Fire ventilation and smoke exhaust system and method for long-section tunnel with central stop line

Abstract

To provide a tunnel fire ventilation and smoke exhaust system and method for a long section tunnel with a central stop line installed.SOLUTION: A stop line 2 is horizontally communicated with a first mainline tunnel 11, with their adjacent to each other and is located at a central position of the first mainline tunnel 11. A first crossover 31 and a second crossover 32 are disposed on both sides of the stop line 2 and communicate the first mainline tunnel 11 and the second mainline tunnel 12. Smokeproof shutters 41, 42, 43 and 44 are provided between the stop line 2 and the first mainline tunnel 11, between the first crossover 31 and the first mainline tunnel 11, and between the second crossover wire 32 and the second mainline tunnel 12. The number of the ventilation and smoke exhaust subsystems is multiple, adjacent ventilation and smoke exhaust subsystems 61 to 68 are respectively communicated with the first mainline tunnel 11 or the second mainline tunnel 12, and the adjacent ventilation and smoke exhaust subsystems 61 to 68 are connected to each other by communication valves 617, 637, 657 and 677 to form a ventilation and smoke exhaust subsystem group.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention belongs to the technical field of rail transport, and relates to a system and method for ventilation and smoke evacuation in a long-section tunnel with a central stop line. [Background technology]

[0002] With the rapid development of urban rail transportation, rail transportation has already become one of the most convenient, economical and efficient transportation means for people to go out.

[0003] With the continuous progress and improvement of urban underground transportation networks, it is becoming increasingly difficult for normal-speed subways to meet the commuting needs of passengers. Many cities have begun to build high-speed subways, high-speed intercity railroads, and high-speed suburban (regional) railroads. However, due to the problems of high train speeds and long section intervals, the safe operation of tunnels has become even more challenging. In particular, fires in long-section tunnels are one of the major challenges faced by section tunnels.

[0004] Although the probability of a tunnel fire is low, if a fire does occur, due to the special location of the tunnel and the limited tunnel space, the enclosed environment makes evacuation, rescue, smoke exhaust and fire extinguishing extremely difficult, and the potential danger of a tunnel fire can cause great loss of life and property.

[0005] The traditional ventilation smoke exhaust mode is applicable to general section tunnels, but with the acceleration of the construction of high-speed subways, intercity railways, and suburban (regional) railways, subways, intercity railways, and suburban (regional) railways will gradually be integrated in the future, and a large number of high-speed subways, intercity railways, and suburban (regional) railways will be operated at high speed in the future.

[0006] The distance between stations on high-speed subways, intercity trains, and suburban (regional) trains is significantly longer than that on conventional subways, so there are many long sections. Because each line needs to have a certain number of stop lines according to operational needs, the number of long sections with central stop lines is increasing.

[0007] The exhaust mode arranged in conventional rail transport is a vertical ventilation smoke exhaust mode, for example, Patent CN203925558U discloses a short-section ventilation smoke exhaust structure for subways. Specifically, the vertical ventilation smoke exhaust system blows air at one end and exhausts smoke at the other end, forming a cross-sectional flow velocity of 2 to 11 m / s, controlling the smoke to flow in one direction, and evacuating people in the opposite direction. However, when stop lines are added to long sections, at least a. The addition of stop lines will increase the tunnel cross-section by at least two times. If the original ventilation and smoke exhaust system scheme is not changed, the flow velocity of the tunnel cross-section will be less than 2m / s, which may cause the smoke to flow backward and not be able to be controlled in the intended direction. b. Due to construction costs, construction difficulty, underground space restrictions, and other reasons, some long-distance tunnels only have stop lines on one side of the main line tunnel, and at least two crossing tracks are installed between the two main line tunnels. The crossing tracks have a dividing effect on the smoke flow rate of the main line tunnel, which further reduces the smoke exhaust effect. c) The conventional ventilation smoke exhaust system is mainly for main line tunnels, which has a technical problem that fire may occur at the train stop or crossing track.

[0008] Therefore, it is necessary to urgently design a fire ventilation smoke exhaust system and method for a long-span tunnel with a central stop line to solve the current technical problems. Summary of the Invention [Problem to be solved by the invention]

[0009] The objective of the present invention is to provide a system and method for ventilation and exhausting smoke in case of a fire in a long-section tunnel with a central stop line, which has a reasonable structure, and by installing smoke shutters and intelligently controlling the operation of the smoke shutters and the ventilation and exhausting smoke subsystem, can meet the needs for ventilation and exhausting smoke in case of a fire in the main line, stop line and crossing line in the tunnel, and ensure the safety of railway transport operation. [Means for solving the problem]

[0010] In order to solve the above technical problems, the present invention provides a long-section tunnel fire ventilation and smoke exhaust system with a central stop line, the long-section tunnel fire ventilation and smoke exhaust system with a central stop line includes a smoke shutter and a ventilation and smoke exhaust subsystem, the long-section tunnel includes a first main line tunnel, a second main line tunnel, a stop line, a first crossover line and a second crossover line, the stop line is horizontally adjacent to and connected to the first main line tunnel and is located at the center of the first main line tunnel, the first crossover line and the second crossover line are installed on both sides of the stop line and connect the first main line tunnel and the second main line tunnel, and a crossover line is provided between the first crossover line and the first main line tunnel and between the second crossover line and the second main line tunnel. a smoke shutter is installed between each of the stop lines, entrances and exits that connect to the first main line tunnel are arranged at both ends of the stop line, and smoke shutters are installed at the entrances and exits, there are a plurality of the ventilation and smoke exhaust subsystems, adjacent ventilation and smoke exhaust subsystems each connect to the first main line tunnel or the second main line tunnel, adjacent ventilation and smoke exhaust subsystems are connected to each other by a communication valve to form a ventilation and smoke exhaust subsystem group, the plurality of ventilation and smoke exhaust subsystem groups are installed at intervals in the first main line tunnel and the second main line tunnel, and there is at least one ventilation and smoke exhaust subsystem installed on the side of the first crossover away from the stop line and on the side of the second crossover away from the stop line.

[0011] In some embodiments, the ventilation smoke exhaust subsystem includes a ventilation tower, a fan-linked air valve, a fan, a silencer, a ventilation smoke exhaust air valve, and a ventilation smoke exhaust, which are connected in series, and the communication valve is disposed between the ventilation smoke exhaust air valve and the silencer.

[0012] In some embodiments, the long section tunnel is further provided with a number of switches, and in some embodiments, the switches are provided at a location where the first main line tunnel enters the first crossover, at a location where the second crossover enters the first main line tunnel, at a location where the first main line tunnel enters and exits the stop line, at a location where the stop line enters and exits the first main line tunnel, at a location where the second main line tunnel enters the second crossover, and at a location where the first crossover enters the second main line tunnel.

[0013] Furthermore, the switch is controlled in conjunction with the smoke shutter, i.e. The eighth switch (58) at the point where the second main line tunnel enters the second crossover automatically interlocks with the fourth smoke shutter (44) at that point. When the eighth switch controls the track to change direction from the second main line tunnel to the second crossover, the fourth smoke shutter (44) automatically interlocks to rise. When the eighth switch controls the track to change direction from the second main line tunnel to the second main line tunnel, the fourth smoke shutter (44) automatically descends to the track surface. The second switch (52) at the point where the first main line tunnel enters the first crossover automatically interlocks with the third smoke shutter (43) at that point, and when the second switch controls the track to change direction from the first main line tunnel to the first crossover, the third smoke shutter (43) automatically interlocks to rise, and when the second switch controls the track to change direction from the first main line tunnel to the first main line tunnel, the third smoke shutter (43) automatically descends to the track surface, Setting an interlocking relationship between the two smoke shutters (41, 42) at the point where the first main line tunnel enters and exits the stop line, the two switches (53, 56) at the connection point between the first main line tunnel and the stop line, and the two switches (54, 55) at the point where the stop line enters and exits the first main line tunnel, specifically, when the third switch (53) or the fourth switch (54) controls the track to change direction from the first main line tunnel to the stop line or from the stop line to the first main line tunnel, the first smoke shutter (41) is automatically interlocked and raised to operate; When the fifth switch (55) or the sixth switch (56) controls the track to change direction from the first main line tunnel to the stop line or change direction from the stop line to the first main line tunnel, automatically linking and lifting the second smoke shutter 42 to operate it; When the third switch (53) controls the track to change direction from the first tunnel to the first tunnel, automatically interlocking with the first smoke shutter (41) to operate and lowering it to the track surface; When the sixth switch (56) controls the track to change direction from the first tunnel to the first tunnel, automatically interlocking with the second smoke shutter (42) to operate and lowering it to the track surface; This includes not linking the first smoke shutter (41) and the second smoke shutter (42) to operate when the fourth switch (54) or the fifth switch (55) controls the track to change direction from one stop line to another.

[0014] In addition, the present invention further provides a method for ventilation and smoke exhaust for a long-section tunnel fire with a central stop line, which uses the above-mentioned long-section tunnel fire ventilation and smoke exhaust system with a central stop line, S1: detect whether the fire location of the train in the long-section tunnel is at the front or rear, determine the line on which the train is located, and further determine the position of the train on the line, for example, the position of the train in the first main line tunnel or the second main line tunnel; and S2 controlling activation / deactivation of the smoke shutters and the smoke ventilation subsystem based on the fire location on the train, the line on which the train is located, and the train's location on the line, so that the smoke ventilation subsystem exhausts the smoke from the fire.

[0015] In some embodiments, if a fire occurs at the front of the train at the stop line, the ventilation smoke evacuation step may include: S11, which is linked to operate the smoke shutters at both ends of the stop line by the switch, raises the smoke shutters, and lowers the smoke shutters at the first crossover line and the second crossover line to the track surface; S12: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in a first main line tunnel directly connected to the stop line, rotating forward to exhaust smoke, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train, rotating forward to open a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel directly connected to the stop line; S13: starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel directly connected to the stop line, rotating in reverse to send air, starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train, rotating in reverse to open a communication valve, and closing a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem sends air to the first main line tunnel directly connected to the stop line; and S14, which automatically intervenes to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0016] In some embodiments, if a fire occurs at the rear of a train at a stop line, the ventilation smoke extraction step may include: S21, which is linked to operate the smoke shutters at both ends of the stop line by the switch, raises the smoke shutters, and lowers the smoke shutters at the first crossover line and the second crossover line to the track surface; S22: starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel directly connected to the stop line, rotating forward to exhaust smoke, starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train, rotating forward to open a communication valve, and closing a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem exhausts smoke from the first main line tunnel directly connected to the stop line; S23: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in the first main line tunnel directly connected to the stop line, rotating in reverse to send air, starting another ventilation and smoke exhaust subsystem of the ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train, rotating in reverse to open a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem sends air to the first main line tunnel directly connected to the stop line; and S24, which automatically intervenes to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0017] In some embodiments, if the front end of the train on the first crossover faces the second main line tunnel and a fire occurs at the front end of the train, the ventilation smoke exhaust step may include: S31, which is linked to operate a smoke shutter on the first crossover by a switch, raises the smoke shutter, links to lower the smoke shutter on the second crossover to the track surface, and links to lower the smoke shutters on both ends of the stop line to the track surface; S32: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in the second main line tunnel to exhaust smoke by rotating forward, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train to rotate forward, opening a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem exhausts smoke from the second main line tunnel in the head direction of the train; S33: starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel and rotating in reverse to blow air, and starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train and rotating in reverse to open a communication valve and close a vent air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem blows air into the first main line tunnel in the rear direction of the train; and S34, which automatically intervenes to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0018] In some embodiments, if the front of the train on the first crossover faces the second mainline tunnel and a fire occurs at the rear of the train, the ventilation smoke exhaust step includes: S41, which is linked to operate the smoke shutter on the first crossover by the switch, raises the smoke shutter, links to lower the smoke shutter on the second crossover to the track surface, and links to lower the smoke shutters on both ends of the stop line to the track surface; S42: starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel to exhaust smoke by rotating forward, starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train to rotate forward, opening a communication valve, and closing a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem exhausts smoke from the first main line tunnel in the rear direction of the train; S43: starting a first ventilation smoke exhaust subsystem in the head direction of the train in the second main line tunnel and rotating it in reverse to send air, starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the head direction of the train and rotating it in reverse to open a communication valve and close a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem sends air to the second main line tunnel in the head direction of the train; and S44, which automatically intervenes to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0019] In some embodiments, if a fire occurs at the front of the train in the first mainline tunnel or the second mainline tunnel, the ventilation smoke evacuation step includes: S51, which links the smoke shutters arranged on the stop line, the first crossing line, and the second crossing line by a switch so as to lower them to the track surface; S52: starting a first ventilation and smoke exhaust subsystem in the head direction of the first main line tunnel or the second main line tunnel where the train is located, and exhausting smoke by rotating forward, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train, and rotating forward to open a communication valve and close a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel or the second main line tunnel where the fire is occurring; S53: starting a first ventilation and smoke exhaust subsystem in the rear direction of the first main line tunnel or the second main line tunnel where the train is located, and rotating it in reverse to send air, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the rear direction of the train, and rotating it in reverse to open a communication valve and close a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem sends air to the first main line tunnel or the second main line tunnel where the fire is occurring; and S54, which automatically intervenes to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0020] In some embodiments, if a fire occurs at the rear of the train in the first mainline tunnel or the second mainline tunnel, the ventilation smoke extraction step includes: S61, which links the smoke shutters arranged on the stop line, the first crossing line, and the second crossing line by a switch so as to lower them to the track surface; S62: starting a first ventilation and smoke exhaust subsystem in the rear direction of the first main line tunnel or the second main line tunnel where the train is located, and exhausting smoke by rotating in the forward direction, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the rear direction of the train, and rotating in the forward direction to open a communication valve and close a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel or the second main line tunnel where the fire is occurring; S63: starting a first ventilation and smoke exhaust subsystem in the head direction of the first main line tunnel or the second main line tunnel where the train is located, and rotating it in reverse to send air, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train, and rotating it in reverse to open a communication valve and close a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem sends air to the first main line tunnel or the second main line tunnel where the fire is occurring; and S64, which automatically intervenes to shut down other ventilation smoke exhaust subsystems in the long section tunnel. Effect of the Invention

[0021] The beneficial effects of the present invention are as follows: The system and method for ventilation and exhausting smoke for a fire in a long-section tunnel with a central stop line according to the present invention has a reasonable structure, and by installing smoke shutters and controlling the operation of the smoke shutters and the ventilation and exhausting subsystem, and automatically linking the smoke shutters to lower or raise on the track surface, it is possible to isolate the tunnel / stop line / crossing line that is not involved in the ventilation and exhausting smoke, reduce the air volume loss, improve the cross-sectional wind speed, and improve the smoke exhaust effect. It proposes a method for ventilation and exhausting smoke for a fire in a stop line and a method for ventilation and exhausting smoke for a fire in a crossing line, solves the problems that cannot be covered by the traditional ventilation and exhausting mode, meets the ventilation and exhausting needs for a fire in the main line, stop line, and crossing line in the tunnel, and ensures the safety of railway transportation operation. [Brief description of the drawings]

[0022] The above advantages of the present invention will become more clear and easily understood from the detailed description given below with reference to the drawings, which are merely schematic and do not limit the present invention. [Figure 1] FIG. 1 is a structural schematic diagram of a long-section tunnel fire ventilation and smoke exhaust system equipped with a central stop line according to the present invention. [Diagram 2] FIG. 2 is an enlarged view of a portion A in FIG. [Diagram 3] FIG. 3 is an enlarged view of a portion B in FIG. [Figure 4] FIG. 4 is a flow chart of the method for ventilation and smoke exhaust for a fire in a long-section tunnel with a central stop line according to the present invention. [Figure 5-10] 5 to 10 are flow charts of another embodiment of the method for ventilation and smoke exhaust for a fire in a long-section tunnel with a central stop line according to the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] The present invention will be described in detail below with reference to specific embodiments and drawings.

[0024] The examples described herein are specific specific embodiments of the present invention, and are intended to explain the concept of the present invention, and are all explanatory and exemplary, and should not be construed as limiting the embodiments and the scope of the present invention. In addition to the examples described herein, a person skilled in the art may further use other obvious technical solutions based on the claims and the contents disclosed in the specification of this application, and these technical solutions include any obvious replacements and modifications of the examples described herein.

[0025] The drawings in this specification are schematic diagrams, which are intended to assist in explaining the concept of the present invention, and which show the shape of each part and their interrelationships in a schematic manner. However, in order to clearly show the structure of each member of the embodiment of the present invention, the drawings are not drawn to the same scale. The same reference symbols are used to indicate the same parts.

[0026] In the present invention, the forward direction of the train is the forward direction.

[0027] In this invention, the front half of the train is defined as a front fire and the back half as a rear fire. For example, in the case of an 8-car train, a fire in the first 4 cars is a front fire and a fire in the last 4 cars is a rear fire. If the train is a cardinal number, a fire in the middle car is defined as a rear fire. For example, in the case of a 7-car train, a fire in the first 3 cars is a front fire and a fire in the last 4 cars is a rear fire.

[0028] Example 1 A schematic diagram of the long-section tunnel fire ventilation and exhaust system with a central stop line described in the present application is shown in Figure 1. The long-section tunnel fire ventilation and exhaust system with a central stop line includes smoke shutters and a ventilation and exhaust subsystem. Specifically, the number of smoke shutters is four, which are the first smoke shutter 41, the second smoke shutter 42, the third smoke shutter 43, and the fourth smoke shutter 44. The number of ventilation and exhaust subsystems is eight, which include, for example, the first ventilation and exhaust subsystem 61, the second ventilation and exhaust subsystem 62, etc., and the ventilation and exhaust subsystems are installed at intervals in the main tunnel.

[0029] In the embodiment shown in Fig. 1, the long-section tunnel includes two main line tunnels, a stop line and a crossover line, the stop line is horizontally adjacent to one of the main line tunnels and located at the center of the main line tunnel, and the crossover lines are installed on both sides of the stop line and connect the two main line tunnels. In Fig. 1, the main line tunnel includes a first main line tunnel 11 and a second main line tunnel 12, the stop line 2 is horizontally adjacent to the first main line tunnel 11 and located at the center of the first main line tunnel 11.

[0030] Furthermore, there are multiple ventilation smoke exhaust subsystems, each of which is connected to the first main line tunnel 11 or the second main line tunnel 12, and adjacent ventilation smoke exhaust subsystems are connected to each other by a connecting valve to form a ventilation smoke exhaust subsystem group, and the multiple ventilation smoke exhaust subsystem groups are installed at intervals in the first main line tunnel 11 and the second main line tunnel 12, and there is at least one ventilation smoke exhaust subsystem installed on the side of the first crossover 31 away from the stop line 2 and on the side of the second crossover 32 away from the stop line 2.

[0031] 2 is a partially enlarged view of A in FIG. 1, in which the first ventilation smoke exhaust subsystem 61 communicates with the second main tunnel 12, and the second ventilation smoke exhaust subsystem 62 communicates with the first main tunnel 11. A communication valve 617 is installed between the first ventilation smoke exhaust subsystem 61 and the second ventilation smoke exhaust subsystem 62, which form a ventilation smoke exhaust subsystem group.

[0032] In the embodiment shown in FIG. 1 , the number of ventilation smoke exhaust subsystem groups is four, which are installed at both ends of the first main line tunnel 11 and the second main line tunnel 12 and at both ends of the stop line 2, respectively, so that the train can respond to the situations where fires occur on different lines and positions, and ensure the safety of train operation.

[0033] In the present invention, the ventilation smoke exhaust subsystem includes a ventilation tower, a fan-linked air valve, a fan, a silencer, a ventilation smoke exhaust port air valve and a ventilation smoke exhaust port, which are connected in sequence, and the communication valve is installed between the ventilation smoke exhaust port air valve and the silencer.

[0034] The configuration and connection relationship of the ventilation smoke exhaust subsystem will be described below using the first ventilation smoke exhaust subsystem 61 shown in Fig. 2 as an example. The first ventilation smoke exhaust subsystem 61 includes a ventilation tower 611, a fan-linked air valve 612, a fan 613, a silencer 614, a ventilation smoke exhaust port air valve 615, and a ventilation smoke exhaust port 616. The first ventilation smoke exhaust subsystem 61 and the second ventilation smoke exhaust subsystem 62 are connected in a group by one communication valve 617, and the connection position between them is located between the ventilation smoke exhaust port air valve 615 and the silencer 614.

[0035] In the present invention, the numbers of corresponding components in the first ventilation smoke exhaust subsystem 61 start with 61, while the numbers of corresponding components in the second ventilation smoke exhaust subsystem 62 start with 62, and similarly for the other ventilation smoke exhaust subsystems.

[0036] In Figure 3, both ends of the stop line 2 are connected to the first main line tunnel 11 and the second main line tunnel 12, and entrances and exits connected to the first main line tunnel 11 and the second main line tunnel 12 are provided at both ends of the stop line 2, and a third smoke shutter 43 and a fourth smoke shutter 44 are installed at the entrances and exits.

[0037] Furthermore, the number of the crossovers is one pair, which are installed on both sides of the stop line and connect the first main line tunnel 11 and the second main line tunnel 12. Specifically, the tunnel fire ventilation and smoke exhaust system described in the present invention includes a first crossover 31 and a second crossover 32 which are installed symmetrically on both sides of the stop line 2.

[0038] 3, a plurality of smoke shutters are arranged in the tunnel fire ventilation and smoke exhaust system, specifically, smoke shutters are installed between the stop line and the first main line tunnel 11, between the first crossover line 31 and the first main line tunnel 11, and between the second crossover line 32 and the second main line tunnel 12, and the number of smoke shutters installed between the crossover line and the main line tunnel is one pair.

[0039] In the embodiment shown in FIG. 1, the long-section tunnel further includes a plurality of switches, such as a first switch 51, a second switch 52, etc., and the switches are controlled in conjunction with the smoke shutters.

[0040] In Fig. 1, four sets of switches are installed in the first main line tunnel 11, which are a second switch 52 at the point where the first main line tunnel 11 enters the first crossover 31, a seventh switch 57 at the point where the first crossover 31 enters the first main line tunnel 11, a third switch 53 at the corresponding position where the first main line tunnel 11 enters and exits the stop line 2, and a sixth switch 56. Two switches (a fourth switch 54 and a fifth switch 55) are installed in the stop line 2, which are located at the points where the stop line 2 enters and exits the first main line tunnel 11. Two switches are installed in the second main line tunnel 12, which are the eighth switch 58 at the point where the second main line tunnel 12 enters the second crossover 32, and the first switch 51 at the corresponding position where the first crossover 31 enters the second main line tunnel 12. Among them, the switches at eight points are automatically linked with the four smoke shutters, and the specific linking method is that the eighth switch 58 at the point where the second main line tunnel enters the second crossover automatically links with the fourth smoke shutter 44 at the said point, when the eighth switch controls the track to change direction from the second main line tunnel to the second crossover, the fourth smoke shutter 44 automatically links to rise, and when the eighth switch controls the track to change direction from the second main line tunnel to the second main line tunnel, the fourth smoke shutter 44 automatically descends to the track surface; the second switch 52 at the point where the first main line tunnel enters the first crossover automatically interlocks with the third smoke shutter 43 at said point, and when the second switch controls the track to change direction from the first main line tunnel to the first crossover, the third smoke shutter 43 automatically interlocks to rise, and when the second switch controls the track to change direction from the first main line tunnel to the first crossover, the third smoke shutter 43 automatically descends to the track surface; Setting an interlocking relationship between the two smoke shutters 41, 42 at the points where the first main line tunnel enters and exits the stop line, the two switches 53, 56 at the connection point between the first main line tunnel and the stop line, and the two switches 54, 55 at the points where the stop line enters and exits the first main line tunnel, specifically, when the third switch 53 or the fourth switch 54 controls the track to change direction from the first main line tunnel to the stop line or from the stop line to the first main line tunnel, the first smoke shutter 41 is automatically interlocked and raised to operate, When the fifth switch 55 or the sixth switch 56 controls the track to change direction from the first main line tunnel to the stop line or change direction from the stop line to the first main line tunnel, the second smoke shutter 42 is automatically linked to the second smoke shutter 42 and raised so as to be operated; When the third switch 53 controls the track to change direction from the first tunnel to the first tunnel, the first smoke shutter 41 is automatically operated and lowered to the track surface; When the sixth switch 56 controls the track to change direction from the first tunnel to the first tunnel, automatically interlocking with the second smoke shutter 42 to operate and lowering it to the track surface; This includes not linking the first smoke shutter 41 and the second smoke shutter 42 to operate when the fourth switch 54 or the fifth switch 55 controls the track to change direction from one stop line to another.

[0041] Example 2 At the same time, the present invention further discloses a method for ventilation and smoke exhausting a long-section tunnel fire with a central stop line, which uses the above-mentioned system for ventilation and smoke exhausting a long-section tunnel fire with a central stop line, the flow chart of which is shown in FIG. 4: S1: detect whether the fire position of the train in the long-distance tunnel is at the front or rear, and determine the line on which the train is located, and further determine the position of the train on the line, for example, the position of the train in the first main line tunnel or the second main line tunnel, and determine which group of ventilation smoke exhaust subsystems the train is located between; and S2, based on the fire location on the train, the line on which the train is located, and the train's position on the line, controlling the start / stop of the smoke shutters and the ventilation and smoke exhaust subsystem so that the ventilation and smoke exhaust subsystem blows air to / exhausts smoke from the line corresponding to the fire.

[0042] In the present invention, the running direction is displayed on the first main line tunnel 11, the second main line tunnel 12, the first crossover 31 and the second crossover 32 to show the positions of the front and rear of the train.

[0043] Example 3 In the present invention, when a fire occurs at the front of a train at a stop line, the flow chart for ventilation and smoke exhaust is as shown in Figure 5. Specifically, Step S11: operating the smoke shutters at both ends of the stop line by the switch, lifting the smoke shutters, and lowering the smoke shutters at the first crossover line and the second crossover line to the track surface; Step S12: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in a first main line tunnel directly connected to the stop line to exhaust smoke by rotating forward, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train to rotate forward, opening a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel directly connected to the stop line; step S13 of starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel directly connected to the stop line, rotating in reverse to send air, starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train, rotating in reverse to open a communication valve, and closing a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem sends air to the first main line tunnel directly connected to the stop line; and step S14 of automatically interlocking to shut down other ventilation smoke exhaust subsystems in the long-section tunnel.

[0044] The above steps will be described below with reference to the long-section tunnel fire ventilation and smoke exhaust system with a central stop line shown in Figure 1. When the fire detector detects that a fire occurs at the train stop line 2 or manually reports to the control room that a fire occurs at the train stop line 2, and the specific location of the fire is the front of the train, and the front direction of the train approaches the first smoke shutter 41, the ventilation smoke exhaust step is specifically as follows: First, the first smoke shutter 41 and the second smoke shutter 42 at both ends of the stop line 2 are operated by the points so as to be raised in conjunction with each other, and the third smoke shutter 43 at the first crossover 31 and the fourth smoke shutter 44 at the second crossover 32 in the long section are operated in conjunction with each other so as to be lowered to the track surface. Next, the fourth ventilation smoke exhaust subsystem 64 in the leading direction of the first main line tunnel 11 directly connected to the stop line 2 is started to exhaust smoke by rotating forward, specifically, the fan-linked air valve 642, the fan 643 and the ventilation port air valve 645 of the fourth ventilation smoke exhaust subsystem 64 are operated to rotate the fan 643 forward, and the third ventilation smoke exhaust subsystem 63 in the second main line tunnel 12 of the ventilation smoke exhaust system group is automatically linked to rotate forward to open the communication valve 637 between the two ventilation smoke exhaust subsystems, and the ventilation port air valve 635 of the third ventilation smoke exhaust subsystem 63 is closed, so that the third ventilation smoke exhaust subsystem 63 exhausts smoke from the first main line tunnel 11 directly connected to the stop line 2, Next, the fifth ventilation smoke exhaust subsystem 65 in the rear direction of the first main line tunnel 11 directly connected to the stop line 2 is operated to blow air in reverse rotation, the sixth ventilation smoke exhaust subsystem 66 in the second main line tunnel 12 of the ventilation smoke exhaust subsystem group is automatically linked to rotate in reverse to open the communication valve 657 between the two ventilation smoke exhaust subsystems, the ventilation port air valve 665 of the sixth ventilation smoke exhaust subsystem 66 is closed so that the sixth ventilation smoke exhaust subsystem 66 blows air to the first main line tunnel 11 directly connected to the stop line 2, and the seventh ventilation smoke exhaust subsystem 67 in the rear direction of the first main line tunnel 11 directly connected to the stop line 3 is automatically started to blow air in reverse rotation; Finally, it automatically links to stop other ventilation and smoke exhaust subsystems in the long-section tunnel. Through the implementation of the above ventilation and smoke exhaust operations, the safety of rail transport use is effectively ensured.

[0045] Example 4 In the present invention, when a fire occurs at the rear of the train at the stop line 2, the flow chart for ventilation and smoke exhaust is as shown in FIG. 6, specifically, Step S21: in conjunction with the point machine to operate the first smoke shutter 41 and the second smoke shutter 42 at both ends of the stop line 2, the first smoke shutter 41 and the second smoke shutter 42 are raised, and the third smoke shutter 43 and the fourth smoke shutter 44 corresponding to the first crossover line 31 and the second crossover line 32 are lowered to the track surface; step S22 of activating the fourth ventilation smoke exhaust subsystem 64 in the rear direction of the train in the first main line tunnel 11 directly connected to the stop line 2 to exhaust smoke by rotating forward, activating the third ventilation smoke exhaust subsystem 63 adjacent to the fourth ventilation smoke exhaust subsystem 64 in the rear direction of the train to rotate forward, opening the communication valve 637 between the two ventilation smoke exhaust subsystems, and closing the ventilation port air valve 635 of the third ventilation smoke exhaust subsystem 63 so that the third ventilation smoke exhaust subsystem 63 exhausts smoke from the first main line tunnel 11 directly connected to the stop line 2; step S23 of activating the fifth ventilation and smoke exhaust subsystem 65 in the head direction of the train in the first main line tunnel 11 directly connected to the stop line 2 to send air by rotating in reverse, activating the sixth ventilation and smoke exhaust subsystem 66 adjacent to the fifth ventilation and smoke exhaust subsystem 65 in the head direction of the train to rotate in reverse, opening the communication valve 657 between the two ventilation and smoke exhaust subsystems, and closing the ventilation port air valve 665 of the sixth ventilation and smoke exhaust subsystem 66 so that the sixth ventilation and smoke exhaust subsystem 66 sends air to the first main line tunnel 11 directly connected to the stop line 2; and step S24 of automatically interlocking to shut down other ventilation smoke exhaust subsystems in the long-section tunnel.

[0046] Example 5 In the present invention, when the front end of the train on the first crossover 31 faces the second main line tunnel 12 and a fire breaks out at the front of the train, the flow chart for ventilation and smoke exhaust is as shown in FIG. 7, and specifically, Step S31: in conjunction with the point so as to operate the third smoke shutter 43 on the first crossover 31, the third smoke shutter 43 is raised, the fourth smoke shutter 44 on the second crossover 32 is lowered to the track surface, and the first smoke shutter 41 and the second smoke shutter 42 on both ends of the stop line 2 are lowered to the track surface; step S32 of activating the third ventilation smoke exhaust subsystem 63 in the head direction of the train in the second main line tunnel 12 to exhaust smoke by rotating forward, activating the fourth ventilation smoke exhaust subsystem 64 adjacent to the third ventilation smoke exhaust subsystem 63 in the head direction of the train to rotate forward, opening the communication valve 637 therebetween, and closing the ventilation port air valve 645 of the fourth ventilation smoke exhaust subsystem 64 so that the fourth ventilation smoke exhaust subsystem 64 exhausts smoke from the second main line tunnel 12 in the head direction of the train; step S33 of starting the fourth ventilation smoke exhaust subsystem 64 in the rear direction of the train in the first main line tunnel 11 to blow air in reverse rotation, starting the third ventilation smoke exhaust subsystem 63 adjacent to the fourth ventilation smoke exhaust subsystem 64 in the rear direction of the train to blow air in reverse rotation, opening the communication valve 637 therebetween, and closing the ventilation port air valve 635 of the third ventilation smoke exhaust subsystem 63 so that the third ventilation smoke exhaust subsystem 63 blows air to the first main line tunnel 11 in the rear direction of the train; and step S34 of automatically intervening to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0047] Example 6 In the present invention, when the front end of the train on the first crossover 31 faces the second main line tunnel 12 and a fire breaks out at the rear of the train, the flow chart for ventilation and smoke exhaust is as shown in FIG. 8, specifically, Step S41: in conjunction with the point so as to operate the third smoke shutter 43 on the first crossover 31, the third smoke shutter 43 is raised, in conjunction with the point so as to lower the fourth smoke shutter 44 on the second crossover 32 to the track surface, and in conjunction with the first smoke shutter 41 and the second smoke shutter 42 on both ends of the stop line 2 to the track surface; step S42 of starting the fourth ventilation smoke exhaust subsystem 64 in the rear direction of the train in the first main line tunnel 11 to exhaust smoke by forward rotation, starting the third ventilation smoke exhaust subsystem 63 adjacent to the fourth ventilation smoke exhaust subsystem 64 in the rear direction of the train to rotate forward, opening the communication valve 637 therebetween, and closing the ventilation port air valve 635 of the third ventilation smoke exhaust subsystem 63 so that the third ventilation smoke exhaust subsystem 63 exhausts smoke from the first main line tunnel 11 in the rear direction of the train; step S43 of starting the third ventilation smoke exhaust subsystem 63 in the head direction of the train in the second main line tunnel 12 to blow air in reverse rotation, starting the fourth ventilation smoke exhaust subsystem 64 adjacent to the third ventilation smoke exhaust subsystem 63 in the head direction of the train to blow air in reverse rotation, opening the communication valve 637 therebetween, and closing the ventilation port air valve 645 of the fourth ventilation smoke exhaust subsystem 64 so that the fourth ventilation smoke exhaust subsystem 64 blows air to the second main line tunnel 12 in the head direction of the train; and step S44 of automatically interlocking to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0048] Example 7 In the present invention, when a fire occurs at the front of the train in the first main line tunnel 11, and the train stops between the second ventilation smoke exhaust subsystem 62 and the fourth ventilation smoke exhaust subsystem 64, the flow chart is as shown in FIG. 9, specifically, Step S51: linking the first smoke shutter 41, the second smoke shutter 42, the third smoke shutter 43, and the fourth smoke shutter 44 arranged on the stop line 2, the first crossover line 31, and the second crossover line 32, respectively, by the switch so as to lower them to the track surface; step S52 of activating the fourth ventilation and smoke exhaust subsystem 64 in the leading direction of the first main line tunnel 11 where the train is located to exhaust smoke by rotating forward, activating the third ventilation and smoke exhaust subsystem 63 adjacent to the fourth ventilation and smoke exhaust subsystem 64 in the leading direction of the train to rotate forward, opening the communication valve 637 therebetween, and closing the ventilation port air valve 635 of the third ventilation and smoke exhaust subsystem 63 so that the third ventilation and smoke exhaust subsystem 63 exhausts smoke from the first main line tunnel 11 where the fire is occurring; step S53 of starting the second ventilation smoke exhaust subsystem 62 in the rear direction of the first main line tunnel 11 where the train is located to blow air in reverse rotation, starting the first ventilation smoke exhaust subsystem 61 adjacent to the second ventilation smoke exhaust subsystem 62 in the rear direction of the train to blow air in reverse rotation, opening the communication valve 617 therebetween, and closing the ventilation port air valve 615 of the first ventilation smoke exhaust subsystem 61 so that the first ventilation smoke exhaust subsystem 61 blows air to the first main line tunnel 11 where the fire is occurring; and step S54 of automatically interlocking to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0049] As can be understood, if a fire train is located at another location in the first main line tunnel 11 or a fire occurs at the front of the train in the second main line tunnel 12, the smoke will be evacuated by controlling the ventilation smoke evacuation subsystems adjacent to both ends of the train, and the steps are similar to those described above.

[0050] Example 8 In the present invention, when a fire occurs at the rear of the train in the second main line tunnel 12, and the train is located between the sixth ventilation smoke exhaust subsystem 66 and the eighth ventilation smoke exhaust subsystem 68, the flow chart for ventilation smoke exhaust is as shown in FIG. 10, specifically, Step S61: linking the first smoke shutter 41, the second smoke shutter 42, the third smoke shutter 43, and the fourth smoke shutter 44 arranged on the stop line 13, the first crossover line 31, and the second crossover line 32, respectively, by the switch so as to lower them to the track surface; Step S62: starting the eighth ventilation and smoke exhaust subsystem 68 in the rear direction of the second main line tunnel 12 where the train is located by the switch, and rotating forward to exhaust smoke, starting the seventh ventilation and smoke exhaust subsystem 67 adjacent to the eighth ventilation and smoke exhaust subsystem 68 in the rear direction of the train, rotating forward, opening the communication valve 677 therebetween, and closing the ventilation port air valve 675 of the seventh ventilation and smoke exhaust subsystem 67 so that the seventh ventilation and smoke exhaust subsystem 67 exhausts smoke from the second main line tunnel 12 where the fire is occurring; Step S63: activating the sixth ventilation and smoke exhaust subsystem 66 in the head direction of the second main line tunnel 12 where the train is located by the switch, and rotating it in reverse in conjunction with the sixth ventilation and smoke exhaust subsystem 66 in the head direction of the train, activating the fifth ventilation and smoke exhaust subsystem 65 adjacent to the sixth ventilation and smoke exhaust subsystem 66 in the head direction of the train and rotating it in reverse, opening the communication valve 657 therebetween, and closing the ventilation port air valve 655 of the fifth ventilation and smoke exhaust subsystem 65, so that the fifth ventilation and smoke exhaust subsystem 65 sends air to the second main line tunnel 12 where the fire is occurring; and step S64 of automatically interlocking to shut down other ventilation smoke exhaust subsystems in the long section tunnel.

[0051] As can be appreciated, if a fire train is located at another location in the second main line tunnel 12 or a fire occurs at the front of the train in the first main line tunnel 11, the smoke will be evacuated by controlling the ventilation smoke evacuation subsystems adjacent to both ends of the train, and the steps will be similar to those described above.

[0052] Compared with the shortcomings and defects of the prior art, the system and method for ventilation and smoke exhaust for a fire in a long-section tunnel with a central stop line according to the present invention has a reasonable structure, and by installing smoke shutters and controlling the operation of the smoke shutters and the ventilation and smoke exhaust subsystem, and automatically linking the smoke shutters to lower or raise on the track surface, it is possible to isolate the tunnel / stop line / crossing line that is not involved in the ventilation and smoke exhaust, reduce the air volume loss, improve the cross-sectional wind speed, and improve the smoke exhaust effect. It proposes a method for ventilation and smoke exhaust for a fire in a stop line and a method for ventilation and smoke exhaust for a fire in a crossing line, solves the problems that cannot be covered by the traditional ventilation and smoke exhaust mode, meets the ventilation and smoke exhaust needs for a fire in the main line, stop line, and crossing line in the tunnel, and ensures the safety of railway transportation operation.

[0053] The present invention is not limited to the above embodiments, and anyone can obtain various other types of products based on the teachings of the present invention, but regardless of how their shapes or structures are changed, any technical solution similar or similar to the present application is included within the protection scope of the present invention. [Explanation of symbols]

[0054] 11 First Main Line Tunnel 12 Second Main Line Tunnel 2 stop line 31 First crossover 32 Second crossover 41 First Smoke Shutter 42 Second Smoke Shutter 43 3rd Smoke Shutter 44 4th Smoke Shutter 51 Switch No. 1 52 Second Switch 53 Third Switch 54 4th Switch 55 5th Switch 56 Switch No. 6 57 Switch No. 7 58 Switch No. 8 61 First ventilation smoke exhaust subsystem 62 Secondary Ventilation Smoke Exhaust Subsystem 63 3rd Ventilation Smoke Exhaust Subsystem 64 4th Ventilation Smoke Exhaust Subsystem 65 5th Ventilation Smoke Exhaust Subsystem 66 6th ventilation smoke exhaust subsystem 67 7th Ventilation Smoke Exhaust Subsystem 68 No. 8 Ventilation Smoke Exhaust Subsystem 611 Ventilation tower 612 Fan-linked air valve 613 Fan 614 Silencer 615 Ventilation Air Valve 616 Ventilation vent 617 Connecting valve

Claims

1. A ventilation and smoke exhaust system for a long-section tunnel fire equipped with a central stop line, The long-section tunnel includes a first main line tunnel, a second main line tunnel, a stop line, a first crossing line and a second crossing line, the stop line is horizontally adjacent to and connected to the first main line tunnel and is located at the center of the first main line tunnel, the first crossing line and the second crossing line are installed on both sides of the stop line and connect the first main line tunnel and the second main line tunnel, smoke shutters are installed between the first crossing line and the first main line tunnel and between the second crossing line and the second main line tunnel, entrances and exits connected to the first main line tunnel are arranged at both ends of the stop line, and smoke shutters are installed at the entrances and exits. a ventilation smoke exhaust subsystem group formed by connecting adjacent ventilation smoke exhaust subsystems to a first main line tunnel or a second main line tunnel through a connecting valve; a plurality of ventilation smoke exhaust subsystem groups installed at intervals in the first main line tunnel and the second main line tunnel; and at least one ventilation smoke exhaust subsystem installed on the side of the first crossover away from the stop line and on the side of the second crossover away from the stop line.

2. 2. The ventilation and smoke exhaust system for a long-section tunnel with a central stop line according to claim 1, wherein the ventilation and smoke exhaust subsystem comprises a ventilation tower, a fan-linked air valve, a fan, a silencer, a ventilation smoke exhaust port air valve and a ventilation smoke exhaust port, which are connected in sequence, and the communication valve is installed between the ventilation smoke exhaust port air valve and the silencer.

3. A plurality of switches are further installed in the long section tunnel, and the switches are installed at a location where the first main line tunnel enters the first crossover, a location where the second crossover enters the first main line tunnel, a location where the first main line tunnel enters and exits the stop line, a location where the stop line enters and exits the first main line tunnel, a location where the second main line tunnel enters the second crossover, and a location where the first crossover enters the second main line tunnel, The switch is controlled in conjunction with the smoke shutter, that is, The eighth switch (58) at the point where the second main line tunnel enters the second crossover automatically interlocks with the fourth smoke shutter (44) at that point, and when the eighth switch controls the track to change direction from the second main line tunnel to the second crossover, the fourth smoke shutter (44) automatically interlocks to rise, and when the eighth switch controls the track to change direction from the second main line tunnel to the second main line tunnel, the fourth smoke shutter (44) automatically descends to the track surface, The second switch (52) at the point where the first main line tunnel enters the first crossover automatically interlocks with the third smoke shutter (43) at that point, and when the second switch controls the track to change direction from the first main line tunnel to the first crossover, the third smoke shutter (43) automatically interlocks to rise, and when the second switch controls the track to change direction from the first main line tunnel to the first main line tunnel, the third smoke shutter (43) automatically descends to the track surface, Setting an interlocking relationship between the two smoke shutters (41, 42) at the points where the first main line tunnel enters and exits the stop line, the two switches (53, 56) at the connection point between the first main line tunnel and the stop line, and the two switches (54, 55) at the points where the first main line tunnel enters and exits from the stop line means, specifically, that when the third switch (53) or the fourth switch (54) controls the track to change direction from the first main line tunnel to the stop line or from the stop line to the first main line tunnel, the first smoke shutter (41) is automatically interlocked and raised to operate; When the fifth switch (55) or the sixth switch (56) controls the track to change direction from the first main line tunnel to the stop line or change direction from the stop line to the first main line tunnel, automatically linking and lifting the second smoke shutter (42) to operate it; When the third switch (53) controls the track to change direction from the first tunnel to the first tunnel, automatically interlocking with the first smoke shutter (41) to operate and lowering it to the track surface; When the sixth switch (56) controls the track to change direction from the first tunnel to the first tunnel, automatically interlocking with the second smoke shutter (42) to operate and lowering it to the track surface; 2. The ventilation and smoke exhaust system for a long-section tunnel with a central stop line according to claim 1, further comprising: when the fourth switch (54) or the fifth switch (55) controls the track to change direction from one stop line to another, not interlocking the first smoke shutter (41) and the second smoke shutter (42) to operate.

4. A ventilation and smoke exhaust method for a long-section tunnel fire with a central stop line, comprising: Using a long-section tunnel fire ventilation and smoke exhaust system equipped with a central stop line according to any one of claims 1 to 3, S1: detecting whether a fire location of a train in a long section tunnel is at the front or rear, and determining the line on which the train is located and the position of the train on the line; and (S2) controlling start / stop of the smoke shutters and the ventilation and smoke exhaust subsystem based on the fire location on the train, the line on which the train is located, and the train's position on the line, so that the ventilation and smoke exhaust subsystem exhausts the smoke from the fire.

5. In case of a fire at the front of a train at a stop, the ventilation smoke extraction steps are: S11, which is linked to operate the smoke shutters at both ends of the stop line by the points, raises the smoke shutters, and lowers the smoke shutters at the first crossover line and the second crossover line to the track surface; S12: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in a first main line tunnel directly connected to the stop line, rotating forward to exhaust smoke, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train, rotating forward to open a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel directly connected to the stop line; S13: starting a first ventilation and smoke exhaust subsystem in the rear direction of the train in a first main line tunnel directly connected to the stop line, rotating in reverse to send air, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the rear direction of the train, rotating in reverse to open a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem sends air to the first main line tunnel directly connected to the stop line; The method for ventilation and smoke exhaust for a long-section tunnel with a central stop line according to claim 4, further comprising: (S14) automatically interlocking to stop other ventilation and smoke exhaust subsystems in the long-section tunnel.

6. In case of a fire at the rear of the train at the stop, the ventilation smoke extraction steps are: S21, which is linked to operate the smoke shutters at both ends of the stop line by the points, raises the smoke shutters, and lowers the smoke shutters at the first crossover line and the second crossover line to the track surface; S22: starting a first ventilation and smoke exhaust subsystem in the rear direction of the train in a first main line tunnel directly connected to the stop line, rotating forward to exhaust smoke, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the rear direction of the train, rotating forward to open a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel directly connected to the stop line; S23: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in a first main line tunnel directly connected to the stop line, rotating in reverse to send air, starting another ventilation and smoke exhaust subsystem of the ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train, rotating in reverse to open a communication valve, and closing a ventilation port air valve of the other ventilation and smoke exhaust subsystem so that the other ventilation and smoke exhaust subsystem sends air to the first main line tunnel directly connected to the stop line; The method for ventilation and smoke exhaust for a long-section tunnel with a central stop line according to claim 4, further comprising: (S24) automatically interlocking to stop other ventilation and smoke exhaust subsystems in the long-section tunnel.

7. If the front of the train on the first crossover faces the second main line tunnel and a fire breaks out at the front of the train, the ventilation and smoke exhaust steps are as follows: S31, which is linked to operate a smoke shutter on the first crossover by a switch, raises the smoke shutter, links to lower the smoke shutter on the second crossover to the track surface, and links to lower the smoke shutters on both ends of the stop line to the track surface; S32: starting a first ventilation and smoke exhaust subsystem in the head direction of the train in the second main line tunnel to exhaust smoke by rotating forward, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the head direction of the train to rotate forward, opening a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem so that the another ventilation and smoke exhaust subsystem exhausts smoke from the second main line tunnel in the head direction of the train; S33: starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel and rotating in reverse to blow air, and starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train and rotating in reverse to open a communication valve and close a vent air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem blows air into the first main line tunnel in the rear direction of the train; The method for ventilation and smoke exhaust for a long-section tunnel with a central stop line according to claim 4, further comprising: (S34) automatically interlocking to stop other ventilation and smoke exhaust subsystems in the long-section tunnel.

8. If the front end of the train on the first crossover faces the second main line tunnel and a fire breaks out at the rear of the train, the ventilation and smoke exhaust steps are as follows: S41, which is linked to operate the smoke shutter on the first crossover by the switch, raises the smoke shutter, links to lower the smoke shutter on the second crossover to the track surface, and links to lower the smoke shutters on both ends of the stop line to the track surface; S42: starting a first ventilation smoke exhaust subsystem in the rear direction of the train in the first main line tunnel to exhaust smoke by rotating forward, starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the rear direction of the train to rotate forward, opening a communication valve, and closing a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem exhausts smoke from the first main line tunnel in the rear direction of the train; S43: starting a first ventilation smoke exhaust subsystem in the head direction of the train in the second main line tunnel and rotating it in reverse to send air, and starting another ventilation smoke exhaust subsystem adjacent to the first ventilation smoke exhaust subsystem in the head direction of the train and rotating it in reverse to open a communication valve and close a ventilation port air valve of the another ventilation smoke exhaust subsystem so that the another ventilation smoke exhaust subsystem sends air to the second main line tunnel in the head direction of the train; The method for ventilation and smoke exhaust for a long-span tunnel with a central stop line according to claim 4, further comprising: (S44) automatically interlocking to stop other ventilation and smoke exhaust subsystems in the long-span tunnel.

9. In case of a fire at the front of the train in the first or second main line tunnel, the ventilation and smoke evacuation steps are: S51, in which smoke shutters arranged on the stop line, the first crossover line, and the second crossover line are linked to be lowered to the track surface by a switch; S52: starting a first ventilation and smoke exhaust subsystem in the leading direction of the first main line tunnel or the second main line tunnel where the train is located, and exhausting smoke by rotating forward, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the leading direction of the train, and rotating forward to open a communication valve and close a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel or the second main line tunnel where the fire is occurring; S53: starting a first ventilation and smoke exhaust subsystem in the rear direction of the first main line tunnel or the second main line tunnel where the train is located, and rotating it in reverse to send air, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the rear direction of the train, and rotating it in reverse to open a communication valve and close a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem sends air to the first main line tunnel or the second main line tunnel where the fire is occurring; The method for ventilation and smoke exhaust for a long-section tunnel with a central stop line as claimed in claim 4, further comprising: (S54) automatically interlocking to stop other ventilation and smoke exhaust subsystems in the long-section tunnel.

10. In case of a fire at the rear of the train in the first or second main line tunnel, the ventilation and smoke extraction steps are: S61, in which smoke shutters arranged on the stop line, the first crossover line, and the second crossover line are linked to be lowered to the track surface by a switch; S62: starting a first ventilation and smoke exhaust subsystem in the rear direction of the first main line tunnel or the second main line tunnel where the train is located, and exhausting smoke by rotating in the forward direction, and starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the rear direction of the train, and rotating in the forward direction, opening a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem exhausts smoke from the first main line tunnel or the second main line tunnel where the fire is occurring; S63: starting a first ventilation and smoke exhaust subsystem in the leading direction of the first main line tunnel or the second main line tunnel where the train is located, rotating in reverse to send air, starting another ventilation and smoke exhaust subsystem adjacent to the first ventilation and smoke exhaust subsystem in the leading direction of the train, rotating in reverse, opening a communication valve, and closing a ventilation port air valve of the another ventilation and smoke exhaust subsystem, so that the another ventilation and smoke exhaust subsystem sends air to the first main line tunnel or the second main line tunnel where the fire is occurring; The method for ventilation and smoke exhaust for a long-section tunnel with a central stop line according to claim 4, further comprising: (S64) automatically interlocking to stop other ventilation and smoke exhaust subsystems in the long-section tunnel.

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