Railway vehicle fire evacuation test system
By using multi-parameter measurement and analysis of the rail vehicle fire evacuation test system, the problem of missing hazard assessment indicators in existing tests has been solved, enabling quantitative assessment of evacuation safety and improving the scientific rigor and rationality of the test.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-01-30
- Publication Date
- 2026-05-01
AI Technical Summary
Existing fire evacuation tests for rail vehicles lack multi-parameter coupled hazard quantification models, leading to inaccurate evacuation safety assessments. Existing tests often focus on a single parameter, failing to comprehensively assess fire hazards.
A fire evacuation test system for rail vehicles is provided, including a tunnel device, a car body device, an ignition device, and an escape time test device. The system measures temperature, thermal radiation, and toxic gases through a parameter measurement unit, and calculates the tolerance time threshold for personnel through a processing and analysis unit, simulating a real fire scenario and achieving multi-parameter coupled evaluation.
It enables a quantitative assessment of evacuation safety, breaks the limitations of single-scenario simulation, lays the foundation for diverse fire scenario experiments, and improves the scientificity and rationality of hazard assessment.
Smart Images
Figure CN121954522A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail vehicles and provides a rail vehicle fire evacuation test system. Background Technology
[0002] With the rapid expansion of high-speed rail networks and the continuous increase in train speeds, the risk of fires in tunnels has significantly increased. Statistics show that approximately 65% of tunnel fires worldwide are accompanied by difficulties in evacuation, primarily due to the narrow, elongated tunnel spaces, limited ventilation leading to the accumulation of toxic fumes, and the high density of people inside the vehicles, coupled with narrow evacuation routes (typically less than or equal to 1.2 meters wide), further complicating evacuation. Existing research indicates that in tunnel fire scenarios, passengers' tolerable time is typically no more than 10 minutes, while actual evacuation time can exceed 15 minutes, leading to a significant risk of injury or death.
[0003] Current experimental research on train fire evacuation suffers from a lack of hazard assessment indicators. Existing experiments mostly focus on threshold monitoring of single parameters, such as temperature or CO concentration, lacking multi-parameter coupled hazard quantification models. However, relying solely on CO concentration (1200ppm) or thermal radiation (2.5kW / m²) is insufficient. 2 When assessing evacuation safety, the actual casualty rate can vary by up to 40%. Summary of the Invention
[0004] This invention provides a fire evacuation test system for rail vehicles to address one of the deficiencies in related technologies. It can completely reproduce the fire scenario of rail vehicles in tunnels, providing a realistic test environment for fire evacuation tests. By comprehensively measuring multiple parameters such as temperature, thermal radiation, and toxic gases, and combining the calculation of the personnel's tolerable time threshold by the processing and analysis unit, it solves the problem of the lack of existing test hazard assessment indicators and realizes the quantitative assessment of evacuation safety.
[0005] This invention provides a fire evacuation test system for rail vehicles, comprising: Tunneling apparatus, including the tunnel body; A vehicle body assembly, which is disposed within the tunnel body, includes a vehicle body; An ignition device is disposed within the tunnel body and is adapted to ignite the vehicle body; Escape time testing device, including: A parameter measurement unit is provided in the tunnel body and the vehicle body, and is suitable for measuring the temperature, thermal radiation and toxic gas parameters when the vehicle body is burning in the tunnel; The processing and analysis unit is connected to the parameter measurement unit. The processing and analysis unit is adapted to obtain the tolerance time threshold for personnel based on the temperature, thermal radiation and toxic gas parameters of the vehicle body burning in the tunnel.
[0006] According to one embodiment of the present invention, the parameter measurement unit includes: A temperature measuring instrument, suitable for collecting temperature data at key locations inside the vehicle body and in the tunnel; Thermal radiation flux meter, suitable for collecting environmental radiation heat flux data; The toxic gas analyzer is suitable for real-time monitoring of the concentrations of hydrogen cyanide, hydrogen chloride, carbon monoxide, oxygen, carbon dioxide, and nitrogen dioxide.
[0007] According to one embodiment of the present invention, the processing and analysis unit calculates the tolerable time threshold for personnel based on a preset fire hazard model, wherein the preset fire hazard model is a calculation formula constructed based on oxygen concentration, contact surface temperature, thermal radiation flux and correction coefficient.
[0008] According to one embodiment of the present invention, the escape time testing device further includes: A behavior analysis unit, which is suitable for recording the movement trajectory and group behavior characteristics of people during evacuation.
[0009] According to one embodiment of the present invention, the tunneling device further includes: A ventilation control unit is disposed within the tunnel body and is adapted to regulate the airflow speed and direction within the tunnel body.
[0010] According to one embodiment of the present invention, the tunneling device further includes: The temperature distribution monitoring unit is suitable for collecting temperature field distribution data within the tunnel body under fire conditions.
[0011] According to one embodiment of the present invention, the wall of the tunnel body is provided with a fireproof protective layer.
[0012] According to one embodiment of the present invention, the power of the ignition device is continuously adjustable between 0.1MW and 10MW.
[0013] According to one embodiment of the present invention, it further includes: Fire extinguishing device, wherein the fire extinguishing device is disposed within the tunnel body, comprising: The nozzles, including their spacing and installation angle, are set based on computational fluid dynamics simulation results. A zone control valve assembly is connected to the nozzle.
[0014] According to one embodiment of the present invention, the vehicle body device further includes: An alarm unit, which is installed on the vehicle body, includes a smoke sensor, a temperature sensor, and a gas sensor; An evacuation facility simulation unit is installed on the vehicle body and includes dynamic opening control devices for emergency lighting, evacuation signs, safety exits, and escape routes.
[0015] The rail vehicle fire evacuation test system of the present invention mainly consists of a tunnel device, a car body device, an ignition device, and an escape time testing device. The tunnel device includes the tunnel body and is used to simulate the real operating environment of a rail vehicle in a tunnel. The car body device is located within the tunnel body and includes the car body, used to simulate the actual carriage structure of rail vehicles such as high-speed trains. The ignition device is located within the tunnel body, and its placement and operation are designed specifically for the car body, enabling it to ignite the car body, thereby simulating a real fire scenario involving a rail vehicle in a tunnel. The escape time testing device mainly consists of a parameter measurement unit and a processing and analysis unit. The parameter measurement unit is located in both the tunnel and the car body, and can comprehensively measure three key parameters—temperature, thermal radiation, and toxic gases—during the combustion process of the car body. The processing and analysis unit establishes a data transmission connection with the parameter measurement unit, and can receive multiple parameters such as temperature, thermal radiation, and toxic gases collected by the parameter measurement unit, and calculate the threshold of the time that personnel can tolerate based on these parameters.
[0016] This invention can completely reproduce a fire scenario involving rail vehicles inside a tunnel, providing a realistic test environment for fire evacuation experiments. By comprehensively measuring multiple parameters such as temperature, thermal radiation, and toxic gases, and combining this with the calculation of the tolerable time threshold for personnel by the processing and analysis unit, it solves the problem of missing hazard assessment indicators in existing experiments, achieving a quantitative assessment of evacuation safety. Furthermore, the multi-device collaborative working mode breaks through the limitations of existing single-scenario simulations, laying the foundation for subsequent diverse fire scenario experiments. Attached Figure Description
[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.
[0018] Figure 1 This is one of the schematic diagrams of the composition of the rail vehicle fire evacuation test system provided in the embodiments of the present invention.
[0019] Figure 2This is the second schematic diagram of the composition of the rail vehicle fire evacuation test system provided in the embodiment of the present invention. Detailed Implementation
[0020] The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are for illustrative purposes only and should not be construed as limiting the scope of the invention.
[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.
[0022] In the description of the embodiments of the present invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of the present invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0023] In the description of the embodiments of the present invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention based on the specific circumstances.
[0024] In embodiments of the present invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0025] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0026] like Figures 1 to 2 As shown, this embodiment of the invention provides a rail vehicle fire evacuation test system, including a tunnel device, a car body device, an ignition device, and an escape time testing device. The tunnel device includes a tunnel body; the car body device is disposed within the tunnel body and includes a car body; the ignition device is disposed within the tunnel body and is suitable for burning the car body; the escape time testing device includes a parameter measurement unit and a processing and analysis unit. The parameter measurement unit is disposed within the tunnel and the car body and is suitable for measuring the temperature, thermal radiation, and toxic gas parameters during the burning of the car body within the tunnel; the processing and analysis unit is connected to the parameter measurement unit and is suitable for obtaining the tolerance time threshold for personnel based on the temperature, thermal radiation, and toxic gas parameters during the burning of the car body within the tunnel.
[0027] The rail vehicle fire evacuation test system of this invention mainly consists of a tunnel device, a car body device, an ignition device, and an escape time testing device. The tunnel device includes the tunnel body and is used to simulate the real operating environment of a rail vehicle in a tunnel. The car body device is located within the tunnel body and includes the car body, used to simulate the actual carriage structure of rail vehicles such as high-speed trains. The ignition device is located within the tunnel body, and its placement and operation are designed specifically for the car body, enabling it to ignite the car body, thereby simulating a real fire scenario in a rail vehicle within a tunnel. The escape time testing device mainly consists of a parameter measurement unit and a processing and analysis unit. The parameter measurement unit is located within the tunnel and the car body, and can comprehensively measure three key parameters—temperature, thermal radiation, and toxic gases—during the burning process of the car body. The processing and analysis unit establishes a data transmission connection with the parameter measurement unit, and can receive multiple parameters such as temperature, thermal radiation, and toxic gases collected by the parameter measurement unit, and calculate the threshold of the time that personnel can tolerate based on these parameters.
[0028] This invention can completely reproduce a fire scenario involving rail vehicles inside a tunnel, providing a realistic test environment for fire evacuation experiments. By comprehensively measuring multiple parameters such as temperature, thermal radiation, and toxic gases, and combining this with the calculation of the tolerable time threshold for personnel by the processing and analysis unit, it solves the problem of missing hazard assessment indicators in existing experiments, achieving a quantitative assessment of evacuation safety. Furthermore, the multi-device collaborative working mode breaks through the limitations of existing single-scenario simulations, laying the foundation for subsequent diverse fire scenario experiments.
[0029] According to one embodiment of the present invention, the parameter measurement unit includes a temperature measuring instrument, a thermal radiation flux meter, and a toxic gas analyzer. The temperature measuring instrument is suitable for collecting temperature data at key locations inside the vehicle body and in the tunnel; the thermal radiation flux meter is suitable for collecting environmental radiative heat flux data; and the toxic gas analyzer is suitable for real-time monitoring of the concentrations of hydrogen cyanide, hydrogen chloride, carbon monoxide, oxygen, carbon dioxide, and nitrogen dioxide.
[0030] In this embodiment, the parameter measurement unit specifically consists of a temperature measuring instrument, a thermal radiation flux meter, and a toxic gas analyzer. The temperature measuring instrument is deployed at locations covering the interior of the vehicle and key locations within the tunnel, including tunnel entrances and exits, and points at different distances around the vehicle, to accurately collect temperature data at these locations. The thermal radiation flux meter is deployed at multiple monitoring points within the tunnel to collect data on the radiant heat flux of the environment during a fire. The toxic gas analyzer, deployed in conjunction with the temperature measuring instrument and the thermal radiation flux meter, can monitor the concentrations of six gases—hydrogen cyanide, hydrogen chloride, carbon monoxide, oxygen, carbon dioxide, and nitrogen dioxide—within the tunnel in real time, comprehensively acquiring toxic gas parameters under fire conditions.
[0031] This embodiment clarifies the composition of the parameter measurement unit and the measurement objects of each device, making parameter acquisition more targeted and comprehensive. The temperature measuring instrument covers the interior of the vehicle and key locations in the tunnel, enabling the acquisition of detailed temperature field distribution data under fire conditions. The thermal radiation flux meter supplements the acquisition of thermal radiation parameters, and the toxic gas analyzer enables real-time monitoring of various toxic and harmful gases. The parameters measured by each device work together to provide accurate and comprehensive data support for calculating the tolerance time threshold for personnel. This addresses the shortcomings of existing experiments that only focus on single-parameter monitoring, improving the scientific rigor, rationality, and reliability of hazard assessment, thereby enhancing the experimental results.
[0032] According to one embodiment of the present invention, the processing and analysis unit calculates the tolerable time threshold for personnel based on a preset fire hazard model. The preset fire hazard model is a calculation formula constructed based on oxygen concentration, contact surface temperature, thermal radiation flux, and correction coefficient.
[0033] In this embodiment, the processing and analysis unit has a built-in preset fire hazard model. This model is based on the calculation formula (1) constructed from oxygen concentration, contact surface temperature, heat radiation flux and correction coefficient, as follows: (1); in, Oxygen concentration, The contact surface temperature, For thermal radiation flux, and All are correction factors.
[0034] After receiving contact surface temperature data from the temperature measuring instrument, heat radiation flux data from the heat radiation flux meter, and toxic gas data such as oxygen concentration from the toxic gas analyzer, the processing and analysis unit substitutes these data into the preset fire hazard model calculation formula. Through formula calculation, it finally calculates the threshold time T that people can tolerate. allowable The correction coefficient is used to adjust the calculation results according to different fire scenarios, tunnel environments, and other factors to ensure the accuracy of the threshold.
[0035] This embodiment, based on a multi-parameter fire hazard model, incorporates key parameters such as oxygen concentration, contact surface temperature, and thermal radiation flux into the calculation system, achieving precise quantification of the tolerable time for personnel. By introducing correction coefficients, the model can adapt to different experimental scenarios, improving the versatility and reliability of the calculation results. Compared to the single-parameter evaluation method in existing technologies, this significantly improves the rationality of evacuation safety assessment and provides scientific data support for experimental conclusions.
[0036] According to one embodiment of the present invention, the escape time testing device further includes a behavior analysis unit, which is adapted to record the movement trajectory and group behavior characteristics of personnel during the evacuation process.
[0037] In this embodiment, the escape time testing device mainly consists of a behavior analysis unit, a parameter measurement unit, and a processing and analysis unit, which work together. The behavior analysis unit can use high-speed cameras, which are deployed at key viewpoints inside the tunnel. These locations can clearly capture the movements of people in areas such as evacuation routes and safety exits, including the movement paths of people, changes in evacuation speed, etc., and at the same time capture group behavior characteristics, such as whether people are crowding or whether they are evacuating in an orderly manner.
[0038] The addition of monitoring data at the personnel behavior level allows escape time tests to not only acquire environmental parameters and the time individuals can tolerate, but also to grasp the actual behavioral state of personnel during evacuation. Recording movement trajectories and group behavioral characteristics provides a basis for analyzing evacuation bottlenecks and optimizing evacuation strategies. This enriches the dimensions of the experimental data, making the experimental conclusions more comprehensive and providing a reference for the development of evacuation plans for rail vehicle fires.
[0039] Existing technologies employ limited scenario simulations, with most experiments conducted only in open spaces or simplified tunnel models. This fails to reproduce the effects of smoke recirculation, temperature stratification, and ventilation turbulence in real tunnels. Furthermore, the difference in smoke diffusion rates between open spaces and real tunnel environments can exceed 300%.
[0040] According to one embodiment of the present invention, the tunnel device further includes a ventilation control unit disposed within the tunnel body, which is adapted to adjust the airflow speed and direction within the tunnel body.
[0041] In this embodiment, the tunnel device mainly consists of a tunnel body and a ventilation control unit. The ventilation control unit is located inside the tunnel body and mainly includes a fan and a control module. The ventilation control unit is adapted to the structure of the tunnel body, and the control module can adjust parameters such as the fan speed and direction according to the test requirements, thereby achieving precise adjustment of the airflow speed and direction inside the tunnel body to simulate tunnel fire environments under different ventilation conditions.
[0042] It can precisely adjust the airflow speed and direction within the tunnel, reproducing smoke recirculation, temperature stratification, and ventilation turbulence effects in real tunnel fires, thus solving the problem of the limited simulation of existing test scenarios. It can simulate fire development under different ventilation strategies, providing experimental conditions for studying the impact of ventilation on fire spread and personnel evacuation, enhancing the diversity of test scenarios, and making the test results closer to the complex situation of actual tunnel fires.
[0043] According to one embodiment of the present invention, the tunnel device further includes a temperature distribution monitoring unit, which is adapted to collect temperature field distribution data within the tunnel body under fire conditions.
[0044] In this embodiment, the tunnel device mainly consists of a tunnel body, a ventilation control unit, and a temperature distribution monitoring unit. The temperature distribution monitoring unit is composed of multiple temperature measuring elements, which can be evenly distributed along the length, width, and height of the tunnel body, longitudinally covering the entire length of the tunnel body and laterally covering different height and width positions on the cross-section of the tunnel body.
[0045] Under fire conditions, the temperature sensing element can collect temperature data at the corresponding location in real time. By summarizing these data, complete temperature field distribution data inside the tunnel can be obtained. It can comprehensively acquire temperature field distribution data inside the tunnel under fire conditions, clearly present the temperature change pattern during the fire spread, and provide detailed temperature basis for analyzing the impact of fire on tunnel structure, vehicle body and personnel evacuation. It makes up for the shortcomings of the existing test in terms of incomplete temperature field monitoring and improves the integrity of test data.
[0046] According to one embodiment of the present invention, the wall of the tunnel body is provided with a fireproof protective layer.
[0047] In this embodiment, the tunnel body of the tunnel device is structurally optimized by installing a fireproof protective layer on the tunnel body wall. The fireproof protective layer is tightly attached to the inner wall surface of the tunnel body, and its material can be selected from materials with high fire resistance, capable of withstanding high-temperature baking in the event of a fire, protecting the tunnel body structure from damage.
[0048] Fire-resistant protective layers enhance the fire resistance of the tunnel structure, protecting it during testing and extending the lifespan of tunnel installations. They simulate the fire-resistant structure of real tunnels, making the testing environment closer to actual engineering scenarios and increasing the reference value of test results. Furthermore, they prevent damage to the tunnel structure due to high temperatures during testing, reducing the maintenance costs of testing equipment.
[0049] Traditional ignition devices (such as electric heating wire ignition) can usually only be set to fixed values. The fire parameter control is crude and cannot accurately adjust the ignition power. It is difficult to simulate diverse fire scenarios such as fuel leakage under the vehicle with a power range of 0.5-8MW or smoldering in the luggage compartment with a power range of 0.1-2MW.
[0050] According to one embodiment of the present invention, the power of the ignition device is continuously adjustable between 0.1MW and 10MW.
[0051] In this embodiment, the ignition device can be a combination structure of a square gas igniter and an oil pan combustion device. Its power adjustment is achieved by controlling the flow rate of combustible gas and adjusting the fuel type and size of the oil pan.
[0052] Through the above adjustment method, the power of the ignition device can be continuously adjusted between 0.1MW and 10MW, which can accurately simulate different types and scales of rail vehicle fire scenarios, such as fuel leakage under the car with a power range of 5-8MW and smoldering in the luggage compartment with a power range of 0.5-2MW.
[0053] With a continuously adjustable power range of 0.1MW-10MW, it can cover fire scenarios with different parts and combustion levels on rail vehicles, solving the problem of crude power control in existing ignition devices. It can accurately simulate typical fire scenarios such as fuel leaks under the vehicle and smoldering in luggage compartments, providing support for diverse fire evacuation tests. This improves the accuracy of fire scenario simulation, making test results more targeted and providing a basis for formulating evacuation strategies under different fire scenarios.
[0054] Existing water sprinkler fire extinguishing systems mostly follow building design standards, such as NFPA 13, without considering the special characteristics of high-speed train fires. The sprinkler head layout is unreasonable, generally with fixed spacing, such as a 3.0m×3.0m sprinkler head layout, which cannot adapt to the curved structure of rail vehicles, resulting in insufficient coverage of the fire extinguishing medium.
[0055] According to one embodiment of the present invention, the rail vehicle fire evacuation test system further includes a fire extinguishing device, which is installed inside the tunnel body. The fire extinguishing device includes nozzles and a zone control valve assembly. The spacing and installation angle of the nozzles are set based on computational fluid dynamics simulation results. The zone control valve assembly is connected to the nozzles.
[0056] In this embodiment, the rail vehicle fire evacuation test system mainly consists of a tunnel device, a car body device, an ignition device, an escape time testing device, and a fire extinguishing device. The fire extinguishing device is installed inside the tunnel body, with its location and area corresponding to the location and area of the car body. The fire extinguishing device mainly consists of nozzles and zone control valve assemblies. The spacing and installation angle of the nozzles are not fixed values but are determined based on computational fluid dynamics simulation results to adapt to the curved surface structure of the rail vehicle body. The zone control valve assemblies are connected to the nozzles and can control one or more nozzles, enabling independent or coordinated activation of the nozzles to meet the fire extinguishing test requirements of different areas.
[0057] The optimized nozzle layout based on computational fluid dynamics simulation solves the problem that existing fixed-spacing nozzle layouts cannot adapt to the curved surface structure of trains, significantly improving the coverage of the extinguishing medium. The zoned control valve assembly supports independent or linked activation, enabling the simulation of different fire extinguishing strategies. This provides experimental basis for optimizing the design of the fire extinguishing system, improves the adaptability of the fire extinguishing device to fire scenarios on rail vehicles, and enhances the accuracy of the test in evaluating the fire extinguishing effect.
[0058] In this embodiment, the implementation process based on computational fluid dynamics simulation optimization is as follows: First, a three-dimensional simulation model is established, constructing a 1:1 three-dimensional model of the train body that is a real high-speed train, including key structures such as the undercarriage, luggage compartment, and interior of the carriages. At the same time, the spatial dimensions, ventilation conditions, and other environmental parameters of the train tunnel module are also reproduced.
[0059] Then, a physical model of the nozzle is established, and basic parameters such as the nozzle's spray pressure, flow rate, and spray angle are input. The physical properties of the extinguishing agent, such as density, viscosity, and atomized particle size, are defined.
[0060] Next, fire scenario boundary conditions are set. Based on the power range of the ignition device module, boundary conditions such as heat release rate, temperature distribution, and smoke diffusion direction are set for different fire scenarios. For example, when simulating a fuel leak fire under a vehicle, the heat release rate is set to 5-8MW, and when simulating a smoldering fire in a luggage compartment, the heat release rate is set to 0.5-2MW. Combined with the ventilation control unit parameters of the tunnel device, fluid boundary conditions such as airflow velocity and direction within the tunnel are set to reproduce the smoke recirculation and temperature stratification effects under real fire conditions.
[0061] Next, mesh generation and numerical calculations are performed. The 3D simulation model is refined with finer meshing, and the mesh is densified for key areas such as the train surface and the nozzle spray area to improve the accuracy of the simulation. Based on the fluid dynamics control equations, the finite volume method is used to numerically calculate the injection and diffusion process of the extinguishing agent, simulating the concentration distribution, coverage area, and extinguishing efficiency of the extinguishing agent in the fire space under different nozzle spacing and installation angles.
[0062] Finally, the simulation results were analyzed and the scheme was optimized, outputting simulation data for different nozzle layout schemes, including key indicators such as extinguishing agent coverage, blind zone area, and spray arrival time. By comparing and analyzing the simulation results of multiple schemes, the combination of nozzle spacing and installation angle with the highest extinguishing agent coverage and the smallest blind zone area was selected to form the final optimized layout scheme.
[0063] According to one embodiment of the present invention, the vehicle body device further includes an alarm unit and an evacuation facility simulation unit. The alarm unit is disposed in the vehicle body and includes a smoke sensor, a temperature sensor and a gas sensor. The evacuation facility simulation unit is disposed in the vehicle body and includes a dynamic opening control device for emergency lighting, evacuation signs, safety exits and escape routes.
[0064] In this embodiment, the vehicle-mounted device mainly consists of the vehicle body, an alarm unit, and an evacuation facility simulation unit. The alarm unit, installed on the vehicle body, integrates smoke, temperature, and gas sensors, enabling real-time monitoring of smoke concentration, temperature, and gas composition changes inside the vehicle, and promptly issuing fire alarm signals. The evacuation facility simulation unit, also installed on the vehicle body, includes dynamic opening control devices for emergency lighting, evacuation signs, safety exits, and escape routes. Emergency lighting provides illumination during a fire, evacuation signs guide evacuation directions, and the dynamic opening control device simulates the opening process of safety exits and escape routes.
[0065] The alarm unit integrates multiple types of sensors, enabling rapid and accurate alarm detection of fires within the vehicle body, thus buying valuable time for personnel evacuation. The evacuation facility simulation unit fully replicates the internal evacuation facilities of the vehicle, providing a realistic evacuation environment and enhancing the realism of the experiment. By adjusting parameters such as the activation time and method of the evacuation facilities, the impact of different evacuation facility configurations on evacuation efficiency can be studied, providing a reference for the optimized design of evacuation facilities in rail vehicles.
[0066] According to one embodiment of the present invention, the rail vehicle fire evacuation test system further includes a central control device, which is the core control and data processing part of the system. The central control device consists of a test scenario preset unit, a real-time monitoring interface, a central control unit, and a report generation unit. The test scenario preset unit is used to parameterize the fire scale, ventilation conditions, and evacuation strategy; the real-time monitoring interface is used to display various environmental parameters and evacuation progress; the central control unit is used to integrate data from various modules and perform unified control of the test process; and the report generation unit is used to automatically output test data statistics and safety assessment results.
[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims
1. A fire evacuation test system for rail vehicles, characterized in that, include: Tunneling apparatus, including the tunnel body; A vehicle body assembly, which is disposed within the tunnel body, includes a vehicle body; An ignition device is disposed within the tunnel body and is adapted to ignite the vehicle body; Escape time testing device, including: A parameter measurement unit is provided in the tunnel body and the vehicle body, and is suitable for measuring the temperature, thermal radiation and toxic gas parameters when the vehicle body is burning in the tunnel; The processing and analysis unit is connected to the parameter measurement unit. The processing and analysis unit is adapted to obtain the tolerance time threshold for personnel based on the temperature, thermal radiation and toxic gas parameters of the vehicle body burning in the tunnel.
2. The rail vehicle fire evacuation test system according to claim 1, characterized in that, The parameter measurement unit includes: A temperature measuring instrument, suitable for collecting temperature data at key locations inside the vehicle body and in the tunnel; Thermal radiation flux meter, suitable for collecting environmental radiation heat flux data; The toxic gas analyzer is suitable for real-time monitoring of the concentrations of hydrogen cyanide, hydrogen chloride, carbon monoxide, oxygen, carbon dioxide, and nitrogen dioxide.
3. The rail vehicle fire evacuation test system according to claim 2, characterized in that, The processing and analysis unit calculates the tolerable time threshold for personnel based on a preset fire hazard model. The preset fire hazard model is a calculation formula constructed based on oxygen concentration, contact surface temperature, heat radiation flux, and correction coefficients.
4. The rail vehicle fire evacuation test system according to claim 1, characterized in that, The escape time testing device also includes: A behavior analysis unit, which is suitable for recording the movement trajectory and group behavior characteristics of people during evacuation.
5. The rail vehicle fire evacuation test system according to claim 1, characterized in that, The tunneling device also includes: A ventilation control unit is disposed within the tunnel body and is adapted to regulate the airflow speed and direction within the tunnel body.
6. The rail vehicle fire evacuation test system according to claim 1, characterized in that, The tunneling device also includes: The temperature distribution monitoring unit is suitable for collecting temperature field distribution data within the tunnel body under fire conditions.
7. The rail vehicle fire evacuation test system according to claim 1, characterized in that, The tunnel body has a fireproof protective layer on its walls.
8. The rail vehicle fire evacuation test system according to claim 1, characterized in that, The power of the ignition device is continuously adjustable between 0.1MW and 10MW.
9. The rail vehicle fire evacuation test system according to claim 1, characterized in that, Also includes: Fire extinguishing device, wherein the fire extinguishing device is disposed within the tunnel body, comprising: The nozzles, including their spacing and installation angle, are set based on computational fluid dynamics simulation results. A zone control valve assembly is connected to the nozzle.
10. The rail vehicle fire evacuation test system according to any one of claims 1 to 9, characterized in that, The vehicle body assembly also includes: An alarm unit, which is installed on the vehicle body, includes a smoke sensor, a temperature sensor, and a gas sensor; An evacuation facility simulation unit is installed on the vehicle body and includes dynamic opening control devices for emergency lighting, evacuation signs, safety exits, and escape routes.