为解决市域铁路救援站在火灾工况下通风排烟参数适配性不足的问题，针对其与高速铁路在防灾救援策略和通风模式上的显著差异，以提高系统安全性和经济性为目标，开展了通风排烟性能优化研究。基于数值模拟方法，以市域C型车和上海快线隧道断面为原型，建立“集中排烟+非事故隧道补风”模式下的三维火灾模型，综合考虑火源规模、联络门风速与隧道补风风速等关键参数，结合TB10020—2017《铁路隧道防灾疏散救援工程设计规范》和ASET≥RSET原则，分析烟气蔓延规律、关键截面可见度变化及安全疏散时间。通过网格无关性验证与多工况模拟，确定人员呼吸高度监测基准Z=2.5 m，形成“参数-烟气-疏散”耦合分析体系。研究结果表明： 1）当联络门风速≥0.7 m/s、隧道补风风速≥1.0 m/s时，烟气在555 s疏散时间内不蔓延至非事故隧道，关键区域可见度符合安全疏散要求； 2）联络门风速0.5 m/s时疏散时间不足，隧道补风风速低于0.8 m/s时无法有效控烟； 3）计算排烟量为95.2 m3/s，仅为规范值的63.7%，在确保安全的前提下可降低机电与土建规模。
The adaptability of ventilation and smoke exhaust parameters in urban railway rescue stations under fire conditions is insufficient. To address this challenge and to improve both the safety and economy of the ventilation and smoke exhaust system, a systematic optimization study is conducted on the smoke control performance of urban railway rescue stations considering the significant differences between urban and high-speed railways in terms of disaster prevention and ventilation strategies. Based on the fire dynamics simulator, a three-dimensional numerical model is established with the C-type urban train and the Shanghai Express tunnel section as prototypes. The study adopts the “centralized smoke exhaust+non-incident tunnel make-up air” ventilation mode, analyzing the effects of key parameters such as wind speed at connecting door and tunnel supplementary wind speed. In combination with the Code for Design of Railway Tunnel Disaster Prevention, Evacuation and Rescue Engineering (TB 10020-2017) and the ASET≥RSET principle, smoke propagation patterns, visibility variations at critical sections, and safe evacuation times are investigated. Grid independence analysis is performed to ensure model reliability, and Z=2.5 m is defined as the key monitoring height for breathing level. A coupled analysis system of “parameters-smoke-evacuation” is then established. The results indicate that: (1) When the wind speed at connecting door is not less than 0.7 m/s and the tunnel supplementary wind speed is not less than 1.0 m/s, smoke does not spread into the nonincident tunnel within the 555 s evacuation time, and the visibility of key areas meets safety requirements. (2) At a wind speed at connecting door of 0.5 m/s, evacuation time is insufficient, and when the tunnel supplementary wind speed is below 0.8 m/s, effective smoke control cannot be achieved. (3) The calculated smoke exhaust volume is 95.2 m3/s, which is only 63.7% of the value specified in the code, effectively reducing the size of electromechanical and civil systems without compromising safety.
