Economical rapid escape highway tunnel and attached escape channel setting method
By setting up attached escape tunnels parallel to the main tunnel in highway tunnels, combined with smoke-proof doors and smoke exhaust fans, the shortcomings of existing escape tunnel setting methods in terms of economy and coverage are solved. This achieves an efficient and economical escape tunnel design that adapts to various terrain conditions and improves escape efficiency and structural stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- YUNNAN TRAFFIC PLANNING DESIGN RESEARCH INSTITUTE CO LTD
- Filing Date
- 2026-03-04
- Publication Date
- 2026-05-12
AI Technical Summary
Existing methods for setting up escape passages in highway tunnels are inadequate in terms of economy, coverage, and flexibility. In particular, there is a lack of clear regulations for single-bore, non-extra-long tunnels, and the inability to set up cross passages connecting to the ground in complex terrain leads to safety hazards and increased engineering costs.
An economical and rapid escape highway tunnel is provided, which adopts an attached escape passage set parallel to the main tunnel, separated by partition walls, and equipped with smoke-proof doors and smoke exhaust fans. The design features standardized steps throughout the process, which is suitable for tunnels with a length >350m, reducing the amount of civil engineering excavation and improving escape efficiency and structural stability.
It significantly reduces engineering construction investment, shortens escape distance, improves escape efficiency by at least 30%, reduces construction difficulty and construction period, adapts to various terrain conditions, covers blind spots in existing regulations, and provides an operable balance between economy and safety.
Smart Images
Figure CN122014330A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a method for setting up escape passages in highway tunnels, and more particularly to an economical and rapid escape highway tunnel and a method for setting up attached escape passages, belonging to the field of tunnel underground engineering and safety and disaster prevention technology. Background Technology
[0002] Safety is of paramount importance during the operation of highway tunnels, especially in the event of emergencies such as fires. Ensuring the rapid, safe, and effective escape of people inside the tunnel is the core objective of tunnel disaster prevention and rescue design.
[0003] The new national standard for highway engineering, *Specifications for Design of Highway Tunnels, Volume 1: Civil Engineering* (JTG 3370.1—2018) (hereinafter referred to as the "New Standard"), came into effect on May 1, 2019, replacing the previous *Specifications for Design of Highway Tunnels* (JTG D70-2004) (hereinafter referred to as the "Old Standard"). Both the old and new standards stipulate that transverse passages should be provided between separated twin tunnels to assist in escape. Compared to the 500m maximum spacing of pedestrian cross passages stipulated in the Old Standard, the New Standard reduces this to 350m, aiming to shorten the escape distance for personnel and also implying that the maximum escape distance for personnel within the main tunnel is 350m. Furthermore, the New Standard adds the following clauses: For extra-long single-tunnel sections, parallel passages connected by transverse passages should be provided; when terrain conditions permit, additional transverse passages connecting to the ground can be added. Although the New Standard raises the design standards for escape and rescue passages, existing methods for setting up escape and rescue passages still have the following technical limitations in practical engineering applications and tunnel technology development: Increased economic pressure on engineering projects: The new regulations reduce the maximum spacing of pedestrian crosswalks from 500m to 350m, resulting in a significant increase in the number of crosswalks and directly pushing up the investment cost of tunnel civil engineering.
[0004] The new regulations lack coverage for certain tunnel types: They only specify the requirement for parallel passageways in "single-bore extra-long tunnels," but lack clear provisions regarding whether and how to design escape and rescue passageways in "single-bore non-extra-long tunnels." Such tunnels lack standardized escape route guidance in emergencies, posing a safety hazard.
[0005] Insufficient comparison and optimization of solutions: For single-tunnel extra-long tunnels, the new standard recommends a "main tunnel + cross passage + parallel passage" solution, but fails to provide a basis for comparing multiple solutions from the perspectives of life-cycle economy and escape and rescue efficiency. Under specific working conditions, there may be more cost-effective or efficient alternatives.
[0006] Limited terrain adaptability: The new regulations stipulate that cross passages connecting to the ground must be added when terrain conditions permit. For tunnel sections with complex terrain and no ground access, the existing regulations do not provide alternative escape solutions, resulting in the unresolved issue of occupant escape in such scenarios.
[0007] In summary, existing technologies for constructing escape and rescue passages in highway tunnels have shortcomings in terms of economy, comprehensiveness, and flexibility. Therefore, there is an urgent need to develop a method for constructing highway tunnel escape passages that can balance safety, speed, and economy to solve the aforementioned technical challenges. Summary of the Invention
[0008] (a) Technical problems to be solved The technical problem to be solved by the present invention is to address the significant shortcomings of the existing technology in terms of economy (increased costs due to the increased number of cross passages), coverage (lack of regulations for non-extra-long single-tunnel tunnels), flexibility of solutions (lack of comparison and selection), and terrain adaptability (alternative solutions when grounding is not possible).
[0009] (II) Technical Solution To address the aforementioned technical problems, this invention provides an economical and rapid escape highway tunnel with a length L > 350m and lacking the conditions for setting up a lateral escape passage. This highway tunnel includes a main tunnel structure and an attached escape passage located on one side of the main tunnel structure, arranged parallel to each other. A partition wall separates the attached escape passage from the tunnel, and smoke-proof doors are arrayed along the tunnel's extension direction on the partition wall. The main tunnel structure, the partition wall, and the attached escape passage constitute the tunnel's main body. Addressing the pain point mentioned in the background art regarding the lack of clear escape regulations for "single-bore, non-extra-long tunnels," this solution explicitly proposes an application to tunnels longer than 350m that lack the conditions for setting up lateral passages, filling the design gap in escape facilities for such medium-length single-bore tunnels and eliminating safety hazards. Addressing the problem of "complex terrain and lack of ground contact conditions" preventing the setting up of ground-connecting lateral passages, this solution adopts an "attached" parallel passage structure, independent of external terrain ground contact, providing a reliable alternative escape solution for restricted terrain. Compared to the dense transverse passages (350m spacing) required by the new standard, this solution replaces a large number of independent transverse excavation projects with parallel passages attached to one side, which greatly reduces the amount of civil engineering excavation and construction difficulty, and effectively alleviates the "engineering economic pressure" brought about by the upgrade of the standard.
[0010] On the other hand, the present invention also provides a method for setting up an attached escape passage in a highway tunnel as described above, which includes the following steps: S1. Collect basic information on the main tunnel structure of the proposed tunnel from the design documents, including length, longitudinal slope and driving direction; S2. Based on the information collected in step S1, formulate an overall plan for the length, longitudinal slope, and location of the attached escape tunnel. S3. Propose a structural composition scheme for the attached escape tunnel; S4. Draft the building clearance and external layout scheme for the attached escape passage; S5. Propose a location scheme for the smoke-proof door of the attached escape route; S6. Develop an escape plan for tunnels equipped with attached escape passages in the event of a fire.
[0011] To address the issue of insufficient scheme comparison and optimization in the background technology, this method provides a standardized design process covering the entire process from information collection to structure, clearance, facilities, and escape strategies. It offers engineers quantifiable and actionable scheme generation tools, helping to find the optimal balance between economy and safety throughout the entire lifecycle. By formulating schemes step by step, escape systems can be customized based on basic information such as the longitudinal slope and traffic direction of the specific tunnel.
[0012] Furthermore, in step S2, the length of the attached escape passage is the same as that of the tunnel's main structure, its longitudinal slope is the same as that of the tunnel's main structure, and its location is on the left side of the tunnel's main structure, parallel to the tunnel's main structure. Placing the passage on the "left side of the tunnel" aligns with the psychological expectations and avoidance habits of most drivers in emergency situations, reducing the time people spend searching for the exit and enhancing the core objective of "rapid escape."
[0013] Furthermore, in step S3, the structure of the attached escape tunnel consists of two parts: the tunnel's rock-side structure and a partition wall. The rock-side structure is seamlessly connected to the tunnel's main structure, and together with the main tunnel structure, they form the tunnel's main structure. By seamlessly connecting the rock-side structure to the main tunnel and forming the main structure, not only is the overall stability of the structure improved, but the surrounding rock space outside the tunnel excavation outline is also utilized to the maximum extent, avoiding the high cost of constructing a separate parallel tunnel, thus embodying an "economical" design.
[0014] Furthermore, in step S4, the building clearance of the attached escape tunnel is rectangular, and the external layout of the building clearance is the arrangement of the space between the structure of the attached escape tunnel and the external space of the building clearance. Clearly defining the rectangular clearance and the external layout logic solves the problems of low space utilization or chaotic functional zoning in traditional designs, ensuring efficient integration of all necessary functions within a limited additional cross-section.
[0015] Furthermore, the space enclosed by the structure of the attached escape tunnel provides the necessary space for building clearance and external installations, including drainage ditches, smoke extraction fans, and lighting fixtures. This integrated solution to drainage, smoke extraction, and lighting within a confined attached space ensures the usability of the escape environment during a fire.
[0016] Furthermore, the building clearance is 2.0m wide and 2.5m high, with a 5cm allowance between the structure of the attached escape tunnel and the left and right sides of the building clearance; the bottom edge of the building clearance is at the same height as the pedestrian walkway surface inside the tunnel's main structure; a drainage ditch is installed in the space between the attached escape tunnel structure and the bottom edge of the building clearance, and this space is filled with concrete; smoke exhaust fans and lighting fixtures are installed in the space between the attached escape tunnel structure and the top of the building clearance, and these fans and fixtures are activated in case of fire in the tunnel's main structure. The 2.0m width and 2.5m height design ensures rapid passage while strictly controlling the cross-sectional area, saving costs. The bottom surface is at the same height as the main tunnel's pedestrian walkway, eliminating step obstacles and improving the escape speed for the elderly, children, and people with mobility impairments. The explicit activation of fans and lights during a fire creates an active safety environment.
[0017] Furthermore, in step S5, openings are arrayed along the tunnel extension direction on the partition wall, with a spacing of less than 350m between any two openings. The distance between an opening adjacent to a tunnel entrance is less than the distance between any two openings. The number of openings is the ratio of the tunnel length to the distance between any two openings, rounded down. A smoke-proof door is installed at each opening. The specified opening spacing of less than 350m (better than the new standard requirements for cross passage spacing) significantly shortens the maximum exposure distance for personnel inside the main tunnel. By formulaically calculating the number of openings, this scheme can flexibly adapt to tunnels of various lengths (including the non-extra-long tunnels mentioned in the background art), improving the versatility of the scheme.
[0018] Furthermore, the distance between each pair of openings is 200m. This specific 200m distance is far superior to the new standard of 350m. This means that personnel only need to run 100m from the most unfavorable position to reach the safe zone, greatly reducing the threat posed by high-temperature fumes.
[0019] Furthermore, the escape plan in step S6 is as follows: if the distance between personnel inside the tunnel main structure and the tunnel entrance is greater than the distance between any two smoke-proof doors, then they enter the attached escape passage through the nearest smoke-proof door, close the smoke-proof door, and escape to the outside of the tunnel through the attached escape passage; if the distance between personnel inside the tunnel main structure and the tunnel entrance is less than the distance between any two smoke-proof doors, then they escape directly to the outside of the tunnel main structure. This plan provides location-based dynamic decision-making logic: Direct exit from near the cave entrance: This avoids people near the cave entrance having to detour to enter the passage, saving time.
[0020] Access passage from the outer entrance: Force personnel deep inside to enter a parallel passage protected by smoke to avoid running long distances in the smoke-filled main tunnel.
[0021] This tiered strategy maximizes overall escape efficiency and solves the problem of poor adaptability of a single escape mode in complex fire situations.
[0022] (III) Beneficial Effects The above-described technical solution of the present invention has the following advantages: This invention addresses the issue of escape route design for tunnels with a planned length L > 350m when the conditions for setting up lateral escape routes are not available. The escape route's rock-side structure is seamlessly connected to the tunnel's main structure, with a partition wall separating the escape route from the main tunnel, creating independent escape route and tunnel main tunnel spaces. The escape route is located adjacent to the tunnel main tunnel, with the ground level of the escape route being equal to the tunnel's walkway. Openings and smoke doors are provided in the partition wall, allowing personnel to quickly and safely escape from the tunnel main tunnel through the smoke doors in emergencies such as fires. Exhaust fans and lighting fixtures within the escape route are activated simultaneously to assist personnel in escaping further or being rescued outside the tunnel. Furthermore, considering the need to minimize escape distance, the spacing between the partition wall openings and smoke doors is optimized for both short-distance travel and operational maintenance. A spacing of 200m is determined based on comprehensive analysis.
[0023] This invention supplements the provisions regarding the setting of escape passages in highway tunnels in the current highway engineering industry standard "Specifications for Design of Highway Tunnels, Volume 1: Civil Engineering" (JTG3370.1—2018), covering blind spots that are not yet specified or are unclear. Escape passages are required for all highway tunnels whose length exceeds the maximum escape distance (350m) inside the main tunnel, and are not limited to extra-long tunnels. When the conditions for setting lateral escape passages are not met, the attached passage setting method of this invention can be used.
[0024] Compared to other escape route solutions such as tunnels + cross passages + parallel escape and rescue passages, the escape route solution of this invention has the following advantages: (1) From the perspective of escape function, the attached passage of the present invention is adjacent to the main tunnel. Compared with other cross passage escape schemes, the escape path of this scheme is shorter. People in the main tunnel can choose the nearest smoke-proof door and enter quickly to the safe area in the passage, and be isolated from fire and other accident points in time. Its escape efficiency is increased by at least 30%.
[0025] (2) From the perspective of construction difficulty, the escape passage of the present invention is attached to the main tunnel. The structure of the passage adjacent to the rock, the passage partition wall and the main tunnel structure together form the overall structure of the tunnel. Compared with other schemes such as tunnel + cross passage + parallel passage, which involve multiple chambers and multiple work points, the overall structure of the tunnel in this scheme is a single chamber, which is a single work point project. Its construction difficulty is relatively small, and the construction period is shortened by at least 25%.
[0026] (3) From the perspective of construction investment, the common indicator of the excavation cross-sectional area of the tunnel underground engineering industry is used for analysis and comparison. The present invention uses the passage partition wall to place the space required for the escape passage and the space required for the tunnel main tunnel on both sides and arrange them closely. This saves the excavation cross-sectional area of the tunnel structure to the greatest extent. The excavation cross-sectional area of the single chamber of the tunnel structure of the present invention is reduced by at least 30% compared with the excavation cross-sectional area of the conventional tunnel main tunnel structure + parallel escape passage double chamber, and the construction investment is reduced by at least 35%.
[0027] In summary, this invention fills a gap in existing technology and has strong economic, practical, and promotional value.
[0028] In addition to the technical problems solved by the present invention, the technical features of the technical solutions constituted by the present invention, and the advantages brought about by the technical features of these technical solutions as described above, other technical features of the present invention and the advantages brought about by these technical features will be further explained in conjunction with the accompanying drawings. Attached Figure Description
[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0030] Figure 1 This is a schematic flowchart of the attached escape tunnel setting method of the present invention; Figure 2 This is a schematic diagram of the main tunnel structure and escape route of the present invention; Figure 3 This diagram shows the structure of the tunnel's main tunnel and the road surface composition of the attached escape passage. Figure 4 This is a schematic diagram showing the separation of the various parts of the main tunnel structure; Figure 5 This is a schematic diagram of the building clearance and the layout of the space outside the clearance of the attached escape tunnel; (a) is a detailed drawing of the building clearance of the tunnel; (b) is a detailed drawing of the relative position of the building clearance of the tunnel and the tunnel; (c) is a detailed drawing of the external layout below and above the building clearance of the tunnel. Figure 6 The following is a schematic diagram of the smoke-proof door; (a) is a schematic diagram of the position of the smoke-proof door relative to the tunnel main structure and the attached escape passage; (b) is a schematic diagram of the position of the smoke-proof door relative to the pedestrian walkway to the left of the vehicle and the partition wall. Figure 7 The diagrams show escape plans for different accident sites; (a) shows the layout of smoke-proof doors throughout the tunnel; and (b) shows a plan view of the escape plan.
[0031] In the diagram: 1. Tunnel main tunnel structure; 11. Carriageway; 12. Left-hand clearance for vehicles; 13. Right-hand clearance for vehicles; 14. Left-hand pedestrian walkway for vehicles; 15. Right-hand pedestrian walkway for vehicles; 2. Attached escape tunnel; 21. Walkway for the tunnel; 22. Left-hand clearance for the walkway; 23. Right-hand clearance for the walkway; 3. Smoke doors; 31. First smoke door along the vehicle direction; 3m. Mth smoke door along the vehicle direction; 3n. Nth smoke door along the vehicle direction; 4. Tunnel main support structure; 41. Rock-side structure of the tunnel main tunnel; 42. Rock-side structure of the attached escape tunnel; 43. Partition wall; 5. Building clearance; 51. Bottom edge of clearance; 52. Top edge of clearance; 53. Left side of clearance; 54. Right side of clearance; 6. Drainage ditch; 7. Concrete filling at the bottom of the tunnel; 8. Smoke exhaust fan; 9. Lighting fixtures. Detailed Implementation
[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0033] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0034] Example 1 like Figure 2-7As shown, an economical and rapid escape highway tunnel, with a length L > 350m and lacking the conditions for setting up a lateral escape passage, includes a main tunnel structure 1 and an attached escape passage 2 set on one side of the main tunnel structure 1, arranged parallel to each other. A partition wall 43 is set between the attached escape passage and the tunnel. Smoke doors 3 are arrayed on the partition wall 43 along the tunnel's extension direction. The main tunnel structure 1, the partition wall 43, and the attached escape passage constitute the main tunnel body. The main tunnel support structure 4 is composed of the tunnel main tunnel rock-side structure 41, the attached escape passage rock-side structure 42, and the partition wall 43. The main tunnel structure 1 includes a carriageway 11, a left-hand sidewalk 12, a right-hand sidewalk 13, a left-hand pedestrian walkway 14 (sidewalk), and a right-hand pedestrian walkway 15.
[0035] Example 2 This embodiment discloses a method for setting up an attached escape tunnel as described in Embodiment 1, such as... Figure 1 As shown, it includes the following steps: S1. Collect basic information about the proposed tunnel main structure 1 from the design documents, including length, longitudinal slope and driving direction; S2. Based on the information collected in step S1, formulate an overall setting scheme for the length, longitudinal slope, and location of the attached escape passage; the length of the attached escape passage is the same as that of the main tunnel structure 1, the longitudinal slope is the same as that of the main tunnel structure 1, and the location is on the left side of the main tunnel structure 1 in the direction of travel, and is arranged parallel to the main tunnel structure 1. S3. Propose a structural composition scheme for the attached escape tunnel; the attached escape tunnel consists of two parts: the tunnel rock-side structure and the partition wall 43. The tunnel rock-side structure is connected to the tunnel main structure 1. The tunnel rock-side structure, the partition wall 43 and the tunnel main structure 1 together form the main tunnel structure. S4. Propose a building clearance 5 and an external layout scheme for the attached escape tunnel; the building clearance 5 of the attached escape tunnel is rectangular, and the external layout of the building clearance 5 is the layout of the space between the structure of the attached escape tunnel and the outside of the building clearance 5; the space enclosed by the structure of the attached escape tunnel provides the space required for the building clearance 5 and the external layout of the building clearance 5, and the external layout of the building clearance 5 includes the layout of drainage ditches 6, smoke exhaust fans 8 and lighting fixtures 9; S5. Propose a smoke-proof door location scheme for the attached escape passage; In step S5, openings are arrayed on the partition wall 43 along the tunnel extension direction. The spacing between any two openings is preferably 200m. The spacing between openings adjacent to the tunnel entrance is smaller than the spacing between any two openings. The number of openings is the ratio of the tunnel length to the spacing between any two openings, rounded down to the nearest integer. A smoke-proof door is installed at each opening. S6. Propose an escape plan for tunnels equipped with attached escape passages under fire conditions, specifically: If the distance between personnel inside the main tunnel structure 1 and the tunnel entrance is greater than the distance between any two smoke-proof doors, then personnel should enter the attached escape passage through the nearest smoke-proof door, close the smoke-proof door, and escape to the outside of the tunnel through the attached escape passage; if the distance between personnel inside the main tunnel structure 1 and the tunnel entrance is less than the distance between any two smoke-proof doors, then personnel should escape directly to the outside of the tunnel through the main tunnel structure 1.
[0036] More specifically, the building clearance 5 is 2.0m wide and 2.5m high. The structure of the attached escape passage has a 5cm margin between its left and right sides and the building clearance 5. The attached escape passage forms a passageway 21, a left-side clearance 22, and a right-side clearance 23. The bottom edge of the building clearance 5 is at the same height as the pedestrian walkway surface inside the tunnel main structure 1. A drainage ditch 6 is installed in the space between the structure of the attached escape passage and the bottom edge of the building clearance 5 and is filled with concrete. A smoke exhaust fan 8 and a lighting fixture 9 are installed in the space between the structure of the attached escape passage and the top of the building clearance 5. The smoke exhaust fan 8 and the lighting fixture 9 are turned on in case of fire in the tunnel main structure 1.
[0037] Example 3 This embodiment provides a more specific construction case based on Embodiment 2.
[0038] A proposed 3150m long tunnel does not meet the requirements for constructing a cross passageway for escape. To ensure personnel escape in the event of a fire during the tunnel's operation, it is proposed to use the method described in Example 2 to construct an attached escape passageway. This would allow personnel to safely and quickly escape from the tunnel's main structure 1 space through smoke-proof doors to the attached escape passageway space. Figure 1 The process is implemented in the following steps: Step (1): Collect basic information on the length, longitudinal slope, and driving direction of the proposed tunnel; After reviewing the design documents, the basic information of the tunnel was obtained: the tunnel length L=3150m, the longitudinal slope is +1.60% from the lower mileage to the higher mileage, and the driving direction is from the lower mileage to the higher mileage. Step (2): Draft an overall plan for the length, longitudinal slope, and location of the attached escape tunnel; The overall design scheme for the attached escape tunnel is as follows: it has the same length and longitudinal slope as the tunnel, with a length L=3150m and a longitudinal slope of +1.60% from the smaller kilometer marker to the larger kilometer marker. It is located on the left side of the driving direction and is laid out parallel to the tunnel. Step (3): Draft a structural composition scheme for the attached escape tunnel; The tunnel structure consists of two parts: the tunnel rock-side structure and the partition wall 43. The structure enclosed by the tunnel structure needs to provide the space required for the construction clearance 5 and the installation of the tunnel drainage ditch 6, smoke exhaust fan 8, and lighting fixtures 9 outside the construction clearance 5. The bottom of the tunnel is filled with concrete 7 between the tunnel drainage ditch 6 on both sides and at the bottom and the structure. The tunnel rock-side structure is connected to the tunnel main tunnel structure 1. The tunnel rock-side structure, the partition wall 43, and the tunnel main tunnel structure 1 together form the overall tunnel structure. Step (4): Draft the building clearance 5 and the external layout plan of the attached escape tunnel; The planned building clearance 5 for the passageway is rectangular, including the bottom edge 51, top edge 52, left side 53, and right side 54. The building clearance 5 is 2.0m wide and 2.5m high. The external structure of the building clearance 5 includes a drainage ditch 6, concrete filling at the bottom of the passageway 7, a smoke exhaust fan 8, and lighting fixtures 9. For a more intuitive illustration, [the following is a simplified description of the structure]. Figure 5 The relative positions of the tunnel construction clearance 5, the tunnel drainage ditch 6, the tunnel bottom filling concrete 7, the tunnel smoke exhaust fan 8, and the tunnel lighting fixtures 9 are described as follows: The bottom edge of the tunnel construction clearance 5 is at the same height as the pedestrian walkway surface inside the tunnel main structure 1; the tunnel drainage ditch 6, located below the walkway surface, can drain water from the tunnel to the outside of the tunnel entrance; the tunnel smoke exhaust fan 8 and the tunnel lighting fixtures 9, located above the top edge of the construction clearance 5, are activated simultaneously in the event of a fire in the tunnel main structure. There is a 5cm allowance between the tunnel structure and the left side 53 and right side 54 of the construction clearance 5. Step (5): Draft a plan for the location of the opening and smoke-proof door of the attached escape passage; An opening is made in partition wall 43, and a smoke-proof door is installed therein, allowing personnel to escape from the tunnel main structure 1 to the attached escape passage by pushing open the smoke-proof door. The specific design of the opening and smoke-proof door is as follows: rectangular, 2.0m wide and 2.5m high; the distance between any two adjacent openings is 200m, and the distance between openings adjacent to the tunnel entrance should be less than 200m. The number of openings and the number of smoke-proof doors, n, is the ratio of the tunnel length L to 200, rounded down to the nearest integer, i.e., n = [L ÷ 200] = [3150 ÷ 200] = [15.75] = 15 doors.
[0039] Step (6): Develop an escape plan for tunnels with attached escape passages in the event of a fire.
[0040] If personnel inside the main tunnel structure 1 are not near the tunnel entrance, they can push open the smoke-proof door at the nearest opening to enter the escape passage, then close the smoke-proof door and escape to the outside of the tunnel through the escape passage; if personnel inside the main tunnel are near the tunnel entrance, they can escape directly to the outside of the tunnel through the main tunnel.
[0041] To illustrate this more clearly, using Figure 7(In the diagram, 31 represents the first smoke-proof door 31 along the direction of traffic; 3m represents the mth smoke-proof door 3m along the direction of traffic, where m is an integer, 2≤m≤n-1, and here it is an integer between 2 and 14; 3n represents the nth smoke-proof door 3n along the direction of traffic, which is the last smoke-proof door, and n is calculated from the tunnel length L, n=L / 200, rounded down, here it is 15;) The escape route schemes for personnel are described under different fire location conditions: If the area where the fire occurs is A, this area is adjacent to the first smoke-proof door and is close to the middle of the tunnel, and the personnel in the tunnel's main structure 1... Personnel can push open the smoke-proof door from the nearby opening to enter the escape passage, then close the smoke-proof door and escape to the outside of the tunnel through the escape passage; if the fire point is in area B, which is adjacent to the m-th smoke-proof door, where m is an integer between 2 and 14, personnel in the main tunnel can push open the smoke-proof door from the nearby opening to enter the escape passage, then close the smoke-proof door and escape to the outside of the tunnel through the escape passage; if the fire point is in area C, which is adjacent to the 15th (n) smoke-proof door and close to the tunnel entrance, personnel in the main tunnel can escape directly from the main tunnel towards the tunnel entrance to the outside of the tunnel. Figure 7 In (b), A is a schematic diagram of the ignition point area adjacent to the first smoke-proof door and towards the middle of the tunnel; B is a schematic diagram of the ignition point area adjacent to the mth smoke-proof door; and C is a schematic diagram of the ignition point area adjacent to the nth smoke-proof door and towards the tunnel entrance.
[0042] Furthermore, in the description of the invention, unless otherwise stated, the use of terms such as “center,” “upper,” “lower,” “left,” “right,” “vertical,” “horizontal,” “inner,” and “outer” to indicate orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings is merely for the convenience of describing the invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention.
[0043] The specific embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.
Claims
1. An economical and rapid escape highway tunnel, characterized in that: The tunnel has a length L > 350m and does not meet the conditions for setting up a transverse escape passage. It includes a main tunnel structure and an attached escape passage set on one side of the main tunnel structure. The two are set in parallel. A partition wall is set between the attached escape passage and the tunnel. Smoke doors are arranged in an array on the partition wall along the extension direction of the tunnel. The main tunnel structure, the partition wall and the attached escape passage constitute the main body of the tunnel.
2. A method for setting up an attached escape tunnel as described in claim 1, characterized in that, Includes the following steps: S1. Collect basic information on the main tunnel structure of the proposed tunnel from the design documents, including length, longitudinal slope and driving direction; S2. Based on the information collected in step S1, formulate an overall plan for the length, longitudinal slope, and location of the attached escape tunnel. S3. Propose a structural composition scheme for the attached escape tunnel; S4. Draft the building clearance and external layout scheme for the attached escape passage; S5. Propose a location scheme for the smoke-proof door of the attached escape route; S6. Develop an escape plan for tunnels equipped with attached escape passages in the event of a fire.
3. The method for setting up an attached escape tunnel according to claim 2, characterized in that: In step S2, the length of the attached escape passage is the same as that of the main tunnel structure, the longitudinal slope is the same as that of the main tunnel structure, and the location is on the left side of the main tunnel structure in the direction of travel, and it is arranged parallel to the main tunnel structure.
4. The method for setting up an attached escape route according to claim 2, characterized in that: In step S3, the structure of the attached escape tunnel consists of two parts: the tunnel rock-side structure and the partition wall. The tunnel rock-side structure is connected to the tunnel main structure. The tunnel rock-side structure, the partition wall, and the tunnel main structure together form the main structure of the tunnel.
5. The method for setting up an attached escape tunnel according to claim 2, characterized in that: In step S4, the building clearance of the attached escape tunnel is rectangular, and the space outside the building clearance is the arrangement of the structure of the attached escape tunnel and the space outside the building clearance.
6. The method for setting up an attached escape tunnel according to claim 5, characterized in that: The space enclosed by the structure of the attached escape tunnel provides the space required for the building clearance and the external layout of the building clearance, which includes drainage ditches, smoke exhaust fans and lighting fixtures.
7. The method for setting up an attached escape tunnel according to claim 6, characterized in that: The building clearance is 2.0m wide and 2.5m high. The allowance between the structure of the attached escape passage and the left and right sides of the building clearance is 5cm. The bottom edge of the building clearance is at the same height as the pedestrian walkway inside the tunnel main structure. A drainage ditch is set up in the space between the structure of the attached escape passage and the bottom edge of the building clearance and filled with concrete. Smoke exhaust fans and lighting fixtures are installed in the space between the structure of the attached escape passage and the top of the building clearance. The smoke exhaust fans and lighting fixtures are turned on in case of fire in the tunnel main structure.
8. The method for setting up an attached escape tunnel according to claim 2, characterized in that: In step S5, openings are arrayed on the partition wall along the tunnel extension direction. The distance between any two openings is less than 350m. The distance between an opening adjacent to the tunnel entrance is less than the distance between any two openings. The number of openings is the ratio of the tunnel length to the distance between any two openings, rounded down to the nearest integer. A smoke-proof door is installed at each opening.
9. The method for setting up an attached escape tunnel according to claim 8, characterized in that: The distance between each pair of openings is 200m.
10. The method for setting up an attached escape tunnel according to claim 2, characterized in that, The escape plan in step S6 is as follows: if the distance between the personnel inside the tunnel main structure and the tunnel entrance is greater than the distance between each pair of smoke-proof doors, then they enter the attached escape passage through the nearest smoke-proof door, close the smoke-proof door, and escape to the outside of the tunnel through the attached escape passage; if the distance between the personnel inside the tunnel main structure and the tunnel entrance is less than the distance between each pair of smoke-proof doors, then they escape directly to the outside of the tunnel main structure.