Ventilation system of subway shield tunnel
By setting up the first air shaft outside the subway tunnel and the longitudinal ventilation duct at the top of the tunnel, the problem of ventilation and smoke exhaust in the traditional intermediate air shaft is solved in the special section tunnel, and effective ventilation and smoke exhaust in the restricted section tunnel is achieved. Improves the safety and economicality of tunnel operations.
Patent Information
- Application Number
- CN202421153363.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-24
- Publication Date
- 2025-01-07
- Estimated Expiration
- 2034-05-24
AI Technical Summary
In subway tunnels, traditional intermediate air well setting schemes are difficult to build, costly, and have great safety hazards when crossing rivers, rivers, lakes or airport flight areas, and are not feasible, so they cannot effectively achieve ventilation and smoke exhaust, especially When the tunnel is long and the train is in the same direction, it is difficult to ensure that the non-fire train is in a smoke-free area.
Design a subway shield tunnel ventilation system, including setting a first air shaft outside the interval tunnel, and connecting it with the tunnel through a first ventilation channel extending longitudinally along the top of the tunnel, setting an adjustable air supply port to separate the ventilation channel to avoid interference , the cross-sectional area is controlled between 10% and 20% of the tunnel area to ensure ventilation efficiency and space utilization.
The ventilation and smoke exhaust of restricted tunnels in the air well are realized, ensuring that non-fire trains are in smoke-free areas during fires, improving the safety and economicality of tunnel operations, shortening the length of smoke flow, reducing construction costs and safety risks .
Smart Images
Figure CN222315171U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of tunnel engineering ventilation, and in particular relates to a ventilation system for a subway shield tunnel. Background Art
[0002] A ventilation system is often installed in subway tunnels to ensure the air quality in the tunnel when the subway is in operation. Ventilation in subway tunnels mainly relies on natural ventilation and fan-assisted ventilation.
[0003] When the length of the subway line section tunnel is long, so long that there are two or more trains running in the same direction in the same section tunnel during normal operation, according to the relevant provisions of the "Metro Design Fire Protection Standard" (GB51298-2018), an intermediate air shaft directly pushed out of the ground must be added at an appropriate position in the section tunnel to ensure that the non-fire train can be in a smoke-free area when the smoke exhaust mode is activated when a fire occurs in the tunnel. However, when the subway tunnel crosses rivers, rivers, and lakes, if the traditional solution of setting up the intermediate air shaft by pushing out is still adopted, it is necessary to set up an artificial island on the water surface to meet the construction conditions of the intermediate air shaft. This solution has many disadvantages such as high construction difficulty, high construction cost, high coordination difficulty, and high safety hazards. It is not even feasible for some projects; when the tunnel passes through the airport flight area, the traditional solution of setting up the intermediate air shaft by pushing out will directly threaten the safe operation of the airport, and the solution is completely unfeasible. Therefore, it is very necessary to propose a new subway tunnel ventilation system to solve the ventilation and smoke exhaust of special section tunnels with limited intermediate air shaft settings. Utility Model Content
[0004] In view of one or more of the above defects or improvement needs of the prior art, the utility model provides a ventilation system for a subway shield tunnel to achieve ventilation and smoke exhaust in special section tunnels with restricted intermediate air shaft settings.
[0005] To achieve the above object, the utility model provides a ventilation system for a subway shield tunnel, which is used for ventilation and smoke exhaust in an interval tunnel with limited ventilation shaft arrangement, and comprises:
[0006] The first ventilation shaft is set outside the section tunnel;
[0007] Ventilation and smoke exhaust equipment, installed in the first air shaft and / or at both ends of the interval tunnel;
[0008] The first ventilation duct is arranged at the top of the tunnel and extends longitudinally along the tunnel. One end of the first ventilation duct is connected to the first air shaft, and the other end is provided with a first openable and closable air supply outlet which can be connected to the tunnel. The first air supply outlet is arranged within the longitudinal length range of 1 / 3 to 2 / 3 of the interval tunnel.
[0009] As a further improvement of the present invention, the first ventilation channel is a channel surrounded by a bottom plate extending longitudinally and a tunnel top.
[0010] As a further improvement of the present invention, the bottom plate is integrally cast with the tunnel lining, or the bottom plate is a prefabricated plate that can be installed in a reserved position in the tunnel.
[0011] As a further improvement of the utility model, columns fixedly connected to the top of the tunnel are arranged at intervals along the longitudinal direction on the bottom plate.
[0012] As a further improvement of the present invention, at least two first air supply outlets are provided at the end of the first ventilation duct, and the first air supply outlets are provided with air valves that can adjust the air volume in and out of the first air supply outlets.
[0013] As a further improvement of the present invention, the cross-sectional area of the first ventilation duct is 10% to 20% of the cross-sectional area of the tunnel.
[0014] As a further improvement of the utility model, the subway shield tunnel is a single-hole double-track shield tunnel, and a first air supply port that can be opened and closed is correspondingly arranged above the two carriageways, wherein the first air supply ports above the two carriageways are ventilated and exhaust smoke through the first ventilation duct, or,
[0015] The first ventilation duct is provided with a partition extending in the longitudinal direction to divide it into two first sub-channels, and the first air supply ports above the two traffic lanes are ventilated and exhaust smoke through the corresponding first sub-channels respectively.
[0016] As a further improvement of the present invention, the first air supply port is arranged in the middle position of the longitudinal length of the interval tunnel.
[0017] As a further improvement of the present invention, the ventilation system of the subway shield tunnel also includes a second ventilation duct arranged at the top of the tunnel and extending longitudinally, the second ventilation duct is arranged in a part of the tunnel where the first ventilation duct is not arranged, and the second ventilation duct is provided with a second openable and closable air supply outlet at one end close to the first ventilation duct, which can be connected to the tunnel, and the second ventilation duct is connected to a second air shaft at one end away from the first ventilation duct, and the second air shaft is arranged outside the interval tunnel.
[0018] As a further improvement of the present invention, the cross-sectional area of the second ventilation duct is 10% to 20% of the cross-sectional area of the tunnel;
[0019] and / or,
[0020] At least two second air supply ports are disposed at the end of the second ventilation duct, and the second air supply ports are provided with air valves that can adjust the air volume in and out of the second air supply ports.
[0021] The above-mentioned improved technical features can be combined with each other as long as they do not conflict with each other.
[0022] In general, compared with the prior art, the above technical solutions conceived by the utility model have the following beneficial effects:
[0023] (1) The ventilation system of a subway shield tunnel of the utility model comprises ventilation and smoke exhaust facilities, a first air shaft arranged outside the section tunnel, and a first ventilation duct arranged on the top of the tunnel and extending in the longitudinal direction. The tunnel and the first air shaft are connected through the first ventilation duct, and ventilation and smoke exhaust of the section tunnel with limited air shaft setting is realized through the ventilation and smoke exhaust facilities. Further, a first air supply port connected to the tunnel on the first ventilation duct is arranged within the longitudinal 1 / 3 to 2 / 3 length range of the section tunnel, so that the first air supply port is located in the longitudinal middle part of the section tunnel. Trains in the section tunnel can be relatively evenly distributed on both sides of the first air supply port, so as to ensure that when a fire occurs in the tunnel and the ventilation and smoke exhaust mode is activated, non-fire trains can be placed in a smoke-free zone.
[0024] (2) The ventilation system of the subway shield tunnel of the utility model is configured as a single-hole double-track shield tunnel, and first air supply ports are provided above the two carriageways, so that the two carriageways can share the first ventilation duct for ventilation and smoke exhaust, thereby improving the economy of setting the first ventilation duct; in addition, the first ventilation duct is divided into two first branch lanes for ventilation and smoke exhaust of the two carriageways respectively, so as to avoid interference between the two carriageways when exhausting smoke at the same time.
[0025] (3) The ventilation system of the subway shield tunnel of the utility model is provided with a second ventilation duct extending in the longitudinal direction at the top of the tunnel where the first ventilation duct is not provided. The second ventilation duct connects the interior of the interval tunnel with a second air shaft provided outside the interval tunnel, so that the interval tunnel can also be ventilated and smoke exhausted through the second air shaft. The interval tunnel is divided into three parts in the longitudinal direction by the first air supply port and the second air supply port provided at the ends of the first ventilation duct and the second ventilation duct respectively, which greatly shortens the flow length of the smoke in the interval tunnel during smoke exhaust, thereby improving the safety of the operation of the interval tunnel.
[0026] (4) The ventilation system of the subway shield tunnel of the utility model limits the cross-sectional area of the first ventilation duct and the second ventilation duct to 10% to 20% of the cross-sectional area of the tunnel, so as to ensure that the first ventilation duct and the second ventilation duct can meet the air flow transmission speed during ventilation and smoke exhaust, and can also avoid occupying too much tunnel space and affecting the running space of the train.
[0027] (5) The ventilation system of the subway shield tunnel of the utility model has a simple structure and a reasonable layout. By connecting the first air shaft arranged outside the section tunnel with the tunnel driving road through the first ventilation duct, the ventilation and smoke exhaust requirements of the section tunnel with restricted air shaft setting are met, thereby improving the safety of train operation when a fire occurs in the section tunnel. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.
[0029] Figure 1 It is a structural schematic diagram of a tunnel ventilation system in an embodiment of the utility model;
[0030] Figure 2 It is a schematic structural diagram of a tunnel cross section in an embodiment of the utility model;
[0031] Figure 3 is a top view of the first ventilation duct in some embodiments of the utility model;
[0032] Figure 4 is a top view of the first ventilation duct in some other embodiments of the utility model;
[0033] Figure 5 It is a schematic diagram of tunnel ventilation in an embodiment of the utility model.
[0034] In all the drawings, the same reference numerals represent the same technical features, specifically:
[0035] 100, tunnel; 200, first air shaft; 300, first ventilation duct; 301, first air outlet;
[0036] 1. Left lane; 2. Right lane; 3. Rail top heat exhaust air duct; 4. Rail bottom heat exhaust air duct; 5. Electric multi-leaf regulating valve; 6. Electric combination air valve; 7. Manual smoke exhaust fire damper; 8. Manual smoke exhaust fire damper; 9. Piston / mechanical air shaft; 10. Exhaust shaft; 11. Muffler; 12. Tunnel fan; 13. Station heat exhaust fan; 14. Piston air duct; 15. Mechanical air duct; 16. Exhaust duct. DETAILED DESCRIPTION
[0037] In order to make the purpose, technical solution and advantages of the utility model more clear, the utility model is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the utility model and are not used to limit the utility model. In addition, the technical features involved in each embodiment of the utility model described below can be combined with each other as long as they do not conflict with each other.
[0038] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.
[0039] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present utility model, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.
[0040] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0041] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.
[0042] Example:
[0043] See also Figure 1~Figure 5 The ventilation system of the subway shield tunnel in the preferred embodiment of the utility model is used for ventilation and smoke exhaust of the interval tunnel with restricted air shaft setting, and includes ventilation and smoke exhaust equipment, a first air shaft 200 and a first ventilation duct 300. Among them, the first air shaft 200 is set outside the interval tunnel, and the first ventilation duct 300 is set at the top of the tunnel 100, extending in the longitudinal direction, and the two ends are respectively connected to the first air shaft 200 and the tunnel 100, and the end connected to the tunnel 100 is provided with a first air supply port 301 that can be opened and closed.
[0044] In a preferred embodiment, the interval tunnels with restricted ventilation shafts include but are not limited to: interval tunnels crossing special areas such as rivers, lakes, airport flight zones, etc. Preferably, the length of the interval tunnel is long enough for two or more trains to run together in the same interval tunnel during normal operation.
[0045] In a preferred embodiment, the ventilation and smoke exhaust equipment is arranged in the first air shaft 200. When a fire occurs in the interval tunnel, the first air supply port 301 is opened, and the ventilation and smoke exhaust facilities in the first air shaft 200 are turned on to exhaust the interval tunnel, so that the smoke in the interval tunnel passes through the first air supply port 301 and the first ventilation duct 300, and is finally discharged from the first air shaft 200 to the tunnel 100.
[0046] In a preferred embodiment, ventilation and smoke exhaust equipment is arranged at both ends of the interval tunnel. When a fire occurs in the interval tunnel, the first air supply port 301 is opened, and the ventilation and smoke exhaust facilities are turned on to inflate air into the interval tunnel, so that the smoke in the interval tunnel is squeezed through the first air supply port 301 and the first ventilation duct 300, and finally discharged from the tunnel 100 from the first air shaft 200.
[0047] In a preferred embodiment, ventilation and smoke exhaust equipment are provided at both ends of the first air shaft 200 and the interval tunnel. When a fire occurs in the interval tunnel, the ventilation and smoke exhaust facilities at both ends can be opened to inflate the interval tunnel, and at the same time, the ventilation and smoke exhaust facilities in the first air shaft 200 can be opened to exhaust air from the interval tunnel, thereby improving the smoke exhaust efficiency in the tunnel 100.
[0048] Furthermore, the first air supply port 301 is preferably arranged in the range of 1 / 3 to 2 / 3 of the longitudinal length of the interval tunnel, that is, the first air supply port 301 is located in the middle part of the third of the longitudinal length of the interval tunnel, to ensure that the lengths of the interval tunnels on both sides of the first air supply port 301 are not much different, and the trains in the interval tunnel can be distributed more evenly on both sides of the first air supply port 301, thereby ensuring that when a fire occurs on a train on one side of the first air supply port 301 and ventilation and smoke exhaust is required, the train on the other side of the first air supply port 301 is in a smoke-free zone.
[0049] In a preferred embodiment, the first air supply port 301 is arranged in the longitudinal 1 / 3 to 1 / 2 length range on the side of the interval tunnel close to the first air shaft 200 to reduce the length of the first ventilation duct 300 and reduce the construction cost.
[0050] Preferably, the first air supply port 301 is arranged in the middle of the longitudinal length of the interval tunnel.
[0051] In a preferred embodiment, the first ventilation passage 300 is a passage enclosed by a bottom plate extending longitudinally and arranged at the top of the tunnel and the top of the tunnel.
[0052] Specifically, the bottom plate is preferably a cast-in-place structure, which can be cast and formed integrally with the tunnel lining; in addition, the bottom plate is preferably a prefabricated plate, which can be installed in a reserved position in the tunnel.
[0053] Preferably, columns fixedly connected to the top of the tunnel are arranged at intervals along the longitudinal direction on the bottom plate to improve the stability of the connection between the bottom plate and the tunnel.
[0054] Further preferably, the cross-sectional area of the first ventilation duct 300 is 10% to 20% of the cross-sectional area of the tunnel, wherein the cross-sectional area of the first ventilation duct 300 is set to be not less than 10% of the cross-sectional area of the tunnel, to ensure that the first ventilation duct 300 has sufficient space to transport airflow in and out of the tunnel 100, and to exhaust smoke and update the air inside the tunnel 100 in time when a fire occurs; at the same time, the cross-sectional area of the ventilation duct 200 is set to be not more than 20% of the cross-sectional area of the tunnel, so as to prevent the first ventilation duct 300 from occupying too much tunnel space, resulting in insufficient space in the tunnel 100 for the train to travel.
[0055] Preferably, an end plate is provided at one end of the first ventilation duct 300 located in the interval tunnel to close it, and the first air supply port 301 is provided on the bottom plate. Figure 4 Preferably, the area of the first air outlet 301 needs to meet the flow rate and flow rate of the airflow conveyed by the first ventilation channel 300, and the shape of the first air outlet 301 can be set to be rectangular, circular, trapezoidal, etc.
[0056] Furthermore, at least two first air supply outlets 301 are preferably provided at the end of the first ventilation duct 300. If the opening and closing of the commonly used first air supply outlet 301 fails, there is a spare first air supply outlet 301 for ventilation and smoke exhaust. The first air supply outlet 301 is preferably provided with an air valve to control the opening and closing of the first air supply outlet 301 and to adjust the air volume in and out of the first air supply outlet 301.
[0057] Preferably, the first air supply port 301 is configured as a normally closed air supply port.
[0058] Specifically, the air valve is normally closed to restrict the air flow through the first air outlet 301 . When receiving an opening signal, the air valve opens to allow air to flow through the first air outlet 301 .
[0059] During actual operation, the tunnel 100 is naturally ventilated through the airflow when the train is running, and the first air supply port 301 is in the normally closed mode. When a fire occurs on a train in the section tunnel, the first air supply port 301 and the equipment in the first air shaft 200 are opened for ventilation and smoke exhaust to prevent the smoke generated by the burning train from affecting other trains in the section tunnel; in addition, when the airflow in the tunnel 100 is not smooth or the ventilation system needs to be inspected, the first air supply port 301 and the equipment in the first air shaft 200 can also be opened for ventilation detection.
[0060] In actual setting, the subway shield tunnel is preferably a single-hole double-line shield tunnel, such as Figure 2 As shown, first air supply ports 301 are provided above both left and right lanes, so that the two lanes can share the first ventilation duct 300 for ventilation and smoke exhaust respectively, so as to improve the economy of setting up the first ventilation duct 300.
[0061] Furthermore, the first ventilation duct 300 is preferably provided with a partition extending in the longitudinal direction to separate it into two first lanes, and the first air supply outlets 301 above the two lanes ventilate and exhaust smoke through the corresponding first lanes respectively to avoid mutual influence when a fire occurs in the two lanes and smoke exhaust is required.
[0062] Preferably, the first air outlets 301 on the two lanes can be arranged in parallel, such as Figure 4 As shown, staggered settings are also possible.
[0063] Further preferably, the ventilation system of the subway shield tunnel also includes a second air shaft and a second ventilation duct, the second ventilation duct is longitudinally arranged on the top of the part of the tunnel where the first ventilation duct 300 is not arranged, and the second ventilation duct is provided with a second openable and closable air outlet at one end close to the first ventilation duct 300, which can be connected with the tunnel, and the second ventilation duct is connected with a second air shaft arranged outside the interval tunnel at one end away from the first ventilation duct 300. The second air shaft, the first air outlet 301 and the second air outlet divide the interval tunnel into three parts longitudinally, so that the smoke only needs to flow through a part of the length in the interval tunnel to be discharged out of the tunnel by the first ventilation duct 300 or the second ventilation duct, thereby greatly shortening the flow length of the smoke in the interval tunnel during smoke exhaust and improving the safety of the interval tunnel operation.
[0064] Preferably, the first air supply port 301 and the second air supply port are respectively arranged at 1 / 3 and 2 / 3 of the longitudinal length of the interval tunnel, dividing the interval tunnel into three equal parts along the longitudinal direction. This can greatly shorten the ventilation length of the interval tunnel and can be used for ventilation and smoke exhaust of longer interval tunnels such as those at the bottom of a lake or a river.
[0065] Preferably, the cross-sectional area of the second ventilation duct is 10% to 20% of the cross-sectional area of the tunnel, which can ensure that the second ventilation duct has enough space to transport air in and out of the tunnel 100, while avoiding the second ventilation duct occupying too much tunnel space, resulting in insufficient space in the tunnel 100 for the train.
[0066] Preferably, at least two second air supply outlets are provided at the end of the second ventilation duct, and the second air supply outlets are provided with air valves, which can control the opening and closing of the second air supply outlets and adjust the air volume in and out of the second air supply outlets.
[0067] Preferably, the first ventilation shaft and / or the second ventilation shaft can be arranged between the section tunnel and the station.
[0068] Preferably, ventilation and smoke exhaust equipment can be installed in stations at both ends of the section tunnel.
[0069] In actual setting, the stations at both ends of the interval tunnel of the utility model are provided with station ventilation systems, including rail top heat exhaust air duct 3, rail bottom heat exhaust air duct 4, electric multi-leaf regulating valve 5, electric combination air valve 6, manual smoke exhaust fire damper 7, manual smoke and fire damper 8, piston / mechanical air shaft 9, exhaust shaft 10, muffler 11, tunnel fan 12, station heat exhaust fan 13, piston air duct 14, mechanical air duct 15, exhaust duct 16, etc. Figure 5 Preferably, the first air shaft 200 is provided with ventilation and smoke exhaust equipment such as air valves, piston / mechanical air shafts 9, mufflers 11, tunnel fans 12, piston air ducts 14, mechanical air ducts 15, and exhaust ducts 16, as shown. Figure 5Furthermore, the ventilation systems of Station A and Station B, together with the first air outlet 301, the first ventilation duct 300 and the first air shaft 200 provided in the section tunnel, form a longitudinal ventilation mode to meet the ventilation and smoke exhaust requirements of the left lane 1 and the right lane 2 in the section tunnel with a long length.
[0070] The utility model discloses a ventilation system for a subway shield tunnel, comprising ventilation and smoke exhaust equipment, a first air shaft 200 arranged outside the interval tunnel, and a first ventilation duct 300 arranged on the top of the tunnel and extending longitudinally. The tunnel 100 and the first air shaft 200 are connected through the first ventilation duct 300, and ventilation and smoke exhaust of the interval tunnel with limited air shaft setting is realized through the ventilation and smoke exhaust facilities. Further, a first air supply port 301 on the first ventilation duct 300 connected to the tunnel 100 is arranged within the longitudinal 1 / 3 to 2 / 3 length range of the interval tunnel, ensuring that the first air supply port 301 is located in the longitudinal middle part of the interval tunnel, so that trains located in the interval tunnel can be more evenly distributed on both sides of the first air supply port 301, so as to ensure that when a fire occurs in the tunnel and the ventilation and smoke exhaust mode is activated, non-fire trains can be placed in a smoke-free zone, thereby improving the safety of train operation when a fire occurs in the interval tunnel.
[0071] It is easy for those skilled in the art to understand that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.
Claims
1. A ventilation system for a subway shield tunnel, used for ventilation and smoke exhaust in a tunnel section with limited ventilation shaft arrangement, characterized in that: include: The first ventilation shaft is set outside the section tunnel; Ventilation and smoke exhaust equipment, installed in the first air shaft and / or at both ends of the interval tunnel; The first ventilation duct is arranged at the top of the tunnel and extends longitudinally along the tunnel. One end of the first ventilation duct is connected to the first air shaft, and the other end is provided with a first openable and closable air supply outlet which can be connected to the tunnel. The first air supply outlet is arranged within the longitudinal length range of 1 / 3 to 2 / 3 of the interval tunnel.
2. The ventilation system for a subway shield tunnel according to claim 1, characterized in that: The first ventilation channel is a channel surrounded by a bottom plate extending in the longitudinal direction and a tunnel top.
3. The ventilation system for a subway shield tunnel according to claim 2, characterized in that: The bottom plate is integrally cast with the tunnel lining, or the bottom plate is a prefabricated plate that can be installed in a reserved position in the tunnel.
4. The ventilation system for a subway shield tunnel according to claim 3, characterized in that: Columns fixedly connected to the top of the tunnel are arranged at intervals in the longitudinal direction on the bottom plate.
5. The ventilation system for a subway shield tunnel according to any one of claims 1 to 4, characterized in that: At least two first air supply ports are disposed at the end of the first ventilation duct, and the first air supply ports are provided with air valves that can adjust the air volume in and out of the first air supply ports.
6. The ventilation system for a subway shield tunnel according to any one of claims 1 to 4, characterized in that: The cross-sectional area of the first ventilation duct is 10% to 20% of the cross-sectional area of the tunnel.
7. The ventilation system for a subway shield tunnel according to any one of claims 1 to 4, characterized in that: The subway shield tunnel is a single-hole double-track shield tunnel, and first air supply ports that can be opened and closed are correspondingly arranged above the two carriageways, wherein the first air supply ports above the two carriageways are ventilated and exhaust smoke through the first ventilation duct, or, The first ventilation duct is provided with a partition extending in the longitudinal direction to divide it into two first sub-channels, and the first air supply ports above the two traffic lanes are ventilated and exhaust smoke through the corresponding first sub-channels respectively.
8. The ventilation system for a subway shield tunnel according to any one of claims 1 to 4, characterized in that: The first air supply port is arranged in the middle of the longitudinal length of the interval tunnel.
9. The ventilation system for a subway shield tunnel according to any one of claims 1 to 4, characterized in that: It also includes a second ventilation duct arranged on the top of the tunnel and extending longitudinally, the second ventilation duct is arranged in a part of the tunnel where the first ventilation duct is not arranged, the second ventilation duct is provided with a second openable and closable air supply outlet at one end close to the first ventilation duct and can be connected to the tunnel, the second ventilation duct is connected to a second air shaft at one end away from the first ventilation duct, and the second air shaft is arranged outside the interval tunnel.
10. The ventilation system for a subway shield tunnel according to claim 9, characterized in that: The cross-sectional area of the second ventilation duct is 10% to 20% of the cross-sectional area of the tunnel; and / or, At least two second air supply ports are disposed at the end of the second ventilation duct, and the second air supply ports are provided with air valves that can adjust the air volume in and out of the second air supply ports.