Integrated aircraft fire rescue real fire training system

Abstract

The invention discloses an integrated aircraft fire rescue real fire training system. The system comprises a support frame assembly, a profiling shell assembly, profiling wings, a profiling engine, a profiling wheel carrier, a profiling seat, a central control system and a disaster simulation system. Through the cooperation of the support frame assembly, the profiling shell assembly, the profiling wings and the profiling wheel carrier, the simulation degree is high, and through the cooperation of the profiling shell assembly, the profiling wings, the central control system and the disaster simulation system, the practical training potential safety hazard is small. Through the cooperative arrangement of the profiling shell assembly, the profiling engine, the profiling wheel carrier, the central control system and the disaster situation simulation system, the construction period is short, the field environment can be prevented from interfering with construction, the process quality is improved, the field operation risk can be reduced, the environment pollution is avoided, and the construction difficulty is reduced.

Description

Technical Field

[0001] This invention relates to the field of fire rescue training equipment technology, specifically an integrated aircraft fire rescue live fire training system, applicable to fire rescue combat training for various types of aircraft, including civil and military aircraft. Background Technology

[0002] With the rapid development of the air transport industry, the demand for emergency rescue in aircraft fire accidents is becoming increasingly urgent. Due to the complex structure of aircraft, the confined space inside the cabin, and the rapid spread of fire, extremely high demands are placed on the practical skills of firefighters. In order to improve firefighters' emergency rescue capabilities in aircraft fire accidents, it is necessary to conduct live-fire training for aircraft fire rescue. However, existing live-fire training systems for aircraft fire rescue have some shortcomings in use: Low simulation fidelity: Existing aircraft fire rescue real fire training systems are generally composed of multiple independent training modules, such as fuselage fire training module, engine fire training module, and nose fire training module. However, in reality, aircraft fires are generally continuous, so modular fire training differs greatly from real fire scenarios.

[0003] Significant safety hazards: The fire inside the enclosed contour-following fuselage is fierce. If errors occur during training and cannot be detected and escaped in time, it can pose a life-threatening risk to firefighters.

[0004] Long construction period: Each process on site needs to be carried out in sequence, and the overlapping of structural construction, component installation, pipeline laying, system debugging and other links results in a long overall construction period, which cannot meet the needs of rapid commissioning of the training site.

[0005] The strong dependence on the environment makes it difficult to control the quality of the process: On-site construction is easily affected by factors such as weather (high temperature, rain, snow, typhoon), transportation (delay in equipment transportation), and site limitations (surrounding obstacles, insufficient construction space).

[0006] The on-site operation is high-risk, does not meet environmental protection requirements, and is difficult to construct: there are many on-site operations such as hot welding and on-site splicing of gas / water pipelines, which pose high fire safety risks and are prone to noise and dust pollution, failing to meet environmental protection requirements. On-site construction lacks large tools and equipment such as cranes, resulting in low continuity of work and increased rental costs and coordination time costs. Summary of the Invention

[0007] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides an integrated aircraft fire rescue real-fire training system, which has the advantages of high simulation fidelity and low safety hazards, thus solving the problems of low simulation fidelity and high safety hazards.

[0008] (II) Technical Solution To achieve the aforementioned goals of high simulation fidelity and low safety risks, this invention provides the following technical solution: an integrated aircraft fire rescue real-fire training system, comprising a support frame assembly, a contoured shell assembly, a contoured wing, a contoured engine, a contoured wheel frame, a contoured seat, a central control system, and a disaster simulation system. The contoured shell assembly includes five areas: a contoured nose, a forward partition, a contoured fuselage, a rear partition, and a tail section. The contoured shell assembly is fixedly installed above the support frame assembly. The contoured wing is fixedly installed on one side of the contoured shell assembly. The contoured engine and contoured wheel frame are installed below the contoured wing. The contoured seat is fixedly installed on the inner bottom surface of the contoured fuselage. The central control system is located in the tail section. The disaster simulation system is integrated within the contoured nose and the contoured fuselage.

[0009] Preferably, the support frame assembly includes multiple columns and crossbeams forming a rectangular frame. The columns are perpendicular to the ground, and the rectangular frame formed by the crossbeams is parallel to the ground with the same width as the contoured shell assembly. The contoured shell assembly is fixedly installed on the upper surface of the rectangular frame formed by the crossbeams.

[0010] Preferably, the frame of the contouring shell assembly is welded from rectangular steel pipes, the bottom surface is a flat steel plate, the contouring head is shaped from steel plate, and the remaining outer shell and the partitions between the five areas all adopt a composite structure of double-layer steel plate sandwiched with rock wool.

[0011] Preferably, a fuselage-side simulated cabin door is installed on the side of the fuselage near the nose of the simulated aircraft, a side emergency door is installed on the side of the fuselage near the wing of the simulated aircraft, a fence is installed on the upper surface of the wing of the simulated aircraft, the fuselage-side simulated cabin door has the arc-shaped fuselage structure of a real aircraft, and replaceable puncture panels are provided at the 8 o'clock and 10 o'clock positions respectively.

[0012] Preferably, front partition simulated cabin doors are installed on both sides of the front partition, and rear partition simulated cabin doors are installed on both sides of the rear partition. A simple door that can be opened is provided between the contoured fuselage and the front partition, and a passage that can be directly passed through is provided between the contoured fuselage and the rear partition.

[0013] Preferably, the disaster simulation system is equipped with a central fuel pipe and side fuel pipes. The central fuel pipe is fixedly installed in the middle position above the contouring head and contouring body, and the side fuel pipes are fixedly installed on both sides above the contouring head and contouring body.

[0014] Preferably, ladders are installed at the rear and sides of the rear compartment, and a rear observation window is provided in the middle position between the rear compartment and the rear partition.

[0015] Preferably, the contoured engine and contoured wheel frame are supported in contact with the ground below and fixedly connected to the contoured wing above. One side of the contoured wing is fixedly connected to the contoured outer shell assembly by welding.

[0016] Compared with existing technologies, this invention provides an integrated aircraft fire rescue live-fire training system, which has the following beneficial effects: 1. This integrated aircraft fire rescue live-fire training system, through the coordinated arrangement of the support frame assembly, the contoured shell assembly, the contoured wing, and the contoured wheel frame, achieves a high degree of simulation. Because the structure and volume of the contoured shell assembly are close to those of an actual aircraft, and it is supported by the support frame assembly at the same height as the actual aircraft, and includes the easily flammable contoured wing and contoured wheel frame, this live-fire training system can simulate fire situations with a high degree of simulation of actual aircraft fires.

[0017] 2. This integrated aircraft fire rescue live-fire training system, through the coordinated setup of the contoured shell assembly, contoured wings, central control system, and disaster simulation system, achieves a low level of safety hazards during training. Since simulated cabin doors are provided at both the front and rear of the contoured shell assembly, firefighters can escape quickly during training. Because the central control system is located directly behind the contoured shell assembly and can be observed closely through the rear observation window, abnormalities can be detected in a timely manner and the fuel supply can be cut off promptly.

[0018] 3. This integrated aircraft fire rescue live-fire training system, through the coordinated setup of the contoured shell assembly, contoured engine, contoured wheel frame, and central control system with the disaster simulation system, achieves a short construction cycle. Since most of the structure of this training system is constructed in parallel in the workshop, and the central control system and disaster simulation system are installed in parallel within the workshop, it can be assembled in the workshop and then transported to the site for fixing, thus achieving the effect of a short construction cycle.

[0019] 4. This integrated aircraft fire rescue live-fire training system, through the coordinated setup of the contoured shell assembly, contoured engine, contoured wheel frame, and central control system with the disaster simulation system, achieves the effect of avoiding on-site environmental interference during construction and improving process quality. Since most of the structure of this training system is constructed in the workshop, and the central control system and disaster simulation system are also wired and installed in the workshop, on-site environmental interference can be avoided. At the same time, the workshop has complete equipment and tools, and the construction process can be controlled throughout, thus achieving the effect of avoiding on-site environmental interference and improving process quality.

[0020] 5. This integrated aircraft fire rescue live-fire training system, through the coordinated setup of the contoured shell assembly, contoured engine, contoured wheel frame, and central control system with the disaster simulation system, achieves the effects of reducing on-site operational risks, avoiding environmental pollution, and reducing construction difficulty. Since most of the training system's structure is constructed in the workshop, and the central control system and disaster simulation system are both wired and installed within the workshop, on-site installation can be greatly reduced by minimizing welding, on-site splicing of gas / water pipelines, and other operations. It also avoids generating noise and dust pollution on-site and eliminates the need to rent large tools and equipment such as cranes from outside, thereby achieving the effects of reducing on-site operational risks, avoiding environmental pollution, and reducing construction difficulty. Attached Figure Description

[0021] Figure 1 This is a three-dimensional view of the integrated aircraft fire rescue live-fire training system proposed in this invention. Figure 2 The left view is a structural schematic diagram of the integrated aircraft fire rescue live fire training system proposed in this invention. Figure 3 This is a top view of the integrated aircraft fire rescue live-fire training system proposed in this invention. Figure 4 This is a partially enlarged structural schematic diagram of the integrated aircraft fire rescue live-fire training system proposed in this invention; Figure 5 This is a structural schematic diagram of the rear view of the integrated aircraft fire rescue live fire training system proposed in this invention.

[0022] In the diagram: 1. Support frame assembly; 2. Contour shell assembly; 201. Contour nose; 202. Forward partition; 2021. Forward partition simulated hatch door; 203. Contour fuselage; 2031. Fuselage side simulated hatch door; 2032. Side emergency door; 204. Rear partition; 2041. Rear partition simulated hatch door; 205. Tail compartment; 2051. Rear observation window; 3. Contour wing; 301. Fence; 4. Contour engine; 5. Contour wheel frame; 6. Contour seat; 7. Central control system; 8. Disaster simulation system; 801. Central fuel pipe; 802. Side fuel pipe; 9. Ladder. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] This invention is used by fire and rescue teams to conduct realistic training scenarios for emergency rescue of aircraft fires. In response to the actual needs of continuous and complex fires in aircraft such as passenger planes and cargo planes, it integrates fire simulation, close-range monitoring and rapid self-rescue and rapid rescue by recreating key structures such as the aircraft fuselage, cabin and engine. It constructs a highly realistic and safe real fire training environment, providing fire and rescue personnel with a fire fighting and rescue training platform that closely resembles real combat conditions.

[0025] Please see Figure 1-5 An integrated aircraft fire rescue live-fire training system includes a support frame assembly 1, a contoured shell assembly 2, a contoured wing 3, a contoured engine 4, a contoured wheel frame 5, a contoured seat 6, a central control system 7, and a disaster simulation system 8. The contoured shell assembly 2 includes five areas: a contoured nose 201, a forward partition 202, a contoured fuselage 203, a rear partition 204, and a tail section 205. The contoured shell assembly 2 is fixedly installed above the support frame assembly 1. The contoured wing 3 is fixedly installed on one side of the contoured shell assembly 2. The contoured engine 4 and the contoured wheel frame 5 are installed below the contoured wing 3. The contoured seat 6 is fixedly installed on the inner bottom surface of the contoured fuselage 203. The central control system 7 is located in the tail section 205. The disaster simulation system 8 is integrated into the contoured nose 201 and the contoured fuselage 203.

[0026] The support frame assembly 1 includes multiple columns and crossbeams that form a rectangular frame. The columns are perpendicular to the ground, and the rectangular frame formed by the crossbeams is parallel to the ground and has the same width as the contoured shell assembly 2. The contoured shell assembly 2 is fixedly installed on the upper surface of the rectangular frame formed by the crossbeams.

[0027] Specifically, a flange is installed at the bottom of the column and is fixed to the ground by expansion bolts. The function of the support frame assembly 1 is to raise the height of the contoured outer shell assembly 2 so that its height is the same as that of the aircraft fuselage.

[0028] The frame of the contour shell assembly 2 is welded from rectangular steel pipes, and the bottom surface is a flat steel plate. The contour head 201 is shaped from steel plate. The rest of the outer shell and the partitions between the five areas all adopt a composite structure of double-layer steel plate sandwiched with rock wool.

[0029] Specifically, rock wool is a Class A fireproof and heat-insulating material with good heat insulation, flame retardant and heat preservation properties. During real fire training, it can effectively block the high temperature inside the conformal shell assembly 2 from being transmitted to the outside, greatly reducing heat leakage. This not only avoids heat radiation damage to external equipment and operators during training, but also reduces internal heat loss, ensures the temperature stability of the disaster simulation, and improves the overall fire resistance of the training system.

[0030] A fuselage-side simulated aircraft cabin door 2031 is installed on the side of the fuselage 203 near the nose 201, and a side emergency door 2032 is installed on the side of the fuselage 203 near the wing 3. A fence 301 is installed on the upper surface of the wing 3. The fuselage-side simulated aircraft cabin door 2031 has the arc-shaped fuselage structure of a real aircraft and is equipped with replaceable puncture panels at the 8 o'clock and 10 o'clock positions respectively.

[0031] Specifically, firefighters enter the simulated fuselage 203 through the simulated cabin door 2031 on the side of the fuselage to extinguish the fire. Due to the special design of the replaceable puncture panel, it can be used for puncture training on high-pressure jet puncture arm fire trucks. After the puncture panel is worn out, it can be quickly replaced as a consumable part. The side emergency door 2032 is used to simulate the emergency door escape exit of a real aircraft.

[0032] The front partition 202 is equipped with front partition simulated hatch doors 2021 on both sides, the rear partition 204 is equipped with rear partition simulated hatch doors 2041 on both sides, the contoured fuselage 203 is provided with an openable simple door between the front partition 202, and the contoured fuselage 203 is provided with a passage that can be directly passed through between the rear partition 204.

[0033] Specifically, the front partition simulated door 2021 and the rear partition simulated door 2041 are used to simulate the four doors of a real aircraft. The fire situation in the live-fire training is set inside the simulated fuselage 203 and the simulated nose 201. If an accident occurs during the live-fire training, firefighters can escape from the nearest exit through the front partition simulated door 2021 and the rear partition simulated door 2041.

[0034] The disaster simulation system 8 is equipped with a central fuel pipe 801 and a side fuel pipe 802. The central fuel pipe 801 is fixedly installed in the middle position above the contouring head 201 and the contouring fuselage 203, and the side fuel pipes 802 are fixedly installed on both sides above the contouring head 201 and the contouring fuselage 203.

[0035] Specifically, fuel is sprayed from the middle fuel pipe 801 and the side fuel pipe 802, and igniting the sprayed fuel can simulate a fire.

[0036] Ladders 9 are installed at the rear and sides of the rear compartment 205, and a rear observation window 2051 is provided in the middle between the rear compartment 205 and the rear partition compartment 204.

[0037] Specifically, firefighters enter the rear compartment 205 via ladder 9 to operate the central control system 7. The central control system 7 is used to control the working status of the disaster simulation system 8, including ignition, extinguishing, and controlling the size of the fire. Firefighters can observe the situation inside the contoured fuselage 203 through the rear observation window 2051.

[0038] The contoured engine 4 and the contoured wheel frame 5 are supported by contact with the ground below and are fixedly connected to the contoured wing 3 above. One side of the contoured wing 3 is fixedly connected to the contoured outer shell assembly 2 by welding.

[0039] In operation, fuel is injected from the central fuel pipe 801 and the side fuel pipe 802 into the contoured nose 201 and contoured fuselage 203. Ignition of the fuel simulates a fire in the nose and fuselage. Firefighters enter the tail section 205 via ladder 9 to operate the central control system 7 and observe the contoured fuselage 203 closely. Specifically, a lit torch is placed below the interior of the fuselage and nose. Fuel is then injected from the central fuel pipe 801 and the side fuel pipe 802, igniting the torch and causing a fire simultaneously inside the nose and fuselage. Firefighters then enter through the simulated fuselage door 2031 on the fuselage side. Entering the simulated fuselage 203, firefighters proceed with firefighting operations step by step. If an accident occurs during this process and a rapid evacuation is required, firefighters can escape through the front partition simulation hatch 2021 and the rear partition simulation hatch 2041. If firefighters in the tail compartment 205 find that the firefighters in the training exercise are unable to escape danger, they should quickly cut off the fuel supply and then arrange for personnel to enter for rescue through the front partition simulation hatch 2021 and the rear partition simulation hatch 2041. Since all structures of this real fire training system are made of non-flammable materials, the fire will be quickly extinguished after the fuel supply is stopped, thus greatly reducing safety hazards.

[0040] In summary, this integrated aircraft fire rescue live-fire training system, due to the fact that the structure and volume of the contoured outer shell assembly 2 are close to those of an actual aircraft, and its height is the same as that of an actual aircraft supported by the support frame assembly 1, and includes the easily flammable contoured wings 3 and contoured wheel frames 5, allows this live-fire training system to simulate fires with a high degree of realism to actual aircraft fires. Because the contoured outer shell assembly 2 has simulated hatches at both the front and rear, firefighters can quickly escape during training. Since the central control system 7 is directly located at the rear of the contoured outer shell assembly 2 and can be observed closely through the rear observation window 2051, abnormalities can be detected promptly and fuel supply can be cut off in a timely manner. Because most of the structure of this training system is within the vehicle... The construction is carried out in parallel, with the central control system 7 and the disaster simulation system 8 both being wired and installed in parallel within the workshop. After assembly in the workshop, they can be transported to the site and fixed, thus achieving a short construction cycle and avoiding interference from the on-site environment. At the same time, the workshop is fully equipped with equipment and tools, and the construction process can be controlled throughout, thereby avoiding interference from the on-site environment and improving the quality of the process. On-site installation can greatly reduce the number of welding and gas / water pipeline splicing operations, and will not generate noise or dust pollution on site. At the same time, there is no need to rent large tools and equipment such as cranes from outside, thus reducing on-site operation risks, avoiding environmental pollution, and reducing construction difficulty.

[0041] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0042] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An integrated aircraft fire rescue live-fire training system, comprising a support frame assembly (1), a contoured shell assembly (2), a contoured wing (3), a contoured engine (4), a contoured wheel frame (5), a contoured seat (6), a central control system (7), and a disaster simulation system (8), characterized in that: The contoured shell assembly (2) includes five areas: contoured nose (201), front partition (202), contoured fuselage (203), rear partition (204), and tail section (205). The contoured shell assembly (2) is fixedly installed above the support frame assembly (1). The contoured wing (3) is fixedly installed on one side of the contoured shell assembly (2). The contoured engine (4) and contoured wheel frame (5) are installed below the contoured wing (3). The contoured seat (6) is fixedly installed on the inner bottom surface of the contoured fuselage (203). The central control system (7) is located in the tail section (205). The disaster simulation system (8) is integrated into the contoured nose (201) and the contoured fuselage (203).

2. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: The support frame assembly (1) includes multiple columns and crossbeams forming a rectangular frame. The columns are perpendicular to the ground, and the rectangular frame formed by the crossbeams is parallel to the ground and has the same width as the contoured shell assembly (2). The contoured shell assembly (2) is fixedly installed on the upper surface of the rectangular frame formed by the crossbeams.

3. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: The frame of the contour shell assembly (2) is welded from rectangular steel pipes, and the bottom surface is a flat steel plate. The contour head (201) is shaped from steel plate. The remaining outer shell and the partition between the five areas are all made of a composite structure of double-layer steel plate sandwiched with rock wool.

4. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: The fuselage (203) is equipped with a fuselage-side simulated cabin door (2031) on the side near the simulated nose (201), and a side emergency door (2032) is installed on the side of the fuselage (203) near the simulated wing (3). A fence (301) is installed on the upper surface of the simulated wing (3). The fuselage-side simulated cabin door (2031) has the arc-shaped fuselage structure of a real aircraft and is equipped with replaceable puncture panels at the 8 o'clock and 10 o'clock positions respectively.

5. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: The front partition (202) is equipped with front partition simulation doors (2021) on both sides, and the rear partition (204) is equipped with rear partition simulation doors (2041) on both sides. A simple door that can be opened is provided between the contoured fuselage (203) and the front partition (202), and a passage that can be directly passed through is provided between the contoured fuselage (203) and the rear partition (204).

6. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: The disaster simulation system (8) is equipped with a middle fuel pipe (801) and a side fuel pipe (802). The middle fuel pipe (801) is fixedly installed in the middle position above the contouring head (201) and the contouring fuselage (203), and the side fuel pipe (802) is fixedly installed on both sides above the contouring head (201) and the contouring fuselage (203).

7. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: Ladders (9) are installed at the rear and sides of the rear compartment (205), and a rear observation window (2051) is provided in the middle between the rear compartment (205) and the rear partition compartment (204).

8. The integrated aircraft fire rescue live-fire training system according to claim 1, characterized in that: The contoured engine (4) and the contoured wheel frame (5) are supported in contact with the ground below and fixedly connected to the contoured wing (3) above. One side of the contoured wing (3) is fixedly connected to the contoured shell assembly (2) by welding.

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