Fuel fire simulation combustion device and combustion control method thereof

Abstract

This invention discloses a fuel fire simulation combustion device, comprising a water injection valve assembly, a fuel tank, a refueling valve assembly, a fuel pool, an ignition device, a spray valve assembly, a fire extinguishing cover, an oily wastewater discharge valve assembly, a support frame, and a control box. The water injection valve assembly is connected to the fuel pool, and the fuel tank is connected to the fuel pool via the refueling valve assembly. The upper end of the fuel pool is open, and multiple liquid level sensors are installed on the fuel pool. The ignition device is mounted on the support frame and has an ignition nozzle. The spray valve assembly is installed outside the ignition device. The fire extinguishing cover is slidably mounted on the top of the fuel pool and is connected to a cover drive device. The oily wastewater discharge valve assembly is installed at the bottom of the fuel pool. The water injection valve assembly, refueling valve assembly, ignition device, spray valve assembly, cover drive device, and oily wastewater discharge valve assembly are all electrically connected to the control box. This invention has the advantages of high automation, high safety, and intelligent control, and can meet the actual needs of ship damage control training.

Description

Technical Field

[0001] This invention belongs to the technical field of fire training equipment, and more specifically, relates to a fuel fire simulation combustion device and its combustion control method. Background Technology

[0002] Damage control training for naval vessels is a core component ensuring that personnel can respond to sudden disasters and maintain the survivability and combat effectiveness of ships during wartime or peacetime. In the complex cabin environment of a ship, fires in areas such as the engine room, aviation fuel storage tanks, or galleys often manifest as extremely rapid temperature rise, intense heat radiation, and a high susceptibility to spillage and reignition. Therefore, constructing a highly realistic and safe fuel fire simulation system is of paramount importance for improving sailors' emergency response capabilities. However, existing fuel fire simulation devices have revealed the following serious inherent technical defects and bottlenecks in actual ship damage control training applications: First, fuel filling and level control are highly dependent on manual labor, posing significant safety hazards and causing equipment wear and tear. In existing fire simulation drills, the training area is often located inside enclosed or semi-enclosed simulated ship compartments. Traditional simulation devices rely heavily on manual handling or manually opening simple valves for fuel filling during the pre-drill preparation phase, resulting in extremely low automation. This method cannot accurately control the volume of fuel. More critically, existing devices generally lack the structural design for automatically injecting water to form a water cushion layer. In high-frequency drills like ship damage control, the fuel burns intensely directly at the bottom of the metal combustion pool, causing the refractory steel plate at the bottom to be subjected to extreme temperatures for extended periods, easily leading to thermal stress concentration, annealing deformation, or even burn-through damage. Furthermore, due to the lack of multi-point liquid level sensors for real-time monitoring, blind manual filling often results in excessively high liquid levels in the combustion pool. If trainees use high-pressure fire hoses to extinguish the fire, it can easily cause boiling over or fuel spillage, turning a controlled pool fire into an uncontrolled flowing fire, posing a serious threat to the personal safety of instructors and trainees.

[0003] Furthermore, real shipboard fires are dynamic processes, with the fire intensity changing in real time depending on ventilation conditions and firefighting methods. However, existing simulation devices are typically simple combinations of disparate components, with fuel supply, water injection, and ignition operating independently without unified coordination. Lacking an integrated control box and electrical feedback loop, existing equipment cannot monitor fuel line flow and pressure in real time, nor can it dynamically and automatically adjust fuel release based on a pre-set shipboard fire combustion model. This means that existing fire scenarios are often constant and rigid, failing to realistically simulate the initial smoldering spread, the violent eruption, and the decay after suppression. This low level of intelligence and inability to precisely adjust combustion parameters results in training scenarios that are severely detached from real naval combat damage environments, making it difficult to effectively assess the actual firefighting tactics and psychological resilience of trained sailors. Summary of the Invention

[0004] In view of the above-mentioned defects or improvement needs of the existing technology, the present invention provides a fuel fire simulation combustion device and its combustion control method, which has the advantages of high automation, high safety and intelligent control, and can meet the actual needs of ship damage control training.

[0005] To achieve the above objectives, according to one aspect of the present invention, a fuel fire simulation combustion device is provided, comprising a water injection valve assembly, a fuel tank, a refueling valve assembly, a fuel pool, an ignition device, a spray valve assembly, a fire extinguishing cover, an oil and wastewater discharge valve assembly, a support frame, and a control box, wherein: The water injection valve assembly is connected to the fuel oil tank and is used to inject water into the bottom of the fuel oil tank to form a water cushion layer. The oil tank is connected to the fuel pool via a refueling valve assembly, which is used to inject fuel into the fuel pool, thereby forming a fuel layer on the water surface of the water cushion layer. The upper end of the fuel tank is open, and multiple liquid level sensors are provided on the fuel tank to detect the liquid level of the water cushion layer and the fuel layer in the fuel tank. The ignition device is mounted on the bracket and has an ignition nozzle located above the fuel tank for igniting the fuel layer in the fuel tank. The spray valve assembly is installed outside the ignition device and is used to spray and cool the ignition device. The fire extinguishing cover is slidably installed on the top of the fuel oil tank, and the fire extinguishing cover is connected to the cover driving device so as to move under the drive of the cover driving device to open and close the fuel oil tank, and to extinguish the flame in the fuel oil tank by depriving it of oxygen when closing the fuel oil tank. The oily wastewater discharge valve assembly is installed at the bottom of the fuel oil tank and is used to discharge the oily wastewater in the fuel oil tank after the fuel oil layer in the fuel oil tank has burned. The water injection valve group, oil refueling valve group, ignition device, spray valve group, cover plate drive device, and oily wastewater discharge valve group are all electrically connected to the control box.

[0006] Preferably, the refueling valve assembly includes a main refueling pipe and a first manual ball valve, a first filter, an oil pump, a first pressure reducing valve, a pressure gauge, a pressure sensor, a flow sensor, a first electric regulating valve, and an explosion-proof solenoid valve installed on the main refueling pipe. Along the flow direction of the fuel, the fuel injection main pipe is sequentially equipped with a first manual ball valve, a first filter, a fuel pump, a first pressure reducing valve, a pressure gauge, a pressure sensor, a flow sensor, a first electric regulating valve, and an explosion-proof solenoid valve. A first bypass pipe is connected in parallel with the main oil injection pipe. The two ends of the first bypass pipe are connected to connection point A and connection point B of the main oil injection pipe. The first electric regulating valve is located between connection point A and connection point B. A second manual ball valve is installed on the first bypass pipe.

[0007] Preferably, the ignition device is connected to the main fuel injection pipe via a fuel input pipe, and the connection point between the fuel input pipe and the main fuel injection pipe is located between the first pressure reducing valve and the pressure gauge, and a first shut-off valve is installed on the fuel input pipe.

[0008] Preferably, the water injection valve assembly includes a main water injection pipe and a second shut-off valve, a second filter, a second pressure reducing valve, and a second electric regulating valve installed on the main water injection pipe; Along the direction of water flow, the water injection valve group includes a second shut-off valve, a second filter, a second pressure reducing valve, and a second electric regulating valve connected in series. A second bypass pipe is connected in parallel with the main water injection pipe. The two ends of the second bypass pipe are connected to connection point C and connection point D of the main water injection pipe. The second electric regulating valve is located between connection point C and connection point D. A third manual ball valve is installed on the second bypass pipe.

[0009] Preferably, the system also includes a plurality of evaluation thermocouples mounted on the bracket, each of which is located above the fuel tank for monitoring flame temperature and evaluating fire extinguishing effectiveness.

[0010] Preferably, the ignition device has a housing and an ignition electrode, a high-voltage ignition module, and a flame detector located inside the housing. The housing is made of insulating and waterproof material. The ignition electrode is used to provide a discharge gap. The high-voltage ignition module is used to break down the air medium between the ignition electrodes to generate a high-voltage electric spark to ignite fuel vapor. The flame detector is an ultraviolet flame detector or an ionization flame detector, used to detect the flame status in real time, and to cut off the fuel supply to the ignition device through the control box when ignition fails or the flame at the ignition nozzle is accidentally extinguished.

[0011] Preferably, the fire extinguishing cover plate comprises a cover plate body and a sealing element, wherein the cover plate body is made of fire-resistant material, and the sealing element is provided between the cover plate body and the fuel oil pool.

[0012] Preferably, the oily wastewater discharge valve assembly includes a discharge pipe, a third shut-off valve, a third filter, a level switch, and a third electric regulating valve, and the discharge pipe is connected to the bottom of the fuel oil tank; Along the flow direction of the oily wastewater, a third shut-off valve, a third filter, a level switch, and a third electric regulating valve are sequentially installed on the sewage pipeline; A third bypass pipe is connected in parallel with the sewage pipe. The two ends of the third bypass pipe are connected to connection point E and connection point F of the sewage pipe. The third electric regulating valve is located between connection point E and connection point F. A fourth manual ball valve is installed on the third bypass pipe.

[0013] Preferably, the control box is equipped with a switching power supply, a circuit breaker, a contactor, and a PLC controller, wherein: The switching power supply is used to provide DC power to the electrical components and control circuits inside the control box. The circuit breaker is connected to the power supply input terminal to provide overcurrent and short-circuit protection. The contactor is electrically connected to the control output terminal and is used to switch the power supply circuit on and off. The PLC controller is used to collect the flow rate and pressure data of fuel in the fuel supply main pipe of the automatic refueling valve group in real time, and control the on / off of the contactor according to the preset combustion model to start and stop the electrical equipment and output the adjustment signal to the first electric regulating valve to adjust the opening of the first electric regulating valve. The combustion parameters are automatically adjusted by automatically adjusting the fuel flow rate. The combustion model has a dynamic change curve of fuel flow rate set for different fire conditions.

[0014] According to another aspect of the present invention, a combustion control method for the aforementioned fuel fire simulation combustion device is also provided, characterized by comprising the following steps: 1) Automatic water injection: The control box controls the water injection valve group to inject water into the bottom of the fuel tank to form a water cushion layer, and the liquid level sensor detects the liquid level of the water cushion layer in the fuel tank. When the liquid level of the water cushion layer reaches the set requirement, the water injection into the fuel tank is stopped. 2) Automatic fuel injection: The control box controls the fuel injection valve group to inject fuel into the fuel pool, thereby forming a fuel layer on the water surface of the water cushion layer, and the level of the fuel layer in the fuel pool is detected by the level sensor. 3) Ignition and monitoring: The control box controls the ignition device to generate a high-voltage electric spark to ignite the gas above the fuel layer in the fuel pool and then ignite the fuel layer. The control box also controls the spray valve group to spray and cool the ignition device. The flame status is monitored in real time by the flame detector. In case of ignition failure or accidental flame extinguishing at the ignition nozzle, the fuel supply to the ignition device is cut off by the control box. 4) Combustion control and evaluation: During combustion, the PLC controller in the control box collects the flow rate and pressure data of fuel in the fuel injection main pipe of the fuel filling valve group in real time, and outputs an adjustment signal to the first electric regulating valve of the fuel filling valve group to adjust the opening of the first electric regulating valve according to the fuel flow dynamic change curve set in the preset combustion model for different fire conditions. The dynamic adjustment of combustion parameters is achieved by automatically adjusting the fuel flow. The flame temperature was monitored and the fire extinguishing effect was evaluated using an evaluation thermocouple located above the fuel tank. 5) Fire extinguishing: When fire extinguishing is required, the fire extinguishing cover is slid to close the fuel tank by controlling the cover drive device through the control box, thereby depriving the fuel tank of oxygen and extinguishing the flames in the fuel tank. 6) Oily wastewater discharge: After the flame is extinguished, the oily wastewater discharge valve group is controlled by the control box to discharge the oily wastewater in the fuel oil pool.

[0015] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects: 1) The fuel fire simulation combustion device of the present invention constructs a complete closed-loop system for fluid transport, combustion control, safety protection, and waste liquid recovery. By integrating these independent functional modules into one unit, the entire fuel fire simulation combustion device is no longer a simple collection of scattered parts, but forms an automated operating platform with extremely high collaborative capabilities, greatly improving the continuity and standardization of ship damage control training.

[0016] 2) In the fuel oil fire simulation combustion device of the present invention, the water injection valve assembly accurately delivers fluid to the bottom of the fuel oil pool, naturally forming a clearly defined water cushion layer by utilizing the density difference between water and fuel oil. This water cushion layer acts as an excellent heat insulation barrier. Due to the extremely high specific heat capacity of water, when the fuel oil above is burning violently, the water cushion layer can absorb a large amount of heat energy radiated and conducted downwards, thereby effectively preventing the refractory steel plate at the bottom of the fuel oil pool from stress concentration, annealing deformation, or even burn-through damage due to prolonged exposure to extreme high temperatures. At the same time, the presence of the water cushion layer keeps the upper liquid surface stable, providing a reliable foundation for the uniform spreading of subsequent fuel.

[0017] 3) The fuel fire simulation combustion device of this invention spatially isolates the fuel storage unit (fuel tank) from the working unit (fuel pool), greatly improving the system's safety factor. The refueling valve assembly, acting as a precise delivery hub, can quantitatively and controllably guide fuel into the fuel pool. More importantly, based on the principle of buoyancy in fluid mechanics, the injected fuel automatically floats on the surface of the pre-injected water cushion layer, forming a uniformly distributed fuel layer. This stratification mechanism ensures that all flammable fuel converges in the top combustion reaction zone, not only improving fuel utilization but also making the flame pattern in the fire simulation scenario more realistic.

[0018] 4) In the fuel fire simulation combustion device of the present invention, the fire extinguishing cover can quickly and tightly cover the entire open area of ​​the fuel tank laterally under the mechanical pushing and pulling of the cover driving device. This suffocation-type operation cuts off the oxygen supply necessary for the combustion reaction, causing the flames in the fuel tank to extinguish rapidly due to lack of oxygen in a very short time. This solution does not require the consumption of any chemical extinguishing agents such as foam or dry powder, not only responding extremely quickly but also eliminating the heavy post-disaster cleaning work, facilitating the reset of the equipment and the commencement of the next round of drills in a very short time. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the present invention; Figure 2 This is a flowchart of the combustion control method of the present invention; In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1. Oil tank; 2. Fuel tank; 21. Evaluation thermocouple; 3. Ignition device; 31. First shut-off valve; 4. Fire extinguishing cover; 41. Cover drive device; 51. First manual ball valve; 52. First filter; 53. Oil pump; 54. First pressure reducing valve; 55. Pressure gauge; 56. Pressure sensor; 57. Flow sensor; 58. First electric regulating valve; 59. Second manual ball valve; 510. Explosion-proof solenoid valve; 61. Second shut-off valve; 62. Second filter; 63. Second pressure reducing valve; 64. Second electric regulating valve; 65. Third manual ball valve; 71. Third shut-off valve; 72. Third filter; 73. Liquid level switch; 74. Third electric regulating valve; 75. Fourth manual ball valve. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0021] Reference Figure 1 The fuel fire simulation combustion device includes a water injection valve assembly, an oil tank 1, a refueling valve assembly, a fuel pool 2, an ignition device 3, a sprinkler valve assembly, a fire extinguishing cover 4, an oil and wastewater discharge valve assembly, a support frame, and a control box, wherein: The water injection valve assembly is connected to the fuel oil tank 2 and is used to inject water into the bottom of the fuel oil tank 2 to form a water cushion layer. The oil tank 1 is connected to the fuel pool 2 through the refueling valve group, and is used to inject fuel into the fuel pool 2, thereby forming a fuel layer on the water surface of the water cushion layer. The upper end of the fuel tank 2 is open, and the fuel tank 2 is equipped with multiple liquid level sensors to detect the liquid level of the water cushion layer and the fuel layer in the fuel tank 2. The ignition device 3 is mounted on the bracket and has an ignition nozzle located above the fuel tank 2 for igniting the fuel layer in the fuel tank 2. The spray valve assembly is installed on the outside of the ignition device 3 and is used to spray and cool the ignition device 3. The fire extinguishing cover 4 is slidably installed on the top of the fuel oil tank 2, and the fire extinguishing cover 4 is connected to the cover drive device 41 so as to move under the drive of the cover drive device to open and close the fuel oil tank 2, and to extinguish the flame in the fuel oil tank 2 by depriving the fuel oil tank 2 of oxygen when closing the fuel oil tank 2. The oily wastewater discharge valve assembly is installed at the bottom of the fuel oil tank 2 and is used to discharge the oily wastewater in the fuel oil tank 2 after the fuel oil layer in the fuel oil tank 2 has burned. The water injection valve group, oil refueling valve group, ignition device 3, spray valve group, cover plate drive device 41, and oily wastewater discharge valve group are all electrically connected to the control box.

[0022] The fuel tank 2 is preferably made of fire-resistant steel plate. The liquid level sensor can automatically measure the liquid level height, has a remote transmission function, and is equipped with high-temperature protection measures. For high-temperature protection, the component most affected by heat is the microelectronic circuit board inside the liquid level sensor. Typically, the probe in contact with the liquid is separated from the transmitter head that processes the signal. The two are connected by an extended high-temperature pressure tube (capillary tube) or a high-temperature cable, moving the fragile electronic core components out of the high-temperature fire radiation zone. All sensor signal transmission lines use fire-resistant and flame-retardant cables, and are encased in thick metal armored corrugated tubing to prevent the high-temperature smoke during fire simulation from melting the lines and causing communication interruption. A specially designed fire-resistant heat insulation cover (filled with heat-insulating materials such as aerogel and aluminum silicate ceramic fiber) is installed on the exposed parts of the sensor to directly block the intense heat radiation generated during fire simulation.

[0023] The open design at the top of fuel tank 2 is intended to closely simulate a real open-pool fire scenario, ensuring sufficient air convection and oxygen supply, allowing the flames to rise freely and generating realistic radiant heat and smoke distribution. The arrangement of multiple liquid level sensors constitutes the system's precise sensing capabilities. These sensors can perform multi-point, real-time, and accurate liquid level measurements at different heights of the water cushion layer and fuel layer. This multi-dimensional liquid level monitoring mechanism allows the system to dynamically grasp the volume ratio of the two-phase fluids within the tank, effectively preventing safety accidents caused by insufficient water injection leading to insulation failure or excessive fuel injection causing fuel overflow.

[0024] The placement of the ignition nozzle above the fuel pool 2 is a highly targeted design. Within the fuel pool 2, the fuel surface continuously evaporates, forming a high-concentration cloud of combustible vapor. By aiming the ignition nozzle downwards at this area, it can precisely target the fuel-air mixture boundary layer, where detonation is most likely to occur, when releasing the high-voltage spark. This significantly increases the success rate of igniting the fuel layer and avoids the carbon buildup or ignition failure that can result from immersing the ignition source in the liquid.

[0025] The ignition device 3 has high reliability, and can ignite more than 10 times without failure. Ignition during training can be automatically controlled. The automatic ignition device 3 is equipped with automatic ignition and flame detection functions.

[0026] In full-scale fire simulations, the heat radiation flux in the combustion center region is extremely high. The spray valve assembly installed outside the ignition device 3 can form a fine cooling medium curtain around the ignition device 3. This curtain vaporizes after absorbing radiant heat, carrying away a large amount of heat energy, thereby effectively reducing the ambient temperature on the surface of the ignition device 3. This prevents the internal electronic components and high-temperature resistant insulation materials from prematurely aging or being damaged due to thermal fatigue, greatly extending the service life of the ignition device 3 and ensuring that the equipment can continuously and stably perform ignition tasks in high-frequency, high-intensity training exercises.

[0027] This invention cleverly utilizes gravitational potential energy by placing the oily wastewater discharge valve assembly at the bottom of the fuel tank 2, the lowest point of the system, to achieve natural drainage of the liquid without the need for an additional high-power suction pump. After each fuel layer combustion training session, unburned fuel residue, heated water cushion layer, and any fire hoses that may have mixed in will form oily wastewater. By opening this oily wastewater discharge valve assembly, this waste liquid can be smoothly and comprehensively diverted to a designated recycling network. This centralized sewage discharge design prevents the indiscriminate spread of harmful substances into the environment, avoids secondary disasters and environmental pollution, and maintains the cleanliness and hygiene of the training ground.

[0028] As the central information processing unit, the control box establishes a high-speed information command transmission channel with various peripheral actuators via electrical connections. This means that all the aforementioned fluid control, mechanical displacement, and temperature regulation actions no longer rely on manual valve turning at close range in dangerous fire scenes. Operators can remotely issue commands through the control box to achieve automatic water injection, automatic refueling, safe ignition, and automatic fire suppression with cover plates in emergency situations. This high degree of electrification and automation integration effectively isolates personnel from hazardous sources, greatly ensuring the safety of trainees. Simultaneously, it makes the operation of the entire fuel fire simulation combustion device more precise and controllable, significantly improving the technological level and standardization of modern naval damage control drills.

[0029] The fire extinguishing cover 4 is used for fire extinguishing after training and for fire extinguishing in emergency situations. The cover driving device 41 can be controlled by a device, and the cover driving device 41 drives the cover to slide to extinguish the oil fire.

[0030] The oily wastewater discharge valve assembly can be interlocked with the liquid level sensor for control, and the discharge port is connected to the wastewater main pipe to flow into the recycling tank.

[0031] Furthermore, the refueling valve assembly includes a main refueling pipe and a first manual ball valve 51, a first filter 52, an oil pump 53, a first pressure reducing valve 54, a pressure gauge 55, a pressure sensor 56, a flow sensor 57, a first electric regulating valve 58, and an explosion-proof solenoid valve 510 installed on the main refueling pipe. Along the flow direction of the fuel, the fuel injection main pipe is sequentially equipped with a first manual ball valve 51, a first filter 52, a fuel pump 53, a first pressure reducing valve 54, a pressure gauge 55, a pressure sensor 56, a flow sensor 57, a first electric regulating valve 58, and an explosion-proof solenoid valve 510. A first bypass pipe is connected in parallel with the main oil injection pipe. The two ends of the first bypass pipe are connected to connection point A and connection point B of the main oil injection pipe. The first electric regulating valve 58 is located between connection point A and connection point B. A second manual ball valve 59 is installed on the first bypass pipe.

[0032] The first manual ball valve 51 is located at the very beginning of the main fuel injection pipe, serving as a source cutoff device for this branch. In case of maintenance shutdown or emergencies, operators can manually close the first manual ball valve 51 to directly cut off the fuel supply to the entire main fuel injection pipe, thus ensuring the safety of all components downstream of the pipeline. The subsequently installed first filter 52 pre-filters the incoming fuel, intercepting tiny particles and impurities within the fuel, preventing these hard impurities from entering downstream precision rotating machinery and measuring instruments, thereby greatly reducing the risk of blockage, abnormal wear, and jamming in subsequent components.

[0033] The clean fuel filtered by the first filter 52 then enters the fuel pump 53. The fuel pump 53 provides the necessary kinetic energy for the continuous delivery of fuel, ensuring that the fuel can overcome the frictional resistance inside the pipeline and flow smoothly. The first pressure reducing valve 54, which is installed immediately after the fuel pump 53, can regulate and reduce the pressure of the pulsating fluid output by the fuel pump 53, keeping the fuel pressure within a stable and safe operating range, and preventing excessive fluid pressure waves from damaging the subsequent fragile sensor components.

[0034] Downstream of the first pressure reducing valve 54, a pressure gauge 55, a pressure sensor 56, and a flow sensor 57 are sequentially installed. The pressure gauge 55 provides an intuitive, on-site mechanical pressure reading, allowing inspection personnel to directly observe the real-time pressure status within the fuel injection main pipe without relying on an external power system. The pressure sensor 56 converts the fluid pressure within the pipeline into an electrical signal, providing continuous remote monitoring data to the control box, enabling the system to monitor pipeline pressure fluctuations in real time and trigger corresponding protection mechanisms. The flow sensor 57 accurately collects data on the volume or mass of fuel flowing through the pipeline, providing reliable data feedback for adjusting the preset combustion model and ensuring the accuracy of fuel addition to the fuel tank 2. Preferably, the pressure sensor 56 is an explosion-proof pressure sensor with remote transmission capabilities.

[0035] The first electric regulating valve 58, located in the normal flow path of the fuel injection main pipe, serves as the terminal actuator for fluid control. It can precisely control the start / stop status and flow opening of fuel to the fuel pool 2 according to the automated instructions issued by the control box.

[0036] The first electrically controlled regulating valve 58 is typically driven by a motor, and its stroke from fully open to fully closed usually takes several seconds. In contrast, the explosion-proof solenoid valve 510, as an electromagnetically driven instantaneous actuator, can receive emergency stop commands from the control box and complete the mechanical locking of the pipeline in milliseconds. In extreme situations such as uncontrolled fire, pipeline rupture, or accidental flameout, this mechanism can stop the continuous leakage of fuel as quickly as possible, buying valuable time for trainees to escape and respond safely. Preferably, two explosion-proof solenoid valves 510 are provided, and two explosion-proof solenoid valves 510 are connected in series to form a double explosion-proof solenoid valve.

[0037] The sequential setup of the refueling valve assembly—"filtering first, then pressurizing, then stabilizing, then measuring, and finally automatically shutting off"—provides a solid foundation for the smoothness and precision of the overall fluid delivery process.

[0038] In addition, a first bypass pipeline is connected in parallel with the main fuel injection pipe. This parallel design provides a critical emergency redundancy channel for the main fuel injection pipe. Under normal operating conditions, the second manual ball valve 59 remains closed, and all fuel flows through the first electric regulating valve 58 to achieve automated fuel supply control. When the first electric regulating valve 58 fails to open normally due to a sudden malfunction (such as power failure, coil damage, or mechanical jamming of the valve core), the operator can manually open the second manual ball valve 59 to change the fuel flow direction, bypassing the malfunctioning first electric regulating valve 58 via the first bypass pipeline from connection point A, directly reaching the downstream connection point B and continuing to supply fuel downstream. This technical solution ensures that even under extreme conditions where automatic control components fail, the fuel fire simulation combustion device can still maintain normal fuel supply through manual intervention, guaranteeing the continuity and uninterrupted operation of ship damage control training missions, and greatly improving the reliability and fault-tolerant operation capability of the entire fuel fire simulation combustion device.

[0039] Furthermore, the ignition device 3 is connected to the main fuel injection pipe via a fuel input pipe, and the connection point between the fuel input pipe and the main fuel injection pipe is located between the first pressure reducing valve 54 and the pressure gauge 55. A first shut-off valve 31 is installed on the fuel input pipe.

[0040] The ignition device 3, connected to the main fuel injection pipe via a fuel inlet pipe, achieves a high degree of integration in the fuel supply system. The ignition device 3 eliminates the need for a separate small fuel tank, a dedicated booster pump, and complex independent fuel pipelines. This shared fuel injection pipe source significantly simplifies the mechanical structure and piping complexity of the entire fuel fire simulation combustion device, reducing the overall size and weight of the equipment. Simultaneously, it reduces potential leakage points, lowers daily maintenance workload, and improves the overall reliability of the system.

[0041] The connection point between the fuel inlet pipe and the main fuel injection pipe is located between the first pressure reducing valve 54 and the pressure gauge 55. This means that the fuel obtained by the ignition device 3 is extracted after passing through the master control switch (first manual ball valve 51) and is then pressurized by the main system (fuel pump 53) and throttled pressure regulation (first pressure reducing valve 54). This selection of the fuel extraction location ensures the independent stability of the fuel supply to the ignition device 3. The ignition device 3 can obtain a relatively stable fuel supply that is not affected by the large flow rate injection of the main system, thereby ensuring the stability and success rate of the high-voltage electric spark igniting the fuel vapor during ignition.

[0042] During equipment debugging, routine maintenance, or when the system is in a non-ignition training state, operators can manually close the first shut-off valve 31 to completely cut off the fuel flow to the ignition device 3, preventing fuel accumulation near the ignition electrode due to internal leakage of the ignition valve and reducing the safety risk of accidental ignition. Simultaneously, when the first manual ball valve 51 of the main system is opened for fuel injection training, but the ignition device 3 is not required (e.g., for pipeline testing only involving fuel injection and drainage), the presence of the first shut-off valve 31 ensures that the fuel supply from the fuel supply tank 2 does not affect the ignition branch in standby mode, improving the flexibility and safety of the entire fuel fire simulation combustion device under various training and maintenance conditions.

[0043] Furthermore, the water injection valve assembly includes a water injection main pipe and a second shut-off valve 61, a second filter 62, a second pressure reducing valve 63, and a second electric regulating valve 64 installed on the water injection main pipe; Along the direction of water flow, the water injection valve group includes a second shut-off valve 61, a second filter 62, a second pressure reducing valve 63, and a second electric regulating valve 64 connected in series. A second bypass pipe is connected in parallel with the main water injection pipe. The two ends of the second bypass pipe are connected to connection point C and connection point D of the main water injection pipe. The second electric regulating valve 64 is located between connection point C and connection point D. A third manual ball valve 65 is installed on the second bypass pipe.

[0044] The second shut-off valve 61 is located at the very front of the main water injection pipe, serving as a source cut-off device for this water injection branch. In the event of an emergency, routine maintenance, or replacement of downstream pipeline components, the operator can manually close the second shut-off valve 61 to cut off the water supply to the entire main water injection pipe, thereby ensuring the safety of all components downstream of the main water injection pipe and preventing uncontrolled large-scale water inflow. The subsequent second filter 62 performs pre-filtering of the incoming water flow, intercepting fine particles and impurities mixed in with the water flow, preventing these impurities from entering the downstream valves and causing abnormal wear or jamming of internal components. The clean water flow filtered by the second filter 62 then enters the second pressure reducing valve 63, which can stabilize and reduce the pressure of the pulsating fluid, keeping the water supply pressure within a stable and safe range. This pressure stabilization mechanism prevents excessively high water pressure from causing violent splashing when the water is injected into the fuel tank 2, thus ensuring a stable liquid level inside the fuel tank 2. The second electric regulating valve 64, located downstream of the main water injection pipe, serves as the automated terminal actuator for water injection fluid control, precisely controlling the start / stop status and flow opening of water injected into the fuel oil tank 2. This sequentially arranged pipeline structure provides a systematic foundation for the smooth, continuous, and precise control of the fluid transport process.

[0045] Furthermore, the parallel design of the second bypass pipeline provides a backup emergency delivery channel for the main water injection pipe. Under normal automatic water injection conditions, the third manual ball valve 65 remains closed, and all water flows through the second electric regulating valve 64 for automated control. When the second electric regulating valve 64 fails to open due to a sudden malfunction (such as a power outage or valve core mechanical jamming), the operator can manually open the third manual ball valve 65, changing the water flow path. The water will bypass the malfunctioning second electric regulating valve 64 via the second bypass pipeline from connection point C, directly reaching the downstream connection point D and continuing to be delivered towards the fuel oil pool 2. This parallel pipeline technology ensures that even in extreme conditions where the automatic control actuator fails, the fuel oil fire simulation combustion device can still maintain a normal water supply through manual operation of the third manual ball valve 65. This design ensures that the stable water injection operation of the water cushion layer will not be interrupted due to the failure of a single automated component, guaranteeing the continuity and safety of ship damage control training missions and improving the fault-tolerant operation and operational flexibility of the entire fuel oil fire simulation combustion device.

[0046] Furthermore, it also includes a plurality of evaluation thermocouples 21 mounted on the bracket, each of the evaluation thermocouples 21 being located above the fuel oil pool 2 for monitoring flame temperature and evaluating fire extinguishing effectiveness.

[0047] In real-world large-area liquid surface combustion scenarios, the temperature distribution of the flame exhibits high non-uniformity. Influenced by a combination of external environmental airflow convection, differences in fuel evaporation rates, and the turbulent state of the flame itself, the combustion intensity varies significantly across different areas. By setting up multiple sensing nodes, the system can simultaneously collect temperature data from different spatial locations within the fuel pool 2, constructing a temperature distribution matrix with broad coverage and rich data dimensions. This multi-point data acquisition method avoids data blind spots and measurement limitations that may arise from a single monitoring point, greatly improving the comprehensiveness and reliability of temperature monitoring results. When some areas are affected by localized airflow interference or temporarily covered by extinguishing agents, the evaluation thermocouples 21 at other locations can still provide continuous and stable temperature readings, thus providing the control box with extremely accurate and detailed combustion state parameters.

[0048] The area above fuel oil pool 2 is the core reaction zone where combustible vapor combustion is most intense and heat radiation and convection are most concentrated. The evaluation thermocouple 21 is suspended in this specific spatial location, allowing it to be directly within the rising flame plume and capture temperature gradient changes in the combustion center region with the fastest response speed. During the fire extinguishing operation, when the extinguishing agent covers the surface of fuel oil pool 2 and begins to suppress the combustion chain reaction, the evaluation thermocouple 21, located directly above, can instantly sense the sudden drop in heat release rate and the rapid decrease in temperature. Compared to temperature measurement methods placed around or far from the equipment, this directly suspended layout offers extremely high sensitivity and timely detection, accurately and promptly reflecting the real-time evolution of the fire.

[0049] The control box continuously acquires and processes the analog temperature signals transmitted by various evaluation thermocouples 21, transforming the trainees' firefighting actions into intuitive and quantifiable temperature drop curves. The calculation module within the control box can accurately determine whether the fire has been successfully suppressed based on specific quantitative indicators such as the slope of the temperature drop, the cooling time, and whether the temperature has dropped below a preset safety threshold. Combining synchronous feedback data from multiple evaluation thermocouples 21, the system can determine the real-time cooling synchronization rate of each area. If the readings of evaluation thermocouples 21 at certain locations remain high, the system can determine that there is a risk of reignition in that area. This monitoring and evaluation mechanism based on objective and continuous data enables a scientific and quantitative assessment of the ship's damage control training results, providing solid data support for subsequent training reviews and tactical optimization, and significantly improving the evaluation accuracy and automated sensing level of the fuel fire simulation combustion device during actual drills.

[0050] Thermocouple 21 is used to quantitatively assess the fire extinguishing effect by monitoring the temperature changes around the fuel oil pool 2 in real time, as detailed below: (1) Establishment of reference temperature: After combustion stabilizes, the temperature measured by thermocouple 21 (in the hundreds of degrees Celsius range) is evaluated as the reference temperature for the full combustion state.

[0051] (2) Monitoring of the fire extinguishing process: After the trainee performs rescue (spraying foam, water, dry powder, etc.), the flame gradually weakens, and the temperature of thermocouple 21 is assessed to decrease accordingly.

[0052] (3) Fire extinguishing judgment threshold: When the temperature of all the evaluation thermocouples 21 (no less than 3) drops below the first preset threshold and continues for a set time (e.g., 30 seconds), the control box determines that the fire extinguishing is successful.

[0053] (4) Quantitative evaluation indicators: The system records the following indicators for evaluation: 4.1) Temperature drop rate: reflects the suppression speed of the extinguishing agent; 4.2) The time from the start of the rescue to the assessment that thermocouple 21 is below the threshold: reflects the firefighting efficiency of the trained personnel; 4.3) Reignition detection: After the fire is extinguished, continuous monitoring will be performed. If the temperature rises again to the second preset threshold, a reignition alarm will be triggered.

[0054] (5) Linkage with the control box: The temperature data detected by the thermocouple 21 is uploaded in real time to the fire extinguishing effect recognition and detection system (GPU server + recognition software) built into the control box. The fire extinguishing effect recognition and detection system built into the control box can also be combined with the image information captured by the dual-light camera (visible light camera + infrared camera) to comprehensively judge the fire extinguishing effect and generate a training evaluation report.

[0055] Furthermore, the ignition device 3 has a housing and an ignition electrode, a high-voltage ignition module, and a flame detector located inside the housing. The housing is made of insulating and waterproof material. The ignition electrode is used to provide a discharge gap. The high-voltage ignition module is used to break down the air medium between the ignition electrodes to generate a high-voltage electric spark to ignite the fuel vapor. The flame detector is an ultraviolet flame detector or an ionization flame detector, used to detect the flame status in real time. In the event of ignition failure or accidental flame extinguishing at the ignition nozzle, the fuel supply to the ignition device 3 and the fuel tank 2 is cut off through the control box.

[0056] During the operation of the fuel fire simulation combustion device, the ignition area is constantly exposed to a harsh working environment with direct contact with open flames and intense heat radiation. The outer shell protects the internal ignition electrodes, high-voltage ignition module, and flame detector during spraying. The ignition electrodes are made of high-temperature resistant materials, giving this core discharge element excellent thermal stability and anti-oxidation degradation characteristics. This allows the ignition electrodes to maintain their original geometric dimensions and electrical conductivity even under prolonged high-temperature exposure, avoiding problems such as softening, melting, deformation, or surface peeling that commonly occur with conventional metal materials after continuous heating. This structural robustness ensures that the discharge gap of the ignition electrodes remains within the set standard range, thus providing reliable hardware support for subsequent continuous discharge tasks. Secondly, the high-voltage ignition module is used to generate a high-voltage electric spark to ignite fuel vapor. After the fuel is delivered to the fuel tank 2 and evaporates in the open environment, a certain concentration of fuel vapor accumulates in the space above. The high-voltage ignition module, through its internal boost circuit, converts the conventional input voltage into an extremely high potential difference, thereby breaking down the air medium between the electrodes to generate a high-voltage electric spark. This high-voltage electric spark can release highly concentrated activation energy in an extremely short instant, rapidly overcoming the ignition barrier of fuel vapor and initiating a stable chain combustion reaction. This technical solution ensures that ignition can be achieved in an extremely rapid, directional, and quantitative manner after receiving the ignition command from the control box, guaranteeing the timeliness of initiating ship damage control training exercises and significantly improving the system's ignition success rate under complex airflow and wind conditions.

[0057] In complex combustion training environments, there is often interference from high-temperature metal walls or ambient light. Ultraviolet flame detectors specifically capture the short-wavelength ultraviolet radiation released during hydrocarbon combustion, while ionization flame detectors rely on the microscopic sensing of conductivity by the numerous charged particles present in the flame. Both of these specialized detection devices possess extremely high resistance to background interference; they do not depend on the slow heat conduction process but directly and rapidly capture the characteristic spectrum or electrical signals of the flame itself. This design enables the flame detectors to continuously feed back the true combustion status to the control box with extremely high sensitivity and millisecond-level response speed, achieving uninterrupted real-time monitoring of the entire lifecycle of the flame, from its generation and development to its eventual extinction.

[0058] In automated operation, if the high-voltage ignition module fails to ignite the fuel vapor after releasing a high-voltage spark, or if the flame is accidentally extinguished during a drill due to the trainee's high-pressure water cannon extinguishing action, without automated intervention, the continuously supplied fuel will overflow, evaporate, and accumulate in a large quantity within the confined space. This accumulation of unburned fuel poses a significant safety hazard; if it encounters locally high-temperature metal or experiences delayed secondary ignition, it can easily trigger an uncontrollable deflagration. By introducing the aforementioned interlocking control scheme, when the flame detector confirms no flame signal feedback, it transmits this missing status to the control box in real time. The control box then quickly executes a safety cutoff command according to the preset safety logic program, blocking the continued flow of fuel to the ignition device 3. This automated prevention mechanism autonomously avoids the risk of large-scale fuel leakage and the accumulation of combustible vapor clouds without human intervention, significantly reducing potential safety hazards and improving the overall safety and protection level of the fuel fire simulation combustion device.

[0059] Furthermore, the fire extinguishing cover 4 comprises a cover body and a sealing element. The cover body is made of fire-resistant material, and the sealing element is provided between the cover body and the fuel oil tank 2.

[0060] In ship damage control training scenarios, during full-scale oil pool fire drills, the space above the fuel pool 2 of the fuel fire simulation combustion device is continuously subjected to high temperatures and high heat radiation caused by the intense combustion of flammable liquids. The cover plate, as a mechanical shielding component that needs to laterally span and cover this extremely high-temperature core area after emergency shutdown or training, directly affects the normal operating cycle and safety of the equipment due to the heat resistance and load-bearing capacity of its material. The technical solution of using refractory materials to manufacture the cover plate endows the covering structure with excellent high-temperature mechanical stability and thermal shock resistance. When the system receives a covering command, the drive mechanism pushes the cover plate into the combustion zone and gradually covers the opening of the fuel pool 2. Under the harsh conditions of direct contact with high-temperature flames or hot smoke, the refractory material can continuously maintain its preset geometric dimensions, overall stiffness, and mechanical yield strength. This structural characteristic effectively avoids the serious problems that conventional materials are prone to after undergoing intense heat transfer in a short period, such as softening and sagging, local warping, annealing deformation, or even structural cracking due to thermal stress concentration. This fire-resistant structure with high thermal resistance ensures the flatness of the cover plate body in both moving and closed states, enabling it to form a solid and stable upper barrier that blocks the outward diffusion of large amounts of rising high-temperature smoke and heat radiation. This provides a solid hardware foundation for long-term, high-frequency fuel fire simulation drills and significantly improves the safety operation redundancy of the fuel fire simulation combustion device.

[0061] In the operation of sealing off the flame using a spatial covering method, if the rigid cover plate is directly attached to the top edge of the rigid fuel tank 2, microscopic or macroscopic mechanical gaps will inevitably exist between them due to factors such as manufacturing tolerances, the slight expansion and contraction deformation of the metal material after long-term heating, and the fuel vapor residue that may adhere to the surface of the tank wall. In a fire simulation scenario, the high-temperature combustible vapor generated by the continuous evaporation of fuel on the surface has a certain outward expansion pressure, which can easily overflow into the external space through the small gaps between these rigid contact surfaces; at the same time, fresh oxygen-rich air in the external environment will also be continuously drawn into the interior of the fuel tank 2 due to the airflow suction effect generated by the thermal pressure difference, thus providing the gas conditions required to maintain the combustion chain reaction. By setting the sealing element between the cover plate and the fuel tank 2, a flexible transition layer with compression deformation and rebound characteristics is constructed between the rigid shielding component and the rigid load-bearing boundary. When the cover plate moves completely to the top of the fuel tank 2 and enters the locked state under the action of external driving force, the sealing element undergoes elastic deformation due to the downward self-weight or mechanical pressure of the cover plate, tightly fitting, covering, and filling all irregular gaps between the upper edge of the fuel tank 2 and the lower surface of the cover plate. This tight and flexible contact structure establishes a highly sealed space environment above the fuel tank 2, cutting off the gas convection exchange path between the inside of the fuel tank 2 and the outside space. On the one hand, it blocks the continuous supply of fresh oxygen from the outside air, causing the gas environment inside the fuel tank 2 to quickly turn into an oxygen-deficient state due to combustion consumption, breaking the oxygen supply conditions necessary to maintain the combustion reaction, causing the large-scale fuel flame to be quickly suffocated and extinguished in a very short time due to the loss of oxidant support, with an extremely rapid response; on the other hand, the setting of the sealing element also restricts the leakage of unburned high-temperature fuel vapor accumulated inside to the surrounding area, reducing the potential risk of accidental ignition caused by fuel gas leakage in the surrounding confined air. In addition, during routine non-training standby, the sealed state of the cover plate and the sealing components can reduce the loss caused by the natural evaporation of fuel that may remain inside the fuel tank 2, and prevent moisture, dust and debris from falling into the fuel tank 2 from the external training environment, thus maintaining the cleanliness of the equipment pipeline source and significantly improving the overall operational reliability and comprehensive protection level of the fuel fire simulation combustion device.

[0062] Furthermore, the oily wastewater discharge valve assembly includes a discharge pipe, a third shut-off valve 71, a third filter 72, a level switch 73, and a third electric regulating valve 74, and the discharge pipe is connected to the bottom of the fuel oil tank 2; Along the flow direction of the oily wastewater, the sewage pipe is sequentially equipped with a third shut-off valve 71, a third filter 72, a liquid level switch 73, and a third electric regulating valve 74; A third bypass pipe is connected in parallel with the sewage pipe. The two ends of the third bypass pipe are connected to connection point E and connection point F of the sewage pipe. The third electric regulating valve 74 is located between connection point E and connection point F. A fourth manual ball valve 75 is installed on the third bypass pipe.

[0063] By strategically placing the sewage pipes at the lowest point of the system, gravitational potential energy is utilized. After each fuel layer combustion training session, unburned fuel residue, heated water cushion, and any fire hoses that may have mixed in will form oily wastewater. Gravity guides this wastewater naturally downwards, allowing it to flow into the sewage pipes. This structural arrangement ensures smooth wastewater discharge, prevents the indiscriminate spread of harmful liquids into the environment, and maintains the cleanliness of the training area.

[0064] The third shut-off valve 71 is located at the very beginning of the sewage pipe, serving as a source cut-off device for this branch. When routine maintenance or replacement of downstream pipeline components is required, operators can manually close the third shut-off valve 71 to block the water supply to the entire sewage pipe, ensuring the safety of all components downstream of the sewage pipe and preventing uncontrolled large-scale outflow of waste liquid.

[0065] The subsequent third filter 72 can perform preliminary filtration of the input oily wastewater. Since the oily wastewater after combustion usually contains carbonized solid particles, fuel combustion residue, and external impurities, the third filter 72 intercepts these debris, preventing impurities from entering the downstream valves and causing abnormal wear or jamming of internal components, thus ensuring the smooth operation of subsequent control valves.

[0066] A level switch 73 is installed downstream of the third filter 72. The level switch 73 is connected in series on the drain pipe, enabling precise detection of whether there is still flowing liquid inside the pipe. This sensing mechanism provides intuitive data feedback to the control box, allowing the system to accurately determine whether the oily wastewater inside the fuel tank 2 has been drained, preventing the third electric regulating valve 74 from operating dry for extended periods without water, thus improving the accuracy of automated judgment.

[0067] The third electrically operated regulating valve 74, located downstream of the normal flow path, serves as the automated terminal actuator for fluid control. It precisely controls the start and stop status of oily wastewater discharge to the outside based on commands from the control box. This automated component eliminates the need for personnel to operate it close to high-temperature and potentially hazardous areas, significantly improving personnel safety and the system's level of automation.

[0068] The parallel design of the third bypass pipeline provides a backup emergency delivery channel. Under normal operating conditions, the fourth manual ball valve 75 remains closed, and fluid flows through the intermediate valve for automated control. When the controlled electromagnetic component fails to operate normally due to a sudden malfunction, the operator can manually open the fourth manual ball valve 75, redirecting the fluid's path to bypass the faulty cutoff point via the third bypass pipeline and directly reach the downstream for continued delivery. This parallel pipeline design ensures that even in extreme conditions where the automatic control actuator fails, the device can still maintain normal pipeline flow through manual intervention of the fourth manual ball valve 75. This design ensures that the overall recovery and evacuation operation will not be interrupted by the failure of a single automated component, improving the fault-tolerant operation and operational flexibility of the entire fuel fire simulation combustion device.

[0069] Furthermore, the control box is equipped with a switching power supply, circuit breaker, contactor, and PLC controller, wherein: The switching power supply is used to provide DC power to the electrical components and control circuits inside the control box. The circuit breaker is connected to the power supply input terminal to provide overcurrent and short-circuit protection. The contactor is electrically connected to the control output terminal and is used to switch the power supply circuit on and off. The PLC controller is used to collect the flow rate and pressure data of fuel in the fuel supply main pipe of the automatic refueling valve group in real time, and control the on / off of the contactor according to the preset combustion model to start and stop the electrical equipment and output the adjustment signal to the first electric regulating valve 58 to adjust the opening of the first electric regulating valve 58. The combustion parameters are automatically adjusted by automatically adjusting the fuel flow rate. The combustion model has a dynamic change curve of fuel flow rate set for different fire conditions.

[0070] First, by integrating a switching power supply, circuit breaker, contactor, and PLC controller into the combustion control box, a highly integrated processing hub with complete electrical protection and logic control functions is constructed. The switching power supply, as an energy conversion node, converts external AC power into stable DC power required by electrical components and signal control circuits, ensuring that the PLC controller and various microelectronic devices such as pressure sensors 56 and flow sensors 57 can continuously and stably perform data processing tasks under fluctuating environments. The circuit breaker, connected to the power input, forms the first line of electrical defense for the system. If the total electrical load of the fuel fire simulation combustion device experiences an abnormal current overload or a pipeline electrical short circuit fault, the circuit breaker can quickly cut off the incoming power supply within milliseconds, preventing the fault current from causing an electrical fire and improving the electrical safety of the equipment operation.

[0071] Secondly, the PLC controller, acting as the intelligent logic brain, enables real-time digital monitoring and dynamic closed-loop adjustment of fuel supply parameters. By acquiring flow and pressure data in the fuel supply main pipe of the refueling valve group in real time, the PLC controller can instantly grasp the current fuel delivery status. This technical solution gives the system the ability to make autonomous decisions based on a preset combustion model. According to the dynamic change curve of fuel flow set in the combustion model for different fire conditions, the PLC controller can automatically calculate the instantaneous fuel supply required for fuel pool 2 in the current exercise scenario, and output the corresponding opening adjustment analog signal to the first electric regulating valve 58 accordingly. This automated flow dynamic adjustment mechanism allows the flame combustion intensity generated in fuel pool 2 to dynamically rise and fall over time, realistically simulating the process of a ship's compartment fire from the initial small fire spread, to the violent jet in the stable combustion stage, and finally to the gradual extinguishing in the decay stage.

[0072] Furthermore, the linkage between the contactor and the PLC controller enables efficient start-stop management of electrical equipment. As the on / off switching element at the execution level, the contactor, driven by the logic instructions of the PLC controller, can precisely control the operating status of high-power electrical equipment such as the oil pump 53. When it is necessary to stop oil supply or enter the fire extinguishing training phase, the PLC controller can instruct the contactor to quickly disconnect, avoiding unnecessary fuel delivery. This process is entirely automatically triggered by the software program logic, reducing the operational delays and error risks caused by manually switching electrical equipment on and off.

[0073] Finally, the dynamic change curves of fuel flow rate set in the combustion model for different fire conditions elevate the fixed mechanical operation program to the level of simulating dynamic disasters. This technical solution enables the entire fuel fire simulation combustion device to selectively reproduce specific fire evolution scenarios according to the instructions issued by the control system. This automated parameter adjustment capability not only ensures the regularity and repeatability of fire evolution during ship damage control training, but also compensates for fluctuations in pipeline fuel supply in real time through closed-loop adjustment logic, making the flame pattern in fuel pool 2 more stable and consistent with the preset tactical training objectives, significantly enhancing the practical value of intelligent damage control training and the technological advancement of the equipment.

[0074] Reference Figure 2 According to another aspect of the present invention, a combustion control method for the aforementioned fuel fire simulation combustion device is also provided, comprising the following steps: 1) Automatic water injection: The control box controls the water injection valve group to inject water into the bottom of the fuel tank 2 to form a water cushion layer, and the liquid level sensor detects the liquid level of the water cushion layer in the fuel tank 2. Water injection into the fuel tank 2 is stopped when the liquid level of the water cushion layer reaches the set requirement. 2) Automatic fuel injection: The control box controls the fuel injection valve group to inject fuel into the fuel tank 2, thereby forming a fuel layer on the water surface of the water cushion layer, and the level of the fuel layer in the fuel tank 2 is detected by the level sensor. 3) Ignition and monitoring: The ignition device 3 is controlled by the control box to generate a high-voltage electric spark to ignite the gas above the fuel layer in the fuel tank 2 and then ignite the fuel layer. The spray valve group is controlled by the control box to spray and cool the ignition device 3. The flame status is detected in real time by the flame detector. When ignition fails or the flame at the ignition nozzle is accidentally extinguished, the fuel supply to the ignition device 3 and the fuel tank 2 is cut off by the control box. 4) Combustion control and evaluation: During combustion, the PLC controller in the control box collects the flow rate and pressure data of fuel in the fuel injection main pipe of the fuel filling valve group in real time, and outputs an adjustment signal to the first electric regulating valve 58 of the fuel filling valve group according to the fuel flow dynamic change curve set in the preset combustion model for different fire conditions to adjust the opening of the first electric regulating valve 58. The combustion parameters are dynamically adjusted by automatically adjusting the fuel flow. The flame temperature was monitored and the fire extinguishing effect was evaluated using the evaluation thermocouple 21 located above the fuel tank 2; 5) Fire extinguishing: When fire extinguishing is required, the fire extinguishing cover 4 is driven to slide by the cover drive device 41 controlled by the control box to close the fuel tank 2, thereby depriving the fuel tank 2 of oxygen and extinguishing the flame in the fuel tank 2. 6) Oily wastewater discharge: After the flame is extinguished, the oily wastewater discharge valve group is controlled by the control box to discharge the oily wastewater in the fuel oil tank 2.

[0075] In step 1), water is injected into the bottom of the fuel tank 2 via the control box using the water injection valve assembly, utilizing a water cushion layer for thermal insulation protection. This technical solution, through a pre-established water cushion layer, absorbs the high-temperature radiant heat from the fuel layer above during combustion by utilizing the high specific heat capacity of the water layer, thus achieving thermal insulation of the steel plate at the bottom of the fuel tank 2. This effectively reduces the operating temperature of the tank bottom and extends the service life of the fuel tank 2 structure. Simultaneously, precise monitoring of the water cushion layer level using a level sensor ensures that the water cushion layer thickness meets the set training requirements, laying a stable structural and heat transfer benchmark for subsequent steps.

[0076] In step 2), the fuel injection valve assembly is opened via the control box to inject fuel into fuel tank 2, forming a fuel layer above the water cushion layer. The fuel layer level is monitored by a level sensor. This technical solution fully utilizes the natural density difference between oil and water to achieve uniform spreading and stratification of fuel on the surface of the water cushion layer. This stratification method ensures that the flammable fuel layer is always maintained at the top of the liquid tank, making the fuel distribution stable and predictable. This results in a highly stable simulated fire combustion surface, providing a good experimental basis for constructing a scientific combustion model.

[0077] In step 3), the ignition device 3 is cooled and protected by a spray valve assembly, and the high-voltage ignition module is controlled to generate a high-voltage electric spark to ignite the fuel layer, while the flame status is monitored in real time. In this technical solution, the cooling water curtain formed by the spray valve assembly effectively reduces the ambient heat flux around the ignition device 3, reduces the thermal fatigue effect of high temperature on the ignition electrode and the high-voltage ignition module, and ensures the ignition stability of the device during repeated training. The linkage control between the high-voltage electric spark and the flame detector realizes an automated closed loop from ignition start-up to flame generation monitoring. In particular, when ignition failure is detected or the flame at the ignition nozzle is accidentally extinguished, the fuel supply can be instantly cut off through the control box, thereby cutting off the channel for fuel to continue flowing to the fuel pool 2 and avoiding the disorderly accumulation of unburned fuel at the training site.

[0078] In step 4), the PLC controller in the control box collects the flow and pressure data of fuel in the fuel injection main pipe of the fuel filling valve group in real time. Based on the preset dynamic change curve of fuel flow for different fire conditions in the combustion model, it outputs an adjustment signal to the first electric regulating valve 58 to adjust its opening. This achieves dynamic adjustment of combustion parameters by automatically adjusting the fuel flow. This technical solution realizes proactive and refined management of the simulated fire intensity. By mapping the flow and pressure data to the combustion model in real time, the system can autonomously and dynamically adjust the fuel release rate according to the needs of the exercise (such as kitchen fire, pool fire, etc.). When it is necessary to simulate an increased fire intensity, the system increases the fuel input by adjusting the opening of the first electric regulating valve 58. When fluctuations in the fuel injection main pipe pressure are detected, the PID control algorithm can correct the deviation in real time, ensuring that the actual combustion heat release rate closely follows the preset dynamic change curve, making the flame flickering frequency, coverage area, and heat release rate closer to the dynamic characteristics of real fire evolution.

[0079] In step 5), the fire extinguishing cover 4 is slid closed by the control cover drive device 41 to shut off the fuel tank 2, causing oxygen depletion within the fuel tank 2. Simultaneously, the evaluation thermocouple 21 monitors the flame temperature. This technical solution employs a spatial shielding and suffocation-type fire extinguishing method. The enclosed space created by the movement of the fire extinguishing cover 4 isolates the combustion space from the outside air, causing the combustion chain reaction inside the fuel tank 2 to stop due to oxygen depletion. This achieves a rapid fire extinguishing process with no chemical pollution and low losses. Simultaneously, the evaluation thermocouple 21, as a quantitative state sensing element, transmits the continuously evolving data stream of flame temperature to the evaluation system in real time. Based on key information such as the slope of temperature decrease, the time taken for the cooling process, and whether the temperature has dropped below the preset safe temperature limit, a digital evaluation of the trainee's fire extinguishing operation efficiency is achieved, ensuring the rigorous data support for the training effect evaluation.

[0080] In step 6), the oily wastewater in fuel tank 2 is discharged by controlling the operation of the oily wastewater discharge valve assembly. This technical solution utilizes automated methods to treat waste liquid after the exercise, achieving the orderly cleaning of residual oily wastewater, combustion products, and hot water within fuel tank 2. This discharge process is linked to a liquid level sensor, ensuring that the liquid inside the discharge pipeline is discharged and the collected oily wastewater is channeled into a centralized recovery tank. This keeps fuel tank 2 clean at all times, reducing the residue of harmful substances in the environment and preventing fuel supply or ignition failures caused by impurities during subsequent exercises.

[0081] In summary, this combustion control method, through six stages of rigorous procedural control, transforms the simulated fuel fire process in ship damage control training into a logically consistent, highly sensitive, rapidly responsive, and controllable industrial process. This method significantly improves the automation level of equipment in performing ignition, combustion regulation, fire extinguishing, and wastewater treatment, ensuring the continuous operation capability of each actuator in harsh fire simulation environments. It also provides objective and continuous quantitative data input for evaluating training performance, forming the software hub for the efficient operation of the fuel fire simulation combustion device.

[0082] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A fuel oil fire simulation combustion device, comprising a water injection valve assembly, an oil tank, a refueling valve assembly, a fuel oil pool, an ignition device, a sprinkler valve assembly, a fire extinguishing cover, an oil and wastewater discharge valve assembly, a support frame, and a control box, wherein: The water injection valve assembly is connected to the fuel oil tank and is used to inject water into the bottom of the fuel oil tank to form a water cushion layer. The oil tank is connected to the fuel pool via a refueling valve assembly, which is used to inject fuel into the fuel pool, thereby forming a fuel layer on the water surface of the water cushion layer. The upper end of the fuel tank is open, and multiple liquid level sensors are provided on the fuel tank to detect the liquid level of the water cushion layer and the fuel layer in the fuel tank. The ignition device is mounted on the bracket and has an ignition nozzle located above the fuel tank for igniting the fuel layer in the fuel tank. The spray valve assembly is installed outside the ignition device and is used to spray and cool the ignition device. The fire extinguishing cover is slidably installed on the top of the fuel oil tank, and the fire extinguishing cover is connected to the cover driving device so as to move under the drive of the cover driving device to open and close the fuel oil tank, and to extinguish the flame in the fuel oil tank by depriving it of oxygen when closing the fuel oil tank. The oily wastewater discharge valve assembly is installed at the bottom of the fuel oil tank and is used to discharge the oily wastewater in the fuel oil tank after the fuel oil layer in the fuel oil tank has burned. The water injection valve group, oil refueling valve group, ignition device, spray valve group, cover plate drive device, and oily wastewater discharge valve group are all electrically connected to the control box.

2. The fuel fire simulation combustion device according to claim 1, characterized in that, The refueling valve assembly includes a main refueling pipe and a first manual ball valve, a first filter, an oil pump, a first pressure reducing valve, a pressure gauge, a pressure sensor, a flow sensor, a first electric regulating valve, and an explosion-proof solenoid valve installed on the main refueling pipe. Along the flow direction of the fuel, the fuel injection main pipe is sequentially equipped with a first manual ball valve, a first filter, a fuel pump, a first pressure reducing valve, a pressure gauge, a pressure sensor, a flow sensor, a first electric regulating valve, and an explosion-proof solenoid valve; A first bypass pipe is connected in parallel with the main oil injection pipe. The two ends of the first bypass pipe are connected to connection point A and connection point B of the main oil injection pipe. The first electric regulating valve is located between connection point A and connection point B. A second manual ball valve is installed on the first bypass pipe.

3. The fuel fire simulation combustion device according to claim 2, characterized in that, The ignition device is connected to the main fuel injection pipe via a fuel input pipe, and the connection point between the fuel input pipe and the main fuel injection pipe is located between the first pressure reducing valve and the pressure gauge. A first shut-off valve is installed on the fuel input pipe.

4. The fuel fire simulation combustion device according to claim 1, characterized in that, The water injection valve assembly includes a main water injection pipe and a second shut-off valve, a second filter, a second pressure reducing valve, and a second electric regulating valve installed on the main water injection pipe. Along the direction of water flow, the water injection valve group includes a second shut-off valve, a second filter, a second pressure reducing valve, and a second electric regulating valve connected in series. A second bypass pipe is connected in parallel with the main water injection pipe. The two ends of the second bypass pipe are connected to connection point C and connection point D of the main water injection pipe. The second electric regulating valve is located between connection point C and connection point D. A third manual ball valve is installed on the second bypass pipe.

5. The fuel fire simulation combustion device according to claim 1, characterized in that, It also includes multiple evaluation thermocouples mounted on the bracket, each of which is located above the fuel pool for monitoring flame temperature and evaluating fire extinguishing effectiveness.

6. The fuel oil fire simulation combustion device according to claim 1, characterized in that, The ignition device has a housing and an ignition electrode, a high-voltage ignition module, and a flame detector located inside the housing. The housing is made of insulating and waterproof material. The ignition electrode is used to provide a discharge gap. The high-voltage ignition module is used to break down the air medium between the ignition electrodes to generate a high-voltage electric spark to ignite fuel vapor. The flame detector is an ultraviolet flame detector or an ionization flame detector, used to detect the flame status in real time, and to cut off the fuel supply to the ignition device through the control box when ignition fails or the flame at the ignition nozzle is accidentally extinguished.

7. The fuel fire simulation combustion device according to claim 1, characterized in that, The fire extinguishing cover plate consists of a cover plate body and a sealing element. The cover plate body is made of fire-resistant material, and the sealing element is provided between the cover plate body and the fuel oil pool.

8. The fuel oil fire simulation combustion device according to claim 1, characterized in that, The oily wastewater discharge valve assembly includes a discharge pipe, a third shut-off valve, a third filter, a level switch, and a third electric regulating valve. The discharge pipe is connected to the bottom of the fuel oil tank. Along the flow direction of the oily wastewater, a third shut-off valve, a third filter, a level switch, and a third electric regulating valve are sequentially installed on the sewage pipeline; A third bypass pipe is connected in parallel with the sewage pipe. The two ends of the third bypass pipe are connected to connection point E and connection point F of the sewage pipe. The third electric regulating valve is located between connection point E and connection point F. A fourth manual ball valve is installed on the third bypass pipe.

9. The fuel fire simulation combustion device according to claim 1, characterized in that, The control box is equipped with a switching power supply, circuit breaker, contactor, and PLC controller, wherein: The switching power supply is used to provide DC power to the electrical components and control circuits inside the control box. The circuit breaker is connected to the power supply input terminal to provide overcurrent and short-circuit protection. The contactor is electrically connected to the control output terminal and is used to switch the power supply circuit on and off. The PLC controller is used to collect the flow rate and pressure data of fuel in the fuel supply main pipe of the automatic refueling valve group in real time, and control the on / off of the contactor according to the preset combustion model to start and stop the electrical equipment and output the adjustment signal to the first electric regulating valve to adjust the opening of the first electric regulating valve. The combustion parameters are automatically adjusted by automatically adjusting the fuel flow rate. The combustion model has a dynamic change curve of fuel flow rate set for different fire conditions.

10. The combustion control method of the fuel fire simulation combustion device according to any one of claims 1 to 9, characterized in that, Includes the following steps: 1) Automatic water injection: The control box controls the water injection valve group to inject water into the bottom of the fuel tank to form a water cushion layer, and the liquid level sensor detects the liquid level of the water cushion layer in the fuel tank. When the liquid level of the water cushion layer reaches the set requirement, the water injection into the fuel tank is stopped. 2) Automatic fuel injection: The control box controls the fuel injection valve group to inject fuel into the fuel pool, thereby forming a fuel layer on the water surface of the water cushion layer, and the level of the fuel layer in the fuel pool is detected by the level sensor. 3) Ignition and monitoring: The control box controls the ignition device to generate a high-voltage electric spark to ignite the gas above the fuel layer in the fuel pool and then ignite the fuel layer. The control box also controls the spray valve group to spray and cool the ignition device. The flame status is monitored in real time by the flame detector. In case of ignition failure or accidental flame extinguishing at the ignition nozzle, the fuel supply to the ignition device is cut off by the control box. 4) Combustion control and evaluation: During combustion, the PLC controller in the control box collects the flow rate and pressure data of fuel in the fuel injection main pipe of the fuel filling valve group in real time, and outputs an adjustment signal to the first electric regulating valve of the fuel filling valve group to adjust the opening of the first electric regulating valve according to the fuel flow dynamic change curve set in the preset combustion model for different fire conditions. The dynamic adjustment of combustion parameters is achieved by automatically adjusting the fuel flow. The flame temperature was monitored and the fire extinguishing effect was evaluated using an evaluation thermocouple located above the fuel tank. 5) Fire extinguishing: When fire extinguishing is required, the fire extinguishing cover is slid to close the fuel tank by controlling the cover drive device through the control box, thereby depriving the fuel tank of oxygen and extinguishing the flames in the fuel tank. 6) Oily wastewater discharge: After the flame is extinguished, the oily wastewater discharge valve group is controlled by the control box to discharge the oily wastewater in the fuel oil pool.

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