Rail transit section tunnel evacuation system and method

Abstract

The present application provides a kind of rail transit section tunnel evacuation system and method, comprising the following steps, S1, the station both ends piston air shaft of closed section in a rail transit line, the mileage of station section air shaft is entered evacuation controller and is divided into ventilation section;S2, after confirming train fire alarm signal by fire alarm system or manually, fire train executes action;S3, signal system controls all trains in front of fire train to drive into the station in front and evacuate;S4, normal train parked in fire section retreats to the nearest station evacuation;Evacuation controller determines the specific mileage of fire train parking section by train signal system, determines the ventilation section where fire train is located, normal train parked in fire section retreats, fan serving fire ventilation section starts according to mode, and fire train personnel evacuates to safe area;When multiple trains retreat, at least ensure that the nearest normal train to fire train retreats to the outside of fire ventilation section and evacuates.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to an evacuation system and method for rail transit tunnel sections. Background Technology

[0002] When urban rail transit or railway trains operate in enclosed sections, regulations require consideration of personnel evacuation requirements in case of accidents. The "Metro Fire Protection Design Standard" (GB51298-2018) stipulates that underground sections with a continuous length greater than one train length and fully enclosed tracks should consider passenger evacuation plans and smoke extraction measures in case of a fire while a train is stopped in the section. Smoke extraction generally adopts longitudinal ventilation, with the ventilation direction opposite to the passenger evacuation direction, ensuring passengers evacuate against the airflow. When two or more trains are normally running in the same direction simultaneously between two stations, non-fire-related trains must be in a smoke-free zone. Generally, one or more ventilation shafts are set up according to the section length and train operating time, ensuring that only one train operates between each pair of adjacent ventilation shafts.

[0003] The scenario described above, where only one train operates between any two adjacent ventilation shafts or station-end piston ventilation shafts, only applies when the train operates at the theoretical minimum headway and during theoretical acceleration, deceleration, and maximum speed. Currently, most newly constructed lines use moving block signaling systems. The minimum distance between trains is determined by the minimum safe distance after both trains stop under emergency braking. Therefore, in some unfavorable situations, for sections longer than the minimum safe distance, two trains may stop simultaneously. That is, in an unfavorable situation, if a train catches fire and stops within the section, at least one other train will be forced to stop simultaneously. When personnel evacuate in the direction of travel, smoke should flow towards the following train, placing the following train in a smoke-filled area, threatening the safety of its passengers. Existing fire evacuation plans and ventilation fan start-up modes cannot meet these requirements. Summary of the Invention

[0004] The purpose of this invention is to provide an evacuation system and method for railway tunnels to solve the evacuation and ventilation problems when multiple trains stop in a fire-prone section.

[0005] To solve the above-mentioned technical problems, the present invention provides an evacuation system and method for railway tunnels, including an evacuation controller, a tunnel fan, a ventilation valve, a piston ventilation shaft, a train signaling system, and a train fire alarm system.

[0006] Several ventilation openings are installed at the top of the tunnel;

[0007] The piston ventilation shaft is connected to the corresponding ventilation outlet and is open to the outdoor atmosphere;

[0008] The tunnel ventilation fan is installed inside the piston ventilation shaft, and the tunnel ventilation fan works to circulate air inside the tunnel.

[0009] The air valve is installed on the airflow channel between the air outlet and the piston air shaft, and is used to start or stop the tunnel ventilation fan and open or close the piston air duct.

[0010] The evacuation controller exchanges information with the train signal system and the train fire alarm system, and controls the operation of the train, tunnel fans and air valves in the event of a train fire to complete the evacuation of non-fire trains and the evacuation of personnel from fire-affected trains.

[0011] The aforementioned evacuation from the rail transit tunnel includes the following steps:

[0012] Step S1: Enter the mileage of the piston ventilation shafts at both ends of the station and the ventilation shafts between stations in the closed section of a rail transit line into the evacuation controller and divide the ventilation sections. Each section between two adjacent station end piston ventilation shafts, two adjacent section ventilation shafts, or between a station end piston ventilation shaft and an adjacent section ventilation shaft is regarded as an independent ventilation section.

[0013] Step S2: After confirming the train's fire alarm signal via the fire alarm system or manually, the fire-stricken train will take actions in two ways:

[0014] Step S2-1: If the train does not lose power, the fire-stricken train will proceed to the next station for evacuation.

[0015] Step S2-2: In case of loss of power or emergency, the train brakes and stops within the section.

[0016] Step S3: After confirming the fire alarm signal according to step S2, the evacuation controller controls all trains in front of the fire train to enter the nearest station and stop for evacuation through the train signal system. All trains behind the fire train that have entered the fire section brake and stop in the fire section. All trains in front of the nearest station behind the fire train stop at the nearest station and evacuate.

[0017] After steps S4 and S2-1 are executed, the evacuation controller controls the normal trains stopped in the fire section to reverse to the nearest station for evacuation.

[0018] After steps S5 and S2-2 are executed, the following steps are performed:

[0019] Step S5-1: The evacuation controller determines the specific mileage of the section where the fire-stricken train stops through the train signaling system, and at the same time determines the ventilation section where the fire-stricken train is located.

[0020] Step S5-2: After the evacuation controller identifies the fire train through the train signal system, all non-fire trains that have entered the fire section have stopped, and their number and mileage per train are determined; it is also determined that there are no trains ahead of the fire train in the fire ventilation section.

[0021] Step S5-3: Based on the monitoring information from the fire alarm system and feedback from on-site personnel such as train drivers, the rail transit line command center determines the evacuation direction for passengers on the fire-affected train. The evacuation controller controls the normal trains stopped in the fire-affected section to reverse, and the fans serving the fire-affected ventilation section start according to the established mode. Passengers on the fire-affected train are evacuated to a safe area. When multiple trains reverse, at least the normal train closest to the fire-affected train should reverse to outside the fire-affected ventilation section for evacuation.

[0022] The mileage of the piston ventilation shafts at both ends of the station and the section ventilation shafts are all taken as the center mileage of the ventilation openings directly connected to the tunnel.

[0023] In step S5-3, the normal train reversal speed within the fire-affected section is divided into low-speed mode and high-speed mode.

[0024] In step S5-3, the fan start-up mode of the service fire ventilation section is divided into a forward mode, which is the same as the normal travel direction of the train, and a reverse mode, which is opposite to the normal travel direction, according to the airflow direction.

[0025] Furthermore, step S5-3 specifically includes:

[0026] Step S5-3-1: When passengers on a fire-affected train are evacuating towards the station behind, the evacuation controller controls normal trains stopped in the fire section to reverse at low speed. The evacuation controller also controls the fans serving the fire ventilation section to operate in forward mode. In forward mode, the fans in the piston ventilation shaft of the station ahead of the fire-affected train or the tunnel fans in the ventilation shaft of the section ahead of the fire-affected train exhaust smoke outdoors, while the fans in the piston ventilation shaft of the station behind the fire-affected train or the tunnel fans in the ventilation shaft of the section behind the fire-affected train supply air into the tunnel, ensuring that the direction of smoke flow is opposite to the direction of personnel evacuation, and that the wind speed in the tunnel meets the following conditions: ,

[0027] and It meets the minimum and maximum speed limits specified in the rail transit design code.

[0028] In the formula: The tunnel wind speed, in m / s, is the normal trains that stop in the fire section and reverse at low speed when the fire train stops, with the fan in forward mode. The tunnel wind speed in the fire section when both normal trains and fire trains are stopped in the positive mode of the fan operation is expressed in m / s. The tunnel piston wind speed, in m / s, is generated when the fan stops, normal trains stopped in the fire section reverse at low speed, and the fire train stops.

[0029] Step S5-3-2: When personnel on a fire-affected train are evacuating towards the station ahead, the evacuation controller controls normal trains stopped in the fire section to reverse in high-speed mode. The evacuation controller also controls the fans serving the fire ventilation section to operate in reverse mode. In reverse mode, the tunnel fans in the piston ventilation shaft of the station ahead of the fire-affected train or the ventilation shaft of the section ahead of the fire-affected train supply air into the tunnel, while the tunnel fans in the piston ventilation shaft of the station behind the fire-affected train or the ventilation shaft of the section behind the fire-affected train exhaust smoke outdoors, ensuring that the smoke flow direction is opposite to the personnel evacuation direction, and the train reversal speed meets the following requirements: and It meets the minimum and maximum speed limits specified in the rail transit design code.

[0030] In the formula: The speed of the train when it is traveling backward in high-speed mode, in km / h; K is the safety factor. The tunnel wind speed, in m / s, when the normal trains stopped in the fire section are reversed in high-speed mode and the fire trains are stopped in the reverse mode of the fan. The wind speed in the tunnel when only the fire train stops in the fire zone during the reverse mode of the fan operation is measured in m / s; L is the minimum safe distance set by the signaling system when the two trains stop tracking each other, measured in meters. The length of the train is expressed in meters (m). The distance along the section where the train stopped during the fire, in meters; The distance behind the train involved in the fire from the nearest normal train stopped in the section, in meters; The distance from the train behind it to the nearest ventilation shaft in the section or at the end of the station is measured in meters (m).

[0031] For rail transit lines with multiple stations and multiple enclosed sections, , , , , Typically, simulation software is used to create a physical model of the entire closed section of the line. At the same time, various conditions such as trains, passengers, tracks, ventilation shafts, and ambient temperature and humidity are added to theoretically set the fan air volume and air pressure. Finally, during the engineering commissioning, tests are conducted based on the selected fan to determine the final parameters.

[0032] In order to The value is inclusive. The value can be determined based on the ventilation shaft of the section immediately preceding the fire-prone train or the piston ventilation shaft at the end of the station. Additionally, to avoid setting up separate ventilation shafts for each section or ventilation zone on a single line... This leads to cumbersome control. It is advisable to combine areas of the same type and with similar fan configurations for consideration. Calculate the value based on the unfavorable intervals, and select the value for the special intervals. It can be selected as a single value.

[0033] By adopting the above technical solution, the present invention has the following beneficial effects:

[0034] This invention provides an evacuation system and method for railway tunnels. Based on the actual control of the signaling system and the actual operating conditions of trains, when a train stops in a fire-prone section, the system controls the reversal of trains behind it. This solves the problem that, under unfavorable conditions in the moving block operation of the signaling system, there is a possibility of a fire-prone train and more than one normal train stopping in almost all sections. Theoretically, all fire-prone section ventilation shafts can be eliminated, reducing engineering investment. The system establishes a calculation relationship between train reversal speed and tunnel wind speed. When the ventilation fan operates in forward mode, it fully accommodates the adverse effects of train reversal on tunnel wind speed. When the ventilation fan operates in reverse mode, train reversal and personnel evacuation are carried out simultaneously, saving escape time while ensuring that smoke does not threaten the reversing train. Attached Figure Description

[0035] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a flowchart of the steps of an evacuation system and method for a rail transit tunnel according to the present invention;

[0037] Figure 2 This is a train position diagram when a fire signal is confirmed in a certain section, according to one embodiment of the present invention;

[0038] Figure 3 This is a diagram showing the train stopping locations in a certain section of an embodiment of the present invention;

[0039] Figure 4 This is a diagram showing the train position and wind direction after a normal train has retreated in a certain section, according to one embodiment of the present invention.

[0040] Figure label:

[0041] 1. Tunnel ventilation fan; 2. Air valve; 3. Air outlet; 4. Piston ventilation shaft; 5. Right-line tunnel; 6. Left-line tunnel; 7. Fire train; 8. Normal train. Detailed Implementation

[0042] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0044] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0045] The present invention will be further explained below with reference to specific embodiments.

[0046] Example 1

[0047] This embodiment provides an evacuation system and method for a railway tunnel, including a piston ventilation shaft 4, an evacuation controller, a tunnel fan 1, a ventilation valve 2, a train signaling system, and a train fire alarm system;

[0048] Several ventilation openings are installed at the top of the tunnel;

[0049] The piston ventilation shaft 4 is connected to the corresponding ventilation outlet 3 and is in communication with the outdoor atmosphere;

[0050] The tunnel ventilation fan 1 is installed inside the piston ventilation shaft 4, and the tunnel ventilation fan 1 works to circulate air inside the tunnel.

[0051] The air valve 2 is installed on the airflow channel between the air outlet 3 and the piston air shaft 4, and is used to start or stop the tunnel fan 1 and open or close the piston air duct.

[0052] The evacuation controller exchanges information with the train signal system and the train fire alarm system, and controls the operation of the train, tunnel fan 1, and air valve 2 in the event of a train fire, so as to complete the evacuation of non-fire trains and the evacuation of personnel from fire-prone trains.

[0053] Example 2

[0054] This embodiment uses a 22-kilometer subway line as an example to illustrate the content of this scheme. The subway line is 22 kilometers long, entirely underground, with 18 underground stations. It uses 6-car B-type trains, with a minimum headway of 2 minutes during peak hours and a maximum speed of 80 km / h. The signaling system adopts a moving block system, and the minimum safe distance for trains to follow and stop is set at 100 meters. Combined with... Figures 2 to 4 As shown, stations C and D are two adjacent stations on the line, 1600m apart, with a train stop time of 25 seconds for each. The normal travel time for trains on the right track section CD is 1 minute and 54 seconds. Piston ventilation shafts are located at both ends of stations C and D. The piston ventilation shaft at station C on the right track section CD is at SK3+100m, and the piston ventilation shaft at station D is at SK4+500m. The section between the two piston ventilation shafts on the right track section CD is considered a ventilation zone, 1400m in length. Under the moving block system, a maximum of 3 trains can stop on the right track section CD, and a maximum of 3 trains can also stop within the ventilation zone on the right track section CD. Please refer to [reference needed]. Figure 1 , Figure 1 This is a flowchart illustrating the steps of an evacuation system and method for a railway tunnel section according to the present invention. The steps are explained below using a fire in the CD right line section as an example:

[0055] Step S1: Record the mileage of the piston ventilation shafts at both ends of the station and the ventilation shafts between stations in the closed section of a rail transit line into the evacuation controller and divide the ventilation sections. Each section between two adjacent station end piston ventilation shafts, two adjacent section ventilation shafts, or between a station end piston ventilation shaft and an adjacent section ventilation shaft is considered as an independent ventilation section. That is, for the section between station C and station D, since there is no section ventilation shaft, the section between the piston ventilation shafts of station C and station D on the left and right lines is divided into a ventilation section. In this embodiment, the fire occurred in the right line section.

[0056] Step S2: After confirming the train fire alarm signal through integrated monitoring or manual verification, all trains in the section are in motion at this time, and their positions are as follows: Figure 2 As shown, the train will take actions in two different situations during a fire:

[0057] Step S2-1: If the train does not lose power, the fire-stricken train will proceed to the next station for evacuation.

[0058] Step S2-2: In case of loss of power or emergency, the train brakes and stops within the section.

[0059] In this embodiment, the second situation occurs in the CD right track section, that is, the train loses power, brakes and stops in the section.

[0060] Step S3: After confirming the fire alarm signal according to Step S2, the evacuation controller uses the train signaling system to control all trains ahead of the fire train to stop at the nearest station and evacuate. All trains behind the fire train that have entered the fire section brake and stop within the fire section. All trains before the nearest station behind the fire train stop at the nearest station and evacuate. At this time, all trains in the section are stopped at the section or station, as shown in the image. Figure 3 As shown.

[0061] After steps S4 and S2-1 are executed, the evacuation controller controls the normal trains stopped in the fire section to reverse to the nearest station for evacuation.

[0062] In this embodiment, the right line interval of CD does not exist in step S4, so step S5 can be executed directly.

[0063] After steps S5 and S2-2 are executed, the following steps are performed:

[0064] Step S5-1: The evacuation controller determines the specific mileage of the section where the fire-stricken train stops through the train signaling system, and at the same time determines the ventilation section where the fire-stricken train is located.

[0065] In this embodiment, the specific mileage of the section where the fire-stricken train stops is SK4+300m, and the ventilation section is the ventilation section of the CD right line section.

[0066] Step S5-2: The evacuation controller uses the train signal system to determine that all non-fire trains that have entered the fire section after the fire train have stopped, and determines their number and the mileage of each train; it also determines that there are no trains in front of the fire train in the fire ventilation section.

[0067] In this embodiment, all non-fire trains in the CD right track section have stopped, totaling two trains, with mileages of SK4+080m and SK3+400m respectively. The train ahead of the fire train in the CD right track section has left the section, and there are no trains.

[0068] Step S5-3: Based on the monitoring information from the fire alarm system and feedback from on-site personnel such as train drivers, the rail transit line command center determines the evacuation direction for passengers on the fire-affected train. The evacuation controller controls the normal trains stopped in the fire-affected section to reverse, and the evacuation controller controls the fans serving the fire-affected ventilation section to start in the designated mode. Passengers on the fire-affected train are evacuated to a safe area. When multiple trains reverse, at least the normal train closest to the fire-affected train should reverse to outside the fire-affected ventilation section for evacuation.

[0069] Furthermore, step S5-3 specifically includes:

[0070] Based on the fire situation at the scene, the first step was to determine that personnel should evacuate to Station D. Then, the evacuation controller would reverse the two normal trains within the controlled section in high-speed mode, simultaneously opening air valve 2 to synchronously start the fans serving the fire-affected ventilation section. Personnel on the fire-affected train would then evacuate to the safe area of ​​Station D. Because two trains were reversing, the normal train closer to Station C would reverse to the section near Station C for evacuation, while the normal train closer to the fire-affected train would reverse to the platform of Station C for evacuation. At this point, only the fire-affected train was stopped in the right-line section of CD. All train positions were as follows: Figure 4 As shown. The evacuation of all passengers from both normal trains and the train involved in the fire was ultimately completed in the affected section.

[0071] When passengers on a fire-affected train are evacuating towards the station ahead, the evacuation controller controls normal trains stopped in the fire section to reverse at high speed, while the fans serving the fire ventilation section operate in reverse mode. In reverse mode, the tunnel fans in the piston ventilation shaft of the station ahead of the fire-affected train or the ventilation shaft of the section ahead supply air into the tunnel, while the tunnel fans in the piston ventilation shaft of the station behind the fire-affected train or the ventilation shaft of the section behind exhaust smoke outdoors, ensuring that the smoke flow direction is opposite to the evacuation direction, and the train reversal speed meets the following requirements: and It meets the minimum and maximum speed limits specified in the rail transit design code.

[0072] The speed of the train when it is traveling in high-speed mode, in km / h;

[0073] K is the safety factor; The tunnel wind speed, in m / s, when the normal trains stopped in the fire section are reversed in high-speed mode and the fire trains are stopped in the reverse mode of the fan.

[0074] The wind speed in the tunnel section during the fire-prone train stop in the reverse mode of the fan is expressed in m / s.

[0075] L is the minimum safe distance, in meters, set by the signal system, when two vehicles stop tracking each other.

[0076] The length of the train is expressed in meters (m).

[0077] The distance along the section where the train stopped during the fire, in meters;

[0078] The distance behind the train involved in the fire from the nearest normal train stopped in the section, in meters;

[0079] The distance from the train behind it to the nearest ventilation shaft in the section or at the end of the station is measured in meters (m).

[0080] According to regulations, the wind speed inside the tunnel during a fire must be no less than 2 m / s and no more than 11 m / s, and this meets the critical wind speed requirement. The critical wind speed for this section is 2.4 m / s. Therefore... The value should be greater than or equal to 2.4 m / s. Two 60 m³ / s air volume units are configured in the piston ventilation shafts at both ends of stations C and D. 3 Four large axial flow fans with a wind pressure of 1000Pa are installed at each station. With three fans at station C venting smoke from the right-hand section of CD, and three fans at station D supplying air to the right-hand section of CD, an airflow is created from station D to station C. Personnel evacuate towards station D facing the wind. This is based on simulation calculations and on-site testing. The calculated result is 2.7 m / s. The calculated result is 2.8 m / s.

[0081] K is set to 1.5, and A1 is set to SK4+300m. The value is SK4+080m. The value is SK3+100m, and L is 100m. The value is 120m. The calculated minimum value is 12.3 km / h.

[0082] The above embodiments mainly address the scenario of high-speed train reversal. If passengers on the train are evacuating towards station C, and smoke is flowing towards station D, to prevent excessive train speed from negatively impacting smoke extraction, the two normal trains within the control zone of the evacuation controller will reverse towards station C at a low speed, while passengers on the fire-affected train will evacuate to the safe area of ​​station C. The low-speed reversal of the train is determined by the performance of the train and its control system. Since the train's reversal direction is opposite to the smoke extraction direction, it will adversely affect the smoke extraction velocity. In this case, to ensure good smoke extraction, the fan power is increased to meet the required smoke extraction velocity. To avoid excessive fan power, the reversal speed should be set to a lower value, taking safety into consideration.

[0083] The relationship between the exhaust ventilation velocity inside the tunnel and the train's reverse movement is determined by the following formula: ,and It meets the minimum and maximum speed limits specified in the rail transit design code.

[0084] in, The tunnel wind speed, in m / s, is the normal trains that stop in the fire section and reverse at low speed when the fire train stops, with the fan in forward mode.

[0085] The tunnel wind speed in the fire section when both normal trains and fire trains are stopped in the positive mode of the fan operation is expressed in m / s.

[0086] The tunnel piston wind speed, in m / s, is generated when the fan stops, normal trains stopped in the fire section reverse at low speed, and the fire train stops.

[0087] For rail transit lines with multiple stations and multiple enclosed sections, , , Typically, simulation software is used to create a physical model of the entire closed section of the line. At the same time, various conditions such as trains, passengers, tracks, fans, ventilation shafts, and environmental temperature and humidity are added to set up the theoretical level. Finally, tests are conducted during engineering commissioning to determine the final results.

[0088] Since there is no risk of exposure to smoke for the reversing train and evacuated passengers when reversing at low speed, the train can simply reverse slowly. The operating conditions are relatively simple and will not be described in detail here.

[0089] 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 modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rail transit tunnel evacuation method using a rail transit tunnel evacuation system, the evacuation system comprising a piston air shaft, an evacuation controller, a tunnel fan, an air valve, a train signal system, and a train fire alarm system; a plurality of air outlets are provided on the top of the tunnel; the piston air shaft is connected to a corresponding air outlet and communicates with the outdoor atmosphere; the tunnel fan is arranged in the piston air shaft and is used for air circulation in the tunnel; the air valve is arranged on an air flow passage between the air outlet and the piston air shaft and is used for starting or stopping the tunnel fan and opening or closing the piston air duct; the evacuation controller exchanges information with the train signal system and the train fire alarm system and controls the train, the tunnel fan, and the air valve to act when there is a train fire, thereby completing evacuation of non-fire trains and evacuation of personnel from a fire train; characterized in that, The evacuation method comprises the following steps: Step S1, the mileages of the piston air wells at both ends of a station in a closed section of a rail transit line and the mileages of the section air wells between stations are input into an evacuation controller and ventilation sections are divided, each section between two adjacent piston air wells at the ends of stations, two adjacent section air wells or a piston air well at the end of a station and an adjacent section air well is taken as an independent ventilation section; Step S2, after a train fire alarm signal is confirmed, the fire train performs actions in two cases: Step S2-1, in the case that the train does not lose power, the fire train drives into a front station for evacuation; Step S2-2, in the case that the train loses power or in an emergency, the train is braked and parked in a section; Step S3, after the fire alarm signal is confirmed according to Step S2, the evacuation controller controls all trains in front of the fire train to drive into a front station for parking and evacuation through a train signal system, all trains that have driven into the fire section are braked and parked in the fire section, and all trains in front of the nearest station behind the fire train are parked in the front station for evacuation; Step S4, after Step S2-1 is performed, the evacuation controller controls normal trains parked in the fire section to retreat to the nearest station for evacuation; Step S5, after Step S2-2 is performed, the following steps are performed: Step S5-1, the evacuation controller determines the specific mileage of the parking section of the fire train and the ventilation section in which the fire train is located through a train signal system; Step S5-2, the evacuation controller determines that all non-fire trains that have driven into the fire section have been parked and determines the number and mileage of each train through a train signal system, and determines that there is no train in front of the fire train in the fire ventilation section; Step S5-3, the rail transit line command center determines the evacuation direction of the personnel on the fire train according to the monitoring information of a fire alarm system and the feedback of on-site personnel, the evacuation controller controls normal trains parked in the fire section to retreat, and the fans serving the fire ventilation section are started in a mode; when multiple trains retreat, at least the normal train closest to the fire train is ensured to retreat to outside the fire ventilation section.

2. The evacuation method according to claim 1, characterized by, The mileages of the piston air wells at both ends of a station and the mileages of section air wells are taken as the center mileages of air outlets directly connected with tunnels.

3. The evacuation method according to claim 1, characterized by, The starting mode of the fans serving the fire ventilation section in Step S5-3 is divided into a forward mode in the same direction as the normal driving direction of the train and a reverse mode in the opposite direction of the normal driving direction.

4. The evacuation method according to claim 1, wherein The retreat speed of the normal train parked in the fire section in Step S5-3 is divided into a low-speed mode and a high-speed mode.

5. The evacuation method according to claim 3, wherein Step S5-3 specifically comprises: Step S5-3-1, when the personnel on the fire train evacuate to the rear station, the evacuation controller controls the normal train parked in the fire section to retreat in a low-speed mode, and the evacuation controller controls the fans serving the fire ventilation section to execute a forward mode, in which the tunnel fan in the piston air well or the front section air well of the front station of the fire train exhausts smoke to the outside, and the tunnel fan in the piston air well or the rear section air well of the rear station of the fire train supplies air to the tunnel, so as to ensure that the smoke flow direction is opposite to the personnel evacuation direction, and the wind speed in the tunnel satisfies the following conditions: ； The The tunnel wind speed when the normal train stops in the fire interval and the fire train stops in the forward mode of the fan, unit: m / s; The The tunnel wind speed of the fan in the positive mode when the normal train and the fire train in the fire zone are stopped, unit: m / s; The For the fan to stop, the normal train in the fire zone is withdrawn at low speed and the tunnel piston wind speed formed when the fire train stops, unit: m / s; Step S5-3-2, when the fire train personnel evacuate to the front station direction, the evacuation controller controls the normal train parked in the fire interval to retreat at high speed, and the evacuation controller controls the fan of the service fire ventilation section to execute the reverse mode, in the reverse mode, the tunnel fan in the front station piston wind well or the front interval wind well of the fire train sends air to the tunnel, and the tunnel fan in the rear station piston wind well or the rear interval wind well of the fire train exhausts smoke to the outside, so as to ensure that the smoke flow direction is opposite to the personnel evacuation direction, and the train retreat speed satisfies: ； The Vmax is the maximum speed of the train in km / h; The Safety factor; The The tunnel wind speed when the normal train stops at the fire interval in the reverse mode of the fan, unit: m / s; The The tunnel wind speed in the reverse mode for the fan when the fire train stops at the fire zone, in units of m / s The L The minimum safety distance of two trains when tracking and stopping, unit: m; The train length, unit: m; The The distance is the distance from the fire train to the station, in meters. The is the distance from the fire train to the nearest normal train stopped in the section, in meters. The The distance from the fire train to the nearest section air shaft or station end piston air shaft, in meters.

6. The evacuation method according to claim 5, characterized in that, The Satisfy the minimum and maximum speed limit requirements in the rail transit design specification.

7. The evacuation method according to claim 5, wherein The Satisfy the minimum and maximum speed limit requirements in the rail transit design specification.

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