对一起汽车火灾事故的调查与分析

通过对一起汽车火灾事故的深入调查,以及对轿车风扇电路工作原理的详细阐述,全面分析了汽车风扇线路因接点不实导致局部电阻过大、过热,引燃接头包敷物及线路绝缘,继而形成导线的二次短路,引起汽车着火的全过程。     

一起仓库火灾事故的调查分析

介绍了“3·7”荆州市实现商贸有限公司仓库火灾起火部位、起火点的认定依据,剖析了火灾原因的认定过程,并结合调查中遇到的问题,阐述了调查体会,供同行商榷。     

一起疑难汽车火灾事故的调查与认定

通过对一起非典型的汽车火灾事故认定,探讨汽车火灾事故调查的具体方法和思维方式,分析事故原因与定性要素.     

一起宾馆火灾事故的调查与认定

介绍甘肃省张掖市肃南裕固族自治县的一起火灾事故调查与认定过程。通过现场勘验、调查询问,对火灾原因进行认定,从中得到几点体会,供同行对类似的火灾事故调查与认定借鉴。     

汽车火灾事故调查

在分析汽车火灾原因的基础下,对其火灾原因调查方法作了介绍。     

一起汽车火灾事故原因认定的分析

在对一起汽车火灾调查的基础上 ,根据普通烟道火星的引燃性能、空气滤清器滤纸的燃烧性能、滤清器内空气的流动状况 ,从理论上分析了烟道火星被吸进滤清器并引燃滤纸的可能性 ,同时根据汽车的运动状况 ,分析了燃着的滤纸引起汽车着火的可能性     

一起汽车修理部较大火灾事故的调查

在一起汽油蒸汽爆燃火灾事故的认定过程中,通过细致勘验、调查、分析,排除了静电及其它起火源可能,认定现场塑料焊枪的电机火花或电热丝高温为火灾事故的起火源,为类似易燃液体蒸汽爆燃事故的火灾调查认定提供了思路。     

一起农村小火伤人火灾事故的调查

对一起农村火灾进行调查,通过火灾现场勘查和调查、走访、询问等火灾事故调查手段,在综合分析的基础上,认定了起火时间、起火部位,分析了此起火灾事故的起火原因,总结了火灾调查经验,分析了灾害成因,并提出了预防和减少此类火灾的措施和建议.     

一起餐厅火灾事故调查

通过调查某餐厅的火灾,介绍了火灾事故调查勘验过程及火灾原因的认定过程,并分析了火灾的灾害原因,为类似火灾调查提供了一些方法。     

一起非典型化工火灾事故的调查分析

结合一起化工火灾事故介绍火灾事故调查的程序。上海化工园区某公司低温罐区乙烯管道发生泄漏,引发爆炸燃烧,未造成人员伤亡。通过多方人证询问,首先排除人为破坏因素。录像分析表明首先发生了可燃物的泄漏,而后瞬间爆炸产生了亮光,发生火灾。由破坏痕迹轻重、可燃气体探测仪DCS分析、平台南侧管廊管道裂口朝向、平台区域管道裂口朝向确定泄漏部位;由录像比对分析阀门阀盖缺失情况,结合鉴定分析,确定泄漏点为超临界乙烯操作平台底层东南侧超临界乙烯计量器旁路阀处。引火源有三种可能,事故定性为设备缺陷引发的安全生产事故。应进一步研究分析新技术的安全风险,制定相关技术标准。应加强对化工设备的监管,细化部分电气设施的控制权限。     

一起汽车意外火灾的调查分析

以一起汽车火灾的调查和技术鉴定工作为线索，根据现场调查汽车火灾的基本程序和方法，在确定起火部位和起火点的基础上，查找可能的起火源，通过对调查工作进程的了解，以及时火灾原因的鉴定分析方法和结果的认识，期望对从事火灾调查工作的同仁有指导作用。     

Simulation of fire scenarios due to different vehicle types with and without traffic in a bi-directional road tunnel

This paper presents findings obtained by CFD modelling for simulating the effects of fire due to different vehicle types in a bi-directional road tunnel. Four different burning vehicles placed in the centre of the driving lane at tunnel middle length were considered. Peaks of the heat release rate (HRR) of: 8, 30, 50, and 100 MW were simulated for the two cars, the bus, the heavy goods vehicle (HGV), and the petrol tanker, respectively. The fire effects on tunnel structure and on environmental conditions along people evacuation path were especially evaluated. The effects of the traffic jam, in contrast with the isolated vehicles, on temperatures, radiant heat flux, visibility distance, and toxic gases concentrations, were also investigated. The worst scenario was identified to be that pertaining to the petrol tanker and more critical conditions were also found when the tunnel was full of vehicles. The maximum gas temperatures reached in the presence of traffic at the side wall (and at the tunnel ceiling reported in brackets) were found to be: 360 °C (170 °C) for the two cars; 740 °C (465 °C) for the bus; 835 °C (735 °C) for the HGV and 1305 °C (1145 °C) for the petrol tanker, respectively. The presence of the traffic, in contrast with the isolated vehicle, involved an increase in the maximum temperatures equal to 16–17% for the two cars, and contained in the range 12–29% with percentages increasing starting from the tanker, to the HGV and to the bus. In other words when the maximum temperatures produced by the isolated vehicle are very high (e.g. for the tanker), the presence of the traffic had a minor effect. With reference to environmental conditions along the evacuation path, the results showed that in the case of petrol tanker fire the emergency ventilation ensures a tenable level of temperature, radiant heat flux, and toxic gases concentrations up to 5 min from the fire starting. This time increases up to 6.5 min for the HGV and 8 min for the bus. This means that the tunnel users in order to be safe in all scenarios should leave the tunnel within 5 min after the fire starting. Toxic gases concentrations, however, were found to be below the limit values in all cases and also in the presence of traffic. In the light of the aforementioned results, tunnel occupants should be promptly informed of the fire risk and guided to the exit portals. This might be done by equipping the tunnel with illuminated emergency signs located along the tunnel length and by installing traffic lights before the entrances so that the tunnel can be closed in case of emergency. By activating the traffic lights at the portals and the emergency signs (more especially those at the ceiling) at the same time as the emergency ventilation is activated, safer conditions for the people evacuation are expected.     

隧道火灾的排烟实验

对火灾时隧道内烟气的排出进行了实验性研究。实验是在 1∶ 2 0倍的隧道模型内进行的 ,模型内在火源的两边设置了两根机械排烟管。首先对排烟管道的位置和通风口形状对系统效能的影响进行了研究 ,然后又测定了不同火灾释热率下排烟系统的效能 ,直到烟气被限制在两根排烟管道内时效能达到 10 0 %。     

车用消防泵在消防车设计中的应用初探

从发动机和水泵特性着手,定性分析了如何协调它们的关系,提出了根据消防水泵额定工况选择确定消防车发动机运行工况的原则。     

A non-linear model of major fire spread in a tunnel

A non-linear model of fire in a tunnel, FIRE-SPRINT A1, is presented. It predicts the conditions for fire spread from one object to another within a tunnel which has longitudinal ventilation. It does this by identfying unstable states within the system and associating instability with the onset of fire spread. The particular case of spread from an initial fire to a heavy goods vehicle (HGV) within the Channel Tunnel is considered as an illustration. Thereby the thermo-physical and geometrical conditions leading to such a jump may be elucidated.     

隧道车辆火灾成因及应对策略

随着公路隧道交通的快速发展以及汽车火灾事故的不断增加,隧道中发生车辆火灾的概率越来越大。分析隧道车辆火灾的特点,包括蔓延迅速、救援困难等,探讨火灾成因如电气系统故障、油路系统故障、发动机系统故障等,并提出相应的火灾预防对策。     

隧道复合防火设计

用于水底隧道混凝土结构防火保护的系统措施,以特殊吊挂件吊挂金属龙骨的柔性方式,有效吸收因管片涨缩、沉降、变形等有害因素,使附着其上的防火结构不会被破坏;同时选用具备优良的抗冲击强度和抗折破坏荷载表面板材,有效吸收车辆高速进出、会车时的正、负压冲击波.     

机场用喷气消防车

介绍了喷气消防车的研制背景,机场用喷气消防车的发明原理,包括灭火及机动性能原理.分析了消防车的各项性能:可在喷射雾状水和泡沫之间快速切换,射流切入火焰能力强,25 S即可加速至90 km/h,有效射程60～80 m,瞬时覆盖面积达200 m2,扑灭6 t燃油520 m2大火仅需77 s,能有效扑灭各种机场火灾.     

汽车火灾及车用自动灭火装置的相关问题

通过对汽车火灾的情况分析和车用自动灭火装置的对比研究,将汽车火灾的常见原因分为油路故障、电路故障、机件摩擦、外来火源、碰撞起火5各方面,提出预防汽车火灾的防范措施和建议。对比分析气体灭火系统、干粉灭火系统、气溶胶灭火系统的性质及在汽车火灾的应用,认为气溶胶车用灭火装置更为实用、安全、高效。