CN116142259B - Emergency linkage system for fire early warning and fire rescue of high-speed train in long tunnel section - Google Patents
Emergency linkage system for fire early warning and fire rescue of high-speed train in long tunnel section Download PDFInfo
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Classifications
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- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B17/00—Fire alarms; Alarms responsive to explosion
- G08B17/10—Actuation by presence of smoke or gases, e.g. automatic alarm devices for analysing flowing fluid materials by the use of optical means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
-
- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B17/00—Fire alarms; Alarms responsive to explosion
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Abstract
The invention discloses an emergency linkage method for fire early warning and fire rescue of a high-speed train in a long tunnel section, which is applied to an emergency linkage system formed by a tunnel control subsystem and a high-speed train control subsystem, and the emergency linkage system is embedded in an upper computer of a tunnel and a high-speed train monitoring and controlling platform, wherein the tunnel control subsystem respectively controls an evacuation indication module, a ventilation and smoke discharging module and a fire extinguishing module in the tunnel by using a tunnel controller; the high-speed train control subsystem utilizes a high-speed train controller to respectively control a fire extinguishing module, a lighting module, a braking module, a carriage fireproof door and a power supply power module in the high-speed train. The invention can effectively reduce the fire false alarm rate of the high-speed train, judge the fire toxicity of the high-speed train in the tunnel, and timely provide the fire accident disaster avoidance and fire evacuation strategies of the high-speed train in the long tunnel section, thereby reducing the risks of train passengers and firefighters and improving the fire rescue efficiency.
Description
Technical Field
The invention relates to the technical field of fire early warning and fire fighting of high-speed trains in long and large tunnel sections, in particular to an emergency linkage system for fire early warning and fire fighting rescue of the high-speed trains in long and large tunnel sections.
Background
With the increase of economic level, traffic pressure is continuously increased. Once a fire accident occurs in a long tunnel of a high-speed train, serious personnel safety and economic loss accidents are extremely easy to cause, and when similar accidents occur in the long tunnel section, the consequences are more inconceivable. Therefore, the fire behavior of the high-speed train in the long and large tunnel section needs to be explored, and the fire early warning technology of the high-speed train in the long and large tunnel section is explored, so that the fire rescue capability of the high-speed train is further improved, and the fire hazard of the high-speed train in the long and large tunnel section is reduced.
Through investigation, china patent with the grant bulletin number CN201364635Y discloses a fire alarm control system of a high-speed train, which comprises a fire detector for detecting fire and a fire alarm controller mainly responsible for recording fire faults and outputting alarm signals, wherein the fire detector comprises: a circuit module for detecting fire is formed; a power supply connected to the circuit module for supplying power; the detection module is used for detecting the smoke temperature information; a microprocessor connected with the detection module for processing the smoke temperature information; a CAN bus transceiver module for communicating between the respective probes and between the probes and the controller; the detection module comprises a humidity module for detecting the ambient humidity, a smoke concentration detection module for detecting the smoke concentration and a temperature sensor for detecting the temperature.
The fire alarm control system of the high-speed train can reduce the false alarm rate of the detector in a high-humidity environment to a certain extent, has increased the fluid temperature measurement function, is favorable for solving the communication problem when a transmission line is short-circuited, and has certain reference value for the alarm control system of the high-speed train similar to the patent. However, the parameters of the related signals to be acquired when the train fire disaster is identified are relatively less, and only include humidity, smoke concentration and temperature, but do not include parameters such as gas components, brightness change, vehicle deformation and the like, so that the false alarm probability is higher; secondly, the follow-up of fire alarm of the high-speed train is not explored, and particularly, the follow-up of emergency linkage and fire rescue measures should be further considered. Finally, once a high-speed train breaks down in a long tunnel section, the monitoring work on the toxicity is required to be focused, and when the toxicity in the tunnel is too high, the life safety of firefighters is seriously threatened, so that the rescue work is not facilitated.
How to combine the fire early warning and fire rescue technology of the high-speed train and develop a fire early warning and fire rescue emergency linkage system for the high-speed train in a long and large tunnel section, thereby improving the safety management level of the high-speed train in the long and large tunnel section, and becoming a technical problem to be solved urgently.
Disclosure of Invention
The invention aims to solve the defects of the prior art, and provides an emergency linkage system for fire early warning and fire rescue of a high-speed train in a long tunnel section, so that the fire false alarm rate of the high-speed train can be effectively reduced, the fire toxicity of the high-speed train in a tunnel can be judged, and a fire accident disaster avoidance and fire evacuation strategy of the high-speed train in the long tunnel section can be timely provided, so that the risks of train passengers and firefighters can be reduced, and the fire rescue efficiency can be improved.
In order to achieve the aim of the invention, the invention adopts the following technical scheme:
The invention relates to an emergency linkage method for fire early warning and fire rescue of a high-speed train in a long and large tunnel section, which is characterized by being applied to an emergency linkage system formed by a tunnel control subsystem and a high-speed train control subsystem, wherein the emergency linkage system is embedded in an upper computer of a tunnel and a high-speed train monitoring and controlling platform, and the tunnel control subsystem is used for respectively controlling an evacuation indication module, a ventilation and smoke discharging module and a fire extinguishing module in the tunnel by using a tunnel controller;
The high-speed train control subsystem is used for respectively controlling a fire extinguishing module, a lighting module, a braking module, a carriage fireproof door and a power supply power module in the high-speed train by utilizing a high-speed train controller;
The tunnel control subsystem is provided with a tunnel signal collector for collecting gas components, images, smoke concentration and temperature distribution in the tunnel in real time;
The high-speed train control subsystem is provided with a high-speed train signal collector for collecting humidity change, gas composition, brightness change, smoke concentration and temperature distribution characteristics in the high-speed train in real time;
The emergency linkage method is carried out according to the following steps:
S1, the upper computer utilizes the high-speed train signal collector to collect fire disaster early warning index information in a high-speed train carriage in real time, and the method comprises the following steps: temperature, smog concentration, humidity, gaseous composition and luminance to utilize the emergence condition of high-speed train conflagration early warning model real-time judgement carriage internal fire, include: no fire, smoldering, open fire; if the fire disaster in the carriage is no fire, returning to S1 to continue collection; if the fire disaster in the carriage is open fire or smoldering, executing the step S2;
s2, the upper computer acquires fire images in the tunnel by using a tunnel signal collector so as to judge whether the high-speed train is in the tunnel, and if so, executing a step S3; otherwise, executing the step 7;
s3, the upper computer judges whether a power system of the high-speed train is normal, if so, the step S4 is executed; otherwise, step S6;
S4, reporting the position of the high-speed train and the fire carriage to a fire department by the upper computer according to the fire image, and judging whether the high-speed train can continue to travel to the nearest station or not; if yes, the upper computer broadcasts disaster conditions to warn other trains and guide passengers to close a fire carriage fireproof door after evacuating, otherwise, the step S5 is executed;
s5, the upper computer broadcasts disaster conditions to warn other trains, guides passengers to evacuate and then closes a carriage fireproof door, and controls the high-speed train to run according to the position of a tunnel where the train is located and the position of a fire carriage and 4 disaster avoidance strategies until the train is stopped immediately after the train exits the tunnel;
S6: the upper computer reports the position of the high-speed train and the fire carriage to a fire department according to the fire image, simultaneously broadcasts the disaster condition to warn other trains, cuts off the power supply of equipment irrelevant to fire control of the fire carriage, starts an evacuation indication module to evacuate all passengers of the high-speed train according to 3 evacuation strategies until the personnel evacuation is completed, and the tunnel and the high-speed train monitoring and control platform starts a fire extinguishing module and a ventilation and smoke discharging module in the tunnel, judges the air quality in the tunnel in real time according to the toxicity index monitored in the tunnel, notifies firefighters to enter the tunnel to rescue if the air quality reaches the standard, and continuously starts the tunnel ventilation and smoke discharging module and continuously monitors the toxicity index in the tunnel in real time;
s7: judging whether the power system of the high-speed train is normal, if so, executing a step S8; otherwise, step S10;
s8: the tunnel and high-speed train monitoring and controlling platform reports the position of the high-speed train and the fire carriage to the fire department according to the fire image, and meanwhile judges whether the high-speed train can continue to run to the nearest station; if yes, broadcasting disaster conditions by the tunnel and high-speed train monitoring and control platform to warn other trains and guide passengers to evacuate and then closing a fire carriage fireproof door, otherwise, executing a step S9;
s9: the tunnel and the high-speed train monitoring and controlling platform broadcast disaster conditions to warn other trains, control the braking module of the high-speed train to stop immediately, and start the lighting module in the high-speed train to guide passenger evacuation after cutting off the equipment power supply irrelevant to fire control in a fire area;
S10: the tunnel and high-speed train monitoring and control platform reports the position of the high-speed train and the fire carriage to a fire department according to the fire image, broadcasts the disaster condition to warn other trains, controls the braking module of the high-speed train to stop immediately, and starts the lighting module in the high-speed train after the equipment power supply irrelevant to fire control in the fire area is cut off so as to guide the evacuation of passengers.
The emergency linkage method for fire early warning and fire rescue of the high-speed train in the long tunnel section is also characterized in that the high-speed train fire early warning model comprises the following steps: an input layer, an hidden layer and an output layer, and let n represent the number of monitoring indexes input in the input layer; let m denote the occurrence category of fire output by the output layer, including no fire, smoldering, open fire, i.e. m=3.
Training samples in the fire early warning model of the high-speed train are obtained in a digital twin mode;
The digital twin mode is to collect data information of a high-speed train to construct a digital twin model of the high-speed train, and combine fire characteristics of the high-speed train at different positions and temperature, smoke concentration, humidity, gas composition and brightness caused by the fire characteristics of the high-speed train to generate twin data of fire accidents of the high-speed train; and then analyzing fire accidents of the high-speed train according to the twin data to obtain the fire situation of the high-speed train.
The air quality is judged according to the following steps:
Sa: calculating a toxicity value N in the tunnel using formula (1):
In the formula (1), the concentrations of carbon monoxide, oxygen, carbon dioxide, hydrogen cyanide, hydrogen chloride, hydrogen bromide, nitrogen dioxide and hydrogen sulfide gas measured are respectively represented by [ CO ], [ O 2]、[CO2]、[HCN]、[HCl]、[HBr]、[NO2]、[H2 S ]; m and b are the slope and intercept of the fitted carbon dioxide concentration line, respectively;
sb: when N is more than or equal to 1, the air quality is not up to standard;
when N <1, it indicates that the air quality is up to standard.
The 4 disaster avoidance strategies comprise:
disaster avoidance strategy a: when a fire disaster occurs at the entrance section of the tunnel, the upper computer utilizes the braking module to control the high-speed train to decelerate and then utilizes the power supply power module to reversely drive out of the tunnel;
Disaster avoidance strategy B: when a fire disaster occurs in the middle section of the tunnel and the fire disaster occurs in the middle or the tail end of a train carriage, the high-speed train continuously drives out of the tunnel;
disaster avoidance strategy C: when a fire disaster occurs in the middle section of the tunnel and the fire disaster occurs at the front end of a carriage of the train, the upper computer utilizes the braking module to control the high-speed train to decelerate and then utilizes the power supply power module to reversely drive out of the tunnel;
Disaster avoidance strategy D: when the high-speed train breaks out of the fire at the tunnel exit section, the high-speed train continues to run out of the tunnel.
The 3 evacuation strategies include:
Evacuation strategy a: when the fire disaster position is at the tail end of a train carriage, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction of the main tunnel is led to the entrance section from the exit section to avoid smoke damage, and passengers at the entrance section and the middle section of the train are guided to be evacuated through parallel guide holes, adjacent tunnels or evacuation channels in the main tunnel according to the position of the high-speed train, and the passengers at the exit section of the train are guided to be evacuated through tunnel exits;
Evacuation strategy B: when the fire disaster position is in the middle of a train carriage and the train is positioned at the entrance section of the tunnel, after the passengers at the tail end of the train are evacuated from the entrance section of the tunnel, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction points to the entrance section from the exit section, and simultaneously, the passengers at the front end of the train are evacuated through a parallel pilot tunnel, an adjacent tunnel or an evacuation channel in the main tunnel;
When the fire disaster position is in the middle of a train carriage and the train is positioned in the middle section of a tunnel, passengers on two sides of the fire disaster carriage are evacuated through an inner parallel pilot tunnel, an adjacent tunnel or an evacuation channel in the main tunnel, and after evacuation is completed, the upper computer starts a ventilation and smoke evacuation module;
when the fire disaster position is in the middle of a train carriage and the train is positioned at the exit section of the tunnel, after the passengers at the front end of the train are completely evacuated from the exit section of the tunnel, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction points to the exit section from the entrance section, and simultaneously, the passengers at the tail end of the train are evacuated through a parallel pilot tunnel, an adjacent tunnel or an evacuation channel in the main tunnel;
evacuation strategy C: when the fire disaster position is at the front end of the train carriage, the upper computer starts the ventilation and smoke exhaust module, so that the ventilation direction of the main tunnel is from the inlet section to the outlet section, and the smoke hazard is avoided; and guiding passengers at the train exit section and the middle section to evacuate through parallel guide holes, adjacent tunnels or evacuation channels in the main tunnel according to the position of the high-speed train, and evacuating passengers at the train entrance section through the tunnel exit.
Compared with the prior art, the invention has the beneficial effects that:
1. At present, the emergency linkage system construction for the high-speed train and the tunnel is imperfect. The invention constructs a fire early warning and fire rescue emergency linkage system for the high-speed train in the long and large tunnel section, which is embedded in an upper computer of a tunnel and high-speed train monitoring and controlling platform, and can respectively realize data acquisition and equipment control of the tunnel and the high-speed train, thereby shortening the fire accident response and rescue time of the high-speed train, improving the evacuation and rescue efficiency and reducing the economic loss and the risk of casualties.
2. Based on the development flow and deduction rule of the fire accident of the high-speed train in the tunnel, the invention provides the working flow of the fire early warning and fire-fighting rescue emergency linkage system of the high-speed train in the long tunnel section.
3. Fire alarm detectors generally have a high risk of false alarm rate. The fire disaster judgment algorithm of the high-speed train combines a deep learning algorithm, monitors indexes such as temperature, smoke concentration, humidity, gas composition, brightness and the like, acquires a learning sample by utilizing a digital twin means, and judges fire disaster types of the high-speed train, including no fire, smoldering and open fire. The algorithm can effectively improve the fire alarm accuracy and reduce the false alarm rate, thereby prolonging the fire danger avoiding time of the high-speed train and enhancing the evacuation rescue success rate.
4. When a fire accident occurs in the high-speed train and the high-speed train stays in the tunnel, the fire train can generate a large amount of toxic smoke, and the life safety of passengers and fire rescue workers can be threatened. Therefore, under the accident situation, the invention provides the air quality real-time judging method, the fact judgment is carried out on the toxicity in the tunnel on the basis of the acquired concentration of the carbon monoxide, oxygen, carbon dioxide, hydrogen cyanide, hydrogen chloride, hydrogen bromide, nitrogen dioxide and hydrogen sulfide gas in the tunnel, and the safety standard is divided, so that the risk of fire fighters entering the tunnel to repair and rescue the fire accident is effectively reduced.
5. Aiming at the position in a long large tunnel section where the high-speed train is located and the position of a fire carriage, the invention provides 4 kinds of evacuation schemes and 3 kinds of evacuation schemes for the fire disaster of the high-speed train in the tunnel, and the fire accident situation of the high-speed train in the tunnel can be comprehensively covered, so that important theoretical references can be provided for the fire disaster early warning and the fire rescue of the high-speed train in the long tunnel section.
Drawings
FIG. 1 is a schematic diagram of the working module division of the high-speed train fire early warning and fire rescue emergency linkage system for a long tunnel section;
FIG. 2a is a schematic diagram illustrating a portion of the overall structure of the main tunnel information acquisition module of the present invention;
FIG. 2b is a schematic view of a portion of the overall structure of the high speed train information acquisition module of the present invention;
FIG. 3 is a workflow diagram of the emergency linkage system for fire early warning and fire rescue of a high speed train in a long tunnel section of the invention;
FIG. 4 is a flow chart of a fire judgment algorithm of the high-speed train;
FIG. 5 is a topological structure diagram of a three-layer network of the fire judgment algorithm of the high-speed train;
FIG. 6 is a flow chart of a method for acquiring a fire accident learning sample of a high-speed train by a digital twin means;
FIG. 7a is a schematic diagram of train movement and personnel evacuation modes according to disaster avoidance strategy A of the present invention;
FIG. 7B is a schematic diagram of train movement and personnel evacuation modes according to the disaster avoidance strategy B of the present invention;
FIG. 7C is a schematic diagram of train movement and personnel evacuation modes according to the disaster avoidance strategy C of the present invention;
FIG. 7D is a schematic diagram of train movement and personnel evacuation modes according to the disaster avoidance strategy D of the present invention;
FIG. 7e1 is a schematic diagram of the evacuation strategy of the present invention when a train is failed at the entrance section of a tunnel and a fire occurs at the end of the car;
FIG. 7e2 is a schematic diagram of the evacuation strategy of the present invention when the train fails in the middle section of the tunnel and a fire occurs at the end of the car;
FIG. 7e3 is a schematic diagram of the evacuation strategy of the present invention when the train is failed at the exit section of the tunnel and a fire occurs at the end of the car;
FIG. 7f1 is a schematic diagram of an evacuation strategy when a train of the present invention fails at the entrance section of a tunnel while a fire occurs in the middle of the car;
FIG. 7f2 is a schematic diagram of an evacuation strategy when the train of the present invention fails in the middle section of the tunnel while a fire occurs in the middle of the car;
FIG. 7f3 is a schematic diagram of an evacuation strategy when the train of the present invention fails at the exit section of the tunnel while a fire is occurring in the middle of the car;
FIG. 7g1 is a schematic diagram of an evacuation strategy when a train of the present invention fails at the entrance section of a tunnel and a fire occurs at the front end of a car;
FIG. 7g2 is a schematic diagram of the evacuation strategy of the present invention when the train fails in the middle section of the tunnel and a fire occurs at the front end of the car;
FIG. 7g3 is a schematic diagram of the evacuation strategy of the present invention when the train fails at the exit section of the tunnel and a fire occurs at the front end of the car;
Reference numerals in the drawings: 11. tunnel smoke and gas component collector; 12. a tunnel video collector; 13a tunnel temperature sensor; 14. a fine water mist spray head; 15. fireproof doors; 21. a wheel assembly; 22. a vehicle window; 23. a vehicle door; 24. an air conditioning assembly; 25. smoke and gas component collector I of high-speed train; 26. a high speed train temperature sensor; 27. a pantograph assembly; 28. a video collector II in the high-speed train; 29. hand-held fire extinguisher; 30. a high speed train equipment compartment; 301. a temperature sensing cable; 302. suspension type dry powder fire extinguisher; 303. a smoke and gas component collector 2 of the high-speed train; 304. a humidity collector.
Detailed Description
In this embodiment, as shown in fig. 1, an emergency linkage method for fire early warning and fire rescue of a high-speed train in a long and large tunnel section is applied to an emergency linkage system formed by a tunnel control subsystem and a high-speed train control subsystem, and the emergency linkage system is embedded in an upper computer of a monitoring and control platform of a tunnel and a high-speed train. The tunnel control subsystem is used for respectively controlling an evacuation indication module, a ventilation smoke discharging module and a fire extinguishing module in the tunnel by using a tunnel controller;
the high-speed train control subsystem is used for respectively controlling a fire extinguishing module, a lighting module, a braking module, a carriage fireproof door and a power supply power module in the high-speed train by using a high-speed train controller;
the tunnel control subsystem is provided with a tunnel signal collector for collecting gas components, images, smoke concentration and temperature distribution in the tunnel in real time;
The high-speed train control subsystem is provided with a high-speed train signal collector for collecting humidity change, gas composition, brightness change, smoke concentration and temperature distribution characteristics in the high-speed train in real time;
As can be seen from fig. 2a, the smoke and gas composition collector 11 inside the tunnel is used to collect the smoke concentration and gas composition inside the tunnel; the tunnel video collector 12 is used for collecting images in the tunnel, smoke concentration and temperature distribution characteristics in real time; the tunnel temperature sensor 13 is used for collecting temperature changes of a ceiling in the tunnel in real time so as to judge fire situations of trains in the tunnel; the top of the tunnel is provided with a plurality of water mist spray heads 14 for extinguishing fire disasters of the high-speed trains in the tunnel; a plurality of fireproof doors 15 are arranged on the inner side surface of the tunnel and are used for evacuating passengers and rescuing firefighters.
As can be seen from fig. 2b, the high-speed train car mainly includes a wheel assembly 21, a window 22, a door 23, an air conditioning assembly 24, a pantograph assembly 27, a high-speed train equipment bin 30, etc., and a high-speed train temperature sensor 26 is disposed at the top of the car to measure the temperature change at the top of the train in real time, thereby realizing early recognition of the air conditioning of the train or the fire inside the car; meanwhile, a high-speed train smoke and gas component collector I25 is arranged at the top of the high-speed train, so that on one hand, the gas component condition in the carriage can be judged, a reference can be provided for air-conditioning ventilation frequency, and in addition, the recognition of the fire disaster condition in the carriage can be assisted; the video collector 28 in the high-speed train is used for monitoring the personnel flow and fire conditions in the carriage in real time, and can also play a role in assisting in recognizing the fire conditions in the carriage. The high speed train equipment bay 30 is also one of the key potential locations for a fire disaster in a high speed train. Therefore, a temperature sensing cable 301, a suspension type dry powder fire extinguisher 302, a high-speed train smoke and gas component collector II 303 and a humidity collector 304 are arranged in the high-speed train equipment bin 30. The temperature sensing cable 301 is used for recording temperature changes in the equipment bin 30 of the high-speed train in real time, and the smoke and gas component collector II 303 of the high-speed train is used for collecting smoke and gas components in the equipment bin 30 of the high-speed train in real time; the humidity collector 304 is used for collecting the humidity change in the high-speed train equipment bin 30 in real time, so as to jointly study and judge the fire situation in the high-speed train equipment bin 30. The types of the gas components to be collected comprise CO and O 2、CO2、HCl、HBr、HCN、NO2、H2 S, the collected electric signals are converted into physical signals by a data converter, and then the physical signals are transmitted to an upper computer for calculation, and the calculation results are displayed in a display.
As shown in fig. 3, the emergency linkage method for fire early warning and fire rescue of the high-speed train in the long tunnel section is carried out according to the following steps:
S1, an upper computer acquires fire disaster early warning index information in a carriage of a high-speed train in real time by using a high-speed train signal acquisition device, and the method comprises the following steps: temperature, smog concentration, humidity, gaseous composition and luminance to utilize the emergence condition of high-speed train conflagration early warning model real-time judgement carriage internal fire, include: no fire, smoldering, open fire; if the fire disaster in the carriage is no fire, returning to S1 to continue collection; if the fire disaster in the carriage is open fire or smoldering, executing the step S2;
s2, the upper computer acquires fire images in the tunnel by using the tunnel signal collector so as to judge whether the high-speed train is in the tunnel, and if so, executing the step S3; otherwise, executing the step 7;
S3, the upper computer judges whether a power system of the high-speed train is normal, if so, the step S4 is executed; otherwise, step S6;
S4, reporting the position of the high-speed train and the fire carriage to a fire department according to the fire image, and judging whether the high-speed train can continue to travel to the nearest station or not; if yes, the upper computer broadcasts disaster conditions to warn other trains and guide passengers to close a fire carriage fireproof door after evacuating, otherwise, the step S5 is executed;
S5, broadcasting disaster conditions by the upper computer to warn other trains, guiding passengers to evacuate and closing a carriage fireproof door, and simultaneously controlling the high-speed train to run according to 4 disaster avoidance strategies according to the tunnel position of the train and the position of the fire carriage until the train is stopped immediately after the train exits the tunnel;
S6: the upper computer reports the position of the high-speed train and the fire carriages to the fire department according to fire images, meanwhile, the fire conditions are broadcasted to warn other trains, the equipment power supply irrelevant to fire control of the fire carriages is cut off, and the evacuation indication module is started, so that all passengers of the high-speed train evacuate according to 3 evacuation strategies until people evacuate, after the evacuation of the passengers is completed, the tunnel and the high-speed train monitoring and control platform start the fire extinguishing module and the ventilation and smoke discharging module in the tunnel, the air quality in the tunnel is judged in real time according to the toxicity index monitored in the tunnel, if the air quality reaches the standard, the fire fighters are informed to enter the tunnel to rescue, otherwise, the tunnel ventilation and smoke discharging module is continuously started, and the toxicity index in the tunnel is continuously monitored in real time. Wherein, the air quality is judged according to the following steps:
Sa: calculating a toxicity value N in the tunnel using formula (1):
In the formula (1), the [ CO ], [ O 2]、[CO2]、[HCN]、[HCl]、[HBr]、[NO2]、[H2 S ] respectively represent the measured concentration of carbon monoxide, oxygen, carbon dioxide, hydrogen cyanide, hydrogen chloride, hydrogen bromide, nitrogen dioxide and hydrogen sulfide gas; the denominator in the formula is the half-lethal concentration of the corresponding gas. m and b are the slope and intercept, respectively, of the drawn linear of the primary function. According to ISO13344, the values of m and b are respectively-18 and 122000.
Sb: when N is more than or equal to 1, the air quality is not up to standard;
when N <1, it indicates that the air quality is up to standard.
S7: judging whether the power system of the high-speed train is normal, if so, executing a step S8; otherwise, step S10;
S8: the tunnel and the high-speed train monitoring and controlling platform report the position of the high-speed train and the fire carriage to the fire department according to the fire image, and judge whether the high-speed train can continue to travel to the nearest station; if yes, broadcasting disaster conditions by the tunnel and the high-speed train monitoring and controlling platform to warn other trains and guide passengers to close a fire carriage fireproof door after evacuating, otherwise, executing the step S9;
s9: the tunnel and the high-speed train monitor and control platform broadcast disaster conditions to warn other trains, and control the brake module of the high-speed train to stop immediately, and start the illumination module in the high-speed train to guide passengers to evacuate after the equipment power supply irrelevant to fire control in the fire area is cut off;
s10: the tunnel and the high-speed train monitoring and controlling platform report the position of the high-speed train and the fire carriage to a fire department according to fire images, broadcast the disaster situation to warn other trains, control the braking module of the high-speed train to stop immediately, and start the lighting module in the high-speed train to guide passengers to evacuate after simultaneously cutting off the equipment power supply of the fire area irrelevant to fire protection.
As can be seen from fig. 4, the specific steps of the fire early warning model of the high-speed train of the present invention are as follows:
S I: the three-layer network topology structure of the fire judgment algorithm of the high-speed train is established, and specifically as shown in fig. 5, the number of nodes of an input layer, an hidden layer and an output layer is respectively recorded as: n, q, m;
Where "n=5" characterizes the 5 monitor indices entered, namely: temperature, smoke concentration, humidity, gas composition, and brightness; "m=3" characterizes 3 fire scenes, no fire, smoldering, open fire, wherein no fire belongs to a safe state, smoldering and open fire are dangerous states.
A is a fixed value, and the value of a is (0, 1);
s II: giving out output equations of hidden layer and output layer neuron nodes, initializing weights, wherein the initial connection weight coefficient is a group of random smaller non-zero values;
The output equation of the hidden layer neuron node is:
the output equation of the neuron node of the output layer is:
In the formula (2) and the formula (3): x i represents the input values of neurons 1 to n; v ki denotes a connection weight coefficient between the input layer and the hidden layer; w jk represents a connection weight coefficient between the hidden layer and the output layer;
S III: defining an input vector X k＝[xk1,xk2,...,xk8 (k=1, 2,., n), k being the number of training samples for the network;
s IV: inputting a learning sample; the learning sample acquisition method comprises three modes: 1. obtained by digital twinning; 2. obtaining from the accident cases which have occurred; 3. obtained by measurement of simulation experiments.
The flow of the method for obtaining learning samples by digital twin means is shown in fig. 6, wherein the method comprises 5 modules: the system comprises a data acquisition module, a model establishment module, a digital twin module, a data analysis module and a comprehensive research and judgment module, wherein the data acquisition module, the model establishment module, the digital twin module, the data analysis module and the comprehensive research and judgment module correspond to the steps 1 to 5 respectively:
Step 1: the method comprises the steps of collecting data of a high-speed train model, wherein the data comprise specific equipment information such as a car body size, car body fittings, a guiding system, a power system, a transmission system, an auxiliary system, a braking system, internal equipment, a vehicle-mounted control system, a passenger information system, a communication system, a wire harness and electric switch box, a car door system, a cooling and heating air conditioning system, an inclination system, an illumination system, a clutch, a rail locomotive, a vehicle, a control and command signal system and the like, so that the data information of the high-speed train is obtained;
Step 2: constructing a digital twin model according to the data information, and further obtaining the digital twin model of the high-speed train;
Step 3: the digital twin model is used for carrying out digital twin simulation by combining the data information of the high-speed train, and simultaneously, the twin data of the fire accident of the high-speed train is generated by combining the fire characteristics of different parts of the high-speed train and the temperature, smoke concentration, humidity, gas composition and brightness change conditions caused by the fire characteristics;
step 4: and analyzing the fire accident of the high-speed train according to the twin data to obtain the prediction information of the fire accident of the high-speed train.
Step 5: and judging fire conditions (no fire, open fire and smoldering) of the high-speed train according to the prediction information.
S V: forward propagation process: calculating the output result of the network, comparing the output result with the expected result, executing the next step VI if errors exist, and returning to the step VII if errors exist;
The calculation formula of the error is as follows:
In the formula (4), the amino acid sequence of the compound, Representing the expected output value of the p-th sample neuron j; /(I)Representing the actual output value of the p-th sample neuron j; e p represents the error of the p-th learning sample; e represents global error;
S VI: the back propagation process:
① Calculating an error E p for each learning sample according to equation (4);
② Correcting the connection weight coefficients w jk and v ki;
The correction formula of the connection weight coefficient w jk between the hidden layer and the output layer is as follows:
The correction formula of the connection weight coefficient v ki between the input layer and the hidden layer is as follows:
In the formula (5) and the formula (6): η is the learning rate (0 < η < 1); s j＝WjX,Sk＝Wk X is the net input value of the j and k th neurons respectively.
③ Returning to S III;
S VII: and (5) ending.
Disaster avoidance of fire disaster high-speed trains in tunnels is mainly divided into two cases: the first step is that the evacuation is carried out after the vehicle leaves the tunnel; and (II) evacuating in the tunnel. The evacuation after exiting the tunnel is the first choice, and two conditions are required to be met, wherein the power system is not destroyed after the first high-speed train catches fire, or the required evacuation task can be completed before the power is completely lost; second, the fire disaster does not threaten personnel safety when the high-speed train exits the tunnel. When the two conditions are not met, the high-speed train needs to be evacuated directly after emergency braking, and the two evacuation conditions are described in detail below.
In the strategy, the high-speed train is divided into an entrance section (0.3L), a middle section (0.4L) and an exit section (0.3L) according to the tunnel length, meanwhile, the high-speed train is also divided into a front end, a middle section and a tail end according to the number of sections, aiming at 8 carriages, the front end is a section 1 and a section 2, the middle section is a section 3 to a section 6, and the tail end is a section 7 and a section 8. For 16 carriages, the front end is 1 st to 5 th, the middle part is 6 th to 11 th, and the tail end is 12 th to 16 th. In the following, a high-speed train with 8 carriages is taken as an example, and evacuation strategies of different fire positions of the carriages of the high-speed train and positions in the tunnel as a whole are described in detail. When the train is located between the entrance section and the middle section or between the middle section and the exit section, the train belongs to a section with a large number of carriages.
As can be seen from fig. 7a, the disaster avoidance policy a is as follows: when a fire disaster occurs in the entrance section of the tunnel, whether the fire disaster occurs at the front end, the middle part or the tail end of a carriage of the train, the train adopts a strategy of decelerating and braking firstly and then driving out of the tunnel reversely, and the fire fighting rescue and the evacuation rescue are immediately carried out after the train completely exits the tunnel, as shown in a specific figure 7 a.
As can be seen from fig. 7B, the disaster avoidance policy B is as follows: when a fire disaster occurs in the middle section of the tunnel, whether the fire disaster occurs in the middle part or at the tail end of a train carriage, the train adopts a strategy of continuously driving out of the tunnel, passengers need to be evacuated to the front end of the train or adjacent safe carriages at the moment, a fireproof door is closed, and fire fighting emergency and evacuation rescue are immediately carried out after the train completely drives out of the tunnel.
As can be seen from fig. 7C, the disaster avoidance policy C is as follows: when a fire disaster occurs in the middle section of the tunnel, and the fire disaster position is the front end of a train carriage, the train adopts a strategy of decelerating and braking firstly and then driving out of the tunnel reversely, simultaneously evacuates passengers to the front end of the train or adjacent safe carriages, closes a fireproof door, and immediately develops fire-fighting emergency and evacuation rescue after the train completely exits the tunnel.
As can be seen from fig. 7D, the disaster avoidance policy D is as follows: when the high-speed train is in fire disaster at the tunnel exit section, the train continues to run no matter the fire disaster position is at the front end, the middle part or the tail end of the train carriage, passengers are evacuated to the train safety carriage, the fireproof door is closed, and the fire rescue is immediately unfolded after the train completely exits the tunnel.
As can be seen from fig. 7e1, when the high-speed train fails at the entrance section of the tunnel and a fire disaster occurs at the tail end of the carriage, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction of the main tunnel is directed from the exit section to the entrance section to avoid smoke hazard, and passengers in the middle and front end of the train are guided to be evacuated through parallel guide tunnels, adjacent tunnels or evacuation channels in the main tunnel according to the position of the high-speed train;
As can be seen from fig. 7e2, when the high speed train fails in the middle section of the tunnel while the fire occurs at the end of the car, the ventilation and evacuation of the tunnel is identical to that of fig. 7e 1;
as can be seen from fig. 7e3, when the high speed train is failed at the tunnel exit section while the fire is occurring at the end of the car, the tunnel ventilation mode is identical to that of fig. 7e1, but passengers located at the middle and front ends of the car are evacuated through the tunnel exit;
As can be seen from fig. 7f1, when the fire disaster is in the middle of the train carriage and the train is located at the entrance section of the tunnel, after the passengers at the tail end of the train are evacuated from the entrance section of the tunnel, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction is from the exit section to the entrance section, and the smoke will not harm the passengers at the front end or the middle of the train carriage, thereby increasing the evacuation time, and simultaneously, the passengers at the front end of the train are evacuated through the parallel pilot tunnel, the adjacent tunnel or the evacuation channel in the main tunnel;
As can be seen from fig. 7f2, when the fire disaster is in the middle of the train carriage and the train is in the middle section of the tunnel, passengers on both sides of the fire disaster carriage are evacuated through the inner parallel pilot tunnel, the adjacent tunnel or the evacuation channel in the main tunnel, the ventilation system is opened after the evacuation is completed, the ventilation direction is not required any more, and the upper computer starts the ventilation and smoke exhaust module after the evacuation is completed;
As can be seen in fig. 7f3, when the fire position is in the middle of the train carriage and the train is located at the exit section of the tunnel, after the passengers at the front end of the train are completely evacuated from the exit section of the tunnel, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction is from the entrance section to the exit section, and simultaneously, the passengers at the tail end of the train are evacuated through the parallel pilot tunnel, the adjacent tunnel or the evacuation channel in the main tunnel;
As can be seen from fig. 7g1, when the high-speed train fails at the entrance section of the tunnel and a fire disaster occurs at the front end of the carriage, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction of the main tunnel is from the entrance section to the exit section to avoid smoke hazard, and passengers in the middle and tail ends of the train are guided to be evacuated through parallel guide tunnels, adjacent tunnels or evacuation channels in the main tunnel according to the position of the high-speed train;
As can be seen from fig. 7g2, when the high speed train fails in the middle section of the tunnel and a fire occurs in the front end of the car, the ventilation and evacuation modes of the tunnel are identical to those of fig. 7g 1;
As can be seen from fig. 7g3, when a high speed train is failed at the tunnel exit section while a fire is occurring at the front end of the car, the tunnel ventilation mode is identical to that of fig. 7g1, but passengers located at the middle and front end of the car are evacuated through the tunnel entrance.
Claims (6)
1. The emergency linkage method for fire early warning and fire rescue of the high-speed train in the long tunnel section is characterized by being applied to an emergency linkage system formed by a tunnel control subsystem and a high-speed train control subsystem, wherein the emergency linkage system is embedded in an upper computer of a tunnel and a high-speed train monitoring and controlling platform, and the tunnel control subsystem is used for respectively controlling an evacuation indication module, a ventilation and smoke discharging module and a fire extinguishing module in the tunnel by using a tunnel controller;
The high-speed train control subsystem is used for respectively controlling a fire extinguishing module, a lighting module, a braking module, a carriage fireproof door and a power supply power module in the high-speed train by utilizing a high-speed train controller;
The tunnel control subsystem is provided with a tunnel signal collector for collecting gas components, images, smoke concentration and temperature distribution in the tunnel in real time;
The high-speed train control subsystem is provided with a high-speed train signal collector for collecting humidity change, gas composition, brightness change, smoke concentration and temperature distribution characteristics in the high-speed train in real time;
The emergency linkage method is carried out according to the following steps:
S1, the upper computer utilizes the high-speed train signal collector to collect fire disaster early warning index information in a high-speed train carriage in real time, and the method comprises the following steps: temperature, smog concentration, humidity, gaseous composition and luminance to utilize the emergence condition of high-speed train conflagration early warning model real-time judgement carriage internal fire, include: no fire, smoldering, open fire; if the fire disaster in the carriage is no fire, returning to S1 to continue collection; if the fire disaster in the carriage is open fire or smoldering, executing the step S2;
s2, the upper computer acquires fire images in the tunnel by using a tunnel signal collector so as to judge whether the high-speed train is in the tunnel, and if so, executing a step S3; otherwise, executing the step 7;
s3, the upper computer judges whether a power system of the high-speed train is normal, if so, the step S4 is executed; otherwise, step S6;
S4, reporting the position of the high-speed train and the fire carriage to a fire department by the upper computer according to the fire image, and judging whether the high-speed train can continue to travel to the nearest station or not; if yes, the upper computer broadcasts disaster conditions to warn other trains and guide passengers to close a fire carriage fireproof door after evacuating, otherwise, the step S5 is executed;
s5, the upper computer broadcasts disaster conditions to warn other trains, guides passengers to evacuate and then closes a carriage fireproof door, and controls the high-speed train to run according to the position of a tunnel where the train is located and the position of a fire carriage and 4 disaster avoidance strategies until the train is stopped immediately after the train exits the tunnel;
S6: the upper computer reports the position of the high-speed train and the fire carriage to a fire department according to the fire image, simultaneously broadcasts the disaster condition to warn other trains, cuts off the power supply of equipment irrelevant to fire control of the fire carriage, starts an evacuation indication module to evacuate all passengers of the high-speed train according to 3 evacuation strategies until the personnel evacuation is completed, and the tunnel and the high-speed train monitoring and control platform starts a fire extinguishing module and a ventilation and smoke discharging module in the tunnel, judges the air quality in the tunnel in real time according to the toxicity index monitored in the tunnel, notifies firefighters to enter the tunnel to rescue if the air quality reaches the standard, and continuously starts the tunnel ventilation and smoke discharging module and continuously monitors the toxicity index in the tunnel in real time;
s7: judging whether the power system of the high-speed train is normal, if so, executing a step S8; otherwise, step S10;
s8: the tunnel and high-speed train monitoring and controlling platform reports the position of the high-speed train and the fire carriage to the fire department according to the fire image, and meanwhile judges whether the high-speed train can continue to run to the nearest station; if yes, broadcasting disaster conditions by the tunnel and high-speed train monitoring and control platform to warn other trains and guide passengers to evacuate and then closing a fire carriage fireproof door, otherwise, executing a step S9;
s9: the tunnel and the high-speed train monitoring and controlling platform broadcast disaster conditions to warn other trains, control the braking module of the high-speed train to stop immediately, and start the lighting module in the high-speed train to guide passenger evacuation after cutting off the equipment power supply irrelevant to fire control in a fire area;
S10: the tunnel and high-speed train monitoring and control platform reports the position of the high-speed train and the fire carriage to a fire department according to the fire image, broadcasts the disaster condition to warn other trains, controls the braking module of the high-speed train to stop immediately, and starts the lighting module in the high-speed train after the equipment power supply irrelevant to fire control in the fire area is cut off so as to guide the evacuation of passengers.
2. The emergency linkage method for fire early warning and fire rescue of a high-speed train in a long tunnel section according to claim 1, wherein the high-speed train fire early warning model comprises: an input layer, an hidden layer and an output layer, and let n represent the number of monitoring indexes input in the input layer; let m denote the occurrence category of fire output by the output layer, including no fire, smoldering, open fire, i.e. m=3.
3. The emergency linkage method for fire early warning and fire rescue of the high-speed train in the long tunnel section according to claim 2, wherein training samples in the fire early warning model of the high-speed train are obtained in a digital twin mode;
The digital twin mode is to collect data information of a high-speed train to construct a digital twin model of the high-speed train, and combine fire characteristics of the high-speed train at different positions and temperature, smoke concentration, humidity, gas composition and brightness caused by the fire characteristics of the high-speed train to generate twin data of fire accidents of the high-speed train; and then analyzing fire accidents of the high-speed train according to the twin data to obtain the fire situation of the high-speed train.
4. The emergency linkage method for fire early warning and fire rescue of the high-speed train in the long tunnel section according to claim 1, wherein the air quality is judged according to the following steps:
Sa: calculating a toxicity value N in the tunnel using formula (1):
In the formula (1), the concentrations of carbon monoxide, oxygen, carbon dioxide, hydrogen cyanide, hydrogen chloride, hydrogen bromide, nitrogen dioxide and hydrogen sulfide gas measured are respectively represented by [ CO ], [ O 2]、[CO2]、[HCN]、[HCl]、[HBr]、[NO2]、[H2 S ]; m and b are the slope and intercept of the fitted carbon dioxide concentration line, respectively;
sb: when N is more than or equal to 1, the air quality is not up to standard;
when N <1, it indicates that the air quality is up to standard.
5. The emergency linkage method for fire early warning and fire rescue of the high-speed train in the long tunnel section according to claim 1, wherein the 4 disaster avoidance strategies comprise:
disaster avoidance strategy a: when a fire disaster occurs at the entrance section of the tunnel, the upper computer utilizes the braking module to control the high-speed train to decelerate and then utilizes the power supply power module to reversely drive out of the tunnel;
Disaster avoidance strategy B: when a fire disaster occurs in the middle section of the tunnel and the fire disaster occurs in the middle or the tail end of a train carriage, the high-speed train continuously drives out of the tunnel;
disaster avoidance strategy C: when a fire disaster occurs in the middle section of the tunnel and the fire disaster occurs at the front end of a carriage of the train, the upper computer utilizes the braking module to control the high-speed train to decelerate and then utilizes the power supply power module to reversely drive out of the tunnel;
Disaster avoidance strategy D: when the high-speed train breaks out of the fire at the tunnel exit section, the high-speed train continues to run out of the tunnel.
6. The emergency linkage method for fire early warning and fire rescue of a high-speed train in a long tunnel section according to claim 1, wherein the 3 evacuation strategies comprise:
Evacuation strategy a: when the fire disaster position is at the tail end of a train carriage, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction of the main tunnel is led to the entrance section from the exit section to avoid smoke damage, and passengers at the entrance section and the middle section of the train are guided to be evacuated through parallel guide holes, adjacent tunnels or evacuation channels in the main tunnel according to the position of the high-speed train, and the passengers at the exit section of the train are guided to be evacuated through tunnel exits;
Evacuation strategy B: when the fire disaster position is in the middle of a train carriage and the train is positioned at the entrance section of the tunnel, after the passengers at the tail end of the train are evacuated from the entrance section of the tunnel, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction points to the entrance section from the exit section, and simultaneously, the passengers at the front end of the train are evacuated through a parallel pilot tunnel, an adjacent tunnel or an evacuation channel in the main tunnel;
When the fire disaster position is in the middle of a train carriage and the train is positioned in the middle section of a tunnel, passengers on two sides of the fire disaster carriage are evacuated through an inner parallel pilot tunnel, an adjacent tunnel or an evacuation channel in the main tunnel, and after evacuation is completed, the upper computer starts a ventilation and smoke evacuation module;
when the fire disaster position is in the middle of a train carriage and the train is positioned at the exit section of the tunnel, after the passengers at the front end of the train are completely evacuated from the exit section of the tunnel, the upper computer starts the ventilation and smoke discharging module, so that the ventilation direction points to the exit section from the entrance section, and simultaneously, the passengers at the tail end of the train are evacuated through a parallel pilot tunnel, an adjacent tunnel or an evacuation channel in the main tunnel;
evacuation strategy C: when the fire disaster position is at the front end of the train carriage, the upper computer starts the ventilation and smoke exhaust module, so that the ventilation direction of the main tunnel is from the inlet section to the outlet section, and the smoke hazard is avoided; and guiding passengers at the train exit section and the middle section to evacuate through parallel guide holes, adjacent tunnels or evacuation channels in the main tunnel according to the position of the high-speed train, and evacuating passengers at the train entrance section through the tunnel exit.
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