1 / 37

Computer Simulations on Interior Access Vehicles for Emergency Evacuation

Computer Simulations on Interior Access Vehicles for Emergency Evacuation. Hae Chang Gea Department of Mechanical and Aerospace Engineering Rutgers University, New Jersey, USA Program Manager: Dr. Mac McLean, FAA, CAMI. Aircraft Emergency Evacuation.

nyx
Download Presentation

Computer Simulations on Interior Access Vehicles for Emergency Evacuation

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Computer Simulations on Interior Access Vehicles for Emergency Evacuation Hae Chang Gea Department of Mechanical and Aerospace Engineering Rutgers University, New Jersey, USA Program Manager: Dr. Mac McLean, FAA, CAMI

  2. Aircraft Emergency Evacuation • Grouped Passenger Behaviors During Emergency Evacuation (Cabin Safety I: 10:30-11:00AM) • Aircraft Emergency Evacuation Study with Injured Passengers (Cabin Safety II: 2:30-3:00PM) • Computer Simulations on Interior Access Vehicles for Emergency Evacuation (Cabin Safety II: 4:30-5:00PM) Simulations can… • study many what-if scenarios; • incorporate various hazardous conditions; • evaluate the impact of new devices; • better understanding of the entire evacuation process.

  3. Computer Modeling and Simulations

  4. Emergency Evacuation Simulations Type C Type 3 Type C Type A Type A Type 3

  5. Evacuation Simulation Modeling • Passengers • are not fully aware of the status of the vehicle, • tend to stay in a decided direction unless other direction shows a significant advantage, • are free to make their own decision on which door to go to and may change direction at any time based on the evacuation condition. • Simulations • need to find the best direction to move, • need to update all calculations constantly.

  6. Cost Function Calculation Door Speed (DS) Passenger Speed (PS) Distance1 (d1) Route Speed(RS) Oct. 26, 2010 P. 6

  7. Cost Function Calculation Distance1(d1) Distance2(d2) Cost0 Cost1 Cost2 Oct. 26, 2010 P. 7

  8. Cost Function Calculation Oct. 26, 2010 Waiting will also increase cost of evacuation • When a passenger is blocked by other passengers, additional waiting cost is added to the cost function. P. 8

  9. Cost Function Calculation Finding shortest pathfrom a to b (1-3-6-5) Oct. 26, 2010 Dijkstra’s algorithm: Calculate all possible paths and their costs. P. 9

  10. Cost Function Calculation Oct. 26, 2010 Cost and Path of each node: 1. Calculate costs from node to all exits; 2. Locate the exit with the lowest cost; 3. Define path direction. P. 10

  11. Cost Function Calculation Oct. 26, 2010 Oct. 26, 2010 Cost and Path in each aisle: 1. Calculate costs for different directions; 2. Determine path direction from the minimum cost. P. 11 P. 11

  12. Cost Calculation Algorithm Cost and Path between seats: 1. Calculate costs for different directions; 2. Determine path direction based on the minimum cost. Oct. 26, 2010 P. 12

  13. Interactions between Passengers Oct. 26, 2010 At the intersection:1. Get costs of all passengers at the intersection;2. Passenger has the lowest cost will move first;3. Update all passengers and start again. P. 13

  14. Model Calibration WIDE BODY NARROW BODY

  15. Model Calibration

  16. Interior Intervention Vehicles for Emergency Evacuation

  17. Interior Intervention Vehicle • Objective • To aid in passenger evacuation; • To initiate an effective rescue and fire suppression.

  18. Red door opens at 0 sec. (69 sec.) • Red door opens after 30 sec. (81 sec.) • Baseline comparison (69 sec.) Type C Type C Type 3 Type C Type C Type C Type 3 Type C Type C Type 3 Type C

  19. Single Aisle Vehicle

  20. Single Aisle Vehicle Conf. 1 Conf. 2 Conf. 3 Conf. 4 Conf. 5 Conf. 6

  21. Single Aisle Vehicle Conf. 7 Conf. 8

  22. Single Aisle Vehicle Conf. 7 Conf. 8 Conf. 9 Conf. 10

  23. Single Aisle Vehicle Conf. 7 Conf. 8 Conf. 9 Conf. 10 Conf. 11 Conf. 12

  24. Single Aisle Vehicle Conf. 7, 8 Conf. 9, 10 Conf. 11,12 Conf. 13 Conf. 14

  25. Single Aisle Vehicle • The IIV will have little effect if it is used to reopen an exit when another exit in the same section is functional in single aisle aircraft. • the IIV can maximize its impact on the reduction of the total evacuation time by deploying it to an exit where no exit is operational in the same section. Conf. 1 Conf. 14

  26. Single Aisle Vehicle Conf. 15 Conf. 16

  27. Single Aisle Vehicle Conf. 17 Conf. 18

  28. Single Aisle Vehicle Conf. 15 Conf. 16 Conf. 17 Conf. 18

  29. Single Aisle Vehicle Conf. 15 Conf. 16 Conf. 17 Conf. 18

  30. Single Aisle Vehicle Conf. 15 Conf. 16 Conf. 17 Conf. 18

  31. Double Aisle Vehicle Conf. 1 Conf. 4 Conf. 6 Conf. 7 Conf. 8 Conf. 5 Conf. 3 Conf. 10 Conf. 2 Conf. 9 Conf. 11 Conf. 16 Conf. 12 Conf. 15 Conf. 18 Conf. 14 Conf. 17 Conf. 13

  32. Double Aisle Vehicle Conf. 1 Conf. 2 Conf. 3 Conf. 4 Conf. 5 Conf. 6 Oct. 26, 2010 P. 32

  33. Double Aisle Vehicle Conf. 7 Conf. 8 Conf. 9 Conf. 10 Conf. 11 Conf. 12 Conf. 13 Conf. 14 Oct. 26, 2010 P. 33

  34. Double Aisle Vehicle • For double aisle aircraft, the simulation showed that the IIV can reduce the total evacuation time on almost every evacuation configuration in double aisle aircraft. Conf. 1 Conf. 14

  35. Double Aisle Vehicle Conf. 15 Conf. 16 Oct. 26, 2010 P. 35

  36. Double Aisle Vehicle Conf. 17 Conf. 18 Oct. 26, 2010 P. 36

  37. Conclusions • The choice of location for deployment of IIV is very important to reduce the overall evacuation time. • For single aisle aircraft, the IIV can maximize its impact by deploying it to an exit where no exit is operational in the same section. The IIV will have little effect if it is used otherwise. • For double aisle aircraft, the IIV can reduce the total evacuation time on almost every evacuation configuration. The time savings can be up to 30%. • For some extreme evacuation patterns, such as either front end or back end of the aircraft is completed blocked, passengers can still evacuate from the aircraft if the IIV can be deployed within 40 seconds.

More Related