0042] Cut off the ventilation unit of the station tunnel on the downhill side from the ventilation units of the interval tunnels at both ends;

[0043] Cut off the ventilation unit of the station tunnel on the uphill side from the ventilation units of the interval tunnels at both ends;

[0044] Turn on half of the tunnel fans for air supply near the slope section on the downhill side;

[0045] Turn on all the tunnel fans for exhaust near the slope section on the uphill side.

[0046] Furthermore, the number of the tunnel fans far from the slope section on the uphill side, the tunnel fans near the slope section on the downhill side, and the tunnel fans far from the slope section on the downhill side is two each, and the number of the tunnel fans near the slope section on the uphill side is one; when one of the tunnel fans fails and there is no corresponding replacement tunnel fan, the control method includes:

[0047] Connect the ventilation unit of the interval tunnel where the failed tunnel fan is located to the adjacent ventilation unit of the station tunnel;

[0048] Turn on all the exhaust fans of the ventilation unit of the station tunnel adjacent to the failed tunnel fan.

[0049] The subway tunnel ventilation system and control method provided by the embodiments of the present application, the subway tunnel ventilation system includes a station tunnel ventilation unit and an interval tunnel ventilation unit. Among them, the station tunnel ventilation unit includes a hot air exhaust path located at both ends of the station and a first connecting air path located in the track area of the station and connecting the hot air exhaust paths at both ends. The hot air exhaust path is provided with a hot air exhaust fan. The interval tunnel ventilation unit includes a piston air path and a mechanical air path that can both communicate with the station tunnel ventilation unit. The piston air path and the mechanical air path are respectively arranged at both ends of the station. The mechanical air path is provided with a tunnel fan. By adjusting the ratio of the number of mechanical fans on the uphill side and the downhill side of the slope section to match the difference in the ventilation volume required for different ventilation directions in the tunnel fire of the slope section, the number of tunnel fans on the uphill side of the slope section is reduced, and the construction cost of the subway tunnel ventilation system is reduced. When a certain tunnel fan fails, the hot air exhaust paths at both ends of the station are connected through the first connecting air path, the mechanical air path is connected to the hot air exhaust path of the station tunnel ventilation unit, and the hot air exhaust fan on the side where the faulty tunnel fan is located is turned on, so that the hot air exhaust path replaces the mechanical air path where the faulty tunnel fan is located to meet the ventilation volume requirement and improve the application range and stability of the tunnel ventilation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 It is a schematic structural diagram of the first subway tunnel ventilation system provided by the embodiments of the present application;

[0051] Figure 2 It is a schematic structural diagram of the second subway tunnel ventilation system provided by the embodiments of the present application, in which the hot air exhaust path is shown in detail;

[0052] Figure 3 It is a schematic structural diagram of the third subway tunnel ventilation system provided by the embodiments of the present application, in which the first connecting air path is shown in detail;

[0053] Figure 4 It is a schematic structural diagram of the fourth subway tunnel ventilation system provided by the embodiments of the present application, in which the station tunnel ventilation unit and the interval tunnel ventilation unit are shown in detail;

[0054] Figure 5 It is about the control of a subway tunnel ventilation system provided by the embodiments of the present application Figure 1 Among them, the train approaches a fire on the downhill side of the slope section, and the longitudinal ventilation direction is towards the downhill side;

[0055] Figure 6 It is about the control of a subway tunnel ventilation system provided by the embodiments of the present application Figure 2 Among them, the train approaches a fire on the uphill side of the slope section, and the longitudinal ventilation direction is towards the uphill side;

[0056] Figure 7 It is about the control of a subway tunnel ventilation system provided by the embodiments of the present application Figure 3, wherein, the tunnel fan on the uphill side near the slope section fails;

[0057] Figure 8 is the flow chart of a control method for a subway tunnel ventilation system provided by an embodiment of the present application Figure 1 , wherein, a fire occurs on the downhill side of the train near the slope section, and the longitudinal ventilation direction is towards the downhill side;

[0058] Figure 9 is the flow chart of a control method for a subway tunnel ventilation system provided by an embodiment of the present application Figure 2 , wherein, a fire occurs on the uphill side of the train near the slope section, and the longitudinal ventilation direction is towards the uphill side;

[0059] Figure 10 is the flow chart of a control method for a subway tunnel ventilation system provided by an embodiment of the present application Figure 4 , wherein, a fire occurs on the uphill side of the train near the slope section, and the longitudinal ventilation direction is towards the uphill side; and

[0060] Figure 11 is a schematic structural diagram of a subway tunnel ventilation system in the prior art.

[0061] Explanation of reference numerals:

[0062] 1 - Station tunnel ventilation unit, 2 - Interval tunnel ventilation unit;

[0063] 11 - Hot air exhaust path, 111 - Hot air exhaust duct, 112 - First air vent, 113 - First electric air valve, 114 - First muffler, 115 - Hot air exhaust fan;

[0064] 12 - First connected ventilation path, 121 - Track top air duct, 122 - First connected ventilation duct, 123 - Electrically adjustable air outlet, 124 - Electric control valve, 125 - Smoke exhaust fire damper;

[0065] 21 - Piston air path, 211 - Piston air duct, 212 - Fourth electric air valve, 22 - Mechanical air path, 221 - Tunnel fan, 222 - Mechanical air duct, 223 - Fifth electric air valve, 224 - Third muffler;

[0066] 23 - Second connected ventilation path, 231 - Second connected ventilation duct, 232 - Second electric air valve;

[0067] 24 - Second air vent, 25 - Third electric air valve, 26 - Second muffler;

[0068] d - Station platform, e - Station track area, f - Slope section;

[0069] m - Train. Detailed implementation manners

[0070] The following will describe in detail the specific embodiments of the present application in conjunction with the accompanying drawings.

[0071] It should be noted that, without conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other. The detailed description in the specific embodiments should be understood as an explanatory illustration of the purpose of the present application and should not be regarded as an improper limitation of the present application.

[0072] In the description of the present application, the orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings. It should be understood that these orientation terms are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present application.

[0073] In the description of the present application, the terms "first, second, third, fourth, fifth" involved are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first, second, third, fourth, fifth" can be interchanged with a specific order or sequence when permitted, so that the embodiments of the present application described here can be implemented in an order other than that illustrated or described here.

[0074] As Figure 1 shown, on the one hand, an embodiment of the present application provides a subway tunnel ventilation system for a sloped section tunnel, including a station tunnel ventilation unit 1 and an interval tunnel ventilation unit 2. The station tunnel ventilation unit 1 includes a hot air exhaust duct 11 located at both ends of the station and a first connecting air duct 12 located in the station track area e and communicating with the hot air exhaust ducts 11 at both ends. The hot air exhaust duct 11 has a hot air exhaust fan 115 for exhausting the heat released by the train m when it stops at the station. The interval tunnel ventilation unit 2 is used for supplying air or exhausting air into the tunnel, and includes a piston air duct 21 and a mechanical air duct 22 both communicating with the station tunnel ventilation unit 1. The piston air duct 21 and the mechanical air duct 22 are respectively arranged at both ends of the station. The mechanical air duct 22 has a tunnel fan 221. The station tunnel ventilation unit 1 and the interval tunnel ventilation unit 2 are both arranged at the stations on the uphill side and the downhill side of the sloped section f; wherein, the ventilation volumes of the mechanical air ducts 22 on the uphill side far from the sloped section f, the ventilation volumes of the mechanical air ducts 22 on the downhill side close to the sloped section f, and the ventilation volumes of the mechanical air ducts 22 on the downhill side far from the sloped section f are the same, and are all greater than the ventilation volume of the mechanical air duct 22 on the uphill side close to the sloped section f.

[0075] Specifically, the first connected ventilation path 12 located in the station track area e is connected to the exhaust hot air paths 11 at both ends of the station platform d. The piston air path 21 and the mechanical air path 22 are both connected to the station tunnel ventilation unit 1, so that the interval tunnel ventilation unit 2 is connected to the station tunnel ventilation unit 1. Station tunnel ventilation units 1 and interval tunnel ventilation units 2 are provided on both the uphill side and the downhill side of the slope section f. The ventilation volume of the mechanical air path 22 on the uphill side far from the slope section f, the ventilation volume of the mechanical air path 22 on the downhill side close to the slope section f, and the ventilation volume of the mechanical air path 22 on the downhill side far from the slope section f are the same, and are all greater than the ventilation volume of the mechanical air path 22 on the uphill side close to the slope section f. When a fire occurs in the large-slope interval tunnel and the longitudinal ventilation volume difference between the uphill side and the downhill side caused by the "chimney effect" of the large-slope interval tunnel is large, the ventilation volume of the subway tunnel ventilation system can meet the requirements and prevent smoke from entering the station platform area.

[0076] It should be understood that in the prior art, two tunnel fans are provided on both sides of the station platform d in the interval tunnel ventilation system to meet the longitudinal ventilation volume requirements of the interval tunnel. However, for a large-slope interval tunnel, such as the tunnel of a straddle monorail, its tunnel slope can reach 6%. Using the interval tunnel ventilation system in the prior art, when a fire occurs, two tunnel fans 221 of the interval tunnel ventilation unit 2 on one side of the interval are turned on for air supply, and two tunnel fans 221 of the interval tunnel ventilation unit 2 on the other side of the interval are turned on for exhaust. If the model of the tunnel fan 221 is configured according to the ventilation volume blowing towards the uphill side, a small model of tunnel fan is selected. When the actual ventilation direction is the downhill side, the ventilation volume in the tunnel does not meet the requirements; if the model of the tunnel fan 221 is configured according to the ventilation volume blowing towards the downhill side, a large model of tunnel fan is selected. When the actual ventilation direction is the uphill side, the longitudinal wind speed in the tunnel is too high, the configuration of the tunnel fan 221 is wasted and it is not conducive to the evacuation of personnel.

[0077] Therefore, adjust the quantity ratio of the mechanical fans 221 on the upper side and the lower side of the slope section so that the ventilation volume can meet the requirements and reduce the construction cost of the subway tunnel ventilation system. For example, the quantity ratio of the tunnel fans 221 on the upper side and the lower side of the slope section is 1:2. The ventilation volume of the mechanical air path 22 meets the ventilation volume difference required for different ventilation directions in the tunnel fire of the slope section, and ensures that the smoke is completely discharged from the tunnel fans downstream in the ventilation direction, thereby reducing the number of tunnel fans 221 on the upper side of the slope section and reducing the construction cost of the subway tunnel ventilation system.

[0078] Alternatively, when a certain tunnel fan 221 fails, the exhaust hot air paths 11 at both ends of the station platform d are connected through the first connecting air path 12, and the mechanical air path 22 is connected to the exhaust hot air path 11 of the station tunnel ventilation unit 1 through the second connecting air path 23. The exhaust hot air fan 115 on the side where the faulty tunnel fan 221 is located is turned on, so that the exhaust hot air path 11 replaces the mechanical air path 22 where the faulty tunnel fan 221 is located, to meet the ventilation volume requirements and improve the applicable range and stability of the tunnel ventilation system.

[0079] In one embodiment, as Figure 2 shown, the interval tunnel ventilation unit 2 further includes a second connecting air path 23, and the second connecting air path 23 includes a second connecting air duct 231 and a second electric air valve 232. The second connecting air duct 231 connects the interval tunnel ventilation unit 2 and the station tunnel ventilation unit 1, and the second electric air valve 232 is arranged on the second connecting air path 23 to control the connection or disconnection between the interval tunnel ventilation unit 2 and the station tunnel ventilation unit 1.

[0080] Specifically, when a fire occurs in the interval or the tunnel fan 221 fails, the second connecting air duct 231 connects the interval tunnel ventilation unit 2 and the station tunnel ventilation unit 1, and the second electric air valve 232 on the second connecting air path 23 controls the connection or disconnection between the interval tunnel ventilation unit 2 and the station tunnel ventilation unit 1. Through the second connecting air duct 231 and the second electric air valve 232, the interval tunnel ventilation unit 2 and the station tunnel ventilation unit 1 are connected or disconnected. For example, when the tunnel fan 221 on the downhill side of the gradient interval fails, the second electric air valve 232 located on the second connecting air path 23 controls the second connecting air duct 231 to be connected, and the interval tunnel ventilation unit 2 on the downhill side is connected to the station tunnel ventilation unit 1. Through the first connecting air path 12, the tunnel ventilation units 2 at both ends of the downhill side station are connected, thus replacing the faulty tunnel fan 221.

[0081] In one embodiment, the exhaust hot air path 11 includes an exhaust hot air duct 111, a first air pavilion 112, an exhaust hot air fan 115, a first electric air valve 113 and a first muffler 114. The exhaust hot air duct 111 is connected to the station track area e, and the first air pavilion 112 is connected to one end of the exhaust hot air duct 111 away from the station track area e. The exhaust hot air fan 115 is arranged on the exhaust hot air duct 111 for exhausting heat from the station to the first air pavilion 112. The first electric air valve 113 is arranged on the exhaust hot air duct 111, either upstream or downstream of the exhaust hot air fan 115. The first muffler 114 is arranged on the exhaust hot air duct 111, and there is a first muffler 114 both between the first air pavilion 112 and the exhaust hot air fan 115 and / or between the exhaust hot air fan 115 and the first connecting air path 12.

[0082] Specifically, the exhaust hot air duct 111 communicates with the station track area e, the first air vent 112 communicates with one end of the exhaust hot air duct 111 away from the station track area e, and the first electric air valve 113 communicates with one end of the exhaust hot air fan 115 close to the station track area e or close to the first air vent 112 to control the connection and isolation of the exhaust hot air path 11. The exhaust hot air fan 115 is arranged on the exhaust hot air duct 111. A first muffler 114 is provided between the exhaust hot air fan 115 and the first air vent 112, and a first muffler 114 is provided between the exhaust hot air fan 115 and the first connecting air path 12 to reduce the noise of the exhaust hot air fan 115. The station track area e is exhausted of heat through the exhaust hot air duct 111, the first air vent 112, the exhaust hot air fan 115, the first electric air valve 113, and the first muffler 114 on the exhaust hot air path 11 to reduce the temperature. The first connecting air path 12 communicates with the exhaust hot air path 11. Specifically, the exhaust hot air duct 111 communicates with the station track area e, and the first connecting air path 12 located in the station track area e communicates with the exhaust hot air duct 111. For example, the first electric air valve 113 controls the connection between the first connecting air path 12 and the exhaust hot air duct 111.

[0083] In one embodiment, as Figure 3 shown, the first connecting air path 12 includes a track top air duct 121, a first connecting air duct 122, an electric regulating air vent 123, an electric regulating valve 124, and a smoke exhaust fire damper 125. The track top air duct 121 is arranged in each station track area e, and the track top air ducts 121 at both ends of each station track area e communicate with the corresponding exhaust hot air ducts 111 respectively. The first connecting air duct 122 communicates with the track top air ducts 121 at both ends of the corresponding station track area e. For example, the electric regulating air vent 123 faces the station track area e. The electric regulating air vent 123 is arranged at one end of each track top air duct 121 close to the first connecting air duct 122, and the electric regulating valve 124 is arranged at one end of each track top air duct 121 close to the exhaust hot air duct 111 to control the connection or disconnection between the exhaust hot air path 11 and the track top air duct 121. The smoke exhaust fire damper 125 is arranged between the electric regulating air vent 123 and the electric regulating valve 124 of each track top air duct 121 to provide fire separation for the station.

[0084] Specifically, the station has multiple station track areas e. For example, the station has two station track areas e, and each station track area e is used for a train m to travel. A track roof air duct 121 is provided in each station track area e. The track roof air ducts 121 at both ends of the station track area e are respectively connected to the corresponding exhaust hot air ducts 111. It should be understood that the track roof air duct 121 is provided at the top of the station track area e and is a gas passage for heat exhaust and ventilation. The track roof air ducts 121 at both ends of each station track area e are connected through the corresponding first connecting air ducts 122, so that the exhaust hot air ducts 111 at both ends of the station track area e are connected. Electrically adjustable air vents 123 are provided on each track roof air duct 121 and face the station track area e, and are used to control the connection or disconnection of the electrically adjustable air vents 123 between the track roof air duct 121 and the station track area e. For example, the electrically adjustable air vents 123 adjust the complete connection between the station track area e and the track roof air duct 121 to exhaust heat and ventilate the train m. Or, the electrically adjustable air vents 123 adjust the disconnection between the station track area e and the track roof air duct 121. Electrically adjustable valves 124 are provided at one end of each track roof air duct 121 close to the exhaust hot air duct 111 to control the connection or disconnection between the exhaust hot air path 11 and the track roof air duct 121, so that the first connecting air path 12 and the exhaust hot air path 11 are connected or disconnected according to actual needs. Smoke exhaust fire dampers 125 are provided between the electrically adjustable air vents 123 and the electrically adjustable valves 124 of each track roof air duct 121 to provide fire separation for the station. Through the track roof air ducts 121, the first connecting air ducts 122, the electrically adjustable air vents 123, the electrically adjustable valves 124, and the smoke exhaust fire dampers 125 of the first connecting air path 12, the exhaust hot air paths 11 on both sides of the station platform d are connected or isolated.

[0085] In one embodiment, as Figure 4 shown, the interval tunnel ventilation unit 2 further includes a second air vent 24, a third electrically operated air valve 25, and a second muffler 26. The second air vent 24 is connected to both the piston air path 21 and the mechanical air path 22. A third electrically operated air valve 25 is provided in each station track area e to connect the piston air path 21 and the mechanical air path 22. The second muffler 26 is connected to the piston air path 21 and the mechanical air path 22 to muffler the piston air path 21 and the mechanical air path 22.

[0086] Specifically, the second air vent 24 is connected to both the piston air duct 21 and the mechanical air duct 22, and the second muffler 26 is connected to both the piston air duct 21 and the mechanical air duct 22. For example, one end of the second muffler 26 is connected to both the piston air duct 21 and the mechanical air duct 22, and the other end of the second muffler 26 is connected to the second air vent 24 to reduce noise in the piston air duct 21 and the mechanical air duct 22. A third electric air valve 25 is provided in the track area e of each station, connecting the piston air duct 21 and the mechanical air duct 22. The connection and disconnection between the piston air duct 21 and the track area e of the station, or between the mechanical air duct 22 and the track area e of the station, are controlled by the third electric air valve 25. For example, the third electric air valve 25 in the track area e of the station is provided on the air duct jointly connected by the piston air duct 21 and the mechanical air duct 22 to simultaneously control the connection and disconnection between the piston air duct 21 or the mechanical air duct 22 and the track area e of the station. In particular, two third electric air valves 25 are provided in the track area e of the station. The two third electric air valves 25 are respectively provided in two track areas e of the station to control the simultaneous connection and disconnection of the piston air duct 21, the mechanical air duct 22 and the two track areas e of the station, or the connection with one track area e of the station and the disconnection from the other track area e of the station, so that the air flow passes through the specified track area e of the station and flows out through the second muffler 26 and the second air vent 24. The connection and disconnection between the piston air duct 21, the mechanical air duct 22 and the track area e of the station are controlled by the third electric air valve 25.

[0087] In one embodiment, the piston air duct 21 includes a piston air passage 211 and a fourth electric air valve 212. One end of the piston air passage 211 is connected to the second air vent 24, and the other end is connected to the third electric air valve 25. The fourth electric air valve 212 is provided on the piston air passage 211 to control the connection or disconnection of the piston air passage 211.

[0088] Specifically, one end of the piston air passage 211 is connected to the second air vent 24, and the other end is connected to the third electric air valve 25. For example, one end of the piston air passage 211 is connected to the second muffler 26, and the second muffler 26 is connected to the second air vent 24, so that one end of the piston air passage 211 is connected to the second air vent 24. The other end of the piston air passage 211 is connected to the third electric air valve 25. The fourth electric air valve 212 is provided on the piston air passage 211. The third electric air valve 25 controls the connection and disconnection of the piston air passage 211, thus ensuring normal operation conditions, and the track area e of the station is connected to the second air vent 24 to achieve natural ventilation and air exchange.

[0089] In one embodiment, the mechanical air duct 22 includes a mechanical air passage 222, a tunnel fan 221, a fifth electric air valve 223, and a third muffler 224. One end of the mechanical air passage 222 communicates with the second air pavilion 24, and the other end is connected to the third electric air valve 25. The tunnel fan 221 is disposed on the mechanical air passage 222 for supplying air or exhausting air into the tunnel. The fifth electric air valve 223 is disposed on the mechanical air passage 222 at at least one end of the tunnel fan 221. The third muffler 224 is disposed on the mechanical air passage 222 at the end of the tunnel fan 221 close to the station track area e.

[0090] Specifically, one end of the mechanical air passage 222 communicates with the second air pavilion 24, and the other end is connected to the third electric air valve 25. The tunnel fan 221, the fifth electric air valve 223, and the third muffler 224 are all disposed on the mechanical air passage 222. For example, the third muffler 224, the tunnel fan 221, and the fifth electric air valve 223 are sequentially disposed on the mechanical air passage 222. The end of the mechanical air passage 222 where the third muffler 224 is located is close to the station track area e, and is used to eliminate the noise transmitted by the tunnel fan 221 to the station track area e. One end of the mechanical air passage 222 communicates with the second air pavilion 24. For example, one end of the mechanical air passage 222 communicates with the second muffler 26, and the second muffler 26 communicates with the second air pavilion 24, so that the mechanical air passage 222 communicates with the second air pavilion 24.

[0091] For example, one end of the two mechanical air passages 222 communicates with the second muffler 26 in common, and the other end is connected to the third electric air valve 25 in common. Through the third electric air valve 25, the communication and disconnection between the two mechanical air ducts 22 and the station track area e are controlled simultaneously. Alternatively, one end of the two mechanical air passages 222 and the piston air passage 211 communicates with the second muffler 26 in common, and the other end of the two mechanical air passages 222 and the piston air passage 211 is connected to the third electric air valve 25 in common. The third electric air valve 25 controls the communication and disconnection between the mechanical air duct 22, the piston air duct 21 and the station track area e. The fifth electric air valve 223 on the mechanical air passage 222 controls the communication and disconnection of the mechanical air passage 222, and the fourth electric air valve 212 on the piston air passage 211 controls the communication and disconnection of the piston air passage 211, so that in different situations, the mechanical air duct 22 and the piston air duct 21 are controlled to be separately connected or disconnected, or the mechanical air duct 22 and the piston air duct 21 are simultaneously connected or disconnected to meet the ventilation requirements in different situations.

[0092] In one embodiment, the number of tunnel fans 221 on the uphill side away from the slope section f, the number of tunnel fans 221 on the downhill side close to the slope section f, and the number of tunnel fans 211 on the downhill side away from the slope section f are all two, and the number of tunnel fans 221 on the uphill side close to the slope section f is one.

[0093] Specifically, there are two mechanical air ducts 22 on the uphill side away from the slope section f, and one mechanical air duct 22 on the uphill side close to the slope section f. Each mechanical air duct 22 is equipped with a tunnel fan 221. There are two mechanical air ducts 22 on the downhill side away from the slope section f, and two mechanical air ducts 22 on the downhill side close to the slope section f. Each mechanical air duct 22 is equipped with a tunnel fan 221, so that when a fire occurs in the slope section f, under the condition of a large difference in longitudinal ventilation volume between the uphill and downhill sides caused by the "chimney effect" of the large-slope-section tunnel, the ventilation volume of the slope section f meets the requirements.

[0094] To better understand the subway tunnel ventilation system of the embodiment of the present application, now in combination with Figure 5 and Figure 6 The working conditions of the subway tunnel ventilation system when a fire occurs near the downhill side of the train m are further described.

[0095] Specifically, as Figure 5 shown, when a fire occurs near the downhill side of the train m in the slope section f, the longitudinal ventilation direction is the downhill side.

[0096] The interval tunnel ventilation unit 2 on the downhill side close to the slope section f is separated from the adjacent station tunnel ventilation unit 1. For example, the second connected air duct 23 of the interval tunnel ventilation unit 2 on the downhill side close to the slope section f is separated. Specifically, it is closed by the second electric air valve 232, so that the second connected air duct 231 is separated, and thus the second connected air duct 23 is separated.

[0097] The piston air duct 21 of the interval tunnel ventilation unit 2 on the downhill side close to the slope section f is closed, and the two mechanical air ducts 22 are opened. Specifically, the piston air duct 21 is closed by closing the fifth electric air valve 212, and the fifth electric air valve 223 of the two mechanical air ducts 22 is opened, ensuring that only the mechanical air ducts 22 are connected between the second air pavilion 24 and the station track area e. The third electric air valve 25 in the non-accident interval is closed. Specifically, by closing the third electric air valve 25 located in the non-accident interval, it is ensured that the mechanical air duct 22 is only connected to the station track area corresponding to the accident slope section, so that the air flow of the mechanical air duct 22 is concentrated in the accident slope section.

[0098] The interval tunnel ventilation unit 2 on the uphill side is connected to the adjacent station tunnel ventilation unit 1. For example, the second connected air duct 23 of the interval tunnel ventilation unit 2 on the uphill side close to the slope section f is connected, and the second connected air duct 23 of the interval tunnel ventilation unit 2 on the uphill side away from the slope section f is connected. The first connected air duct 12 of the station tunnel ventilation unit 1 connects the interval tunnel ventilation unit 2 close to the slope section f and the interval tunnel ventilation unit 2 away from the slope section f. Specifically, the electric regulating valve 124 and the smoke exhaust fire damper 125 on the uphill side are opened, and the electric regulating air outlet 123 is closed, so that the first connected air duct 12 is completely connected.

[0099] On the uphill side, the piston air duct 21 of the tunnel ventilation unit 2 near the slope section f is closed, and the mechanical air duct 22 is opened. Specifically, the piston air duct 21 is closed by closing the fifth electric air valve 212, and the fifth electric air valve 223 of the mechanical air duct 22 is opened, ensuring that only the mechanical air duct 22 communicates between the second air pavilion 24 and the station track area e. One mechanical air duct 22 on the uphill side far from the slope section f is connected. Specifically, one fifth electric air valve 223 is opened, so that one mechanical air duct 22 on the uphill side far from the slope section f is connected, and the other fifth electric air valve 223 is closed, so that the other mechanical air duct 22 on the uphill side far from the slope section f is cut off, and the fourth electric air valve 212 is closed.

[0100] The third electric air valve 25 in the non-accident section is closed. Specifically, by closing the third electric air valve 25 located in the non-accident section, it is ensured that the mechanical air duct 22 only communicates with the station track area e corresponding to the accident slope section, so that the air flow of the mechanical air duct 22 is concentrated in the accident slope section.

[0101] Two tunnel fans 221 on the downhill side near the slope section f are turned on for exhausting, one tunnel fan 211 on the uphill side of the station near the slope section f is turned on for blowing, and one tunnel fan 211 on the uphill side of the station far from the slope section f is turned on for blowing. Through the blowing of two tunnel fans 221 and the exhausting of 2 tunnel fans 211, the ventilation volume in the tunnel meets the requirements. The smoke is discharged through the two tunnel fans 221 on the downhill side, reducing the risk of smoke entering the station platform d.

[0102] Or, as Figure 6 shown, a fire occurs to the train m near the uphill side in the slope section f, and the longitudinal ventilation direction is the uphill side.

[0103] The tunnel ventilation unit 2 of the section near the slope section f on the downhill side is cut off from the tunnel ventilation unit 1 of the adjacent station. For example, the second connecting air duct 23 of the tunnel ventilation unit 2 of the section near the slope section f on the downhill side is cut off. Specifically, the second connecting air duct 231 is cut off by closing the second electric air valve 232, so that the second connecting air duct 23 is cut off. One mechanical air duct 22 on the downhill side near the slope section f is connected, the other mechanical air duct 22 is cut off, and the piston air duct 21 is cut off. Specifically, one fifth electric air valve 223 is opened, so that one mechanical air duct 22 on the downhill side near the slope section f is connected, the other fifth electric air valve 223 is closed, so that the other mechanical air duct 22 on the downhill side near the slope section f is cut off, and the fourth electric air valve 212 is closed, so that the piston air duct 21 on the downhill side near the slope section f is cut off.

[0104] The ventilation unit 2 of the uphill-side section tunnel is partitioned from the ventilation unit 1 of the station tunnel. For example, the two second connected ventilation paths 23 of the ventilation unit 2 of the section tunnel near the slope section f on the uphill side are respectively partitioned from the adjacent ventilation unit 1 of the station tunnel. Specifically, the second connected ventilation paths 23 of the ventilation unit 2 of the section tunnel near the slope section f on the uphill side are partitioned, and the second connected ventilation paths 23 of the ventilation unit 2 of the section tunnel far from the slope section f are partitioned. Specifically, the second electric air valve 232 near the slope section f on the uphill side is closed, and the second connected ventilation path 23 is partitioned, so that the ventilation unit 2 of the section tunnel near the slope section f on the uphill side is partitioned from the ventilation unit 1 of the station tunnel. The second electric air valve 232 far from the slope section f on the uphill side is closed, and the second connected ventilation path 23 is partitioned, so that the ventilation unit 2 of the section tunnel far from the slope section f on the uphill side is partitioned from the ventilation unit 1 of the station tunnel. The mechanical ventilation path 22 near the slope section f on the uphill side is connected. Specifically, the fourth electric air valve 223 is opened, so that the mechanical ventilation path 22 near the slope section f on the uphill side is connected.

[0105] Start one tunnel fan 211 on the downhill side near the slope section f to supply air, and start one tunnel fan 211 on the uphill side near the slope section f to exhaust air. By supplying air with one tunnel fan 211 and exhausting air with one tunnel fan 211, the longitudinal air volume in the tunnel meets the requirements, and the smoke is discharged through one tunnel fan 211 on the uphill side, reducing the risk of smoke entering the station platform d.

[0106] Or, as Figure 7 shown, when one tunnel fan 211 fails on the downstream side of the ventilation direction, or when one mechanical ventilation path 22 fails, the first connected ventilation path 12 connects the exhaust hot air paths 11 at both ends of the station platform d, and the ventilation unit 2 of the section tunnel is connected to the ventilation unit 1 of the station tunnel, ensuring that the smoke is discharged from the exhaust hot air path 11 as soon as possible. For example, the second connected ventilation path 23 connects the ventilation unit 2 of the section tunnel to the ventilation unit 1 of the station tunnel. Specifically, the second electric air valve 232 on the second connected ventilation path 23 is opened to control the connection between the ventilation unit 2 of the section tunnel and the ventilation unit 1 of the station tunnel. Open the two exhaust hot air fans 115 and the first electric air valve 113 on the exhaust hot air duct 111, open the electric regulating valve 124 of the first connected ventilation path 12, close the electric regulating air outlet 123, open the second electric air valve 232 on the side where the faulty tunnel fan 211 is located, and the piston ventilation path 21 and the mechanical ventilation path 22 of the ventilation unit 2 of the section tunnel are connected to the ventilation unit 1 of the station tunnel, realizing the ventilation of two exhaust hot air fans 115 instead of one tunnel fan 211, making the ventilation volume meet the requirements, and discharging the smoke as soon as possible.

[0107] For example, when a fire breaks out at the front of the train m and the tunnel fan 221 near the slope section f on the uphill side fails, the tunnel fan 221 stops working. One tunnel fan 211 near the slope section f on the downhill side starts to supply air to the slope section f. The fourth electric air valve 212 and the fifth electric air valve 223 near the slope section f on the uphill side are closed, so that the piston air duct 21, the mechanical air duct 22 near the slope section f on the uphill side are disconnected from the station track area e. The second electric air valve 232 of the second connecting air duct 23 on the uphill side is opened, and the electric adjustable air outlet 123 on the first connecting air duct 12 on the uphill side is closed, and the electric control valve 124 is opened to control the exhaust hot air duct 11 to communicate with the track top air duct 121. The exhaust heat fans 115 at both ends of the station platform d are both started, and the first electric air valve 113 is opened, so that the exhaust hot air ducts 11 at both ends of the station platform d are connected to exhaust air. By starting one tunnel fan 1 near the slope section on the downhill side to supply air and starting the two exhaust heat fans 115 of the station tunnel ventilation unit 1 adjacent to the faulty tunnel fan 221 on the uphill side to exhaust air, two exhaust heat fans 115 are used to replace the faulty tunnel fan 221, improving the stability and reliability of the subway tunnel ventilation system.

[0108] Conventional subways can only achieve one exhaust heat fan 115 to exhaust air from part of the track top exhaust hot air ducts 121. In one embodiment, one exhaust heat fan 115 can exhaust air from all the track top exhaust hot air ducts 121 through the connecting air duct, reducing the lowest frequency conversion lower limit and improving the energy-saving effect.

[0109] In one embodiment, the exhaust heat fan 115 is a variable-frequency exhaust heat fan, and the two exhaust heat fans 115 are connected in parallel through the first connecting air duct 12. Specifically, during normal operation, when the first connecting air duct 122 is opened, two or one exhaust heat fan 115 can exhaust air from the electric adjustable air outlets 124 on part or all of the track top exhaust hot air ducts 121. The number of exhaust heat fans used and the variable-frequency control can determine the number of started exhaust heat fans 115 and the frequency according to the number of trains m and the tunnel temperature. The specific control method can refer to the following scheme:

[0110] ① When the number of trains m ≥ 25 pairs / h or the temperature is 36 - 40 °C, both exhaust heat fans 115 operate at power frequency, the frequency is 50 Hz, and the air volume is 100% of the rated air volume.

[0111] ② When the number of trains m is 20 - 25 pairs / h or the temperature is 33 - 36 °C, both exhaust heat fans 115 operate at variable frequency, the frequency is 40 Hz, and the air volume is 80% of the rated air volume.

[0112] ③ When the number of trains m is 15 - 20 pairs / h or the temperature is 30 - 33 °C, both exhaust heat fans 115 operate at variable frequency, the frequency is 30 Hz, and the air volume is 60% of the rated air volume.

[0113] ④ When the number of train pairs m is 10 - 15 pairs / h or the temperature is 27 - 30 °C, one exhaust fan 115 operates with frequency conversion, and the frequency is 40 Hz, which is equivalent to the air volume being 40% of the rated air volume.

[0114] ⑤ When the number of train pairs m is 5 - 10 pairs / h or the temperature is 24 - 27 °C, one exhaust fan 115 operates with frequency conversion, and the frequency is 20 Hz, which is equivalent to the air volume being 20% of the rated air volume.

[0115] ⑥ When the number of train operation pairs is < 5 pairs / h or the temperature < 24 °C, all exhaust fans 115 are turned off.

[0116] Thus, by controlling the number of operating exhaust fans 115 and the frequency, the variable - frequency range of the heat - exhaust of the subway tunnel ventilation system can be widened from 40% - 100% to 20% - 100%, which can further reduce the energy consumption of the exhaust fans 115 and improve the efficiency of the exhaust fans 115. It should be understood that in the embodiments of the present application, the control method of the exhaust fans 115 can be determined according to the specific situation in actual engineering to determine the corresponding relationship between the number of train pairs m and the variable - frequency control and the number - of - units control.

[0117] On the other hand, an embodiment of the present application provides a control method for a subway tunnel ventilation system for a fire in a slope - section tunnel. When the train m catches fire near the downhill side, the control method includes:

[0118] S10. Connect the tunnel ventilation units of the uphill - side station with the tunnel ventilation units at both ends, open the first connecting air passage of the station tunnel ventilation unit, and cut off the exhaust air passage of the station tunnel ventilation unit;

[0119] S20. Cut off the tunnel ventilation units of the downhill - side station from the tunnel units at both ends;

[0120] S30. Turn on all the tunnel fans on the uphill side near the slope section for air supply, and turn on half of the tunnel fans on the uphill side far from the slope section for air supply;

[0121] S40. Turn on all the tunnel fans on the downhill side near the slope section for exhaust;

[0122] When the train catches fire near the uphill side, the control method includes:

[0123] P10. Cut off the tunnel ventilation units of the downhill - side station from the tunnel units at both ends;

[0124] P20. Cut off the tunnel ventilation units of the uphill - side station from the tunnel units at both ends;

[0125] P30. Turn on half of the tunnel fans on the downhill side near the slope section for air supply;

[0126] P40. Turn on all the tunnel fans on the uphill side near the slope section for exhaust.

[0127] When a fire occurs at different positions in the tunnel of the large slope section, and there is a large difference in the longitudinal ventilation volume between the uphill and downhill sides caused by the "chimney effect" in the tunnel of the large slope section, by connecting and disconnecting the tunnel ventilation units of the uphill and downhill side stations with the interval tunnel ventilation units at both ends, and turning on the corresponding number of tunnel fans for exhaust and air supply, the ventilation volume of the subway tunnel ventilation system can meet the requirements, and smoke is prevented from entering the station platform area.

[0128] The following combines Figure 8 , and specifically describes each step of the control method of the subway tunnel ventilation system in the embodiment of the present application. Among them, train m catches fire near the downhill side, and the longitudinal ventilation direction is the downhill side.

[0129] S10. Connect the tunnel ventilation unit of the uphill side station with the interval tunnel ventilation units at both ends, open the first connecting air passage of the station tunnel ventilation unit, and disconnect the hot air exhaust passage of the station tunnel ventilation unit.

[0130] Specifically, the hot air exhaust passage 11 of the tunnel ventilation unit 1 of the uphill side station is disconnected, the tunnel ventilation unit 1 of the uphill side station is connected with the interval tunnel ventilation units 2 at both ends, and the first connecting air passage 12 of the station tunnel ventilation unit 1 is opened. For example, the electric regulating valve 124 and the smoke exhaust fire damper 125 on the uphill side are opened, so that the first connecting air passage 12 on the uphill side is opened, and the second electric air valve 232 of the second connecting air passage 23 is opened, so that the second connecting air passage 23 on the uphill side is opened, thereby connecting the tunnel ventilation unit 1 of the uphill side station with the interval tunnel ventilation units 2 at both ends.

[0131] S20. Disconnect the tunnel ventilation unit of the downhill side station from the interval tunnel units at both ends;

[0132] Specifically, the tunnel ventilation unit 1 of the downhill side station is disconnected from the interval tunnel units 2 at both ends. For example, the electric regulating valve 124 and the smoke exhaust fire damper 125 on the downhill side are closed, so that the first connecting air passage 12 on the downhill side is disconnected, and the second electric air valve 232 of the second connecting air passage 23 is closed, so that the second connecting air passage 23 on the downhill side is disconnected, thereby disconnecting the tunnel ventilation unit 1 of the downhill side station from the interval tunnel ventilation units 2 at both ends.

[0133] S30. Turn on all the tunnel fans on the uphill side near the slope section for air supply, and turn on half of the tunnel fans on the uphill side far from the slope section for air supply;

[0134] Specifically, all the tunnel fans 221 on the uphill side close to the slope section f are turned on for air supply, and half of the tunnel fans 221 on the uphill side far from the slope section are turned on for air supply. For example, there are multiple tunnel fans 221 on the uphill side close to the slope section f and multiple tunnel fans 221 on the uphill side far from the slope section f. The fifth electric air valve 223 on the uphill side close to the slope section f is opened, one fifth electric air valve 223 on the uphill side far from the slope section f is opened, the third electric air valve 25 is opened, all the tunnel fans 221 on the uphill side close to the slope section f are turned on, and some of the tunnel fans 221 far from the slope section f are turned on. The air supplied by the tunnel fans 221 far from the slope section f moves along the first connecting air path 12 to the second connecting air path 23 and then to the slope section f for air supply.

[0135] S40. Turn on all the tunnel fans on the downhill side close to the slope section for exhaust;

[0136] Specifically, all the tunnel fans 221 on the downhill side close to the slope section f are turned on for exhaust. For example, there are multiple tunnel fans 221 on the downhill side close to the slope section f. The third electric air valve 25 on the downhill side is opened, and multiple fifth electric air valves 223 on the downhill side close to the slope section f are opened. The multiple tunnel fans 221 on the downhill side close to the slope section f are turned on for exhaust. By using multiple tunnel fans 221 on the uphill side for air supply and two tunnel fans on the downhill side for exhaust, the risk of smoke entering the station platform d is reduced.

[0137] The following combines Figure 9 to specifically describe each step of the control method of the subway tunnel ventilation system according to the embodiments of the present application, where the train catches fire close to the uphill side.

[0138] P10. Isolate the tunnel ventilation unit of the downhill side station from the tunnel ventilation units at both ends of the interval;

[0139] Specifically, isolate the tunnel ventilation unit 1 of the downhill side station in the slope section f from the tunnel ventilation units 2 at both ends of the interval. For example, the second electric air valves 232 on the second connecting air paths 23 at both ends of the downhill side station platform d are all closed, so that the second connecting air paths 23 at both ends are isolated, and the tunnel ventilation unit 1 of the downhill side station is isolated from the tunnel ventilation units 2 at both ends of the interval.

[0140] P20. Isolate the tunnel ventilation unit of the uphill side station from the tunnel ventilation units at both ends of the interval;

[0141] Specifically, isolate the tunnel ventilation unit 1 of the uphill side station in the slope section f from the tunnel ventilation units 2 at both ends of the interval. For example, the second electric air valves 232 on the second connecting air paths 23 at both ends of the uphill side station platform d are all closed, so that the second connecting air paths 23 at both ends are isolated, and the tunnel ventilation unit 1 of the uphill side station is isolated from the tunnel ventilation units 2 at both ends of the interval.

[0142] P30. Turn on half of the tunnel fans on the downhill side near the slope section for air supply.

[0143] Specifically, turn on half of the tunnel fans 221 on the downhill side near the slope section f. The half of the tunnel fans 221 supply air along the mechanical air duct 22 through the slope section f. For example, if there are multiple tunnel fans 221 on the downhill side near the slope section f, turn on half of them. The fifth electric air valve 223 on the mechanical air path 22 where the tunnel fans 221 are turned on is opened, and the rest of the fifth electric air valves 223 are closed. The third electric air valve 25 is opened.

[0144] P40. Turn on all the tunnel fans on the uphill side near the slope section for exhaust.

[0145] Specifically, turn on all the tunnel fans 221 on the uphill side near the slope section f for exhaust. For example, if there are multiple tunnel fans 221 on the uphill side near the slope section f, turn on all of them. The fifth electric air valve 223 is opened, and the third electric air valve 25 is opened. When a fire occurs on the downhill side of the tunnel in the large slope section and the longitudinal ventilation volume difference between the uphill and downhill sides caused by the "chimney effect" of the tunnel in the large slope section is relatively large, through the connection and isolation of the tunnel ventilation units on the uphill and downhill sides of the station tunnel and the interval tunnel ventilation units at both ends, turn on the corresponding number of tunnel fans for exhaust and air supply, so that the ventilation volume of the subway tunnel ventilation system can meet the requirements and prevent smoke from entering the station platform area.

[0146] In an embodiment, the number of tunnel fans 221 on the uphill side far from the slope section f, the number of tunnel fans 221 on the downhill side near the slope section f, and the number of tunnel fans 221 on the downhill side far from the slope section f are all two, and the number of tunnel fans 221 on the uphill side near the slope section f is one. When one of the tunnel fans 221 fails and there is no corresponding replacement tunnel fan 221, the control method includes:

[0147] Connect the interval tunnel ventilation unit where the failed tunnel fan is located to the adjacent station tunnel ventilation unit.

[0148] Turn on all the exhaust heat fans of the station tunnel ventilation unit adjacent to the failed tunnel fan.

[0149] To better understand each step of the control method of the subway tunnel ventilation system in the embodiments of the present application, the following is a specific description in combination with Figure 11 where the train m catches fire near the uphill side and the tunnel fan 221 on the uphill side near the slope section f fails.

[0150] It should be understood that the tunnel fan 221 failure can occur in the section tunnel unit 2 on the uphill side away from the gradient section f, the section tunnel unit 2 close to the gradient section f, the section tunnel unit 2 on the downhill side away from the gradient section f, or the section tunnel unit 2 close to the gradient section f. Only the case where the train catches fire near the uphill side and the tunnel fan 221 on the uphill side close to the gradient section f fails is described in the embodiments of the present application, which should not be construed as a limitation to the present application. In the case of the above tunnel fan 221 failure, it is equally applicable.

[0151] As Figure 11 and Figure 7 shown, when the train m catches fire near the downhill side, before P30 and turning on half of the tunnel fans for air supply in the section close to the gradient section on the downhill side, the control method includes:

[0152] P21. Connect the section tunnel ventilation unit where the faulty tunnel fan is located to the adjacent station tunnel ventilation unit;

[0153] Specifically, when the tunnel fan 22 on the uphill side close to the gradient section f fails, connect the section tunnel ventilation unit 2 where the faulty tunnel fan 221 is located on the uphill side to the adjacent station tunnel ventilation unit 1. For example, the second connecting air passage 23 on the uphill side close to the gradient section f is connected. Specifically, the second electric air valve 232 on the uphill side is opened, so that the section tunnel ventilation unit 2 on the uphill side is connected to the adjacent station tunnel ventilation unit 1.

[0154] The first connecting air passage 12 of the station tunnel unit 1 on the uphill side close to the gradient section f is connected. Specifically, close the electric regulating air outlet 123 on the first connecting air passage 12 to reduce the entry of fire smoke into the station platform d on the uphill side, and open the electric regulating valve 124 and the smoke exhaust fire prevention 125 on the first connecting air passage 12 to make the first connecting air passage 12 connected.

[0155] The two rows of hot air passages 11 of the station tunnel unit 1 on the uphill side close to the gradient section are connected. Specifically, open the first electric air valve 113 on the hot air exhaust passage 11 to make the hot air exhaust passage 11 connected. Thus, the section tunnel ventilation unit 2 on the uphill side close to the gradient section f is connected to the adjacent two rows of hot air passages 11 through the first connecting air passage 12, and further makes the section tunnel ventilation unit 2 on the uphill side connected to the adjacent station tunnel ventilation unit 1.

[0156] P22. Turn on all the heat exhaust fans of the station tunnel ventilation unit adjacent to the faulty tunnel fan.

[0157] Specifically, all the exhaust heat fans 115 of the uphill-side station tunnel ventilation unit 1 are turned on. For example, if a fire breaks out near the downhill side of the train m and the longitudinal ventilation direction is the uphill side, one tunnel fan 1 near the downhill side close to the gradient section is turned on for air supply, and two exhaust heat fans 115 of the station tunnel ventilation unit 1 adjacent to the faulty tunnel fan 221 on the uphill side are turned on for exhaust, so as to realize that two exhaust heat fans 115 replace the faulty tunnel fan 221, improving the stability and reliability of the subway tunnel ventilation system.

[0158] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, it is still possible to modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions required to be protected by the present application.

Claims

1. A subway tunnel ventilation system for a sloped section tunnel, characterized in that, it includes: A station tunnel ventilation unit, including a hot air exhaust path at both ends of the station and a first connecting ventilation path located in the station track area and connecting the hot air exhaust paths at both ends. The hot air exhaust path is provided with a hot air exhaust fan; And An interval tunnel ventilation unit for supplying air or exhausting air into the tunnel, including a piston air path and a mechanical air path that can both communicate with the station tunnel ventilation unit. The piston air path and the mechanical air path are respectively arranged at both ends of the station. The mechanical air path is provided with a tunnel fan; Both the uphill side and the downhill side stations of the sloped section are provided with the station tunnel ventilation unit and the interval tunnel ventilation unit; wherein, the ventilation volume of the mechanical air path on the uphill side far from the sloped section, the ventilation volume of the mechanical air path on the downhill side close to the sloped section, and the ventilation volume of the mechanical air path on the downhill side far from the sloped section are the same, and are all greater than the ventilation volume of the mechanical air path on the uphill side close to the sloped section.

2. The subway tunnel ventilation system according to claim 1, characterized in that, The hot air exhaust path includes: A hot air exhaust duct, communicating with the station track area; A first air pavilion, communicating with one end of the hot air exhaust duct far from the station track area; The hot air exhaust fan, arranged on the hot air exhaust duct for exhausting heat from the station to the first air pavilion; A first electric air valve, arranged on the hot air exhaust duct, upstream or downstream of the hot air exhaust fan; and A first muffler, arranged on the hot air exhaust duct. The first muffler is arranged between the first air pavilion and the hot air exhaust fan, and between the hot air exhaust fan and the first connecting ventilation path.

3. The subway tunnel ventilation system according to claim 2, characterized in that, The first connecting ventilation path includes: A track top air duct, which is arranged in each station track area. The track top air ducts at both ends of each station track area are respectively communicated with the corresponding hot air exhaust ducts; A first connecting ventilation duct, communicating the track top air ducts at both ends of the corresponding station track area; An electric adjustable air outlet, arranged at one end of each track top air duct close to the first connecting ventilation duct; An electric control valve, arranged at one end of each track top air duct close to the hot air exhaust duct to control the connection or disconnection between the hot air exhaust path and the track top air duct; and A smoke exhaust fire damper, arranged between the electric adjustable air outlet and the electric control valve of each track top air duct for fire separation of the station.

4. The subway tunnel ventilation system according to claim 1, characterized in that, The interval tunnel ventilation unit further includes a second connecting ventilation path. The second connecting ventilation path includes: A second connecting ventilation duct, communicating the interval tunnel ventilation unit and the station tunnel ventilation unit; and A second electric air valve, arranged on the second connecting ventilation duct to control the connection or disconnection between the interval tunnel ventilation unit and the station tunnel ventilation unit.

5. The subway tunnel ventilation system according to claim 1, characterized in that, The interval tunnel ventilation unit further includes: A second air pavilion, communicating with both the piston air path and the mechanical air path; The third electric air valve, with each of the station track areas being provided with the third electric air valve, which connects the piston air path and the mechanical air path; and The second muffler, which connects the piston air path and the mechanical air path to muffler the piston air path and the mechanical air path.

6. The subway tunnel ventilation system according to claim 5, characterized in that the piston air path includes: The piston air duct, with one end communicating with the second air pavilion and the other end connected to the third electric air valve; and The fourth electric air valve, which is arranged on the piston air duct to control the connection or disconnection of the piston air duct.

7. The subway tunnel ventilation system according to claim 5, characterized in that the mechanical air path includes: The mechanical air duct, with one end communicating with the second air pavilion and the other end connected to the third electric air valve; The tunnel fan, which is arranged on the mechanical air duct and is used to supply air or exhaust air to the tunnel; The fifth electric air valve, which is arranged on the mechanical air duct and is located at at least one end of the tunnel fan; and The third muffler, which is arranged on the mechanical air duct and is located at the end of the tunnel fan close to the station track area.

8. The subway tunnel ventilation system according to any one of claims 1 to 7, characterized in that The number of the tunnel fans on the uphill side far from the gradient section, the number of the tunnel fans on the downhill side close to the gradient section, and the number of the tunnel fans on the downhill side far from the gradient section are all two, and the number of the tunnel fans on the uphill side close to the gradient section is one.

9. A control method for a subway tunnel ventilation system, which is used for a tunnel fire in a gradient section, characterized in that when a train catches fire close to the downhill side, the control method includes: Connect the uphill side station tunnel ventilation unit with the two ends' interval tunnel ventilation units, open the first connecting air path of the station tunnel ventilation unit, and cut off the hot air exhaust path of the station tunnel ventilation unit; Cut off the connection between the downhill side station tunnel ventilation unit and the two ends' interval tunnel ventilation units; Turn on all the tunnel fans on the uphill side close to the gradient section to supply air, and turn on half of the tunnel fans on the uphill side far from the gradient section to supply air; Turn on all the tunnel fans on the downhill side close to the gradient section to exhaust air; when a train catches fire close to the uphill side, the control method includes: Cut off the connection between the downhill side station tunnel ventilation unit and the two ends' interval tunnel ventilation units; Cut off the connection between the uphill side station tunnel ventilation unit and the two ends' interval tunnel ventilation units; Turn on half of the tunnel fans on the downhill side close to the gradient section to supply air; Turn on all the tunnel fans on the uphill side close to the gradient section to exhaust air.

10. The control method according to claim 9, characterized in that The number of the tunnel fans on the uphill side far from the gradient section, the number of the tunnel fans on the downhill side close to the gradient section, and the number of the tunnel fans on the downhill side far from the gradient section are all two, and the number of the tunnel fans on the uphill side close to the gradient section is one; when one of the tunnel fans fails and there is no corresponding tunnel fan to replace it, the control method includes: Connect the interval tunnel ventilation unit where the faulty tunnel fan is located to the adjacent station tunnel ventilation unit; Turn on all the exhaust heat fans of the station tunnel ventilation unit adjacent to the faulty tunnel fan.

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