Smoke and fire simulation test system and method for moving fire-carrying train

Abstract

The invention discloses a smoke and fire simulation test system for a moving fire-carrying train. The smoke and fire simulation test system comprises a tunnel model, a lifting device, a track model, a train model, a combustor, a train driving device, a test module and a central control system, the simulation degree is high, the speed of the train model is accurately regulated and controlled, and high-speed running of the train model is achieved; precise regulation and control of the heat release rate of the fire source are realized through a precise instrument, and continuous combustion of the moving fire source in the high-speed moving process can be maintained; stepless adjustment of the gradient of the tunnel model with any length is achieved through the lifting device.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a simulation test system and method for smoke and fire simulation of a moving train carrying fire. Background Technology

[0002] As a vital national infrastructure, railways not only provide efficient and convenient transportation services but also promote regional economic development. As of November 2023, my country's railway operating mileage exceeded 155,500 kilometers, including 43,700 kilometers of high-speed rail. With the continuous improvement of construction technology and transport capacity demands, a number of long railway tunnels have emerged in the planning and construction of railways in the western mountainous areas and southeastern coastal regions of my country. These long railway tunnels are deep and relatively enclosed, making it difficult for smoke to escape quickly in the event of a fire, generating large amounts of toxic gases and severely limiting ventilation, smoke extraction, and personnel evacuation and rescue efforts. Research summarizing domestic and international tunnel operation accidents shows that fire accidents account for about half of all accidents during tunnel operation, often resulting in heavy casualties, enormous property losses, and serious social impacts.

[0003] Currently, rescue methods in long tunnels primarily consider fixed-point evacuation and rescue. This involves placing the train in designated areas within the tunnel (e.g., emergency rescue stations at the tunnel entrance or inside the tunnel) for personnel evacuation and firefighting, followed by rescue operations via rescue trains or emergency exits. During train deceleration, the airflow from the front of the train and the negative pressure area at the rear creates a piston-like wind effect, where air flows in the direction of travel. This piston-like wind manifests in various forms as the train decelerates from a constant speed to a complete stop, resulting in highly complex fluid flow velocity and combustible gas distribution, significantly different from a stationary fire source. Furthermore, the spread of fire smoke in long tunnels becomes more complex with train movement, significantly impacting ventilation and smoke extraction design and personnel evacuation strategies. Therefore, research on the spread of fire smoke and flames in long tunnels under moving, fire-carrying train scenarios is urgently needed. Summary of the Invention

[0004] The present invention aims to provide a simulation test system for smoke and fire from a moving train carrying fire, in order to solve the above problems.

[0005] A simulated fire simulation test system for a moving, flame-carrying train includes:

[0006] Tunnel model, lifting device, track model, train model, burner, train drive unit, test module, central control system;

[0007] The track model, train model, and burner are located inside the tunnel model, the lifting device is located below the tunnel model, and the train drive device is located outside the tunnel model.

[0008] The track model is located below the train model, and the burner is located inside the train model.

[0009] The tunnel model and train model are scaled down proportionally to the actual tunnel and train according to the Froude number, respectively. The proportional relationship between the scaled model size (subscript m) and the full-size prototype (subscript f) under the Froude criterion is shown below:

[0010] (1)

[0011] in, —Full-scale test Froude number;

[0012] —Froude number in scaled-down model experiments;

[0013] —Full-scale testing speed;

[0014] —Speed ​​of scaled-down model testing;

[0015] —Full-size test length;

[0016] —Length of the scaled-down model test;

[0017] g — acceleration due to gravity;

[0018] Specifically, the model dimensions are designed according to the following proportional relationships:

[0019] Speed ​​ratio:

[0020] (2)

[0021] Time ratio:

[0022] (3)

[0023] Acceleration ratio:

[0024] (4)

[0025] Mass flow ratio:

[0026] (5)

[0027] Fire source power ratio:

[0028] (6)

[0029] Temperature ratio:

[0030] (7).

[0031] Preferably, the tunnel model includes an arc-shaped observation window tunnel model and a regular tunnel model, and the cross-sectional dimensions are set according to the scaling ratio.

[0032] In the arched observation window tunnel model: the arched observation window is made of transparent PC board, and its arc shape is achieved through hot modular molding technology. It is connected to the skin of the tunnel model through positioning holes around the perimeter using bolts. Considering the load-bearing capacity of the observation window tunnel model, a section of steel plate skin is left between the two arched transparent PC boards. This steel plate skin is welded to the reinforcing ribs to ensure the integrity of the entire tunnel model. Different tunnel models are connected to each other as a whole through snaps and fasteners. In addition, considering the horizontal adjustment of the tunnel model, each model unit is equipped with horizontal adjustment rods around its perimeter to ensure that the tunnel model reaches a horizontal state.

[0033] In the standard tunnel model: a stainless steel skin with welded reinforcing ribs is used, which can meet the requirements for high temperature resistance.

[0034] Preferably, the lifting device includes a main frame, a hand-cranked winch, a crossbeam mounting frame, a longitudinal beam mounting frame, pulleys, and sliding blocks;

[0035] The main frame includes horizontal supports, vertical supports, and inclined supports; the horizontal supports are located at the bottom and are fixedly connected to the bottom of the vertical supports and also to the bottom of the inclined supports; the tops of the vertical supports and the tops of the inclined supports are fixedly connected to form a certain angle.

[0036] The crossbeam mounting frame and the longitudinal beam mounting frame are located on the main frame, and the crossbeam mounting frame and the longitudinal beam mounting frame are perpendicular to each other in the horizontal projection direction;

[0037] The hand-cranked winch is located on the horizontal support of the main frame, on one side of the vertical support of the main frame;

[0038] The pulley is located in the angle formed by the vertical support and the inclined support, and is used to guide the first wire rope;

[0039] The sliding block can be slidably fitted onto the main frame;

[0040] The first wire rope passes through pulleys and is connected to the hand-cranked winch and the sliding block respectively; the crossbeam mounting frame is connected to the sliding block by bolts;

[0041] The lifting devices are arranged at intervals, and adjacent lifting devices are connected as a whole by bolts between the longitudinal beam mounting frame and the transverse beam mounting frame. Multiple tunnel models can be placed on each pair of longitudinal beam mounting frames. When the hand winch tightens the first wire rope, the sliding block moves upward, which drives the transverse beam mounting frame to move upward. The lifting height of different lifting devices is different, thereby realizing the adjustment of the tunnel slope.

[0042] The main frame includes Type I lifting frame, Type II lifting frame and Type III lifting frame. The effective lifting height of Type I lifting frame is greater than that of Type II lifting frame; the effective lifting height of Type II lifting frame is greater than that of Type III lifting frame.

[0043] Preferably, in the track model, the track model is used for guidance during the acceleration and deceleration of the train, including the track and track support; the track is arranged at intervals; the connection between the tracks is realized through the track support, with a track support with bolt holes arranged at each end of each track, and the track support is fixed to the tunnel model as a whole by self-tapping screws, and the track and track support are connected to each other by bolts in sequence, finally realizing the full-length connection of the track in the tunnel model.

[0044] Preferably, the train model includes a head train, a middle train, and a tail train; the head train, the middle train, and the tail train are connected by a hinge; the tail train, as the part that catches fire, is designed with windows to enhance the simulation effect of the model;

[0045] Each train carriage includes an upper guide wheel, a lower guide wheel, and a side guide wheel. The upper and lower guide wheels are in close contact with the track to prevent the train model from bouncing up and down during high-speed travel. The side guide wheels are in contact with the side wall of the track steel to prevent the train model from exhibiting obvious serpentine movement.

[0046] Preferably, the burner includes an aluminum gas cylinder, valves, a remote-controlled solenoid valve, an oil drum, a pressure reducing valve, and a flow meter placed in the middle section of the train model, and an atomizing nozzle placed in the rear section of the train model. The aluminum gas cylinder, as a container for storing high-pressure air, is connected to the atomizing nozzle via the pressure reducing valve and the remote-controlled solenoid valve. The oil drum, as a container for storing fuel, has an oil inlet and is connected to the atomizing nozzle via the valve, the flow meter, and the remote-controlled solenoid valve. The pressure reducing valve acts as a regulator, reducing the inlet pressure to a desired outlet pressure and automatically maintaining a stable outlet pressure using the energy of the medium itself. The remote-controlled solenoid valve, composed of an electromagnet, a valve body, and a valve core, is remotely controlled via electrical signals and can remotely control the high-pressure air and fuel. The valve and the flow meter together calibrate the fuel flow rate to precisely control the heat release rate of the ignition source. The atomizing nozzle atomizes the liquid fuel by spraying high-pressure air from the aluminum gas cylinder into the oil drum, thus atomizing the fuel and ensuring sufficient air to maintain combustion even as the ignition source moves at high speed.

[0047] In order to accurately control the heat release rate of the fire source, the liquid fuel is first atomized, and then the flow rate corresponding to different heat release rates is calculated using the following formula. The flow rate is calibrated by adjusting the valve and observing the flow meter, so as to complete the batch test conditions.

[0048] (8)

[0049] in, —Heat release rate from the heat source; — Combustion efficiency —Quality loss rate; —Heat of combustion.

[0050] Preferably, the train drive device includes a drive wheel axle, a driven wheel bracket, a driven wheel axle, a second wire rope, and a servo motor. The drive wheel axle is driven by a servo motor, which can provide stable output. The driven wheel bracket is welded from steel profiles, with bolt holes evenly spaced on both sides. The driven wheel axle is welded from steel profiles and rollers, with bolt holes also on both sides of the steel profiles. The driven wheel axle is connected to the driven wheel bracket by bolts, and its height is adjustable to adapt to tunnel models with different slopes. The second wire rope is wound around the drive wheel axle and the driven wheel axle and connected to the head and tail of the train model, thereby converting the output of the servo motor into the movement of the train model.

[0051] In order to precisely control the operation of the train model, a PLC programming program is used to control the output power, acceleration time, and deceleration time of the servo motor through a visual control console, thereby achieving precise control of the train model's operation and simulating the actual operation of a real train.

[0052] Preferably, the testing module includes sensors installed on the tunnel model, track model, and train model for measuring parameters during the model test. The parameters include at least: video data, piston wind data, temperature data, gas concentration data, and video data. The selection and installation of the sensors should avoid interfering with the flow field inside the tunnel model.

[0053] A method for simulating the smoke and fire spread of a moving train carrying fire, specifically including:

[0054] S1. First, check whether each module of the simulation system can operate normally;

[0055] S2 allows you to adjust parameters related to train operation status via a visual control console, including servo motor output power, acceleration time, and deceleration time.

[0056] S3, adjust the valve and observe the flow meter until the fuel flow rate corresponds to the target ignition power; observe the pressure reducing valve to ensure sufficient high-pressure air to complete the subsequent working condition test;

[0057] S4. Start each test system according to the operating procedures and begin data acquisition;

[0058] S5. After the test system is running stably, the ignition personnel prepare for ignition. The burner operator starts the valves of the aluminum gas cylinder and oil drum via remote control. The atomized fuel is sprayed out through the nozzle into the rear of the train.

[0059] S6, the ignition operator completes ignition;

[0060] S7, the console operator sends a command to the servo motor, and the train carrying the fire runs a preset motion process, that is, accelerates to the scale speed and decelerates at a certain deceleration.

[0061] S8: After the train model stops, continue collecting data for ten minutes. This test condition ends. Save the test data.

[0062] S9, remove the residual smoke and heat from the tunnel, clean up the test model and test site, and then conduct the test for the next working condition;

[0063] S10, precisely adjust the heat release rate of the fire source to different megawatts, keep other settings unchanged, complete the test under different working conditions, process and analyze the test data to obtain the smoke and fire spread law before the moving fire-carrying train stops at a fixed point.

[0064] Preferably, the simulation of the effect of gradient on the spread of smoke and fire before a moving train carrying fire stops at a designated point includes:

[0065] S1, using the handle to rotate the hand-cranked winch of the lifting device to lift the corresponding crossbeam mounting frame;

[0066] S2, for the adjacent crossbeam mounting frame, place the level on the longitudinal beam mounting frame, rotate the hand crank of the adjacent lifting support, observe the level reading, until the target slope is reached;

[0067] S3. Following the experimental procedure for simulating the spread of smoke and fire before a moving train carrying fire stops at a fixed point, the test conditions with a preset slope are completed. The obtained test data are processed, compared, and analyzed to obtain the influence of the slope on the spread of smoke and fire before a moving train carrying fire stops at a fixed point.

[0068] The beneficial effects of this invention are as follows:

[0069] This invention provides a high degree of simulation, precise speed control of the train model, and enables high-speed operation of the train model.

[0070] Precise instruments enable precise control of the heat release rate of the fire source and maintain continuous combustion of the moving fire source during high-speed movement.

[0071] The slope of a tunnel model of any length can be infinitely adjusted by a lifting device. Attached Figure Description

[0072] Figure 1 This is a schematic diagram of a moving fire-carrying train smoke and fire simulation test system provided in an embodiment of the present invention;

[0073] Figure 2 A structural diagram of the tunnel model system provided in an embodiment of the present invention;

[0074] Figure 3 This is a structural diagram of the lifting device system provided in an embodiment of the present invention;

[0075] Figure 4 This is a structural diagram of the orbital model system provided in an embodiment of the present invention;

[0076] Figure 5 A structural diagram of a train model system provided in an embodiment of the present invention;

[0077] Figure 6 A structural diagram of a burner system provided in an embodiment of the present invention;

[0078] Figure 7 This is a structural diagram of a train drive system provided in an embodiment of the present invention.

[0079] Figure label:

[0080] 1 is the tunnel model; 2 is the lifting device; 3 is the track model; 4 is the train model; 5 is the burner; 6 is the train drive device; 11 is the transparent PC board; 12 is the horizontal adjustment rod; 13 is the steel plate skin; 14 is the buckle; 15 is the fastener; 16 is the stainless steel skin; 21 is the main frame; 22 is the hand-cranked winch; 23 is the crossbeam mounting frame; 24 is the longitudinal beam mounting frame; 25 is the pulley; 26 is the sliding block; 31 is the track; 32 is the track support. ; 41 is the head train, 42 is the middle train, 43 is the tail train, 44 is the upper guide wheel, 45 is the lower guide wheel, 46 is the hinge shaft, 47 is the side guide wheel; 51 is an aluminum gas cylinder, 52 is a valve, 53 is a remote control solenoid valve, 54 is an oil drum, 55 is a pressure reducing valve, 56 is a flow meter, 57 is an atomizing nozzle; 61 is the driving wheel axle, 62 is the driven wheel bracket, 63 is the driven wheel axle, 64 is the second steel wire rope, 65 is a servo motor. Detailed Implementation

[0081] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. The embodiments of the present invention are not limited thereto.

[0082] Example 1

[0083] This invention discloses a simulation test system for smoke and fire from a moving, flame-carrying train, with reference to... Figure 1 ,include:

[0084] A simulated fire simulation test system for a moving, flame-carrying train includes:

[0085] Tunnel model 1, lifting device 2, track model 3, train model 4, burner 5, train drive device 6, test module, central control system;

[0086] Among them, track model 3, train model 4, and burner 5 are located in tunnel model 1, lifting device 2 is located below tunnel model 1, and train drive device 6 is located outside tunnel model 1.

[0087] Among them, track model 3 is located below train model 4, and burner 5 is located inside train model 4;

[0088] Among them, tunnel model 1 and train model 5 are scaled down proportionally to the actual tunnel and train according to the Froude number, respectively; the proportional relationship between the scaled model size (subscript m) and the full-size prototype (subscript f) under the Froude criterion is shown below:

[0089] (1)

[0090] in, —Full-scale test Froude number;

[0091] —Froude number in scaled-down model experiments;

[0092] —Full-scale testing speed;

[0093] —Speed ​​of scaled-down model testing;

[0094] —Full-size test length;

[0095] —Length of the scaled-down model test;

[0096] g — acceleration due to gravity;

[0097] Specifically, the model dimensions are designed according to the following proportional relationships:

[0098] Speed ​​ratio:

[0099] (2)

[0100] Time ratio:

[0101] (3)

[0102] Acceleration ratio:

[0103] (4)

[0104] Mass flow ratio:

[0105] (5)

[0106] Fire source power ratio:

[0107] (6)

[0108] Temperature ratio:

[0109] (7)

[0110] This example system also includes two central control systems: ① a central control system for controlling the train drive unit, which controls the operating frequency and running time of the servo motor through PLC programming, thereby realizing the customized setting of the train's motion state and meeting the requirements of most test conditions; ② a central control system for controlling the burner ignition, which controls the injection / closing state of high-pressure air and fuel through remote control of electromagnetic valves, realizing remote control of the combustion / extinguishing of mobile fire sources.

[0111] like Figure 2 The diagram shown is a structural diagram of the tunnel model system of the present invention.

[0112] Tunnel Model 1 includes an arc-shaped observation window tunnel model and a regular tunnel model, both 1 meter in length. The cross-sectional dimensions are set according to the scaling ratio, which is 1:10.

[0113] In the arc-shaped observation window tunnel model: the arc-shaped observation window is made of transparent PC board 11, which is made into an arc shape through hot module molding technology, and is connected to the skin of tunnel model 1 by bolts through positioning holes around the perimeter; considering the load-bearing capacity of the observation window tunnel model 1, a part of steel plate skin 13 is left between the two arc-shaped transparent PC boards 11. The steel plate skin 13 is welded to the reinforcing rib to ensure the integrity of the entire tunnel model 1; different tunnel models 1 are connected into a whole by buckles 14 and fasteners 15; in addition, considering the horizontal adjustment of tunnel model 1, each model unit is equipped with a horizontal adjustment rod 12 around its perimeter to ensure that tunnel model 1 reaches a horizontal state;

[0114] In the ordinary tunnel model: the stainless steel skin with 16 welded reinforcing ribs is designed and manufactured, and it can meet the requirements of high temperature resistance.

[0115] like Figure 3 The figure shown is a structural diagram of the lifting device system of the present invention.

[0116] The lifting device 2 includes a main frame 21, a hand-cranked winch 22, a crossbeam mounting frame 23, a longitudinal beam mounting frame 24, pulleys 25, and sliding blocks 26;

[0117] The main frame 21 includes horizontal supports, vertical supports, and inclined supports; the horizontal supports are located at the bottom and are fixedly connected to the bottom of the vertical supports and also to the bottom of the inclined supports; the top of the vertical supports and the top of the inclined supports are fixedly connected to form a certain angle.

[0118] The crossbeam mounting frame 23 and the longitudinal beam mounting frame 24 are located on the main frame 21, and the crossbeam mounting frame 23 and the longitudinal beam mounting frame 24 are perpendicular to each other in the horizontal projection direction.

[0119] The hand-cranked winch 22 is located on the horizontal support of the main frame 21, on one side of the vertical support of the main frame 21;

[0120] The pulley 25 is located in the angle formed by the vertical support and the inclined support, and is used to guide the first wire rope;

[0121] The sliding block 26 is slidably mounted on the main frame 21;

[0122] The main frame 21 is made of 50 mm * 50 mm square tubing welded together; the sliding block 26 is made of C-shaped steel; the first steel wire rope passes through the pulley 25 and is connected to the hand-cranked winch 22 and the sliding block 26 respectively; the crossbeam mounting frame 23 is connected to the sliding block 26 by bolts.

[0123] The lifting devices 2 are arranged at intervals, one every 3 meters. Adjacent lifting devices 2 are connected as a whole by bolts between the longitudinal beam mounting frame 24 and the transverse beam mounting frame 23. Each pair of longitudinal beam mounting frames 24 can hold three sections of tunnel model 1. When the hand winch 22 tightens the first wire rope, the sliding block 26 moves upward, driving the transverse beam mounting frame 23 to move upward. The lifting height of different lifting devices is different, thereby realizing the adjustment of the tunnel slope.

[0124] The main frame 21 includes a type I lifting frame, a type II lifting frame, and a type III lifting frame. The effective lifting height of the type I lifting frame is greater than that of the type II lifting frame; the effective lifting height of the type II lifting frame is greater than that of the type III lifting frame; the effective lifting height of the type I lifting frame is 2.3 meters, the effective lifting height of the type II lifting frame is 1.8 meters, and the effective lifting height of the type III lifting frame is 1.0 meter.

[0125] like Figure 4 The diagram shown is a structural diagram of the orbital model system of the present invention.

[0126] In track model 3, the track model is used for guidance during the acceleration and deceleration of the train, including track 31 and track support 32. The track 31 is arranged at intervals, using L-shaped steel, with one track every 3 meters. The connection between the track 31 is achieved through the track support 32. At each end of each track 31, there is a track support 32 with bolt holes. The track support 32 is fixed to the tunnel model 1 as a whole by self-tapping screws. The track 31 and the track support 32 are connected sequentially by bolts, finally achieving the full-length connection of the track within the tunnel model 1. Considering the safety of high-speed train operation, the smoothness of the track model can reach 3 mm / 1000 mm.

[0127] like Figure 5 The diagram shown is a structural diagram of the train model system of the present invention.

[0128] Train model 4 is a scaled-down design based on the CRH6 train head at a 1:10 scale, resulting in a total length of 2.7 meters. Due to the need to house the burners inside the train and for ease of transport, the train model includes a head train 41, a middle train 42, and a tail train 43, each 0.9 meters long, connected by hinges. The head train 41, middle train 42, and tail train 43 are connected by hinge 46. The tail train 43, serving as the burning section, is designed with windows to enhance the simulation effect.

[0129] In addition, to ensure the safety of the train when running at high speed on the track model, each train has an upper guide wheel 44, a lower guide wheel 45, and a side guide wheel 47. The upper guide wheel 44 and the lower guide wheel 45 are in close contact with the track to prevent the train model 4 from bouncing up and down during high-speed operation. The side guide wheel 47 is in contact with the side wall of the track steel to prevent the train model 4 from exhibiting obvious serpentine movement.

[0130] like Figure 6 The diagram shown is a structural diagram of the burner system of the present invention.

[0131] The burner 5 includes an aluminum gas cylinder 51, a valve 52, a remote control solenoid valve 53, an oil tank 54, a pressure reducing valve 55, and a flow meter 56, all placed in the middle train 42 of the train model 4, and an atomizing nozzle 57 in the rear train 43 of the train model 4. The aluminum gas cylinder 51 serves as a container for storing high-pressure air and is connected to the atomizing nozzle 57 via the pressure reducing valve 55 and the remote control solenoid valve 53. The oil tank 54 serves as a container for storing fuel and has an oil inlet, connected to the atomizing nozzle 57 via the valve 52, the flow meter 56, and the remote control solenoid valve 53. The pressure reducing valve 55 acts as a regulator, reducing the inlet pressure to a certain required level. The outlet pressure is required and automatically stabilized by relying on the energy of the medium itself; the remote control solenoid valve 53 is remotely controlled by electrical signals and consists of an electromagnet, valve body and valve core, which can realize remote control of high-pressure air and fuel; the valve 52 and the flow meter 56 together realize the calibration of fuel flow to achieve the purpose of accurately controlling the heat release rate of the ignition source; the atomizing nozzle 57 realizes the atomization of liquid fuel. The atomizing nozzle 57 realizes the atomization of fuel by spraying high-pressure air from the aluminum gas cylinder 51 into the fuel siphon in the oil tank 54, and can ensure that there is still enough air to maintain combustion during the high-speed movement of the ignition source;

[0132] In order to accurately control the heat release rate of the fire source, the liquid fuel is first atomized, and then the flow rate corresponding to different heat release rates is calculated using the following formula. The flow rate is calibrated by adjusting the valve and observing the flow meter, so as to complete the batch test conditions.

[0133] (8)

[0134] in, —Heat release rate from the heat source; — Combustion efficiency —Quality loss rate; —Heat of combustion.

[0135] like Figure 7 The diagram shown is a structural diagram of the train drive device system of the present invention.

[0136] The train drive unit 6 includes a drive wheel axle 61, a driven wheel bracket 62, a driven wheel axle 63, a second steel wire rope 64, and a servo motor 65. The drive wheel axle 61 is driven by a 10 kW servo motor 65, which can provide stable output. The driven wheel bracket 62 is welded from steel profiles, with bolt holes evenly spaced on both sides. The driven wheel axle 63 is welded from steel profiles and rollers, with bolt holes also on both sides of the steel profiles. The driven wheel axle 63 is connected to the driven wheel bracket 62 by bolts, and its height is adjustable to adapt to tunnel models with different slopes. The second steel wire rope 64 is wound around the drive wheel axle 61 and the driven wheel axle 63 and connected to the head and tail of the train model 4, thereby converting the output of the servo motor 65 into the movement of the train model 4.

[0137] In order to precisely control the running status of train model 4, the output power, acceleration time and deceleration time of servo motor 65 are controlled by a PLC programming program using a visual control console, thereby achieving precise control of the running status of train model 4 and simulating the actual running status of a real train.

[0138] The present invention also includes a testing module comprising sensors installed on the tunnel model 1, track model 3, and train model 4 for measuring parameters during the model test. The parameters include at least: video data, piston air data, temperature data, gas concentration data, and video data. The selection and installation of the sensors avoid interference with the flow field inside the tunnel model.

[0139] The simulation study investigated the spread of smoke and fire before a moving train carrying fire came to a fixed stop, specifically including:

[0140] S1. First, check whether each module of the simulation system can operate normally;

[0141] S2 allows you to adjust parameters related to train operation status via a visual control console: output power of servo motor 65, acceleration time, and deceleration time.

[0142] S3, adjust valve 52 and observe flow meter 56 until the fuel flow rate corresponds to the target ignition power; observe pressure reducing valve 55 to ensure sufficient high-pressure air to complete the subsequent working condition test;

[0143] S4. Start each test system according to the operating procedures and begin data acquisition;

[0144] S5. After the test system is running stably, the ignition personnel prepare for ignition. The burner operator starts the valves of the aluminum gas cylinder 51 and the oil drum 54 via remote control. The atomized fuel is sprayed out through the nozzle into the tail train 43.

[0145] S6, the ignition operator completes ignition;

[0146] S7, the console operator sends a command to the servo motor 65, and the train carrying the fire runs the preset motion process, that is, accelerates to the scale speed and decelerates at a certain deceleration; accelerates to 10.5 meters per second, and then decelerates at a deceleration of 1.2 meters per second squared.

[0147] S8. After train model 4 stops, continue collecting data for ten minutes. This test condition ends. Save the test data.

[0148] S9, remove the residual smoke and heat from the tunnel, clean up the test model and test site, and then conduct the test for the next working condition;

[0149] S10, using remote control solenoid valve 53 and flow meter 56, can precisely adjust the heat release rate of the fire source to 5 MW, 8 MW, 15 MW and 20 MW, with other settings unchanged, to complete tests under different working conditions. The obtained test data is processed and analyzed to obtain the smoke and fire spread pattern before the moving fire-carrying train stops at a fixed point.

[0150] The effect of gradient on the spread of smoke and fire before a moving train carrying fire stops at a designated point was simulated, specifically including:

[0151] S1, the hand-cranked winch 22 of the lifting device is rotated by the handle to lift the corresponding crossbeam mounting frame 23;

[0152] S2, for the adjacent crossbeam mounting frame 23, place the level on the longitudinal beam mounting frame 24, rotate the hand crank 22 of the adjacent lifting support, observe the level reading, until the target slope is reached;

[0153] S3. Following the experimental procedure for simulating the spread of smoke and fire before a moving train carrying fire stops at a designated point, the test conditions with preset slopes, including 10‰, 20‰, 30‰, and irregular slopes, were completed. The obtained test data were processed and compared to obtain the influence of slope on the spread of smoke and fire before a moving train carrying fire stops at a designated point.

[0154] The system assembly process is as follows:

[0155] First, the lifting devices need to be aligned and connected into a single frame using longitudinal and transverse beams, as shown in the diagram below. The yellow part is the self-locking hand-cranked winch, whose height can be manually adjusted using a lever to regulate the slope.

[0156] Next, place the tunnel model units onto the overall frame. The tunnel model units are fixed together with clips, as shown in the picture below. You can see the difference between the tunnel model units with and without viewing windows; the white part is a protective film, which will be transparent after being peeled off.

[0157] Next, a track model was placed inside the tunnel. Each track section was 2 meters long, and the two sections were secured together with screws to match the overall length of the tunnel model. The image below shows the completed track setup.

[0158] The entire model is equipped with servo motors and support frames at the front and rear, respectively. These are connected to the train model via steel cables that pass through the tunnel. This achieves the goal of using the motors to rotate the steel cables, which in turn moves the train. The overall effect is shown in the image below.

[0159] The schematic diagram of the trolley shows the steel cable at the front of the train. At this point, the drive unit is still being tested, and the outer shell of the train model has not yet been installed.

[0160] The central control console is shown in the figure below. Commands can be input to the motor through the console to control the train's speed and operating status.

[0161] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A simulation test system for smoke and fire on a moving train carrying fire, characterized in that, include: Tunnel model (1), lifting device (2), track model (3), train model (4), burner (5), train drive device (6), test module, central control system; Among them, the track model (3), train model (4), and burner (5) are located in the tunnel model (1), the lifting device (2) is located below the tunnel model (1), and the train drive device (6) is located outside the tunnel model (1); Among them, the track model (3) is located below the train model (4), and the burner (5) is located inside the train model (4); Among them, the tunnel model (1) and the train model (5) are scaled down proportionally to the actual tunnel and train according to the Froude number; the proportional relationship between the scaled model size (subscript m) and the full-size prototype (subscript f) under the Froude criterion is as follows: （1）； in, —Full-scale test Froude number; —Froude number in scaled-down model experiments; —Full-scale testing speed; —Speed ​​of scaled-down model testing; —Full-size test length; —Length of the scaled-down model test; g — acceleration due to gravity; Specifically, the model dimensions are designed according to the following proportional relationships: Speed ​​ratio: （2）； Time ratio: （3）； Acceleration ratio: （4）； Mass flow ratio: （5）； Fire source power ratio: （6）； Temperature ratio: （7）；。 2. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, The tunnel model (1) includes an arc-shaped observation window tunnel model and a regular tunnel model, and the cross-sectional dimensions are set according to the scaling ratio. In the arc-shaped observation window tunnel model: the arc-shaped observation window is made of transparent PC board (11), which is made into an arc shape through hot module molding technology, and is connected to the skin of the tunnel model (1) by bolts through the positioning holes around the perimeter; considering the load-bearing capacity of the observation window tunnel model (1), a part of steel plate skin (13) is left between the two arc-shaped transparent PC boards (11), and the steel plate skin (13) is welded to the reinforcing rib to ensure the integrity of the entire tunnel model (1); different tunnel models (1) are connected to each other as a whole by buckles (14) and fasteners (15); in addition, considering the horizontal adjustment of the tunnel model (1), each model unit is equipped with a horizontal adjustment rod (12) around its perimeter to ensure that the tunnel model (1) reaches a horizontal state; In the ordinary tunnel model: stainless steel skin (16) is used for welding and reinforcing ribs, and it can meet the requirements of high temperature resistance.

3. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, The lifting device (2) includes a main frame (21), a hand-cranked winch (22), a crossbeam mounting frame (23), a longitudinal beam mounting frame (24), pulleys (25), and sliding blocks (26); The main frame (21) includes horizontal supports, vertical supports and inclined supports; the horizontal supports are located at the bottom and are fixedly connected to the bottom of the vertical supports and also to the bottom of the inclined supports; the top of the vertical supports and the top of the inclined supports are fixedly connected to form a certain angle. The crossbeam mounting frame (23) and the longitudinal beam mounting frame (24) are located on the main frame (21), and the crossbeam mounting frame (23) and the longitudinal beam mounting frame (24) are perpendicular to each other in the horizontal projection direction; The hand-cranked winch (22) is located on the horizontal support of the main frame (21) and on one side of the vertical support of the main frame (21); The pulley (25) is located in the angle formed by the vertical support and the inclined support, and is used to guide the first wire rope; The sliding block (26) can be slidably fitted onto the main frame (21); The first wire rope passes through the pulley (25) and is connected to the hand-cranked winch (22) and the sliding block (26) respectively; the crossbeam mounting frame (23) is connected to the sliding block (26) by bolts; The lifting devices (2) are arranged at intervals. Adjacent lifting devices (2) are connected as a whole by bolts between the longitudinal beam mounting frame (24) and the transverse beam mounting frame (23). Multiple tunnel models (1) can be placed on each pair of longitudinal beam mounting frames (24). When the hand winch (22) tightens the first wire rope, the sliding block (26) moves upward, which drives the transverse beam mounting frame (23) to move upward. The lifting height of different lifting devices is different, thereby realizing the adjustment of the tunnel slope. The main frame (21) includes a type I lifting frame, a type II lifting frame and a type III lifting frame, wherein the effective lifting height of the type I lifting frame is greater than that of the type II lifting frame; and the effective lifting height of the type II lifting frame is greater than that of the type III lifting frame.

4. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, In the track model (3), the track model is used for guidance during the acceleration and deceleration of the train, including the track (31) and the track support (32); the track (31) is arranged at intervals; the connection between the track (31) is achieved through the track support (32). A track support (32) with bolt holes is arranged at both ends of each track (31). The track support (32) is fixed to the tunnel model (1) as a whole by self-tapping screws. The track (31) and the track support (32) are connected in sequence by bolts, and finally the track is connected along its entire length in the tunnel model (1).

5. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, The train model (4) includes a head train (41), a middle train (42) and a tail train (43); the head train (41), the middle train (42) and the tail train (43) are connected by a hinge (46); the tail train (43) is designed with windows to enhance the simulation effect of the model as the part that catches fire; Each train carriage has an upper guide wheel (44), a lower guide wheel (45), and a side guide wheel (47). The upper guide wheel (44) and the lower guide wheel (45) are in close contact with the track to prevent the train model (4) from bouncing up and down during high-speed travel. The side guide wheel (47) is in contact with the side wall of the track steel to prevent the train model (4) from exhibiting obvious serpentine motion.

6. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, The burner (5) includes an aluminum gas cylinder (51), a valve (52), a remote control solenoid valve (53), an oil drum (54), a pressure reducing valve (55), a flow meter (56) placed in the middle train (42) of the train model (4), and an atomizing nozzle (57) placed in the tail train (43) of the train model (4). The aluminum gas cylinder (51) serves as a container for storing high-pressure air and is connected to the atomizing nozzle (57) through the pressure reducing valve (55) and the remote control solenoid valve (53). The oil drum (54) serves as a container for storing fuel and is equipped with an oil filling port. It is connected to the atomizing nozzle (57) through the valve (52), the flow meter (56), and the remote control solenoid valve (53). Among them, the pressure reducing valve (55) serves as a container for storing fuel and is connected to the atomizing nozzle (57) through the valve (52), the flow meter (56), and the remote control solenoid valve (53). The regulating function reduces the inlet pressure to a certain required outlet pressure and relies on the energy of the medium itself to automatically maintain a stable outlet pressure; the remote control solenoid valve (53) is remotely controlled by an electrical signal and consists of an electromagnet, valve body and valve core, which can realize remote control of high-pressure air and fuel; the valve (52) together with the flow meter (56) realizes the calibration of fuel flow to achieve the purpose of accurately controlling the heat release rate of the fire source; the atomizing nozzle (57) realizes the atomization of liquid fuel. The atomizing nozzle (57) realizes the atomization of fuel by spraying high-pressure air from the aluminum gas cylinder (51) into the fuel siphon oil tank (54), and can ensure that there is enough air to maintain combustion during the high-speed movement of the fire source; In order to accurately control the heat release rate of the fire source, the liquid fuel is first atomized, and then the flow rate corresponding to different heat release rates is calculated using the following formula. The flow rate is calibrated by adjusting the valve and observing the flow meter, so as to complete the batch test conditions. （8）； in, —Heat release rate from the heat source; — Combustion efficiency —Quality loss rate; —Heat of combustion.

7. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, The train drive unit (6) includes a drive wheel axle (61), a driven wheel bracket (62), a driven wheel axle (63), a second wire rope (64), and a servo motor (65). The drive wheel axle (61) is driven by the servo motor (65) and can provide stable output. The driven wheel bracket (62) is welded from steel profiles and has bolt holes spaced equally on both sides. The driven wheel axle (63) is welded from steel profiles and rollers. The steel profiles also have bolt holes on both sides. The driven wheel axle (63) is connected to the driven wheel bracket (62) by bolts, and its height is adjustable to adapt to tunnel models with different slopes. The second wire rope (64) is connected to the head and tail of the train model (4) around the drive wheel axle (61), the driven wheel axle (63), and the train model (4), thereby converting the output of the servo motor (65) into the movement of the train model (4). In order to precisely control the running status of the train model (4), the output power, acceleration time and deceleration time of the servo motor (65) are controlled by the PLC programming program using the visual console, thereby achieving precise control of the running status of the train model (4) and simulating the actual running status of a real train.

8. The motion-carrying-fire train smoke simulation test system according to claim 1, characterized in that, The test module includes sensors installed on the tunnel model (1), track model (3), and train model (4) to measure parameters during the model test. The parameters include at least: video data, piston wind data, temperature data, gas concentration data, and video data. The selection and installation of the sensors should avoid interference with the flow field inside the tunnel model.

9. A method for simulating smoke and fire on a moving train according to any one of claims 1-8, characterized in that, The simulation study investigated the spread of smoke and fire before a moving train carrying fire came to a fixed stop, specifically including: S1. First, check whether each module of the simulation system can operate normally; S2, adjust the parameters related to the train's operating status through the visual console: the output power, acceleration time, and deceleration time of the servo motor (65); S3, adjust valve (52) and observe flow meter (56) until the fuel flow rate corresponds to the target fire source power; observe pressure reducing valve (55) to ensure sufficient high-pressure air to complete the subsequent working condition test; S4. Start each test system according to the operating procedures and begin data acquisition; S5. After the test system is running stably, the ignition personnel prepare for ignition. The burner operator starts the valve of the aluminum gas cylinder (51) and the valve of the oil drum (54) through remote control. The atomized fuel is sprayed out through the nozzle into the tail train (43). S6, the ignition operator completes ignition; S7, the console operator sends a command to the servo motor (65) to make the train run a preset motion process, namely, accelerate to the scale speed and decelerate at a certain deceleration. S8, After the train model (4) stops, continue to collect data for ten minutes. The test under this condition ends. Save the test data. S9, remove the residual smoke and heat in the tunnel, clean up the test model and test site, and then carry out the test for the next working condition; S10, precisely adjust the heat release rate of the fire source to different megawatts, keep other settings unchanged, complete the test under different working conditions, process and analyze the test data to obtain the smoke and fire spread law before the moving fire-carrying train stops at a fixed point.

10. The method for simulating smoke and fire on a moving, fire-carrying train according to claim 9, characterized in that, The effect of gradient on the spread of smoke and fire before a moving train carrying fire stops at a designated point was simulated, specifically including: S1, the hand-cranked winch (22) of the lifting device is rotated by the handle to lift the corresponding crossbeam mounting frame (23); S2, for the adjacent crossbeam mounting frame (23), place the level on the longitudinal beam mounting frame (24), rotate the hand crank (22) of the adjacent lifting support, observe the level reading, until the target slope is reached; S3. Following the experimental procedure for simulating the spread of smoke and fire before a moving train carrying fire stops at a fixed point, the test conditions with a preset slope are completed. The obtained test data are processed, compared, and analyzed to obtain the influence of the slope on the spread of smoke and fire before a moving train carrying fire stops at a fixed point.

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