In-train evacuation partition division method after fire breaks out of end compartment of railway passenger train

Abstract

The invention discloses an in-train evacuation partition division method after fire breaks out of an end compartment of a railway passenger train. The method comprises the following steps that 1, train operation parameters are obtained; 2, determining the evacuation length of available people in the train and the number of available evacuation partitions in the available evacuation length after the end of the train is on fire; 3, determining the length of each evacuation partition; 4, performing continuous evacuation partition division on the available evacuation length; 5, determining the number of theoretical bearing personnel; 6, the number Pm of people evacuated from the mth evacuation partition to the next evacuation partition is determined; step 7, if Pm is regular, performing forward transfer, and if Pm is negative, performing reverse transfer; and step 8, transferring according to whether the terminal subarea is congested or not, and obtaining an evacuation subarea division result. The method can be used for assisting in making an emergency evacuation plan in a railway train end fire scene, and the safety guarantee of railway train passengers is effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of railway tunnel emergency safety, and in particular to a method for dividing evacuation zones in a railway passenger train after a fire occurs in an end compartment. Background Art

[0002] With the continuous improvement of railway tunnel construction and the rapid development of the transportation industry, a large number of extra-long railway tunnels and tunnel groups have emerged in recent years. In order to prevent catastrophic consequences caused by fire during railway train operation, emergency rescue stations need to be set up at certain intervals (generally 20km) in extra-long railway tunnels and tunnel groups for emergency stops of fire trains and evacuation of passengers on board. When a fire occurs on a train, the train driver should immediately activate the emergency mechanism to reduce the speed and keep the train running until it reaches the nearest emergency rescue station and makes an emergency stop.

[0003] According to the design specifications, when the train completes the emergency stop, all passengers in the train must be evacuated from the train to the cross passage of the rescue station within 6 minutes to ensure the safety of the evacuation of the passengers. In order to achieve this evacuation goal, it is very necessary to divide the train personnel into evacuation zones in advance from the time the train catches fire to the time the train stops at the rescue station in an emergency to increase the evacuation speed of the personnel after the stop. However, there is no method for evacuation zone division in the prior art to solve this problem. Generally, the evacuation is carried out by simply evacuating the passengers in the car to the adjacent car. Summary of the invention

[0004] Aiming at the problems existing in the prior art, the present invention provides a method for dividing the evacuation zones in a railway passenger train after a fire occurs in an end compartment.

[0005] The technical solution adopted by the present invention is: a method for dividing the evacuation zones in a railway passenger train after a fire occurs in an end compartment, comprising the following steps:

[0006] Step 1: Obtain train operation parameters, including rescue stations on the train route, the train itself, and the parameters of passengers carried by the train;

[0007] Step 2: Determine the available evacuation length of personnel in the train and the number of available evacuation zones within the available evacuation length after the fire occurs at the end of the train according to the parameters in step 1;

[0008] Step 3: Determine the length of each evacuation zone;

[0009] Step 4: Divide the available evacuation length into continuous evacuation zones according to the length of each evacuation zone and the number of available evacuation zones;

[0010] Step 5: Determine the theoretical number of people that can be carried in the evacuation zone divided in step 4;

[0011] Step 6: Count the number of people in the evacuation zone divided in step 4, and determine the number of people P to be evacuated from the mth evacuation zone to the next evacuation zone m ;

[0012] Step 7: If P m For positive transfer, if P m If it is negative, reverse transfer is performed;

[0013] Step 8: If the terminal partition can accommodate the personnel flowing into the adjacent partition in step 8, normal transfer is performed; otherwise, the terminal partition and the adjacent evacuation partition share the transfer of the inflow personnel to obtain the evacuation partition division result.

[0014] Furthermore, the train operation parameters in step 1 include the rescue station transverse channel spacing D, the train end carriage length L e , total length of the train L, total number of carriages in the train N, number of people in the i-th carriage P i , the available evacuation area A of the i-th carriage i , the density of people on the available evacuation area in the i-th carriage P di ; where 1≤i≤N.

[0015] Furthermore, the available personnel evacuation length L in step 2 is a The calculation method is as follows:

[0016] L a =LL e

[0017] The number of available evacuation zones n is calculated as follows:

[0018]

[0019] In the formula, [] indicates rounding.

[0020] Furthermore, the determination method of step 3 is as follows:

[0021] The length of the first evacuation partition in step 2 is L1, which is 3D / 2. The length of the evacuation partitions from the 2nd to the n-1th is L j is D, the length of the nth evacuation partition is L n The calculation method is as follows:

[0022]

[0023] Furthermore, in the continuous evacuation zone division in step 4, the zone closest to the starting carriage is the first evacuation zone.

[0024] Furthermore, the theoretical number of passengers P in step 5 is t The calculation method is as follows:

[0025]

[0026] Furthermore, in step 6, the number of existing personnel in the continuous partitions in step 4 is counted according to the available evacuation area in each compartment and the density of personnel on the area; the personnel in the car are evacuated from the evacuation partition with a smaller number to the evacuation partition with a larger number; m The calculation method is as follows:

[0027]

[0028] Where: P Qk is the number of existing personnel in the kth evacuation zone, where 1≤k≤n, P t is the theoretical carrying capacity, P F The number of people currently in the end carriage where the fire broke out.

[0029] The beneficial effects of the present invention are:

[0030] (1) The present invention is applicable to the most unfavorable situation where the rescue cross passage near the burning carriage cannot be used for the scenario of a fire at the end of the train. The number of available evacuation sections in the train and the number of available rescue cross passages outside the train are reasonably allocated according to the number of people and the evacuation distance.

[0031] (2) The present invention makes full use of the train's running time with fire to carry out advance planning of the evacuation zones for the personnel in the train and advance guidance of the evacuation behavior of the personnel, and reasonably uses all available evacuation time in the scenario of a fire at the end of a railway train, which can effectively reduce the evacuation time for personnel to enter the rescue cross passage after the train stops at the emergency rescue station and opens the door;

[0032] (3) The present invention can be used to assist in formulating emergency evacuation plans for fire scenarios at the end of railway trains, effectively improving the safety of railway train passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a schematic diagram of the process of the present invention.

[0034] Figure 2 It is a schematic diagram of the division result of the evacuation zone in the embodiment of the present invention.

[0035] Figure 3 It is a schematic diagram of the final evacuation zone division result in an embodiment of the present invention.

[0036] Figure 41 is a schematic diagram comparing the evacuation of the method of Example 1 of the present invention and the existing method, a is a diagram showing the effect of the evacuation starting when t=0 using the method of this embodiment, b is a diagram showing the effect of the evacuation ending when t=304s using the method of this embodiment; c is a diagram showing the effect of the evacuation starting when t=0 using the method of simply evacuating the people in the entrained carriage to the adjacent carriage, d is a diagram showing the effect of the evacuation ending when t=450s using the method of simply evacuating the people in the entrained carriage to the adjacent carriage. DETAILED DESCRIPTION

[0037] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0038] like Figure 1 As shown, a method for dividing the evacuation zones in a railway passenger train after a fire occurs in an end compartment thereof comprises the following steps:

[0039] Step 1: Obtain train operation parameters, including the rescue stations on the train route, the train itself, and the parameters of the passengers carried by the train; the train operation parameters include the horizontal channel spacing D of the rescue station, the length L of the train end carriage e , total length of the train L, total number of carriages in the train N, number of people in the i-th carriage P i , the available evacuation area A of the i-th carriage i , the density of people on the available evacuation area in the i-th carriage P di ; where 1≤i≤N.

[0040] Step 2: Determine the available evacuation length of the train after the fire at the end of the train and the number of available evacuation zones within the available evacuation length according to the parameters of step 1; the available evacuation length L a The calculation method is as follows:

[0041] L a =LL e

[0042] The number of available evacuation zones n is calculated as follows:

[0043]

[0044] In the formula, [] indicates rounding.

[0045] Step 3: Determine the length of each evacuation zone;

[0046] The length of the first evacuation partition in step 2 is L1, which is 3D / 2. The length of the evacuation partitions from the 2nd to the n-1th is L j is D, the length of the nth evacuation partition is L n The calculation method is as follows:

[0047]

[0048] Step 4: Divide the available evacuation length into continuous evacuation zones according to the length of each evacuation zone and the number of available evacuation zones;

[0049] In the continuous evacuation zoning, the zone closest to the starting car is the first evacuation zone, numbered Q1.

[0050] Step 5: Determine the theoretical number of people that can be carried in the evacuation zone divided in step 4;

[0051] Theoretical number of people P t The calculation method is as follows:

[0052]

[0053] Step 6: Count the number of people in the evacuation zone divided in step 4, and determine the number of people P to be evacuated from the mth evacuation zone to the next evacuation zone m ;

[0054] According to the available evacuation area in each car and the density of people on the area, the number of existing people in the continuous partitions in step 4 is counted; the people in the car are evacuated from the evacuation partition with a smaller number to the evacuation partition with a larger number; P m The calculation method is as follows:

[0055]

[0056] Where: P Qk is the number of existing personnel in the kth evacuation zone, where 1≤k≤n, P t is the theoretical carrying capacity, P F The number of people currently in the end carriage where the fire broke out.

[0057] Step 7: If P m For positive transfer, if P m If it is negative, reverse transfer is performed;

[0058] Step 8: If the terminal partition can accommodate the personnel flowing into the adjacent partition in step 8, normal transfer is performed; otherwise, the terminal partition and the adjacent evacuation partition share the transfer of the inflow personnel to obtain the evacuation partition division result.

[0059] Example 1

[0060] In order to illustrate the effect of the method of the present invention, an 8-car CRH2A EMU with fire driving towards an emergency rescue station in a tunnel with a cross-aisle spacing of 55m is taken as an example to carry out the evacuation design of the passengers in the scenario of fire at the end of the train.

[0061] Step 1: Obtain train operation parameters, including the rescue stations on the train route, the train itself, and the parameters of the passengers carried by the train; the train operation parameters at least include the horizontal channel spacing D (m) of the rescue station, the length L of the train end carriage e (m), the total length of the train set L(m), the total number of carriages in the train set N(sections), the number of people in the i-th carriage P i (people), the available evacuation area A of the i-th carriage i (person / m 2 ), the density of people on the available evacuation area in the i-th carriage P di (person / m 2 ), where 1≤i≤N.

[0062] The spacing of the horizontal passages in the train stop emergency rescue station is 55m. The statistical results of the number of passengers in each carriage of the train, the length of the car body, the available evacuation area and the passenger density are shown in Table 1.

[0063] Table 1. Basic parameters of the train body and passengers

[0064]

[0065] Step 2: Determine the available evacuation length of the train after the fire at the end of the train and the number of available evacuation zones within the available evacuation length according to the parameters of step 1; the available evacuation length L a The calculation method is as follows:

[0066] L a =LL e =24.5×8-24.5=171.5m

[0067] The number of available evacuation zones n is calculated as follows:

[0068]

[0069] In the formula, [] indicates rounding.

[0070] Step 3: Determine the length of each evacuation zone;

[0071] The length of the first evacuation zone in step 2 is L1, which is 3D / 2=82.5m. The length of the second evacuation zone is L2, which is D=55m. The length of the terminal evacuation zone and the length of the nth evacuation zone are L n The calculation method is as follows:

[0072]

[0073] Step 4: Divide the available evacuation length into continuous evacuation zones according to the length of each evacuation zone and the number of available evacuation zones;

[0074] In the continuous evacuation partition division, the partition closest to the starting car is the first evacuation partition, numbered Q1. The results are as follows: Figure 2 shown.

[0075] Step 5: Determine the theoretical number of people that can be carried in the evacuation zone divided in step 4;

[0076] Theoretical number of people P t The calculation method is as follows:

[0077]

[0078] Step 6: Count the number of people in the evacuation zone divided in step 4, and determine the number of people P to be evacuated from the mth evacuation zone to the next evacuation zone m ;

[0079] According to the available evacuation area Ai in each compartment and the density of people on the area Pdi, the number of existing people in the continuous partition in step 4 is counted; Qk (1≤k≤n) represents the number of existing passengers in the kth evacuation zone.

[0080] The statistical results of the available evacuation area and the number of passengers in each evacuation zone are shown in Table 2.

[0081] Table 2. Statistics of available evacuation area and current number of passengers in each evacuation zone

[0082]

[0083] Evacuate the passengers from the evacuation zone with smaller number to the evacuation zone with larger number. The calculation method of Pm is as follows:

[0084]

[0085] Where: P Qk is the number of existing personnel in the kth evacuation zone, where 1≤k≤n, P t is the theoretical carrying capacity, P F The number of people currently in the end carriage where the fire broke out.

[0086] Number of people evacuated from the first evacuation zone to the second evacuation zone:

[0087]

[0088] Number of people evacuated from the second evacuation zone to the third evacuation zone:

[0089]

[0090] Step 7: If P mFor positive transfer, if P m If the calculation result is positive, the operation is performed in the positive direction.

[0091] Step 8: If the terminal partition can accommodate the personnel flowing into the adjacent partition in step 8, normal transfer is performed; otherwise, the terminal partition and the adjacent evacuation partition share the transfer of the inflow personnel to obtain the evacuation partition division result.

[0092] In this embodiment, after 137 people are transferred from the second evacuation zone to the third evacuation zone, the density of people in the third evacuation zone is 3.59 people / m2, which is quite congested. Therefore, it is recommended to merge the second evacuation zone and the third evacuation zone into the same evacuation zone (such as Figure 3 As shown), they jointly received 245 people flowing in from the first evacuation area.

[0093] In order to verify the method of the present invention, the evacuation simulation software Pathfinder was used to build a train and rescue station model, and an evacuation staircase was set at the train door to connect to the evacuation platform. In the model, the front car was defined as the struck car, and the evacuation was completed when all personnel were evacuated to the horizontal aisle. The experiment compared the following two working conditions: (1) simply evacuating the personnel in the struck car to the adjacent car in advance; (2) evacuating the personnel in the car in advance according to the method of the present invention.

[0094] The simulation results are as follows Figure 4 As shown, a and b are schematic diagrams of the start and end effects of evacuation using the method of Example 1 of the present invention for early evacuation. c and d are schematic diagrams of the start and end effects of evacuation using the existing method of simply evacuating people in a burning carriage to an adjacent carriage. As can be seen from the figure, for the most unfavorable scenario of evacuation of people where the fire occurs at the end and the burning carriage is adjacent to the transverse passage, the method of the present invention can reduce the time required for evacuation from 450s to 304s, so that it meets the requirement that the evacuation time is less than 6min, effectively ensuring the evacuation safety of railway passengers.

[0095] The fire location of the train will have a significant impact on the advance evacuation guidance of the occupants and the evacuation speed of the occupants after the train stops at the rescue station. Under normal circumstances, the end of the train is the most unfavorable fire location, because when the end of the train is on fire, the occupants in the car can only evacuate in one direction. In addition, if the distance between the starting car and a certain evacuation transverse passage is too close when the train stops at the rear end of the rescue station, the occupants in the starting car and subsequent multiple cars need to evacuate toward the same farther transverse passage, which can easily cause congestion and increase the evacuation time. Therefore, for the most unfavorable fire scenario of the fire at the end of the train, it is urgent to divide the available evacuation space in the car into evacuation zones during the train's fire-carrying operation, so as to achieve the redistribution of the occupant density in the train and the average utilization efficiency of each evacuation transverse passage. This evacuation zoning method is extremely conducive to the smooth implementation of disaster prevention and rescue in railway tunnels.

Claims

1. A method for dividing evacuation zones in a railway passenger train after a fire occurs in a compartment at the end of the train, characterized in that: The following steps are involved: Step 1: Obtain train operation parameters, including rescue stations on the train route, the train itself, and the parameters of passengers carried by the train; Step 2: Determine the available evacuation length of personnel in the train and the number of available evacuation zones within the available evacuation length after the fire occurs at the end of the train according to the parameters in step 1; Step 3: Determine the length of each evacuation zone; Step 4: Divide the available evacuation length into continuous evacuation zones according to the length of each evacuation zone and the number of available evacuation zones; Step 5: Determine the theoretical number of people that can be carried in the evacuation zone divided in step 4; Step 6: Count the number of people in the evacuation zone divided in step 4, and determine the number of people P to be evacuated from the mth evacuation zone to the next evacuation zone m ; Step 7: If P m For positive transfer, if P m If it is negative, reverse transfer is performed; Step 8: If the terminal partition can accommodate the personnel flowing into the adjacent partition in step 8, normal transfer is performed; otherwise, the terminal partition and the adjacent evacuation partition share the transfer of the inflow personnel to obtain the evacuation partition division result.

2. A method for dividing evacuation zones in a railway passenger train after a fire in an end compartment according to claim 1, characterized in that: The train operation parameters in step 1 include the rescue station transverse channel spacing D, the train end carriage length L e , the total length of the train group L, the total number of carriages in the train group N, the number of people in the i-th carriage P i , the available evacuation area A of the i-th carriage i , the density of people on the available evacuation area in the i-th carriage P di ; where 1≤i≤N.

3. The method for dividing the evacuation zones in a railway passenger train after a fire in the end compartment according to claim 2 is characterized in that: The available personnel evacuation length L in step 2 a The calculation method is as follows: L a =LL e The number of available evacuation zones n is calculated as follows: In the formula, [] indicates rounding.

4. The method for dividing the evacuation zones in a railway passenger train after a fire in the end compartment according to claim 3 is characterized in that: The determination method of step 3 is as follows: The length of the first evacuation partition in step 2 is L1, which is 3D / 2. The length of the evacuation partitions from the 2nd to the n-1th is L j is D, the length of the nth evacuation partition is L n The calculation method is as follows:

5. The method for dividing the evacuation zones in a railway passenger train after a fire in the end compartment according to claim 4 is characterized in that: In the continuous evacuation zone division in step 4, the zone closest to the starting carriage is the first evacuation zone.

6. The method for dividing the evacuation zones in a railway passenger train after a fire in the end compartment according to claim 2 is characterized in that: The theoretical number of people P in step 5 t The calculation method is as follows:

7. The method for dividing the evacuation zones in a railway passenger train after a fire in the end compartment according to claim 2 is characterized in that: In step 6, the number of existing personnel in the continuous partitions in step 4 is counted according to the available evacuation area in each compartment and the density of personnel on the area; the personnel in the car are evacuated from the evacuation partition with a smaller number to the evacuation partition with a larger number; m The calculation method is as follows: Where: P Qk is the number of existing personnel in the kth evacuation zone, where 1≤k≤n, P t is the theoretical carrying capacity, P F The number of people currently in the end carriage where the fire broke out.

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