CN111632310A - Intelligent fire-proof facility for high-speed rail - Google Patents
Intelligent fire-proof facility for high-speed rail Download PDFInfo
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- CN111632310A CN111632310A CN202010517601.5A CN202010517601A CN111632310A CN 111632310 A CN111632310 A CN 111632310A CN 202010517601 A CN202010517601 A CN 202010517601A CN 111632310 A CN111632310 A CN 111632310A
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- A—HUMAN NECESSITIES
- A62—LIFE-SAVING; FIRE-FIGHTING
- A62C—FIRE-FIGHTING
- A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
- A62C3/07—Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles
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- A—HUMAN NECESSITIES
- A62—LIFE-SAVING; FIRE-FIGHTING
- A62C—FIRE-FIGHTING
- A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
- A62C3/16—Fire prevention, containment or extinguishing specially adapted for particular objects or places in electrical installations, e.g. cableways
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- A—HUMAN NECESSITIES
- A62—LIFE-SAVING; FIRE-FIGHTING
- A62C—FIRE-FIGHTING
- A62C37/00—Control of fire-fighting equipment
- A62C37/36—Control of fire-fighting equipment an actuating signal being generated by a sensor separate from an outlet device
- A62C37/38—Control of fire-fighting equipment an actuating signal being generated by a sensor separate from an outlet device by both sensor and actuator, e.g. valve, being in the danger zone
- A62C37/40—Control of fire-fighting equipment an actuating signal being generated by a sensor separate from an outlet device by both sensor and actuator, e.g. valve, being in the danger zone with electric connection between sensor and actuator
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Abstract
An intelligent fire-preventing facility for a high-speed rail comprises a PLC (programmable logic controller) for processing signals, an air conditioner for the high-speed rail, a first smoke sensor, a high-speed rail carriage body, an electric control device, a first airflow channel, a second airflow channel, a first fire-burning place, a second smoke sensor and a third smoke sensor; the high-speed rail fire-starting combustion detection platform in the high-speed rail area is formed by a PLC (programmable logic controller) used for processing signals and a smoke sensor I, and the smoke sensor I is connected with the PLC and transmits the signals to the PLC used for processing the signals. The detection of the position where the ignition combustion is positioned outside the high-speed rail compartment body in the prior art is effectively avoided by combining other structures without a corresponding facility.
Description
Technical Field
The invention belongs to the technical field of high-speed rails and fire prevention, and particularly relates to an intelligent fire prevention facility for a high-speed rail.
Background
High-speed rails have different regulations in different countries, different generations and different scientific research academic fields. The national railway administration of China defines the high-speed railway of China as a passenger special line railway with the construction running speed per hour of more than 250 kilometers (including reservation) and the initial operation speed per hour of more than 200 kilometers, and issues corresponding 'high-speed railway construction specification' documents. The China national development and improvement Commission defines the China high-speed railway as a new line or an existing line railway with the standard speed of 250 km/h and above, issues a corresponding file of medium and long-term railway network planning, and brings part of track lines with the speed of 200 km/h into the category of the China high-speed railway network. When the ignition combustion occurs in the high-speed rail carriage body, passengers can identify and judge the position of the ignition combustion in real time; however, if the fire is not caused by the damage of the components such as the outer bottom end or the top end of the high-speed rail carriage, the location of the fire is not easy to be identified, and the detection cannot be carried out immediately, which is the critical state of the fire and the combustion in the space for protecting the high-speed rail, and no corresponding facility exists in the current detection of the location of the fire and the combustion outside the high-speed rail carriage.
Disclosure of Invention
In order to solve the problems, the invention provides an intelligent fire-proof facility for a high-speed rail, and effectively overcomes the defect that no corresponding facility exists in the prior art for detecting the position of the fire-proof combustion outside the high-speed rail carriage.
In order to overcome the defects in the prior art, the invention provides a solution for an intelligent fire-preventing facility for a high-speed rail, which comprises the following specific steps:
a high-speed rail intelligent fire protection installation, comprising:
the system comprises a PLC2 for processing signals, an air conditioner 3 of the high-speed rail, a smoke sensor I4, a high-speed rail carriage body 5, an electric control device 6, an airflow channel I7, an airflow channel II 8, a fire burning generation place I9, a fire burning generation place II 10, a smoke sensor II 21 and a smoke sensor III 22;
the high-speed rail fire-starting combustion position detection platform in the high-speed rail area is formed by a PLC2 for processing signals and a smoke sensor I4, and the smoke sensor I4 is connected with the PLC2 for processing the signals;
the transmission signal of the smoke sensor I4 comprises a position signal and a time signal, wherein the position signal represents the position of the smoke sensor I4 in the high-speed rail, and at least comprises the serial number of the high-speed rail carriage body of the high-speed rail and the signal of the smoke sensor arranged at the top end or the bottom end; the time signal refers to: when the fire combustion occurs, the flue gas activates the flue gas sensor at the moment when 4 warnings appear.
The smoke sensor I4 is placed at the top end or the bottom end of the high-speed rail carriage body 5, the smoke sensor I4 at the top end of the high-speed rail is used for detecting the ignition and combustion of a top end device, the smoke sensor I4 at the bottom end of the high-speed rail is used for detecting the ignition and combustion of a bottom end device, and the positions of the air conditioner 3 and the electric control device 5 of the high-speed rail on the high-speed rail can be reasonably adjusted, namely, the collision of the positions is prevented.
The high-speed rail ignition combustion detection platform is applied to the high-speed rail, and the identification of the ignition combustion generation place II is achieved through the following processes:
step 1: when the high-speed rail runs towards the direction of a destination, the top end or the bottom end of the high-speed rail carriage body 5 generates fire burning, then the smoke sensors on the same side behind the first fire burning place 9 or the second fire burning place 10 synchronously execute warning, and the smoke sensors on the same side in front of the second fire burning place 4 do not warn; just like, the first place 9 where the ignition combustion occurs appears at the bottom end of the high-speed rail carriage body, and because the wind direction is opposite to the traveling direction of the high-speed rail when the high-speed rail travels, after the first place 9 where the ignition combustion occurs, the smoke sensor at the bottom end of the high-speed rail in the traveling direction of the high-speed rail warns integrally, and the smoke sensor at the bottom end of the high-speed rail in the traveling direction of the high-speed rail does not warns integrally; the situation of the second site 10 where the fire occurs is deduced in the same way;
step 2: after the smoke sensor gives an alarm, the high-speed rail is required to be stopped between two high-speed rail stations, namely a high-speed rail area, and because opposite airflow during rapid driving does not exist, all the smoke sensors I4 give an alarm after the smoke sensor is covered, and then the position signal and the time signal of the smoke sensor I4 collected by the PLC for processing signals are used for determining that the second place where the fire is generated is between the first alarm smoke sensor and the adjacent smoke sensor without the alarm. As follows: the first site 9 of the fire combustion is determined to be located between the second flue gas sensor 21 and the third flue gas sensor 22 by means of the location between the second flue gas sensor 21 which is firstly warned and the third flue gas sensor 22 which is not warned, namely, the second flue gas sensor 21 and all the flue gas sensors behind the second flue gas sensor warn when the vehicle runs, and the third flue gas sensor 22 and all the flue gas sensors in front of the third flue gas sensor warn, so that the first site 9 of the fire combustion is determined to be located between the second flue gas sensor 21 and the third flue gas sensor 22; the same reasoning can be derived as in the case of the second site 10.
By means of the two detection position conclusion of the ignition combustion place, the operation mode of the airflow channel is adjusted, and the flue gas generated by ignition combustion can be efficiently sent out of the high-speed rail.
The air inlet and outlet platform in the high-speed rail area is provided with a first air flow channel 7 or a second air flow channel 8 in each high-speed rail station, and the second air flow channel has air inlet and outlet performance; when the airflow channel II adjacent to the two high-speed rail stations is set to be in an air outlet and air inlet state, airflow is formed in the area between the two high-speed rail stations, the airflow is sent to the airflow channel for air outlet through the airflow channel for air inlet and is discharged, and real-time air outlet can be realized after the ignition combustion place II is determined by using the airflow channel, and the following modes are adopted:
when the traction head part of the high-speed rail is ignited, the air flow channel II of the high-speed rail station close to the traction head part is used for exhausting air, and the air flow channel II of the high-speed rail station close to the tail end of the high-speed rail is used for supplying air, so that the air flow direction is the same as the running direction;
when the tail end of the high-speed rail is ignited and burnt, the air flow channel II of the high-speed rail station close to the tail end of the high-speed rail is used as exhaust air, and the air flow channel II of the high-speed rail station close to the traction head is used as air supply, so that the flow directions of ventilation air are opposite to the same driving direction;
and thirdly, when the fire occurs at the middle position of the high-speed rail, the air flow channel II of the high-speed rail station close to the high-speed rail is used for supplying air, and the air flow channel II of the high-speed rail station far away from the high-speed rail is used for exhausting air.
The air flow channel II under the conditions is as follows: the smoke brought by the ignition combustion can be discharged from the area to the maximum extent; the unfavorable area brought by the smoke is reduced to the maximum extent, namely, the second ignition combustion place is used as a marking position, the high-speed rail is divided into a head section and a tail section, and the smoke generated by the second ignition combustion place is discharged according to the direction of the section with smaller span in the head section and the tail section, so that the damage is reduced.
The first smoke sensors 4 are arranged in an equal-interval distribution mode, and because the place where the second site where the second fire occurs is determined to be between the two smoke sensors, the interval between the adjacent two smoke sensors I4 determines the size of the area where the second site where the second fire occurs, namely the number of the first smoke sensors 4 is increased, the interval between the first smoke sensors 4 is reduced, and the place where the second site where the second fire occurs can be determined more accurately; the number of the first smoke sensors 4 is reduced in a reverse manner, the interval between the first smoke sensors 4 is correspondingly increased, and the position where the second fire burning place can not be accurately determined.
The smoke sensors I4 at the top end and the bottom end of the high-speed rail carriage body 5 at the same section can be set to have the same mark but different position signals, namely the smoke sensor at the top end of the high-speed rail carriage body at the first section is K1, and the smoke sensor at the bottom end of the high-speed rail carriage body at the first section is K2; the address of the smoke sensor at the top end of the high-speed rail carriage at the next section is K3, the address of the smoke sensor at the bottom end of the high-speed rail carriage at the next section is K4, the address of the smoke sensor at the top end of the high-speed rail carriage up to the T section is K2T-1, and the address of the smoke sensor at the bottom end of the high-speed rail carriage at the T section is K2.
The invention has the beneficial effects that:
the invention can efficiently and accurately judge the position where the high-speed rail outside fires in a high-speed rail area, construct proper discharge and air supply directions and provide accurate signals for fire fighters to carry out fire-starting, burning and fire-extinguishing.
Drawings
Fig. 1 is an architecture diagram of a high-speed rail intelligent fire protection facility according to the present invention.
Fig. 2 is a schematic diagram of a first state of fire of the present invention.
Fig. 3 is a schematic diagram of a second state of fire according to the present invention.
Detailed Description
The invention will be further described with reference to the following figures and examples.
Example 2:
as shown in fig. 1 to 3, the intelligent fire protection facility for a high-speed rail includes:
the system comprises a PLC2 for processing signals, an air conditioner 3 of the high-speed rail, a smoke sensor I4, a high-speed rail carriage body 5, an electric control device 6, an airflow channel I7, an airflow channel II 8, a fire burning generation place I9, a fire burning generation place II 10, a smoke sensor II 21 and a smoke sensor III 22;
the high-speed rail fire-starting combustion position detection platform in the high-speed rail area is formed by a PLC2 for processing signals and a smoke sensor I4, and the smoke sensor I4 is connected with the PLC2 for processing the signals;
the transmission signal of the smoke sensor I4 comprises a position signal and a time signal, wherein the position signal represents the position of the smoke sensor I4 in the high-speed rail, and at least comprises the serial number of the high-speed rail carriage body of the high-speed rail and the signal of the smoke sensor arranged at the top end or the bottom end; the time signal refers to: when the fire combustion occurs, the flue gas activates the flue gas sensor at the moment when 4 warnings appear.
The smoke sensor I4 is placed at the top end or the bottom end of the high-speed rail carriage body 5, the smoke sensor I4 at the top end of the high-speed rail is used for detecting the ignition and combustion of a top end device, the smoke sensor I4 at the bottom end of the high-speed rail is used for detecting the ignition and combustion of a bottom end device, and the positions of the air conditioner 3 and the electric control device 5 of the high-speed rail on the high-speed rail can be reasonably adjusted, namely, the collision of the positions is prevented.
The high-speed rail ignition combustion detection platform is applied to the high-speed rail, and the identification of the ignition combustion generation place II is achieved through the following processes:
step 1: when the high-speed rail runs towards the direction of a destination, the top end or the bottom end of the high-speed rail carriage body 5 generates fire burning, then the smoke sensors on the same side behind the first fire burning place 9 or the second fire burning place 10 synchronously execute warning, and the smoke sensors on the same side in front of the second fire burning place 4 do not warn; just like, the first place 9 where the ignition combustion occurs appears at the bottom end of the high-speed rail carriage body, and because the wind direction is opposite to the traveling direction of the high-speed rail when the high-speed rail travels, after the first place 9 where the ignition combustion occurs, the smoke sensor at the bottom end of the high-speed rail in the traveling direction of the high-speed rail warns integrally, and the smoke sensor at the bottom end of the high-speed rail in the traveling direction of the high-speed rail does not warns integrally; the situation of the second site 10 where the fire occurs is deduced in the same way;
step 2: after the smoke sensor gives an alarm, the high-speed rail is required to be stopped between two high-speed rail stations, namely a high-speed rail area, and because opposite airflow during rapid driving does not exist, all the smoke sensors I4 give an alarm after the smoke sensor is covered, and then the position signal and the time signal of the smoke sensor I4 collected by the PLC for processing signals are used for determining that the second place where the fire is generated is between the first alarm smoke sensor and the adjacent smoke sensor without the alarm. As follows: the first site 9 of the fire combustion is determined to be located between the second flue gas sensor 21 and the third flue gas sensor 22 by means of the location between the second flue gas sensor 21 which is firstly warned and the third flue gas sensor 22 which is not warned, namely, the second flue gas sensor 21 and all the flue gas sensors behind the second flue gas sensor warn when the vehicle runs, and the third flue gas sensor 22 and all the flue gas sensors in front of the third flue gas sensor warn, so that the first site 9 of the fire combustion is determined to be located between the second flue gas sensor 21 and the third flue gas sensor 22; the same reasoning can be derived as in the case of the second site 10.
Example 2:
as shown in fig. 1 to 3, the intelligent fire protection facility for a high-speed rail includes:
the system comprises a PLC2 for processing signals, an air conditioner 3 of the high-speed rail, a smoke sensor I4, a high-speed rail carriage body 5, an electric control device 6, an airflow channel I7, an airflow channel II 8, a fire burning generation place I9, a fire burning generation place II 10, a smoke sensor II 21 and a smoke sensor III 22;
the high-speed rail fire-starting combustion position detection platform in the high-speed rail area is formed by a PLC2 for processing signals and a smoke sensor I4, and the smoke sensor I4 is connected with the PLC2 for processing the signals;
the transmission signal of the smoke sensor I4 comprises a position signal and a time signal, wherein the position signal represents the position of the smoke sensor I4 in the high-speed rail, and at least comprises the serial number of the high-speed rail carriage body of the high-speed rail and the signal of the smoke sensor arranged at the top end or the bottom end; the time signal refers to: when the fire combustion occurs, the flue gas activates the flue gas sensor at the moment when 4 warnings appear.
The smoke sensor I4 is placed at the top end or the bottom end of the high-speed rail carriage body 5, the smoke sensor I4 at the top end of the high-speed rail is used for detecting the ignition and combustion of a top end device, the smoke sensor I4 at the bottom end of the high-speed rail is used for detecting the ignition and combustion of a bottom end device, and the positions of the air conditioner 3 and the electric control device 5 of the high-speed rail on the high-speed rail can be reasonably adjusted, namely, the collision of the positions is prevented.
The high-speed rail ignition combustion detection platform is applied to the high-speed rail, and the identification of the ignition combustion generation place II is achieved through the following processes:
step 1: when the high-speed rail runs towards the direction of a destination, the top end or the bottom end of the high-speed rail carriage body 5 generates fire burning, then the smoke sensors on the same side behind the first fire burning place 9 or the second fire burning place 10 synchronously execute warning, and the smoke sensors on the same side in front of the second fire burning place 4 do not warn; just like, the first place 9 where the ignition combustion occurs appears at the bottom end of the high-speed rail carriage body, and because the wind direction is opposite to the traveling direction of the high-speed rail when the high-speed rail travels, after the first place 9 where the ignition combustion occurs, the smoke sensor at the bottom end of the high-speed rail in the traveling direction of the high-speed rail warns integrally, and the smoke sensor at the bottom end of the high-speed rail in the traveling direction of the high-speed rail does not warns integrally; the situation of the second site 10 where the fire occurs is deduced in the same way;
step 2: after the smoke sensor gives an alarm, the high-speed rail is required to be stopped between two high-speed rail stations, namely a high-speed rail area, and because opposite airflow during rapid driving does not exist, all the smoke sensors I4 give an alarm after the smoke sensor is covered, and then the position signal and the time signal of the smoke sensor I4 collected by the PLC for processing signals are used for determining that the second place where the fire is generated is between the first alarm smoke sensor and the adjacent smoke sensor without the alarm. As follows: the first site 9 of the fire combustion is determined to be located between the second flue gas sensor 21 and the third flue gas sensor 22 by means of the location between the second flue gas sensor 21 which is firstly warned and the third flue gas sensor 22 which is not warned, namely, the second flue gas sensor 21 and all the flue gas sensors behind the second flue gas sensor warn when the vehicle runs, and the third flue gas sensor 22 and all the flue gas sensors in front of the third flue gas sensor warn, so that the first site 9 of the fire combustion is determined to be located between the second flue gas sensor 21 and the third flue gas sensor 22; the same reasoning can be derived as in the case of the second site 10.
By means of the two detection position conclusion of the ignition combustion place, the operation mode of the airflow channel is adjusted, and the flue gas generated by ignition combustion can be efficiently sent out of the high-speed rail.
The air inlet and outlet platform in the high-speed rail area is provided with a first air flow channel 7 or a second air flow channel 8 in each high-speed rail station, and the second air flow channel has air inlet and outlet performance; when the airflow channel II adjacent to the two high-speed rail stations is set to be in an air outlet and air inlet state, airflow is formed in the area between the two high-speed rail stations, the airflow is sent to the airflow channel for air outlet through the airflow channel for air inlet and is discharged, and real-time air outlet can be realized after the ignition combustion place II is determined by using the airflow channel, and the following modes are adopted:
when the traction head part of the high-speed rail is ignited, the air flow channel II of the high-speed rail station close to the traction head part is used for exhausting air, and the air flow channel II of the high-speed rail station close to the tail end of the high-speed rail is used for supplying air, so that the air flow direction is the same as the running direction;
when the tail end of the high-speed rail is ignited and burnt, the air flow channel II of the high-speed rail station close to the tail end of the high-speed rail is used as exhaust air, and the air flow channel II of the high-speed rail station close to the traction head is used as air supply, so that the flow directions of ventilation air are opposite to the same driving direction;
and thirdly, when the fire occurs at the middle position of the high-speed rail, the air flow channel II of the high-speed rail station close to the high-speed rail is used for supplying air, and the air flow channel II of the high-speed rail station far away from the high-speed rail is used for exhausting air.
The air flow channel II under the conditions is as follows: the smoke brought by the ignition combustion can be discharged from the area to the maximum extent; the unfavorable area brought by the smoke is reduced to the maximum extent, namely, the second ignition combustion place is used as a marking position, the high-speed rail is divided into a head section and a tail section, and the smoke generated by the second ignition combustion place is discharged according to the direction of the section with smaller span in the head section and the tail section, so that the damage is reduced.
The first smoke sensors 4 are arranged in an equal-interval distribution mode, and because the place where the second site where the second fire occurs is determined to be between the two smoke sensors, the interval between the adjacent two smoke sensors I4 determines the size of the area where the second site where the second fire occurs, namely the number of the first smoke sensors 4 is increased, the interval between the first smoke sensors 4 is reduced, and the place where the second site where the second fire occurs can be determined more accurately; the number of the first smoke sensors 4 is reduced in a reverse manner, the interval between the first smoke sensors 4 is correspondingly increased, and the position where the second fire burning place can not be accurately determined.
The smoke sensors I4 at the top end and the bottom end of the high-speed rail carriage body 5 at the same section can be set to have the same mark but different position signals, namely the smoke sensor at the top end of the high-speed rail carriage body at the first section is K1, and the smoke sensor at the bottom end of the high-speed rail carriage body at the first section is K2; the address of the smoke sensor at the top end of the high-speed rail carriage at the next section is K3, the address of the smoke sensor at the bottom end of the high-speed rail carriage at the next section is K4, the address of the smoke sensor at the top end of the high-speed rail carriage up to the T section is K2T-1, and the address of the smoke sensor at the bottom end of the high-speed rail carriage at the T section is K2.
The present invention has been described in an illustrative manner by the embodiments, and it should be understood by those skilled in the art that the present disclosure is not limited to the embodiments described above, but is capable of various changes, modifications and substitutions without departing from the scope of the present invention.
Claims (6)
1. An intelligent fire protection facility for high-speed rail, comprising:
the system comprises a PLC for processing signals, an air conditioner of a high-speed rail, a first smoke sensor, a high-speed rail carriage body, an electric control device, a first airflow channel, a second airflow channel, a first ignition combustion generation place, a second smoke sensor and a third smoke sensor;
the high-speed rail fire-starting combustion detection platform in the high-speed rail area is formed by a PLC (programmable logic controller) for processing signals and a smoke sensor I, and the smoke sensor I is connected with the PLC and transmits the signals to the PLC for processing the signals;
the transmission signal of the first smoke sensor comprises a position signal and a time signal, wherein the position signal represents that the first smoke sensor is located at a high-speed rail, and at least comprises a serial number of a high-speed rail carriage body of the high-speed rail and a signal of the first smoke sensor arranged at the top end or the bottom end; the time signal refers to: when the fire combustion occurs, the flue gas activates the flue gas sensor at the time of warning.
2. An intelligent fire protection facility for high-speed rail according to claim 1, wherein the flue gas sensor is placed at the top or bottom of the high-speed rail carriage, the flue gas sensor at the top of the high-speed rail is used for detecting the fire of the top device, and the flue gas sensor at the bottom of the high-speed rail is used for detecting the fire of the bottom device, so that the positions of the air conditioner 3 and the electric control device of the high-speed rail on the high-speed rail can be reasonably adjusted, i.e. collision can be prevented.
3. The intelligent fire protection system of claim 1, wherein the fire detection platform is used in a high-speed rail, and the identification of the second location of fire occurrence is achieved by the following steps:
step 1: when the high-speed rail runs towards the direction of a destination, the top end or the bottom end of the high-speed rail carriage body 5 generates fire burning, then the smoke sensors on the same side behind the first fire burning place or the second fire burning place synchronously execute warning, and the smoke sensors on the same side in front of the second fire burning place do not warn;
step 2: after the smoke sensor gives a warning, the high-speed rail is required to be stopped between two high-speed rail stations, namely a high-speed rail area, and because opposite airflow during rapid driving does not exist, all the smoke sensors I4 give a warning after the smoke sensor is covered, and the position between the first-warning smoke sensor and the adjacent smoke sensor without warning before the first-warning smoke sensor and the second-warning smoke sensor are determined according to the position signal and the time signal of the first smoke sensor collected by the PLC for processing signals.
4. The intelligent fire prevention facility for the high-speed rail according to claim 1, wherein the air inlet and outlet platform in the high-speed rail area is provided with a first air flow channel or a second air flow channel in each high-speed rail station, and the second air flow channel has air inlet and outlet performance; when the airflow channel II adjacent to the two high-speed rail stations is set to be in an air outlet and air inlet state, airflow is formed in the area between the two high-speed rail stations, the airflow is sent to the airflow channel for air outlet through the airflow channel for air inlet and is discharged, and real-time air outlet can be realized after the ignition combustion place II is determined by using the airflow channel, and the following modes are adopted:
when the traction head part of the high-speed rail is ignited, the air flow channel II of the high-speed rail station close to the traction head part is used for exhausting air, and the air flow channel II of the high-speed rail station close to the tail end of the high-speed rail is used for supplying air, so that the air flow direction is the same as the running direction;
when the tail end of the high-speed rail is ignited and burnt, the air flow channel II of the high-speed rail station close to the tail end of the high-speed rail is used as exhaust air, and the air flow channel II of the high-speed rail station close to the traction head is used as air supply, so that the flow directions of ventilation air are opposite to the same driving direction;
and thirdly, when the fire occurs at the middle position of the high-speed rail, the air flow channel II of the high-speed rail station close to the high-speed rail is used for supplying air, and the air flow channel II of the high-speed rail station far away from the high-speed rail is used for exhausting air.
5. A high speed railway intelligent fire protection system as claimed in claim 1, wherein the second air flow path under these conditions is according to: the smoke brought by the ignition combustion can be discharged from the area to the maximum extent; the unfavorable area brought by the smoke is reduced to the maximum extent, namely, the second ignition combustion place is used as a marking position, the high-speed rail is divided into a head section and a tail section, and the smoke generated by the second ignition combustion place is discharged according to the direction of the section with smaller span in the head section and the tail section, so that the damage is reduced.
6. The intelligent fire-prevention facility for the high-speed rail according to claim 1, wherein the first smoke sensors 4 are arranged in an equally-spaced manner, and because the second site where the second fire occurs is determined to be located between the two smoke sensors in the facility, the size of the second site where the second fire occurs is determined by the space between the two adjacent smoke sensors, that is, the number of the first smoke sensors is increased, and the space between the first smoke sensors is decreased, so that the second site where the second fire occurs can be determined more accurately; the number of the first smoke sensors is reduced in a reversed manner, the interval between the first smoke sensors is correspondingly increased, and the position where the second fire burning place can not be accurately determined.
The first smoke sensor at the top end and the bottom end of the same high-speed rail carriage body can be set to have the same mark but different position signals, namely the position of the first smoke sensor at the top end of the first high-speed rail carriage body is K1, and the position of the first smoke sensor at the bottom end of the first high-speed rail carriage body is K2; the address of the smoke sensor at the top end of the high-speed rail carriage at the next section is K3, the address of the smoke sensor at the bottom end of the high-speed rail carriage at the next section is K4, the address of the smoke sensor at the top end of the high-speed rail carriage up to the T section is K2T-1, and the address of the smoke sensor at the bottom end of the high-speed rail carriage at the T section is K2.
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| CN202010517601.5A CN111632310A (en) | 2020-06-09 | 2020-06-09 | Intelligent fire-proof facility for high-speed rail |
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Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1419804B1 (en) * | 2001-07-31 | 2011-09-14 | Metro de Madrid, S.A. | Fire protection system and method for mobile units |
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| CN110947120A (en) * | 2019-10-21 | 2020-04-03 | 中车大连机车研究所有限公司 | Locomotive fire prevention and control system |
| CN111169493A (en) * | 2020-02-28 | 2020-05-19 | 中车成都机车车辆有限公司 | Conference railway passenger car equipment |
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| EP1419804B1 (en) * | 2001-07-31 | 2011-09-14 | Metro de Madrid, S.A. | Fire protection system and method for mobile units |
| KR20140006125A (en) * | 2012-06-25 | 2014-01-16 | 한국철도기술연구원 | Fire extinguishing system for railway car |
| CN103065422A (en) * | 2012-12-22 | 2013-04-24 | 上海市隧道工程轨道交通设计研究院 | Subway interval train fire positioning system and application method thereof |
| CN202987204U (en) * | 2012-12-25 | 2013-06-12 | 上海市隧道工程轨道交通设计研究院 | Subway train fire disaster positioning system |
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| JP2019123264A (en) * | 2018-01-12 | 2019-07-25 | 公益財団法人鉄道総合技術研究所 | Smoke flow control device and method for the same |
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| CN111169493A (en) * | 2020-02-28 | 2020-05-19 | 中车成都机车车辆有限公司 | Conference railway passenger car equipment |
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