Fire-fighting ventilation system for air-duct-free rail-mounted area of underground station

Abstract

The utility model discloses a fire-fighting ventilation system for an underground station airless rail-mounted area. The fire-fighting ventilation system comprises a station tunnel fire-fighting system and an interval tunnel ventilation system, the station tunnel fire extinguishing system is composed of an underground station rail-mounted area without rail top and rail bottom air ducts and a water mist fire extinguishing device, a plurality of water mist nozzles installed on the side upper portion of a platform door rail-mounted area face the top of a train, and a plurality of water mist nozzles installed below a platform door face the bottom of the train. The interval tunnel ventilation system covers a tunnel outside an underground station and is composed of a piston and accident air shaft, large silencers, a TVF accident draught fan, large combined air valves and a civil engineering machine room air channel connecting all the components, the piston and accident air shaft is connected with the TVF accident draught fan, the TVF accident draught fan is connected with the large combined air valves arranged in different areas of the tunnel, and the large combined air valves are connected with the civil engineering machine room air channel. And a plurality of large silencers are respectively arranged between the piston and accident air shaft and the TVF accident fan as well as between the piston and accident air shaft and the large combined air valve as well as between the TVF accident fan and the large combined air valve.

Description

Technical Field

[0001] The utility model belongs to the technical field of urban rail transit, and in particular relates to a fire-fighting ventilation system for a ductless track area of ​​an underground station. Background Art

[0002] Rail transit underground stations are divided into non-enclosed platform door systems and fully enclosed platform door systems. The obvious difference between these two solutions is whether the platform door completely separates the platform public area where passengers wait for the train and the track area. Both platform door systems generally have track area duct ventilation systems (also called station tunnel ventilation systems) and interval tunnel ventilation systems. The track top ducts and track bottom ducts in the track area duct ventilation system are generally civil engineering ducts, and their main function is to exhaust heat from the track area under normal operating conditions and exhaust smoke from the track area under fire conditions. The main functions of the interval tunnel ventilation system are piston ventilation, morning and evening ventilation, interval fire ventilation, fire ventilation in the station platform public area, and fire ventilation in the station track area.

[0003] like Figure 1 、 Figure 2 The traditional rail area duct ventilation system shown is generally composed of rail top duct, rail bottom duct, large heat exhaust fan, large muffler, large combination damper, electric fire damper (smoke exhaust type at the top of the rail, smoke prevention type at the bottom of the rail), civil engineering room duct, etc. The traditional rail area duct ventilation system has the following problems:

[0004] (1) The fire fighting system and methods in the rail area are inadequate and need to be improved.

[0005] When a vehicle fire reaches the station's trackside area, the first steps should be to extinguish the fire, remove smoke, and reduce the temperature to control the fire's source. This allows for early containment of the fire and improved system safety. Once the fire is extinguished, smoke exhaust is unnecessary. For fires in critical rooms within the station's equipment area, the approach is to extinguish the fire first, immediately controlling the source, effectively controlling the fire's spread and minimizing the risk. Exhaust gases are then removed after the fire is extinguished.

[0006] The existing approach to firefighting in track areas is to exhaust smoke first. However, this fire, fueled by wind, can spread rapidly, requiring stringent evacuation measures and organizational capabilities. It can also easily destroy the entire train, platform public area furnishings, and related equipment and facilities in a short period of time. This can also negatively impact the structural safety of the station, and restoring operations will take a long time. This will not only significantly increase the direct harm to people and national assets, but also cause even greater adverse social impacts, completely inconsistent with the national commitment to high-quality development.

[0007] (2) Under normal operating conditions, when the outdoor air temperature is too high, the existing solutions cannot actively and effectively solve the problem of excessively high interval temperature.

[0008] (3) Under normal operating conditions, the heat removal effect of the track area heat removal system is not significant.

[0009] Due to the relatively large piston wind effect in the track area, the underground structure has a strong temperature regulation ability, and there are morning and evening ventilation and heat dissipation modes. After long-term operational practice experience, it is found that the probability of using the heat dissipation system in the track area is very low and basically not used. However, there is no obvious adverse effect of warming on the long-term temperature of the interval structure and the real-time ambient temperature.

[0010] (4) The construction of the track-top civil air duct is difficult, which affects the progress and quality of the project opening and poses a safety hazard.

[0011] The construction of the track-top civil air duct generally requires two visits to the site, adding a construction step and slowing down the construction in sections; the separate erection of scaffolding and formwork systems affects the site environment, track laying, secondary masonry, electromechanical installation, and commissioning progress and quality; the small clearance inside the air duct makes construction difficult, and the flatness of the inner surface does not meet the standards; due to the influence of alternating piston wind and vibration, the track-top air duct is easy to loosen, posing a safety hazard.

[0012] (5) The initial investment and operating costs of the rail area duct ventilation system are high.

[0013] The rail area duct ventilation system consists of track top duct, track bottom duct, large heat exhaust fan, large silencer, large combination air valve, electric fire damper, and civil engineering machine room duct. It has many types of equipment, high cost, high update cost, large size, large floor space, complex construction and installation, and complex operation and maintenance. Utility Model Content

[0014] The utility model aims to solve the deficiencies of the existing technology and provides a fire-fighting ventilation system for a ductless track area of ​​an underground station.

[0015] The utility model is achieved through the following technical solutions:

[0016] A fire-fighting ventilation system for a ductless track area of ​​an underground station comprises a station tunnel fire-fighting system and an interval tunnel ventilation system; the station tunnel fire-fighting system comprises an underground station track area without track top or track bottom air ducts, and a fine water mist fire extinguishing device, wherein a plurality of fine water mist nozzles installed above the track area side of the platform door face the top position of the train, and a plurality of fine water mist nozzles installed below the platform door face the bottom position of the train; the interval tunnel ventilation system covers tunnels outside the underground station, and comprises a piston-cum-accident air shaft, a large silencer, a TVF emergency fan, a large combination air valve, and an air duct in a civil engineering machine room connecting the various components; the piston-cum-accident air shaft is connected to the TVF emergency fan, which is connected to a plurality of large combination air valves arranged in different areas of the tunnel; a plurality of large silencers are respectively arranged between the piston-cum-accident air shaft and the TVF emergency fan and the large combination air valve, and between the TVF emergency fan and the large combination air valve.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] (1) The fire protection system provided by the present invention is more effective and safer than existing solutions for fires in rail areas. The present invention first controls the source of the fire, which is more conducive to controlling the development of the fire and better ensuring the safety of passengers and property. It also adds the function of ensuring the safety of assets such as subway vehicles.

[0019] (2) In terms of fire fighting solutions for rail areas, the utility model sets up a dual system of fine water mist fire extinguishing, smoke removal and cooling + exhaust. The probability of simultaneous failure of the dual systems is lower, and the safety and reliability are higher than the traditional single exhaust system.

[0020] (3) Under normal operating conditions, the present invention can more actively and effectively solve the problem of excessively high air temperature in the interval, improve the working efficiency of the train air conditioning and reduce the energy consumption of air conditioning. For example, for a fully enclosed platform door system, when the outdoor air temperature is high in summer, when the temperature of the interval tunnel is also high, in order to prevent the outdoor high-temperature air from entering the interval tunnel, causing the interval temperature to further increase and leading to the failure of the train air conditioning (when it is greater than 45°C), the traditional solution generally does not turn on the exhaust fan, or even closes the piston air duct. In this case, it can only rely on the self-regulation ability of the underground structure, sacrificing the working efficiency of the train air conditioning and increasing the power consumption of the air conditioning to meet the comfort level of the train riding environment as much as possible. Under the above-mentioned normal operating conditions, the present invention patent solution can manually and actively spray a proper amount of fine water mist on the interval tunnel. The vaporization of the fine water mist can effectively remove the heat in the air, thereby effectively reducing the interval air temperature, improving the working efficiency of the train air conditioning and reducing the energy consumption of air conditioning. At the same time, it can also play a role in reducing dust in the air in the tunnel.

[0021] (4) The utility model perfectly replaces the functions of the traditional track area duct ventilation system with the track area fine water mist fire extinguishing system + the existing section tunnel ventilation system. Therefore, the traditional track area duct ventilation system (including: track top duct, track bottom duct, large heat exhaust fan, large silencer, large combination air valve, electric fire damper and civil engineering machine room duct) can be completely eliminated, greatly simplifying the tunnel ventilation system, solving the problems of construction difficulties, impact on construction progress and quality, high life cycle cost, safety hazards and non-energy saving, and promoting the high-quality development, sustainable and healthy development of the urban rail efficiency industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments or the description of the prior art. Obviously, the drawings described below are merely exemplary, and those skilled in the art can, without inventive effort, derive other implementation drawings based on the provided drawings.

[0023] Figure 1 This is a schematic diagram of the existing underground station ventilation system;

[0024] Figure 2 This is a schematic diagram of the track area structure of an existing underground station;

[0025] Figure 3 This is a schematic diagram of the fire ventilation system of an underground station in the present utility model;

[0026] Figure 4 This is a schematic diagram of the structure of the track area of ​​an underground station of the present utility model. DETAILED DESCRIPTION

[0027] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art. It should be noted that, unless there is a conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0028] The utility model discloses an embodiment of a fire protection ventilation system for a track area without air duct in an underground station. Figure 3 、 Figure 4 First, remove the rail top and rail bottom air ducts in the track area, then install a fine water mist fire extinguishing device in the track area, and install multiple fine water mist nozzles facing the top and bottom of the train above and below the platform door facing the track. The installation position of the fine water mist nozzle is as follows: Figure 4 As shown. The tunnels outside the station area adopt the interval tunnel ventilation system, which is mainly responsible for normal ventilation in the tunnel, emergency ventilation of the interval tunnels between stations, fire smoke exhaust in the public area of ​​the platform and emergency exhaust in the track area. It consists of a piston and emergency air shaft, a large silencer, a TVF emergency fan, a large combined air valve and the corresponding civil engineering room air duct. The large silencer, TVF emergency fan and large combined air valve are all installed in the civil engineering room air duct. Figure 3Taking the tunnel exhaust in the upper left corner as an example, the airflow enters the air duct of the civil engineering room from the tunnel through the large combined air valve DZ-A4, and then the airflow has three paths to be discharged to the outside (different paths are required according to the operating conditions). Path (1) is through the open large combined air valve DZ-A6, then through the large muffler XSQ-A6, and finally through the piston and emergency air shaft A2 connected to the air duct of the civil engineering room to reach the outdoor atmosphere; Path (2) is the airflow through the open large combined air valve DZ-A2, then through the adjacent large muffler XSQ-A2, then through the adjacent TVF emergency fan TVF-A2, and then through the adjacent large mufflers XSQ-A4 and XSQ-A6 in sequence, and finally the airflow passes through the piston and emergency air shaft A2 connected to the air duct of the civil engineering room to reach the outdoor atmosphere. The airflow passes through the piston and emergency air shaft A2 connected to the civil engineering room to reach the outdoor atmosphere; Path (3) is that the airflow passes through the open large combined air valve DZ-A7, then passes through the open large combined air valve DZ-A1, then passes through the adjacent large muffler XSQ-A1, then passes through the adjacent TVF emergency fan TVF-A1, and then passes through the adjacent large mufflers XSQ-A3 and XSQ-A5 in sequence, and finally the airflow passes through the piston and emergency air shaft A1 connected to the civil engineering room air duct to reach the outdoor atmosphere; the air supply path to the tunnel through DZ-A4 is the same as the above-mentioned exhaust path, except that the order of the airflow is completely opposite; the air supply and exhaust paths of the other three points (DZ-A3, DZ-B3, DZ-B4) are similar to those of DZ-A4 in this example.

[0029] In case of fire in the track area, all movable doors of the platform doors on the fire side are opened to facilitate passenger evacuation. At the same time, all fine water mist nozzles in the track area on the fire side are turned on to spray the track area, and the fine water mist is delivered to the fire source as quickly as possible, filling the entire track area. The fire is extinguished, smoke is removed, and the temperature is reduced in the fire track area to prevent smoke from entering the public area of ​​the platform. The TVF emergency fans of the tunnel ventilation system at both ends of the station can be turned on at any time as needed to exhaust the track area on the fire side.

[0030] Under normal operating conditions, the tunnel air can also be sprayed for cooling and dust removal by adjusting the flow rate of fine water mist.

[0031] The present invention has been described in detail above through the embodiments, but the contents described are only exemplary embodiments of the present invention and cannot be considered to limit the scope of implementation of the present invention. The scope of protection of the present invention is defined by the claims. Anyone who utilizes the technical solution described in the present invention, or who is skilled in the art and is inspired by the technical solution of the present invention, designs a similar technical solution within the essence and scope of protection of the present invention to achieve the above-mentioned technical effects, or who makes equal changes and improvements to the scope of application, shall still fall within the scope of protection covered by the patent of the present invention. It should be noted that, for the sake of clarity, the description of some components and processes that have no direct and obvious connection with the scope of protection of the present invention but are known to those skilled in the art are omitted in the description of the present invention.

Claims

1. A fire ventilation system for the airless track area of ​​an underground station, characterized in that: It includes a station tunnel fire protection system and an interval tunnel ventilation system; the station tunnel fire protection system consists of an underground station track area without track top and track bottom air ducts, and a fine water mist fire extinguishing device. Multiple fine water mist nozzles installed above the platform door track area side are facing the top of the train, and multiple fine water mist nozzles installed below the platform door are facing the bottom of the train; the interval tunnel ventilation system covers tunnels outside the underground station, and consists of a piston and emergency air shaft, a large silencer, a TVF emergency fan, a large combination air valve and a civil engineering machine room air duct connecting various components. The piston and emergency air shaft is connected to the TVF emergency fan, and the TVF emergency fan is connected to several large combination air valves set up in different areas of the tunnel. Several large silencers are respectively set between the piston and emergency air shaft and the TVF emergency fan and the large combination air valve, and between the TVF emergency fan and the large combination air valve.

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