Air bag device for smoke prevention and exhaust of subway tunnel and starting and control method of air bag device

Abstract

The invention relates to the technical field of subway tunnel smoke exhaust, in particular to an air bag device for subway tunnel smoke prevention and exhaust and a starting and control method of the air bag device. Determining a fire occurrence position in the tunnel according to the monitoring signal; determining a target fan based on the fire occurrence position and the train running direction, and determining a target air bag based on the train running direction; a gas generator corresponding to the target air bag is started, so that the target air bag is unfolded and blocks the section of the tunnel; after the target air bag is unfolded, a target fan is started, so that the air supply direction of the target fan is from the vehicle body to the fire occurrence position; the smoke exhaust efficiency of the tunnel fan is improved, the initial investment amount of equipment is reduced, and the occupation cost of a civil engineering structure and an air duct space is also reduced.

Description

Technical Field

[0001] This invention relates to the field of smoke extraction technology for subway tunnels, and in particular to an airbag device for smoke prevention and extraction in subway tunnels and its activation and control method. Background Technology

[0002] When a subway train is running in an underground tunnel, if a fire breaks out and the train stops in the tunnel section between two stations, an effective smoke control system must be activated immediately to control the spread of smoke and ensure the safety of passengers and staff. Currently, subway tunnels generally use mechanical ventilation based on tunnel smoke exhaust fans for smoke extraction. This involves the combined operation of tunnel smoke exhaust fans located at both ends of the station, forming a pull-type airflow organization that supplies air at one end and exhausts smoke at the other, expelling the smoke outside the tunnel through piston vents and ducts.

[0003] However, because the subway tunnel system is a continuous structure with interconnected adjacent stations and sections, the airflow generated by the tunnel smoke exhaust fans cannot fully reach the fire zone. Some airflow circulates ineffectively in non-accident areas, significantly reducing the system's actual smoke exhaust efficiency. To compensate for this efficiency loss, large tunnel smoke exhaust fans with rated airflow far exceeding actual needs must be selected, with single units often exceeding 200,000 m³ / h. Furthermore, to achieve air supply and noise reduction functions, the tunnel smoke exhaust fans and their components are enormous, typically exceeding 9 meters in length and 7 meters in height, resulting not only in high initial investment costs but also significantly increasing the cost of civil engineering structures and duct space.

[0004] Therefore, existing technologies require a method for activating and controlling airbag devices for smoke prevention and exhaust in subway tunnels that can improve smoke extraction efficiency and reduce reliance on large fans, so as to achieve more efficient, economical and safer smoke control in tunnel fires. Summary of the Invention

[0005] To address this, the present invention provides an airbag device for smoke prevention and exhaust in subway tunnels and its activation and control method, in order to overcome the problem that in the prior art, the airflow generated by the fan during operation is difficult to be completely concentrated in the accident section, resulting in some airflow forming an ineffective circulation in adjacent safe areas, which in turn leads to low smoke exhaust efficiency and the need to use smoke exhaust fans with high initial investment and large civil engineering space that far exceed actual needs.

[0006] To achieve the above objectives, the present invention provides a method for activating and controlling an airbag device for smoke prevention and exhaust in subway tunnels, comprising: S1, acquire monitoring signals from the sensor; S2, Determine the location of the fire inside the tunnel based on the monitoring signal; S3, Based on the location of the fire and the direction of train travel, determine the target fan; based on the direction of train travel, determine the target airbag. S4, activate the gas generator corresponding to the target airbag to deploy the target airbag and seal the tunnel section; S5, after the target airbag deploys, the target fan is activated so that the airflow direction of the target fan is from the vehicle body to the location where the fire occurred.

[0007] Furthermore, the location of the fire includes a tunnel section, and determining the target fan based on the location of the fire and the train's direction of travel includes: If the train is traveling in the downward direction, the target fans are determined to be the third and fourth fans of the first station, which are rotating in the forward direction to supply air, and the first, second, third, and fourth fans of the second station, which are rotating in the reverse direction to exhaust smoke. If the train is traveling in the upward direction, the target fans are determined to be the first, second, third, and fourth fans of the first station, which are reversing to exhaust smoke, and the first and second fans of the second station, which are rotating in the forward direction to supply air.

[0008] Furthermore, the location of the fire includes the front of the train, and determining the target fan based on the location of the fire and the train's direction of travel includes: If the train is traveling in the downward direction, the target fans are determined to be the third and fourth fans of the first station, which are rotating in the forward direction to supply air, and the first, second, third, and fourth fans of the second station, which are rotating in the reverse direction to exhaust smoke. If the train is traveling in the upward direction, the target fans are determined to be the first, second, third, and fourth fans of the first station, which are reversing to exhaust smoke, and the first and second fans of the second station, which are rotating in the forward direction to supply air.

[0009] Furthermore, the location of the fire includes the rear of the train, and determining the target fan based on the location of the fire and the train's direction of travel includes: If the train is traveling in the downward direction, the target fans are determined to be the first, second, third, and fourth fans of the first station, which are rotating in reverse to exhaust smoke, and the first and second fans of the second station, which are rotating in the forward direction to supply air. If the train is traveling in the upward direction, the target fans are determined to be the third and fourth fans of the first station, which are rotating in the forward direction to supply air, and the first, second, third, and fourth fans of the second station, which are rotating in the reverse direction to exhaust smoke.

[0010] Furthermore, determining the target airbag based on the train's direction of travel includes: If the train is traveling in the downward direction, the target airbag is determined to be the fourth airbag at the first station and the second airbag at the second station. If the train is traveling in the upward direction, the target airbags are determined to be the third airbag at the first station and the first airbag at the second station.

[0011] Furthermore, while activating the gas generator of the target airbag, the detonation assembly of the target airbag is also activated, so that the protective cover of the target airbag pops out, providing extension space for the target airbag.

[0012] Furthermore, the monitoring signals include fire smoke sensing signals, automatic fire alarm signals, and photoelectric sensing signals.

[0013] Furthermore, determining the location of the fire within the tunnel based on the monitoring signal includes: S21, acquire fire smoke sensor signals, fire alarm signals and photoelectric sensor signals; S22, determine whether the fire smoke sensor signal, the automatic fire alarm signal and the photoelectric sensor signal meet the preset conditions. S23, If the fire smoke sensor signal, the automatic fire alarm signal, and the photoelectric sensor signal all meet the preset conditions, then the location of the fire is determined based on the fire smoke sensor signal, the automatic fire alarm signal, and the photoelectric sensor signal.

[0014] The present invention also provides an airbag device for smoke prevention and exhaust in subway tunnels, which uses an airbag device activation and control method for smoke prevention and exhaust in subway tunnels, comprising: Airbag assembly unit, used to seal the tunnel section; A gas generator, connected to the airbag assembly unit, is used to inflate the airbag assembly unit with gas; The sensing unit is used to output monitoring signals; The central control unit is connected to the airbag assembly unit and the sensing unit to output control signals based on the monitoring signals. The smoke exhaust unit, connected to the central control unit, is used to provide directional airflow.

[0015] Furthermore, the airbag assembly unit includes: The outer shell is fixed to the tunnel section; A protective cover, connected to the outer casing, is used to protect the enclosed space formed by the outer casing; A detonation assembly, connected to the protective cover, is used to eject the protective cover. An airbag, located inside the outer shell and connected to the gas generator, provides a closed space for containing gas. A spring assembly, connected to the housing and airbag, is used to provide thrust when the protective cover is ejected.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: Firstly, this invention physically isolates the fire location from adjacent safe areas by setting up inflatable airbags, forming an independent smoke exhaust zone. This reduces the ineffective airflow circulation caused by tunnel penetration during fire smoke exhaust, directing the airflow provided by the tunnel fan to the independent smoke exhaust zone, thereby improving smoke exhaust efficiency. Because of this improved smoke exhaust efficiency, tunnel fans that far exceed actual needs no longer need to be installed in the tunnel. Instead, smaller and lower-cost tunnel ventilation equipment can be used, reducing the initial investment in equipment and the cost of occupying civil engineering structure and ventilation duct space.

[0017] Secondly, this invention addresses fires at the front or rear of trains. Based on the train's direction of travel, it selects a fan operating mode that creates a safe evacuation airflow. When the fire occurs at the front or rear of the train, by adjusting the air supply and smoke exhaust modes of the fans at both ends, it ensures that fresh air always flows in from the front of the passenger evacuation route, while smoke is exhausted from the rear. This reduces the smoke content in the evacuation passage and improves the level of life safety. By combining two tunnel fans for air supply and four tunnel fans for smoke exhaust, a slightly negative pressure environment is created in the smoke exhaust area. This creates a pressure difference with the adjacent safe area, attracting the smoke in the smoke exhaust area towards the smoke exhaust fans, preventing it from flowing backwards and spreading to other areas. This further improves smoke exhaust efficiency and enhances the safety of the smoke exhaust process.

[0018] Third, this invention independently judges the fire smoke sensing signal, the automatic fire alarm signal, and the photoelectric sensing signal. When all three signals meet the conditions simultaneously, the location of the fire is determined, which reduces the risk of system malfunction due to a single data source error and improves the robustness and accuracy of fire risk assessment. Attached Figure Description

[0019] 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.

[0020] Figure 1 This is a flowchart illustrating the activation and control method of an airbag device for smoke prevention and exhaust in a subway tunnel, as provided in an embodiment of the present invention. Figure 2 The flowchart illustrates a method for determining the location of a fire in a subway tunnel based on monitoring signals, which is provided as an embodiment of the present invention for activating and controlling an airbag device for smoke prevention and exhaust in a subway tunnel.

[0021] Figure 3 A schematic diagram of the subway tunnel structure and equipment layout for a method of activating and controlling an airbag device for smoke prevention and exhaust in a subway tunnel, provided in an embodiment of the present invention; Figure 4 A structural block diagram of an airbag device for smoke prevention and exhaust in a subway tunnel, provided by an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of an airbag device for smoke prevention and exhaust in a subway tunnel, provided by an embodiment of the present invention. Figure 6 This is a schematic diagram of another perspective of an airbag device for smoke prevention and exhaust in a subway tunnel, provided as an embodiment of the present invention. Figure 7 A cross-sectional structural schematic diagram of an airbag device for smoke prevention and exhaust in a subway tunnel, provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of the structure of an airbag device for smoke prevention and exhaust in a subway tunnel, provided by an embodiment of the present invention. Figure 9 A comparison diagram of airflow direction under non-deployed and deployed conditions of an airbag device for smoke prevention and exhaust in a subway tunnel, provided as an embodiment of the present invention; Figure label: 1. Location of the fire; 2. First station; 3. Second station; 4. First airbag; 5. Second airbag; 6. Third airbag; 7. Fourth airbag; 8. First fan; 9. Second fan; 10. Third fan; 11. Fourth fan; 12. Gas generator; 13. Airbag assembly unit; 14. Protective cover; 15. Detonation assembly; 16. Spring assembly; 17. Airbag pack. Detailed Implementation

[0022] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0023] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0024] It should be noted that in the description of this invention, the terms "upper", "lower", "left", "right", "inner", "outer", etc., which indicate directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0025] Furthermore, it should be noted that, in the description of this invention, 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 according to the specific circumstances.

[0026] like Figure 1 As shown, this invention proposes a method for activating and controlling an airbag device for smoke prevention and exhaust in subway tunnels, specifically including the following steps: Step S1: Acquire monitoring signals from the sensors; Specifically, the monitoring signals include fire smoke sensor signals, automatic fire alarm signals, and photoelectric sensor signals.

[0027] In one possible implementation, the fire smoke sensor is a laser scattering smoke detector, which is integrated into the fire alarm system (FAS). When the smoke concentration in the air exceeds the alarm threshold built into the laser scattering smoke detector, a fire signal is sent to the central control unit. The output of the fire smoke sensor is directly connected to the relay. When the fire smoke sensor sends a fire signal, the relay will activate the fire signal and send the electrical signal to the central control unit. The photoelectric sensor is a through-beam type photoelectric sensor, which is installed in pairs at the tunnel entrance. Each photoelectric sensor set includes a transmitter and a receiver, which are fixed on both sides of the tunnel respectively. The receiver can continuously receive the infrared beam emitted by the transmitter and output a signal indicating that the tunnel is open to the central control unit. When the receiver loses light, it outputs a signal indicating that the tunnel is occupied to the central control unit.

[0028] Step S2: Determine the location 1 of the fire within the tunnel based on the monitoring signals; like Figure 2 As shown, the method for determining the location 1 of the fire in the tunnel based on monitoring signals is as follows: Step S21: Acquire fire smoke sensor signal, fire alarm signal and photoelectric sensor signal; Step S22: Determine whether the fire smoke sensor signal, the automatic fire alarm signal, and the photoelectric sensor signal meet the preset conditions. Step S23: If the fire smoke sensor signal, the automatic fire alarm signal, and the photoelectric sensor signal all meet the preset conditions, then determine the fire location 1 based on the fire smoke sensor signal, the automatic fire alarm signal, and the photoelectric sensor signal.

[0029] In one possible implementation, the preset condition for the fire smoke sensing signal is that the smoke obscuration rate is greater than or equal to 3.5% OBS / m, the preset condition for the automatic fire alarm signal is to send a fire signal, and the preset condition for the photoelectric sensing signal is to send a signal indicating that the tunnel is unobstructed. When the central control unit receives three monitoring signals that meet the preset conditions at the same time, the location of the fire in the tunnel is further determined.

[0030] In one possible implementation, the fire location 1 is divided into the tunnel section, the front of the train, and the rear of the train. Specifically, the subway tunnel section is divided into fire-prevention zones at certain intervals. Each zone is equipped with independent relays and fire smoke sensors. The relays and fire smoke sensors have unique logical addresses in the automatic fire alarm system, corresponding to specific tunnel sections. For example, between station A and station B, the line from station A to station B is zone 3. When the fire location information received by the central control unit clearly points to the tunnel section between the two stations, and no fire signal is received from the train itself, the fire location 1 is determined to be the tunnel section.

[0031] In one possible implementation, the central control unit obtains alarm information from the automatic fire alarm system and train travel information. If the alarm trigger source is the smoke detector in the carriage where the front of the train is located, then the fire location 1 is determined to be the front of the train; if the alarm trigger source is the smoke detector in the carriage where the rear of the train is located, then the fire location 1 is determined to be the rear of the train.

[0032] Specifically, this invention independently judges the fire smoke sensor signal, the automatic fire alarm signal, and the photoelectric sensor signal. When all three signals simultaneously meet the conditions, the location of the fire (location 1) is determined. This reduces the risk of system malfunction due to errors in a single data source and improves the robustness and accuracy of fire risk assessment. The photoelectric sensor ensures the safety of the target airbag deployment and reduces the impact of train passage on airbag deployment. Precise positioning indicates the location of airbag deployment and fan start-up, enabling precise resource allocation. On the other hand, precise positioning of the fire location (location 1) facilitates personnel evacuation during a fire, thereby reducing evacuation time and improving evacuation efficiency.

[0033] Step S3: Based on the fire location 1 and the train's direction of travel, determine the target fan and the target airbag. Fire location 1 includes the tunnel section. Based on fire location 1 and the train's direction of travel, the target ventilation fan was determined, including: If the train is traveling in the downward direction, the target fans are determined to be the third fan 10 and the fourth fan 11 of the first station 2, which are rotating in the forward direction to supply air, and the first fan 8, the second fan 9, the third fan 10 and the fourth fan 11 of the second station 3, which are rotating in the reverse direction to exhaust smoke. If the train is traveling in the upward direction, the target fans are determined to be the first fan 8, the second fan 9, the third fan 10 and the fourth fan 11 of the first station 2, which are rotating in reverse to exhaust smoke, and the first fan 8 and the second fan 9 of the second station 3, which are rotating in the forward direction to supply air.

[0034] Fire location 1 includes the front of the train. Based on fire location 1 and the train's direction of travel, the target fan is determined, including: If the train is traveling in the downward direction, the target fans are determined to be the third fan 10 and the fourth fan 11 of the first station 2, which are rotating in the forward direction to supply air, and the first fan 8, the second fan 9, the third fan 10 and the fourth fan 11 of the second station 3, which are rotating in the reverse direction to exhaust smoke. If the train is traveling in the upward direction, the target fans are determined to be the first fan 8, the second fan 9, the third fan 10 and the fourth fan 11 of the first station 2, which are rotating in reverse to exhaust smoke, and the first fan 8 and the second fan 9 of the second station 3, which are rotating in the forward direction to supply air.

[0035] Fire location 1 includes the rear of the train. Based on fire location 1 and the train's direction of travel, the target fan is determined, including: If the train is traveling in the downward direction, the target fans are determined to be the first fan 8, the second fan 9, the third fan 10 and the fourth fan 11 of the first station 2, which are reversed to exhaust smoke, and the first fan 8 and the second fan 9 of the second station 3, which are forward to supply air. If the train is traveling in the upward direction, the target fans are determined to be the third fan 10 and the fourth fan 11 of the first station 2, which are rotating in the forward direction to supply air, and the first fan 8, the second fan 9, the third fan 10, and the fourth fan 11 of the second station 3, which are rotating in the reverse direction to exhaust smoke.

[0036] Based on the train's direction of travel, the target airbag is determined, including: If the train is traveling in the downward direction, the target airbags are determined to be the fourth airbag 7 at the first station 2 and the second airbag 5 at the second station 3; If the train is traveling in the upward direction, the target airbags are determined to be the third airbag 6 at the first station 2 and the first airbag 4 at the second station 3.

[0037] like Figure 3 As shown, Figure 3 A schematic diagram of the structure and equipment layout of a subway tunnel section; Specifically, Station 2 and Station 3 are located at opposite ends of the tunnel section where the fire occurred. Each station is equipped with four tunnel ventilation fans, two installed in the downstream direction and two in the upstream direction. Each station is also equipped with four sets of airbag devices, two installed in the downstream direction and two in the upstream direction. The downstream direction is the direction in which trains travel from Station 2 to Station 3. Figure 3 In the middle, it represents travel from left to right; the upward direction is the direction in which the train travels from the second station 3 to the first station 2. Figure 3 In the middle, it is represented by driving from right to left.

[0038] Specifically, the tunnel ventilation fan is a tunnel ventilation fan, or TVF. The forward rotation air supply means that the tunnel ventilation fan blows fresh air towards the fire location 1, providing positive pressure airflow in the tunnel; the reverse rotation smoke exhaust means that the tunnel ventilation fan draws the smoke in the tunnel to the outside and exhausts it to the outside of the tunnel through the tunnel ventilation duct, providing negative pressure airflow in the tunnel.

[0039] Specifically, the first fan 8 and the second fan 9 are tunnel fans located in the upward direction of the station, and the third fan 10 and the fourth fan 11 are tunnel fans located in the downward direction of the station. The first fan 8, the second fan 9, the third fan 10 and the fourth fan 11 are all the same size and specifications. The first fan 8 and the third fan 10 are located in the same tunnel, and the second fan 9 and the fourth fan 11 are located in the same tunnel. The first airbag 4 and the second airbag 5 are airbag devices located in the upward direction of the station, and the third airbag 6 and the fourth airbag 7 are airbag devices located in the downward direction of the station. The first airbag 4, the second airbag 5, the third airbag 6 and the fourth airbag 7 are all the same size and specifications. The first airbag 4 and the third airbag 6 are located in the same tunnel, and the second airbag 5 and the fourth airbag 7 are located in the same tunnel.

[0040] Specifically, the target ventilation fan is the tunnel ventilation fan that needs to be activated and set to a specific operating mode in the current fire scenario; the target airbag is the airbag device that needs to be deployed in the current fire scenario to physically seal off and isolate the tunnel. Specifically, this invention dynamically determines the target fans and airbags to be activated based on the precise location of the fire and the direction of train travel, instead of activating all equipment as in traditional methods, thus improving the effective utilization of resources. By using airbags at specific locations, a continuous tunnel is cut into an independent smoke exhaust area. The airflow generated by the subsequently activated target fans is confined within this area, thereby reducing ineffective circulation between adjacent safe areas and improving smoke exhaust efficiency, enhancing the targeting of the smoke exhaust process. On the other hand, due to the improved smoke exhaust efficiency, large-scale tunnel fans are no longer needed to compensate for ineffective circulation within the tunnel. This allows for the use of smaller, more energy-efficient fans with lower initial investment and civil engineering costs, reducing the initial investment and the civil engineering space required for the equipment.

[0041] This invention addresses fires at the front or rear of trains. Based on the train's direction of travel, it automatically selects the fan operating mode that creates a safe evacuation airflow. When the fire occurs at the front or rear of the train, by adjusting the air supply and smoke exhaust modes of the fans at both ends, it ensures that fresh air always flows in from the front of the passenger evacuation route, while smoke is exhausted from the rear. This reduces the smoke content in the evacuation passage and improves the level of life safety. By combining two tunnel fans for air supply and four tunnel fans for smoke exhaust, a slightly negative pressure environment is created in the smoke exhaust area. This creates a pressure difference with the adjacent safe area, causing the smoke in the smoke exhaust area to be attracted and flow towards the smoke exhaust fans, preventing it from flowing back and spreading to other areas. This further improves smoke exhaust efficiency and enhances the safety of the smoke exhaust process.

[0042] Step S4: Activate the gas generator 12 corresponding to the target airbag to deploy the target airbag and seal the tunnel section; Specifically, while activating the gas generator 12 of the target airbag, the detonation assembly 15 of the target airbag is also activated, so that the protective cover 14 of the target airbag pops out, providing extension space for the target airbag.

[0043] In one possible implementation, the central control unit simultaneously sends two parallel electrical signals to the target airbag, one signal to the detonator of the detonation assembly 15 and the other signal to the gas generator 12. The detonator receiving the electrical signal is detonated instantly, producing a small, controlled explosion. The explosion energy acts directly on the bolt connected to it, and the stress concentration point of the bolt is precisely broken, thereby releasing the mechanical lock on the protective cover 14. At the moment the bolt breaks, the elastic potential energy stored in the spring assembly 16 pre-pressed on the airbag 17 is released, providing an initial thrust to push the unlocked protective cover 14 outward. The protective cover 14 is ejected and moves away from the airbag, providing space for the airbag to deploy. Within 3 milliseconds of the protective cover 14 being ejected, an electrical signal activates and ignites guanidine nitrate stored in the gas generator 12. A chemical reaction is carried out through the following chemical reaction formula to generate a large amount of high-pressure mixed gas, the main components of which include carbon dioxide and water vapor. The generated mixed gas is filled into the Z-shaped folded airbag 17. Driven by the large amount of gas, the airbag 17 is fully inflated within 2.5 to 3.0 seconds. Its shape fits tightly with the contour of the tunnel cross section, forming a physical barrier with good airtightness.

[0044]

[0045] In one possible implementation, once all the target airbags have successfully deployed, they effectively cut off a section of the tunnel where the fire occurred (location 1) from the entire tunnel network, forming an independent smoke exhaust area that is closed at both ends. Due to the isolation provided by the airbags, the airflow generated by the tunnel ventilation fan will be confined within this area and will no longer leak into adjacent tunnels, thereby reducing ineffective airflow circulation.

[0046] Specifically, this invention uses the physical sealing of airbags to divide a connected tunnel network into an independent smoke exhaust area, separating the fire location 1 from the adjacent safe area. This allows the air volume generated by the tunnel ventilation fan to be concentrated in this smoke exhaust area, thereby improving smoke exhaust efficiency. This improved smoke exhaust efficiency makes it possible to use smaller capacity and lower cost tunnel ventilation fans, reducing the initial investment in equipment and the cost of civil engineering structures and ventilation duct space.

[0047] Step S5: After the target airbag deploys, start the target fan so that the airflow direction of the target fan is from the vehicle body to the fire location 1.

[0048] In one possible implementation, the central control unit sends a start signal representing the rotation mode to the target fan. After receiving the signal, the target fan operates according to the predetermined rotation mode, such as forward rotation for air supply or reverse rotation for smoke exhaust. If the fire location 1 is the front or rear of the vehicle, the wind direction in the smoke exhaust area is from the vehicle body to the fire location 1.

[0049] When the fire occurs at location 1, which is either the front or rear of the vehicle, the evacuation direction must be from the vehicle body away from location 1. Since the wind direction is opposite to the evacuation direction, it can ensure that fresh air flows in from the front of the passengers' evacuation, while the smoke is carried by the airflow and flows to the rear of the passengers and is discharged. Passengers can breathe fresh air throughout the evacuation process.

[0050] By precisely controlling the airflow difference between the supply fan and the exhaust fan, a stable micro-negative pressure environment is established in the smoke exhaust area, effectively preventing smoke from leaking out through the airbag sealing edge or other tiny gaps. This ensures that pollutants are firmly controlled in the exhaust airflow. Even if there are minor imperfections in the physical isolation, the negative pressure environment can serve as a supplementary barrier to ensure overall effectiveness, thereby improving smoke exhaust efficiency and personnel evacuation safety.

[0051] like Figure 4 As shown, the present invention also provides an airbag device for smoke prevention and exhaust in subway tunnels, which uses any of the airbag device activation and control methods for smoke prevention and exhaust in subway tunnels described in Embodiment 1.

[0052] like Figure 5 As shown, the airbag device for smoke prevention and exhaust in subway tunnels includes: Airbag assembly unit 13 is used to seal the tunnel section; Gas generator 12 is connected to airbag assembly unit 13 and is used to inflate airbag assembly unit 13; The sensing unit is used to output monitoring signals; The central control unit, connected to the airbag assembly unit 13 and the sensing unit, is used to output control signals based on the monitoring signals. The smoke exhaust unit, connected to the central control unit, is used to provide directional airflow.

[0053] Among them, the airbag assembly unit 13 includes: The outer shell is fixed to the tunnel section; The protective cover 14 is connected to the outer casing and is used to protect the enclosed space formed by the outer casing; The detonation component 15 is connected to the protective cover 14 and is used to pop out the protective cover 14; The airbag 17 is located inside the outer shell and is connected to the gas generator 12 to provide a closed space for containing gas. Spring assembly 16, connected to the housing and airbag 17, is used to provide thrust when the protective cover 14 is deployed.

[0054] The outer shell is made of high-strength aluminum alloy through extrusion molding or casting process. It has an overall arc design with a central angle of 135° so that its outer surface can fit against the inner wall of the tunnel arch, improving the tightness of physical isolation and firmly installing the outer shell at the designated position of the tunnel section.

[0055] like Figure 6As shown, the protective cover 14 is made of high-strength aluminum alloy through extrusion molding or casting process. It is connected to the outer shell through the detonation bolt of the detonation assembly 15. It is used to protect the internal airbag 17 from damage caused by dust, moisture and mechanical impact in the tunnel. Its inner and outer surface curvature is completely consistent with the inner wall of the tunnel and the outer shell, ensuring that it is flush with the inner wall of the tunnel after installation, forming a smooth tunnel surface, and has no impact on the aerodynamics of the train.

[0056] like Figure 7 As shown, the airbag 17 is connected to the gas generator 12 via a gas supply pipe. It uses flexible, high-temperature resistant fiber as the base fabric, such as aramid fabric, with a silicone rubber coating to provide airtightness and corrosion resistance. This material can withstand short-term high temperatures above 300°C, meeting fire safety requirements. It is pre-folded and stored inside the outer shell using a Z-shaped folding method. This folding method is calculated to ensure that the airbag unfolds orderly and quickly along a predetermined path during inflation, completely avoiding entanglement or jamming. An exhaust port is also provided for manual deflation and recovery after a disaster.

[0057] like Figure 8 As shown, the spring assembly 16 uses corrosion-resistant helical compression springs, with a set of springs evenly distributed between the airbag 17 and the outer shell, in a pre-compressed, energy-storing state. When the protective cover 14 is unlocked, the spring force provides the airbag 17 with an initial, rapid ejection force, allowing it to instantly detach from the outer shell and creating optimal starting conditions for subsequent inflation.

[0058] The detonating bolt is a bolt with a pre-engraved annular stress groove. This stress groove is precisely calculated to be the weakest point in the bolt's strength. Under normal circumstances, it provides mechanical locking force to fix the protective cover 14 to the outer casing.

[0059] The detonator and the detonating bolt are integrated into one unit and connected to the central control unit via a cable. When the detonator receives a specific current signal from the central control unit, the detonator detonates instantly. The shock wave energy generated by the explosion acts on the stress groove of the detonating bolt, causing it to be neatly broken at the groove, thereby instantly releasing the fixing effect on the protective cover plate 14.

[0060] The gas generator 12 is a solid fuel gas generator, which stores a composite solid fuel with guanidine nitrate as the main component. After receiving the ignition signal from the central control unit, the internal fuel produces a large amount of non-toxic and harmless mixed gas through a chemical reaction, and inflates the airbag 17 through the gas supply pipe within 1-2 seconds.

[0061] like Figure 9 As shown, after the airbag fully extends and seals the tunnel, the circulation of ineffective airflow is reduced, thereby improving the smoke extraction efficiency.

[0062] 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 technical solutions of the embodiments of the present invention.

Claims

1. A method for starting and controlling an airbag device for smoke control in a subway tunnel, characterized by, The method comprises the following steps: S1, acquiring a monitoring signal from a sensor; S2, determining a fire occurrence position in a tunnel according to the monitoring signal; S3, determining a target fan based on the fire occurrence position and a train running direction, and determining a target air bag based on the train running direction; S4, starting a gas generator corresponding to the target air bag to make the target air bag expand and block a tunnel section; S5, after the target air bag expands, starting the target fan to make a blowing direction of the target fan be from a train body to the fire occurrence position.

2. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 1, characterized in that, The fire occurrence position comprises a section tunnel, and the determination of the target fan based on the fire occurrence position and the train running direction comprises: if the train runs in a downward direction, determining the target fan as the third fan and the fourth fan of a first station for positive rotation blowing, and the first fan, the second fan, the third fan and the fourth fan of a second station for reverse rotation smoke exhaust; if the train runs in an upward direction, determining the target fan as the first fan, the second fan, the third fan and the fourth fan of the first station for reverse rotation smoke exhaust, and the first fan and the second fan of the second station for positive rotation blowing.

3. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 1, characterized in that, The fire occurrence position comprises a train head, and the determination of the target fan based on the fire occurrence position and the train running direction comprises: if the train runs in the downward direction, determining the target fan as the third fan and the fourth fan of the first station for positive rotation blowing, and the first fan, the second fan, the third fan and the fourth fan of the second station for reverse rotation smoke exhaust; if the train runs in the upward direction, determining the target fan as the first fan, the second fan, the third fan and the fourth fan of the first station for reverse rotation smoke exhaust, and the first fan and the second fan of the second station for positive rotation blowing.

4. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 1, characterized in that, The fire occurrence position comprises a train tail, and the determination of the target fan based on the fire occurrence position and the train running direction comprises: if the train runs in the downward direction, determining the target fan as the first fan, the second fan, the third fan and the fourth fan of the first station for reverse rotation smoke exhaust, and the first fan and the second fan of the second station for positive rotation blowing; if the train runs in the upward direction, determining the target fan as the third fan and the fourth fan of the first station for positive rotation blowing, and the first fan, the second fan, the third fan and the fourth fan of the second station for reverse rotation smoke exhaust.

5. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 1, characterized in that, The determination of the target air bag based on the train running direction comprises: if the train runs in the downward direction, determining the target air bag as the fourth air bag of the first station and the second air bag of the second station; if the train runs in the upward direction, determining the target air bag as the third air bag of the first station and the first air bag of the second station.

6. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 1, characterized in that, The starting of the gas generator of the target air bag further comprises: starting an ignition assembly of the target air bag to make a protective cover plate of the target air bag pop out and provide an expansion space for the target air bag.

7. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 1, characterized in that, The monitoring signal comprises a fire smoke sensing signal, a fire automatic alarm signal and a photoelectric sensing signal.

8. The method for starting and controlling the air bag device for smoke control in a subway tunnel according to claim 7, characterized in that, The determination of the fire occurrence position in the tunnel according to the monitoring signal comprises: S21, acquiring the fire smoke sensing signal, the fire automatic alarm signal and the photoelectric sensing signal; S22, judging whether the fire smoke sensing signal, the fire automatic alarm signal and the photoelectric sensing signal meet preset conditions; S23, if the fire smoke sensing signal, the fire automatic alarm signal and the photoelectric sensing signal all meet the preset conditions, determining the fire occurrence position based on the fire smoke sensing signal, the fire automatic alarm signal and the photoelectric sensing signal.

9. The air bag device for smoke control in a subway tunnel according to any one of claims 1 to 8, wherein the air bag device for smoke control in a subway tunnel is started and controlled by the method according to any one of claims 1 to 8. Comprise: an airbag assembly unit for blocking a tunnel section; a gas generator connected to the airbag assembly unit for inflating the airbag assembly unit with gas; a sensing unit for outputting a monitoring signal; a central control unit connected to the airbag assembly unit and the sensing unit for outputting a control signal according to the monitoring signal; an exhaust unit connected to the central control unit for providing a directional air flow.

10. The air bag device for smoke control in a subway tunnel according to claim 9, wherein The airbag assembly unit comprises: a housing fixed to the tunnel section; a protective cover connected to the housing for protecting an enclosed space surrounded by the housing; an ignition assembly connected to the protective cover for ejecting the protective cover; an airbag bag located inside the housing and connected to the gas generator for providing an enclosed space containing gas; a spring assembly connected to the housing and the airbag bag for providing a thrust when the protective cover is ejected.

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