Railway rescue station and method for evacuation and smoke control with service tunnel

Abstract

The present application provides a kind of railway rescue station and personnel evacuation and smoke control method of service tunnel.The railway rescue station includes service tunnel, evacuation horizontal passage, protective door, smoke exhaust air duct, fireproof partition sealing device, smoke exhaust fire damper, fan, jet fan, smoke outlet, wind speed and direction sensor and evacuation platform.The present application provides a kind of evacuation and rescue scheme of smoke exhaust air shaft near railway tunnel emergency rescue station, realizes directly using advance guide pit (service tunnel) for geological exploration as smoke exhaust passage, avoids setting smoke exhaust air duct on the top of service tunnel, causes construction risk and engineering investment to increase due to the fact that service tunnel section is too large.In addition, using wind speed and direction sensor and jet fan, prevent smoke from spreading to both ends of rescue station fire tunnel under the condition of ensuring smoke exhaust effect, improve the safety of other trains in super-long tunnel, and reduce the influence range of smoke on tunnel facilities, which is beneficial to rapid recovery after disaster.

Description

Technical Field

[0001] The present invention relates to the field of traffic safety, and in particular to a railway rescue station provided with a service tunnel and a personnel evacuation and smoke control method, which is particularly suitable for ultra-long submarine railway tunnels. Background Art

[0002] With the advancement of railway construction technology and the increasing demand for faster travel, the construction of multiple cross-sea railway tunnels has become increasingly important. Tunnels are semi-enclosed spaces. If a fire occurs on a train, smoke quickly accumulates and the air temperature rises rapidly, posing a significant threat to passenger safety and property. This is especially true in ultra-long undersea tunnels, where multiple trains may be operating simultaneously. Failure to quickly and effectively control smoke and evacuate personnel to safe areas or the surface can easily lead to panic, resulting in stampedes and even non-fire train accidents.

[0003] Most long and large railway tunnels in China utilize a twin-hole, single-track design, and in-tunnel rescue stations often employ densely packed transverse tunnels or parallel pilot tunnels. When a train stops at an emergency rescue station in the event of a fire, passengers use the evacuation platform and transverse tunnels to enter unburned tunnels or evacuate outside the tunnel via parallel pilot tunnels for shelter. Smoke exhaust shafts and ventilation and exhaust facilities are installed near the rescue station to control smoke within the station and maintain wind speed at the transverse tunnel protective doors. This solution also requires the installation of inclined evacuation shafts and smoke exhaust shafts near the emergency rescue station.

[0004] It's also worth noting that the aforementioned solutions only provide a single evacuation route, underutilizing evacuation efficiency. Furthermore, while the system prioritizes ensuring the evacuation route, such as wind speed requirements at the cross-aisle protective doors, it lacks effective measures to prevent smoke from spreading into the tunnels at either end of the fire at the rescue station, compromising the safety of other trains and passengers within the extra-long tunnel. Summary of the Invention

[0005] In view of this, the present invention aims to propose a railway rescue station and personnel evacuation and smoke control method set up in a service tunnel, so as to improve the fire smoke exhaust efficiency and personnel evacuation efficiency when it is impossible to set up a smoke exhaust shaft or inclined shaft near the rescue station, thereby improving the overall disaster prevention and rescue level of the railway tunnel.

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0007] A railway rescue station with a service tunnel, comprising a service tunnel, an evacuation cross passage, a smoke exhaust duct, a fireproof partition sealing device, a jet fan, a wind speed and direction sensor, and a fan;

[0008] The service tunnel is arranged between two double-hole single-track tunnels, the evacuation transverse passage is located between the double-hole single-track tunnel and the service tunnel, and is arranged opposite to the evacuation platform in the double-hole single-track tunnel, for connecting the double-hole single-track tunnel and the service tunnel, and a protective door is provided in the evacuation transverse passage;

[0009] In the service tunnel, the fireproof partition sealing device is provided on the outside of both ends of the evacuation cross passage, and the smoke exhaust duct is provided between the double-hole single-track tunnel and the service tunnel. One end of the smoke exhaust duct is connected to the service tunnel, and the connection position is located outside the fireproof partition sealing device in the service tunnel. The other end of the smoke exhaust duct is connected to the double-hole single-track tunnel. The service tunnel serves as a smoke exhaust passage, and a smoke exhaust fire damper and a smoke exhaust port are provided in the smoke exhaust duct.

[0010] The jet fans are arranged on both sides of the evacuation platform in the double-hole single-track tunnel, the fans are arranged in the service tunnel, and there are multiple groups of wind speed and direction sensors, which are respectively arranged in the double-hole single-track tunnel and the evacuation cross channel. The monitoring values ​​can be converted into electrical signals and transmitted remotely.

[0011] Furthermore, both ends of the service tunnel are connected to open lines or ventilation shafts, and engineering maintenance vehicles and rescue vehicles can pass through the service tunnel.

[0012] Furthermore, the smoke exhaust fire damper is located in the smoke exhaust duct between the double-hole single-track tunnel and the service tunnel. The smoke exhaust fire damper is in a normally closed state and can be opened by a remote signal; there are multiple smoke exhaust ports, which are evenly distributed on the smoke exhaust duct in the double-hole single-track tunnel.

[0013] Furthermore, there are multiple evacuation transverse passages arranged side by side, and protective doors are provided in each of the evacuation transverse passages.

[0014] Furthermore, the fireproof partition sealing device is normally open during normal operation and can be closed via remote signal control. The fireproof partition sealing device uses fireproof rolling shutter doors and electrically controlled fiberglass reinforced plastic bi-folding / swinging doors. The circular cross-section of the service tunnel where the fireproof partition sealing device is located is divided into a rectangular cross-section that meets the dimensions of the fireproof partition sealing device through the civil wall. The columns and beams in the civil wall also serve as the columns and beams for the installation of the fireproof partition sealing device.

[0015] Furthermore, the fan can also be arranged in a machine room around the air shaft. The fan is composed of multiple groups of fans connected in parallel, and can realize smoke exhaust or air supply functions through remote control.

[0016] A method for evacuating personnel and controlling smoke at a railway rescue station, the process of which is as follows:

[0017] S1. Calculate and compare the distance between the nearest railway rescue station in front of the fire train and the safe evacuation exit;

[0018] S2. Based on the calculation result of step S1, determine the direction from the railway rescue station to the safe evacuation exit as the service tunnel evacuation direction;

[0019] S3. Remotely shut down the fireproof partition sealing device on the side of the rescue station away from the evacuation direction of the service tunnel;

[0020] S4. Remotely open the smoke and fire damper on the side of the rescue station away from the evacuation direction of the service tunnel;

[0021] S5: Remotely start the fan on the side away from the evacuation direction of the service tunnel, and the fan generates airflow in the exhaust direction; remotely start the fan on the side of the service tunnel evacuation direction, and the fan generates airflow in the supply direction;

[0022] S6. The rescue vehicle drives from the service tunnel to the rescue station in the evacuation direction;

[0023] S7. Guide passengers to wait and evacuate through evacuation platforms and evacuation cross passages to service tunnels and non-fire tunnels;

[0024] S8. Based on the values ​​monitored by the wind speed and direction sensors, the jet fans are regulated to ensure that the wind speed in the evacuation cross passage between the fire tunnel and the service tunnel is not less than 2 m / s, and the wind speed on both sides of the emergency rescue station used for evacuation in the fire tunnel is not less than the calculated critical wind speed, and the wind direction is blowing towards the fire train.

[0025] Furthermore, in step S1, after a fire occurs on a train and it is determined that the train stops at the emergency rescue station ahead for evacuation and rescue, the distance between the emergency rescue station and the safe evacuation exit is calculated respectively. The safe evacuation exit can be a station, a tunnel entrance, an inclined shaft or a vertical shaft for evacuation, etc.

[0026] Furthermore, in step S5, the smoke exhaust volume of the fan on the side away from the evacuation direction of the service tunnel is not less than the sum of the air volume flowing into the fire tunnel after all the protective doors in the evacuation cross channel are opened and the air intake volume at both ends of the fire tunnel that meets the critical wind speed, and is not less than the smoke generation of the fire train.

[0027] Furthermore, in step S8, the critical wind speed is calculated as follows:

[0028] ;

[0029] Where: V c - critical wind speed, in m / s;

[0030] g - acceleration due to gravity, in m / s 2 ;

[0031] H - tunnel height, in meters;

[0032] Q - the heat generated by the fire, in W;

[0033] - Density of surrounding air, in kg / m 3 ;

[0034] C p - Specific heat of air at a fixed pressure, in J / Kg·K;

[0035] A - net cross-sectional area of ​​the tunnel, in m 2 ;

[0036] T f - the temperature of the hot air, in K;

[0037] K g - Slope correction factor;

[0038] - Ambient air temperature, in K.

[0039] Compared with the prior art, the railway rescue station and personnel evacuation and smoke control method provided in the present invention have the following advantages:

[0040] The present invention provides an evacuation and rescue solution that does not rely on the installation of smoke exhaust shafts near railway tunnel emergency rescue stations. This solution directly utilizes the advanced pilot pit (service tunnel) used for geological exploration as a smoke exhaust path, avoiding the construction risks and increased project investment associated with the excessively large cross-section of the service tunnel caused by the installation of a smoke exhaust duct at the top of the service tunnel. Simultaneously, two evacuation routes, the service tunnel and the non-fire tunnel, are provided, improving fire evacuation efficiency. Furthermore, wind speed and direction sensors and jet fans are used to ensure smoke exhaust effectiveness while preventing smoke from spreading into the fire tunnel at both ends of the rescue station. This improves the safety of other trains in the extra-long tunnel and reduces the impact of smoke on tunnel facilities, facilitating the rapid resumption of operations after a disaster. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0042] Figure 1 It is a plan view of the rescue station of the present invention;

[0043] Figure 2 is a cross-sectional schematic diagram of a rescue station of the present invention;

[0044] Figure 3 is a schematic diagram of the smoke control method of the present invention;

[0045] Figure 4It is a schematic plan view and airflow direction diagram of one embodiment of the present invention;

[0046] Figure 5 is a cross-sectional schematic diagram of an embodiment of the present invention;

[0047] Figure 6 It is a schematic diagram of the fireproof partition sealing device of the present invention, wherein 6-1 is a fireproof partition sealing device in the form of a fireproof rolling shutter door in a closed state, 6-2 is a fireproof partition sealing device in the form of a fireproof rolling shutter door in an open state, 6-3 is a fireproof partition sealing device in the form of an electrically controlled glass fiber reinforced plastic split (swing) door in a closed state, and 6-4 is a fireproof partition sealing device in the form of an electrically controlled glass fiber reinforced plastic split (swing) door in an open state.

[0048] Description of reference numerals:

[0049] 1. Double-hole single-track tunnel, where 1a is a single-track tunnel without fire, and 1b is a single-track tunnel with fire;

[0050] 2. Service tunnel; 3. Evacuation cross passage; 4. Protective door; 5. Smoke exhaust duct;

[0051] 6. Fireproof partition and sealing device, of which 6a is the fireproof partition and sealing device on the side away from the evacuation direction of the service tunnel, and 6b is the fireproof partition and sealing device on the side close to the evacuation direction of the service tunnel;

[0052] 7. Smoke exhaust fire dampers, of which 7a is the smoke exhaust fire damper on the side of the non-fire single-track tunnel away from the service tunnel evacuation direction, 7b is the smoke exhaust fire damper on the side of the non-fire single-track tunnel close to the service tunnel evacuation direction, 7c is the smoke exhaust fire damper on the side of the fire tunnel away from the service tunnel evacuation direction, and 7d is the smoke exhaust fire damper on the side of the fire tunnel close to the service tunnel evacuation direction;

[0053] 8. Fans, 8a is for exhausting smoke in case of fire, and 8b is for supplying air in case of fire;

[0054] 9. Jet fans, of which 9a is a jet fan for a non-fire single-track tunnel on the side away from the service tunnel evacuation direction, 9b is a jet fan for a non-fire single-track tunnel on the side close to the service tunnel evacuation direction, 9c is a jet fan for a fire single-track tunnel on the side away from the service tunnel evacuation direction, and 9d is a jet fan for a fire single-track tunnel on the side close to the service tunnel evacuation direction;

[0055] 10 smoke exhaust vents;

[0056] 11. Wind speed and direction sensors, 11a being the wind speed and direction sensor for a non-fire single-track tunnel on the side away from the service tunnel evacuation direction, 11b being the wind speed and direction sensor for a non-fire single-track tunnel on the side close to the service tunnel evacuation direction, 11c being the wind speed and direction sensor for a fire single-track tunnel on the side away from the service tunnel evacuation direction, 11d being the wind speed and direction sensor for a fire single-track tunnel on the side close to the service tunnel evacuation direction, 11e being the wind speed and direction sensor in the transverse passage between the non-fire tunnel and the service tunnel, and 11f being the wind speed and direction sensor in the transverse passage between the fire tunnel and the service tunnel;

[0057] 12. Evacuation platform; 13. Civil wall; 14. Road surface. DETAILED DESCRIPTION

[0058] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0059] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention 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 therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0060] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0061] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0062] like Figure 4-5As shown, a railway rescue station with service tunnel includes: double-hole single-line tunnel (1a, 1b), service tunnel 2, evacuation horizontal passage 3, protective door 4, smoke exhaust duct 5, two fireproof partition sealing devices (6a, 6b), four smoke exhaust fireproof valves (7a, 7b, 7c, 7d), two groups of fans (8a, 8b), four groups of jet fans (9a, 9b, 9c, 9d), smoke exhaust port 10, six groups of wind speed and direction sensors (11a, 11b, 11c, 11d, 11e, 11f) and evacuation platform 12.

[0063] The service tunnel 2 is arranged between the two double-hole single-line tunnels (1a, 1b), and the two ends of the service tunnel 2 are connected to an open line or a ventilation shaft. Engineering inspection vehicles and rescue vehicles can pass through the service tunnel 2.

[0064] The evacuation horizontal passage 3 is located between the double-hole single-line tunnel 1a and the service tunnel 2, and between the double-hole single-line tunnel 1b and the service tunnel 2, and has the function of connecting the double-hole single-line tunnel 1a and the service tunnel 2, and the double-hole single-line tunnel 1b and the service tunnel 2. The protective door 4 is arranged in the evacuation horizontal passage 3.

[0065] The fireproof partition sealing device (6a, 6b) is arranged in the service tunnel 2 and outside the two ends of the evacuation horizontal passage 3. The fireproof partition sealing device (6a, 6b) is normally open and can be closed by remote signal control. The net passage width of the service tunnel in the open state of the fireproof partition sealing device is not less than 3.75m, and the net passage height is not less than 3.5m. The fire resistance limit of the fireproof partition sealing device is not less than 3h.

[0066] The implementation form of the fireproof partition sealing device (6a, 6b) is that in the fireproof partition sealing device section, the circular cross section of the service tunnel 2 is divided into a rectangular cross section that meets the net passage size by using a civil wall 13, and the columns and beams in the civil wall 13 are used as columns and beams for the installation of the fireproof partition sealing device. The fireproof partition sealing device can adopt the form of a fireproof rolling shutter door, an electrically controlled glass steel opposite opening (flat opening) door, etc.

[0067] One end of the smoke exhaust duct 5 is connected to the service tunnel 2, and the connection position is outside the two end fireproof partition sealing devices. The other end is connected to the double-hole single-line tunnel 1, and the smoke exhaust fireproof valves (7a, 7b, 7c, 7d) and the smoke exhaust port 10 are arranged in the smoke exhaust duct 5. The smoke exhaust fireproof valves (7a, 7b, 7c, 7d) are normally closed and can be opened by remote signal.

[0068] The fans (8a, 8b) are arranged in the service tunnel 2 or in the machine room near the ventilation shaft, and are composed of multiple groups of fans in parallel, which can realize the functions of smoke exhaust or air supply by remote control. The wind speed and direction sensors 11 are multiple groups, which are respectively arranged in the double-hole single-line tunnel 1 and the evacuation horizontal passage 3, and the monitoring values can be converted into electrical signals and transmitted remotely.

[0069] like Figure 3 As shown, a method for evacuating personnel and controlling smoke at a railway rescue station, the process is as follows:

[0070] S1. Calculate and compare the distance between the nearest railway emergency rescue station in front of the fire train and the safe evacuation exit;

[0071] Railway trains have multiple power units and can continue traveling up to 20 kilometers even in the event of a fire. After a train fire occurs and stops at an emergency station for evacuation, the distance from the emergency station to a safe evacuation exit is calculated. This safe evacuation exit can be a station, tunnel entrance, inclined shaft, or vertical shaft.

[0072] S2. Based on the calculation result of step S1, determine the direction from the railway rescue station to the safe evacuation exit as the service tunnel evacuation direction;

[0073] like Figure 4 、 5 As shown, through calculation, when the rescue station is short to the safe evacuation exit behind the fire train, the rear of the fire train is used as the evacuation direction of the service tunnel.

[0074] S3, remotely shut down the fireproof partition sealing device 6a on the side of the rescue station away from the evacuation direction of the service tunnel;

[0075] S4. Remotely open the smoke exhaust fire damper 7c in the smoke exhaust duct connected to the fire tunnel on the side of the rescue station away from the evacuation direction of the service tunnel;

[0076] S5. Remotely start the fan 8a on the side away from the evacuation direction of the service tunnel, and the fan generates an airflow in the exhaust direction; remotely start the fan 8b on the side of the service tunnel evacuation direction, and the fan generates an airflow in the supply direction;

[0077] The smoke exhaust volume of fan 8a shall not be less than the sum of the air volume flowing into the fire tunnel after all the protective doors in the transverse passage are opened and the air intake volume at both ends of the fire tunnel that meets the critical wind speed, and shall not be less than the smoke generation of the fire train.

[0078] S6, the rescue vehicle drives from the service tunnel evacuation direction through service tunnel 2 toward the rescue station;

[0079] S7. Guide passengers to take shelter in the service tunnel 2 and the non-fired single-track tunnel 1a via the evacuation platform 12 and the evacuation cross passage 3. Rescue vehicles will evacuate passengers from the service tunnel 2 and the non-fired single-track tunnel 1a.

[0080] S8, such as Figure 3As shown, according to the monitoring values ​​of the wind speed and direction sensors (11c, 11d, 11f), the jet fans (9a, 9b, 9c, 9d) are regulated to achieve a wind speed of not less than 2 m / s in the evacuation cross passage 3 between the fire tunnel 1b and the service tunnel 2, and a wind speed of not less than the calculated critical wind speed on both sides of the emergency rescue station used for evacuation in the fire tunnel 1a, and the wind direction blows toward the fire train.

[0081] The calculation method of critical wind speed is:

[0082] ;

[0083] Where: V c - critical wind speed, in m / s; g - acceleration due to gravity, in m / s 2 ;

[0084] H - tunnel height, unit: m; Q - heat generated by the fire, unit: W;

[0085] - Density of surrounding air, in kg / m 3 ;

[0086] C p - Specific heat of air at a fixed pressure, in J / Kg·K;

[0087] A - net cross-sectional area of ​​the tunnel, in m 2 ;T f - The temperature of the hot air in K;

[0088] K g - Slope correction factor; - Ambient air temperature, in K.

[0089] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A railway rescue station provided with a service tunnel, characterized by: Including service tunnel, evacuation cross passage, smoke exhaust duct, fire partition sealing device, jet fan, wind speed and direction sensor and fan; The service tunnel is arranged between two double-hole single-track tunnels, the evacuation transverse passage is located between the double-hole single-track tunnel and the service tunnel, and is arranged opposite to the evacuation platform in the double-hole single-track tunnel, for connecting the double-hole single-track tunnel and the service tunnel, and a protective door is provided in the evacuation transverse passage; In the service tunnel, the fireproof partition sealing device is provided on the outside of both ends of the evacuation cross passage, and the smoke exhaust duct is provided between the double-hole single-track tunnel and the service tunnel. One end of the smoke exhaust duct is connected to the service tunnel, and the connection position is located outside the fireproof partition sealing device in the service tunnel. The other end of the smoke exhaust duct is connected to the double-hole single-track tunnel. The service tunnel serves as a smoke exhaust passage, and a smoke exhaust fire damper and a smoke exhaust port are provided in the smoke exhaust duct. The jet fans are arranged on both sides of the evacuation platform in the double-hole single-track tunnel, the fans are arranged in the service tunnel, and there are multiple groups of wind speed and direction sensors, which are respectively arranged in the double-hole single-track tunnel and the evacuation cross passage.

2. A railway rescue station with a service tunnel according to claim 1, characterized in that: Both ends of the service tunnel are connected to open lines or ventilation shafts, and engineering maintenance vehicles and rescue vehicles can pass through the service tunnel.

3. The railway rescue station with a service tunnel according to claim 1, characterized in that: The smoke exhaust fire damper is located in the smoke exhaust duct between the double-hole single-track tunnel and the service tunnel. The smoke exhaust fire damper is in a normally closed state and is opened by a remote signal. There are multiple smoke exhaust ports, which are evenly distributed on the smoke exhaust duct in the double-hole single-track tunnel.

4. A railway rescue station with a service tunnel according to claim 1 or 3, characterized in that: There are multiple evacuation transverse passages arranged side by side, and protective doors are provided in each of the evacuation transverse passages.

5. The railway rescue station with a service tunnel according to claim 1, characterized in that: The fireproof partition sealing device is in a normally open state during normal operation and is closed by a remote signal. The fireproof partition sealing device adopts a fireproof rolling shutter door or an electrically controlled fiberglass double-leaf / swing door. The circular section of the service tunnel where the fireproof partition sealing device is placed is partitioned into a rectangular section that meets the size of the fireproof partition sealing device through the civil wall. The columns and beams in the civil wall are used for the installation of the fireproof partition sealing device.

6. The railway rescue station with a service tunnel according to claim 1, characterized in that: The fan can also be arranged in a machine room around the air shaft. The fan is composed of multiple groups of fans connected in parallel, and the smoke exhaust or air supply function is achieved through remote control.

7. A method for evacuating personnel and controlling smoke in a railway rescue station, which adopts the railway rescue station with a service tunnel as claimed in any one of claims 1 to 6, characterized in that: The process is as follows: S1. Calculate and compare the distance between the nearest railway rescue station in front of the fire train and the safe evacuation exit; S2. Based on the calculation result of step S1, determine the direction from the railway rescue station to the safe evacuation exit as the service tunnel evacuation direction; S3. Remotely shut down the fireproof partition sealing device on the side of the rescue station away from the evacuation direction of the service tunnel; S4. Remotely open the smoke and fire damper on the side of the rescue station away from the evacuation direction of the service tunnel; S5: Remotely start the fan on the side away from the evacuation direction of the service tunnel, and the fan generates airflow in the exhaust direction; remotely start the fan on the side of the service tunnel evacuation direction, and the fan generates airflow in the supply direction; S6. The rescue vehicle drives from the service tunnel to the rescue station in the evacuation direction; S7. Guide passengers to wait and evacuate through evacuation platforms and evacuation cross passages to service tunnels and non-fire tunnels; S8. Based on the values ​​monitored by the wind speed and direction sensors, the jet fans are regulated to ensure that the wind speed in the evacuation cross passage between the fire tunnel and the service tunnel is not less than 2 m / s, and the wind speed on both sides of the emergency rescue station used for evacuation in the fire tunnel is not less than the calculated critical wind speed, and the wind direction is blowing towards the fire train.

8. The method for evacuating personnel and controlling smoke at a railway rescue station according to claim 7, characterized in that: In step S1, after a train fire occurs and determines to stop at the emergency rescue station ahead for evacuation and rescue, the distance between the emergency rescue station and the safe evacuation exit is calculated respectively. The safe evacuation exit is a station, a tunnel entrance, an inclined shaft or a vertical shaft for evacuation.

9. A method for evacuating personnel and controlling smoke at a railway rescue station according to claim 7 or 8, characterized in that: In step S5, the smoke exhaust volume of the fan on the side away from the evacuation direction of the service tunnel is not less than the sum of the air volume flowing into the fire tunnel after all the protective doors in the evacuation cross channel are opened and the air intake volume at both ends of the fire tunnel that meets the critical wind speed, and is not less than the smoke generation of the fire train.

10. The method for evacuating personnel and controlling smoke at a railway rescue station according to claim 7, characterized in that: In step S8, the critical wind speed is calculated as follows: ； Where: V c - critical wind speed, in m / s; g - acceleration due to gravity, in m / s 2 ; H - tunnel height, in meters; Q - the heat generated by the fire, in W; - Density of surrounding air, in kg / m 3 ; C p - Specific heat of air at a fixed pressure, in J / Kg·K; A - net cross-sectional area of ​​the tunnel, in m 2 ; T f - the temperature of the hot air, in K; K g - Slope correction factor; - Ambient air temperature, in K.

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