Subway tunnel subarea contact channel

Abstract

The utility model relates to a subarea contact channel for a subway tunnel. A fireproof door in an existing metro tunnel connecting channel is prone to deformation and even damage and falling off under the action of piston wind. The device comprises a transverse channel which is transversely connected between a left section and a right section; a transverse partition wall is arranged in the transverse channel, inclined partition walls are arranged on two transverse sides of the transverse partition wall, and a longitudinal partition wall is arranged on one longitudinal side of the transverse partition wall; a middle pressure relief window is arranged on the longitudinal partition wall, and fireproof doors are arranged on the transverse partition wall and the inclined partition wall. Through special arrangement of the partition walls and the fireproof doors, a plurality of subareas are formed in the connecting channel, and the pressure relief windows are arranged on the partition walls in the connecting channel, so that when the subway tunnel is in one-way traffic, part of piston air can escape to the other side of the section where no vehicle runs through through the pressure relief windows, and airflow circulation and circulation are achieved; the influence of wind pressure and wind suction on the fireproof door close to the driving section is reduced, the damage condition of the fireproof door is reduced, and the unloading effect is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of subway tunnels, in particular to a partition communication channel of a subway tunnel. Background Art

[0002] Subway is an important way to build multi-level, energy-efficient and three-dimensional urban rail transit. With the substantial increase in urban transportation demand, the construction and development of urban rail transit is rapid. In order to meet daily needs, urban rail transit continues to expand in scale (for example, introducing Line A to replace Line B, etc.) and increase operating speed to improve transportation capacity. Piston wind generated by high-speed trains in underground tunnels is a common phenomenon. In a closed tunnel, the pressure waves generated by the front and rear of the train are rapidly transmitted to the upstream / downstream of the tunnel at a speed much greater than the speed of the train. The resulting pressure gradient causes the air upstream / downstream to move along the direction of the tunnel, forming subway piston wind. Under normal circumstances, the strength of subway piston wind is closely related to factors such as train speed, train aerodynamic shape, train blockage ratio in the tunnel, tunnel length and ventilation shaft setting. Subway piston wind has a significant impact on passenger comfort, the air environment in the tunnel and platform, and the ancillary facilities of the subway section connection channel.

[0003] However, there are no clear regulations on the door design of subway tunnel fire doors in the relevant specifications. Usually, the fire doors in the connecting passages between the two driving sections of the subway tunnel are set parallel to the sections. Due to the high piston wind pressure generated by the underground section when the train passes through, the fire doors in the connecting passages are subject to the piston wind for a long time, which is easy to deform or even damage and fall off, lose the fire protection function, and threaten the safety of train driving.

[0004] Therefore, it is necessary to propose new measures to overcome the above-mentioned defects. Summary of the invention

[0005] The utility model aims to provide a subway tunnel partition communication channel to solve the problem that the fire doors in the current communication channel are easily deformed or even damaged and fall off due to the action of piston wind.

[0006] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0007] A subway tunnel partition communication channel, the subway tunnel partition communication channel comprising a transverse channel laterally connected between a left section and a right section;

[0008] A transverse partition wall is arranged in the transverse passage, oblique partition walls are arranged on both transverse sides of the transverse partition wall, and a longitudinal partition wall is arranged on one longitudinal side of the transverse partition wall;

[0009] The longitudinal partition wall is provided with a middle pressure relief window, and the transverse partition wall and the oblique partition wall are provided with fire doors.

[0010] Furthermore, the oblique partition wall is arranged obliquely and is oblique to the other side of the transverse partition wall relative to the longitudinal partition wall.

[0011] Further, the end of the oblique partition wall located on the left side of the transverse partition wall is connected to one side of the interface between the left section and the transverse passage;

[0012] The oblique partition wall, the transverse partition wall and the longitudinal partition wall located on the left side of the transverse partition wall separate a left channel area in the transverse channel, and the left channel area is connected to the left section.

[0013] Further, the end of the oblique partition wall located on the right side of the transverse partition wall is connected to one side of the interface between the right section and the transverse passage;

[0014] The oblique partition wall, the transverse partition wall and the longitudinal partition wall located on the right side of the transverse partition wall separate a right channel area in the transverse channel, and the right channel area is connected to the right section.

[0015] Furthermore, the transverse partition wall and the inclined partition walls on both sides separate an evacuation passage area in the transverse passage.

[0016] Furthermore, a first fire door and a second fire door are arranged on the transverse partition wall located on the left side of the longitudinal partition wall;

[0017] The first fire door opens to the evacuation passage area, and the second fire door opens to the left passage area.

[0018] Furthermore, a third fire door and a fourth fire door are provided on the transverse partition wall located on the right side of the longitudinal partition wall;

[0019] The fourth fire door opens to the evacuation passage area, and the third fire door opens to the left passage area.

[0020] Furthermore, the inclined partition walls on both sides are symmetrically arranged and are inclined inwardly by 135 degrees.

[0021] Furthermore, a side pressure relief window is provided on the inclined partition wall.

[0022] Furthermore, the widths of the transverse passages on both sides of the transverse partition wall are the same;

[0023] The lengths of the transverse passages on both sides of the longitudinal partition wall are the same.

[0024] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0025] The utility model provides a subway tunnel partition communication channel, which forms multiple partitions in the communication channel through special partition walls and fire doors, and arranges pressure relief windows on the partition walls in the communication channel. When the subway tunnel is open to traffic in one direction, part of the piston wind can escape through the pressure relief windows to the section without vehicles on the other side, realizing air flow and circulation, reducing the impact of wind pressure and wind suction on the fire doors near the driving section, alleviating the damage to the fire doors, and playing a load-unloading role. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, drawings of other embodiments can be obtained based on these drawings without paying creative work.

[0027] Figure 1 It is a schematic diagram of the plan layout of Example 1 of the utility model.

[0028] Figure 2 It is a schematic diagram of the plan layout of Example 2 of the utility model.

[0029] Figure 3 It is a schematic diagram of the elevation layout of the pressure relief window.

[0030] Figure 4 It is a curve of the time-varying pressure coefficient on the surface of the fire door when the inclined partition wall is arranged with pressure relief windows at different speeds.

[0031] Figure 5 It is a curve of the time-varying pressure coefficient on the surface of the fire door when the longitudinal partition wall is equipped with a pressure relief window at different speeds.

[0032] The symbols in the figure are:

[0033] 1-left section, 2-right section, 3-horizontal passage, 4-evacuation passage area, 5-left passage area, 6-right passage area, 7-first fire door, 8-second fire door, 9-third fire door, 10-fourth fire door, 11-middle pressure relief window, 12-side pressure relief window, 13-oblique partition wall, 14-horizontal partition wall, 15-longitudinal partition wall. DETAILED DESCRIPTION

[0034] In order to facilitate the understanding of the present invention, the present invention will be described more comprehensively with reference to the relevant drawings. The drawings provide preferred embodiments of the present invention. However, the present invention can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the disclosure of the present invention more thoroughly and comprehensively understood.

[0035] In the description of the present invention, it should be understood that the terms "center line", "left", "right", "lateral", "longitudinal", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0036] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connection", "setting", etc. should be understood in a broad sense, for example, it can be fixed connection, setting, or detachable connection, setting, or integral connection, setting. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0037] Meanwhile, in the description of the present invention, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance. Of course, such objects can be interchanged where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0038] In a specific implementation, the length direction of the left section 1 and the right section 2 is defined as the longitudinal direction, and the direction of the transverse channel 3 is defined as the transverse direction.

[0039] The utility model provides a subway tunnel partition communication channel, which effectively reduces the wind pressure and wind suction effects of tunnel piston wind on fireproof communication doors by optimizing the structure of the communication channel.

[0040] The left section 1 and the right section 2 are driving sections, which are parallel to each other and operate in a single line. The transverse passage 3 is connected transversely between the left section 1 and the right section 2. A transverse partition wall 14 is arranged in the transverse passage 3. The transverse sides of the transverse partition wall 14 are provided with oblique partition walls 13, and the longitudinal side of the transverse partition wall 14 is provided with a longitudinal partition wall 15. The oblique partition wall 13 is arranged obliquely and is oblique to the other side of the transverse partition wall 14 relative to the longitudinal partition wall 15. In some embodiments, the oblique partition walls 13 on both sides are arranged symmetrically and are inclined inwardly by 135°, that is, they are at an angle of 135° with the central axis of the transverse passage 3. Of course, other angles can also be designed as needed.

[0041] The oblique partition walls 13 on both sides start from the starting ends of the transverse passage 3 near the two sides of the driving area. A transverse partition wall 14 is set along the central axis in the middle of the transverse passage 3 and intersects with the oblique partition walls 13 on both sides. A longitudinal partition wall 15 is set vertically along the central axis. The width of the transverse passage 3 on both sides of the transverse partition wall 14 is the same, and the length of the transverse passage 3 on both sides of the longitudinal partition wall 15 is the same. Of course, according to actual needs, the transverse partition wall 14 and the longitudinal partition wall 15 can also be translated.

[0042] The transverse partition wall 14, the oblique partition wall 13 and the longitudinal partition wall 15 are all built to the top of the transverse passage 3. The end of the longitudinal partition wall 15 is close to the side wall of the transverse passage 3, and the end of the oblique partition wall 13 is close to the exit end wall on both sides of the transverse passage 3, dividing the transverse passage 3 into three areas, namely:

[0043] 1. Left channel area 5:

[0044] The end of the inclined partition wall 13 located on the left side of the transverse partition wall 14 is connected to one side of the interface between the left section 1 and the transverse channel 3. The inclined partition wall 13, the transverse partition wall 14 and the longitudinal partition wall 15 located on the left side of the transverse partition wall 14 separate the left channel area 5 in the transverse channel 3, and the left channel area 5 is connected to the left section 1.

[0045] 2. Right channel area 6:

[0046] The end of the inclined partition wall 13 located on the right side of the transverse partition wall 14 is connected to one side of the interface between the right section 2 and the transverse channel 3. The inclined partition wall 13, the transverse partition wall 14 and the longitudinal partition wall 15 located on the right side of the transverse partition wall 14 separate the right channel area 6 in the transverse channel 3, and the right channel area 6 is connected to the right section 2.

[0047] 3. Evacuation channel area 4:

[0048] The transverse partition wall 14 and the inclined partition walls 13 on both sides separate the evacuation passage area 4 in the transverse passage 3.

[0049] Fire doors are provided on the transverse partition wall 14 and the oblique partition wall 13. The first fire door 7 and the second fire door 8 are provided on the transverse partition wall 14 located on the left side of the longitudinal partition wall 15. The first fire door 7 opens to the evacuation passage area 4, and the second fire door 8 opens to the left passage area 5. The third fire door 9 and the fourth fire door 10 are provided on the transverse partition wall 14 located on the right side of the longitudinal partition wall 15. The fourth fire door 10 opens to the evacuation passage area 4, and the third fire door 9 opens to the left passage area 5.

[0050] The left channel area 5 and the right channel area 6 have the same length, and the left channel area 5, the right channel area 6 and the evacuation channel area 4 have the same width.

[0051] According to the arrangement of the pressure relief window 11, there are two structural forms of the embodiments:

[0052] Embodiment 1:

[0053] like Figure 1 In this embodiment, a middle pressure relief window 11 is provided on the longitudinal partition wall 15 .

[0054] Embodiment 2:

[0055] like Figure 2In this embodiment, a middle pressure relief window 11 is provided on the longitudinal partition wall 15 , and a side pressure relief window 12 is provided on the oblique partition wall 13 .

[0056] When a fire occurs in the driving area, the pressure relief window is closed to prevent the spread of toxic smoke. When normal driving is restored, the pressure relief window is opened to reduce the impact of wind load on the fire door.

[0057] The utility model improves the layout of the communication section and sets a pressure relief window at the partition wall, so that when the vehicle is driving on one side, part of the piston wind can escape through the pressure relief window to the section on the other side where the vehicle is not driving, thereby reducing the pressure effect of the piston wind on the two fire doors near the traffic section. At the same time, while reducing the pressure, the air circulation is promoted. When a fire occurs in the tunnel, the pressure relief window is closed to prevent the spread of harmful gases such as thick smoke and threaten personal safety; when the vehicle is restored to the normal driving state, the pressure relief window is opened to reduce the wind pressure and wind suction effect of the piston wind on the fire door.

[0058] In order to further explain the influence of piston wind on fire doors and verify the contribution of the utility model in reducing wind pressure damage to fire doors, the utility model uses the finite element method to analyze the pressure influence of piston wind on fire doors when the communication channel partition wall is equipped with pressure relief windows at different train speeds. The finite element experimental method and conclusions are described as follows:

[0059] Based on the OpenFOAM open source software program, this utility model establishes a three-dimensional unsteady flow simulation model for subway tunnels, and uses the dynamic mesh method to simulate the real-time movement of subway trains in the tunnel. On this basis, a complete full-scale subway tunnel-connection channel composite model is established, and the characteristics of the surface wind pressure of fire doors are analyzed when pressure relief windows are arranged at different driving speeds.

[0060] The full-scale subway tunnel-connection channel composite model, wherein the subway tunnel calculation model mainly includes three geometric parts: the outside of the tunnel, the inside of the tunnel and the subway train, the geometric model of the subway train is embedded in the outside of the tunnel, the outside and the inside of the tunnel are cut from the same geometric model, and there is a completely matching intersection plane between the two. Subway models can be divided into three categories: high-capacity subway (Type A), large-capacity subway (Type B), and small and medium-capacity light rail (Type C). The calculation model of the utility model adopts the more common Type B.

[0061] The finite element verification method, in which the train speed is divided into four main working conditions of 20m / s, 30m / s, 40m / s and 50m / s, is then analyzed based on the OpenFOAM open source software program to determine the time-varying pressure coefficient curve of the fire door surface when the longitudinal partition wall 15 is arranged with a pressure relief window at different speeds ( Figure 4 ), and use this data to analyze the surface wind pressure characteristics of fire doors.

[0062] like Figure 4 As shown, in Example 1, when the pressure relief window is not set, the surface of the fire door presents a stable positive pressure when the train is moving at a constant speed and the front of the train has not passed through the communication channel. When the front of the train passes, the positive pressure quickly turns into a quite significant negative pressure and generates a large instantaneous force. The subsequent pressure value drops, but it still presents a continuous and obvious negative pressure overall. The surface of the fire door quickly turns from a stable positive stress to a negative pressure. The faster the speed, the greater the extreme values ​​of positive and negative pressures. The maximum negative pressure value generated by the fire door is significantly higher than the maximum positive pressure value.

[0063] When a pressure relief window is set at 15 of the longitudinal partition wall, when the train travels at a constant speed of 20m / s, 30m / s, 40m / s and 50m / s, the maximum positive pressure coefficient of the fire door decreases from 1.11 to 0.38, 1.32 to 0.26, 1.52 to 0.23 and 1.61 to 0.17 respectively. At the same time, the maximum negative pressure coefficient decreases from 1.12 to 0.78, 1.54 to 0.82, 2.83 to 0.84 and 4.13 to 0.91. This is because the design of arranging pressure relief windows on the partition wall reduces the wind pressure difference on both sides by increasing the ventilation area, and part of the wind pressure can escape through the opening, reducing the impact force on the fire door. The existence of the pressure relief window changes the path of the wind flow, allowing part of the wind force to bypass the fire door, reducing the direct effect of wind pressure on the door body, and reducing the maximum positive pressure and maximum negative pressure borne by the fire door. At the same time, the time for sudden change between positive pressure and negative pressure of the fire door in the communication channel with pressure relief windows in the partition wall is prolonged, reducing the instantaneous force.

[0064] In Example 2, a pressure relief window is also added to the inclined partition wall 13, and the maximum positive pressure and the maximum negative pressure on the fire door are weakened to a certain extent, and the instantaneous force is also reduced to a certain extent, showing better workability. Based on the OpenFOAM open source software program, the surface pressure of the fire door is analyzed when the inclined partition wall 13 is equipped with a pressure relief window at different speeds.

[0065] The time-varying pressure curves on the surface of the fire door at different speeds are shown in Table 1. Figure 5 When the train travels at a constant speed of 20m / s, 30m / s, 40m / s and 50m / s, the maximum positive pressure of the fire door drops from 95.597Pa to 82.689Pa, 156.938Pa to 121.417Pa, 214.647Pa to 142.192Pa and 214.647Pa to 142.192Pa respectively. At the same time, the maximum negative pressure drops from 262.570Pa to 195.841Pa, 624.335Pa to 466.817Pa, 1162.390Pa to 847.156Pa and 1868.240Pa to 1354.070Pa.

[0066] It has been verified that when a pressure relief window is added to the inclined partition wall 13, the positive pressure influence and negative pressure influence on the fire door at various speeds are reduced to a certain extent, which can become another expandable solution of the structure of the utility model.

[0067] The pressure relief window is arranged on the partition wall with a size of 900cm×2000cm. It is in the form of a blind, and the blind is controlled by a motor to rotate and switch between closed mode and open mode. A temperature sensor is set near the pressure relief window. When the ambient temperature is higher than the set temperature (such as 55℃), the motor runs and switches the pressure relief window to the closed mode. When the temperature returns to 25℃, the motor runs and switches the pressure relief window to the open mode.

[0068] When a fire or other emergency occurs in the left section 1, personnel can enter the left channel area 5 near the left section 1, enter the evacuation channel area 4 through the first fire door 7 or the second fire door 8, and then leave the evacuation channel area 4 through the third fire door 9 or the fourth fire door 10 to enter the right channel area 6, and then evacuate to the right section 2 where no vehicles are passing. Similarly, when a fire or other emergency occurs in the right section 2, personnel can enter the right channel area 6 near the right section 2, enter the evacuation channel area 4 through the third fire door 9 or the fourth fire door 10, and then leave the evacuation channel area 4 through the first fire door 7 or the second fire door 8 to enter the left channel area 5, and then evacuate to the left section 1 where no vehicles are passing.

[0069] When the utility model is implemented, each partition wall is cast according to the predetermined size, and installation space for four fire doors and one (Example 1) or three (Example 2) pressure relief windows is reserved to form a complete whole. When the partition wall has a certain strength to meet the subsequent construction requirements, the fire door is installed. The entire structure and decoration must meet the seismic design specifications for building structures and relevant fire protection design requirements. The fire door arrangement of the subway section partition communication channel of the utility model is suitable for various underground tunnel projects, including connections between underground sections in different forms such as open excavation, dark excavation and shield.

[0070] The above specific examples are used to illustrate the present invention, which are only used to help understand the present invention and are not intended to limit the present invention. For those skilled in the art of the present invention, some simple deductions, deformations or substitutions can be made based on the idea of ​​the present invention.

Claims

1. A subway tunnel partition communication channel, characterized by: The subway tunnel partition communication channel comprises a transverse channel (3) transversely connected between the left section (1) and the right section (2); A transverse partition wall (14) is arranged in the transverse passage (3), oblique partition walls (13) are arranged on both transverse sides of the transverse partition wall (14), and a longitudinal partition wall (15) is arranged on one longitudinal side of the transverse partition wall (14); The longitudinal partition wall (15) is provided with a middle pressure relief window (11), and the transverse partition wall (14) and the oblique partition wall (13) are provided with fire doors.

2. A subway tunnel partition communication channel according to claim 1, characterized in that: The oblique partition wall (13) is arranged obliquely and is oblique to the other side of the transverse partition wall (14) relative to the longitudinal partition wall (15).

3. A subway tunnel partition communication channel according to claim 2, characterized in that: The end of the inclined partition wall (13) located on the left side of the transverse partition wall (14) is connected to one side of the interface between the left section (1) and the transverse passage (3); The oblique partition wall (13) located on the left side of the transverse partition wall (14), the transverse partition wall (14) and the longitudinal partition wall (15) separate a left channel area (5) in the transverse channel (3), and the left channel area (5) is connected to the left section (1).

4. A subway tunnel partition communication channel according to claim 3, characterized in that: The end of the oblique partition wall (13) located on the right side of the transverse partition wall (14) is connected to one side of the interface between the right section (2) and the transverse passage (3); The oblique partition wall (13), the transverse partition wall (14) and the longitudinal partition wall (15) located on the right side of the transverse partition wall (14) separate a right channel area (6) in the transverse channel (3), and the right channel area (6) is connected to the right section (2).

5. The subway tunnel partition communication channel according to claim 4, characterized in that: The transverse partition wall (14) and the oblique partition walls (13) on both sides separate an evacuation passage area (4) in the transverse passage (3).

6. The subway tunnel partition communication channel according to claim 5, characterized in that: The transverse partition wall (14) located on the left side of the longitudinal partition wall (15) is provided with a first fire door (7) and a second fire door (8); The first fire door (7) opens toward the evacuation passage area (4), and the second fire door (8) opens toward the left passage area (5).

7. A subway tunnel partition communication channel according to claim 6, characterized in that: The transverse partition wall (14) located on the right side of the longitudinal partition wall (15) is provided with a third fire door (9) and a fourth fire door (10); The fourth fire door (10) opens toward the evacuation passage area (4), and the third fire door (9) opens toward the left passage area (5).

8. The subway tunnel partition communication channel according to claim 2, characterized in that: The inclined partition walls (13) on both sides are symmetrically arranged and are both inclined inwardly at 135 degrees.

9. The subway tunnel partition communication channel according to claim 1, characterized in that: The inclined partition wall (13) is provided with a side pressure relief window (12).

10. The subway tunnel partition communication channel according to claim 1, characterized in that: The widths of the transverse passages (3) on both sides of the transverse partition wall (14) in the longitudinal direction are the same; The lengths of the transverse passages (3) on both sides of the longitudinal partition wall (15) are the same.

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