Railway tunnel emergency rescue platform and rapid evacuation method

Abstract

The invention relates to the technical field of railway tunnel evacuation facilities, in particular to a railway tunnel emergency rescue platform and a rapid evacuation method, and the railway tunnel emergency rescue platform comprises a prefabricated platform body and a foldable evacuation pedal. The prefabricated platform body is composed of a plurality of prefabricated parts spliced in the longitudinal direction of a tunnel, each prefabricated part comprises a top plate and a top plate support, and the top plates are laid to form a platform face. Triangular stable bases with bolt hole positions are arranged at the bottoms of the top plate supports, tenons are arranged at the tops of the top plate supports and connected with grooves in the bottoms of the top plates in a matched mode, and the adjacent top plates are buckled and spliced through dovetail tenons and dovetail grooves on the two sides. The evacuation pedal comprises an inverted-T-shaped pedal body, a first rectangular pedal body and a second rectangular pedal body which are sequentially hinged and can be unfolded and laid between the compartment floor and the platform face. By lifting the platform and filling the gap between the carriage and the platform in cooperation with the folding pedal, passengers can quickly enter the platform without an emergency ladder, and the evacuation efficiency is remarkably improved; and prefabricated parts are adopted for assembly, construction is convenient, the structure is stable, and the practical value is extremely high.

Description

Technical Field

[0001] This invention relates to the field of railway tunnel evacuation facilities technology, specifically to an emergency rescue platform and rapid evacuation method for railway tunnels. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] In the event of an emergency (such as a fire) in a railway tunnel, the enclosed space, unique ventilation conditions, and limited escape routes significantly increase the severity and complexity of the accident. According to relevant regulations, when a train is unable to exit the tunnel, it should stop at an emergency rescue station for personnel evacuation. Therefore, the design of the emergency rescue station is directly related to the level of safety protection for people inside the tunnel.

[0004] Currently, research on personnel evacuation in railway tunnels mainly focuses on evacuation facility configuration, evacuation model optimization, and emergency plan development. Regarding evacuation facility design, current standards set basic design requirements for emergency rescue station platforms, including platform layout, width, and height. However, in practical engineering applications, to meet the relevant requirements of railway tunnel clearance gauges, existing emergency rescue stations generally adopt a "low platform" design. While this design complies with clearance regulations, it has revealed serious evacuation efficiency problems in actual use.

[0005] Specifically, when using the "low platform" scheme, a significant height difference and horizontal distance exist between the train's floor and the platform surface after the train stops. This gap prevents passengers from directly entering the platform from the train and necessitates the use of auxiliary evacuation facilities (such as emergency stairs) to disembark. Because the process of disembarking using these facilities is time-consuming, and the number of available facilities across the entire train is limited, the overall evacuation time far exceeds the required safe evacuation time stipulated in relevant regulations. This issue has become a key bottleneck restricting the overall evacuation efficiency of emergency rescue stations. Summary of the Invention

[0006] This invention provides an emergency rescue platform and rapid evacuation method for railway tunnels. The platform is formed by assembling prefabricated components and combined with foldable evacuation steps to fill the gap between the carriages and the platform. For passenger and freight railways, a direct-crossing platform is used, and for passenger dedicated lines, a step-assisted platform is used to achieve synchronous and rapid evacuation of all carriages.

[0007] To achieve the above objectives, the present invention adopts the following technical solution:

[0008] The first aspect of the present invention provides an emergency rescue platform for a railway tunnel, comprising:

[0009] The prefabricated platform body includes multiple prefabricated components spliced ​​along the longitudinal direction of the tunnel. The prefabricated components include a top slab (1) and a top slab support (2) for supporting the top slab (1). The top slab (1) is laid to form a platform surface for people to walk on.

[0010] At least one foldable evacuation step is provided between the train car door and the prefabricated platform body to fill the gap between the car floor and the platform surface.

[0011] Furthermore, the bottom of the top plate support (2) is provided with a triangular stabilizing base (4), and the triangular stabilizing base (4) is provided with bolt holes (3) for fixing the top plate support (2) to the foundation platform.

[0012] Furthermore, the top of the top plate bracket (2) is provided with a tenon (7), and the bottom of the top plate (1) is provided with a groove (8) that matches the tenon (7). The top plate (1) is installed on the top plate bracket (2) through the cooperation of the tenon (7) and the groove (8).

[0013] Furthermore, dovetail tenons (9) and dovetail grooves (10) are provided on both sides of the top plate (1), and the two adjacent top plates (1) are longitudinally spliced ​​by the interlocking of the dovetail tenons (9) and the dovetail grooves (10).

[0014] Furthermore, the top plate support (2) is provided with at least one hollow structure (5), and / or, the top and / or bottom of the top plate support (2) are provided with a triangular support structure (6).

[0015] Furthermore, the evacuation pedals include a hinged U-shaped pedal (11), a first rectangular pedal (12), and a second rectangular pedal (13).

[0016] The front end shape of the convex-shaped pedal (11) is adapted to the train car door; the first rectangular pedal (12) is connected between the convex-shaped pedal (11) and the second rectangular pedal (13);

[0017] The convex-shaped pedal (11) and the first rectangular pedal (12), as well as the first rectangular pedal (12) and the second rectangular pedal (13), are all hinged by connecting shafts, so that the evacuation pedal can be in an unfolded use state and a folded storage state.

[0018] Furthermore, the convex-shaped pedal (11) is provided with rotatable fixing buckles (20) on both sides for fixed connection with the handrail crossbar at the carriage door.

[0019] Furthermore, the sides of the first rectangular pedal (12) and / or the second rectangular pedal (13) are provided with sliding grooves (17) and sliding guardrails (16) that can be housed in the sliding grooves (17).

[0020] Furthermore, the upper surfaces of the convex-shaped pedal (11), the first rectangular pedal (12), and the second rectangular pedal (13) are provided with an anti-slip layer (15).

[0021] Furthermore, at least one edge of the top plate (1) is provided with an embedded self-illuminating indicator strip.

[0022] A second aspect of the present invention provides an evacuation method for an emergency rescue platform in a railway tunnel, comprising the following steps:

[0023] The raised prefabricated platform body is formed by assembling prefabricated components above the existing low platform. The prefabricated components include a top slab (1) and a top slab support (2).

[0024] During the period when the train is slowing down and entering the station and the doors have not yet opened, unfold the foldable evacuation step and place it at the car door so that one end of the evacuation step is in contact with or fixed to the car floor.

[0025] After the train comes to a complete stop and the doors open, the other end of the evacuation ramp is laid on the platform surface of the prefabricated platform body, forming a passage bridge from the carriage floor to the platform surface, allowing passengers inside the train to quickly enter the platform via the evacuation ramp.

[0026] Compared with existing technologies, one or more of the above technical solutions have the following beneficial effects:

[0027] 1. By raising the platform and incorporating foldable evacuation ramps, the height difference and horizontal gap between the carriage floor and the platform are effectively bridged. Passengers can directly step onto the platform or quickly pass through via the ramps without waiting for emergency ladders to be erected, significantly reducing the time spent disembarking and solving the evacuation bottleneck problem in traditional low-platform solutions, ensuring that the overall evacuation time meets safety regulations. With this platform design, all carriage doors can be opened simultaneously after the train stops for passenger evacuation, changing the inefficient traditional model that relies on only a few emergency ladders and greatly increasing the passenger throughput per unit time.

[0028] 2. The platform's main structure utilizes prefabricated components. These components are rapidly assembled using tenon and groove joints, dovetail joints, and other structural elements, eliminating the need for complex wet work and significantly shortening the on-site construction period. This design is particularly suitable for the rapid modification of existing tunnels, minimizing disruption to railway operations. The interlocking design of the tenon and groove joints provides a large contact area and a strong mechanical locking effect, while the dovetail joint structure ensures reliable longitudinal connections. The robust connections of all components can withstand the load of crowds during evacuation, preventing displacement or detachment during use and guaranteeing the long-term stability of the platform.

[0029] 3. The evacuation ramp adopts a three-section folding design. Under normal conditions, the sliding guardrail can be stored in the sliding groove. In case of an emergency, before the train has come to a complete stop, it can be unfolded and ready for use. Once the doors open, it can be quickly put into use, saving valuable time for evacuation. Furthermore, the folding structure significantly reduces storage space, making it easy to deploy in trains or tunnels.

[0030] 4. When unfolded, the fixing buckles on both sides of the U-shaped pedal can quickly lock with the crossbar of the carriage door handrail to prevent the pedal from sliding or shifting during use. The anti-slip layer on the pedal increases friction, and the sliding guardrails on both sides can be unfolded to provide lateral protection during use, effectively ensuring the safety of personnel passing through.

[0031] 5. The platform structure is organically integrated with the evacuation operation process. The raised platform, formed by the rapid assembly of prefabricated components, not only meets railway construction clearance requirements but also provides a structural foundation for subsequent rapid evacuation. The accompanying folding tread design and pre-installed operation methods solve potential horizontal clearance issues after the platform is raised. The platform structure and evacuation methods work together to form a complete technical loop. Attached Figure Description

[0032] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0033] Figure 1 This is a three-dimensional schematic diagram of a single prefabricated structural component provided by the present invention;

[0034] Figure 2 This is a three-dimensional schematic diagram of each component of the prefabricated structural component device provided by the present invention;

[0035] Figure 3 This is a schematic diagram of the combination of the two prefabricated structural components provided by the present invention;

[0036] Figure 4 This is a schematic diagram of the evacuation treadmill in its deployed state provided by the present invention;

[0037] Figure 5 This is a schematic diagram of the evacuation pedal storage state provided by the present invention;

[0038] Figure 6 This is a schematic diagram of the usage process of the evacuation stepper in the emergency evacuation preparation state provided by the present invention;

[0039] Figure 7 This is a schematic diagram of the storage process of the evacuation pedal edge protector and buckle mechanism provided by the present invention;

[0040] Figure 8 This is a schematic diagram of the folded form of the evacuation treadmill provided by the present invention;

[0041] Figure 9 This is a comparison diagram of the basic railway building clearance and locomotive and rolling stock clearance in a passenger and freight railway tunnel provided by this invention;

[0042] Figure 10 This is a design parameter illustration of a new type of medium-high platform for emergency rescue stations in passenger and freight railway tunnels provided by this invention;

[0043] Figure 11 This is a schematic diagram of a medium-high platform solution for passenger and freight lines provided by the present invention;

[0044] Figure 12 This is a schematic diagram of the high platform scheme for passenger dedicated lines provided by the present invention.

[0045] In the diagram: 1. Top plate, 2. Top plate bracket, 3. Bolt holes, 4. Triangular stable base, 5. Hollow structure, 6. Triangular support structure, 7. Tenon, 8. Groove, 9. Dovetail tenon, 10. Dovetail groove, 11. T-shaped pedal, 12. First rectangular pedal, 13. Second rectangular pedal, 14. Pedal body, 15. Triangular wave-shaped anti-slip layer, 16. Sliding guardrail, 17. Sliding groove, 18. First connecting shaft, 19. Second connecting shaft, 20. Fixing buckle. Detailed Implementation

[0046] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0047] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0048] The following embodiments provide an emergency rescue platform and rapid evacuation method for railway tunnels. The platform is formed by assembling prefabricated components and combined with foldable evacuation steps to fill the gap between the carriages and the platform. For passenger and freight railways, a direct-crossing platform is used, and for passenger dedicated lines, a step-assisted platform is used to achieve synchronous and rapid evacuation of all carriages.

[0049] An emergency rescue platform for railway tunnels includes:

[0050] The prefabricated platform body is composed of multiple prefabricated components spliced ​​along the longitudinal direction of the tunnel. The prefabricated components include a top slab 1 and a top slab support 2 for supporting the top slab 1. The top slab 1 is laid to form a platform surface for people to walk on.

[0051] At least one foldable evacuation step is provided between the train car door and the prefabricated platform body to fill the gap between the car floor and the platform surface.

[0052] like Figures 1-3As shown, the bottom of the top plate support 2 is provided with a triangular stabilizing base 4, and the triangular stabilizing base 4 is provided with bolt holes 3 for fixing the top plate support 2 to the foundation platform.

[0053] like Figures 1-3 As shown, the top of the top plate bracket 2 is provided with a tenon 7, and the bottom of the top plate 1 is provided with a groove 8 that matches the tenon 7. The top plate 1 is installed on the top plate bracket 2 through the cooperation of the tenon 7 and the groove 8.

[0054] like Figures 1-3 As shown, dovetail tenons 9 and dovetail grooves 10 are provided on both sides of the top plate 1, and the two adjacent top plates 1 are longitudinally spliced ​​by the interlocking of the dovetail tenons 9 and the dovetail grooves 10.

[0055] like Figures 1-3 As shown, the top plate support 2 is provided with at least one hollow structure 5, and / or, the top and / or bottom of the top plate support 2 are provided with triangular support structures 6.

[0056] like Figures 4-8 As shown, the evacuation treads include:

[0057] The U-shaped pedal 11 has a front end shape that matches the train carriage door.

[0058] A first rectangular pedal 12 and a second rectangular pedal 13, wherein the first rectangular pedal 12 is connected between the convex pedal 11 and the second rectangular pedal 13;

[0059] The U-shaped pedal 11 and the first rectangular pedal 12, as well as the first rectangular pedal 12 and the second rectangular pedal 13, are hinged together by connecting shafts, so that the evacuation pedals can be used in an unfolded state and stored in a folded state.

[0060] like Figures 4-8 As shown, the U-shaped pedal 11 has rotatable fixing buckles 20 on both sides for fixed connection with the handrail bar at the carriage door.

[0061] like Figures 4-8 As shown, the sides of the first rectangular pedal 12 and / or the second rectangular pedal 13 are provided with sliding grooves 17 and sliding guardrails 16 that can be stored in the sliding grooves 17.

[0062] like Figures 4-8 As shown, the upper surfaces of the convex-shaped pedal 11, the first rectangular pedal 12, and the second rectangular pedal 13 are provided with an anti-slip layer 15.

[0063] Furthermore, at least one edge of the top plate 1 is provided with an embedded self-illuminating indicator strip.

[0064] By raising the platform and incorporating foldable evacuation ramps, the height difference and horizontal gap between the carriage floor and the platform are effectively bridged. Passengers can directly step onto the platform or quickly pass through via the ramps without waiting for emergency ladders to be erected, significantly reducing the time spent disembarking and resolving the evacuation bottleneck in traditional low-platform solutions, ensuring that the overall evacuation time meets safety regulations. With this platform design, all carriage doors can be opened simultaneously after the train stops for passenger evacuation, changing the inefficient traditional model that relies on only a few emergency ladders and greatly increasing the passenger throughput per unit time.

[0065] The platform's main structure utilizes prefabricated components. These components are rapidly assembled using tenon and groove joints, dovetail joints, and other structural elements, eliminating the need for complex wet work and significantly shortening the on-site construction period. This design is particularly suitable for the rapid retrofitting of existing tunnels, minimizing disruption to railway operations. The interlocking design of the tenon and groove joints provides a large contact area and a strong mechanical locking effect, while the dovetail joint structure ensures reliable longitudinal connections. The robust connections of all components are capable of withstanding the loads of crowds during evacuation, preventing displacement or detachment during use and guaranteeing the platform's long-term stability.

[0066] The evacuation ramp adopts a three-section folding design (convex-shaped ramp 11, first rectangular ramp 12, and second rectangular ramp 13). In case of an emergency, it can be unfolded and ready in advance before the train has come to a complete stop. It can be put into use quickly after the doors are opened, thus saving valuable time for evacuation.

[0067] The fixing buckles 20 on both sides of the U-shaped pedal 11 can be quickly locked to the crossbar of the carriage door handrail to prevent the pedal from sliding or shifting during use. The anti-slip layer 15 on the pedal can increase friction, and the sliding guardrails 16 on both sides can be unfolded during use to provide lateral protection, effectively ensuring the safety of personnel passing through.

[0068] In normal operation, the sliding guardrail 16 can be stored in the sliding groove 17, and the pedal body can be folded into a three-layer structure, which significantly reduces storage space and makes it easy to install in trains or tunnels.

[0069] To meet the requirements of the "Standard Gauge Railway Clearance Part 2: Construction Clearance" (G146.2-2020) standard, refer to... Figures 1-3 This paper proposes a precast concrete structure component for the renovation of an emergency rescue station platform in a railway tunnel. The device is mainly assembled from a top plate 1 and a top plate support 2. The top plate 1 has four grooves 8 in the middle that are narrower at the top and wider at the bottom, and dovetail tenons 9 and dovetail grooves 10 on both sides of the top plate 1.

[0070] The prefabricated structural components also include a top plate support 2, a triangular stabilizing base 4 below the top plate support 2, bolt holes 3 arranged on both sides of the triangular stabilizing base 4, a hollow structure 5 in the middle of the top plate support 2, a triangular support structure 6 above the top plate support 2, and a tenon 7 at the top that is the same size as the hollow volume of the groove 8.

[0071] In use, first place the precast structural top plate support above the railway tunnel emergency rescue station platform according to the fixed interval, and fix it with bolts through bolt holes 3. Then, align the tenon 7 and the groove 8 and install the top plate 1 on top of the top plate support 2. See the schematic diagram after assembly. Figure 3 Then, the dovetail tenons 9 and dovetail grooves 10 between multiple top plates 1 can be fastened together to form a new platform for the railway tunnel emergency rescue station, as shown in the reference. Figure 1 .

[0072] The top and bottom of the top support 2 are equipped with triangular support structures, and the bottom has bolt holes 3, which can reduce the self-weight and manufacturing cost of the top support 2 while ensuring the overall stability of the structure. Two hollow structures 5 are set in the middle of the top support 2, which further reduces the self-weight of the top support 2 and increases economic benefits while ensuring that the structural load-bearing capacity meets the requirements for personnel evacuation.

[0073] To achieve the fixation between the top plate and the top plate support, the top of the top plate support 2 is provided with a tenon 7, and the corresponding position of the top plate 1 is provided with a groove 8. The combination of the two can provide a larger contact area and mechanical locking effect, ensuring a stable connection between the connecting parts, while eliminating the need for bolt connections between the parts, reducing the number of processes, and increasing the long-term stability of the structure.

[0074] To achieve the connection and fixation between multiple top plates 1, dovetail tenons 9 and dovetail grooves 10 are provided on both sides of the top plate 1. When two top plates 1 are connected, multiple dovetail tenons 9 and dovetail grooves 10 are interlocked and fixed to ensure a stable connection between the two top plates 1 and prevent displacement or separation during use. This method can reduce the bolt fixing between top plates, reduce procedures, and improve work efficiency.

[0075] Furthermore, to address the issues of high drag coefficient, aerodynamic noise, and lateral instability associated with non-streamlined components in the confined space of a tunnel, this embodiment incorporates aerodynamic optimization of the prefabricated components. Specifically, the short edges of the roof slab 1 at both ends of the platform (i.e., the windward ends along the tunnel's longitudinal direction) are equipped with chamfered surfaces or rounded transition surfaces to form a wind-breaking and airflow-guiding structure; correspondingly, the vertical edges of the roof slab support 2 along both sides of the tunnel's longitudinal direction are also designed with streamlined chamfers. This geometric design reduces the shape drag generated by piston winds on the structure.

[0076] Furthermore, to address the environmental vibrations that may occur when trains run at high speeds within the tunnel, high-damping elastic rubber pads (or buffer strips) are installed between the contact surfaces of the roof slab 1 and the roof slab support 2, as well as at the joints between adjacent roof slabs 1. By introducing this damping medium, the connection between components is transformed from a rigid contact to a pre-compressed, flexible floating connection. This structure can effectively absorb and attenuate vibration energy, preventing fatigue cracks or chipping of the concrete structure due to long-term high-frequency vibration, thereby ensuring the long-term stability of the structure.

[0077] Considering the low ambient light inside the tunnel, to ensure that personnel can identify the platform boundaries during evacuation, an embedded self-illuminating indicator strip was designed for the roof slab 1. Specifically, multiple embedded mounting slots (illuminating grooves) are cut along the longitudinal direction of the tunnel on the upper surface of the roof slab 1. Photoluminescent self-illuminating indicator strips are fixed within these slots using adhesive or clips. The top surface of the indicator strip after installation is flush with the concrete surface of the roof slab 1. This embedded self-illuminating indicator strip design provides both visual passive guidance, effectively preventing people from stepping into gaps due to poor visibility, and avoids the risk of tripping over protrusions for fast-running individuals, thus balancing guidance functionality with traffic efficiency.

[0078] When the emergency rescue station platform in a railway tunnel needs to adopt a high platform design that is flush with the passenger compartment floor, a foldable evacuation step is proposed to bridge the wide gap between the carriage door and the platform, referring to... Figure 4 The evacuation ramp consists of three high-strength ramps: a U-shaped ramp 11, a first rectangular ramp 12, and a second rectangular ramp 13. The U-shaped ramp 11 has trapezoidal sides, and each side also has two rotatable door handle securing clips 16. The first rectangular ramp 12 includes a high-strength ramp body 14, with a triangular wave-shaped anti-slip layer 15 on the top, and sliding guardrails 16 and sliding grooves 17 on the sides. The second rectangular ramp 13 is structurally similar to the first rectangular ramp 12. Multiple high-strength connecting shafts 18 are located below the connection between the rectangular ramps 12 and 13, and multiple connecting shafts 19 are located above the connection between the U-shaped ramp 11 and the first rectangular ramp 12.

[0079] The trapezoidal design on both sides of the convex-shaped pedal 11 can be well adapted to the size and angle of the train car door, reducing the displacement and vibration caused by personnel when using the evacuation pedal, and reducing the risk of accidents such as personnel falling or the pedal falling off due to displacement of the evacuation pedal.

[0080] The retaining clips 20 on both sides of the U-shaped pedal feature movable spring-loaded teeth. To use, first rotate the clip to the vertical position, then align it with the crossbar below the handrail at the vehicle door and push it in. The spring-loaded teeth move upwards and downwards due to the force of the crossbar. Once the crossbar is fully inside the teeth, the teeth automatically spring back under the spring force, locking the crossbar securely. This retaining clip is simple to operate, provides high stability, and effectively prevents potential displacement of the pedal during use.

[0081] Both sides of the first rectangular pedal 12 and the second rectangular pedal 13 are provided with sliding guardrails 16 and sliding grooves 17. The sliding guardrails 16 include multiple connecting rods disposed in the sliding grooves 17.

[0082] In this embodiment, the sliding guardrail consists of four sliding shafts and three connecting rods. The sliding shafts on both sides of the edge are inserted into the sliding grooves 17, allowing them to move with the grooves. (Reference) Figure 5 and Figure 6 In the stowed state, all components of the sliding guardrail are in the same straight line position. When needed, the middle connecting rod of the sliding guardrail 16 is raised, and the two connecting rods and the bottom sliding shaft move to the middle of the sliding groove 17. Then, the two sliding shafts are engaged with the two semi-circular slots at the bottom of the sliding groove 17, thus unfolding into the working state.

[0083] When a train needs to slow down and stop at an emergency station for evacuation due to an emergency, refer to... Figure 6 During the train's deceleration phase, before the doors open, the evacuation ramps can be erected at the carriage doors, the buckles secured, and the guardrails unfolded to enter a preparatory working state. Once the train stops and the carriage doors open, the ramps can be pushed outwards for immediate emergency evacuation. Compared to the current plan where only two evacuation ladders can be used for evacuation of the entire train, the new evacuation scheme allows all carriage doors to be opened simultaneously for evacuation, significantly improving disembarkation and evacuation efficiency.

[0084] When the evacuation steps are rarely used during daily train operation, they can be folded to reduce the space they occupy during storage. (See reference) Figures 5-8 First, rotate the fixing buckle 20 to the horizontal position, slide the sliding guardrail to both sides for storage, and then use the connecting pivots 18 and 19 between the pedals to fold the two sides of the pedals towards the middle, finally forming a three-layer folding structure, which significantly reduces the space occupied by the pedals for storage.

[0085] The "Design Code for Disaster Prevention, Rescue and Evacuation Engineering in Railway Tunnels" (TB10020-2017) requires that tunnels or tunnel groups with a length of 20km or more should be equipped with emergency rescue stations, and the distance between emergency rescue stations should not exceed 20km. In addition, the code requires that the necessary safe evacuation time for emergency rescue stations in tunnels should not exceed 6 minutes.

[0086] To meet these requirements, extremely high efficiency is required for personnel evacuation at each stage of the evacuation process within the emergency rescue station. If any evacuation bottleneck leads to congestion, achieving the 6-minute time target becomes difficult. The investigation found that existing regulations for the design of emergency rescue station platforms in railway tunnels only impose rigid requirements on the following aspects: "single-track tunnels require platform placement on one side, double-track tunnels require platform placement on both sides; platform width should not be less than 2.3 m; the platform surface should not be less than 0.3 m above the rail surface." However, the recommended distance from the platform edge to the track centerline is only 1.8 m.

[0087] After on-site investigation, it was found that most existing emergency rescue station platforms are designed as "low platforms," ​​meaning the platform surface is 0.3m above the track surface, the edge of the platform is 2.2m from the centerline of the track, and the platform width is 2.3m. Figure 9 As shown, while the "low platform" scheme meets existing regulations, it is highly unfavorable for the rapid evacuation of personnel within the emergency rescue station. Analysis of the locomotive and rolling stock clearance diagram and actual train dimensions reveals that when the train stops at the emergency rescue station, the height difference between the train car doors and the platform is significant, exceeding 0.5 meters horizontally. This makes it impossible for train passengers to directly cross the car doors to enter the emergency rescue station platform.

[0088] To address this issue, the existing solution involves installing emergency evacuation ladders at the carriage doors for passengers to disembark. Field tests show that the average time for each person to disembark is approximately 7 seconds. The low efficiency of disembarking and the limited number of evacuation ladders significantly increase the evacuation time, far exceeding the 6-minute safe evacuation time requirement stipulated in the regulations. Therefore, for this bottleneck area, it is urgent to propose an optimized design scheme for the emergency rescue station to accelerate the disembarkation efficiency and reduce the total evacuation time.

[0089] For railway tunnels that serve both passenger and freight lines, this embodiment proposes a novel "medium-high platform" that can effectively improve the evacuation efficiency of emergency rescue stations in railway tunnels. The design parameters are as follows: Figure 10 As shown, considering the characteristics of the clearance in passenger and freight railway tunnels, the design parameters of existing emergency rescue station platforms in tunnels are optimized. By increasing the platform height and reducing the distance between the platform edge and the centerline, the horizontal and vertical distances between the train car doors and the platform edges are minimized. This allows passengers inside the carriages to directly cross the gap at the car doors to enter the emergency rescue station platform during emergency evacuation, thereby significantly improving the efficiency of disembarking and reducing the necessary safe evacuation time at railway tunnel emergency rescue stations.

[0090] like Figure 10 As shown in the design scheme, the height difference between the emergency rescue station platform and the top of the track is 1100mm, and the distance from the edge of the platform to the centerline of the track is 1875mm.

[0091] Taking a certain type of train as an example, such as Figure 11 As shown, the train width is 3360mm, therefore the distance from the edge of the carriage door to the train centerline is 1680mm, and the height from the passenger compartment floor to the rail surface is 1260mm. Under the "medium-high platform" design scheme, based on the analysis of the train carriage cross-sectional profile and the design parameters of the medium-high platform, the horizontal distance from the platform edge to the carriage door edge is 195mm, and the height distance is 160mm. According to the "Unified Standard for Civil Building Design" (GB 50352-2019), the maximum height requirement for stair treads in various types of buildings is between 150mm and 200mm. It is considered that the gap distance between the platform edge and the carriage door edge at this time is sufficient for most people to directly cross and reach the platform. Under this platform design scheme, since there is no need to equip emergency evacuation ladders or other evacuation auxiliary disembarkation devices, the preparation and installation time of the devices is saved, effectively improving the efficiency of personnel disembarkation, reducing the necessary safe evacuation time in emergency rescue stations, and effectively ensuring the safety of personnel evacuation in emergency events in ultra-long railway tunnels.

[0092] A "high platform" design scheme is proposed for passenger dedicated railway tunnels, with design parameters referenced from... Figure 12 In this plan, the height difference between the emergency rescue station platform and the rail top surface is 1260mm, meaning the platform is higher than the passenger compartment floor. The distance from the edge of the platform to the centerline of the track is approximately 2440mm. The horizontal distance from the edge of the platform to the edge of the carriage door is 760mm. Therefore, during emergency evacuation, evacuation treads need to be laid at the distance between the train doors to enable rapid and unobstructed passage of personnel.

[0093] When not in use, the evacuation ramp is folded and stored away. For example... Figure 8 As shown, the fixing buckle 20 rotates to the horizontal position, and the sliding guardrail 16 slides along the sliding groove 17 to both sides and is stored inside the side of the pedal. The first rectangular pedal 12 and the second rectangular pedal 13 are folded towards the middle through the first connecting shaft 18, and the U-shaped pedal 11 covers the folded first rectangular pedal 12 and the second rectangular pedal 13 through the second connecting shaft 19, forming a three-layer stacked structure, which significantly reduces storage space. The pedal in this folded state can be stored in a designated location in the train carriage or in an equipment cabinet in the tunnel emergency rescue station.

[0094] When a train experiences an emergency such as a fire inside a tunnel and needs to stop at an emergency rescue station for passenger evacuation, in conjunction with... Figure 6 The following evacuation methods shall be implemented:

[0095] Step 1: Preset the pedals.

[0096] During the period when the train receives a stop instruction and begins to decelerate into the station, but has not yet come to a complete stop and the carriage doors are not yet open, train staff or onboard safety personnel quickly retrieve the evacuation ramp, which is in a folded and stored state, and carry it to the carriage door that is expected to open. At this time, the staff first unfolds the folded ramp: the U-shaped ramp 11 is unfolded through the second connecting shaft 19, and the first rectangular ramp 12 and the second rectangular ramp 13 are flattened through the first connecting shaft 18, so that the main body of the ramp forms a complete flat structure. Then, the fixing buckle 20 is rotated from the horizontal position to the vertical position, and the front end of the U-shaped ramp 11 is aligned with the horizontal bar below the handrail at the carriage door and pushed in. The spring teeth inside the fixing buckle 20 automatically open under the pushing force of the horizontal bar. After the horizontal bar is fully inserted into the teeth, the teeth automatically spring back and lock, thereby firmly fixing one end of the evacuation ramp to the floor edge inside the carriage door. Simultaneously, staff lift the middle connecting rod of the sliding guardrail 16 upwards, causing the connecting rods on both sides to drive the sliding shaft at the bottom to move towards the center along the sliding groove 17, and finally engage with the semi-circular locking position at the bottom of the sliding groove 17, completing the deployment of the sliding guardrail 16 and forming lateral protection. At this point, the evacuation ramp is in a pre-positioned ready state before the train comes to a complete stop and the doors open.

[0097] Step 2: Rapid evacuation.

[0098] After the train has come to a complete stop and the carriage doors have opened normally, staff or passengers who have already evacuated will push the other end of the pre-installed evacuation ramp (the end of the second rectangular ramp 13) outwards, allowing it to rest stably on the platform surface formed by the prefabricated platform roof slab 1 of the emergency rescue station. At this point, the evacuation ramp stably spans between the carriage floor and the platform surface, forming a bridge for personnel passage. Passengers in the carriages do not need to wait for the emergency ladder to be set up, nor do they need to jump or climb; they can directly and quickly enter the emergency rescue station platform in single file via the U-shaped ramp 11, the first rectangular ramp 12, and the second rectangular ramp 13, and then evacuate to the safe area along the platform. Since all carriage doors can be evacuated simultaneously using this method, the efficiency of disembarking passengers from the entire train is greatly improved.

[0099] Step 3: Pedal retraction (optional).

[0100] After all personnel have been evacuated, if necessary, staff can retract the evacuation platform from the platform, loosen the fixing buckle 20, store the sliding guardrail 16 back into the sliding groove 17, and fold the platform back into a three-layer storage state through the first connecting shaft 18 and the second connecting shaft 19 for subsequent use or as evidence in the accident investigation.

[0101] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An emergency rescue platform for railway tunnels, characterized in that, include: The prefabricated platform body includes multiple prefabricated components spliced ​​along the longitudinal direction of the tunnel. The prefabricated components include a top slab (1) and a top slab support (2) for supporting the top slab (1). The top slab (1) is laid to form a platform surface for people to walk on. At least one foldable evacuation step is provided between the train car door and the prefabricated platform body to fill the gap between the car floor and the platform surface.

2. The railway tunnel emergency rescue platform as described in claim 1, characterized in that, The top plate support (2) is provided with a triangular stabilizing base (4) at the bottom, and bolt holes (3) are provided on the triangular stabilizing base (4) for fixing the top plate support (2) to the foundation platform.

3. The railway tunnel emergency rescue platform as described in claim 1, characterized in that, The top of the top plate bracket (2) is provided with a tenon (7), and the bottom of the top plate (1) is provided with a groove (8) that matches the tenon (7). The top plate (1) is installed on the top plate bracket (2) through the cooperation of the tenon (7) and the groove (8).

4. The railway tunnel emergency rescue platform as described in claim 1, characterized in that, The top plate (1) is provided with dovetail tenons (9) and dovetail grooves (10) on both sides respectively. The two adjacent top plates (1) are longitudinally spliced ​​by the interlocking of the dovetail tenons (9) and the dovetail grooves (10). At least one edge of the top plate (1) is provided with an embedded self-illuminating indicator strip.

5. A railway tunnel emergency rescue platform as described in claim 1, characterized in that, The top plate support (2) is provided with at least one hollow structure (5), and / or the top and / or bottom of the top plate support (2) are provided with a triangular support structure (6).

6. A railway tunnel emergency rescue platform as described in claim 1, characterized in that, The evacuation pedals include a hinged U-shaped pedal (11), a first rectangular pedal (12), and a second rectangular pedal (13). The front end shape of the convex-shaped pedal (11) is adapted to the train car door; the first rectangular pedal (12) is connected between the convex-shaped pedal (11) and the second rectangular pedal (13); The convex-shaped pedal (11) and the first rectangular pedal (12), as well as the first rectangular pedal (12) and the second rectangular pedal (13), are all hinged by connecting shafts, so that the evacuation pedal can be in an unfolded use state and a folded storage state.

7. A railway tunnel emergency rescue platform as described in claim 6, characterized in that, The U-shaped pedal (11) has rotatable fixing buckles (20) on both sides for fixing to the handrail bar at the carriage door.

8. A railway tunnel emergency rescue platform as described in claim 6, characterized in that, The first rectangular pedal (12) and / or the second rectangular pedal (13) are provided with a sliding groove (17) on the side and a sliding guardrail (16) that can be housed in the sliding groove (17).

9. A railway tunnel emergency rescue platform as described in claim 6, characterized in that, The upper surfaces of the convex-shaped pedal (11), the first rectangular pedal (12), and the second rectangular pedal (13) are provided with an anti-slip layer (15).

10. A method for rapid evacuation based on an emergency rescue platform in a railway tunnel according to any one of claims 1-9, comprising the following steps: The raised prefabricated platform body is formed by assembling prefabricated components above the existing low platform. The prefabricated components include a top slab (1) and a top slab support (2). During the period when the train decelerates and enters the station but before the doors open, unfold the foldable evacuation step and place it at the carriage door so that one end of the evacuation step is in contact with or fixed to the carriage floor. After the train comes to a complete stop and the doors open, the other end of the evacuation ramp is laid on the platform surface of the prefabricated platform body, forming a passage bridge from the carriage floor to the platform surface, allowing passengers inside the train to quickly enter the platform via the evacuation ramp.

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