车窗多模式破裂对城际列车火灾发展的影响
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摘要
综合考虑机械和温度控制两种车窗破裂模式,设置车厢中部和端部两组火灾工况,研究车窗破裂对CRH6型城际列车火灾发展规律的影响。火源功率设置为2 MW,车窗破裂温度阈值为600℃,机械控制开口时间设置为300 s。结果显示:机械开口对车厢中部火灾最大热释放速率的影响不大,但是会影响车窗破裂部位分布,从而影响车厢内温度场分布,双侧机械开口的对流冷却作用会降低车厢端部的最大火灾热释放速率;车厢中部火灾达到最大热释放速率的时间比端部火灾快15.7%;火灾发生300 s后,车窗破裂个数随时间变化曲线与热释放速率曲线非常相似。
Considering the two window breaking mode of mechanical and temperature comprehensively, two groups of experiments which fire source located at the middle and one end of the train were set and the effect of the window broken on the fire development of inter-city train was researched. The combustion source power was 2 MW, the time of the window broken under mechanical mode was 300 s and temperature of window broken under temperature mode was 600 ℃. The result showed that the impact of the mechanical openings on the heat release rate of a fire which located at the middle of the train is negligible, but it can affect the distribution of the broken window and thus influence the distribution of the temperature field; the convection and cooling effect of the doubleside mechanical openings can lower the maximum heat release rate of the one end fire.The time for the middle fire to reach the largest heat release rate was 15.7% faster than the one end fire. The curve of the broken window number over time is very similar to heat release rate curve 300 s after the ignition.
Considering the two window breaking mode of mechanical and temperature comprehensively, two groups of experiments which fire source located at the middle and one end of the train were set and the effect of the window broken on the fire development of inter-city train was researched. The combustion source power was 2 MW, the time of the window broken under mechanical mode was 300 s and temperature of window broken under temperature mode was 600 ℃. The result showed that the impact of the mechanical openings on the heat release rate of a fire which located at the middle of the train is negligible, but it can affect the distribution of the broken window and thus influence the distribution of the temperature field; the convection and cooling effect of the doubleside mechanical openings can lower the maximum heat release rate of the one end fire.The time for the middle fire to reach the largest heat release rate was 15.7% faster than the one end fire. The curve of the broken window number over time is very similar to heat release rate curve 300 s after the ignition.
引文
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[5]余明高,陈静,苏冠峰.基于FDS的列车车厢火灾烟气数值模拟[J].西南交通大学学报,2017,64(4):826-834.
[6]姚小林. CRH1型动车组列车火灾热释放速率研究[D].成都:西南交通大学,2013.
[7]倪天晓.高速铁路隧道列车火灾烟气蔓延规律及控制特性研究[D].长沙:中南大学,2013.
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[9] TB 10020-2017,铁路隧道防灾疏散救援工程设计规范[S].
[10]中铁第一勘察设计院集团有限公司,贝励(北京)工程设计咨询有限公司,西南交通大学.新建铁路成都至兰州线隧道防灾救援疏散工程设计技术咨询成果报告[R],2015.
[11]李修柏.特长高速铁路隧道火灾人员疏散研究[D].长沙:中南大学,2013.
[12] BS DD240,Fire safety engineering in buildings:Part 1[S].
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