Method and device for ventilating and exhausting smoke in a tunnel with a running train

Abstract

The application provides a train tunnel fire ventilation and smoke exhaust method and device, which comprises the following steps: when a train fire is detected by a fire positioning device, obtaining the running position of the train and the fire position on the train detected by the fire positioning device; predicting all possible stopping positions of the train in each section of the subway tunnel according to the running direction and the running position of the train; listing the working state options of the air supply and smoke exhaust subsystems at both ends of each stopping position according to the fire position, analyzing each working state option, and screening out target air supply and smoke exhaust subsystems that can only perform smoke exhaust or air supply control from each air supply and smoke exhaust subsystem; and performing linkage control on the target air supply and smoke exhaust subsystems. When a train fire occurs in a subway tunnel, the application can intelligently link the relevant air supply and smoke exhaust subsystems in the subway tunnel to timely and effectively perform ventilation and smoke exhaust, so as to ensure the rapid evacuation of passengers.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method and apparatus for ventilation and smoke extraction in the tunnel of a running train during a fire. Background Technology

[0002] With the continuous development and improvement of urban underground transportation networks, long-distance subway tunnels are commonly constructed in urban express subway lines, rapid intercity railways, and rapid suburban railways. Train fires within these tunnels pose a significant challenge to train operation and management. Due to the unique location and limited space of the tunnels, the enclosed environment during a train fire makes evacuation and rescue, as well as smoke extraction and firefighting, extremely difficult. To reduce casualties from fires, it is necessary to equip long-distance subway tunnels with effective ventilation and smoke extraction systems and methods.

[0003] For traditional single-tube subway tunnels, fire prevention and smoke control primarily employ a longitudinal ventilation and smoke extraction mode. In the event of a fire during train operation, the train is controlled to proceed towards the nearest station, where passengers are evacuated, smoke is removed, and fire is extinguished. When the burning train stops at a station, the station's tunnel ventilation system is used for smoke extraction, with auxiliary ventilation fans in the tunnel sections at both ends of the station assisting. Simultaneously, the station system is activated to initiate the platform's fire ventilation and smoke extraction mode. When the burning train stops inside the tunnel section, smoke extraction follows the predetermined tunnel fire extraction mode, and fresh air is introduced to guide passenger evacuation. The direction of smoke extraction is always opposite to the direction of most passenger evacuation. For example, if a fire occurs at the front of the train, ventilation and smoke extraction fans in the tunnel heading forward are activated, while ventilation and smoke extraction fans in the tunnel heading backward are activated to supply air, creating a longitudinal airflow from the rear to the front of the train within the tunnel. This ensures that smoke flows towards the front of the train, while passengers evacuate towards the rear. When a fire occurs at the rear of the train, the ventilation and smoke exhaust fans in the tunnels in the direction the train is moving forward are turned on to provide supplemental air, while the ventilation and smoke exhaust fans in the tunnels in the direction the train is moving backward are turned on to exhaust the smoke, creating a longitudinal airflow from the front to the rear of the train. This ensures that the smoke flows towards the rear of the train, while personnel evacuate towards the front of the train.

[0004] The above longitudinal ventilation and smoke extraction modes are suitable for short-distance tunnel sections, but not for fires occurring on trains running in long subway tunnel sections, as detailed below:

[0005] (1) For long subway tunnels, due to the long length of the subway tunnel, there may be two or more trains running in the subway tunnel at the same time during subway operation. If the existing longitudinal ventilation and smoke exhaust method is adopted, when a fire occurs at the rear of the previous train, causing the train to stop in the subway tunnel, if the ventilation and smoke exhaust fan in the direction of the front of the train delivers air and the ventilation and smoke exhaust fan in the direction of the rear of the train exhausts smoke, it may cause the following train or even multiple trains behind to be covered by smoke, which is not conducive to personnel safety.

[0006] (2) When a fire occurs in a subway tunnel, the existing ventilation and smoke exhaust mode is set to control the train to travel to the station for smoke exhaust, and not to exhaust smoke through the subway tunnel during the train's journey. When the train cannot travel to the station and stops in the subway tunnel, the location of the fire is determined based on the information provided by the on-site staff, and then the corresponding fans at both ends of the station are manually started to supply air and exhaust smoke.

[0007] In practical applications, it has been found that the above-mentioned ventilation and smoke exhaust settings for train fires, whether manually activated after the train has reached the station or manually activated after confirming that the train has stopped in the tunnel and the fire location has been determined, all have the significant drawback of late smoke exhaust activation, which is not conducive to smoke exhaust and personnel evacuation. Summary of the Invention

[0008] This invention provides a method and apparatus for ventilation and smoke extraction in the tunnel where a train is in operation, in order to solve the problem that it is difficult to control ventilation and smoke extraction in a timely and effective manner when a fire occurs in a long subway tunnel.

[0009] The present invention provides a method for ventilation and smoke extraction in a train tunnel fire, comprising: S01, when a fire locating device detects a fire on the train, acquiring the train's travel position and the fire location on the train as detected by the fire locating device;

[0010] S02, based on the train's direction of travel and position, predict all possible stopping locations of the train in each section of the subway tunnel.

[0011] S03, based on the fire location, and following the control principle of exhausting smoke from the air supply and smoke exhaust subsystem in the direction of the fire ignition point and supplying air to the air supply and smoke exhaust subsystem in the opposite direction of the fire ignition point, the working status options of the air supply and smoke exhaust subsystem at both ends of each docking position are listed, each working status option is analyzed, and the target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control is selected from the various air supply and smoke exhaust subsystems.

[0012] S04, Perform linkage control on the target air supply and smoke exhaust subsystem according to the working state option corresponding to the target air supply and smoke exhaust subsystem;

[0013] The subway tunnel between two adjacent stations is sequentially divided into multiple sections, each of which is equipped with a fire location device and a ventilation and smoke exhaust subsystem. The target ventilation and smoke exhaust subsystem is any one of the multiple ventilation and smoke exhaust subsystems.

[0014] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire further includes: when it is determined that the next fire locating device along the direction of travel has detected the train passing by, the ventilation and smoke extraction subsystems are again linked and controlled in sequence from S01 to S04.

[0015] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire, S03 further includes:

[0016] List the operating status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position, where i and j are integers, i≥1, j≥1; wherein, the operating status options include smoke exhaust, air supply, and shutdown;

[0017] If at least one smoke exhaust option is included in all the working state options of the i-th air supply and smoke exhaust subsystem, but no air supply option is included, then the i-th air supply and smoke exhaust subsystem will be used as the target air supply and smoke exhaust subsystem for linkage control.

[0018] If all operating status options of the i-th air supply and smoke exhaust subsystem include at least one air supply but not smoke exhaust, the i-th air supply and smoke exhaust subsystem shall be used as the target air supply and smoke exhaust subsystem for linkage control.

[0019] If all operating status options of the i-th air supply and smoke exhaust subsystem include air supply and smoke exhaust, or if all operating status options of the i-th air supply and smoke exhaust subsystem are off, then the i-th air supply and smoke exhaust subsystem will be shut down.

[0020] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire further includes: assigning a value to the working state option of the i-th air supply and smoke extraction subsystem when the train is in the j-th stopping position, based on the category of the working state option;

[0021] The assignment results of each working status option are analyzed to determine the target air supply and smoke exhaust subsystem among each air supply and smoke exhaust subsystem.

[0022] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire includes assigning values ​​to the operating state options of the i-th ventilation and smoke extraction subsystem when the train is in the j-th stopping position, comprising:

[0023] The value of the working state option of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position is set to q. i,j ;

[0024] When the working status option is air supply, q i,j =-K; When the working status option is smoke exhaust, q i,j =K; when the working status option is off, q i,j =0, K is greater than 0.

[0025] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire includes analyzing the assignment results of various operating state options to determine the target ventilation and smoke extraction subsystem among various ventilation and smoke extraction subsystems, comprising:

[0026] Assigning values ​​q to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j If all values ​​are not less than 0 and not all values ​​are 0, then smoke exhaust control is performed on the i-th air supply and smoke exhaust subsystem.

[0027] Assigning values ​​q to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j If all values ​​are not greater than 0 and not all values ​​are 0, then the air supply control is applied to the i-th air supply and smoke exhaust subsystem.

[0028] Assigning values ​​q to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j When at least one of the values ​​is greater than 0 and at least one is less than 0, or when the value q is assigned to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j When both are 0, the i-th air supply and smoke exhaust subsystem is shut down.

[0029] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire further includes: after a preset time has elapsed, if the next fire locating device along the travel direction does not detect the passing of the train, while maintaining the current ventilation and smoke extraction status of each of the ventilation and smoke extraction subsystems, controlling the first ventilation and smoke extraction subsystem in the positive direction of the fire point to extract smoke, and controlling the first ventilation and smoke extraction subsystem in the opposite direction of the fire point to supply air.

[0030] According to the present invention, a method for ventilation and smoke extraction in a train tunnel fire is provided, wherein the preset time is determined based on the length of the section where the train is located and the train's speed at the time of the fire.

[0031] This invention provides a ventilation and smoke extraction device for fires in tunnels where trains are running, comprising:

[0032] The acquisition module is used to acquire the train's travel position and the fire location on the train as detected by the fire location device when the fire location device detects a fire on the train.

[0033] The prediction module is used to predict all possible stopping locations of the train in each section of the subway tunnel based on the train's direction of travel and location.

[0034] The calculation module is used to list the working status options of the air supply and smoke exhaust subsystems at both ends of each docking position according to the fire location and the control principle of exhausting smoke from the air supply and smoke exhaust subsystems in the direction of the fire and supplying air to the air supply and smoke exhaust subsystems in the opposite direction of the fire. The module analyzes each working status option and selects the target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control from the air supply and smoke exhaust subsystems.

[0035] The control module is used to perform linkage control on the target air supply and smoke exhaust subsystem according to the working status options corresponding to the target air supply and smoke exhaust subsystem;

[0036] The subway tunnel between two adjacent stations is sequentially divided into multiple sections, each of which is equipped with a fire location device and a ventilation and smoke exhaust subsystem. The target ventilation and smoke exhaust subsystem is any one of the multiple ventilation and smoke exhaust subsystems.

[0037] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the ventilation and smoke extraction method for a train tunnel fire as described above.

[0038] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the ventilation and smoke extraction method for a train tunnel fire as described above.

[0039] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the ventilation and smoke extraction method for a train tunnel fire as described above.

[0040] This invention provides a method and device for ventilation and smoke extraction in the event of a fire in a subway tunnel. When a fire occurs while a train is traveling in a subway tunnel, the system can intelligently link with the relevant ventilation and smoke extraction subsystems configured in the subway tunnel to promptly and effectively ventilate and extract smoke based on the train's location in the subway tunnel, the location of the fire on the train, and all possible stopping locations of the train in various sections of the subway tunnel, so as to ensure the rapid evacuation of passengers. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0042] Figure 1 This is a schematic flowchart of the ventilation and smoke extraction method for a train tunnel fire provided by the present invention;

[0043] Figure 2 This is a schematic diagram of the structure of the ventilation and smoke extraction system for train tunnel fires provided by the present invention, arranged in a subway tunnel;

[0044] Figure 3 This is a schematic diagram of the air supply and smoke exhaust subsystem provided by the present invention;

[0045] Figure 4 This is a schematic diagram of the ventilation and smoke extraction device for train tunnel fires provided by the present invention;

[0046] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention.

[0047] Figure label:

[0048] 1. First Station; 2. Second Station; 3. First Tunnel; 4. Second Tunnel; 5. First Air Supply and Smoke Exhaust Subsystem; 6. Second Air Supply and Smoke Exhaust Subsystem; 7. Third Air Supply and Smoke Exhaust Subsystem; 8. Fourth Air Supply and Smoke Exhaust Subsystem; 9. Fifth Air Supply and Smoke Exhaust Subsystem; 10. Sixth Air Supply and Smoke Exhaust Subsystem; 11. Seventh Air Supply and Smoke Exhaust Subsystem; 12. Eighth Air Supply and Smoke Exhaust Subsystem; 13. Ninth Air Supply and Smoke Exhaust Subsystem; 14. Tenth Air Supply and Smoke Exhaust Subsystem; 15. Eleventh Air Supply and Smoke Exhaust Subsystem; 16. Twelfth Air Supply and Smoke Exhaust Subsystem;

[0049] 31. Section 1; 32. Section 2; 33. Section 3; 34. Section N;

[0050] 41. First segment; 42. Segment M-2; 43. Segment M-1; 44. Segment M;

[0051] 191. First fire location device; 192. Second fire location device; 193. Third fire location device; 194. Nth fire location device;

[0052] 201. First fire location device; 202. M-2 fire location device; 203. M-1 fire location device; 204. M fire location device. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0054] The following is combined with Figures 1-5 This invention describes a method and apparatus for ventilation and smoke extraction in a train tunnel fire.

[0055] like Figure 1 As shown in the figure, this embodiment provides a method for ventilation and smoke extraction in the event of a fire in a train tunnel, including the following steps:

[0056] S01, when the fire location device detects a fire on the train, obtain the train's travel position and the location of the fire on the train as detected by the fire location device.

[0057] S02 predicts all possible stopping locations of the train in various sections of the subway tunnel based on the train's direction and location of travel.

[0058] S03. Based on the fire location, and following the control principle of exhausting smoke from the air supply and smoke exhaust subsystem in the direction of the fire ignition point and supplying air to the air supply and smoke exhaust subsystem in the opposite direction of the fire ignition point, list the working status options of the air supply and smoke exhaust subsystems at both ends of each docking position, analyze each working status option, and select the target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control from the various air supply and smoke exhaust subsystems.

[0059] S04, Perform linkage control on the target air supply and smoke exhaust subsystem according to the working status option corresponding to the target air supply and smoke exhaust subsystem.

[0060] When a fire occurs while a train is traveling in a subway tunnel, this invention can intelligently link with the relevant ventilation and smoke extraction subsystems configured in the subway tunnel to promptly and effectively ventilate and extract smoke based on the train's location in the subway tunnel, the location of the fire on the train, and all possible stopping locations of the train in various sections of the subway tunnel, so as to ensure the rapid evacuation of passengers.

[0061] It should be noted that the above-mentioned ventilation and smoke extraction method can be implemented by operating the train tunnel fire ventilation and smoke extraction system in this embodiment. The ventilation and smoke extraction method can be implemented in accordance with the following basic principles of train fire ventilation and smoke extraction.

[0062] The ventilation and smoke extraction principle is to activate the first air supply and smoke extraction subsystem in the direction directly from the ignition point to extract smoke, and activate the first air supply and smoke extraction subsystem in the opposite direction from the ignition point to supply air, forming an airflow from the opposite direction to the direction directly from the ignition point, ensuring that the direction other than the ignition point is smoke-free, providing conditions for the safe evacuation of passengers. Other air supply and smoke extraction subsystems must be closed.

[0063] Understandably, when a train passes a fire location device while in motion, the fire location device can determine whether a fire has occurred on the train based on the collected thermal signals, and when a fire is detected on the train, it can provide feedback on the train's location and the location of the fire on the train.

[0064] A fire on a train can occur at either the front or rear of the train. A fire in the front section of the train can be defined as a front fire, and a fire in the rear section of the train can be defined as a rear fire.

[0065] When a train has an even number of cars, a fire in the first half of the train is called a front fire, and a fire in the last half of the train is called a rear fire. For example, in a train with eight cars, a fire in the first four cars is a front fire, and a fire in the last four cars is a rear fire.

[0066] When the number of train cars is odd, based on the above classification principles for fires, a fire occurring in the middle car can be defined as a rear fire. For example, when the train has 7 cars, a fire occurring in the first three cars is a front fire, and a fire occurring in the last four cars is a rear fire.

[0067] Thus, in the event of a fire at the front of a train, based on the current location of the train, the operating status of the first air supply and smoke exhaust subsystem in the subway tunnel along the direction of train travel can be determined as smoke exhaust, the operating status of the first air supply and smoke exhaust subsystem in the subway tunnel away from the direction of train travel can be determined as air supply, and the operating status of the other air supply and smoke exhaust subsystems in the subway tunnel is closed.

[0068] Meanwhile, in the event of a fire at the rear of the train, based on the train's current location, the operating status of the first air supply and smoke exhaust subsystem in the subway tunnel along the train's direction of travel can be determined as air supply, the operating status of the first air supply and smoke exhaust subsystem in the subway tunnel away from the train's direction of travel can be determined as smoke exhaust, and the operating status of the other air supply and smoke exhaust subsystems in the subway tunnel is closed.

[0069] It should be noted that in this embodiment, the subway tunnel between two adjacent stations can be sequentially divided into multiple sections. Each section is equipped with a fire location device and a ventilation and smoke exhaust subsystem. A ventilation and smoke exhaust subsystem is installed at both ends of each station. The aforementioned target ventilation and smoke exhaust subsystem can be any one of the multiple ventilation and smoke exhaust subsystems.

[0070] For a subway tunnel between two stations, this embodiment can divide the subway tunnel into sections according to the locations of two adjacent fire location devices, or it can set up a fire location device and a ventilation and smoke exhaust subsystem for each section of the subway tunnel.

[0071] Therefore, the following prediction method can be adopted when predicting the stopping position of a train:

[0072] If the train cannot reach the next fire location device, it will stop in the section after the fire location device.

[0073] If the train can reach the next fire location device but cannot reach the next one after that, then the train will stop in the section between the next fire location device and the next one after that.

[0074] The possible stops of the train are listed sequentially using the above method until the last possible stop of the train is determined to be the next station.

[0075] like Figure 2 As shown, the system in this embodiment is arranged based on two stations and a subway tunnel located between the two stations.

[0076] The two stations are Station 1 and Station 2; there are two subway tunnels, namely Tunnel 3 and Tunnel 4, which are set up in parallel.

[0077] like Figure 3 As shown, each air supply and smoke exhaust subsystem in this embodiment includes: an air shaft S, an air supply and smoke exhaust fan T, a silencer A, an air supply and smoke exhaust outlet FL, a first electric air valve D1, a second electric air valve D2 and a third electric air valve D3, and air ducts connecting the components.

[0078] Specifically, the air supply and smoke exhaust outlet FL is located inside the subway tunnel. The air supply and smoke exhaust outlet FL, the first electric air valve D1, the second electric air valve D2, and the ventilation shaft S are sequentially arranged in the first air passage. The silencer A, the air supply and smoke exhaust fan T, and the third electric air valve D3 are sequentially arranged in the second air passage. One end of the second air passage is connected to the first air passage between the first electric air valve D1 and the second electric air valve D2, and the other end of the second air passage is connected to the first air passage between the second electric air valve D2 and the ventilation shaft S.

[0079] In practical applications, by controlling the opening of the first electric air valve D1 and the second electric air valve D2 to prevent the sending of a start control signal to the air supply and exhaust fan T, and by controlling the closing of the third electric air valve D3, the air supply and exhaust subsystem is kept in a closed state, but can still dissipate heat naturally through the first air path.

[0080] By controlling the second electric air valve D2 to close, controlling the first electric air valve D1 and the third electric air valve D3 to open, and controlling the air supply and smoke exhaust fan T to rotate forward, the air supply and smoke exhaust subsystem can be put into smoke exhaust state.

[0081] By controlling the second electric air valve D2 to close, controlling the first electric air valve D1 and the third electric air valve D3 to open, and controlling the air supply and smoke exhaust fan T to reverse, the air supply and smoke exhaust subsystem can be put into the air supply state.

[0082] Based on the above embodiments, the ventilation and smoke exhaust method of this embodiment further includes: when it is determined that the next fire locating device along the direction of travel detects the passing of a train, the ventilation and smoke exhaust subsystems are again linked and controlled in sequence from S01 to S04.

[0083] Thus, this embodiment can intelligently and dynamically link various air supply and smoke exhaust subsystems to carry out timely and effective ventilation and smoke exhaust based on the train's location, the location of the fire on the train, and the train's possible next stop.

[0084] In some embodiments, step S03 above further includes:

[0085] List the operating status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position, where i and j are integers, i≥1, j≥1; the operating status options include smoke exhaust, air supply, and shutdown.

[0086] If all operating status options of the i-th air supply and smoke exhaust subsystem include at least one smoke exhaust option but not air supply option, then the i-th air supply and smoke exhaust subsystem will be used as the target air supply and smoke exhaust subsystem for linkage control.

[0087] If all operating status options of the i-th air supply and smoke exhaust subsystem include at least one air supply but no smoke exhaust, then the i-th air supply and smoke exhaust subsystem will be used as the target air supply and smoke exhaust subsystem for linkage control.

[0088] If all operating status options of the i-th air supply and smoke exhaust subsystem include air supply and smoke exhaust, or if all operating status options of the i-th air supply and smoke exhaust subsystem are off, then the i-th air supply and smoke exhaust subsystem will be shut down.

[0089] In this embodiment, the working status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position can be listed in a table form, so as to facilitate querying and comparing the working status options of each air supply and smoke exhaust subsystem when the train is in all stopping positions.

[0090] In this embodiment, the i-th air supply and smoke exhaust subsystem may have at least one smoke exhaust option among all its operating status options, but may not have an air supply option. This can be either that the i-th air supply and smoke exhaust subsystem has at least one smoke exhaust option and multiple off options among all its operating status options, or that the i-th air supply and smoke exhaust subsystem has only one smoke exhaust option among all its operating status options.

[0091] In this embodiment, the i-th air supply and smoke exhaust subsystem may have at least one air supply option among all its operating status options, but no smoke exhaust option. This can be either that the i-th air supply and smoke exhaust subsystem has at least one air supply option and multiple off options among all its operating status options, or that all its operating status options are air supply options.

[0092] In some embodiments, in order to simplify the control process, the ventilation and smoke exhaust method of this embodiment further includes: assigning a value to the working status option of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position, according to the category of the working status option.

[0093] The assignment results of each working status option are analyzed to determine the target air supply and smoke exhaust subsystem among each air supply and smoke exhaust subsystem.

[0094] In a specific example, the steps for assigning values ​​to the operating status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position specifically include:

[0095] The value of the working state option for the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position is set to q. i,j ;

[0096] When the working status option is air supply, q i,j =-K; When the working status option is smoke exhaust, q i,j =K; when the working status option is off, q i,j =0, K is greater than 0.

[0097] Here, K can be a positive integer, for example, K can be 1. Of course, K can also be other positive integers, without any specific restrictions.

[0098] Furthermore, the steps in this embodiment to analyze the assignment results of each working state option and determine the target air supply and smoke exhaust subsystem among each air supply and smoke exhaust subsystem specifically include:

[0099] Assigning values ​​q to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j If all values ​​are not less than 0 and not all values ​​are 0, then smoke exhaust control is performed on the i-th air supply and smoke exhaust subsystem.

[0100] Assigning values ​​q to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j If all values ​​are not greater than 0 and not all values ​​are 0, then the air supply control is applied to the i-th air supply and smoke exhaust subsystem.

[0101] Assigning values ​​q to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j When at least one of the values ​​is greater than 0 and at least one is less than 0, or when the value q is assigned to all operating state options of the i-th air supply and smoke exhaust subsystem. i,j When both are 0, the i-th air supply and smoke exhaust subsystem is shut down.

[0102] In some embodiments, the ventilation and smoke extraction method of this embodiment further includes: after a preset time has elapsed, if the next fire locator along the travel direction does not detect the train passing by, or if the train has stopped before reaching the location of the next fire locator, while maintaining the current air supply and smoke extraction status of each air supply and smoke extraction subsystem, controlling the first air supply and smoke extraction subsystem in the positive direction of the ignition point to extract smoke, and controlling the first air supply and smoke extraction subsystem in the opposite direction of the ignition point to supply air.

[0103] If, after a preset time has elapsed, the next fire location device along the direction of travel does not detect a fire, it can be determined that the train that experienced the fire did not pass the next fire location device.

[0104] In practical applications, the aforementioned preset time is determined based on the length of the section where the train is located when the fire occurs and the train's speed.

[0105] The preset time can be 5 to 15 minutes. For example, the preset time can be set to 5 minutes, 10 minutes or 15 minutes, etc., without specific limitations.

[0106] The following is in conjunction with the appendix Figure 2 The present invention provides a ventilation and smoke extraction system for train tunnel fires.

[0107] like Figure 2 As shown, the direction of train travel in the first tunnel 3 can be indicated by F1. Along the direction of train travel, a first fire locating device 191, a second fire locating device 192, a third fire locating device 193, ..., an Nth fire locating device 194 are sequentially installed in the first tunnel 3. The first tunnel 3 can be divided into the first section 31, the second section 32, the third section 33, ..., the Nth section 34.

[0108] For the second tunnel 4, the direction of train travel in the second tunnel 4 can be indicated by F2. Along the direction of train travel, the second tunnel 4 is equipped with a first fire locating device 201, ..., a second fire locating device 202, a third fire locating device 203, and a fourth fire locating device 204 in sequence. The second tunnel 4 can be divided into a first section 41, ..., a third section 42, a third section 43, and a fourth section 44 in the second tunnel 4.

[0109] Accordingly, in this embodiment, a first air supply and smoke exhaust subsystem 5 and a third air supply and smoke exhaust subsystem 7 are respectively provided at both ends of the first station 1 corresponding to the first tunnel 3, and a second air supply and smoke exhaust subsystem 6 and a fourth air supply and smoke exhaust subsystem 8 are respectively provided at both ends of the first station 1 corresponding to the second tunnel 4.

[0110] At both ends of the second station 2 corresponding to the first tunnel 3, a fifth air supply and smoke exhaust subsystem 9 and a seventh air supply and smoke exhaust subsystem 11 are respectively provided. At both ends of the second station 2 corresponding to the second tunnel 4, a sixth air supply and smoke exhaust subsystem 10 and an eighth air supply and smoke exhaust subsystem 12 are respectively provided.

[0111] The first tunnel 3 between the two stations is equipped with a ninth air supply and smoke exhaust subsystem 13 and an eleventh air supply and smoke exhaust subsystem 15, and the second tunnel 4 between the two stations is equipped with a tenth air supply and smoke exhaust subsystem 14 and a twelfth air supply and smoke exhaust subsystem 16.

[0112] Based on the above system structure, taking the example of a train traveling in the first tunnel 3 and the first fire locating device 191 detecting a fire at the front of the train, the method of the present invention is explained.

[0113] (1) Establish basic principles for ventilation and smoke extraction in train fires.

[0114] The ventilation and smoke extraction principle is to activate the first air supply and smoke extraction subsystem in the direction directly from the ignition point to extract smoke, and activate the first air supply and smoke extraction subsystem in the opposite direction from the ignition point to supply air, forming an airflow from the opposite direction to the direction directly from the ignition point, ensuring that the direction other than the ignition point is smoke-free, providing conditions for the safe evacuation of passengers. Other air supply and smoke extraction subsystems must be closed.

[0115] (2) When a train traveling in the first tunnel 3 passes the first fire locator 191, the first fire locator 191 detects a fire at the front of the train.

[0116] (3) All possible stops the train will make between the two stations (including the stations), including:

[0117] i. The train stops at section 31 of the first tunnel 3;

[0118] ii. The train stops at section 32 of the first tunnel 3;

[0119] iii. The train stops at section 33 of the first tunnel 3;

[0120] iv. The train stops at section N, 34 of the first tunnel 3;

[0121] v. The train stops at the second station 2.

[0122] (4) For each possible stopping position of the train, provide the operating status options for the air supply and smoke exhaust subsystems at both ends of the stopping position. Wherein, the above-assigned value q... i,j The value of K is 1.

[0123] i. The train stops at section 31 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the third air supply and smoke exhaust subsystem 7 should supply air, i.e., q 3,1 =-1, the ninth air supply and smoke exhaust subsystem 13 should exhaust smoke, i.e., q 9,1 =1, other q i,1 =0.

[0124] ii. The train stops at section 2, 32 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the ninth ventilation and smoke exhaust subsystem 13 should supply air, i.e., q 9,2 =-1, the eleventh air supply and smoke exhaust subsystem 15 should exhaust smoke, i.e., q 11,2 =1, other q i,2 =0.

[0125] iii. The train stops at section 33 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the eleventh air supply and smoke exhaust subsystem 15 should supply air, i.e., q 11,3 =-1, other qi,3 =0.

[0126] iv. The train stops at section N 34 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the fifth air supply and smoke exhaust subsystem 9 should exhaust smoke, i.e., q 5,4 =1, other q i,4 =0.

[0127] v. The train stops at the second station 22. Then, according to (1), the fifth air supply and smoke exhaust subsystem 9 should supply air, i.e., q 5,5 =-1, the seventh air supply and smoke exhaust subsystem 11 should exhaust smoke, i.e., q 7,5 =1, other q i,5 =0.

[0128] Thus, the assignment results of the working status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position are shown in Table 1 below.

[0129] Table 1:

[0130] <![CDATA[ q ij ]]> i＝1 2 3 4 5 6 7 8 9 10 11 12 j＝1 0 0 -1 0 0 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 -1 0 1 0 3 0 0 0 0 0 0 0 0 0 0 -1 0 4 0 0 0 0 1 0 0 0 0 0 0 0 5 0 0 0 0 -1 0 1 0 0 0 0 0

[0131] (5) Identify and coordinate the relevant air supply and smoke exhaust subsystems.

[0132] Based on the previous step, the value q was assigned to the train at all possible stopping locations. 3，j All values ​​satisfy the condition of being no greater than 0 and not all being 0, therefore the third air supply and smoke exhaust subsystem 7 needs to be activated to supply air; the value q is assigned to the train at all possible stopping positions. 7，j All values ​​are not less than 0 and not all are 0, therefore the seventh air supply and smoke exhaust subsystem 11 needs to be activated to exhaust smoke; other air supply and smoke exhaust subsystems are in the off state.

[0133] (3-1) If the train passes the next fire location device, i.e., the train in the first tunnel 3 passes the second fire location device 192, then all possible stops the train may make between the two stations (including the stations) include:

[0134] i. The train stops at section 32 of the first tunnel 3;

[0135] ii. The train stops at section 33 of the first tunnel 3;

[0136] iii. The train stops at section N, 34, of the first tunnel 3;

[0137] iv. The train stops at the second station 2.

[0138] (4-1) For each possible stopping position of the train, the working status options of the air supply and smoke exhaust subsystems at both ends of the stopping position are given respectively.

[0139] i. The train stops at section 2, 32 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the ninth air supply and smoke exhaust subsystem 13 should supply air, i.e., q 9，1 =-1, the eleventh air supply and smoke exhaust subsystem 15 should exhaust smoke, i.e., q 11,1 =1, other q i，2 =0.

[0140] ii. The train stops at section 33 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the eleventh air supply and smoke exhaust subsystem 15 should supply air, i.e., q 11,2 =-1, other q i，2 =0.

[0141] iii. The train stops at section N 34 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the fifth air supply and smoke exhaust subsystem 9 should exhaust smoke, i.e., q 5，3 =1, other q i，3 =0.

[0142] iv. When the train stops at the second station 2, according to the ventilation and smoke extraction principle shown in (1), the fifth air supply and smoke extraction subsystem 9 should supply air, i.e., q 5，4 =-1, the seventh air supply and smoke exhaust subsystem 11 should exhaust smoke, i.e., q 7，4 =1, other q i，4 =0.

[0143] Thus, the assignment results of the working state options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position are shown in Table 2 below.

[0144] Table 2:

[0145] <![CDATA[ q ij ]]> i＝1 2 3 4 5 6 7 8 9 10 11 12 j＝1 0 0 0 0 0 0 0 0 -1 0 1 0 2 0 0 0 0 0 0 0 0 0 0 -1 0 3 0 0 0 0 1 0 0 0 0 0 0 0 4 0 0 0 0 -1 0 1 0 0 0 0 0

[0146] (5-1) Determine and coordinate the relevant air supply and smoke exhaust subsystems.

[0147] Based on the previous step, the value q was assigned to the train at all possible stopping locations. 9，j All values ​​satisfy the condition of being no greater than 0 and not all being 0, therefore the ninth air supply and smoke exhaust subsystem 13 needs to be activated to supply air; the value q is assigned to the train at all possible stopping positions. 7，j All values ​​are not less than 0 and not all are 0, therefore the seventh air supply and smoke exhaust subsystem 11 needs to be activated to exhaust smoke; other air supply and smoke exhaust subsystems are in the off state.

[0148] Considering that the seventh ventilation and smoke exhaust subsystem 11 has already started smoke exhaust, when the train in the first tunnel 3 passes the second fire locating device 192, the ninth ventilation and smoke exhaust subsystem 13 will be activated immediately to supply air.

[0149] (3-2) If the train passes the next fire location device, i.e., the train in the first tunnel 3 passes the third fire location device 193, then all possible stops the train may make between the two stations (including the stations) include:

[0150] i. The train stops at section 33 of the first tunnel 3;

[0151] ii. The train stops at section N, 34, of the first tunnel 3;

[0152] iii. The train stops at the second station 2.

[0153] (4-2) For each possible stopping position, the working status options of the air supply and smoke exhaust subsystems at both ends of the stopping position are given respectively.

[0154] i. The train stops at section 33 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the eleventh air supply and smoke exhaust subsystem 15 should supply air, i.e., q 11，1 =-1, other q i，1 =0.

[0155] ii. The train stops at section N 34 of the first tunnel 3. According to the ventilation and smoke exhaust principle shown in (1), the fifth air supply and smoke exhaust subsystem 9 should exhaust smoke, i.e., q 5,2 =1, other q i,2 =0.

[0156] iii. The train stops at the second station 2. According to the ventilation and smoke exhaust principle shown in (1), the fifth air supply and smoke exhaust subsystem 9 should supply air, i.e., q 5,3 =-1, the seventh air supply and smoke exhaust subsystem 11 should exhaust smoke, i.e., q 7，3 =1, other q i，3 =0.

[0157] Thus, the assignment results for all working state options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position are shown in Table 3 below.

[0158] Table 3:

[0159] <![CDATA[ q ij ]]> i＝1 2 3 4 5 6 7 8 9 10 11 12 j＝1 0 0 0 0 0 0 0 0 0 0 -1 0 2 0 0 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 -1 0 1 0 0 0 0 0

[0160] (5-2) Determine and coordinate the relevant air supply and smoke exhaust subsystems.

[0161] Based on the previous step, the value q was assigned to the train at all possible stopping locations. 11，j All values ​​satisfy the condition of being no greater than 0 and not all being 0, therefore the eleventh air supply and smoke exhaust subsystem 15 needs to be activated to supply air; the value q is assigned to the train at all possible stopping positions. 7，jAll values ​​are not less than 0 and not all are 0, therefore the seventh air supply and smoke exhaust subsystem 11 needs to be activated to exhaust smoke; other air supply and smoke exhaust subsystems are in the off state.

[0162] Considering that the seventh ventilation and smoke exhaust subsystem 11 has already started smoke exhaust, when the train in the first tunnel 3 passes the third fire locating device 193, the eleventh ventilation and smoke exhaust subsystem 15 will be activated immediately to supply air.

[0163] (3-3) If the train passes the next fire location device, that is, the train in the first tunnel 3 passes the Nth fire location device 194, then all possible stopping positions of the train between the two stations (including the stations) include:

[0164] i. The train stops at the second station 22.

[0165] (4-3) For each possible stopping position, the working status options of the air supply and smoke exhaust subsystems at both ends of the stopping position are given respectively.

[0166] i. If the train stops at the second station 2, then according to the ventilation and smoke exhaust principle shown in (1), the fifth air supply and smoke exhaust subsystem 9 should supply air, i.e., q 5，1 =-1, the seventh air supply and smoke exhaust subsystem 11 should exhaust smoke, i.e., q 7，1 =1, other q i，1 =0.

[0167] Thus, the assignment results for all working state options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position are shown in Table 4 below.

[0168] Table 4:

[0169] <![CDATA[ q ij ]]> i＝1 2 3 4 5 6 7 8 9 10 11 12 j＝1 0 0 0 0 -1 0 1 0 0 0 0 0

[0170] (5-3) Determine and coordinate the relevant air supply and smoke exhaust subsystems.

[0171] Based on the previous step, the value q was assigned to the train at all possible stopping locations. 5，j All values ​​satisfy the condition of being no greater than 0 and not all being 0, therefore the fifth air supply and smoke exhaust subsystem 9 needs to be activated to supply air; the value q is assigned to the train at all possible stopping positions. 7，j All values ​​are not less than 0 and not all are 0, therefore the seventh air supply and smoke exhaust subsystem 11 needs to be activated to exhaust smoke; other air supply and smoke exhaust subsystems are in the off state.

[0172] Considering that the seventh ventilation and smoke exhaust subsystem 11 has already started smoke exhaust, when the train in the first tunnel 3 passes the Nth fire locating device 194, the fifth ventilation and smoke exhaust subsystem 9 will be activated immediately to supply air.

[0173] (7) If the train in the first tunnel 3 passes the first fire locator 191 and does not pass the second fire locator 192 within 10 minutes, or if it is manually confirmed that the train is stopped in the first section 31 of the first tunnel 3, the first ventilation and smoke exhaust subsystem (ninth ventilation and smoke exhaust subsystem 13) in the direction of the fire point is manually activated to exhaust smoke, and the first ventilation and smoke exhaust subsystem (third ventilation and smoke exhaust subsystem 7) in the opposite direction of the fire point is activated to supply air.

[0174] Considering that the third air supply and smoke exhaust subsystem 7 has been activated in step (5) for air supply, only the ninth air supply and smoke exhaust subsystem 13 needs to be activated for smoke exhaust.

[0175] (7-1) If a train in the first tunnel 3 passes the second fire locator 192 and does not pass the third fire locator 193 within 10 minutes, or if it is manually confirmed that the train is stopped in the second section 32 of the first tunnel 3, the first ventilation and smoke exhaust subsystem (eleventh ventilation and smoke exhaust subsystem 15) in the direction of the fire point is activated to exhaust smoke, and the first ventilation and smoke exhaust subsystem (ninth ventilation and smoke exhaust subsystem 13) in the opposite direction of the fire point is activated to supply air.

[0176] Considering that the third air supply and smoke exhaust subsystem 7 and the ninth air supply and smoke exhaust subsystem 13 have been activated in steps (5) and (5-1) for air supply and the seventh air supply and smoke exhaust subsystem 11 for smoke exhaust, only the eleventh air supply and smoke exhaust subsystem 15 needs to be activated for smoke exhaust.

[0177] (7-2) If the train in the first tunnel 3 passes the third fire locator 193 and does not pass the Nth fire locator 194 within 10 minutes, or if it is manually confirmed that the train is stopped in the third section 33 in the first tunnel 3, the first air supply and smoke exhaust subsystem in the direction of the fire point is activated to exhaust smoke. If there is no more air supply and smoke exhaust subsystem between the third section 33 and the Nth section 34, then the first air supply and smoke exhaust subsystem in the direction of the fire point is the fifth air supply and smoke exhaust subsystem 9, and the first air supply and smoke exhaust subsystem in the opposite direction of the fire point (eleventh air supply and smoke exhaust subsystem 15) is activated to supply air.

[0178] Considering that the third air supply and smoke exhaust subsystem 7, the ninth air supply and smoke exhaust subsystem 13, and the eleventh air supply and smoke exhaust subsystem 15 have been activated in steps (5), (5-1), and (5-2) for air supply, and the seventh air supply and smoke exhaust subsystem 11 for smoke exhaust, only the fifth air supply and smoke exhaust subsystem 9 needs to be activated for smoke exhaust.

[0179] (7-3) If the train in the first tunnel 3 passes the Nth fire locator 194 and does not pass the next fire locator within 10 minutes, or if it is manually confirmed that the train is stopped in the second station 2, then the first air supply and smoke exhaust subsystem (the seventh air supply and smoke exhaust subsystem 11) in the direction of the fire point is activated to exhaust smoke, and the first air supply and smoke exhaust subsystem (the fifth air supply and smoke exhaust subsystem 9) in the opposite direction of the fire point is activated to supply air.

[0180] Considering that the third air supply and smoke exhaust subsystem 7, the ninth air supply and smoke exhaust subsystem 13, the eleventh air supply and smoke exhaust subsystem 15, and the fifth air supply and smoke exhaust subsystem 9 have been activated in steps (5), (5-1), (5-2), and (5-3) to supply air, it is not necessary to activate any air supply and smoke exhaust subsystems after activating the seventh air supply and smoke exhaust subsystem 11 to exhaust smoke.

[0181] The ventilation and smoke extraction device for fires in train tunnels provided by the present invention is described below. The ventilation and smoke extraction device for fires in train tunnels described below can be referred to in correspondence with the ventilation and smoke extraction method for fires in train tunnels described above.

[0182] like Figure 4 As shown, this embodiment also provides a ventilation and smoke extraction device for fires in train tunnels, including the following modules:

[0183] The acquisition module 410 is used to acquire the train's travel position and the location of the fire on the train when the fire locating device detects a fire on the train.

[0184] The prediction module 420 is used to predict all possible stopping locations of the train in various sections of the subway tunnel based on the train's direction of travel and location.

[0185] The calculation module 430 is used to list the working status options of the air supply and smoke exhaust subsystems at both ends of each docking position according to the fire location and the control principle of exhausting smoke from the air supply and smoke exhaust subsystems in the direction of the fire and supplying air to the air supply and smoke exhaust subsystems in the opposite direction of the fire. It analyzes each working status option and selects the target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control from each air supply and smoke exhaust subsystem.

[0186] The control module 440 is used to perform linkage control on the target air supply and smoke exhaust subsystem according to the working status options corresponding to the target air supply and smoke exhaust subsystem.

[0187] The subway tunnel between two adjacent stations is divided into multiple sections, each of which is equipped with a fire location device and a ventilation and smoke exhaust subsystem. The target ventilation and smoke exhaust subsystem is any one of the multiple ventilation and smoke exhaust subsystems.

[0188] As can be seen from the above, when a fire occurs while a train is traveling in a subway tunnel, the relevant ventilation and smoke extraction subsystems configured in the subway tunnel can be intelligently linked to the train's location in the subway tunnel, the location of the fire on the train, and all possible stopping locations of the train in various sections of the subway tunnel to ensure timely and effective ventilation and smoke extraction, thereby ensuring the rapid evacuation of passengers.

[0189] Figure 5 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 5 As shown, the electronic device may include a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute a method for ventilation and smoke extraction in a train tunnel fire. This method includes: when a fire location device detects a fire on the train, acquiring the train's travel position and the fire location on the train as detected by the fire location device; predicting all possible stopping positions of the train in various sections of the subway tunnel based on the train's travel direction and travel position; and controlling the ventilation and smoke extraction subsystem to extract smoke in the direction directly in front of the fire location and to supply air to the ventilation and smoke extraction subsystem in the opposite direction of the fire location, according to the fire location. Based on the principle of control, the working status options of the air supply and smoke exhaust subsystems at both ends of each stop position are listed. Each working status option is analyzed, and a target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control is selected from the various air supply and smoke exhaust subsystems. The target air supply and smoke exhaust subsystem is then linked and controlled according to the working status option corresponding to the target air supply and smoke exhaust subsystem. The subway tunnel between two adjacent stations is sequentially divided into multiple sections, and each section is equipped with a fire location device and an air supply and smoke exhaust subsystem. The target air supply and smoke exhaust subsystem is any one of the multiple air supply and smoke exhaust subsystems.

[0190] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0191] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the ventilation and smoke extraction method for a train tunnel fire provided by the methods described above. The method includes: when a fire locating device detects a fire on a train, obtaining the train's travel position and the fire location on the train as detected by the fire locating device; predicting all possible stopping positions of the train in various sections of the subway tunnel based on the train's travel direction and travel position; and, based on the fire location, supplying air in the direction directly in front of the fire point. The smoke exhaust subsystem performs smoke exhaust, and the air supply and smoke exhaust subsystem located in the opposite direction of the ignition point controls air supply. The operating status options of the air supply and smoke exhaust subsystems at both ends of each stopping position are listed. Each operating status option is analyzed, and a target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control is selected from among the various air supply and smoke exhaust subsystems. The target air supply and smoke exhaust subsystem is then linked and controlled according to the operating status option corresponding to it. The subway tunnel between two adjacent stations is sequentially divided into multiple sections, each section equipped with a fire location device and an air supply and smoke exhaust subsystem. The target air supply and smoke exhaust subsystem is any one of these multiple air supply and smoke exhaust subsystems.

[0192] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described method for ventilation and smoke extraction in a train tunnel fire. This method includes: when a fire location device detects a fire on a train, acquiring the train's travel position and the location of the fire on the train as detected by the fire location device; predicting, based on the train's travel direction and travel position, all possible stopping positions of the train in various sections of the subway tunnel; and, based on the fire location, performing smoke extraction according to the air supply and smoke extraction subsystem directly in the direction of the fire's ignition point, and [further details on the method]. The control principle for air supply and smoke exhaust subsystems in opposite directions is described. The operating status options of the air supply and smoke exhaust subsystems at both ends of each stopping position are listed. Each operating status option is analyzed, and a target air supply and smoke exhaust subsystem that can only perform smoke exhaust or air supply control is selected from among the various air supply and smoke exhaust subsystems. The target air supply and smoke exhaust subsystem is then linked and controlled according to the operating status option corresponding to it. The subway tunnel between two adjacent stations is sequentially divided into multiple sections, each section equipped with a fire location device and an air supply and smoke exhaust subsystem. The target air supply and smoke exhaust subsystem is any one of these multiple air supply and smoke exhaust subsystems.

[0193] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0194] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0195] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for ventilation and smoke extraction in a train tunnel fire, characterized in that, include: S01, when the fire locating device detects a fire on the train, the driving position of the train and the fire location on the train are obtained by the fire locating device. S02, based on the train's direction of travel and position, predict all possible stopping locations of the train in each section of the subway tunnel. S03, based on the fire location, and following the control principle of exhausting smoke from the air supply and smoke exhaust subsystem in the direction directly in front of the fire point and supplying air to the air supply and smoke exhaust subsystem in the opposite direction of the fire point, the operating status options of the air supply and smoke exhaust subsystems at both ends of each docking position are listed. Each operating status option is analyzed, and target air supply and smoke exhaust subsystems that can only be controlled for smoke exhaust or air supply are selected from among the various air supply and smoke exhaust subsystems. Specifically, these include: List the operating status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position, where i and j are integers, i≥1, j≥1; wherein, the operating status options include smoke exhaust, air supply, and shutdown; If at least one smoke exhaust option is included in all the working state options of the i-th air supply and smoke exhaust subsystem, but no air supply option is included, then the i-th air supply and smoke exhaust subsystem will be used as the target air supply and smoke exhaust subsystem for linkage control. If all operating status options of the i-th air supply and smoke exhaust subsystem include at least one air supply but not smoke exhaust, the i-th air supply and smoke exhaust subsystem shall be used as the target air supply and smoke exhaust subsystem for linkage control. If all operating status options of the i-th air supply and smoke exhaust subsystem include air supply and smoke exhaust, or if all operating status options of the i-th air supply and smoke exhaust subsystem are off, then the i-th air supply and smoke exhaust subsystem will be shut down. S04, Perform linkage control on the target air supply and smoke exhaust subsystem according to the working state option corresponding to the target air supply and smoke exhaust subsystem; The subway tunnel between two adjacent stations is sequentially divided into multiple sections, each of which is equipped with a fire location device and a ventilation and smoke exhaust subsystem. The target ventilation and smoke exhaust subsystem is any one of the multiple ventilation and smoke exhaust subsystems.

2. The ventilation and smoke extraction method for a train tunnel fire according to claim 1, characterized in that, Also includes: If the next fire locating device along the direction of travel detects the passing of the train, the air supply and smoke exhaust subsystems are again linked and controlled in sequence from S01 to S04.

3. The ventilation and smoke extraction method for a train tunnel fire according to claim 1, characterized in that, Also includes: Based on the category of the working status option, the working status option of the i-th air supply and smoke exhaust subsystem is assigned a value when the train is in the j-th stopping position; The assignment results of each working status option are analyzed to determine the target air supply and smoke exhaust subsystem among each air supply and smoke exhaust subsystem.

4. The ventilation and smoke extraction method for a train tunnel fire according to claim 3, characterized in that, Assigning values ​​to the operating status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position includes: The working state option of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position is assigned the value qi,j; Specifically, when the working status option is air supply, qi,j=-K; when the working status option is smoke exhaust, qi,j=K; and when the working status option is off, qi,j=0 and K is greater than 0.

5. The ventilation and smoke extraction method for a train tunnel fire according to claim 4, characterized in that, The analysis of the assignment results for each working state option determines the target air supply and smoke exhaust subsystem among the various air supply and smoke exhaust subsystems, including: Smoke exhaust control is performed on the i-th air supply and smoke exhaust subsystem if the assigned values ​​qi,j of all working state options of the i-th air supply and smoke exhaust subsystem are not less than 0 and are not all 0. If the values ​​qi,j of all working state options of the i-th air supply and smoke exhaust subsystem are not greater than 0 and are not all 0, then the air supply control is performed on the i-th air supply and smoke exhaust subsystem. When at least one of the values ​​qi,j of all operating status options of the i-th air supply and smoke exhaust subsystem is greater than 0 and at least one is less than 0, or when the values ​​qi,j of all operating status options of the i-th air supply and smoke exhaust subsystem are all 0, the i-th air supply and smoke exhaust subsystem is shut down.

6. The ventilation and smoke extraction method for a train tunnel fire according to any one of claims 1 to 5, characterized in that, Also includes: If, after a preset time has elapsed, the next fire location device along the direction of travel does not detect the passing of the train, while maintaining the current air supply and smoke exhaust status of each of the air supply and smoke exhaust subsystems, the first air supply and smoke exhaust subsystem in the direction of the ignition point is controlled to exhaust smoke, and the first air supply and smoke exhaust subsystem in the direction of the ignition point is controlled to supply air.

7. The ventilation and smoke extraction method for a train tunnel fire according to claim 6, characterized in that, The preset time is determined based on the length of the section where the train was located when the fire occurred and the train's speed.

8. A ventilation and smoke extraction device for a train tunnel fire, characterized in that, include: The acquisition module is used to acquire the train's travel position and the fire location on the train as detected by the fire location device when the fire location device detects a fire on the train. The prediction module is used to predict all possible stopping locations of the train in each section of the subway tunnel based on the train's direction of travel and location. The calculation module is used to, based on the fire location and following the control principle of ventilating smoke from the air supply and smoke exhaust subsystem in the direction directly in front of the fire point and supplying air to the air supply and smoke exhaust subsystem in the opposite direction of the fire point, list the operating status options of the air supply and smoke exhaust subsystems at both ends of each docking position, analyze each operating status option, and filter out the target air supply and smoke exhaust subsystems that can only perform single smoke exhaust or air supply control from the various air supply and smoke exhaust subsystems, specifically including: List the operating status options of the i-th air supply and smoke exhaust subsystem when the train is in the j-th stopping position, where i and j are integers, i≥1, j≥1; wherein, the operating status options include smoke exhaust, air supply, and shutdown; If at least one smoke exhaust option is included in all the working state options of the i-th air supply and smoke exhaust subsystem, but no air supply option is included, then the i-th air supply and smoke exhaust subsystem will be used as the target air supply and smoke exhaust subsystem for linkage control. If all operating status options of the i-th air supply and smoke exhaust subsystem include at least one air supply but not smoke exhaust, the i-th air supply and smoke exhaust subsystem shall be used as the target air supply and smoke exhaust subsystem for linkage control. If all operating status options of the i-th air supply and smoke exhaust subsystem include air supply and smoke exhaust, or if all operating status options of the i-th air supply and smoke exhaust subsystem are off, then the i-th air supply and smoke exhaust subsystem will be shut down. The control module is used to perform linkage control on the target air supply and smoke exhaust subsystem according to the working status options corresponding to the target air supply and smoke exhaust subsystem; The subway tunnel between two adjacent stations is sequentially divided into multiple sections, each of which is equipped with a fire location device and a ventilation and smoke exhaust subsystem. The target ventilation and smoke exhaust subsystem is any one of the multiple ventilation and smoke exhaust subsystems.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the ventilation and smoke extraction method for a train tunnel fire as described in any one of claims 1 to 7.

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