Ship fire-fighting operation response time evaluation system under multi-factor coupling effect

Abstract

The invention relates to a ship fire-fighting operation response time evaluation system under a multi-factor coupling effect. Comprising the following steps: acquiring a personnel walking speed attenuation proportion under the influence of ship rolling, a personnel walking speed attenuation proportion under the influence of ship trim / heeling, a personnel walking speed attenuation proportion under the influence of visibility reduction and a fireman load fatigue walking speed attenuation proportion; based on the speed attenuation difference correction coefficient eta of the fire-fighting operation personnel compared with ordinary people calculated based on the comprehensive quality of the firefighters, the walking speed attenuation proportion under a specific path, and all rescue routes from a fire source point to a rescue starting point; according to the attribute of each branch path on each rescue route and the state attribute of the ship, calculating the walking speed of the firefighters on the branch paths; respectively calculating the rescue time of each rescue route; the rescue route with the shortest rescue time is selected as the optimal water ship fire rescue route; according to the invention, support can be provided for related research of ship rescue operation.

Description

Technical Field

[0001] The present invention relates to the field of natural disasters, and in particular to a ship firefighting operation response time evaluation system under the coupling effect of multiple factors. Background Art

[0002] The issue of rescue personnel's walking speed in complex disaster environments on ships is the basis for conducting rescue process analysis, evaluation and optimization. In particular, the changes in personnel walking speed under the coupling influence of multiple factors such as hull tilting caused by concurrent damage, reduced fire visibility, hull swaying, and personnel load fatigue have not been studied yet. Summary of the Invention

[0003] In response to the shortcomings of the existing technology, the present application provides a ship firefighting operation response time evaluation system under the coupling of multiple factors, which calculates the rescue time of different rescue routes when a fire occurs and is used to select the best rescue route.

[0004] A system for evaluating the response time of ship firefighting operations under the coupling of multiple factors includes a memory, a processor, and a computer program stored in the memory. When the processor executes the program, the following steps are implemented:

[0005] Step 1: Obtain the attenuation ratio R of the walking speed of personnel under the influence of ship rolling roll ;

[0006] Step 2: Obtain the personnel walking speed attenuation ratio R under the influence of the ship's pitch / roll trim / R heel ;

[0007] Step 3: Obtain the attenuation ratio R of the walking speed under the influence of reduced visibility visibility ;

[0008] Step 4: Obtain the firefighter's weight-bearing fatigue walking speed attenuation ratio R tired ;

[0009] Step 5: Obtain the correction coefficient η of the speed attenuation difference between firefighters and ordinary people, calculated based on the comprehensive quality of firefighters;

[0010] Step 6: Get the walking speed attenuation ratio R under a specific path path ;

[0011] Step 7: Obtain all rescue routes from the fire source to the rescue starting point;

[0012] Step 8: Calculate the walking speed of the firefighters on each branch path according to the attributes of each branch path on each rescue route and the state attributes of the ship;

[0013] Step 9: Calculate the rescue time for each rescue route respectively;

[0014] Step 10: Select the rescue route with the shortest rescue time as the best path for water ship fire rescue.

[0015] The attenuation ratio R of the walking speed of personnel at different ship swing angles in step 1 roll for:

[0016] R roll =0.027+0.007θ+0.0008θ 2 ,θ∈(0°,30°],θ represents the roll angle (1)

[0017] The attenuation ratio R of the walking speed of personnel at different ship pitch angles in step 2 trim for:

[0018]

[0019] The attenuation ratio R of personnel walking speed under different ship heel angles heel for:

[0020] R heel =-0.02+0.004|ψ|-0.0005ψ 2 ,ψ∈[-30°,30°] ,,ψ≠0,ψ represents the heel angle (3)

[0021] The attenuation R of the walking speed of people at different visibility distances in step 3 visibility for:

[0022] R visibility =0.003l 2 -0.089l+0.62 (4)

[0024] Where, l represents the visibility distance, m;

[0025] When the visibility reaches 12.9m, the walking speed of people reaches the speed in a smoke-free environment. At this time, it can be considered that the walking speed is no longer affected by visibility. That is, when l>12.9, R visibility Always set to 0.

[0026] In step 4, the firefighter's weighted fatigue walking speed attenuation ratio R tired The calculation formula is:

[0027]

[0028] Where x represents the horizontal load-bearing walking distance, and h represents the ascending height.

[0029] The correction coefficient η of the speed attenuation difference between firefighters and ordinary people calculated in the comprehensive quality calculation of firefighters in step 5 is:

[0030] η=k professional / k ordinary =0.80;

[0031] Among them, k professional is the peak value of the firefighter speed attenuation ratio, k ordinary This is the peak value of the speed attenuation ratio for ordinary people.

[0032] The walking speed attenuation ratio R under the specific path in step 6 path for:

[0033]

[0034] Where λ represents the slope of the ladder, and η represents the correction coefficient for the difference in speed attenuation caused by fatigue of firefighters compared to ordinary people under load conditions.

[0035] The branch path attributes in step 8 include the branch path slope λ i , the path distance L from the starting point of the branch path and the end point of the branch path to the rescue starting point i1 and L i2 , visibility of branch paths l i , the height difference Δh between the starting point and the end point of the branch path, branch path label 1, branch path label 2;

[0036] Branch path labels include straight ladder, inclined ladder, and horizontal ladder;

[0037] Branch path label 2 includes upward straight ladder, downward straight ladder, upward inclined ladder, and downward inclined ladder;

[0038] If the branch path label 1 is a straight ladder and Δh>0, then the branch path label 2 is an upward straight ladder;

[0039] If the branch path label 1 is a straight ladder and Δh<0, then the branch path label 2 is a downward straight ladder;

[0040] If the branch path label 1 is an inclined ladder and Δh>0, then the branch path label 2 is an upward inclined ladder;

[0041] If the branch path label 1 is an inclined ladder and Δh<0, then the branch path label 2 is a downward inclined ladder;

[0042] The state attributes of the ship include the rolling angle θ, the pitch angle φ, and the heel angle ψ;

[0043] The walking speed of people under the influence of multiple factors is:

[0044] v=v0[(1-ηR roll )(1+ηR heel )(1+ηR trim )(1-ηR visibility)](1-R tired )(1-R path )(8)

[0045] Where, v represents the walking speed of personnel under the influence of multiple factors; v0 represents the basic speed of firefighters under normal conditions on a horizontal road; R roll Indicates the attenuation ratio of personnel walking speed under the influence of ship rolling; R trim

[0046] Indicates the attenuation ratio of personnel walking speed under the influence of ship pitch; R heel Indicates the attenuation ratio of personnel walking speed under the influence of ship heel; R visibility Indicates the attenuation ratio of people's walking speed under the influence of reduced visibility;

[0047] R path Indicates the walking speed attenuation ratio under a specific path; R tired It represents the speed attenuation ratio of personnel walking under load and fatigue; η represents the correction coefficient of the speed attenuation difference between firefighters and ordinary people.

[0048] Step 9 includes calculating the sum of the rescue times of the branch paths in each rescue route to obtain the rescue time of each rescue route.

[0049] The beneficial effects produced by the present invention are:

[0050] A walking speed model for damage control personnel under the influence of multiple factors was constructed using the multiplication method of influencing factors. The model takes into account the coupled effects of multiple influencing factors such as ship sway, disaster environment, personnel fatigue, and personnel comprehensive quality on personnel walking speed, as well as the speed changes at different path structures such as inclined ladders and straight ladders. It can provide support for research related to ship damage control operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 Statistical diagram of personnel walking speed attenuation at different ship roll angles;

[0052] Figure 2 Statistical diagram of personnel walking speed attenuation at different ship pitch angles;

[0053] Figure 3 Statistical diagram of personnel walking speed attenuation at different ship heel angles;

[0054] Figure 4 Mean fitting diagram of people's walking speed at different visibility distances;

[0055] Figure 5 Firefighters' speed changes at different weight-bearing distances;

[0056] Figure 6Speed attenuation ratio and fitting results at different load distances;

[0057] Figure 7 The change in speed attenuation ratio and fitting results of firefighters at different ascent heights;

[0058] Figure 8 The firefighter's speed changes at different descent heights;

[0059] Figure 9 The change in the speed attenuation ratio of ordinary people at different ascent heights;

[0060] Figure 10 Speed attenuation diagram of people going up / down the inclined ladder at different slopes. DETAILED DESCRIPTION

[0061] In order to make the purpose, technical solutions and advantages of the embodiments of the present disclosure more clear, the technical solutions of the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings of the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, not all of the embodiments. Based on the described embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present disclosure.

[0062] Example 1

[0063] The present application provides a system for evaluating the response time of ship firefighting operations under the coupling of multiple factors, including a memory, a processor, and a computer program stored in the memory. When the processor executes the program, the following steps are implemented:

[0064] Step 1: Obtain the attenuation ratio R of the walking speed of personnel under the influence of ship rolling roll ;

[0065] R roll =0.027+0.007θ+0.0008θ 2 ,θ∈(0°,30°],θ represents the roll angle;

[0066] Step 2: Obtain the personnel walking speed attenuation ratio R under the influence of the ship's pitch / roll trim / R heel ;

[0067]

[0068] R heel =-0.02+0.004|ψ|-0.0005ψ 2 ,ψ∈[-30°,30°],ψ≠0,ψ represents the heel angle;

[0069] Step 3: Obtain the attenuation ratio R of the walking speed under the influence of reduced visibility visibility ;

[0070] R visibility =0.003l 2 -0.089l+0.62; where l represents the visibility distance, m;

[0071] When visibility reaches 12.9m, the walking speed of people reaches the speed in a smoke-free environment. At this time, it can be considered that the walking speed is no longer affected by visibility. That is, when l>12.9, Rvisibility is always taken as 0;

[0072] Step 4: Obtain the firefighter's weight-bearing fatigue walking speed attenuation ratio R tired ;

[0073]

[0074] Step 5: Obtain the correction coefficient η of the speed attenuation difference between firefighters and ordinary people, calculated based on the comprehensive quality of firefighters;

[0075] η=k professional / k ordinary =0.57 / 0.71=0.80;

[0076] Step 6: Get the walking speed attenuation ratio R under a specific path path ;

[0077]

[0078] Step 8: Calculate the walking speed of the firefighters on each branch path according to the attributes of each branch path on each rescue route and the state attributes of the ship;

[0079] Step 9: Calculate the rescue time for each rescue route respectively;

[0080] Step 10: Select the rescue route with the shortest rescue time as the optimal route for water ship fire rescue;

[0081] Specifically, step 1 includes:

[0082] The swaying motion of a ship can be simplified into a reciprocating linear motion with six degrees of freedom, including surge, sway, and heave along the axis, and roll, pitch, and yaw around the axis. The swaying motion of a ship has the most significant impact on people walking.

[0083] Since the ship swaying experiment is difficult to carry out due to the limitation of site and personnel, this embodiment collects the original data of the research on the effect of ship rolling on the walking speed of personnel at home and abroad, and compares the walking speed of personnel at different rolling angles with their corresponding basic speed values in the relevant research to obtain the attenuation ratio of the walking speed of personnel at different rolling angles, for example Figure 1 As shown in , the ZhangDZ and ZhangDW data results are derived from the theoretical formulas proposed by them, and other experimental data include the walking speed experiments conducted by Wang, Yoshida, Murayama, etc.

[0084] from Figure 1 It can be seen that there are certain differences in the velocity attenuation ratios obtained by different studies, but the changing trends are consistent. When the roll angle exceeds 5°, the velocity attenuation ratio increases significantly. The fitting results are shown in Figure 1 As shown, R 2 =0.9829 shows that the fitting result is accurate. On this basis, the attenuation ratio of personnel walking speed under different ship swing angles is proposed. roll The calculation formula is shown in formula (1):

[0085] R roll =0.027+0.007θ+0.0008θ 2 ,θ∈(0°,30°],θ represents the roll angle (1)

[0086] Specifically, step 2 includes:

[0087] The ship's heel and pitch buoyancy will affect the individual's walking speed. We collected relevant research results from the Japan Research Institute of Marine Engineering (RIME), the Korea Research Institute of Ships and Ocean Engineering (KRISO), the Netherlands Organization for Applied Scientific Research (TNO), the Australian Maritime Engineering Cooperative Research Center (ANECRC), the Fleet Technology and Fire Safety Engineering Group of the University of Greenwich (FLT / FSEG), the University of Science and Technology of China (USTC), and Germanischer Lloyd / AENEAS software, and obtained the attenuation ratio of the walking speed of people under different heel / pitch angles, for example Figure 2 and Figure 3 shown.

[0088] Depend on Figures 2 and 3 As can be seen from the data, when the ship is in a positive heel state (uphill), an increase in the positive heel angle (uphill) makes it difficult for personnel to walk, and the speed reduction rate decreases significantly with increasing heel angle. However, when the ship is in a negative heel angle (downhill), the speed reduction rate increases less. Heeling does not involve uphill and downhill issues. Compared with changes in the pitch angle, the change in personnel walking speed with the heel angle is relatively insignificant. Generally, the walking speed does not begin to decrease until the heel angle increases to more than 10°. Therefore, research is generally conducted only on positive heel angles.

[0089] The results of fitting analysis by taking the average of the research data at different transverse / longitudinal angles are as follows: Figure 2 and Figure 3 As shown in , the R2 value shows that the fitting results are accurate. The calculation formulas for the attenuation ratio of personnel walking speed under different ship pitch and roll angles are proposed as shown in Equations (2) and (3). It is generally believed that when the tilt angle is greater than 30°, it can be determined that the ship is capsizing.

[0090]

[0091] R heel =-0.02+0.004|ψ|-0.0005ψ 2 ,ψ∈[-30°,30°],ψ≠0,ψ represents the heel angle (3)

[0092] Specifically, step 3 includes:

[0093] The reduced visibility caused by cabin fire smoke will have a significant impact on walking speed. The original data of experimental studies on walking speed of people at different visibility distances conducted at home and abroad were collected. At the same time, the speed value in a smoke-free environment obtained from the corresponding measured research was used as the basic speed. The attenuation ratio of walking speed of people at different visibility distances was calculated, for example Figure 4 By fitting the mean, the results are shown as follows. Figure 4 As shown,

[0094] R 2 =0.98, indicating that the fitting result is accurate. On this basis, the attenuation formula of walking speed of people at different visibility distances is proposed as shown in formula (4):

[0095] R visibility =0.003l 2 -0.089l+0.62 (4)

[0096] Where, l represents the visibility distance, m;

[0097] When the visibility reaches 12.9m, the walking speed of people reaches the speed in a smoke-free environment. At this time, it can be considered that the walking speed is no longer affected by visibility. That is, when l>12.9, R visibility Always set to 0.

[0098] Specifically, step 4 includes:

[0099] Step 41: Measure the firefighter's basic speed

[0100] The average speed change of the firefighters under horizontal load every 20m is as follows Figure 5As shown in the figure, the firefighters' speed increases before the horizontal distance of 40 meters, which is caused by their initial acceleration. From 40 meters onward, the speed of each firefighter begins to decrease. Therefore, the speed before 40 meters is used as the baseline speed value. The average of each subject is taken to obtain the professional firefighter's baseline speed value v0 = 3.94 m / s.

[0101] Step 42: Construct a horizontal load fatigue velocity attenuation model

[0102] According to the basic speed value of firefighters, the speed attenuation ratio caused by weight fatigue under different movement distances is calculated as follows: Figure 6 As shown in the figure, it can be seen that the speed of firefighters is significantly attenuated due to fatigue. The speed attenuation ratio of each firefighter under fatigue is averaged and fitted. The fitting results are shown in the figure. Figure 6 As shown, R 2 =0.95, the fitting result is accurate, and on this basis, the calculation formula for the instantaneous attenuation ratio of fatigue velocity is as follows:

[0103] R * tired =0.001x+0.0044 (5)

[0104] Where x represents the horizontal weight-bearing walking distance.

[0105] The attenuation ratio calculated by formula (5) is actually the peak value of the attenuation. For example, when a person moves horizontally for a distance of 300m, the speed attenuation ratio is 30%. However, in reality, the speed of a person decreases linearly during the movement from 0 to 300m, and the final attenuation ratio reaches 30%. Therefore, in the calculation of the actual speed value, the average level R / 2 of the linear attenuation process is taken as the attenuation ratio of the entire movement process. Based on this, the formula for calculating the average attenuation ratio of the horizontal walking speed of firefighters due to weight-bearing fatigue is proposed as follows:

[0106] R tired =(0.001x+0.0044)×0.5=0.0005x+0.0022 (6)

[0107] Where x represents the horizontal weight-bearing walking distance.

[0108] Step 43: Construct a model for fatigue velocity attenuation when climbing an inclined ladder

[0109] The speed of the first 3.06m (from the first floor to the second floor) of the vertical height is used as the basic speed of the firefighters climbing the inclined ladder. The speed attenuation ratio of each firefighter at different climbing heights is calculated as follows: Figure 7As shown in the figure, the firefighters' speed while carrying a load ascent showed an overall downward trend, with some increases in speed due to speed adjustments. When the ascent height exceeded 21.42m (8th floor), the firefighters' speed gradually stabilized. This was because the firefighters reached a certain level of fatigue at this point and began to maintain a uniform, low speed ascent.

[0110] The fitting analysis was performed by taking the average value of the attenuation ratio of the speed of each firefighter climbing the inclined ladder under the influence of fatigue. The fitting results are as follows: Figure 7 As shown, R 2 =0.90, the fitting result is accurate. On this basis, the calculation formula of the speed attenuation ratio of the ascending inclined ladder under the influence of load fatigue is as follows:

[0111] R tired =0.0243h+0.0282 (7)

[0112] Where, h represents the ascent height, m; h≤21.42.

[0113] It should be noted that since the firefighter reaches the peak speed attenuation when the ascent height is 21.42m, the speed attenuation ratio is 0.57 at this time. Therefore, when the ascent height exceeds 21.42m, the value will be taken according to the attenuation ratio of 0.57.

[0114] Step 44: Analysis of fatigue velocity decay when descending an inclined ladder under load

[0115] The speed change of each firefighter descending the inclined ladder with a load is as follows: Figure 8 As shown in the figure, while the firefighters' speed fluctuated while descending the 10th-floor staircase, the overall trend was relatively stable, with no significant attenuation. This is because gravity pulls on the firefighters, which reduces their effort compared to ascending, and they are less likely to tire. Even if they do experience some fatigue, their speed is not significantly affected because their movement direction aligns with the direction of gravity.

[0116] The effect of fatigue on the speed of personnel descending the inclined ladder can be ignored. The average speed of professional firefighters descending the inclined ladder when wearing combat uniforms and carrying firefighting equipment is 1.29 m / s.

[0117] In summary:

[0118]

[0119] Where x represents the horizontal movement distance, and h represents the height of the ascending inclined ladder.

[0120] Specifically, step 5 includes:

[0121] Firefighters are professionally trained and possess superior physical fitness and experience to ordinary people. Therefore, in the event of ship damage, the speed attenuation of firefighters due to the complex disaster environment will be lower than that of ordinary personnel. To obtain a more accurate speed attenuation model for firefighters, the constructed speed attenuation model for ordinary personnel needs to be modified.

[0122] By comparing the speed attenuation difference between firefighters and ordinary personnel due to weight fatigue, the speed attenuation difference correction coefficient is obtained. According to the result of step 43, the speed attenuation caused by the firefighter's weight fatigue reaches a peak at 21.42m when climbing the inclined ladder, and the speed attenuation ratio peak k professional =0.57. In the actual measurement of an ordinary person climbing up to the 10th floor with a load, the speed attenuation ratio at different climbing heights is as follows: Figure 8 As shown in the figure, it can be seen that the speed attenuation of ordinary people is significantly higher than that of firefighters. The speed attenuation trends of the four subjects are basically the same. When the ascent height reaches 21.42m (8th floor), the attenuation ratio also reaches the peak value. The mean of the attenuation ratio peak value is k ordinary =0.71.

[0123] Based on the above analysis, the correction coefficient η of the speed attenuation difference caused by fatigue of firefighters compared with ordinary people under load is obtained as follows:

[0124] η=k professional / k ordinary =0.57 / 0.71=0.80

[0125] Specifically, step 6 includes:

[0126] Step 61: Calculate the speed of the ship's inclined ladder

[0127] Different inclined ladder slopes will have different degrees of impact on the walking speed of people. The original data of typical inclined ladder walking experiments at home and abroad were collected. At the same time, according to the relevant provisions on the horizontal walking speed of people evacuating in the US NFPA130 specification, the UK SFPE Handbook "Fire Engineering Manual", the "Metro Safety Evacuation Code" (GB 33668-2017) and the "Railway Tunnel Disaster Prevention, Evacuation and Rescue Engineering Design Code" (TB10020-2017), the average value of 1.25m / s was taken as the horizontal basic speed value of people. The speed attenuation ratio of people ascending the inclined ladder under different inclined ladder slopes was obtained, for example Figure 10 As shown in (a), the downhill ramp speed attenuation ratio is Figure 10 As shown in (b) in .

[0128] Although the relationship between speed and slope of the ramp obtained by different studies is different, the overall speed of people passing through the ramp decreases with the increase of the slope. In order to more clearly reflect the attenuation ratio of the speed of people passing through the ramp under different slopes, the experimental research data of the ascending and descending ramps were summarized and fitted. The fitting results are shown in the figure below. Figure 10 As shown, R 2 The values are 0.82 and 0.85 respectively, indicating that the fitting results are credible. Based on this, the calculation formula for the attenuation ratio of the slope of the inclined ladder to the speed of people going up and down the inclined ladder is proposed as follows:

[0129] R upstair =0.01+0.02λ-0.00006λ 2 ,λ represents the slope of the ladder (9)

[0130] R downstair =0.02+0.014λ-0.000007λ 2 ,λ represents the slope of the ladder (10)

[0131] Substituting the slope λ = 56° from the actual measured ramp speed into the above equation yields the theoretical ramp speed attenuation for this slope. Based on the baseline speed of an average passenger, the mean ramp speed attenuation ratio for all test subjects in the actual ramp speed measurement was calculated, representing the measured ramp speed attenuation. The calculated theoretical and measured values are shown in Table 1.

[0132] Table 1 Comparison of uplink / downlink ramp attenuation ratios

[0133]

[0134] The data in the table show that the error between the theoretical formula and the measured velocity attenuation ratio for ascending and descending inclined stairs is 7.4%, and the error between the theoretical formula and the measured velocity attenuation ratio for descending and ascending inclined stairs is 8.15%. Therefore, the proposed formula for calculating the velocity attenuation ratio of people ascending and descending inclined stairs based on the slope of the elevator is considered feasible.

[0135] Step 62: Ship ladder passage speed

[0136] Based on the actual measurement of the speed of ordinary people using the elevator, the average speed of ordinary people going up / down the elevator with and without weight is shown in Table 2.

[0137] Table 2 Comparison of the speed of ordinary people going up and down the elevator

[0138]

[0139] As can be seen from the table, the difference in elevator speed between loaded and unloaded conditions is minimal. This is because passengers need to adjust their posture before descending the elevator, so the time it takes to descend is not significantly slower than the time it takes to ascend. Since the difference in elevator speed between loaded and unloaded conditions is minimal, considering the worst-case scenario, we use the loaded ascending speed of 0.42 m / s as the standard for elevator speed. At this speed, the reduction ratio compared to the base speed is approximately 0.89.

[0140] Step 63: Calculate the delay time of the hatch door and hatch cover

[0141] The measured delay times for the personnel access doors and hatch covers are shown in Tables 3 and 4, respectively. The average time required for the personnel access doors in the closed state is 1.8 seconds, and the average time required for the personnel access hatch covers in the closed state is 3.2 seconds. The two average values are used as the benchmark values for the delay times for the personnel access doors and hatch covers, respectively.

[0142] Table 3 Delay time for opening and passing through the hatch

[0143]

[0144]

[0145] Table 4 Delay time for opening and passing through hatch

[0146]

[0147] Step 64: Calculate the walking speed attenuation ratio R under a specific path path ;

[0148] Based on the personnel walking speed attenuation model under the influence of ship sway, ship tilt, and reduced visibility constructed based on literature research, the basic speed value of firefighters, the difference correction coefficient, and the fatigue speed attenuation model obtained based on the actual measurement of firefighters' comprehensive quality, and the speed calculation method for firefighters passing through inclined ladders, straight ladders, hatches, and hatch covers obtained based on the actual measurement of typical ship path structures, a comprehensive walking speed model for firefighters under the coupling of multiple factors is proposed as follows:

[0149]

[0150] Where λ represents the slope of the ladder, and η represents the correction coefficient for the difference in speed attenuation caused by fatigue of firefighters compared to ordinary people under load conditions.

[0151] Specifically, in step 7, each rescue route from the fire source to the rescue starting point includes various branch paths.

[0152] In step 8, the branch path attributes include the branch path slope λ i, the path distance L from the starting point of the branch path and the end point of the branch path to the rescue starting point i1 and L i2 , visibility of branch paths l i , the height difference Δh between the starting point and the end point of the branch path, branch path label 1, branch path label 2;

[0153] Branch path labels include straight ladder, inclined ladder, and horizontal ladder;

[0154] Branch path label 2 includes upward straight ladder, downward straight ladder, upward inclined ladder, and downward inclined ladder;

[0155] If the branch path label 1 is a straight ladder and Δh>0, then the branch path label 2 is an upward straight ladder;

[0156] If the branch path label 1 is a straight ladder and Δh<0, then the branch path label 2 is a downward straight ladder;

[0157] If the branch path label 1 is an inclined ladder and Δh>0, then the branch path label 2 is an upward inclined ladder;

[0158] If the branch path label 1 is an inclined ladder and Δh<0, then the branch path label 2 is a downward inclined ladder;

[0159] The state attributes of the ship include the rolling angle θ, the pitch angle φ, and the heel angle ψ;

[0160] According to the attenuation ratio R of the personnel walking speed under the influence of the ship's rolling obtained from steps 1-6 roll ; Personnel walking speed attenuation ratio R under the influence of ship pitch / roll trim / R heel ; The attenuation ratio of walking speed under the influence of reduced visibility R visibility ; Firefighters' weighted fatigue walking speed attenuation ratio R tired ; Correction coefficient η of the speed attenuation difference between firefighters and ordinary people calculated based on the comprehensive quality of firefighters; Walking speed attenuation ratio R under specific path path It can be seen that

[0161] The calculation formula for people's walking speed under the influence of multiple factors is:

[0162] v=v0[(1-ηR roll )(1+ηR heel )(1+ηR trim )(1-ηR visibility )](1-R tired )(1-R path )(11)

[0163] Where, v represents the walking speed of personnel under the influence of multiple factors; v0 represents the basic speed of firefighters under normal conditions on a horizontal road; Rroll Indicates the attenuation ratio of personnel walking speed under the influence of ship rolling; R trim Indicates the attenuation ratio of personnel walking speed under the influence of ship pitch; R heel Indicates the attenuation ratio of personnel walking speed under the influence of ship heel; R visibility It indicates the attenuation ratio of people’s walking speed under the influence of reduced visibility; R path Indicates the walking speed attenuation ratio under a specific path; R tired It represents the speed attenuation ratio of personnel walking under load and fatigue; η represents the correction coefficient of the speed attenuation difference between firefighters and ordinary people.

[0164] If the label of the branch path is horizontal:

[0165] x=0.5(L i1 -L i2 ), R path =0, R tired =0.0005x+0.0022;

[0166] Substituting into formula (11), we can get the walking speed v of the person at this time;

[0167] v=v0[(1-ηR roll )(1+ηR heel) (1+ηR trim )(1-ηR visibility )](1-0.0005x-0.0022);

[0168] The rescue time of this branch path is t1=(L i1 -L i2 ) / v;

[0169] If the label of the branch path is a straight ladder, the height difference between the starting point and the end point of the branch path is Δh1:

[0170] When Δh1>0, the branch path label 2 is the upward straight ladder;

[0171] h=0.5Δh1,R path =0.89η, R tired =0.0243h+0.0282, and the speed v1 can be obtained by the same logic;

[0172] v1=v0[(1-ηR roll )(1+ηR heel) (1+ηR trim )(1-ηR visibility )](1-0.0243h-0.0282)(1-0.89η)

[0173] The rescue time of this branch path is t1 = Δh1 / v1;

[0174] When Δh<0, the label of the branch path is a straight down ladder, and the height difference between the starting point and the end point of the branch path is Δh2:

[0175] h=0.5Δh2,R path =0.89η, R tired =0, and similarly we can get the speed v2;

[0176] v2=v0[(1-ηR roll )(1+ηR heel) (1+ηR trim )(1-ηR visibility )](1-0.89η)

[0177] The rescue time of this branch path is t2 = Δh2 / v2;

[0178] If the label of the branch path is a ramp:

[0179] When Δh>0, the branch path label 2 is an upward slope, and the height difference between the starting point and the end point of the branch path is Δh3;

[0180] h=0.5Δh3,R path =(0.01+0.017λ-0.00006λ2)η, R tired =0.0243h+0.0282, similarly

[0181] Get speed v3;

[0182] v3=v0[(1-ηR roll )(1+ηR heel) (1+ηR trim )(1-ηR visibility )][1-(0.01+0.017λ-0.00006

[0183] λ2)η](1-0.0243h-0.0282)

[0184] The rescue time of this branch path is t3=(L i1 -L i2 ) / v3;

[0185] When Δh<0, the label of the branch path is a downward slope, and the height difference between the starting point and the end point of the branch path is Δh4:

[0186] h=0.5Δh4,R path =(0.02+0.0142-0.000007x 2 )η,R tired =0,

[0187] Substituting into formula (11), we can get the walking speed v4 of the person at this time;

[0188] v4=v0[(1-ηR roll )(1+ηR heel) (1+ηR trim )(1-ηR visibility )][1-(0.02+0.0142-0.000007x 2 )η]

[0189] The rescue time of this branch path is t4=(L i1 -L i2 ) / v4;

[0190] In this embodiment, v0=3.94m / s, η=0.80.

[0191] Step 9 includes: calculating the rescue time of each rescue route.

[0192] The rescue time of each rescue route is the sum of the rescue time of each branch path in the rescue route, and the total rescue time can be obtained. The rescue time of each branch path is calculated according to step 8 based on the label 1 and label 2 of the branch path.

[0193] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A system for evaluating the response time of ship firefighting operations under the coupling of multiple factors, comprising a memory, a processor, and a computer program stored in the memory, characterized in that: When the processor executes the program, the following steps are implemented: Step 1: Obtain the attenuation ratio R of the walking speed of personnel under the influence of ship rolling roll ; Step 2: Obtain the personnel walking speed attenuation ratio R under the influence of the ship's pitch / roll trim / R heel ; Step 3: Obtain the attenuation ratio R of the walking speed under the influence of reduced visibility visibility ; Step 4: Obtain the firefighter's weight-bearing fatigue walking speed attenuation ratio R tired ; Step 5: Obtain the correction coefficient η of the speed attenuation difference between firefighters and ordinary people, calculated based on the comprehensive quality of firefighters; Step 6: Get the walking speed attenuation ratio R under a specific path path ; Step 7: Obtain all rescue routes from the fire source to the rescue starting point; Step 8: Calculate the walking speed of the firefighters on each branch path according to the attributes of each branch path on each rescue route and the state attributes of the ship; Step 9: Calculate the rescue time for each rescue route respectively; Step 10: Select the rescue route with the shortest rescue time as the best path for water ship fire rescue.

2. The system according to claim 1, wherein: The attenuation ratio R of the walking speed of personnel at different ship swing angles in step 1 roll for: R roll =0.027+0.007θ+0.0008θ 2 ,θ∈(0°,30°],θ represents the roll angle (1).

3. The system according to claim 1, wherein: The attenuation ratio R of the walking speed of personnel at different ship pitch angles in step 2 trim for: Indicates the pitch angle (2) The attenuation ratio R of personnel walking speed under different ship heel angles heel for: R heel =-0.02+0.004|ψ|-0.0005ψ 2 ,ψ∈[-30°,30°] ,,ψ≠0,ψ represents the roll angle (3).

4. The system according to claim 1, wherein: The attenuation R of the walking speed of people at different visibility distances in step 3 visibility for: R visibility ＝0.003l 2 -0.089l+0.62 (4) Where, l represents the visibility distance, m; When the visibility reaches 12.9m, the walking speed of people reaches the speed in a smoke-free environment. At this time, it can be considered that the walking speed is no longer affected by visibility. That is, when l>12.9, R visibility Always set to 0.

5. The system according to claim 1, wherein: In step 4, the firefighter's weighted fatigue walking speed attenuation ratio R tired The calculation formula is: Where x represents the horizontal load-bearing walking distance, and h represents the ascending height.

6. The system according to claim 1, wherein: The correction coefficient η of the speed attenuation difference between firefighters and ordinary people calculated in the comprehensive quality calculation of firefighters in step 5 is: η=k professional / k ordinary =0.80; Among them, k professional is the peak value of the firefighter speed attenuation ratio, k ordinary This is the peak value of the speed attenuation ratio for ordinary people.

7. The system according to claim 1, wherein: The walking speed attenuation ratio R under the specific path in step 6 path for: Where λ represents the slope of the ladder, and η represents the correction coefficient for the difference in speed attenuation caused by fatigue of firefighters compared to ordinary people under load conditions.

8. The system according to claim 1, wherein: The branch path attributes in step 8 include the branch path slope λ i , the path distance L from the starting point of the branch path and the end point of the branch path to the rescue starting point i1 and L i2 , visibility of branch paths l i , the height difference Δh between the starting point and the end point of the branch path, branch path label 1, branch path label 2; Branch path labels include straight ladder, inclined ladder, and horizontal ladder; Branch path label 2 includes upward straight ladder, downward straight ladder, upward inclined ladder, and downward inclined ladder; If the branch path label 1 is a straight ladder and Δh>0, then the branch path label 2 is an upward straight ladder; If the branch path label 1 is a straight ladder and Δh<0, then the branch path label 2 is a downward straight ladder; If the branch path label 1 is an inclined ladder and Δh>0, then the branch path label 2 is an upward inclined ladder; If the branch path label 1 is an inclined ladder and Δh<0, then the branch path label 2 is a downward inclined ladder; The state attributes of the ship include the rolling angle θ, the pitch angle φ, and the heel angle ψ; The walking speed of people under the influence of multiple factors is: v=v0[(1-ηR roll )(1+ηR heel )(1+ηR trim )(1-ηR visibility )](1-R tired )(1-R path )(8) Where, v represents the walking speed of personnel under the influence of multiple factors; v0 represents the basic speed of firefighters under normal conditions on a horizontal road; R roll Indicates the attenuation ratio of personnel walking speed under the influence of ship rolling; R trim Indicates the attenuation ratio of personnel walking speed under the influence of ship pitch; R heel Indicates the attenuation ratio of personnel walking speed under the influence of ship heel; R visibility Indicates the attenuation ratio of people's walking speed under the influence of reduced visibility; R path Indicates the walking speed attenuation ratio under a specific path; R tired Indicates the attenuation ratio of the person's weight-bearing fatigue walking speed; η represents the correction coefficient for the speed attenuation difference between firefighters and ordinary people.

9. The system according to claim 1, wherein: Step 9 includes calculating the sum of the rescue times of the branch paths in each rescue route to obtain the rescue time of each rescue route.

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