A ventilation and smoke exhaust system and method suitable for subway section tunnels and station tunnels

Abstract

The present invention discloses a ventilation and smoke exhaust system and method suitable for subway section tunnels and station tunnels, relating to the field of subway station heating, ventilation, and air conditioning technology. The system specifically comprises: a first piston air duct, wherein a dual-purpose fan is provided inside the first piston air duct, and a first piston air valve and a second piston air valve are provided inside the first piston air duct; a second piston air duct, wherein a tunnel fan is provided inside the second piston air duct, and a third piston air valve and a fourth piston air valve are provided inside the second piston air duct; a heat exhaust air duct; and a heat exhaust and exhaust duct, wherein the heat exhaust and exhaust duct is adjacent to the first piston air duct. The present invention eliminates the need for a heat exhaust fan, reduces the area of ​​the exhaust duct, reduces civil engineering investment, reduces the initial investment in the ventilation and air conditioning system, simplifies and optimizes the tunnel air and heat exhaust air systems, enhances the smoke exhaust effect, reduces equipment operating energy consumption, and saves energy.

Description

Technical Field

[0001] The present invention relates to the technical field of HVAC in subway stations, and in particular to a ventilation and smoke exhaust system and method applicable to subway section tunnels and station tunnels. Background Art

[0002] At present, a heat exhaust fan is installed in the heat exhaust duct at both ends of the subway station. The heat exhaust ducts are all located in the exhaust ducts, and the exhaust ducts are separated from the heat exhaust ducts by the duct mezzanine. The heat exhaust fan is used for heat exhaust, smoke exhaust in the station tunnel, and auxiliary smoke exhaust in the platform public area. The heat exhaust fan uses the heat exhaust air holes in the middle plate and the heat exhaust air chamber on the platform layer to connect the heat exhaust ducts at the top and bottom of the rail. The heat exhaust fan is a variable frequency fan; the tunnel air system of the subway station can be divided into two modes: single and double piston systems according to the design requirements of the subway line. Two piston air ducts are set at both ends of the tunnel air double-piston system, and a tunnel fan is set in each piston air duct. One piston air duct is set at both ends of the tunnel air single-piston system, and two tunnel fans are set in one piston air duct. The two tunnel fans at each end of the station are backup for each other. The tunnel fan is used for air supply and smoke exhaust in the interval tunnel and smoke exhaust in the station tunnel. The tunnel fan is a bidirectional fan.

[0003] At present, in subway station section tunnels and station tunnels, tunnel fans and heat exhaust fans are used to perform corresponding control under normal working conditions and fire conditions to meet the mode requirements under various working conditions of section tunnels and station tunnels. However, the tunnel fans and heat exhaust fans are similar in equipment air volume and equipment layout location. In addition, due to the different operating hours and operating conditions of the tunnel fans and heat exhaust fans, the operation of one fan will cause the other fan to be idle, which in turn causes a waste of resources. In addition, the tunnel fans and heat exhaust fans are both arranged in the air duct, and their body size is large, occupying more air duct area, resulting in an increase in the scale of the subway station and an increase in civil engineering investment. Summary of the Invention

[0004] The purpose of the present invention is to provide a ventilation and smoke exhaust system and method suitable for subway section tunnels and station tunnels, so as to optimize and improve the functions and operating conditions of tunnel fans and heat exhaust fans at both ends of subway stations, and optimize and improve the position layout of combined air valves in piston air ducts at both ends of subway stations.

[0005] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions:

[0006] The present invention provides a ventilation and smoke exhaust system applicable to subway section tunnels and station tunnels, comprising:

[0007] a first piston air duct, wherein a dual-purpose fan is provided inside the first piston air duct, and a first piston air valve and a second piston air valve are provided inside the first piston air duct;

[0008] a second piston air duct, wherein a tunnel fan is provided inside the second piston air duct, and a third piston air valve and a fourth piston air valve are provided inside the second piston air duct;

[0009] Heat exhaust duct;

[0010] and a heat and air exhaust duct, the heat and air exhaust duct being close to the first piston air duct;

[0011] The dual-purpose fan also serves as a heat exhaust fan in the station tunnel, so as to achieve the functions of supplying air to the section tunnel and the station tunnel, exhausting air and smoke, exhausting heat and smoke from the track area, and assisting in exhausting smoke from the platform public area;

[0012] A bypass air valve is provided between the first piston air duct and the second piston air duct, and a second mechanical air valve is provided in the second piston air duct near the tunnel fan. The bypass air valve and the second mechanical air valve are both combined air valves.

[0013] Preferably, the two ends of the station are equipped with a tunnel air double-piston system, and the dual-purpose fan and the tunnel fan serve as backup for each other under the interval tunnel air supply, exhaust and smoke exhaust conditions.

[0014] Preferably, the tunnel fan is a bidirectional fan, and the dual-purpose fan is a bidirectional variable frequency fan, so as to adapt to the requirements of different working conditions for the fan air volume and wind direction.

[0015] Preferably, a third mechanical air valve and a fifth mechanical air valve are provided on the suction side of the combined fan station, and the third mechanical air valve and the fifth mechanical air valve are both combined air valves, and are respectively connected to the first piston air duct and the heat exhaust air duct; a first mechanical air valve and a fourth mechanical air valve are provided on the discharge side of the combined fan station, and the first mechanical air valve and the fourth mechanical air valve are both combined air valves, and are respectively connected to the first piston air duct and the heat exhaust and exhaust duct.

[0016] Preferably, several smoke exhaust vents are respectively arranged on the side walls of the station track top heat exhaust duct facing the public area, and the multiple smoke exhaust vents are installed with a first electric air valve or a second electric air valve. The multiple smoke exhaust vents are connected to the platform level public area and assist in exhausting smoke from the platform level public area.

[0017] The present invention also provides a ventilation and smoke exhaust method applicable to subway section tunnels and station tunnels, which uses the ventilation and smoke exhaust system applicable to subway section tunnels and station tunnels to perform ventilation and smoke exhaust, specifically comprising the following steps:

[0018] S1: Under normal operating conditions in the section tunnel, before the subway station is put into operation, the combined fans and tunnel fans at both ends of the station are turned on to supply or exhaust air for the up and down lines of the section tunnel respectively; the fourth and fifth mechanical air valves located in the heat exhaust ducts of the combined fans at the left and right ends of the station are closed, the second piston air valve located in the first piston air duct is closed, and the fourth piston air valve located in the second piston air duct is closed to implement the section ventilation mode;

[0019] S2: Under the interval tunnel fire condition, the combined use fans and tunnel fans at the two adjacent station ends of the fire interval are turned on, the fourth mechanical air valve and the fifth mechanical air valve of the combined use fan located in the heat exhaust duct are closed, the second piston air valve located in the first piston air duct is closed, and the fourth piston air valve located in the second piston air duct is closed. The interval smoke exhaust and interval air supply mode is implemented. The smoke is discharged from one end of the adjacent station of the fire interval through the first piston air duct and the second piston air duct, and the air is supplied to the interval from one end of the other adjacent station of the fire interval through the first piston air duct and the second piston air duct. At this time, the combined use fans and tunnel fans at the two adjacent station ends of the fire interval serve as backup for each other through the bypass air valve;

[0020] S3: Under normal operating conditions in the station tunnel, the track-top and track-bottom air ducts remove excess heat generated by the train's air conditioning outdoor unit and the friction between the train and the rails. The first and third mechanical air valves at the left and right ends of the station are closed, and the station tunnel heat removal mode is activated. Heat is discharged outdoors through the heat and exhaust ducts, and the tunnel fan is turned off.

[0021] S4: In the event of a fire in a station tunnel and no vehicles, close the fourth and fifth mechanical dampers located in the heat exhaust duct and the heat and exhaust combined duct of the combined fans on the left and right ends of the station. Open the first or third piston dampers at both ends of the same traffic lane, open the combined fans and tunnel fans at both ends, close the second piston damper in the first piston duct, and close the fourth piston damper in the second piston duct. Execute the station tunnel smoke exhaust mode, and exhaust smoke outdoors through the first and second piston ducts.

[0022] S5: When a fire occurs in the tunnel of a station and a train stops at the platform, close the first and third mechanical dampers on the left and right ends of the station, turn on the dual-use fan, turn on the fourth and fifth mechanical dampers, fully open the stop side screen doors, perform smoke exhaust on the top of the stop side track, and exhaust the smoke through the heat exhaust and exhaust duct; at the same time, turn on the tunnel fan, turn on the first or third piston damper on the fire lane, close the second and fourth piston dampers, use the tunnel fan to assist in smoke exhaust, and use the second piston damper to discharge the smoke outdoors.

[0023] Preferably, when a fire occurs in the public area of ​​the station platform level, the first mechanical air valve and the third mechanical air valve are closed, the dual-use fan is turned on, the fourth mechanical air valve and the fifth mechanical air valve are turned on, and the first electric air valve and the second electric air valve are turned on, and the auxiliary smoke exhaust mode of the public area of ​​the platform level is executed, and the smoke is discharged to the outside through the heat exhaust and exhaust duct, and the tunnel fan is turned off.

[0024] Compared with the existing technology, one or more of the above technical solutions have the following beneficial effects:

[0025] The present invention eliminates the need for a heat exhaust fan, reduces the area of ​​the exhaust duct, reduces civil engineering investment, reduces the initial investment in the ventilation and air-conditioning system, simplifies and optimizes the tunnel air and heat exhaust air systems, enhances the smoke exhaust effect, reduces equipment operating energy consumption, and saves energy. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0027] Furthermore, the terms "installed," "disposed," "provided with," "connected," "connected," and "socketed" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or electrical connections; direct connections, indirect connections through an intermediary, or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0028] Figure 1 It is a system principle diagram of the present invention;

[0029] Figure 2 is a system plan view of the present invention;

[0030] In the picture:

[0031] 1. Combined-use fan; 2. Tunnel fan; 3. First piston air valve; 4. Second piston air valve; 5. Third piston air valve; 6. Fourth piston air valve; 7. First mechanical air valve; 8. Second mechanical air valve; 9. Bypass air valve; 10. Third mechanical air valve; 11. Fourth mechanical air valve; 12. Fifth mechanical air valve; 13. First electric air valve; 14. Second electric air valve; 15. Second piston air duct; 16. First piston air duct; 17. Heat exhaust and exhaust duct; 18. Heat exhaust duct. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0033] Example 1:

[0034] A ventilation and smoke exhaust system suitable for subway section tunnels and station tunnels, comprising:

[0035] The first piston air duct 16 (or piston air well), the first piston air duct 16 is provided with a dual-purpose fan 1, and the first piston air valve 3 and the second piston air valve 4 are provided in the first piston air duct 16;

[0036] A second piston air duct 15 (or piston air shaft), wherein a tunnel fan 2 is provided inside the second piston air duct 15, and a third piston air valve 5 and a fourth piston air valve 6 are provided inside the second piston air duct 15;

[0037] Heat exhaust duct 18 (or heat exhaust shaft);

[0038] and a heat and air exhaust duct 17 (or a heat and air exhaust well), the heat and air exhaust duct 17 being close to the first piston air duct 16;

[0039] The dual-purpose fan 1 also serves as a heat exhaust fan in the station tunnel, so as to achieve the functions of supplying air to the section tunnel and the station tunnel, exhausting air and smoke, exhausting heat and smoke from the track area, and assisting in exhausting smoke from the platform public area;

[0040] A bypass air valve 9 is provided between the first piston air duct 16 and the second piston air duct 15 , and a second mechanical air valve 8 is provided in the second piston air duct 15 near the tunnel fan 2 . Both the bypass air valve 9 and the second mechanical air valve 8 are combined air valves.

[0041] Furthermore, in this embodiment, the system is based on a subway station with a tunnel double-piston system, and a tunnel fan 2 and a dual-purpose fan 1 are respectively arranged in the piston air ducts at both ends of the station. In fact, the dual-purpose fan 1 is also a tunnel fan, which belongs to the tunnel fan in the first piston air duct 16 and serves as the heat exhaust fan of the station tunnel. In this way, the heat exhaust fan in the prior art is eliminated, and the dual-purpose fan 1 is used to switch the various combined air valves connected before and after the first piston air duct 16, the heat exhaust air duct 18, and the heat exhaust and exhaust duct 17, so as to achieve the functions of supplying air to the section tunnel and the station tunnel, exhausting air (smoke exhaust), exhausting heat (smoke exhaust) in the track area, and exhausting smoke in the auxiliary platform public area.

[0042] Furthermore, the combined fan 1 and the tunnel fan 2 serve as backup for each other under the operation conditions of supplying, exhausting and exhausting air in the interval tunnel.

[0043] Furthermore, the tunnel fan 2 is a bidirectional fan, and the combined fan 1 is a bidirectional variable frequency fan, so as to adapt to the requirements of different working conditions for the fan air volume and wind direction.

[0044] Furthermore, a third mechanical air valve 10 and a fifth mechanical air valve 12 are provided on the suction side of the combined fan 1 station. The third mechanical air valve 10 and the fifth mechanical air valve 12 are both combined air valves, and are respectively connected to the first piston air duct 16 and the heat exhaust air duct 18; a first mechanical air valve 7 and a fourth mechanical air valve 11 are provided on the discharge side outside the combined fan 1 station. The first mechanical air valve 7 and the fourth mechanical air valve 11 are both combined air valves, and are respectively connected to the first piston air duct 16 and the heat exhaust and exhaust duct 17; the heat exhaust air duct 18 is completely separated from other exhaust systems of the station, and is connected to the heat exhaust air duct at the top and bottom of the platform rails through the heat exhaust air holes in the middle plate of the heat exhaust air duct 18.

[0045] Furthermore, a plurality of smoke exhaust vents are respectively provided on the side walls of the rail top exhaust duct facing the public area, and a plurality of smoke exhaust vents are installed with a first electric air valve 13 or a second electric air valve 14. The plurality of smoke exhaust vents are connected to the public area of ​​the platform layer and assist in exhausting smoke from the public area of ​​the platform layer. Figure 1 shown.

[0046] Example 2:

[0047] A method for ventilation and smoke exhaust in subway section tunnels and station tunnels, which uses the ventilation and smoke exhaust system for subway section tunnels and station tunnels in Example 1 to perform ventilation and smoke exhaust, specifically comprising the following steps:

[0048] S1: Under normal operating conditions in the section tunnel, before the subway station is put into operation, the combined fan 1 and tunnel fan 2 at both ends of the station are turned on to supply or exhaust air for the up and down lines of the section tunnel respectively; the fourth mechanical air valve 11 and the fifth mechanical air valve 12 located in the heat exhaust duct 18 of the combined fan 1 at the left and right ends of the station are closed, the second piston air valve 4 located in the first piston air duct 16 is closed, and the fourth piston air valve 6 located in the second piston air duct 15 is closed, and the section ventilation mode is implemented;

[0049] S2: Under the interval tunnel fire condition, the combined fan 1 and the tunnel fan 2 at the two adjacent station ends of the fire interval are turned on, the fourth mechanical air valve 11 and the fifth mechanical air valve 12 of the combined fan 1 located in the heat exhaust duct 18 are closed, the second piston air valve 4 located in the first piston air duct 16 is closed, and the fourth piston air valve 6 located in the second piston air duct 15 is closed, and the interval smoke exhaust and interval air supply mode is implemented. The smoke is discharged from one end of the adjacent station of the fire interval through the first piston air duct 16 and the second piston air duct 15, and the air is supplied to the interval from one end of the other adjacent station of the fire interval through the first piston air duct 16 and the second piston air duct 15. At this time, the combined fan 1 and the tunnel fan 2 at the two adjacent station ends of the fire interval serve as backup for each other through the bypass air valve 9;

[0050] S3: Under normal operating conditions in the station tunnel, the rail-top and rail-bottom air ducts remove excess heat generated by the train's air conditioning outdoor unit and the friction between the train and the rails. The first and third mechanical air valves 7 and 10 at the left and right ends of the station tunnel are closed, and the station tunnel heat removal mode is implemented. Heat is discharged outdoors through the heat and exhaust duct 17, and the tunnel fan 2 is turned off.

[0051] S4: In the event of a fire in a station tunnel and no vehicles, close the fourth mechanical dampers 11 and fifth mechanical dampers 12 located in the heat exhaust duct and the combined heat and exhaust duct 17 of the combined fans 1 at the left and right ends of the station. Open the first piston damper 3 or the third piston damper 5 at both ends of the same traffic lane, open the combined fans 1 and the tunnel fan 2 at both ends, close the second piston damper 4 in the first piston duct 16, and close the fourth piston damper 6 in the second piston duct 15. The station tunnel smoke exhaust mode is then implemented, and smoke is discharged outdoors through the first piston duct 16 and the second piston duct 15.

[0052] S5: When a fire occurs in the tunnel of a station and a train stops at the platform, close the first mechanical damper 7 and the third mechanical damper 10 at the left and right ends of the station, turn on the dual-use fan 1, turn on the fourth mechanical damper 11 and the fifth mechanical damper 12, fully open the stop side screen door, perform smoke exhaust from the top of the stop side rail, and exhaust the smoke through the heat exhaust and exhaust duct 17; at the same time, turn on the tunnel fan 2, turn on the first piston damper 3 or the third piston damper 5 on the fire driving line, close the second piston damper 4 and the fourth piston damper 6, use the tunnel fan 2 to assist in smoke exhaust, and the second piston damper duct 15 to discharge the smoke outdoors.

[0053] Furthermore, when a fire occurs in the public area of ​​the platform level of the station, the first mechanical air valve 7 and the third mechanical air valve 10 are closed, the dual-purpose fan 1 is opened, the fourth mechanical air valve 11 and the fifth mechanical air valve 12 are opened, and the first electric air valve 13 and the second electric air valve 14 are opened, and the auxiliary smoke exhaust mode of the public area of ​​the platform level is executed, and the smoke is discharged to the outside through the heat exhaust and exhaust duct 17, and the tunnel fan 2 is closed.

[0054] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A ventilation and smoke exhaust system suitable for subway section tunnels and station tunnels, characterized in that: include: a first piston air duct (16), wherein a dual-purpose fan (1) is provided inside the first piston air duct (16), and a first piston air valve (3) and a second piston air valve (4) are provided inside the first piston air duct (16); a second piston air duct (15), wherein a tunnel fan (2) is provided inside the second piston air duct (15), and a third piston air valve (5) and a fourth piston air valve (6) are provided inside the second piston air duct (15); heat exhaust duct (18); and a heat and air exhaust duct (17), wherein the heat and air exhaust duct (17) is close to the first piston air duct (16); The dual-purpose fan (1) also serves as a heat exhaust fan in the station tunnel, so as to achieve the functions of supplying air to the section tunnel and the station tunnel, exhausting air and smoke, exhausting heat and smoke from the track area, and assisting in exhausting smoke from the platform public area; A bypass air valve (9) is provided between the first piston air duct (16) and the second piston air duct (15), and a second mechanical air valve (8) is provided in the second piston air duct (15) near the tunnel fan (2). Both the bypass air valve (9) and the second mechanical air valve (8) are combined air valves. The combined-use fan (1) is provided with a third mechanical air valve (10) and a fifth mechanical air valve (12) on the suction side of the station. The third mechanical air valve (10) and the fifth mechanical air valve (12) are both combined air valves and are respectively connected to the first piston air duct (16) and the heat exhaust air duct (18). The combined-use fan (1) is provided with a first mechanical air valve (7) and a fourth mechanical air valve (11) on the discharge side outside the station. The first mechanical air valve (7) and the fourth mechanical air valve (11) are both combined air valves and are respectively connected to the first piston air duct (16) and the heat exhaust and exhaust duct (17). A plurality of smoke exhaust vents are respectively arranged on the side walls of the rail top heat exhaust duct facing the public area, and a first electric air valve (13) or a second electric air valve (14) is installed on the plurality of smoke exhaust vents. The plurality of smoke exhaust vents are connected to the public area at the platform level and assist in exhausting smoke from the public area at the platform level.

2. The ventilation and smoke exhaust system for subway section tunnels and station tunnels according to claim 1 is characterized by: The two ends of the station are equipped with a tunnel air double piston system, and the dual-purpose fan (1) and the tunnel fan (2) serve as backup for each other under the operation conditions of supplying, exhausting and exhausting air in the interval tunnel.

3. The ventilation and smoke exhaust system for subway section tunnels and station tunnels according to claim 1 is characterized by: The tunnel fan (2) is a bidirectional fan, and the dual-purpose fan (1) is a bidirectional variable frequency fan, so as to adapt to the requirements of different working conditions for fan air volume and wind direction.

4. A ventilation and smoke exhaust method applicable to subway section tunnels and station tunnels, characterized by: The ventilation and smoke exhaust system for subway section tunnels and station tunnels according to any one of claims 1 to 3 is used for ventilation and smoke exhaust, comprising the following steps: S1: Under normal operating conditions of the interval tunnel, before the subway station is put into operation, the combined fans (1) and the tunnel fans (2) at both ends of the station are turned on to supply air or exhaust air for the up and down lines of the interval tunnel respectively; the fourth mechanical air valve (11) and the fifth mechanical air valve (12) located in the exhaust air duct (18) of the combined fans (1) at the left and right ends of the station are closed, the second piston air valve (4) located in the first piston air duct (16) is closed, and the fourth piston air valve (6) located in the second piston air duct (15) is closed, and the interval ventilation mode is executed; S2: Under the interval tunnel fire condition, the combined fan (1) and the tunnel fan (2) at the two adjacent station ends of the fire interval are turned on, the fourth mechanical air valve (11) and the fifth mechanical air valve (12) of the combined fan (1) located in the heat exhaust duct (18) are closed, the second piston air valve (4) located in the first piston air duct (16) is closed, and the fourth piston air valve (6) located in the second piston air duct (15) is closed, and the interval smoke exhaust and interval air supply mode is executed. One end of an adjacent station of the fire interval discharges smoke through the first piston air duct (16) and the second piston air duct (15), and one end of the other adjacent station of the fire interval supplies air to the interval through the first piston air duct (16) and the second piston air duct (15). At this time, the combined fan (1) and the tunnel fan (2) at the two adjacent station ends of the fire interval serve as a backup for each other through the bypass air valve (9); S3: Under normal operating conditions of the station tunnel, the rail top and rail bottom air ducts discharge the waste heat generated by the train top air conditioning outdoor unit and the waste heat generated by the friction between the train and the rails in the station tunnel. The first mechanical air valve (7) and the third mechanical air valve (10) at the left and right ends of the station are closed, and the station tunnel heat exhaust mode is executed. The heat is discharged to the outside through the heat exhaust and exhaust duct (17), and the tunnel fan (2) is turned off; S4: When a fire occurs in a station tunnel and there is no vehicle, the fourth mechanical air valve (11) and the fifth mechanical air valve (12) of the combined fans (1) at the left and right ends of the station, which are located in the heat exhaust duct (18) and the heat exhaust and exhaust duct (17), are closed. By opening the first piston air valve (3) or the third piston air valve (5) at both ends of the same traffic line, the combined fans (1) and the tunnel fans (2) at both ends are opened, the second piston air valve (4) located in the first piston air duct (16) is closed, and the fourth piston air valve (6) located in the second piston air duct (15) is closed, and the station tunnel smoke exhaust mode is executed, and the smoke is discharged to the outside through the first piston air duct (16) and the second piston air duct (15); S5: Under the working condition of a fire in the station tunnel and a train stopping at the platform, the first mechanical air valve (7) and the third mechanical air valve (10) at the left and right ends of the station are closed, the combined fan (1) is opened, the fourth mechanical air valve (11) and the fifth mechanical air valve (12) are opened, the stop side screen door is fully opened, smoke is exhausted from the top of the stop side rail, and the heat exhaust and exhaust duct (17) is used to exhaust the smoke; at the same time, the tunnel fan (2) is opened, the first piston air valve (3) or the third piston air valve (5) on the fire driving line is opened, the second piston air valve (4) and the fourth piston air valve (6) are closed, smoke is exhausted by the tunnel fan (2), and the second piston air duct (15) is used to exhaust the smoke outdoors.

5. The ventilation and smoke exhaust method applicable to subway section tunnels and station tunnels according to claim 4 is characterized in that: When a fire occurs in the public area of ​​the station platform, the first mechanical air valve (7) and the third mechanical air valve (10) are closed, the combined fan (1) is opened, the fourth mechanical air valve (11) and the fifth mechanical air valve (12) are opened, and the first electric air valve (13) and the second electric air valve (14) are opened, and the auxiliary smoke exhaust mode of the public area of ​​the platform is executed, and the smoke is discharged to the outside through the heat exhaust and exhaust duct (17), and the tunnel fan (2) is closed.

Images