WO2020000501A1 - 地铁多坡度区间隧道火灾试验系统及方法 - Google Patents

地铁多坡度区间隧道火灾试验系统及方法 Download PDF

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Publication number
WO2020000501A1
WO2020000501A1 PCT/CN2018/094771 CN2018094771W WO2020000501A1 WO 2020000501 A1 WO2020000501 A1 WO 2020000501A1 CN 2018094771 W CN2018094771 W CN 2018094771W WO 2020000501 A1 WO2020000501 A1 WO 2020000501A1
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Prior art keywords
tunnel
fire
smoke
slope
sensor
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PCT/CN2018/094771
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English (en)
French (fr)
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钟茂华
刘畅
田向亮
孟洋洋
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清华大学
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Publication of WO2020000501A1 publication Critical patent/WO2020000501A1/zh

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    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
    • E21F1/00—Ventilation of mines or tunnels; Distribution of ventilating currents
    • E21F1/02—Test models
    • E—FIXED CONSTRUCTIONS
    • E21—EARTH OR ROCK DRILLING; MINING
    • E21F—SAFETY DEVICES, TRANSPORT, FILLING-UP, RESCUE, VENTILATION, OR DRAINING IN OR OF MINES OR TUNNELS
    • E21F5/00—Means or methods for preventing, binding, depositing, or removing dust; Preventing explosions or fires

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  • the invention relates to the technical field of fire tests, and in particular, to a fire test system and method for a subway tunnel with multiple slopes.
  • the subway As an important public transportation convenient for people to travel, the subway has the advantages of convenience, comfort, and large transportation capacity, which has made more and more large cities vigorously develop subways in recent years. Due to the dense crowd of passengers traveling on the subway, once a fire occurs in the subway train, the consequences will be unthinkable. Therefore, it is particularly important to scientifically design the subway fire test system and simulate the fire scene to obtain the best fire control strategy.
  • the “one-for-one, one-row” vertical ventilation method is commonly used in subway section tunnels for daily operation of air conditioning and smoke control in fire scenarios; the smoke exhaust methods of subway section tunnels are mainly used at the ends of the section tunnels. Install a wind shaft at the station, or add a wind shaft in the middle of a longer tunnel.
  • the research on subway tunnel fires mainly focuses on the smoke diffusion law and smoke control model under horizontal, inclined and blocked conditions.
  • the smoke diffusion law mainly includes the diffusion speed and temperature distribution.
  • the smoke control model mainly includes the control of smoke
  • the critical wind speed prediction model of the wind direction under the fire source the above research results are generally used in the calculation and calculation of smoke emission prevention of subway tunnel engineering, and provide a technical reference for the feasibility study, design and operation of the subway tunnel in the horizontal and single slope. .
  • the subway tunnel fire test system in the prior art is mainly directed to a single-slope tunnel or a horizontal tunnel.
  • the slopes of tunnels in different cities or different lines of the same city are different.
  • the effect of fire smoke control has not been fully tested and the smoke control effect in a multi-slope subway tunnel fire scene is not good.
  • the object of the present invention is to provide a subway multi-slope section tunnel fire test system and method, which solves the technical problem that the subway tunnel fire test system in the prior art cannot verify the smoke control effect in a subway multi-slope section tunnel fire scene.
  • the present invention provides a subway multi-slope section tunnel fire test system, which includes: a multi-slope section tunnel model, a smoke exhaust device, and a fire test subsystem;
  • the multi-slope section tunnel model includes a tunnel body, several train models, and several liftable brackets.
  • the tunnel body includes several tunnel sections.
  • the train model is placed in the tunnel body, and the liftable A bracket is connected to the bottom of the tunnel body and supports the tunnel body;
  • the smoke prevention and exhaust device includes a plurality of air shafts provided on the top of the tunnel body;
  • the fire test subsystem includes a fire source generator and a main controller, and further includes at least any one of a temperature sensor, an airflow sensor, a smoke concentration sensor, and a visibility sensor provided in the tunnel body.
  • the controller is respectively connected with the fire source generator, the temperature sensor, the air flow sensor, the smoke concentration sensor, the visibility sensor, the smoke exhaust device and the multi-slope section tunnel model.
  • the present invention provides a fire test method for a subway tunnel with multiple slopes, including:
  • test parameters include at least the position of the ignition source generator, the power of the ignition source generator, the slope of each tunnel section, the ventilation air volume of each wind well, and each wind speed. Any of the ventilation wind directions of the well;
  • the control parameters of the smoke exhaust device with the best smoke exhaust effect in different fire scenarios are determined.
  • the fire test system and method for a subway multi-slope section tunnel provided by the present invention are effective in designing several tunnel sections with adjustable slopes, setting test parameters such as different slopes in different tunnel sections, and obtaining test data collected by sensors, effectively The effect of smoke control in a multi-slope subway tunnel fire scenario is verified.
  • FIG. 1 is a schematic structural diagram of a subway multi-slope section tunnel fire test system according to an embodiment of the present invention
  • FIG. 2 is a schematic structural diagram of a subway multi-slope section tunnel fire test system according to another embodiment of the present invention.
  • FIG. 3 is a schematic structural diagram of a fire test system for a subway tunnel with multiple slopes according to still another embodiment of the present invention.
  • FIG. 4 is a schematic diagram of an optimized layout of a wind shaft in a subway multi-slope section tunnel fire test system according to an embodiment of the present invention
  • FIG. 5 is a schematic diagram of a sensor arrangement structure in a subway multi-slope section tunnel fire test system according to an embodiment of the present invention
  • FIG. 6 is a schematic diagram of a fire test method for a subway tunnel with multiple slopes according to an embodiment of the present invention
  • FIG. 7 is a schematic structural diagram of an electronic device for a subway multi-slope section tunnel fire test according to an embodiment of the present invention.
  • FIG. 1 is a schematic structural diagram of a subway multi-slope section tunnel fire test system according to an embodiment of the present invention.
  • an embodiment of the present invention provides a subway multi-slope section tunnel fire test system, including a multi-slope section tunnel model, Smoke prevention device and fire test subsystem;
  • the multi-slope section tunnel model includes a tunnel body, several train models, and several liftable brackets.
  • the tunnel body includes several tunnel sections.
  • the train model is placed in the tunnel body, and the liftable A bracket is connected to the bottom of the tunnel body and supports the tunnel body;
  • the smoke prevention and exhaust device includes a plurality of air shafts provided on the top of the tunnel body;
  • the fire test subsystem includes a fire source generator and a main controller, and further includes at least any one of a temperature sensor, an airflow sensor, a smoke concentration sensor, and a visibility sensor provided in the tunnel body.
  • the controller is respectively connected with the fire source generator, the temperature sensor, the air flow sensor, the smoke concentration sensor, the visibility sensor, the smoke exhaust device and the multi-slope section tunnel model.
  • the subway multi-slope section tunnel fire test system includes a multi-slope section tunnel model, a smoke prevention and exhaust device, and a fire test subsystem.
  • a multi-slope section tunnel model for the metro is designed.
  • the multi-slope section tunnel model includes the tunnel body, several train models 105, and several liftable supports 106.
  • the tunnel body includes several tunnel sections (101, 102, 103, 104), and all the tunnel sections form a tunnel body in series.
  • the train model 105 is placed in the main body of the tunnel.
  • the size of the train model can be adjusted according to different vehicle types. Different models are selected according to the needs in the test.
  • the lifting bracket 106 is connected to the bottom of the tunnel body and supports the tunnel body.
  • Shown in FIG. 1 is the continuous uphill or downhill situation of a two-slope subway tunnel, that is, the tunnel body includes a first horizontal tunnel section 101, a first inclined tunnel section 102, a second inclined tunnel section 103, and a second Horizontal tunnel section 104.
  • the first horizontal tunnel section 101, the first inclined tunnel section 102, the second inclined tunnel section 103, and the second horizontal tunnel section 104 constitute a tunnel body in series.
  • the tilt angle of each tunnel section can be achieved by adjusting the height of the adjustable bracket 106 at the lower part of the tunnel body.
  • the inclination angle of the first inclined tunnel section 102 in FIG. 1 is ⁇ , ⁇ > 0.
  • the inclination angle is ⁇ , ⁇ > 0.
  • Smoke exhaust device comprising a plurality of air shafts (107, 108) provided on the top of the tunnel body, two air shafts are exemplarily shown in FIG. 1, and the first air shaft located in the first horizontal tunnel section 101 107 and the second air shaft 108 located in the second horizontal tunnel section 102.
  • the piston air shaft is usually selected in the subway tunnel.
  • the piston air shaft is set in the horizontal section at both ends of the section tunnel. It simulates that the piston air shaft is generally arranged in the actual project. The situation near the station. During the test, the number of wind wells can be arbitrarily set according to the needs of the test.
  • a reversible axial flow fan is installed in the air shaft, which can perform smoke exhaust or air supply in the tunnel.
  • Each axial flow fan is equipped with a frequency conversion controller, which can realize real-time adjustment of the ventilation air volume and / or ventilation wind direction in the tunnel.
  • Fire test subsystem (not shown in Figure 1), including the fire source generator and the main controller, and at least the temperature sensor, airflow sensor, smoke concentration sensor and visibility sensor set in the tunnel in the multi-slope section tunnel model
  • the main controller is connected to a fire source generator, a temperature sensor, an airflow sensor, a smoke concentration sensor, a visibility sensor, a smoke exhaust device, and a multi-slope tunnel model.
  • the fire source generator can be placed in a multi-slope section tunnel or any position of the reentrant tunnel on both sides to simulate different fire scenarios.
  • FIG. 2 is a schematic structural diagram of a subway multi-slope section tunnel fire test system according to another embodiment of the present invention.
  • FIG. 2 shows a case where the subway two-slope section tunnel first goes up and then down, that is,
  • the tunnel body includes a first horizontal tunnel section 101, a first inclined tunnel section 102, a second inclined tunnel section 103, and a second horizontal tunnel section 104.
  • the first horizontal tunnel section 101, the first inclined tunnel section 102, the second inclined tunnel section 103, and the second horizontal tunnel section 104 constitute a tunnel body in series.
  • the tilt angle of each tunnel section can be achieved by adjusting the height of the adjustable bracket 106 at the lower part of the tunnel body.
  • the inclination angle is ⁇ , ⁇ ⁇ 0.
  • FIG. 3 is a schematic structural diagram of a subway multi-slope section tunnel fire test system according to still another embodiment of the present invention.
  • FIG. 3 shows a case where the subway two-slope section tunnel first goes down and then goes up, that is,
  • the tunnel body includes a first horizontal tunnel section 101, a first inclined tunnel section 102, a second inclined tunnel section 103, and a second horizontal tunnel section 104.
  • the first horizontal tunnel section 101, the first inclined tunnel section 102, the second inclined tunnel section 103, and the second horizontal tunnel section 104 constitute a tunnel body in series.
  • the tilt angle of each tunnel section can be achieved by adjusting the height of the adjustable bracket 106 at the lower part of the tunnel body.
  • FIG. 1 shows two air shafts by way of example.
  • Piston air shafts are usually selected in subway tunnels.
  • Piston air shafts are set in horizontal sections at both ends of the section tunnel. It simulates the situation where piston air shafts are generally arranged near stations in actual projects.
  • FIG. 4 is a schematic diagram of an optimized layout of wind shafts in a subway multi-slope section tunnel fire test system according to an embodiment of the present invention. As shown in FIG.
  • the number of air shafts can be increased in a longer subway section tunnel, except that In addition to the first air shaft 107 in the horizontal tunnel section 101 and the second air shaft 108 in the second horizontal tunnel section 102, a third air shaft 109 is provided in the first inclined tunnel section 102, and in the first inclined A fourth air shaft 110 is provided at the junction of the tunnel section 102 and the second inclined tunnel section 103, and a fifth air shaft 111 is provided in the second inclined tunnel section 103.
  • FIG. 5 is a schematic diagram of a sensor arrangement structure in a subway multi-slope section tunnel fire test system according to an embodiment of the present invention.
  • the sensor test parameters include temperature, airflow, smoke concentration, and visibility.
  • the temperature sensor measurement unit includes a series of armored thermocouples installed in the middle of the tunnel at uniform longitudinal intervals. Since the height of each thermocouple is evenly distributed in the vertical direction, it can measure the temperature of the hot flue gas layer and the lower air layer of the tunnel at the same time. Real-time temperature changes to measure the temperature field during the diffusion of smoke from a fire in a subway tunnel with multiple slopes.
  • the airflow sensor measurement unit includes a series of airflow measurement probes installed in the middle of the section tunnel at uniform longitudinal intervals.
  • Each airflow measurement probe can measure the upper hot flue gas diffusion speed and the lower air layer make-up wind speed, as well as the airflow direction.
  • the smoke concentration sensor measurement unit includes a series of smoke measurement probes installed in the middle of the section tunnel at uniform longitudinal intervals to measure the changes in smoke concentration at different longitudinal positions and heights.
  • the test fire source generator mainly uses an oil pool fire, using methanol, ethanol, gasoline, and diesel fuels with different smoke volumes. The location of the fire source is placed in the train model or the tunnel floor according to the experimental needs, and the balance is used to record the fuel quality in real time. To obtain the heat release rate during the combustion of the ignition source.
  • fire ventilation and smoke exhaust tests can be carried out in various fire scenarios in subway multi-slope section tunnels.
  • Adjust the adjustable bracket at the bottom of the tunnel main unit to achieve the combination of different slopes of multiple sections in the case of two consecutive slopes ascending or descending as shown in Figure 1, and select a certain heat release rate of the fire source generator. Tests were carried out in sequence for different combinations of ⁇ and ⁇ angles in order to obtain changes in smoke diffusion speed, temperature and concentration parameters during continuous uphill or downhill movements in multiple sections of a subway tunnel under the conditions of natural exhaust from a piston air shaft.
  • Adjust the lifting bracket at the bottom of the tunnel body device to achieve the combination of different slopes in multiple sections of the "uphill-downhill” structure shown in Figure 2, select a heat release rate from the fire source generator, and carry out several Experiments under different combinations of ⁇ and ⁇ angles, to obtain the smoke diffusion speed and temperature of different slope combinations of multiple inclined sections in the "uphill-downhill” structure of a subway tunnel tunnel under natural smoke exhaust conditions of a piston air shaft And changes in concentration parameters;
  • the two piston air shafts closest to the two ends of the fire train are used for exhausting and supplying air.
  • the smoke under the heat release rate and slope conditions can be completely controlled at The amount of wind in the downwind direction of the fire source, and the change of the characteristic parameters of the smoke in the downwind direction of the fire source in the arrangement of the piston wind well;
  • step (7) Increase the number of piston air shafts in use, and use several piston air shafts at both ends of the fire train to perform smoke exhaust and air supply operations.
  • the total air volume of smoke exhaust and air supply is respectively the same as that in step (6). Only two fans are turned on. The air volume for smoke exhaust and air supply are kept the same, and the change of the characteristic parameters of the flue gas in the direction of the fire from the piston air shaft in this linkage mode is obtained;
  • the slope of each tunnel section in the tunnel body is adjustable.
  • each tunnel section in the tunnel body can be adjusted by adjusting the height of the adjustable bracket according to the test needs, in order to obtain the smoke in the tunnel under different conditions of different slope parameters in different tunnel sections of the tunnel with multiple slopes. Flow characteristics parameters and control effects, and finally obtain the ventilation system opening mode and operating parameters with better fire smoke control effect, providing a technical reference for the design and calculation of smoke prevention and exhaust of such projects.
  • the ventilation air volume and / or ventilation wind direction of each air shaft provided on the top of the tunnel body is adjustable.
  • the ventilation air volume and / or ventilation wind direction of each air shaft provided on the top of the tunnel body can be adjusted according to test needs, in order to obtain different ventilation air volume and / or ventilation wind direction parameters of different air shafts in different tunnels. Flow characteristics parameters and control effects, and finally obtain the ventilation system opening mode and operating parameters with better fire smoke control effect, providing a technical reference for the design and calculation of smoke prevention and exhaust of such projects.
  • the ignition source generator is disposed on the bottom surface in the tunnel body or in the train model.
  • the fire source generator can be set on the bottom surface of the tunnel body or in a train model in order to obtain the flow characteristics and control effects of smoke in the tunnel under different parameters of the fire source position parameters, and finally obtain the fire smoke
  • the ventilation system opening mode and operating parameters with good air control effect provide technical reference for the design and calculation of smoke prevention and exhaust of such projects.
  • the ignition source generator may be moved within the tunnel body, or may be moved together with the train model.
  • the fire source generator can be moved in the tunnel body or with the train model in order to obtain the flow characteristics and control effects of the smoke in the tunnel under different fire position parameters, and finally the fire smoke control effect is relatively
  • a good ventilation system opening mode and operating parameters provide a technical reference for the design and calculation of smoke prevention and exhaust of such projects.
  • the sizes of different train models are adjustable.
  • train models have different sizes, and can be adjusted according to test needs in order to obtain the flow characteristics and control effects of smoke in the tunnel under different train model parameters, and finally obtain a ventilation system with better fire smoke control effect.
  • the opening mode and operating parameters provide a technical reference for the design and calculation of smoke prevention and exhaust of such projects.
  • the power of the ignition source generator is adjustable, and the power includes a burning area and / or a smoke amount.
  • the power of the fire source generator can be adjusted according to test needs, and the power includes the burning area and / or the amount of smoke in order to obtain the flow characteristics and control effects of the smoke in the tunnel under different fire size parameters, and Finally, the opening mode and operating parameters of the ventilation system with better fire smoke control effect are obtained, which provides a technical reference for the smoke prevention and exhaust design calculation of such projects.
  • the fuel of the ignition source generator includes any one of methanol, ethanol, gasoline, and diesel.
  • the power of the fire source generator can be adjusted according to the test needs.
  • the power includes the burning area and / or the amount of smoke.
  • the fuel includes methanol, ethanol, gasoline, and diesel.
  • smoke design calculations provide a technical reference.
  • the temperature sensor is configured to detect a temperature in the tunnel
  • the airflow sensor is used to detect the airflow direction and / or airflow rate in the tunnel;
  • the smoke concentration sensor is used to detect and detect the smoke concentration in the tunnel
  • the visibility sensor is used to detect the visibility in the tunnel.
  • the temperature sensor is used to detect the temperature in the tunnel;
  • the airflow sensor is used to detect the airflow direction and / or airflow rate in the tunnel;
  • the smoke concentration sensor is used to detect and detect the smoke concentration in the tunnel;
  • the visibility sensor Used to detect visibility in the tunnel.
  • the main controller is configured to control the position and / or power of the ignition source generator
  • the main controller is respectively connected with a fire source generator, a temperature sensor, an air flow sensor, a smoke concentration sensor, a visibility sensor, a smoke exhaust device and a multi-slope section tunnel model. Used to control the position and / or power of the fire source generator; used to control the slope of different tunnel sections in the main body of the tunnel with multiple slopes; used to control the ventilation air volume and / or ventilation direction of each air shaft; Obtain the data collected by the temperature sensor, air flow sensor, smoke concentration sensor, and visibility sensor as test data, and based on the test data, determine the control parameters of the smoke prevention device with the best smoke exhaust effect in different fire scenarios. Provides technical reference for calculation of engineering smoke prevention and exhaust design.
  • FIG. 6 is a schematic diagram of a fire test method for a subway in a multi-slope section tunnel according to an embodiment of the present invention.
  • an embodiment of the present invention provides a fire test method for a subway in a multi-slope section tunnel.
  • the execution subject of the method is the above embodiment.
  • the fire test system in this method includes:
  • Step S601 Set multiple test parameters according to the single variable principle.
  • the test parameters include at least the position of the ignition source generator, the power of the ignition source generator, the slope of each tunnel section, the ventilation air volume of each wind well, and Any one of the ventilation wind directions of each wind well;
  • Step S602 Acquire data collected by each sensor under each set of test parameters as test data
  • Step S603 According to the test data, determine a control parameter of the smoke exhaust device having the best smoke exhaust effect in different fire scenarios.
  • An embodiment of the present invention provides a subway multi-slope section tunnel fire test method.
  • the execution subject is the fire test system in the above embodiment.
  • the specific steps of the method are the same as the test steps performed by the fire test system in the above embodiment. I won't repeat them here.
  • the method for testing a multi-slope subway tunnel fire provided by the embodiment of the present invention is to design several tunnel sections with adjustable slopes, set different test parameters such as different slopes of different tunnel sections, and obtain test data collected by sensors, effectively The effect of smoke control in a multi-slope subway tunnel fire scenario is verified.
  • FIG. 7 is a schematic structural diagram of an electronic device for a subway multi-slope section tunnel fire test according to an embodiment of the present invention. As shown in FIG. 7, the device includes: a processor 701, a memory 702, and a bus 703;
  • the processor 701 and the memory 702 complete communication with each other through the bus 703;
  • the processor 701 is configured to call program instructions in the memory 702 to execute the methods provided by the foregoing method embodiments, for example, including:
  • test parameters include at least the position of the ignition source generator, the power of the ignition source generator, the slope of each tunnel section, the ventilation air volume of each wind well, and each wind speed. Any of the ventilation wind directions of the well;
  • the control parameters of the smoke exhaust device with the best smoke exhaust effect in different fire scenarios are determined.
  • An embodiment of the present invention discloses a computer program product.
  • the computer program product includes a computer program stored on a non-transitory computer-readable storage medium.
  • the computer program includes program instructions. When the program instructions are executed by a computer, The computer can execute the methods provided by the foregoing method embodiments, for example, including:
  • test parameters include at least the position of the ignition source generator, the power of the ignition source generator, the slope of each tunnel section, the ventilation air volume of each wind well, and each wind speed. Any of the ventilation wind directions of the well;
  • the control parameters of the smoke exhaust device with the best smoke exhaust effect in different fire scenarios are determined.
  • An embodiment of the present invention provides a non-transitory computer-readable storage medium, where the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions cause the computer to execute the methods provided by the foregoing method embodiments, for example, include:
  • test parameters include at least the position of the ignition source generator, the power of the ignition source generator, the slope of each tunnel section, the ventilation air volume of each wind well, and each wind speed. Any of the ventilation wind directions of the well;
  • the control parameters of the smoke exhaust device with the best smoke exhaust effect in different fire scenarios are determined.
  • the foregoing program may be stored in a computer-readable storage medium.
  • the program is executed, the program is executed.
  • the method includes the steps of the foregoing method embodiment.
  • the foregoing storage medium includes: a ROM, a RAM, a magnetic disk, or an optical disk, and other media that can store program codes.
  • the embodiments can be implemented by means of software plus a necessary universal hardware platform, and of course, they can also be implemented by hardware.
  • the above-mentioned technical solution essentially or part that contributes to the existing technology can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic A disc, an optical disc, and the like include instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in various embodiments or certain parts of the embodiments.

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Abstract

一种地铁多坡度区间隧道火灾试验系统及方法，系统包括多坡度区间隧道模型、防排烟装置及火灾测试子系统；多坡度区间隧道模型包括隧道主体、若干个列车模型（105）和若干个可升降支架（106），隧道主体包括若干个隧道区段（101,102,103,104），列车模型（105）放置于隧道主体内，可升降支架（106）连接隧道主体的底部，支撑隧道主体；防排烟装置用于排出隧道内的烟气；火灾测试子系统用于控制试验参数，并获取试验结果数据，得到最佳的排烟控制参数。

Description

地铁多坡度区间隧道火灾试验系统及方法
交叉引用
本申请引用于2018年06月28日提交的专利名称为“地铁多坡度区间隧道火灾试验系统及方法”的第2018106881608号中国专利申请，其通过引用被全部并入本申请。
技术领域
本发明涉及火灾试验技术领域，尤其涉及一种地铁多坡度区间隧道火灾试验系统及方法。
背景技术
地铁作为方便人出行的重要的公共交通工具，其具有方便、舒适、运力大等优点，使得近些年来越来越多的大城市大力发展地铁。由于乘坐地铁的乘客人员密集，地铁列车内一旦发生火灾，后果将不堪设想，因此，科学的设计地铁火灾试验系统，对火灾现场进行模拟，进而得出最好的火灾控制策略，显得尤为重要。
现有技术中，地铁区间隧道普遍采用“一送一排”的纵向通风方式进行日常运营的空气调节和火灾场景下的烟气控制；地铁区间隧道的排烟方式主要采用是在区间隧道两端的车站设置风井，或者在较长区间隧道的中部增加风井。针对地铁隧道火灾的研究主要集中于水平、倾斜和阻塞条件下的烟气扩散规律和烟气控制模型，烟气扩散规律主要包括扩散速度、温度分布等，烟气控制模型主要包括将烟气控制在火源下风向的临界风速预测模型；上述研究成果普遍应用于地铁隧道工程防排烟设计计算，为水平和单一坡度地铁隧道的可行性研究、设计及运营阶段的火灾安全保障提供了技术参考。
但是，现有技术中的地铁隧道火灾试验系统主要针对单一坡度的隧道或者水平隧道，而实际应用中，不同城市或同一城市不同线路的区间隧道的坡度均有所不同，有的同一区间隧道的坡度也有多种，火灾烟气控制效果未得到充分的试验验证，地铁多坡度区间隧道火灾场景下的烟气控制效 果不佳。
发明内容
本发明的目的是提供一种地铁多坡度区间隧道火灾试验系统及方法，解决了现有技术中的地铁隧道火灾试验系统无法验证地铁多坡度区间隧道火灾场景下的烟气控制效果的技术问题。
为了解决上述技术问题，一方面，本发明提供一种地铁多坡度区间隧道火灾试验系统，包括：多坡度区间隧道模型、防排烟装置及火灾测试子系统；
所述多坡度区间隧道模型，包括隧道主体、若干个列车模型和若干个可升降支架，所述隧道主体包括若干个隧道区段，所述列车模型放置于所述隧道主体内，所述可升降支架连接所述隧道主体的底部，支撑所述隧道主体；
所述防排烟装置，包括设置在所述隧道主体顶部的若干个风井；
所述火灾测试子系统，包括火源发生器和主控制器，还至少包括设置在所述隧道主体内的温度传感器、气流传感器、烟气浓度传感器和能见度传感器中的任一种，所述主控制器分别与所述火源发生器、所述温度传感器、所述气流传感器、所述烟气浓度传感器、所述能见度传感器、所述防排烟装置和所述多坡度区间隧道模型相连接。
另一方面，本发明提供一种地铁多坡度区间隧道火灾试验方法，包括：
按照单一变量原则分别设置多组试验参数，所述试验参数至少包括火源发生器的位置、火源发生器的功率、每一隧道区段的坡度、每一风井的通风风量和每一风井的通风风向中的任一种；
获取每一组试验参数下，每一传感器采集到的数据，作为试验数据；
根据所述试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置的控制参数。
本发明提供的地铁多坡度区间隧道火灾试验系统及方法，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
附图说明
图1为依照本发明实施例的地铁多坡度区间隧道火灾试验系统结构示意图；
图2为依照本发明另一实施例的地铁多坡度区间隧道火灾试验系统结构示意图；
图3为依照本发明再一实施例的地铁多坡度区间隧道火灾试验系统结构示意图；
图4为依照本发明实施例的地铁多坡度区间隧道火灾试验系统中风井优化布置结构示意图；
图5为依照本发明实施例的地铁多坡度区间隧道火灾试验系统中传感器布置结构示意图；
图6为依照本发明实施例的地铁多坡度区间隧道火灾试验方法示意图；
图7为本发明实施例提供的用于地铁多坡度区间隧道火灾试验的电子设备的结构示意图。
具体实施方式
为了使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
图1为依照本发明实施例的地铁多坡度区间隧道火灾试验系统结构示意图，如图1所示，本发明实施例提供一种地铁多坡度区间隧道火灾试验系统，包括：多坡度区间隧道模型、防排烟装置及火灾测试子系统；
所述多坡度区间隧道模型，包括隧道主体、若干个列车模型和若干个可升降支架，所述隧道主体包括若干个隧道区段，所述列车模型放置于所述隧道主体内，所述可升降支架连接所述隧道主体的底部，支撑所述隧道主体；
所述防排烟装置，包括设置在所述隧道主体顶部的若干个风井；
所述火灾测试子系统，包括火源发生器和主控制器，还至少包括设置在所述隧道主体内的温度传感器、气流传感器、烟气浓度传感器和能见度传感器中的任一种，所述主控制器分别与所述火源发生器、所述温度传感器、所述气流传感器、所述烟气浓度传感器、所述能见度传感器、所述防排烟装置和所述多坡度区间隧道模型相连接。
具体的，如图1所示，地铁多坡度区间隧道火灾试验系统，包括：多坡度区间隧道模型、防排烟装置及火灾测试子系统。通过对部分城市地铁区间隧道建筑结构和尺寸的调研，设计地铁多坡度区间隧道模型，多坡度区间隧道模型包括隧道主体、若干个列车模型105和若干个可升降支架106。隧道主体包括若干个隧道区段(101,102,103,104)，所有的隧道区段串联构成隧道主体。列车模型105放置于隧道主体内，列车模型的尺寸可根据不同车辆型式进行调整，试验中根据需要选择不同的车型。可升降支架106连接隧道主体的底部，支撑隧道主体。
图1中展示的为地铁两坡度区间隧道连续上坡或下坡情况，即，隧道主体包括第一水平隧道区段101、第一倾斜隧道区段102、第二倾斜隧道区段103和第二水平隧道区段104。第一水平隧道区段101、第一倾斜隧道区段102、第二倾斜隧道区段103和第二水平隧道区段104串联构成隧道主体。通过调节隧道主体下部的可升降支架106的高度可实现每一隧道区段的倾斜角度，图1中第一倾斜隧道区段102的倾角为α，α>0，第二倾斜隧道区段103的倾角为β，β>0，列车由第一水平隧道区段101向第二水平隧道区段104运动时，需要先后上两个坡度不同的隧道第一倾斜隧道区段102和第二倾斜隧道区段103。
防排烟装置，包括设置在所述隧道主体顶部的若干个风井(107,108)，图1中实例性地给出了两个风井，位于第一水平隧道区段101内的第一风井107和位于第二水平隧道区段102内的第二风井108，地铁隧道中通常选择活塞风井，活塞风井设置在区间隧道两端的水平区段，模拟实际工程中活塞风井普遍布置在车站附近的情况。试验过程中风井的数量可根据试验需要设置任意多个。风井内安装有可逆转轴流风机，可对隧道内进行排烟或送风动作，每个轴流风机安装有变频控制器，可实现对区间隧道内通风风量和/或通风风向的实时调节。
火灾测试子系统(图1中未示出)，包括火源发生器和主控制器，还至少包括设置在多坡度区间隧道模型中隧道内的温度传感器、气流传感器、烟气浓度传感器和能见度传感器中的任一种，主控制器分别与火源发生器、温度传感器、气流传感器、烟气浓度传感器、能见度传感器、防排烟装置和多坡度区间隧道模型相连接。火源发生器可放置在多坡度区间隧道或两侧折返隧道的任意位置，以模拟不同的火灾场景。
图2为依照本发明另一实施例的地铁多坡度区间隧道火灾试验系统结构示意图，如图2所示，图2中展示的为地铁两坡度区间隧道先上坡后下坡的情况，即，隧道主体包括第一水平隧道区段101、第一倾斜隧道区段102、第二倾斜隧道区段103和第二水平隧道区段104。第一水平隧道区段101、第一倾斜隧道区段102、第二倾斜隧道区段103和第二水平隧道区段104串联构成隧道主体。通过调节隧道主体下部的可升降支架106的高度可实现每一隧道区段的倾斜角度，图2中第一倾斜隧道区段102的倾角为α，α>0，第二倾斜隧道区段103的倾角为β，β<0，列车由第一水平隧道区段101向第二水平隧道区段104运动时，经过第一倾斜隧道区段102为上坡，经过第二倾斜隧道区段103为下坡。
图3为依照本发明再一实施例的地铁多坡度区间隧道火灾试验系统结构示意图，如图3所示，图3中展示的为地铁两坡度区间隧道先下坡后上坡的情况，即，隧道主体包括第一水平隧道区段101、第一倾斜隧道区段102、第二倾斜隧道区段103和第二水平隧道区段104。第一水平隧道区段101、第一倾斜隧道区段102、第二倾斜隧道区段103和第二水平隧道区段104串联构成隧道主体。通过调节隧道主体下部的可升降支架106的高度可实现每一隧道区段的倾斜角度，图3中第一倾斜隧道区段102的倾角为α，α<0，第二倾斜隧道区段103的倾角为β，β>0，列车由第一水平隧道区段101向第二水平隧道区段104运动时，经过第一倾斜隧道区段102为下坡，经过第二倾斜隧道区段103为上坡。
图1中实例性地给出了两个风井，地铁隧道中通常选择活塞风井，活塞风井设置在区间隧道两端的水平区段，模拟实际工程中活塞风井普遍布置在车站附近的情况。图4为依照本发明实施例的地铁多坡度区间隧道火灾试验系统中风井优化布置结构示意图，如图4所示，在长度较长的地铁 区间隧道中可以增加风井的数量，除了位于第一水平隧道区段101内的第一风井107和位于第二水平隧道区段102内的第二风井108以外，在第一倾斜隧道区段102内设置第三风井109，在第一倾斜隧道区段102和第二倾斜隧道区段103的连接处设置第四风井110，在第二倾斜隧道区段103内设置第五风井111。通过调整活塞风井在区间隧道的数量和间距，在试验过程中验证不同长度的分段通风及多个风井联动通风控制效果。
图5为依照本发明实施例的地铁多坡度区间隧道火灾试验系统中传感器布置结构示意图，如图5所示，传感器试验参数包括温度、气流、烟气浓度和能见度等。温度传感器测量单元包括一系列以均匀纵向间隔安装在区间隧道中部的铠装热电偶，由于每个热电偶高度沿竖向均匀分布，能够同时测量隧道上部空间的热烟气层温度和下部空气层的温度实时变化情况，以实现对地铁多坡度区间隧道火灾烟气扩散过程中的温度场进行测量。气流传感器测量单元包括一系列以均匀纵向间隔安装在区间隧道中部的气流测量探头，每束气流测量探头能够同时测量上部热烟气扩散速度和下部空气层补风风速，以及气流方向。烟气浓度传感器测量单元包括一系列以均匀纵向间隔安装在区间隧道中部的烟气测量探头，用以测定不同纵向位置及不同高度处的烟气浓度变化情况。试验火源发生器主要采用油池火，采用甲醇、乙醇、汽油和柴油等发烟量不同的燃料，火源位置根据实验需要放置在列车模型内或隧道地面处，同时采用天平实时记录燃料质量，以获取火源燃烧过程中的热释放速率。
基于该地铁多坡度区间隧道火灾试验系统，可开展地铁多坡度区间隧道中多种火灾场景的火灾通风排烟试验。
下面通过具体的试验方法详细说明本系统的功能：
1、自然通风条件下烟气扩散特征研究的试验方法
(1)将活塞风井内的轴流风机处于关闭状态；
(2)调整隧道主体装置底部的可升降支架，使装置各部分隧道区段均处于水平状态；按照试验系统中火灾测试子系统的设计分别安装固定温度、气流和烟气浓度传感器测量探头；
(3)采用甲醇、乙醇、汽油和柴油等发烟量不同的燃料，将燃烧油盘放置于列车模型中部；
(4)确认温度、气流、烟气浓度和热辐射数据采集无误后点燃燃料；(5)依次开展若干组不同火源功率的试验，获取活塞风井自然排烟条件下地铁水平区间隧道烟气扩散速度、温度和浓度参数变化情况；
(6)调整隧道主体装置底部的可升降支架，使试验装置整体处于同一坡度的倾斜状态，选取某一火源发生器热释放速率，依次开展若干组不同单一坡度的试验，获取活塞风井自然排烟条件下地铁区间隧道存在单一坡度时的烟气扩散速度、温度和浓度参数变化情况；
(7)调整隧道主体装置底部的可升降支架，实现图1所示的连续两种坡度上坡或下坡情况下多个区段不同坡度的组合，选取火源发生器某一热释放速率，依次开展若干组不同的α和β角度组合条件下的试验，获取活塞风井自然排烟条件下地铁区间隧道多个区段连续上坡或下坡时的烟气扩散速度、温度和浓度参数变化情况；
(8)调整隧道主体装置底部的可升降支架，实现图2所示的“上坡-下坡”结构多个区段不同坡度的组合，选取火源发生器某一热释放速率，依次开展若干组不同的α和β角度组合条件下的试验，获取活塞风井自然排烟条件下地铁区间隧道“上坡-下坡”结构中多个倾斜区段不同坡度组合时的烟气扩散速度、温度和浓度参数变化情况；
(9)调整隧道主体装置底部的可升降支架，实现图3所示的“下坡-上坡”结构多个区段不同坡度的组合，选取火源发生器某一热释放速率，依次开展若干组不同的α和β角度组合条件下的试验，获取活塞风井自然排烟条件下地铁区间隧道“下坡-上坡”结构中多个倾斜区段不同坡度组合时的烟气扩散速度、温度和浓度参数变化情况；
(10)通过比较获取到的步骤(5)～(9)中的试验数据结果，分析地铁多坡度区间隧道与水平和单一坡度区间隧道火灾烟气扩散特征的差异性，并建立地铁多坡度区间隧道列车火灾烟气扩散特征参数的预测模型。
2、活塞风井机械排烟条件下的试验方法
(1)按照试验系统中火灾测试子系统的设计分别安装固定温度、气流、烟气浓度和热辐射传感器测量探头；
(2)采用甲醇、乙醇、汽油和柴油等发烟量不同的燃料，选取某一 热释放速率，将燃烧油盘放置于列车模型中部；
(3)按照图1所示的连续上坡或下坡结构，选取某一α和β角度的组合，调整隧道主体装置底部的可升降支架实现该多坡度条件；
(4)确认温度、气流和烟气浓度数据采集无误后点燃燃料；
(5)起火1分钟时，以一定的风量开启活塞风井内的轴流风机，一端采用送风，另一端采用排烟动作；
(6)通过对隧道内温度、气流和烟气浓度的测量结果分析，确定该通风风量条件下火源上风向的烟气逆流长度；
(7)对两端活塞风井设置一系列通风风量，保持步骤(2)和(3)中的火源功率和坡度组合不变，获取该条件下烟气在上风向的逆流长度随活塞风井通风风量的变化规律；
(8)选取若干个火源功率，保持步骤(3)中的坡度组合不变，重复步骤(4)～(7)，获取活塞风井控制不同功率列车火灾逆流长度的经验模型；
(9)保持图1中上坡或下坡的结构不变，设置若干个α和β角度的组合，针对每个组合，重复步骤(2)～(8)，获取地铁多坡度区间隧道连续上坡或下坡条件下活塞风井工作风量对烟气逆流长度的控制模型；
(10)调整隧道主体装置底部的可升降支架为图2所示的“上坡-下坡”多坡度结构，按照步骤(2)～(9)中的试验方法，获取地铁区间隧道“上坡-下坡”结构中多个倾斜区段不同坡度组合条件下活塞风井工作风量对烟气逆流长度的控制模型；
(11)将试验装置调整为图3所示的“下坡-上坡”多坡度结构，按照步骤(2)～(9)中的试验方法，获取地铁区间隧道“下坡-上坡”结构中多个倾斜区段不同坡度组合条件下活塞风井工作风量对烟气逆流长度的控制模型；
(12)综合步骤(9)～(11)所构建的经验模型，提出地铁多坡度区间隧道活塞风井通风条件下的烟气控制模型。
3、活塞风井优化布局及风机联动开启模式的试验方法
(1)按照试验系统中火灾测试子系统的设计分别安装固定温度、气流、烟气浓度和热辐射传感器测量探头；
(2)采用甲醇、乙醇、汽油和柴油等发烟量不同的燃料，选取某一热释放速率，将燃烧油盘放置于列车模型中部；
(3)按照图1所示的连续上坡或下坡结构，选取某一α和β角度的组合，调整试验装置下部可升降支架实现该多坡度条件；
(4)按照图4中活塞风井布置方法，在试验模型上部设置若干个活塞风井及相应的轴流风机；
(5)确认温度、气流和烟气浓度数据采集无误后点燃燃料；
(6)采用距起火列车两端最近的两个活塞风井进行排烟和送风动作，参考自然通风条件下的试验结果，采用能够将该热释放速率和坡度条件下的烟气完全控制在火源下风向的风量，获取该活塞风井布置方式火源下风向烟气特征参数变化情况；
(7)增加投入使用的活塞风井数量，采用起火列车两端的若干个活塞风井进行排烟和送风动作，排烟和送风的总风量分别与步骤(6)中仅开启两台风机进行排烟和送风的风量保持一致，获取活塞风井在该联动模式下火源下风向烟气特征参数变化情况；
(8)改变活塞风井在区间隧道内的分布数量，重复步骤(5)～(7)，获取该坡度组合和热释放速率条件下，活塞风井对火源上风向和下风向烟气均具有较好控制效果的联动模式；
(9)保持图1中上坡或下坡的结构不变，设置若干个α和β角度的组合，针对每个组合，重复步骤(3)～(8)，获取地铁多坡度区间隧道连续上坡或下坡条件下烟气控制效果较好的活塞风井优化布置和联动工作模式；
(10)将试验装置调整为图2所示的“上坡-下坡”多坡度结构，按照步骤(2)～(9)中的试验方法，获取地铁区间隧道“上坡-下坡”结构中多个倾斜区段不同坡度组合条件下烟气控制效果较好的活塞风井优化布置和联动工作模式；
(11)将试验装置调整为图3所示的“下坡-上坡”多坡度结构，按照步骤(2)～(9)中的试验方法，获取地铁区间隧道“下坡-上坡”结构中多个倾斜区段不同坡度组合条件下烟气控制效果较好的活塞风井优化布置和联动工作模式；
(12)综合步骤(9)～(11)所构建的经验模型，提出地铁多坡度区间隧道针对火灾防排烟设计的活塞风井优化布置和联动工作模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在上述实施例的基础上，进一步地，所述隧道主体中的每一隧道区段的坡度均是可调节的。
具体的，隧道主体中的每一隧道区段的坡度可根据试验需要，通过调节可升降支架的高度进行调节，以便获取多坡度区间隧道的不同隧道区段不同坡度参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，设置在所述隧道主体顶部的每一风井的通风风量和/或通风风向均是可调节的。
具体的，设置在隧道主体顶部的每一风井的通风风量和/或通风风向可根据试验需要进行调节，以便获取不同风井的不同通风风量和/或通风风向参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，所述火源发生器设置在所述隧 道主体内的底面上，或设置在所述列车模型内。
具体的，火源发生器可以设置在隧道主体内的底面上，或设置在列车模型内，以便获取不同火源位置参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，所述火源发生器可在所述隧道主体内移动，或者随所述列车模型一起移动。
具体的，火源发生器可在隧道主体内移动，或者随列车模型一起移动，以便获取不同火灾位置参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，不同列车模型的尺寸是可调节的。
具体的，不同列车模型的尺寸不同，可根据试验需要进行调整，以便获取不同列车车型参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，所述火源发生器的功率是可调 节的，所述功率包括燃烧面积和/或发烟量。
具体的，火源发生器的功率可根据试验需要进行调节，所述功率包括燃烧面积和/或发烟量，以便获取不同火灾大小参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，所述火源发生器的燃料包括甲醇、乙醇、汽油和柴油中的任一种。
具体的，火源发生器的功率可根据试验需要进行调节，所述功率包括燃烧面积和/或发烟量，通过改变火源发生器的燃料，所述燃料包括甲醇、乙醇、汽油和柴油中的任一种，以便获取不同火灾大小参数条件下隧道内烟气的流动特性参数及控制效果，并最终得到火灾烟气控制效果较好的通风系统开启模式及运行参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，所述温度传感器，用于检测隧道内的温度；
所述气流传感器，用于检测隧道内的气流方向和/或气流速率；
所述烟气浓度传感器，用于检测检测隧道内的烟气浓度；
所述能见度传感器，用于检测隧道内的能见度。
具体的，温度传感器，用于检测隧道内的温度；气流传感器，用于检测隧道内的气流方向和/或气流速率；烟气浓度传感器，用于检测检测隧道内的烟气浓度；能见度传感器，用于检测隧道内的能见度。通过设置多个传感器，获取在不同试验参数条件下隧道内烟气的流动特性参数及控制效果等试验数据结果。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
在以上各实施例的基础上，进一步地，所述主控制器，用于控制所述火源发生器的位置和/或功率；
用于控制所述隧道主体中每一隧道区段的坡度；
用于控制设置在所述隧道主体顶部的每一风井的通风风量和/或通风风向；
用于获取每一传感器采集到的数据。
具体的，主控制器分别与火源发生器、温度传感器、气流传感器、烟气浓度传感器、能见度传感器、防排烟装置和多坡度区间隧道模型相连接。用于控制所述火源发生器的位置和/或功率；用于控制多坡度区间隧道主体中不同隧道区段的坡度；用于控制每一风井的通风风量和/或通风风向；用于获取温度传感器、气流传感器、烟气浓度传感器、能见度传感器采集到的数据，作为试验数据，并根据试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置的控制参数，为此类工程防排烟设计计算提供技术参考。
本发明实施例提供的地铁多坡度区间隧道火灾试验系统，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
图6为依照本发明实施例的地铁多坡度区间隧道火灾试验方法示意图，如图6所示，本发明实施例提供一种地铁多坡度区间隧道火灾试验方法，该方法的执行主体为上述实施例中的火灾试验系统，该方法具体包括：
步骤S601、按照单一变量原则分别设置多组试验参数，所述试验参数至少包括火源发生器的位置、火源发生器的功率、每一隧道区段的坡度、每一风井的通风风量和每一风井的通风风向中的任一种；
步骤S602、获取每一组试验参数下，每一传感器采集到的数据，作为试验数据；
步骤S603、根据所述试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置的控制参数。
本发明实施例提供一种地铁多坡度区间隧道火灾试验方法，其执行主体为上述实施例中的火灾试验系统，该方法的具体步骤与通过上述实施例中的火灾试验系统进行试验的步骤相同，此处不再赘述。
本发明实施例提供的地铁多坡度区间隧道火灾试验方法，通过设计若干个坡度可调节的隧道区段，设置不同隧道区段的不同坡度等试验参数，并获取传感器采集到的试验数据，有效地验证了地铁多坡度区间隧道火灾场景下的烟气控制效果。
图7为本发明实施例提供的用于地铁多坡度区间隧道火灾试验的电子设备的结构示意图，如图7所示，所述设备包括：处理器701、存储器702和总线703；
其中，处理器701和存储器702通过所述总线703完成相互间的通信；
处理器701用于调用存储器702中的程序指令，以执行上述各方法实施例所提供的方法，例如包括：
按照单一变量原则分别设置多组试验参数，所述试验参数至少包括火源发生器的位置、火源发生器的功率、每一隧道区段的坡度、每一风井的通风风量和每一风井的通风风向中的任一种；
获取每一组试验参数下，每一传感器采集到的数据，作为试验数据；
根据所述试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置控制参数。
本发明实施例公开一种计算机程序产品，所述计算机程序产品包括存储在非暂态计算机可读存储介质上的计算机程序，所述计算机程序包括程序指令，当所述程序指令被计算机执行时，计算机能够执行上述各方法实施例所提供的方法，例如包括：
按照单一变量原则分别设置多组试验参数，所述试验参数至少包括火源发生器的位置、火源发生器的功率、每一隧道区段的坡度、每一风井的通风风量和每一风井的通风风向中的任一种；
获取每一组试验参数下，每一传感器采集到的数据，作为试验数据；
根据所述试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置 的控制参数。
本发明实施例提供一种非暂态计算机可读存储介质，所述非暂态计算机可读存储介质存储计算机指令，所述计算机指令使所述计算机执行上述各方法实施例所提供的方法，例如包括：
按照单一变量原则分别设置多组试验参数，所述试验参数至少包括火源发生器的位置、火源发生器的功率、每一隧道区段的坡度、每一风井的通风风量和每一风井的通风风向中的任一种；
获取每一组试验参数下，每一传感器采集到的数据，作为试验数据；
根据所述试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置的控制参数。
本领域普通技术人员可以理解：实现上述方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成，前述的程序可以存储于一计算机可读取存储介质中，该程序在执行时，执行包括上述方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
以上所描述的装置及设备等实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到各实施方式可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件。基于这样的理解，上述技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品可以存储在计算机可读存储介质中，如ROM/RAM、磁碟、光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行各个实施例或者实施例的某些部分所述的方法。
最后应说明的是：以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通 技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的精神和范围。

Claims (10)

  1. 一种地铁多坡度区间隧道火灾试验系统，其特征在于，包括：多坡度区间隧道模型、防排烟装置及火灾测试子系统；
    所述多坡度区间隧道模型，包括隧道主体、若干个列车模型和若干个可升降支架，所述隧道主体包括若干个隧道区段，所述列车模型放置于所述隧道主体内，所述可升降支架连接所述隧道主体的底部，支撑所述隧道主体；
    所述防排烟装置，包括设置在所述隧道主体顶部的若干个风井；
    所述火灾测试子系统，包括火源发生器和主控制器，还至少包括设置在所述隧道主体内的温度传感器、气流传感器、烟气浓度传感器和能见度传感器中的任一种，所述主控制器分别与所述火源发生器、所述温度传感器、所述气流传感器、所述烟气浓度传感器、所述能见度传感器、所述防排烟装置和所述多坡度区间隧道模型相连接。
  2. 根据权利要求1所述的系统，其特征在于，所述隧道主体中的每一隧道区段的坡度均是可调节的。
  3. 根据权利要求1所述的系统，其特征在于，设置在所述隧道主体顶部的每一风井的通风风量和/或通风风向均是可调节的。
  4. 根据权利要求1所述的系统，其特征在于，所述火源发生器设置在所述隧道主体内的底面上，或设置在所述列车模型内。
  5. 根据权利要求1所述的系统，其特征在于，所述火源发生器可在所述隧道主体内移动，或者随所述列车模型一起移动。
  6. 根据权利要求1所述的系统，其特征在于，不同列车模型的尺寸是是可调节的。
  7. 根据权利要求1所述的系统，其特征在于，所述火源发生器的功率是可调节的，所述功率包括燃烧面积和/或发烟量。
  8. 根据权利要求1所述的系统，其特征在于，所述温度传感器，用于检测隧道内的温度；
    所述气流传感器，用于检测隧道内的气流方向和/或气流速率；
    所述烟气浓度传感器，用于检测检测隧道内的烟气浓度；
    所述能见度传感器，用于检测隧道内的能见度。
  9. 根据权利要求1所述的系统，其特征在于，所述主控制器，用于控制所述火源发生器的位置和/或功率；
    用于控制所述隧道主体中每一隧道区段的坡度；
    用于控制设置在所述隧道主体顶部的每一风井的通风风量和/或通风风向；
    用于获取每一传感器采集到的数据。
  10. 一种地铁多坡度区间隧道火灾试验方法，其特征在于，包括：
    按照单一变量原则分别设置多组试验参数，所述试验参数至少包括火源发生器的位置、火源发生器的功率、每一隧道区段的坡度、每一风井的通风风量和每一风井的通风风向中的任一种；
    获取每一组试验参数下，每一传感器采集到的数据，作为试验数据；
    根据所述试验数据，确定不同火灾场景下排烟效果最佳的防排烟装置的控制参数。
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