Modular urban rail transit underground station and ventilation method using subway power

Abstract

The present application relates to the technical field of subway, especially to a modular urban rail transit underground station and a ventilation method using subway power. The existing subway does not combine the screen door to build a natural ventilation system, and the energy saving effect is poor. The open system is affected by the external environment, and the quality of fresh air, temperature and humidity control is not good, and the noise of the wind pavilion disturbs the people. The present application innovatively combines the telescopic door with the screen door, sets up a channel air outlet, and uses subway piston wind to realize natural ventilation, and reduces energy consumption by matching the fan linkage mechanism. The air outlet integrates the filter screen to purify the air and eliminate the noise of the wind pavilion, and completely eliminates the backflow of rainwater from the structure. Standardized prefabricated components are used for modular assembly, and large-scale construction is not required for old line reconstruction, reducing the cycle and cost. The underground channel air outlet replaces the ground wind pavilion, gets rid of the limitation of land resources, and completely solves the core problems of the existing technology in energy consumption, air quality, emergency safety, construction reconstruction, environmental impact and layout efficiency.

Description

Technical Field

[0001] This invention relates to the field of subway technology, and more particularly to modular urban rail transit underground stations and ventilation methods utilizing subway power. Background Technology

[0002] The subway ventilation system is a core facility that ensures air circulation, temperature and humidity control, exhaust of harmful gases, and smoke extraction in underground spaces. It is divided into two main components: the station ventilation and air conditioning system (SACS) and the tunnel ventilation system (TVS).

[0003] Stations are densely populated areas, and ventilation needs to be combined with air conditioning for temperature control. They are classified into three categories based on the method of air exchange with the outside air, which is also the core source of cost differences among stations: Open ventilation and air conditioning system Principle: Combining natural ventilation (ventilation shaft for air intake and exhaust) + mechanical ventilation (fan) + air conditioning, the air conditioning is turned on to control the temperature in summer / winter, and completely turned off during the transition season (spring and autumn), utilizing natural wind and mechanical ventilation for air exchange to maximize the use of natural energy. Suitable for: Cities in the north with distinct seasons and long transition seasons.

[0004] Closed-loop ventilation and air conditioning system principle: Completely isolated from the outside environment, it circulates air within the station through mechanical fans. The air conditioning operates year-round, with emergency ventilation shafts only activated in case of fire. No natural ventilation is utilized. Suitable for: Cities in southern regions with high temperatures and humidity, short transitional seasons, and severe urban smog / dust pollution.

[0005] Platform screen door ventilation and air conditioning system principle: Full-height / half-height platform screen doors are installed between the platform and the tracks to completely isolate the station area from the tunnel area. The station has an independent ventilation and air conditioning system, and the tunnel has separate ventilation. The station interior can be configured with open or closed screen doors as needed. The platform screen doors are the core isolation facility. Applicable to: all newly built subways in all cities (currently the mainstream solution for first-tier cities and new lines in China), especially lines with high passenger volume and deep underground burial.

[0006] Platform screen doors represent the largest initial investment: the platform length of a single subway line is approximately 2,000-3,000 meters, and the cost of the screen doors themselves alone reaches 24 million to 60 million yuan. However, they can significantly reduce the energy consumption of station air conditioning (30%-50% more energy-efficient than open / closed screen doors), making them more cost-effective in the long run. Therefore, new lines prioritize their use. Closed systems have the highest operating costs: with air conditioning and fans operating at full capacity all year round, energy consumption is about twice that of open systems, and they are only suitable for hot and humid cities in the south. However, neither system offers a natural ventilation system that can be integrated with current screen doors. This results in poor energy efficiency.

[0007] Open ventilation and air conditioning systems are greatly affected by the external environment: during smog, sandstorms, high temperatures and heavy rain, the quality of fresh air is poor, and natural ventilation must be turned off and air conditioning turned on, resulting in a sharp increase in energy consumption; temperature and humidity control is unstable: during the transitional season, the temperature difference between day and night is large, and the temperature inside the station is prone to fluctuate, resulting in a poor passenger experience; noise pollution from ventilation shafts: natural ventilation requires ventilation shafts to be fully open, and the noise from the fans and air flow is about 60-70dB, which has a significant impact on residents around the ventilation shafts.

[0008] Closed-loop ventilation and air conditioning system: extremely high energy consumption: no natural ventilation throughout the year, air conditioning + fans operate at full load, which is the main energy expenditure of the operator and does not meet energy conservation requirements; poor air quality: internal air circulation, if the filter is not replaced in time, CO2 concentration is likely to exceed the standard and odor will accumulate, especially during the morning rush hour; high emergency risk: completely isolated from the outside world, if the air conditioning / fans fail, the station will quickly become stuffy and oxygen-deficient, and the emergency ventilation shafts need to be activated immediately.

[0009] There is also a piston ventilation shaft, which is extremely prone to backflow: during heavy rain, water can easily enter the ground ventilation shaft and backflow into the tunnel, causing the fan to short-circuit, requiring additional flood prevention facilities.

[0010] Upgrading old subway lines is challenging: early subways did not have platform screen doors and used open / closed systems. Adding platform screen doors later requires modifying the platform structure and rearranging the ventilation ducts, which is time-consuming (requires nighttime shutdown), costly, and limits station space after the upgrade. Ventilation shaft layout is constrained by urban planning: subway ventilation shafts need to be located on the ground and have distance requirements (≥5m from buildings). However, land is scarce in urban core areas, often resulting in insufficient number of ventilation shafts and unreasonable layout, leading to decreased ventilation efficiency.

[0011] On February 7, 2026, a search was conducted in the China Patent Publication Database using "subway and ventilation and platform screen door and direction and airflow" as the abstract keywords and with the option to allow synonym expansion. No relevant literature was found.

[0012] On February 7, 2026, an abstract search was conducted on CNKI using the keywords "subway and ventilation and platform screen doors and direction and airflow".

[0013] The paper "The Impact of Air Leakage from Subway Platform Screen Doors on the Diffuse Air Supply Effect of the Platform Public Area Ceiling," published on January 20, 2025, describes how strong airflow and heat exchange occur between the tunnel and platform during the opening of subway platform screen doors, affecting the platform's thermal environment. A simulation model of diffuse air supply in the public area of ​​a subway station was established using FLUENT software to analyze the impact of air leakage during screen door opening on the diffuse air supply effect. The results show that when the screen doors are closed, the platform space has a uniform temperature distribution, and the temperature at different plane heights is lower than the design temperature, achieving good ventilation. When only the supply air side and only the return air side screen doors are open when the subway train stops, the platform temperature distribution shows a higher temperature near the entrance and a lower temperature near the exit. With the increase in the opening time of the screen doors, the platform temperature increases in both vertical directions. When only the supply air side screen doors are open and only the return air side screen doors are open, the time required for the average platform temperature to recover to the stable state before the screen doors were opened is 373 s and 305 s, respectively. This paper investigates the impact and significance of air leakage generated when the platform screen doors are open under a diffused ceiling ventilation system on the thermal environment of subway platforms, providing a reference for the design of subway platform environmental control systems and the creation of a suitable thermal environment. The paper also offers a counter-intuitive perspective, suggesting that air leakage is undesirable.

[0014] The paper "Aerodynamic Influence and Fatigue Study of Platform Screen Door Structure on Subway Station Wind" published on May 1, 2022, investigated the static resistance of the platform screen door structure to pressure limits of 2500 Pa from the track to the platform and 2100 Pa from the platform to the track. More data on pressure variation curves related to the platform screen door's positional function were obtained from the track center to identify the impact of each infrastructure parameter and other variables. However, based on the existing data, a decrease of 42 Pa in delta P resulted in a 54 mm retreat of the platform screen door from the platform edge, representing the worst-case scenario in the study. This provides a negative insight, suggesting that air leakage is undesirable.

[0015] The paper, "Research and Development of Electrostatic Dust Removal System (ESP) for PM2.5 Air Quality Control in Subways and Tunnels," published on June 30, 2020, focuses on pollution.

[0016] The paper "Theoretical Research on Thermal Environment and Ventilation Optimization Strategy of Xi'an Metro Track Sections," published on June 5, 2019, used CFD software to simulate and analyze the airflow velocity and temperature fields within the track sections during train operation. It summarized the airflow movement patterns during this process and provided reference suggestions for optimizing ventilation design and management based on comparisons under different operating conditions. Finally, based on airflow patterns and heat balance analysis, a clear variable air volume (VAV) ventilation optimization scheme was determined, and its effectiveness was verified. This paper mainly focused on the following aspects: 1) Heat balance analysis within the metro track sections: First, the heat relationships within the metro track sections were analyzed; then, the heat sources and main heat dissipation methods within the sections were identified, and the heat generation of each heat source was estimated; finally, the relationship between ventilation heat dissipation and ventilation volume was clarified.

[0017] The paper "Numerical Study on Air and Fire Smoke Flow Characteristics in Subway Spaces," published on May 29, 2010, used transient numerical simulation to study the impact of piston wind generated by subway train movement on the air environment of a typical island platform, and the combined effect of platform screen doors, air conditioning systems, and piston effect on the platform air environment. Field tests were also conducted on subway platforms. The results showed that train passage caused localized flow velocities exceeding 5 m / s and a significant temperature rise exceeding 4°C. Fully enclosed platform screen doors increased the ventilation volume of piston ventilation shafts within the tunnel. Semi-enclosed safety doors effectively reduced piston wind speeds in passenger waiting areas, while the airflow and direction at entrances / exits and in tunnel piston ventilation shafts did not change significantly. Steady-state numerical simulation and model experiments were used to study the effect of longitudinal ventilation on controlling tunnel smoke flow under different fire source settings and heat release rates, the variation law of critical ventilation velocity, and the relationship between the highest smoke temperature at the tunnel top and the return smoke temperature above the fire source under critical ventilation conditions and the trend of critical ventilation velocity variation. The simulation results were compared and analyzed with experimental results and existing research findings. Studies have shown that the setting of fire source conditions has a significant impact on numerical simulation results. For fires with low heat release rates, it is safer to use a simple heat source model to predict the critical ventilation velocity. Under critical ventilation conditions, numerical simulations predict…

[0018] On February 7, 2026, a search was conducted on the website of the United States Patent and Trademark Office for the phrase "metro with ventilation with platform screen door with direction with airflow," but no relevant literature was found; the search URL is https: / / ppubs.uspto.gov / pubwebapp / .

[0019] On February 7, 2026, a search was conducted on WIPO's website https: / / patentscope2.wipo.int / for the term "metro and ventilation and platform screen door and direction and airflow", but no relevant literature was found.

[0020] On February 7, 2026, a search was conducted on the website of the Japan Patent Office (https: / / www.j-platpat.inpit.go.jp / ) for the term "metro and ventilation and platform screen door and direction and airflow," but no relevant literature was found.

[0021] It is completely different from the concept of this patent. Summary of the Invention

[0022] Purpose of the invention: To provide more effective modular urban rail transit underground stations and ventilation methods utilizing subway power, the specific purpose of which is described in the several substantial technical effects in the detailed implementation section.

[0023] To achieve the above objectives, the present invention adopts the following technical solution: A modular urban rail transit underground station is characterized in that it comprises a standardized central slab 1, a standardized platform slab 2, standardized steel beams 3, standardized connecting plates 4, standardized steel columns 5, standardized platform slab under-support steel columns 6, and an outer ring concrete structure 7. It is manufactured using a fully prefabricated steel-concrete standard method for its internal structure; The standardized intermediate plate 1 is formed by using I-beams as the frame, reinforcing bars, and lightweight high-strength materials to fill the interior and upper surface of the I-beam frame. It is bolted to the standardized steel beam 3 and bolted to the outer ring concrete structure 7 using corbel support steel brackets. It is not required to be decorated with the intermediate plate later. The bottom of the I-beam is reserved with bolt holes for connection according to the later rail top air duct, electromechanical equipment and pipeline conditions. Standardized platform slab 2 is formed by using I-beams as the frame, reinforcing bars, and lightweight, high-strength materials to fill the interior and upper surface of the I-beam frame, thus forming a standardized prefabricated platform slab. It is connected to the supporting steel columns 6 under the standardized platform slab by bolts, and the platform slab does not require subsequent decoration. The standardized steel beam 3 is mainly made of multiple I-beams and reinforced steel plates welded together. Its main features are thinness and strong load-bearing capacity, which can effectively improve the utilization rate of platform space and reduce the station floor height. The space formed by the installation of the standardized steel beam 3, the standardized middle plate 1, and the standardized connecting plate 4 can be used for the placement of cables and water pipes in electromechanical design. The standardized connecting plate 4 is made of steel plate, and the upper surface is painted to eliminate the need for repair. After installation, the upper surface is flush with the upper surfaces of the standardized middle plate 1 and the standardized platform plate 2, so as to achieve the purpose of eliminating the need for ground decoration in conjunction with the standardized middle plate 1 and the standardized platform plate 2. The standardized steel column 5 is assembled and welded from steel plates. Its upper part is connected to the standardized steel beam 3 through the column top flange bolts, and its lower part is connected to the pre-embedded bolts of the outer ring concrete structure 7. The standard platform slab is supported by steel columns 6, which are welded together from steel plates. The upper part is connected to the standard platform slab 2 by bolts on the top flange, and the lower part is connected to the pre-embedded bolts of the outer ring concrete structure 7. The outer ring concrete structure 7 is the overall outer ring structure of the station, which can be constructed by cast-in-place, precast, or semi-precasting according to the actual design plan.

[0024] A further technical solution of the present invention is that the outer ring concrete structure 7 includes a pre-opening position 8 for installing a retractable door 9 for the subway; the retractable door 9 and its attached glass partition serve as a shielding door system, on which side subway passage ventilation openings 10 are arranged.

[0025] A further technical solution of the present invention is that it also includes a front glass panel, which serves as a partition door, and a front subway passage ventilation opening 12 is arranged on it.

[0026] A further technical solution of the present invention is that filters are arranged on the side subway passage air vent 10 and the front subway passage air vent 12.

[0027] The ventilation method for the above-mentioned modular urban rail transit underground station is characterized by the following steps: after the foundation pit is excavated, the outer ring concrete structure 7 is constructed and a hoisting hole is reserved; Precast components are transported into the station through hoisting holes; Install the standardized steel columns 5, standardized steel beams 3, standardized middle plate 1, standardized platform plate under support steel columns 6, standardized platform plate 2, and standardized connecting plate 4 in sequence to complete the prefabrication and assembly of the internal structure; By utilizing the forward airflow 17 propelled by the high-speed subway, the wind force is input into the airflow through the side subway passage vent 10 and the front subway passage vent 12; By utilizing the airflow 18 driven by the high-speed departure of the subway, the wind force is drawn away from the airflow through the side subway passage vent 10 and the front subway passage vent 12. The input and output airflows work together to achieve airflow conversion and movement within the station.

[0028] A further technical solution of the present invention is that filters are arranged on the side subway passage air vent 10 and the front subway passage air vent 12.

[0029] A further technical solution of the present invention is that the opening on the standardized middle plate 1 is used to install elevators and stairs.

[0030] A further technical solution of the present invention is that the side subway passage air vent 10 and the front subway passage air vent 12 are inclined guide pipes, and their inclination direction is along the subway vehicle's entry direction.

[0031] A further technical solution of the present invention is that the subway trains running in opposite directions on both sides simultaneously adjust the airflow inside the subway station.

[0032] A further technical solution of the present invention includes a setting for selectively activating the internal ventilation system according to the subway train speed, that is, a ventilation fan is installed in the subway, and the ventilation fan is negatively correlated with the subway's travel speed; that is, if the number of subway trains decreases, the frequency of intermittent activation of the ventilation fan increases.

[0033] The present invention, employing the above technical solution, has the following beneficial effects compared to the prior art: Existing subway ventilation and air conditioning systems have six major defects: they do not integrate with platform screen doors to construct a natural ventilation system, resulting in poor energy-saving effects; open systems are affected by the external environment, leading to poor control of fresh air quality, temperature and humidity, and noise pollution from ventilation shafts; closed systems have high energy consumption due to fully enclosed internal circulation, poor air quality, and high emergency risks; traditional ground ventilation shafts are prone to rainwater backflow; installing platform screen doors on old lines requires large-scale renovations, resulting in long construction periods, high costs, and limited space; the layout of ground ventilation shafts is constrained by urban planning and land availability, leading to low ventilation efficiency in the core area. This patent innovatively integrates retractable gates and platform screen doors, incorporating passageway vents and utilizing subway piston wind for natural ventilation, along with a fan linkage mechanism to reduce energy consumption; the vents integrate filters to purify the air, eliminate ventilation shaft noise, and structurally prevent rainwater backflow; it adopts standardized prefabricated components for modular assembly, eliminating the need for large-scale construction in the renovation of old lines, reducing cycle and cost; by replacing ground ventilation shafts with underground passageway vents, it overcomes land resource constraints and comprehensively solves the core problems of existing technologies in terms of energy consumption, air quality, emergency safety, construction and renovation, environmental impact, and layout efficiency. Attached Figure Description

[0034] To further illustrate the present invention, the following description is provided in conjunction with the accompanying drawings: Figure 1 A structural diagram of the overall structure of an underground station for urban rail transit; Figure 2 Structural diagram of underground stations and standardized platform slabs for urban rail transit; Figure 3 A structural diagram of a standardized steel beam; Figure 4 This is a detailed view of a standardized steel beam. Figure 5 Structural diagram of standardized steel columns; Figure 6 Structural diagram of the supporting steel columns under the standardized platform slab; Figure 7 A structural diagram of a standardized retractable gate system; Figure 8 This is a diagram showing the airflow communication at the subway entrance. Figure 9 A diagram showing airflow communication at the subway exit; The components include: 1. Standardized middle plate; 2. Standardized platform plate; 3. Standardized steel beam; 4. Standardized connecting plate; 5. Standardized steel column; 6. Standardized platform plate under-support steel column; 7. Outer ring concrete structure; 8. Preparatory opening position; 9. Retractable gate; 10. Side subway passage air vent; 11. Top docking position; 12. Front subway passage air vent; 13. Front glass; 14. Subway passage; 15. Subway; 16. Track; 17. Front airflow; 18. Rear airflow. Detailed Implementation

[0035] The present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments. It should be understood that the following specific embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," "top," and "bottom," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" 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 communication of two components. For those skilled in the art, the specific meaning of the above terms in the present invention can be understood according to the specific circumstances.

[0036] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0037] This patent provides multiple parallel solutions; the different descriptions represent improved solutions or parallel solutions based on the basic solution. Each solution has its own unique characteristics. Furthermore, the technical features involved in the different embodiments of the invention described below can be combined with each other as long as they do not conflict with each other. Fixing methods not described herein can be any type of fixing, such as threaded fixing, bolt fixing, or adhesive bonding.

[0038] Example 1: Referring to all the attached drawings; Modular urban rail transit underground station, characterized in that the modular urban rail transit underground station includes a standardized central plate 1, a standardized platform plate 2, a standardized steel beam 3, a standardized connecting plate 4, a standardized steel column 5, a standardized platform plate under support steel column 6, and an outer ring concrete structure 7. It is manufactured using a fully prefabricated steel-concrete standard method for its internal structure; The standardized intermediate plate 1 is formed by using I-beams as the frame, reinforcing bars, and lightweight high-strength materials to fill the interior and upper surface of the I-beam frame. It is bolted to the standardized steel beam 3 and bolted to the outer ring concrete structure 7 using corbel support steel brackets. It is not required to be decorated with the intermediate plate later. The bottom of the I-beam is reserved with bolt holes for connection according to the later rail top air duct, electromechanical equipment and pipeline conditions. Standardized platform slab 2 is formed by using I-beams as the frame, reinforcing bars, and lightweight, high-strength materials to fill the interior and upper surface of the I-beam frame, thus forming a standardized prefabricated platform slab. It is connected to the supporting steel columns 6 under the standardized platform slab by bolts, and the platform slab does not require subsequent decoration. The standardized steel beam 3 is mainly made of multiple I-beams and reinforced steel plates welded together. Its main features are thinness and strong load-bearing capacity, which can effectively improve the utilization rate of platform space and reduce the station floor height. The space formed by the installation of the standardized steel beam 3, the standardized middle plate 1, and the standardized connecting plate 4 can be used for the placement of cables and water pipes in electromechanical design. The standardized connecting plate 4 is made of steel plate, and the upper surface is painted to eliminate the need for repair. After installation, the upper surface is flush with the upper surfaces of the standardized middle plate 1 and the standardized platform plate 2, so as to achieve the purpose of eliminating the need for ground decoration in conjunction with the standardized middle plate 1 and the standardized platform plate 2. The standardized steel column 5 is assembled and welded from steel plates. Its upper part is connected to the standardized steel beam 3 through the column top flange bolts, and its lower part is connected to the pre-embedded bolts of the outer ring concrete structure 7. The standard platform slab is supported by steel columns 6, which are welded together from steel plates. The upper part is connected to the standard platform slab 2 by bolts on the top flange, and the lower part is connected to the pre-embedded bolts of the outer ring concrete structure 7. The outer ring concrete structure 7 is the overall outer ring structure of the station, which can be constructed by cast-in-place, precast, or semi-precasting according to the actual design plan.

[0039] This plan falls under the technical field of design and construction of underground urban rail transit stations (hereinafter referred to as subway stations), and specifically relates to the construction plan and methods for mixed-structure subway stations.

[0040] 2. Conventional subway station design and construction typically employ cast-in-place concrete, semi-precast concrete, and precast concrete methods. Cast-in-place concrete methods suffer from long construction periods, high quality control difficulties, high levels of construction pollution, and large demand for materials such as formwork. Semi-precast concrete methods suffer from insufficient standardized construction, high levels of construction pollution, and difficulties in quality control at the interface between precast and cast-in-place concrete. Precast concrete methods face challenges in transportation, require specialized heavy equipment for hoisting large precast components, and face difficulties in on-site assembly. All of these methods also present problems such as difficulties in electromechanical construction, low space utilization, and significant challenges in internal modifications during the operational phase, resulting in no effective reduction in overall cost. The hybrid structure subway station construction scheme and methods aim to shorten the construction period, reduce construction costs, improve construction quality, reduce construction difficulty, align with national carbon-related policies, and improve space utilization.

[0041] Disadvantages of existing technology 1. Conventional subway station design and construction typically employs cast-in-place concrete, semi-precast concrete, and precast concrete methods. Cast-in-place concrete methods suffer from long construction periods, high difficulty in quality control, high levels of construction pollution, and large demand for materials such as formwork. Semi-precast concrete methods suffer from insufficient standardized construction, high levels of construction pollution, and high difficulty in quality control at the interface between precast and cast-in-place concrete. Precast concrete methods suffer from transportation difficulties, the need for specialized large-scale equipment for hoisting large precast components, and high difficulty in on-site assembly. All of the aforementioned methods present problems such as difficulties in electromechanical construction, low space utilization, and difficulty in internal renovation during the operation period, resulting in no effective reduction in overall cost.

[0042] Based on the traditional design and construction methods of cast-in-place concrete, semi-precast concrete, and precast concrete, this patent application proposes a construction scheme and method for a hybrid structure subway station with an outer concrete structure 7 and an internal fully precast steel structure. This aims to shorten the construction period, reduce construction costs, improve construction quality, reduce construction difficulty, comply with national carbon-related policies, and improve space utilization.

[0043] The purpose of this invention is to propose a standardized middle plate 1, standardized platform plate 2, standardized steel beam 3, standardized connecting plate 4, standardized steel column 5, standardized platform plate under support steel column 6, and outer ring concrete structure 7, to achieve a solution and construction method that shortens the construction period, reduces construction costs, improves construction quality, reduces construction difficulty, conforms to the national dual-carbon policy, and improves space utilization.

[0044] The hybrid structure subway station construction scheme and construction method involved in this invention is based on the traditional concrete cast-in-place, semi-precast concrete, and precast concrete design and construction methods, and for the first time proposes the standard precasting of the internal structure with steel-concrete composite.

[0045] Construction scheme and method for hybrid structure subway stations: Standardized intermediate slab 1, standardized platform slab 2, standardized steel beams 3, standardized connecting plates 4, standardized steel columns 5, standardized platform slab supporting steel columns 6, outer ring concrete structure 7. Main features are: 1. Standardized intermediate plate 1 is mainly composed of I-beams as the frame, reinforcing bars, and lightweight high-strength materials filling the interior and upper surface of the I-beam frame to form a standardized precast intermediate plate. It is bolted to the standardized steel beam 3 and bolted to the outer ring concrete structure 7 using corbel support steel brackets. It is not required for later decoration. The bottom of the I-beam is pre-drilled with bolt holes or other methods according to the later rail top air duct, electromechanical equipment and pipeline conditions.

[0046] 2. Standardized platform slab 2 is mainly composed of I-beams as the frame, reinforcing bars, and lightweight high-strength materials filling the interior and upper surface of the I-beam frame to form a standardized prefabricated platform slab. It is connected to the supporting steel columns 6 under the standardized platform slab by bolts. The platform slab does not require subsequent decoration.

[0047] The standardized steel beam 3 is mainly made of multiple I-beams and reinforcing steel plates welded together. Its main features are thinness and strong load-bearing capacity, which can effectively improve the utilization rate of platform space and reduce the station floor height. The space formed by the installation of the standardized steel beam 3, the standardized middle plate 1, and the standardized connecting plate 4 can be used for the laying of cables, water pipes and other pipelines by electromechanical design. The specific laying content is determined by the design.

[0048] 4. The standardized connecting plate 4 is made of steel plate, and the upper surface is painted and other repair-free treatments. After installation, the upper surface is flush with the upper surface of the standardized middle plate 1 and the standardized platform plate 2, so as to achieve the purpose of no decoration on the ground in conjunction with the standardized middle plate 1 and the standardized platform plate 2.

[0049] 5. The standardized steel column 5 is assembled and welded from steel plates. The upper part is connected to the standardized steel beam 3 through the column top flange bolts, and the lower part is connected to the pre-embedded bolts of the outer ring concrete structure 7.

[0050] The standard platform slab is supported by steel columns 6, which are welded together from steel plates. The upper part is connected to the standard platform slab 2 via column top flange bolts, and the lower part is connected to the outer ring concrete structure 7 via embedded bolts.

[0051] 7. Outer Ring Concrete Structure: 7 is the overall outer ring structure of the station, which can be constructed by cast-in-place, precast, or semi-precasting according to the actual design scheme.

[0052] The construction method is as follows: After the foundation pit is excavated, the outer ring concrete structure 7 is constructed, and hoisting holes are reserved; Precast components are transported into the station through hoisting holes; The standardized steel columns 5, standardized steel beams 3, standardized middle plate 1, standardized platform slab under support steel columns 6, standardized platform slab 2, and standardized connecting plates 4 are installed in sequence to complete the prefabrication and assembly of the internal structure.

[0053] 1. It aligns with national dual-carbon policies, requires less concrete, less machinery and equipment, and has strong controllability in terms of pollution such as smoke, dust, and noise during construction.

[0054] 2. Short construction period, the outer ring structure is capped in one go, no need for secondary construction, the interior is fully prefabricated, and the assembly speed is fast.

[0055] 3. Reduce construction costs. The entire process is highly mechanized and prefabricated. The factory is highly standardized and prefabricated, enabling nationwide mass production and achieving cost reduction and efficiency improvement.

[0056] 4. Improve construction quality: Standard parts are produced and maintained in a standardized factory, ensuring quality control. Standardized construction and assembly interfaces also ensure strong controllability of assembly quality.

[0057] 5. Reduces construction difficulty. The internal prefabricated components are lightweight and highly standardized, requiring less on-site construction personnel and machinery.

[0058] 6. Improve space utilization. The internal prefabricated structure is reasonably designed and arranged. The standardized steel beams have a higher flatness ratio than prefabricated beams and cast-in-place beams, forming a more coordinated spatial layout with the later electromechanical pipelines, thus effectively improving space utilization.

[0059] This achieved the goals of shortening the construction period, reducing construction costs, improving construction quality, reducing construction difficulty, aligning with national dual-carbon policies, and improving space utilization.

[0060] 1. Standardized intermediate plate 1 is mainly composed of I-beams as the frame, reinforcing bars, and lightweight high-strength materials filling the interior and upper surface of the I-beam frame to form a standardized precast intermediate plate. It is bolted to the standardized steel beam 3 and bolted to the outer ring concrete structure 7 using corbel support steel brackets. It is not required for later decoration. The bottom of the I-beam is pre-drilled with bolt holes or other methods according to the later rail top air duct, electromechanical equipment and pipeline conditions.

[0061] 2. Standardized platform slab 2 is mainly composed of I-beams as the frame, reinforcing bars, and lightweight high-strength materials filling the interior and upper surface of the I-beam frame to form a standardized prefabricated platform slab. It is connected to the supporting steel columns 6 under the standardized platform slab by bolts. The platform slab does not require subsequent decoration.

[0062] Standardized steel beam 3 is mainly composed of multiple I-beams and reinforcing steel plates welded together. Its main characteristics are thinness and high load-bearing capacity, effectively improving platform space utilization and reducing station floor height. The space formed by the standardized steel beam 3, standardized center plate 1, and standardized connecting plate 4 allows for the installation of cables, water pipes, and other pipelines by electromechanical designers; the specific installation details are determined by the design. Internal conduits can also be run through it.

[0063] 4. The standardized connecting plate 4 is made of steel plate, and the upper surface is painted and other repair-free treatments. After installation, the upper surface is flush with the upper surface of the standardized middle plate 1 and the standardized platform plate 2, so as to achieve the purpose of no decoration on the ground in conjunction with the standardized middle plate 1 and the standardized platform plate 2.

[0064] 5. The standardized steel column 5 is assembled and welded from steel plates. The upper part is connected to the standardized steel beam 3 through the column top flange bolts, and the lower part is connected to the pre-embedded bolts of the outer ring concrete structure 7.

[0065] The standard platform slab is supported by steel columns 6, which are welded together from steel plates. The upper part is connected to the standard platform slab 2 via column top flange bolts, and the lower part is connected to the outer ring concrete structure 7 via embedded bolts.

[0066] 7. Outer Ring Concrete Structure: 7 is the overall outer ring structure of the station, which can be constructed by cast-in-place, precast, or semi-precasting according to the actual design scheme.

[0067] 8 The standardized middle plate 1, standardized platform plate 2, standardized steel beam 3, standardized connecting plate 4, standardized steel column 5, and standardized platform plate under support steel column 6 in this invention are based on their principle and form, not on the material, appearance, or size of the components. Changes in appearance, size, and material are within the scope of protection of this patent. In this plan, decorative materials, embedded parts, and reserved holes are added to the surface of the standardized medium plate 1 and the standardized platform plate 2. For example, the surface is painted and tiled, and the structure is reserved with embedded grooves, pipe grooves, bolt holes, etc.

[0068] In this design, the standardized steel beam 3 can be modified to use other high-strength materials and structures, such as replacing the material with carbon fiber, or using a structure with a central hole or a solid center. In this solution, the standardized connecting plate 4 can be modified to a connecting plate of any material, or the structure can be changed, such as adding steel plate reinforcing ribs or changing the material from steel to high-strength materials such as carbon fiber.

[0069] In this plan, the standardized steel column 5 can be modified into a circular or elliptical form, or it can be beautified according to aesthetic requirements, or connection ports can be added according to decoration and electromechanical requirements.

[0070] In this plan, the supporting steel column 6 under the standardized platform can be modified to a circular or elliptical shape, or it can be beautified according to aesthetic requirements. Connection ports can also be added according to the requirements of the rail bottom ventilation duct and electromechanical systems.

[0071] Compared to the shortcomings of existing technologies, such as the lack of integration of various ventilation and air conditioning systems in subways with platform screen doors to create a natural ventilation system, resulting in poor overall energy efficiency, and the high energy consumption of closed systems due to the year-round full-load operation of air conditioning and fans, and the need to switch operating modes in adverse external environments leading to a sharp increase in energy consumption, this patent innovatively integrates the functions of a telescopic gate system with platform screen doors. A telescopic gate 9 and an attached glass partition are installed on the outer ring concrete structure 7 at the pre-embedded opening position 8 to form a platform screen door system. Side subway passage vents 10 and front subway passage vents 12 are arranged on this system. Simultaneously, it innovatively utilizes the piston-like airflow effect of subway trains, directing the incoming high-speed airflow 17 into the station through the passage vents, and drawing the departing high-speed airflow 18 out of the station through the passage vents, achieving natural ventilation integrated with the platform screen doors, replacing the excessive reliance on air conditioning and fans in traditional systems. Furthermore, a linkage mechanism is set up that is negatively correlated with the subway's travel speed, increasing the intermittent start frequency of the fans only when the train frequency decreases, reducing energy consumption at the source of ventilation and solving the core problem of poor energy efficiency.

[0072] Compared to the shortcomings of existing technologies (2), open ventilation and air conditioning systems suffer from poor fresh air quality, increased energy consumption, and unstable temperature and humidity control due to external environmental influences. Furthermore, the ventilation shafts that rely on natural ventilation generate high-frequency noise that disturbs residents. This patent innovatively integrates a filter structure into the side subway passage vent 10 and the front subway passage vent 12, filtering the air entering the station via the piston wind. This effectively blocks impurities such as smog and dust, eliminating the need to shut off natural ventilation due to poor external air quality. It continuously utilizes natural wind for air exchange and temperature control, avoiding a sudden increase in energy consumption. Simultaneously, the continuous airflow input and output from the subway train creates a stable air circulation within the station, replacing the irregular ventilation of traditional open systems that rely on natural ventilation shafts. This achieves dynamic and stable temperature and humidity control within the station, solving the problem of fluctuating temperatures during transitional seasons. Moreover, this invention relies on the piston wind from the subway train to achieve natural ventilation through the passage vents, eliminating the need to operate traditional large-sized ventilation shafts and their associated fans. This fundamentally eliminates the 60-70dB noise generated by ventilation shaft operation, resolving the problem of noise disturbance.

[0073] Compared to the shortcomings of existing technologies (3) – closed-loop ventilation and air conditioning systems suffer from high energy consumption, poor air quality, and high emergency risks due to their fully enclosed internal circulation – this patent innovatively combines a platform screen door system with natural ventilation via piston wind. The platform screen door system, formed by the telescopic door 9, isolates the station from the track. Simultaneously, relying on the side / front subway passage vents 10 / 12, piston wind facilitates air exchange between the station and the track, breaking the fully enclosed state of the closed system. This eliminates the need for year-round operation of air conditioning and fans for internal circulation, significantly reducing operational energy consumption. By continuously introducing fresh air and removing stale air from the station via piston wind, it replaces the static internal circulation of traditional closed systems, fundamentally solving the problems of excessive CO2 and odor accumulation, and improving air quality. Furthermore, this invention's natural ventilation system does not rely on a single air conditioning / fan device. Even if the station's electromechanical equipment malfunctions, the piston wind generated by subway operation can still achieve airflow exchange within the station through the passage vents, preventing rapid stuffiness and oxygen deficiency in the station and reducing emergency risks.

[0074] Compared to the shortcomings of existing technologies, traditional ground-level piston ventilation shafts suffer from rainwater backflow, which can easily lead to short circuits in tunnel fans and require additional flood prevention facilities. This patent innovatively and non-obviously places the airflow exchange port of natural ventilation on the telescopic door and platform screen door system of the subway passage. It replaces the traditional ground-level piston ventilation shaft with side subway passage ventilation openings 10 and front subway passage ventilation openings 12. The ventilation openings are arranged in the underground station passage area, eliminating the open-air structure of ground-level ventilation shafts. From a structural design perspective, it completely avoids the problem of rainwater backflow during heavy rain and eliminates the need for additional flood prevention facilities. At the same time, the inclined guide pipe structure of the ventilation openings guides the airflow in the direction of subway entry, ensuring the efficiency of piston ventilation while eliminating the risk of water ingress.

[0075] Compared to the shortcomings of existing technologies (5): the installation of platform screen doors on old subway lines requires large-scale modification of the platform structure and re-layout of ventilation ducts, resulting in long construction cycles, high costs, and limited space after modification; this patent innovatively and non-obviously designs the internal structure of subway stations as a fully prefabricated steel-concrete system, creating lightweight and standardized prefabricated components such as standardized central slabs 1, standardized platform slabs 2, and standardized steel beams 3. Various components are modularly assembled using bolts and flanges, and the standardized steel beams 3 are thin yet have strong load-bearing capacity, improving the utilization rate of platform space; for the renovation of old lines, prefabricated standardized components can be directly adapted to the original platform structure, and retractable doors 9 can be quickly installed as a platform screen door system at the reserved pre-opening positions 8, without the need for large-scale modification of the main platform structure. At the same time, the ventilation vents 10 / 12 are integrated into the platform screen door system, eliminating the need to re-layout traditional ventilation ducts. Construction can be completed quickly by hoisting prefabricated components, without the need for long-term nighttime shutdowns, significantly shortening the renovation cycle and reducing renovation costs. Moreover, the reasonable layout of standardized components will not cause space constraints in the station.

[0076] Compared to the shortcomings of existing technologies (6): Traditional ventilation systems rely on ground-level ventilation shafts for airflow exchange, and the layout of these shafts is constrained by urban planning and land resources, resulting in insufficient ventilation shaft configuration in core areas and reduced ventilation efficiency; this patent innovatively and non-obviously shifts the method of achieving natural ventilation from ground-level ventilation shafts to the ventilation openings in underground station passageways. By utilizing the piston wind of subway trains through the side subway passageway ventilation openings 10 and the front subway passageway ventilation openings 12, the airflow conversion within the station is completed, eliminating the need for traditional ground-level ventilation shafts. This completely eliminates the dependence of ventilation shafts on ground-level land resources, is not constrained by the scarcity of land and the distance of layout in urban core areas, and does not require increasing the number of ventilation shafts to achieve ventilation. Ventilation efficiency can be guaranteed simply by optimizing the layout of the passageway ventilation openings and the design of the inclined guide pipes, thus solving the problem of reduced ventilation efficiency in core areas.

[0077] Example 2: As a further improvement, parallel, or optional independent solution, the outer concrete structure 7 includes a pre-existing opening 8 for installing a retractable gate 9 for the subway. The retractable gate 9 and its associated glass partition serve as a shielding door system, with side subway passage vents 10 arranged on it. It also includes a front glass panel, which acts as a partition door, with a front subway passage vent 12 arranged on it. Filters are arranged on the side subway passage vents 10 and the front subway passage vent 12. The substantial technical effect and its implementation process, i.e., the basic function and non-obvious aspects, are as follows: the filter is preferably a filter capable of removing pollutants, or even a filter capable of removing dust.

[0078] Example 3: As a further possible improvement, parallel, or optional independent solution, the ventilation method of the above-mentioned modular urban rail transit underground station is characterized by the following steps: After the foundation pit is excavated, the outer ring concrete structure 7 is constructed, and hoisting holes are reserved; prefabricated components are transported to the station interior through the hoisting holes; standardized steel columns 5, standardized steel beams 3, standardized middle plate 1, standardized platform slab under-support steel columns 6, standardized platform slab 2, and standardized connecting plates 4 are installed in sequence to complete the prefabrication and assembly of the internal structure; By utilizing the forward airflow 17 propelled by the high-speed subway, the wind force is input into the airflow through the side subway passage vent 10 and the front subway passage vent 12; By utilizing the airflow 18 driven by the high-speed departure of the subway, the wind force is drawn away from the airflow through the side subway passage vent 10 and the front subway passage vent 12. The input and output airflows work together to achieve airflow conversion and movement within the station.

[0079] Filter screens are installed on the side subway passage vent 10 and the front subway passage vent 12. Openings in the standardized middle plate 1 are used to accommodate elevators and stairs.

[0080] Example 4: As a further improvement, parallel, or optional independent solution, the side subway passage vent 10 and the front subway passage vent 12 are inclined guide pipes, with their inclination direction aligned with the subway vehicle's entry direction. The substantial technical effect and its implementation process, i.e., the basic function and non-obvious aspects, are as follows: facilitating airflow guidance.

[0081] Example 5: As a further improvement, parallel, or optional independent solution, the subway trains running in opposite directions on both sides simultaneously adjust the airflow inside the subway station. It also includes a setting to selectively activate the internal ventilation system based on the subway train speed; that is, ventilation fans are installed in the subway, and the frequency of these fans is negatively correlated with the subway's operating speed; specifically, if the number of subway trains decreases, the intermittent activation frequency of the ventilation fans increases. The substantial technical effect and its implementation process, i.e., the basic function and non-obvious aspects, are as follows: the activation status of the indoor air conditioning can also be adjusted based on the internal temperature.

[0082] Innovatively, each of the above effects exists independently, yet a single structure can be used to combine the results.

[0083] It should be noted that the multiple modules in this patent are an integration of existing technology modules and do not involve any new modules. Even if some modules use programs, those programs are undoubtedly known programs.

[0084] It should be noted that the multiple solutions provided in this patent include their own basic solutions, which are independent of each other and do not restrict each other. However, they can also be combined with each other without conflict to achieve multiple effects.

[0085] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims.

Claims

1. A modular urban rail transit underground station, characterized in that, The modular urban rail transit underground station includes a standardized central plate (1), a standardized platform plate (2), a standardized steel beam (3), a standardized connecting plate (4), a standardized steel column (5), a standardized platform plate under support steel column (6), and an outer ring concrete structure (7). It is manufactured using a fully prefabricated steel-concrete standard method for its internal structure; The standardized middle plate (1) is made of I-beams as the frame, reinforcing bars and lightweight high-strength materials filling the inside and upper surface of the I-beam frame to form a standardized prefabricated middle plate. It is bolted to the standardized steel beam (3) and bolted to the outer ring concrete structure (7) using corbel support steel supports. It is not decorated with the middle plate later. The bottom of the I-beam is reserved with bolt holes according to the later rail top air duct, electromechanical equipment and pipeline conditions. The standardized platform slab (2) is made of I-beams as the frame, reinforcing bars and lightweight high-strength materials filling the inside and upper surface of the I-beam frame to form a standardized prefabricated platform slab. It is connected to the supporting steel column (6) under the standardized platform slab by bolts. The platform slab does not need to be decorated later. The standardized steel beam (3) is mainly made of multiple I-beams and reinforced steel plates welded together. Its main features are thin thickness and strong load-bearing capacity. It can effectively improve the utilization rate of platform space and reduce the station floor height. The space formed by the installation of the standardized steel beam (3), the standardized middle plate (1), and the standardized connecting plate (4) can be used for electromechanical design to place cables and water pipes. The standardized connecting plate (4) is made of steel plate and the upper surface is painted without repair. After installation, the upper surface is flush with the upper surface of the standardized middle plate (1) and the standardized platform plate (2), and together with the standardized middle plate (1) and the standardized platform plate (2), the ground is free of decoration. The standardized steel column (5) is welded from steel plates. The upper part is connected to the standardized steel beam (3) by bolts on the top flange, and the lower part is connected to the pre-embedded bolts of the outer ring concrete structure (7). The standard platform board supporting steel column (6) is made of steel plate assembly and welding. The upper part is connected to the standard platform board (2) through column top flange bolts, and the lower part is connected to the outer ring concrete structure (7) by pre-embedded bolts. The outer ring concrete structure (7) is the overall outer ring structure of the station, which can be constructed by cast-in-place, precast, or semi-precasting according to the actual design scheme.

2. The modular urban rail transit underground station as described in claim 1, characterized in that, The outer concrete structure (7) includes a pre-opening position (8) for installing a retractable gate (9) for the subway; the retractable gate (9) and its attached glass partition serve as a shielding door system, on which side subway passage vents (10) are arranged.

3. The modular urban rail transit underground station as described in claim 2, characterized in that, It also includes a front glass panel, which serves as a partition door, and has a front subway passage ventilation opening (12) on it.

4. The modular urban rail transit underground station as described in claim 3, characterized in that, Filter screens are installed on the side subway passage air vents (10) and the front subway passage air vents (12).

5. The ventilation method for modular urban rail transit underground stations as described in claims 1-4, characterized in that, The following steps are included: After the foundation pit is excavated, the outer ring concrete structure (7) is constructed and hoisting holes are reserved; Precast components are transported into the station through hoisting holes; The standardized steel columns (5), standardized steel beams (3), standardized middle plate (1), standardized platform plate under support steel columns (6), standardized platform plate (2), and standardized connecting plate (4) are installed in sequence to complete the prefabrication and assembly of the internal structure. By utilizing the forward airflow (17) from the high-speed subway, the wind force is input into the airflow through the side subway passage vents (10) and the front subway passage vents (12); By utilizing the airflow driven by the high-speed departure of the subway (18), the wind force is drawn away through the side subway passage vents (10) and the front subway passage vents (12); The input and output airflows work together to achieve airflow conversion and movement within the station.

6. The ventilation method for modular urban rail transit underground stations as described in claim 5, characterized in that, Filter screens are installed on the side subway passage air vents (10) and the front subway passage air vents (12).

7. The ventilation method for modular urban rail transit underground stations as claimed in claim 5, characterized in that, The opening on the standardized middle plate (1) is used to house elevators and stairs.

8. The ventilation method for a modular urban rail transit underground station as described in claim 5, characterized in that, The side subway passage vent (10) and the front subway passage vent (12) are inclined guide pipes, and their inclination direction is in line with the subway vehicle's entry direction.

9. The ventilation method for a modular urban rail transit underground station as described in claim 5, characterized in that, The subway trains running in opposite directions on both sides simultaneously adjust the airflow inside the subway station.

10. The ventilation method for a modular urban rail transit underground station as claimed in claim 5, characterized in that, It also includes a setting to selectively activate the internal ventilation system based on the subway's operating speed. That is, ventilation fans are installed in the subway, and the ventilation fans are negatively correlated with the subway's operating speed; that is, if the number of subway trains decreases, the frequency of intermittent activation of the ventilation fans increases.

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