摘要
近年来,伴随着我国铁路事业的跨越式大发展,城际轨道交通也取得了长足的进步,同时城际轨道交通隧道的防灾救援的问题也就出现了。城际轨道交通隧道作为半封闭空间,在发生火灾后,若隧道的防灾救援措施不及时,可能会对人员的生命造成严重的危害。
《铁路隧道防灾救援疏散工程设计规范》已经颁布,对隧道的防灾疏散做出了详细的要求,但是该《规范》明确提出：对城市隧道、水下隧道和高海拔隧道的防灾救援应结合工程特点进行特殊设计。和山岭隧道或者地铁相比,城际轨道交通隧道具有技术标准、运行车辆和行车调度等特点。
本文以穗莞深城际线为背景,研究以下问题：分析城际轨道交通区间隧道内各种疏散设施对人员疏散的影响并找出各种疏散设施的内在关系。模拟列车发生火灾时烟气的蔓流以及对人员疏散的影响,并提出城际轨道交通区间隧道内防灾系统。
通过以上问题的研究,系统的研究了城际轨道交通隧道的防灾救援,得出了以下的结论：
(1)列车在隧道内随机停车的危险性大。列车随机停车和列车停在紧急救援站相比,人员必需疏散时间大大增加。
(2)隧道为狭长型构筑物,应重视人员疏散整个过程的安全性。通过分析得出了列车随机停车时的停车最有利和最不利位置。
(3)司乘人员的引导作用非常大。在有无司乘人员引导的工况下,总疏散时间最大差值达到2.5min。
(4)本文重点研究了双洞单线隧道的横通道间距、救援通道宽度和高、低通道方案三个方面疏散设施,结果表明救援通道宽度的影响最大,低通道方案优于高通道方案,横通道间距为500m和400m时,对人员疏散安全性影响不大。
In recent years, with the great development of China's railway business, intercity rail transit has made great progress. Disaster prevention and rescue in intercity rail tunnel has become a big problem. Intercity rail tunnel as a semi-enclosed space may cause serious harm to the lives of persons if disaster relief measures are failure to take timely for fire.
"Code for Design on Evacuation Engineering for Disaster Prevention and Rescue of Railway Tunnel" has made a detailed requirement for the disaster evacuation. It says explicitly:disaster prevention and rescue in city Tunnel, underwater tunnels and high-altitude tunnel should be designed individually. Compared with the mountain tunnel or the subway, intercity rail tunnel has the characteristics of technical standards, running vehicle and train dispatching.
Taking Guangzhou-Dongguan-Shenzhen intercity line as the background, this paper has studied the following questions:To analyze the influences of all kinds of evacuation facilities in intercity rail tunnel for evacuation and to find out the internal relations of these facilities. Study smoke movements under the fire and the effects on evacuation. Propose the disaster prevention system in the intercity rail tunnel.
By the researching of above problems, a systematic study on the intercity rail transit tunnel disaster relief has been made. Finally we have come to the following conclusions:
(1) Random parking in the tunnel takes a big risk. It takes more evacuation time in such case than train's parking in emergent rescue station.
(2) Because tunnel is a long and narrow structure, we should attach importance to the security of the entire evacuation process. We got the best and the most unfavorable position when the train must be stopped randomly.
(3) Drivers and crew have played a big role. With or without them, the maximum difference of the total evacuation time is2.5min.
(4) This paper focused on three aspects of evacuation:cross passage interval in the double hole single line tunnel, width and height of the rescue channel and low channel scheme. It turned out that width of rescue channel had the most impact. Low channel scheme was better than that of high channel. When the cross passage interval was500m or400m, it had little impact on the safety of evacuation.
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