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Article(id=1320165860996657382, tenantId=1146029695717560320, journalId=1306274063662022745, issueId=1320165840046117035, articleNumber=null, orderNo=null, doi=10.20168/j.1009-0029.2026.05.0052.07, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1741708800000, receivedDateStr=2025-03-12, revisedDate=1746633600000, revisedDateStr=2025-05-08, acceptedDate=null, acceptedDateStr=null, onlineDate=1792681668756, onlineDateStr=2026-10-22, pubDate=1778774400000, pubDateStr=2026-05-15, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1792681668756, onlineIssueDateStr=2026-10-22, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1792681668756, creator=13701087609, updateTime=1792681668756, updator=13701087609, issue=Issue{id=1320165840046117035, tenantId=1146029695717560320, journalId=1306274063662022745, year='2026', volume='45', issue='5', pageStart='1', pageEnd='148', issueExtLink='null', onlineDate='null', pubDate='1778774400000', pubDateStr='2026-05-15', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=null, createTime=1792681663762, creator='13701087609', updateTime=1792681663762, updator='13701087609', preIssue=null, nextIssue=null, articleTotal=null, ext=null, issueFiles=null, downloadFileDto=null}, startPage=52, endPage=58, ext={EN=ArticleExt(id=1320165861206372583, articleId=1320165860996657382, tenantId=1146029695717560320, journalId=1306274063662022745, language=EN, title=Smoke spread characteristics and longitudinal ventilation effects in tunnel fires under open cross-passage conditions, columnId=1307033115155788049, journalTitle=Fire Science and Technology, columnName=Building fire protection design, runingTitle=null, highlight=null, articleAbstract=

In tunnel fires, cross passages may become pathways for smoke spread after the evacuation function is completed, and subsequent longitudinal ventilation can also affect smoke propagation within the tunnel. Based on the Xuefengshan tunnel fire scenario, this study established an FDS numerical model. A combined fire source consisting of a truck (15 MW) and a car (5 MW) was set using time-sequential ignition to simulate the initial fire conditions and ventilation conditions during the fire decay stage. The influence of parameters such as gas velocity, temperature, and visibility on fire rescue operations was analyzed under these two scenarios. The results indicate that the temperature at the eighth vehicle cross passage near the fire source is higher than that at other cross passages, while the seventeenth pedestrian cross passage on the downwind side of the fire source exhibits the lowest visibility, dropping to 5.83 m at 1 926 s. During the fire decay stage, longitudinal ventilation does not cause significant fluctuations in the fire source but does lead to weakened stratification on the downwind side, resulting in rapid mixing of smoke with air. Overall, during the initial fire stage and the subsequent ventilation stage, the non-accident tunnel and the cross passages on the upwind side of the fire source offer a relatively safe environment for fire rescue operations.

, authors=Wantong Wang1, Kunpeng Cui1, Jian Wang1, Riliang Yang2, Ning Liu3, authorsList=Wantong Wang, Kunpeng Cui, Jian Wang, Riliang Yang, Ning Liu, authorCompany=null, correspAuthors=Kunpeng Cui, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, fund=null), CN=ArticleExt(id=1320165866164039940, articleId=1320165860996657382, tenantId=1146029695717560320, journalId=1306274063662022745, language=CN, title=隧道火灾横洞开启状态烟气蔓延特性与纵向送风效应研究, columnId=1307033117097750803, journalTitle=消防科学与技术, columnName=建筑防火设计, runingTitle=null, highlight=null, articleAbstract=

隧道火灾中，横洞在人员疏散功能完成后可能成为烟气蔓延的通道，而后续的纵向送风也会影响隧道的烟气蔓延。本文根据雪峰山隧道火灾场景，建立FDS数值模型，通过时序点火的方式设置货车（15 MW）与轿车（5 MW）的复合火源，模拟初期火灾工况和火灾衰减阶段送风工况，分析2种工况下气体流速、温度、能见度等参数对灭火救援的影响。结果表明，火源附近第八车行横洞温度高于其他横洞，火源下游方向的第十七人行横洞的能见度最低，1 926 s时刻降至5.83 m；在火源衰减阶段，纵向送风不会引起火源剧烈波动，但会使下游方向分层弱化，烟气与空气迅速掺混。总体而言，在火灾初期及后期送风阶段，非事故隧道及火源上游方向横洞的灭火救援环境安全度较高。

, authors=王万通1, 崔堃鹏1, 王剑1, 杨日亮2, 刘宁3, authorsList=王万通, 崔堃鹏, 王剑, 杨日亮, 刘宁, authorCompany=null, correspAuthors=崔堃鹏, authorNote=

王万通，中国消防救援学院消防指挥系讲师，一级注册消防工程师，主要从事消防技术研究，北京市昌平区南雁路4号，102202。

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崔堃鹏，中国消防救援学院副教授，高级工程师，主要从事抢险救援指挥与技术、特种灾害救援研究，。
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王万通，中国消防救援学院消防指挥系讲师，一级注册消防工程师，主要从事消防技术研究，北京市昌平区南雁路4号，102202。

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王万通，中国消防救援学院消防指挥系讲师，一级注册消防工程师，主要从事消防技术研究，北京市昌平区南雁路4号，102202。

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ArticleFig(id=1320165870895214924, tenantId=1146029695717560320, journalId=1306274063662022745, articleId=1320165860996657382, language=CN, label=图14, caption=各横洞内温度曲线, figureFileSmall=00pGO+G3vjco1/1HPRMDZw==, figureFileBig=zsNsmq3DP986It49zASE7g==, tableContent=null), ArticleFig(id=1320165871004266829, tenantId=1146029695717560320, journalId=1306274063662022745, articleId=1320165860996657382, language=EN, label=Table 1, caption=

Recommended value of vehicle fire heat release rate

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车辆类型小轿车货车集装箱车、公共汽车、长途汽车重型车
火灾热释放速率
/MW		3~510~1520~3030~100
), ArticleFig(id=1320165872631656783, tenantId=1146029695717560320, journalId=1306274063662022745, articleId=1320165860996657382, language=CN, label=表1, caption=

车辆火灾热释放速率推荐值

, figureFileSmall=null, figureFileBig=null, tableContent=
车辆类型小轿车货车集装箱车、公共汽车、长途汽车重型车
火灾热释放速率
/MW		3~510~1520~3030~100
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隧道火灾横洞开启状态烟气蔓延特性与纵向送风效应研究
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王万通 1 , 崔堃鹏 1 , 王剑 1 , 杨日亮 2 , 刘宁 3
消防科学与技术 | 建筑防火设计 2026,45(5): 52-58
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消防科学与技术 |建筑防火设计 2026 , 45 (5) : 52 -58
隧道火灾横洞开启状态烟气蔓延特性与纵向送风效应研究
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王万通，中国消防救援学院消防指挥系讲师，一级注册消防工程师，主要从事消防技术研究，北京市昌平区南雁路4号，102202。

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王万通，中国消防救援学院消防指挥系讲师，一级注册消防工程师，主要从事消防技术研究，北京市昌平区南雁路4号，102202。

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王万通1, 崔堃鹏1 , 王剑1, 杨日亮2, 刘宁3
作者信息
  • 1中国消防救援学院，北京 102202
  • 2上海华测导航技术股份有限公司，上海 201703
  • 3贵州大学 土木工程学院，贵州 贵阳 550025
通讯作者:
崔堃鹏，中国消防救援学院副教授，高级工程师，主要从事抢险救援指挥与技术、特种灾害救援研究，。
作者简介:

王万通，中国消防救援学院消防指挥系讲师，一级注册消防工程师，主要从事消防技术研究，北京市昌平区南雁路4号，102202。

Smoke spread characteristics and longitudinal ventilation effects in tunnel fires under open cross-passage conditions
Wantong Wang1, Kunpeng Cui1 , Jian Wang1, Riliang Yang2, Ning Liu3
Affiliations
  • 1China Fire and Rescue Institute, Beijing 102202, China
  • 2Shanghai Huace Navigation Technology Co., Ltd.,Shanghai 201703, China
  • 3School of Civil Engineering, Guizhou University, Guiyang Guizhou 550025, China
出版时间: 2026-05-15 doi: 10.20168/j.1009-0029.2026.05.0052.07
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摘要
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隧道火灾中，横洞在人员疏散功能完成后可能成为烟气蔓延的通道，而后续的纵向送风也会影响隧道的烟气蔓延。本文根据雪峰山隧道火灾场景，建立FDS数值模型，通过时序点火的方式设置货车（15 MW）与轿车（5 MW）的复合火源，模拟初期火灾工况和火灾衰减阶段送风工况，分析2种工况下气体流速、温度、能见度等参数对灭火救援的影响。结果表明，火源附近第八车行横洞温度高于其他横洞，火源下游方向的第十七人行横洞的能见度最低，1 926 s时刻降至5.83 m；在火源衰减阶段，纵向送风不会引起火源剧烈波动，但会使下游方向分层弱化，烟气与空气迅速掺混。总体而言，在火灾初期及后期送风阶段，非事故隧道及火源上游方向横洞的灭火救援环境安全度较高。

隧道  /  火灾  /  FDS数值模拟  /  横洞  /  纵向送风

In tunnel fires, cross passages may become pathways for smoke spread after the evacuation function is completed, and subsequent longitudinal ventilation can also affect smoke propagation within the tunnel. Based on the Xuefengshan tunnel fire scenario, this study established an FDS numerical model. A combined fire source consisting of a truck (15 MW) and a car (5 MW) was set using time-sequential ignition to simulate the initial fire conditions and ventilation conditions during the fire decay stage. The influence of parameters such as gas velocity, temperature, and visibility on fire rescue operations was analyzed under these two scenarios. The results indicate that the temperature at the eighth vehicle cross passage near the fire source is higher than that at other cross passages, while the seventeenth pedestrian cross passage on the downwind side of the fire source exhibits the lowest visibility, dropping to 5.83 m at 1 926 s. During the fire decay stage, longitudinal ventilation does not cause significant fluctuations in the fire source but does lead to weakened stratification on the downwind side, resulting in rapid mixing of smoke with air. Overall, during the initial fire stage and the subsequent ventilation stage, the non-accident tunnel and the cross passages on the upwind side of the fire source offer a relatively safe environment for fire rescue operations.

tunnel  /  fire  /  FDS numerical simulation  /  tunnel cross passages  /  longitudinal ventilation
王万通, 崔堃鹏, 王剑, 杨日亮, 刘宁. 隧道火灾横洞开启状态烟气蔓延特性与纵向送风效应研究. 消防科学与技术, 2026 , 45 (5) : 52 -58 . DOI: 10.20168/j.1009-0029.2026.05.0052.07
Wantong Wang, Kunpeng Cui, Jian Wang, Riliang Yang, Ning Liu. Smoke spread characteristics and longitudinal ventilation effects in tunnel fires under open cross-passage conditions[J]. Fire Science and Technology, 2026 , 45 (5) : 52 -58 . DOI: 10.20168/j.1009-0029.2026.05.0052.07
正文
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随着我国经济快速发展，交通基建投入持续增长，公路隧道建设取得了举世瞩目的成就。截至2023年底，全国建成并运营的公路隧道达27 297处，总长度达3 023.18万延米［1］。然而，公路隧道火灾事故频发，其社会影响日益凸显。隧道火灾因空间封闭、排烟困难、救援受限等特点，极易造成重大人员伤亡与财产损失，已成为公共安全领域的重要研究课题。
国际上对隧道火灾的研究已形成较为系统的理论体系，如HU L H等［2］研究了隧道烟气的浮力驱动规律；国际隧道协会（ITC）研究了烟气扩散对人员的影响。国内学者在此领域也取得显著进展，如胡隆华等［3］、徐志胜等［4］对隧道火灾动力学及整体防治进行了深入研究；钟委等［5-6］通过试验分析了隧道纵向风对烟气蔓延与排烟的影响；姜学鹏等［7］、李思成［8］则对隧道火灾事故应急救援提出了相应对策。
现有研究多聚焦于单洞隧道的火灾行为，而我国公路隧道普遍采用双洞单向设计，并通过人行横洞与车行横洞实现双洞连通。双洞隧道在横洞开启时，火灾烟气蔓延规律必然不同于单洞隧道，消防救援队伍在事故处置中也会进行纵向送风排烟［9-10］，纵向送风状态下隧道内的各项参数变化，与单洞隧道亦有所不同。为贴合火灾实际，本文以湖南怀化沪昆高速雪峰山隧道“10·25”事故处置案例为蓝本，从真实火灾案例中提取各项参数，建立双洞隧道模型进行数值模拟，复盘分析烟气在多横洞的横向发展规律及消防排烟车送风排烟的影响，进而提出基于火场实际的烟气控制对策与建议。
1　雪峰山隧道火灾事故
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雪峰山隧道为双洞双车道隧道，怀化至邵阳方向隧道长7 023 m，邵阳至怀化方向隧道（事故隧道）长7 039 m。图1为雪峰山隧道局部平面图。2020年10月25日2时许，雪峰山隧道内发生火灾，起火车辆为大载荷货车。起火后4 min，货车剧烈燃烧，事故点距上游邵阳侧出口6 km，被困车辆处于浓烟环境中。七、八号车行横洞和十六、十七、十八号人行横洞的防火分隔设施被烧坏，隧道内的电力线路被烧毁，射流风机和轴流风机因烧损而无法启动，高温有毒烟气迅速在隧道双洞蔓延。
雪峰山隧道火灾处置过程中采取了降温、排烟、灭火等措施，见图2。灭火救援过程分3个阶段：一是初期处置阶段。此阶段火势发展迅速，隧道出口有大量浓烟外涌，灭火救援行动以侦察疏散为主。二是消防支队到场指挥处置阶段。此阶段火势猛烈，火源附近人行横洞内的温度为146 ℃，超过安全阈值。三是总队到场指挥阶段。此阶段火势进入衰减期，灭火救援措施为利用排烟车纵向送风控制烟气，攻坚组由横洞进入控火灭火。
2　案例模型复建
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2.1　隧道及横洞设置
隧道模型按照雪峰山隧道尺寸进行构建，如图3所示。模拟过程中横洞均为开启状态，人行横洞尺寸为36.0 m×2.3 m×2.5 m，车行横洞尺寸为36.0 m×4.8 m×4.5 m。为确保后续排烟车在上游方向送风形成稳定气流［11］，隧道模型长度定为600 m，见图4。隧道内风速、温度、能见度等测点设置在距地面2 m高度处。
2.2　隧道火源及网格设置
雪峰山隧道火灾中，多辆汽车起火，火源热释放速率不固定［12］，属于典型线状火源。火势从起火车辆开始逐步扩散至后方，起火车辆达到最大热释放速率时，引燃邻近车辆，火源总热释放速率随时间而变化。为复盘初期火灾工况及火势下降后的送风工况，本文以1辆货车和1辆轿车为着火车辆进行时序点火，货车起火后4 min猛烈燃烧引燃轿车。消防救援总队内攻灭火后期发现残火位置在第八车行横洞左侧，因此火源主位置设置于第八车行横洞附近。根据DG/TJ08-2033—2008《道路隧道设计规范》［13］，轿车、货车热释放速率分别设为5、15 MW，见表1。火灾增长曲线采用法国隧道火灾通风设计线性增长模型［14］，热释放速率曲线由隧道试验得来，与案例场景描述相吻合。如图5所示，货车热释放速率在4 min时到达峰值，34 min时开始下降；轿车在4 min时被引燃，9 min时热释放速率达到峰值，29 min开始下降；2辆车在55 min时熄灭。
网格尺寸为火源特征直径的 1/16～1/4。代入15 MW火源功率计算可得火源特征直径为 2.84 m，网格尺寸应在 0.177~0.710 m。为提高计算精度，网格尺寸统一设为0.25 m×0.25 m×0.25 m。
2.3　隧道自然风压设置
火灾发生后，隧道内电气线路受到破坏，射流风机未能启动，车辆滞留使得隧道内无活塞风，隧道内的风压主要来自自然风压。设置隧道内纵向风速时，需计算隧道内自然风压，见式（1）。
∆pm=1+ξe+λr∙LDr∙ρ2∙vn2
式中：∆pm为隧道自然风压，N/m2；vn为自然风作用引起的洞内风速，m/s；ξe为隧道入口损失系数，混凝土壁面取0.6；λr为隧道壁面摩阻损失系数，混凝土壁面取0.02；ρ为空气密度，取1.20 kg/m3；Dr为隧道断面当量直径，m，取值为隧道净空断面面积与断面周长比值的4倍。
火灾发生时为多云天气，气温为13~23 ℃，东北风1~2级。怀化出口处于下风方向。消防队伍到场时，隧道内纵向风速vn=1 m/s，代入隧道尺寸计算出模拟段的自然风压为3.29 Pa，将该值设置在事故隧道入口处。
2.4　排烟车送风设置
根据案例描述，火灾后期排烟车在隧道内进行正压送风排烟，即纵向送风。GB 7956.17—2019《消防车 第17部分：排烟消防车》［15］规定采用轴流式风机的排烟装置流量不应小于20 m³/s。排烟车设置在邵阳入口一端。剧烈燃烧阶段及衰减阶段初期不宜送风，因为纵向送风会送入新鲜空气并扰动隧道内的气流。根据案例火焰视频及文献［16］中的试验数据（见图6）判断，合适的送风时机应在火源衰减阶段后期，送风时火源热释放速率在2 MW左右，根据图5火源线性衰减值计算，送风启动时间应设置在3 174 s。
3　结果分析
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3.1　火源变化分析
由图7可知，隧道自然压差产生了纵向风，没有出现因缺氧而导致火源热释放速率急剧波动的情况。240 s时火源热释放速率达到15 MW，540 s时达到峰值20 MW，1 740 s时进入衰减阶段。3 174 s开启纵向送风，排烟车送入新鲜空气，火源热释放速率下降速度无明显变化，说明在2 MW的火源下，隧道内的燃烧属于燃料控制型。
3.2　隧道内烟气蔓延
3.2.1　起火隧道纵向气流速度及温度分析
图8为240 s（货车达到热释放速率峰值）、540 s（火源总热释放速率达到峰值）、1 740 s（火势开始下降）、3 254 s（送风后3 min）时刻火源附近的轴向速度（U-速度）切片。图9为起火初期隧道内烟气层分布照片。由图8、图9可知，送风前隧道内的烟气分层明显，火灾现场的气流流动与模拟结果一致，隧道出口上部烟气溢出，下部空气流入。3 254 s时起火隧道下游方向速度分层消失，而上游方向分层依然存在，说明送风对火源下游方向的烟气紊乱影响要强于上游方向。
图10为火源上、下游方向2 m高度处的温度数据。由图10可知，隧道起火点下游方向温度整体高于上游方向，火源两侧100 m内的温度高于其他区域，这是因为部分火源热量由横洞溢出，使得起火隧道纵向温度梯度明显降低。3 254 s后，隧道内温度低于60 ℃，为消防人员的进入创造了条件。在雪峰山隧道火灾扑救的内攻阶段，消防车辆装备及灭火组均在此工况下进入火场，减小了高温对作战行动的影响，见图11。
3.2.2　横洞内烟气蔓延特性分析
图12为2 m高度处的能见度切片。火灾初期烟气层在隧道顶部聚集，240 s时隧道内能见度较高；540 s时烟气侵入火源下游方向各横洞，而上游方向第十六横洞未受烟气侵入，事故隧道与此横洞连接处出现“清晰区”，这些区域可满足雪峰山火灾初期消防指战员进出的安全要求。
1 740 s时事故隧道已失去内攻条件，烟气侵入非事故隧道，第十七、十八人行横洞、第八车行横洞能见度较低；3 254 s时非事故隧道及第八车行横洞能见度得到恢复，排烟车前方出现正压安全区，案例中攻坚组由正压区和第八车行横洞进入将火势扑灭。
图13为各横洞内能见度曲线，各曲线均呈U形。在火灾剧烈燃烧阶段，除火源上游方向的第十六横洞外，其他横洞能见度长时间维持在10 m以下，第十七、十八人行横洞能见度最低，在1 926 s时降低至5.83 m；排烟车送风后，各横洞能见度依次出现先下降后上升的现象，这是由于风压推动隧道内的烟气进入横洞流向非起火隧道，随着上游方向烟气减少，横洞内能见度逐步升高。火源上游方向的第十六人行横洞、第八车行横洞，能见度恢复到30 m以上，而火源下游方向的第十七人行横洞、第十八人行横洞，送风后能见度下降幅度较大，可见送风致使下游方向的横洞作战条件恶化，这与雪峰山隧道火灾扑救过程相吻合。当时的战术行动如下：排烟车在事故隧道上游方向进行排烟，消防员在下游方向第十七人行横洞内攻灭火，作战期间紊乱的烟气对作战行动影响较大，随即命令排烟车暂停作业。
图14为横洞内2 m高度处温度变化曲线。由于隧道内散热能力不足，各横洞在火源热释放速率峰值阶段均维持一定温度，其中第八车行横洞的温度曲线波动较大且温度最高，送风启动后其温度迅速降至常温；第十六、十八人行横洞温度均未超过60 ℃阈值，这表明远离火点的横洞，温度条件满足灭火救援通道要求。
4　结论
收起
本文通过提取雪峰山隧道火灾的案例数据，以数值模拟的方法研究了隧道横洞开启状态下的烟气蔓延情况，分析了火灾后期排烟车纵向送风对烟气的控制情况，得到如下结论。
1）在具有自然风压的隧道内，时序点燃的2辆车火源热释放速率最大值为20 MW；在火源热释放速率降低到2 MW时，送风不会引起火源剧烈波动。
2）火灾发生后，火源下游方向的横洞内能见度最低，在1 926 s时降低到5.83 m，火源上游方向横洞受烟气影响较小，这表明上游方向横洞作为灭火救援通道具有较好的安全性。
3）排烟车稳定送风后能够形成安全的正压区，第八车行横洞能见度最先得到恢复，火源下风方向烟气分层会消失。
4）隧道火灾灭火救援中，非事故隧道及火源上游方向横洞作为灭火救援主要通道，可保持开启和畅通；火源下游方向横洞则应及时关闭和封控。
本文根据实际案例设置工况，用火灾模拟的方法检验灭火救援措施的科学性及合理性，为隧道火灾处置方案提供有效支撑。

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doi: 10.20168/j.1009-0029.2026.05.0052.07
  • 接收时间：2025-03-12
  • 首发时间：2026-10-22
  • 出版时间：2026-05-15
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  • 收稿日期：2025-03-12
  • 修回日期：2025-05-08
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    1中国消防救援学院，北京 102202
    2上海华测导航技术股份有限公司，上海 201703
    3贵州大学 土木工程学院，贵州 贵阳 550025

通讯作者:

崔堃鹏，中国消防救援学院副教授，高级工程师，主要从事抢险救援指挥与技术、特种灾害救援研究，。
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2种不同金属材料的力学参数
科
Family		 属数
Number of
genus		 种数
Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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