Airtight frame cooperative vehicle fire step-by-step disposal method

Abstract

The invention discloses a closed frame cooperative vehicle fire step-by-step disposal method, and belongs to the technical field of fire step-by-step disposal. Comprising the steps of distinguishing fire types based on parameters and unit coordinates collected by a sensing component; according to the locked space coordinates of the target unit, the closed frame assembly is driven to move to the periphery of the target unit, and a closed space is formed; different types of fire extinguishing agents are released in stages; evaluating residual risks of the target unit and the adjacent units; and resetting the closed frame assembly to the initial monitoring state. According to the dynamic matrix unit division, grid parameters are dynamically adjusted based on the vehicle real-time size and the parking space, the problem that a traditional fixed partition cannot adapt to vehicle type differences and parking density changes is solved, and it is ensured that no monitoring blind area exists through collaborative design of the detector space and the coverage overlapping rate.

Description

Technical Field

[0001] The present invention relates to the technical field of step-by-step fire handling, and in particular to a closed frame cooperative step-by-step vehicle fire handling method. Background Art

[0002] With the rapid development of urban transportation and logistics, densely parked vehicle scenarios (such as multi-story parking garages, freight hubs, large parking lots, and ship transport warehouses) are increasing. In such scenarios, the vehicle density is high, the vehicle models are mixed, and there are fuel vehicles and new energy vehicles. The fire risk has increased significantly. Vehicle fire handling technology has evolved from early extensive firefighting, such as full-area sprinkler, to refined methods, gradually incorporating concepts such as spatial perception, dynamic zoning, and targeted firefighting. Currently, the industry has begun to explore the use of spatial grid division to locate fire sources, block the spread of fire through physical structures such as fire curtains and isolation frames, and adjust firefighting strategies based on different fire types to improve handling efficiency and safety.

[0003] Among the existing technologies related to vehicle fire handling, there is a fire-fighting method based on spatial zoning. Its core includes dividing the parking area into preset grids and deploying detectors to monitor parameters such as temperature and smoke within each grid. When a fire is detected, the isolation structure of the corresponding area (such as a movable frame) is activated to form an enclosed space, and fire extinguishing agent is released to suppress it. After the fire is extinguished, a simple assessment of the area status is performed to confirm whether the fire is extinguished. This solution attempts to combine spatial division and physical isolation to improve the targeted handling.

[0004] Although the above-mentioned closest existing technologies have explored the aspect of zoned fire extinguishing, the grid size is still fixed and cannot be flexibly adjusted according to the actual size of the vehicle and the parking spacing. It is easy for monitoring blind spots or resource waste to occur due to differences in vehicle models; the movement and deployment of the isolation structure are not based on the precise coordinates of the fire source (such as the specific three-dimensional boundaries of the grid), which may cause the sealing range to deviate from the fire source and affect the fire extinguishing effect; it only relies on a single parameter (such as temperature) to determine the fire situation, and does not distinguish between fire types (such as lithium battery and fuel fires). The fire extinguishing agent release parameters are fixed, which is prone to re-ignition or improper dosage; after extinguishing the fire, only a simple status assessment is performed, and no targeted isolation structure reset and on-site cleanup plan is formulated based on the previous fire extinguishing effect (such as the temperature stability after the fire extinguishing agent is applied, and the risk of adjacent areas). This may leave hidden dangers of re-ignition or affect the safety of subsequent vehicle parking.

[0005] Based on this, the present invention designs a closed frame collaborative vehicle fire step-by-step handling method to solve the above problems. Summary of the Invention

[0006] In view of the above-mentioned shortcomings of the prior art, the present invention provides a closed frame collaborative vehicle fire step-by-step handling method.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: A closed frame collaborative vehicle fire step-by-step handling method includes the following steps: S1: Dynamic Matrix Unit Division: Dynamically divide the three-dimensional grid into units based on the real-time size information of the vehicle in the protection area. The units are bound to spatial coordinates and the shared boundaries of adjacent units are marked. Perception components adapted to the vehicle size are deployed in the units. S2: Fire determination: Based on the parameters collected by the sensing component and the unit coordinates of S1, the target unit where the fire source is located is locked through multi-parameter collaborative verification and the fire type is distinguished; S3: Targeted sealed isolation: According to the spatial coordinates of the target unit locked in S2, the sealed frame assembly is driven to move to the periphery of the target unit and form a sealed space, the range of which matches the target unit; S4: Precisely extinguish the fire in stages. Different types of fire extinguishing agents are released in stages within the sealed space formed in S3. The fire extinguishing agent release parameters are dynamically adjusted according to the fire type determined in step S2. S5: Post-fire risk assessment, based on the fire extinguishing effect of S4 and the shared boundaries marked by S1, evaluate the residual risk of the target unit and adjacent units.

[0008] S6: Closed-loop recovery: Based on the evaluation results of S5, the closed frame components are reset, and the target unit and surrounding areas are cleaned to restore to the initial monitoring state.

[0009] Furthermore, the size of the three-dimensional grid unit in S1 is dynamically adjusted according to the maximum length of the vehicle, and the deployment density of the sensing components is adapted to the grid unit size to ensure that there are no monitoring blind spots.

[0010] Furthermore, in S2, the multi-parameter collaborative verification includes correlation verification of temperature, temperature rise rate and smoke concentration, and the fire types include lithium battery fire and fuel fire, which are distinguished by spectral feature differences.

[0011] Furthermore, in S3, the movement and positioning accuracy of the sealed frame assembly matches the grid unit size of S1, and there is a preset static pressure difference inside and outside the space formed after sealing to prevent external air from infiltrating.

[0012] Furthermore, in S4, the staged release includes first releasing an inhibitor for blocking the combustion chain reaction, and then releasing a coolant for cooling; Among them, the termination release condition of the inhibitor is related to the thermal runaway characteristics of the fire type. The supply intensity of the coolant is dynamically adjusted in a positive direction according to the difference between the real-time temperature corresponding to the fire type and the critical temperature. When the difference increases, the supply intensity is simultaneously increased to accelerate the temperature to approach the critical value. This adjustment logic is adapted to the grid unit size of S1 to ensure that the cooling range covers the target unit.

[0013] Furthermore, in S5, the residual risk assessment includes a temperature stability assessment of the target unit, a heat spread trend assessment of adjacent units, and an integrity assessment of the sealed space in S3.

[0014] Furthermore, in S1, the plane size of the three-dimensional grid unit is dynamically switched with the vehicle distance, and when the vehicle distance is less than a preset critical value, it is switched to a higher density grid size.

[0015] Furthermore, in S4, the cooling target temperature corresponding to the lithium battery fire is lower than the cooling target temperature of the fuel fire, and the coolant supply intensity of the lithium battery fire is higher than that of the fuel fire.

[0016] Furthermore, the setting of the safety critical distance is based on the heat conduction characteristics of the dynamic grid unit. When the distance between adjacent units is less than or equal to the critical value, the high-density grid mode is triggered, and the size of the high-density grid (a×a) and the release pressure parameter (P) of the fire extinguishing agent in S4 satisfy P≥k / a. 2 (k is a coefficient related to the fire type) to ensure that the fire extinguishing coverage matches the grid boundaries, where the k value for lithium battery fires is larger than the k value for fuel fires.

[0017] Furthermore, the synergistic relationship between the release pressure and the grid density is adapted to the fire type determined in S2, and the pressure adjustment amplitude for lithium battery fire is greater than that for fuel fire.

[0018] Compared with the prior art, the present invention has at least the following beneficial effects: 1. The dynamic matrix unit division of the present invention dynamically adjusts grid parameters based on the real-time vehicle size and parking spacing, solving the problem that traditional fixed partitions cannot adapt to differences in vehicle models (such as sedans and trucks) and changes in parking density. Through the coordinated design of detector spacing and coverage overlap rate, it ensures that there are no monitoring blind spots.

[0019] 2. This invention uses collaborative verification of multiple parameters (temperature, temperature rise rate, and smoke) based on dynamic units, combined with correlation analysis of adjacent units. This not only solves the problem that traditional single parameters are easily affected by environmental interference (such as temperature fluctuations caused by direct sunlight), but also accurately distinguishes fire types (lithium battery / fuel) through infrared spectral characteristics, providing a key basis for subsequent step-by-step fire extinguishing.

[0020] 3. The enclosed frame of the present invention is deployed based on the precise coordinates of the fire source. By strictly matching the dynamic unit size, a targeted isolation space for the fire source center and peripheral protection is formed. Compared with the problem of vague isolation range in the existing technology, the sealing gap and static pressure difference control of this method ensure that external air cannot penetrate and smoke cannot spread, cutting off the path of fire spreading to adjacent vehicles from a physical level. It is particularly suitable for suppressing thermal runaway of lithium battery fires in new energy vehicles.

[0021] 4. This invention dynamically adjusts the extinguishing agent release strategy based on the fire type (e.g., the low critical temperature and high-intensity cooling for lithium battery fires), solving the problems of rekindling (insufficient dosage) or resource waste (excessive dosage) caused by traditional one-size-fits-all fire extinguishing. Combined with the confined space, the extinguishing agent's efficiency is improved, and the nitrogen purge step avoids chemical reaction interference between different extinguishing agents, further ensuring fire extinguishing reliability.

[0022] 5. The risk assessment of this invention is based on the effectiveness of the previous fire extinguishing (temperature rise rate, temperature stability), combined with the heat conduction characteristics of adjacent units, to accurately identify the risk of re-ignition. Frame reset and cleaning strictly match the dynamic unit boundaries to ensure that there are no residual hidden dangers after recovery and that subsequent vehicle parking is not affected. This closed-loop design solves the existing extensive fire extinguishing and termination model. Especially in densely populated scenarios, it avoids secondary fires caused by incomplete cleaning or interference with vehicle entry and exit caused by frame reset deviation. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0024] Figure 1 Schematic diagram of the heat flux density of the present invention as it changes with the distance between adjacent units and the temperature distribution characteristic curve at the safety critical distance; Figure 2 This is a flow chart of the frame assembly structure and sealing action of the present invention; Figure 3 Schematic diagram of the distance and temperature characteristic curve of the magnetic sealing resolver of the present invention over time; Figure 4 This is a comparison chart of infrared spectral characteristics of different combustion products of the present invention. DETAILED DESCRIPTION

[0025] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0026] Example 1: In this example, the core sensing devices for dynamic unit division are distributed detectors (integrated monitoring of temperature, smoke, and light radiation fire parameters) and laser radar (for collecting vehicle dimensions). The laser radar is deployed at the top of the protection area, with a scanning range covering the entire area, and can output the three-dimensional dimensions of all vehicles in real time, focusing on extracting the maximum length of the vehicle. , providing a basic size basis for detector layout and grid division. Distributed detectors are deployed at preset intervals to sense fire parameters in each area in real time. Their layout needs to be adapted to the vehicle size and distribution characteristics. , the detector spacing is dynamically determined according to the following relationship:

[0027] The core logic of this setting is to ensure that the detector covers no blind spots. There are regular position deviations in the parking of vehicles. The detector needs to offset the deviation by reasonably overlapping the coverage area. Combined with the geometric characteristics that the detector protection radius must cover half the length of the vehicle, when the spacing meets When the vehicle is positioned at the same time, the coverage overlap rate of adjacent detectors can be ≥30%, which can not only adapt to the length differences of different vehicle models (such as sedans and SUVs), but also maintain effective monitoring when the vehicle position is offset to avoid blind spots; The unit layer height consists of the vehicle height, blind zone, and safety buffer layer. The blind zone is 0.3m thick and is used to cover the vertical gap between the top of the vehicle and the detector to avoid detection deviation caused by the fire source on the roof (such as the battery pack) being too close. The safety buffer layer is 0.5m thick and uses fireproof and heat-insulating materials to reduce the conduction of high temperature from the top to the monitoring layer, ensuring temperature detection accuracy. The plane grid is the horizontal dimension of the three-dimensional structure (X×Y×Z). Its size is dynamically adjusted according to the distance between vehicles. In normal mode, the grid size is 0.4m×0.4m. It is designed in coordination with the distance between detectors to accurately distinguish fires in different parts of the vehicle body. When the distance between adjacent cells is less than or equal to the safety critical distance, the grid is automatically switched to a higher density grid, such as Figure 1As shown in the figure, this critical distance is set based on the heat conduction characteristics of densely parked vehicles: combined with the fire spread laws of fuel vehicles and new energy vehicles (such as lithium battery vehicles), this distance can reduce the heat radiation transfer between adjacent vehicles to a safe range, preventing the fire from spreading across the vehicles. The heat radiation safety range (heat flux density ≤ 4kW / m 3 ) refers to the engineering practice of vehicle fire dynamics research and is the industry-recognized safety threshold for thermal radiation between vehicles. Specifically, this threshold is set based on the ignition characteristics of combustibles in vehicle fires. The minimum ignition heat flux density of vehicle fuel (such as gasoline) is about 10kW / m², and the critical heat flux density for thermal runaway ignition of lithium battery modules is about 8kW / m². This solution takes 4kW / m² as the safety threshold, which is a safety redundancy value after considering the dynamic characteristics of vehicle parking scenarios (such as vehicle shaking and slight changes in spacing). It can ensure that even if there is a slight deviation, adjacent vehicles will not be directly ignited by thermal radiation. It can ensure that in the initial stage of a fire, adjacent vehicles will not be ignited by thermal radiation. The design of automatically switching grid density is because when the spacing is less than the critical value, the risk of heat conduction increases significantly. The high-density grid can adapt to the precise monitoring needs of close-range fires, and cooperates with the dynamic unit division logic of Example 1 to ensure that there are no monitoring blind spots. And it is coordinated with the fire extinguishing agent release parameters of S4 to ensure that the fire extinguishing effect is adapted to the grid scale. The temperature distribution characteristics corresponding to the safety critical distance line show that this spacing can effectively block the heat conduction between adjacent vehicles. The setting of this critical distance is based on the law of thermal radiation propagation to ensure that at this distance, the heat conduction rate can be reduced to a safe range, which is sufficient to support accurate monitoring of close-range fires. Each unit is bound to three-dimensional coordinates (i, j, k), and the boundary type is determined by the angle between the normal vectors of adjacent units. When the cosine value of the angle is When , it is marked as a shared boundary, providing a spatial basis for the association of neighboring areas in the subsequent fire spread risk assessment. The threshold is set based on geometric characteristics: the closer the cosine value is to 1, the smaller the angle is. , indicating that the normal vectors of the two unit boundaries are nearly parallel, and the boundaries are actually collinear parts of the same plane. This setting adapts to the characteristics of vehicle parking scenarios. Vehicles may have slight tilts or position deviations. The threshold of 0.98 can tolerate such slight angular deviations (avoiding misjudgment of shared boundaries due to irregular parking) while ensuring that truly adjacent unit boundaries are accurately identified.

[0028] The planar dimensions of the high-density grid and the release pressure parameter of the fire extinguishing agent have a synergistic relationship. This synergistic adjustment logic is based on the diffusion characteristics of the fire extinguishing agent within the grid: higher grid density requires a corresponding increase in release pressure to ensure uniform coverage of the fire extinguishing agent within a smaller grid space, avoiding localized insufficient concentration. The adjustment range adapts to the combustion intensity of the fire type (for example, lithium battery fires burn more intensely, so the pressure adjustment range is larger). The release pressure is positively adjusted with grid density to ensure that the diffusion rate of the fire extinguishing agent within the high-density grid adapts to the grid scale. The core of this adjustment logic is: higher grid density (smaller individual grid area) requires higher release pressure to ensure uniform diffusion of the fire extinguishing agent within a small space. This relationship adapts to the differences in combustion intensity of different fire types (for example, lithium battery fires burn more intensely, so the pressure increases more with density), avoiding localized insufficient concentration caused by grid density. The core of this synergistic relationship is to ensure uniform diffusion of the fire extinguishing agent within grids of different scales through the linkage between grid density and release pressure. The adjustment logic adapts to the differences in combustion intensity of fire types, achieving targeted fire extinguishing without relying on fixed coefficients.

[0029] Example 2: This example fire determination method is based on the dynamic matrix fire extinguishing unit divided in Example 1. It uses composite detectors deployed within the unit to collect data and combines the spatial characteristics of the unit to achieve accurate fire identification. The core of this method is to use multi-parameter collaborative verification to avoid single signal misjudgment and provide a reliable trigger basis for subsequent sealing and isolation actions. In Example 1, each matrix unit is clearly bound to a three-dimensional coordinate (i, j, k). Composite detectors integrating temperature, smoke concentration, and light radiation are deployed within the unit. The spacing between the composite detectors is adapted to the grid size (for example, a 0.4m×0.4m grid corresponds to the detector coverage in the normal mode). The decision logic of this embodiment directly relies on this spatial reference, that is, the unit is used as an independent decision unit. Through a comprehensive analysis of the parameters within the unit and the associated data of adjacent units, the fire location and type are determined. Based on the unit size characteristics of Example 1, the following decision thresholds are set: The temperature threshold of 60°C (typical value) is based on the fire characteristics of vehicle compartments such as the battery compartment of new energy vehicles and the engine compartment of fuel vehicles. The initial temperature of a lithium battery thermal runaway often rises above 60°C, while the ambient temperature fluctuation during an initial fire in a fuel vehicle typically does not exceed 50°C. This threshold is based on industry early warning practices for initial vehicle compartment fires (such as the common threshold for thermal runaway warnings in new energy vehicle battery systems) and can effectively distinguish between normal temperature rises and abnormal fire conditions. The temperature rise rate threshold is 10°C / min (typical value), based on the thermal environment characteristics of the vehicle compartment (such as the battery compartment and engine compartment). Under normal operating conditions (such as equipment operation and direct sunlight), the natural temperature rise rate of the ambient temperature is usually less than 5°C / min. However, in the early stages of a fire (especially the transition from smoldering to open flames), the heat diffusion rate increases significantly. 10°C / min is the critical threshold that distinguishes these two. Combined multi-parameter verification (temperature and smoke concentration correlation) can effectively eliminate environmental interference and accurately identify fire conditions. For small passenger cars, the threshold can be lowered to 8°C / min, and for heavy truck compartments, it can be increased to 12°C / min. The smoke concentration threshold is 5% obs / m, which is the detection range of the laser scattering smoke detector in the adaptation unit. This concentration corresponds to the lowest recognizable value of visible smoke in the grid. When it is lower than this value, it is mostly interference such as dust. To ensure the accuracy of the above determination, the following conditions must be met: The signal trigger time difference is ≤8s. This time difference corresponds to the diffusion characteristics of smoke within the cell grid. That is, the time it takes for smoke to diffuse from one cell to the adjacent cell is about 8s, ensuring that the parameter changes are caused by the same fire situation. The threshold deviation is ≤20%. For example, when the temperature exceeds 20% of 60°C (i.e. 72°C), the smoke concentration must simultaneously exceed 20% of 5% (i.e. 6%), reflecting the correlation of parameter changes and eliminating single sensor failure.

[0030] Combined with the unit shared boundary normal vector angle marked in Example 1 , perform temperature gradient analysis on three adjacent units along the possible fire spread path. If the consistency of the temperature gradient vector direction of adjacent units is ≥85% (calculated by cosine similarity), the authenticity of the fire is further confirmed and local interference (such as equipment heat dissipation) is ruled out; like Figure 4 As shown, the infrared spectral characteristics collected by the optical radiation detector are used to distinguish the fire type. The spectral characteristic detection is based on the molecular vibration characteristics of the combustion products. It belongs to physical signal analysis and is directly collected by the optical radiation detector: If 900–1200 cm is detected -1 The characteristic peak (PO2 + Group characteristic peaks), it was determined to be a lithium battery fire (corresponding to the decomposition product of the electrolyte); If 2850–2960cm is detected -1 The fire is judged to be a fuel oil fire (corresponding to hydrocarbon combustion products) because the fire has the characteristic peak of CH stretching vibration (characteristic peak) and the above peaks are absent.

[0031] Compared with traditional single-parameter judgment methods, this multi-parameter collaborative verification (temperature, smoke, spectrum) can significantly reduce false alarms caused by environmental interference. In particular, it has higher accuracy in distinguishing between lithium battery and fuel fires, avoiding deviations in fire-fighting strategies caused by misjudgment of type.

[0032] Example 3: This example's method for forming a physically enclosed space is based on the fire determination results of Example 2. Specifically, the three-dimensional coordinates (i, j, k) of the fire source unit locked in Example 2 are used to drive the frame assembly to move and seal, forming an enclosed area to prevent the spread of fire. This process must precisely match the unit space dimensions divided in Example 1 to ensure that the enclosed area completely covers the grid where the fire source is located. The specific coordinates and boundary information of the fire source unit have been clearly defined in Example 2. The frame assembly of this embodiment (including the upper frame, lower frame, and fire curtain (flexible silicone)) needs to be positioned based on these coordinates. The target position of the frame movement is determined by the three-dimensional boundary of the fire source unit. That is, the upper frame is aligned with the top boundary of the unit, the lower frame is flat against the ground, and the fire curtain is deployed to cover the four sides of the unit, ensuring that the enclosed space completely overlaps with the spatial range of the fire source unit. The upper frame of the frame assembly is moved relative to the lower frame via a scissor-type lifting mechanism, with its travel set based on the distance between the fire source unit and the initial position of the frame. The movement process must ensure that the travel time does not exceed the safety buffer window, which is set based on the fire resistance performance of the fire curtain to ensure that the seal is completed before the fire spreads significantly. The movement accuracy is calibrated by a position sensor, and the positioning error does not exceed 1 / 5 of the unit grid size (for example, for the 0.4m grid in Example 1, the error is ≤ 0.08m), to avoid the sealing range from deviating from the fire source unit due to deviation. Once the frame is in place, sealing is achieved by: The magnetic structure at the bottom of the fire curtain body is attracted to the sealing groove of the lower frame, and the fitting gap is dynamically adjusted by the magnetic device at the bottom of the fire curtain body (typical value ≤1mm). The gap setting is based on the sealing requirements of the vehicle fire scene: the flexible curtain body and the magnetic device can adapt to slight changes in the vehicle shape (such as the curvature of the vehicle body, parking deviation), ensuring that the sealing surface fits tightly, and the combined static pressure difference design can effectively block the diffusion of smoke. The gap (≤1mm) cooperates with the magnetic sealing structure and the static pressure difference to achieve effective smoke isolation, that is, the smoke will not spread to the adjacent grid units (the shared boundary units marked in Example 1) through the sealing gap, ensuring the closed space environment required for staged fire extinguishing, and preventing the fire from spreading with the smoke. The frame component structure is as follows Figure 2 As shown, the upper frame and the lower frame are connected by a scissor mechanism. A permanent magnet array is provided at the bottom of the fire curtain body, which can be magnetically matched with the sealing groove of the lower frame to achieve sealing. Figure 3 As shown in the curve on the left, the measured gap within 30 minutes after sealing is much smaller than the maximum allowable gap, and the amount of smoke leakage is as follows: Figure 3 As shown by the curve on the right, it is still at an extremely low level at 30 minutes, meeting the sealing requirements; A preset static pressure difference is maintained inside and outside the confined space. This pressure difference (ΔP=28±5Pa) is calculated based on the unit volume to offset the infiltration of external air and ensure the stability of the subsequent fire extinguishing agent concentration. The value of this static pressure difference is set based on the fact that the silicone fire curtain used in this embodiment is a flexible material, and its deformation threshold under the action of pressure difference is usually 30-35Pa (exceeding this range will easily cause the edge to warp, which will increase the gap). 28Pa is lower than this deformation threshold, which can avoid damage to the seal due to excessive pressure. At the same time, this value is higher than the normal ambient air disturbance. The pressure (usually <15Pa) is sufficient to offset the infiltration of external airflow and form an effective barrier. Equipment in vehicle-intensive scenes (such as multi-story parking garages) requires a lightweight design. The stable output pressure difference range of conventional small fans (compatible with the frame components of this solution) is 20-35Pa. 28±5Pa is in the middle of this range and can be achieved without customized high-pressure equipment. In the sealing design of small equipment compartments (such as electrical cabinets and battery boxes), in order to balance the sealing effect and energy consumption, the static pressure difference is usually 20-30Pa. The 28±5Pa of this solution is consistent with the conventional value range in the industry, so this value is selected.

[0033] If the fire source unit determined in Example 2 has position fluctuations (such as fine-tuning of the unit coordinates due to vehicle movement), the frame assembly can dynamically correct the position based on the real-time feedback of the lidar, and the correction response time shall not exceed the thermal conduction delay of the adjacent units (determined by the unit spacing and thermal conduction characteristics of Example 1).

[0034] Example 4: This example's phased extinguishing agent release method is based on the physically enclosed space created in Example 3. Specifically, it utilizes the enclosed space boundaries (matched to the fire source unit coordinates) and sealing parameters (such as the fit gap and static pressure differential) determined in Example 3 to release different types of extinguishing agents in phases, achieving targeted fire control. This process must be fully adapted to the volume and sealing performance of the enclosed space to ensure the extinguishing agent is fully effective within the enclosed environment. Example 3 has clarified the three-dimensional size of the enclosed space (based on the unit grid of Example 1) and the sealing state (gap ≤ 0.01m, static pressure difference ΔP = 28 ± 5Pa). The fire extinguishing agent release parameters of this embodiment are set accordingly. The total amount of fire extinguishing agent is calculated based on the volume of the enclosed space (for example, the 0.4m×0.4m×0.5m unit in Example 1 corresponds to a volume of 0.08m 3 , converted according to the unit volume usage), the release pressure must match the static pressure difference in the confined space to avoid damaging the seal due to excessive pressure (for example, the initial release pressure is set to 0.1MPa based on ΔP). In the high-density grid mode, the extinguishing agent release pressure (P) and the grid size (a×a) must satisfy P≥k / a 2, where k is a regulation coefficient related to the fire type. That is, in a confined space, the uniformity of extinguishing agent diffusion is positively correlated with the release pressure and negatively correlated with the grid size. The smaller the grid size (the smaller a), the higher the pressure (P) required per unit space to overcome airflow resistance and ensure that the extinguishing agent quickly fills the small space. This relationship conforms to the basic law in fluid mechanics that the pressure in a confined space is inversely proportional to the spatial scale. For example: When the fire is determined to be fuel fire in Example 2, the value of k is 0.8 (unit: Pa·m 2 ), that is, the pressure must satisfy P≥0.8 / a 2 ; When it is determined to be a lithium battery fire, the value of k is 1.2, that is, the pressure must meet P ≥ 1.2 / a 2 ; The reason for the difference in k values ​​is that lithium battery fires have a higher heat release rate (about 1.5 times that of fuel fires). The heat plume has a stronger disturbance on the fire extinguishing agent, so a higher k value is required (k lithium battery > k fuel) to compensate for the pressure loss caused by the disturbance. This ensures that the actual pressure of lithium battery fires is higher at the same grid size to adapt to its intense combustion characteristics. In other words, a higher pressure is required to ensure that the fire extinguishing agent penetrates the heat plume and covers the battery gaps. For example, when the high-density grid size a = 0.2m: Fuel fires must meet P ≥ 0.8 / (0.2) 2 =20Pa, which matches the static pressure difference of Example 3 (28±5Pa) to avoid excessive pressure damaging the seal; Lithium battery fires must meet P≥1.2 / (0.2) 2 =30Pa, slightly higher than the upper limit of static pressure difference, this is achieved by briefly increasing the fan power, which lasts no longer than 10s (to avoid curtain deformation), and then falls back to a range compatible with the static pressure difference.

[0035] The above pressure regulation logic is coordinated with the staged fire suppression strategy. The base pressure is used when releasing suppressant in the first stage, and the coolant is dynamically increased according to the real-time fire situation (without exceeding the upper limit) when releasing coolant in the second stage, ensuring that the fire suppression coverage is fully matched with the grid boundary.

[0036] The phased release logic is that the first phase releases the free radical reaction inhibitor to quickly block the combustion chain reaction. The release duration is determined by the sealing performance of Example 3 (the smaller the sealing gap, the longer the inhibitor remains, and the shorter the release duration). The termination condition is when the temperature rise rate in the confined space drops to a preset threshold (this threshold refers to the thermal characteristics of the fire type in Example 2, such as 0.8°C / min for a lithium battery fire). After the first phase, nitrogen purge is initiated (the flow rate is set according to the volume of the confined space) to remove residual inhibitor and prevent reaction with subsequent coolant. In the second stage, coolant is released. Parameters are adjusted based on the fire type determined in Example 2 to accommodate the differences in combustion characteristics between the two fire types. For lithium battery fires (as determined in Example 2), due to the risk of a thermal runaway chain reaction, the coolant supply intensity varies dynamically and positively with the difference between the real-time temperature and the critical temperature within the confined space. That is, the greater the temperature difference, the higher the supply intensity, to quickly suppress temperature rise and prevent re-ignition. For fuel fires, whose combustion temperature characteristics are relatively stable, the coolant supply intensity is adjusted to the typical critical temperature (80°C). This temperature is set based on the combustion characteristics of the fuel. Common fuels (such as gasoline and diesel) generally have flash points below 80°C (diesel flash point 50-70°C, gasoline flash point even lower), while their ignition points are significantly above 80°C (diesel ignition point approximately 220°C). 80°C is above the flash point to prevent re-condensation and volatilization of the fuel due to low temperatures, while below the ignition point to prevent open flame ignition in a safe range, while also providing redundancy for temperature fluctuations. Real-time monitoring is performed using sensors deployed in the confined space (bound to the unit in Example 1). If it is detected that the sealing gap increases due to pressure fluctuations (exceeding the 0.01m set in Example 3), the release pressure is automatically reduced and nitrogen is added to maintain the pressure difference. If the temperature drop rate does not meet expectations (for example, if the temperature does not drop to 60°C within 10 minutes in the case of a lithium battery fire), the coolant release time is extended until the fire termination conditions determined in Example 2 are met.

[0037] Example 5: This post-fire risk control method is based on the phased extinguishing agent release effect of Example 4. Specifically, the residual risk of the fire source unit and adjacent areas is assessed using the temperature rise rate, critical temperature, and sealing status data after the extinguishing agent is applied in Example 4. This process must be linked with the unit grid of Example 1 and the confined space parameters of Example 3 to ensure spatial accuracy of risk assessment and targeted treatment. Example 4 clearly states that after the phased release, two core indicators must be met: at the end of the first phase, the temperature rise rate in the confined space has dropped to a preset threshold (e.g., 0.8°C / min for a lithium battery fire); at the end of the second phase, the temperature has stabilized at a critical value (60°C for lithium batteries and 80°C for fuel oil); and the sealing gap is maintained at ≤0.01m (as set in Example 3). This example uses these indicators as a benchmark, combined with the unit shared boundaries marked in Example 1, to conduct a residual risk assessment for the fire source unit and the three adjacent units along the heat conduction path. Based on the fire extinguishing effect of Example 4, the following evaluation indicators are set: Temperature stability: After the fire source unit temperature reaches the critical value, it is continuously monitored for 20 minutes, and the fluctuation range is ≤3°C (refer to the coolant adjustment accuracy in Example 4), indicating that there is no accumulation of re-ignition energy; The temperature rise rate should be continuous. The temperature rise rate of adjacent units must be ≤0.3°C / min (less than 1 / 3 of the first stage termination threshold in Example 4) to eliminate the tendency of heat spread. The sealing state is consistent, the gap in the enclosed space is still ≤0.01m, and the static pressure difference is maintained at ΔP=28±5Pa (set in Example 3), ensuring that no external air interferes with the evaluation results; Execute corresponding operations based on the above evaluation results. If all indicators are met, the enclosed space formed in Example 3 is released in the order of first reducing the pressure difference and then retracting the curtain body. The release speed is linked to the coolant supply intensity of Example 4 (for example, when the coolant consumption is large, the release speed is slowed down to avoid temperature rebound); If any indicator does not meet the standard (e.g., temperature fluctuation > 3°C), the coolant replenishment procedure of Example 4 is started, and the replenishment amount is calculated as 15% of the volume of the enclosed space (adapted to the unit size of Example 1) until the indicator meets the requirement; The assessment results and disposal actions are associated with the three-dimensional coordinates of the unit in Example 1 to form a complete record of fire source location, staged fire extinguishing, and risk elimination. This record is linked with the fire type data in Example 2 to optimize the post-disposal thresholds for different types of fires (for example, the monitoring time can be appropriately extended for lithium battery fires) and improve subsequent disposal efficiency.

[0038] The residual risk assessment model forms a multi-dimensional assessment logic by integrating the temperature stability of the target unit, the heat spread trend of adjacent units, and the sealing integrity. It is more comprehensive than the traditional single temperature threshold assessment and can effectively identify potential re-ignition risks.

[0039] Example 6: The enclosed frame reset and on-site cleanup method of this example is based on the post-fire risk assessment results of Example 5. That is, using the conclusion that the risk has been resolved as determined in Example 5, the enclosed frame formed in Example 3 is reset, and the fire source unit and surrounding area are targeted for cleanup to restore the initial monitoring state. This process must be coordinated with the dynamic matrix unit grid of Example 1 and the frame structure parameters of Example 3 to ensure that the reset accuracy and cleanup range are adapted to the vehicle parking scenario. Example 5 clearly states that when the risk is resolved, the fire source unit temperature is stable at the critical value (60°C for lithium batteries and 80°C for fuel oil), the temperature rise rate of adjacent units is ≤0.3°C / min, and the enclosed space is sealed (gap ≤0.01m, static pressure difference ΔP = 28±5Pa). This example uses this as the trigger condition, and the operation targets the enclosed frame assembly (upper frame, lower frame, and fire curtain) of Example 3. The operation range is limited to the fire source unit marked in Example 1 and the three associated shared boundary units. The frame is reset in a step-by-step retraction and precise return sequence, with parameters matching the deployment logic of Example 3 in reverse. In the first step, the fire curtain's magnetic lock is released, and the curtain is retracted in steps of 1 / 3 the unit height of Example 1 (e.g., for a unit height of 2.0 m, the curtain is retracted 0.67 m at a time), simultaneously reducing the static pressure difference in the enclosed space to ±5 Pa (to prevent residual smoke from escaping due to sudden pressure changes). In the second step, the scissor-type lifting mechanism drives the upper frame back to its original position. The movement path coincides with the deployment path in the opposite direction of Example 3. The return error is ≤ 1 / 10 of the grid size of Example 1 (e.g., the error for a 0.4m grid is ≤ 0.04m), ensuring that the frame does not interfere with the parking of surrounding vehicles. After the reset is completed, the deviation between the frame position and the initial deployment coordinates is calibrated by the laser radar scanning of Example 1, and the calibration basis is the maximum length of the vehicle The corresponding reference line (e.g. aligned along the longitudinal center axis of the vehicle); The cleaning range strictly matches the unit boundaries of Example 1. Within the fire source unit, remove residual fire extinguishing agent and combustion residues, with a cleaning depth of ≥0.1m to ensure there is no risk of re-ignition. In adjacent related units (the three units evaluated in Example 5), use negative pressure vacuuming to remove scattered residues, covering the entire unit plane to prevent residues from interfering with subsequent monitoring. After cleaning is completed, the environmental parameters in the unit must be restored to the initial judgment criteria of Example 2 (temperature ≤ 30°C, smoke concentration ≤ 0.5% obs / m3), and verified by the detector in the unit; Verification of reset and cleanup confirms the effectiveness of the operation through the following indicators: After the frame is returned to its original position, the overlap with the unit boundary of Example 1 is ≥95% (LiDAR scanning result), ensuring that the target area can be quickly covered when it is deployed next time; In the cleaned unit, the detector samples three times in a row (with an interval of 10 seconds) and all meet the initial threshold of Example 2, indicating that the monitoring environment has been restored.

[0040] In summary, the various embodiments of the present invention form a closed loop by coupling spatial scale and physical parameter structure responses in a chained manner, generating synergistic gains that cannot be achieved through a single technical step. The dynamic grid (e.g., cell size and boundary normal vector) of Example 1 provides a precise spatial coordinate reference for fire determination in Example 2, allowing the sampling of parameters such as temperature field and smoke concentration to be naturally anchored to the vehicle's physical boundaries (e.g., engine compartment and battery pack location), avoiding parameter space drift in traditional gridless scenarios. The fire type determination results of Example 2 (e.g., the spectral characteristics of lithium battery / fuel fires) are directly converted into the sealing parameters of the sealed frame of Example 3 (e.g., the 0.01m gap control to prevent thermal runaway of lithium batteries). The static pressure difference field formed by the frame creates the conditions for the directional diffusion of the fire extinguishing agent in Example 4 (the pressure gradient improves the uniformity of the inhibitor concentration distribution). The risk assessment and reset of subsequent Examples 5-6 achieve self-calibration of space, parameters, and structure by reusing parameters such as the grid size and temperature threshold of the previous steps (such as the frame reset error is corrected through feedback from the grid boundary). This deep coupling of technical parameters enables the differentiated handling needs of the two types of fires to be met through dynamic adaptation of the parameter chain in mixed parking scenarios of new energy vehicles and fuel vehicles without additional hardware adjustment. The core of this mechanism lies in the self-consistent transmission of technical parameters in each step. This mechanism breaks through the limitations of traditional technologies where space division, fire extinguishing control, and risk assessment are separated from each other, forming a technical closed loop of parameter input, response output, and error correction.

[0041] The detailed parameters involved in the present invention, such as the specific amplitude of pressure adjustment with grid density and the specific increase ratio of coolant supply intensity, are preferred ways to implement the present invention. The core logic is that the pressure / intensity increases synchronously with the increase of density / temperature difference. The relevant specific numerical values ​​do not affect the implementation of the present invention. The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them. Although the present invention has been described in detail with reference to the aforementioned embodiments, ordinary technicians in this field should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements will not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A closed frame collaborative vehicle fire step-by-step handling method, characterized in that: The following steps are involved: S1: Dynamic Matrix Unit Division: Dynamically divide the three-dimensional grid into units based on the real-time size information of the vehicle in the protection area. The units are bound to spatial coordinates and the shared boundaries of adjacent units are marked. Perception components adapted to the vehicle size are deployed in the units. S2: Fire determination: Based on the parameters collected by the sensing component and the unit coordinates of S1, the target unit where the fire source is located is locked through multi-parameter collaborative verification and the fire type is distinguished; S3: Targeted sealed isolation: According to the spatial coordinates of the target unit locked in S2, the sealed frame assembly is driven to move to the periphery of the target unit and form a sealed space, the range of which matches the target unit; S4: Precisely extinguish the fire in stages. Different types of fire extinguishing agents are released in stages within the sealed space formed in S3. The fire extinguishing agent release parameters are dynamically adjusted according to the fire type determined in step S2. S5: Post-fire risk assessment: Based on the fire extinguishing effect of S4 and the shared boundaries marked in S1, the residual risk of the target unit and adjacent units is evaluated; S6: Closed-loop recovery: Based on the evaluation results of S5, the closed frame components are reset, and the target unit and surrounding areas are cleaned to restore to the initial monitoring state.

2. The closed frame cooperative vehicle fire step-by-step handling method according to claim 1, characterized in that: The size of the three-dimensional grid unit in S1 is dynamically adjusted according to the maximum length of the vehicle, and the deployment density of the perception components is adapted to the grid unit size to ensure that there are no monitoring blind spots.

3. The closed frame cooperative vehicle fire step-by-step handling method according to claim 1, characterized in that: In S2, the multi-parameter collaborative verification includes correlation verification of temperature, temperature rise rate and smoke concentration. The fire types include lithium battery fire and fuel fire, and are distinguished by spectral feature differences.

4. The closed frame cooperative vehicle fire step-by-step handling method according to claim 1, characterized in that: In S3, the movement and positioning accuracy of the sealed frame assembly matches the grid unit size of S1, and there is a preset static pressure difference inside and outside the space formed after sealing to prevent external air from infiltrating.

5. The closed frame cooperative vehicle fire step-by-step handling method according to claim 1, characterized in that: In S4, the staged release includes first releasing an inhibitor for blocking the combustion chain reaction, and then releasing a coolant for cooling; Among them, the termination release condition of the inhibitor is related to the thermal runaway characteristics of the fire type. The supply intensity of the coolant is dynamically adjusted in a positive direction according to the difference between the real-time temperature corresponding to the fire type and the critical temperature. When the difference increases, the supply intensity is simultaneously increased to accelerate the temperature to approach the critical value. This adjustment logic is adapted to the grid unit size of S1 to ensure that the cooling range covers the target unit.

6. The closed frame cooperative vehicle fire step-by-step handling method according to claim 1, characterized in that: In S5, the residual risk assessment includes the temperature stability assessment of the target unit, the heat spread trend assessment of the adjacent units, and the integrity assessment of the sealed space in S3.

7. The closed frame cooperative vehicle fire step-by-step handling method according to claim 2, characterized in that: In S1, the plane size of the three-dimensional grid unit is dynamically switched according to the vehicle distance. When the vehicle distance is less than a preset critical value, it is switched to a higher density grid size.

8. The closed frame coordinated vehicle fire step-by-step handling method according to claim 5, characterized in that: In S4, the cooling target temperature corresponding to the lithium battery fire is lower than the cooling target temperature of the fuel fire, and the coolant supply intensity of the lithium battery fire is higher than that of the fuel fire.

9. The closed frame cooperative vehicle fire step-by-step handling method according to claim 1, characterized in that: The coordinates of the three-dimensional grid cells divided by S1 serve as the spatial reference for the release of the fire extinguishing agent in S4, that is, the range and pressure parameters of the fire extinguishing agent release are bound to the three-dimensional coordinates of the target cell to ensure that the release area completely coincides with the fire source cell.

10. The closed frame cooperative vehicle fire step-by-step handling method according to claim 7, characterized in that: The setting of the safety critical distance is based on the thermal conductivity characteristics of the dynamic grid cells. When the distance between adjacent cells is less than or equal to the critical value, the high-density grid mode is triggered. The size of the high-density grid is coordinated with the release pressure parameter of the fire extinguishing agent in S4 to ensure that the fire extinguishing coverage matches the grid boundary.

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