Computer Simulations on Interior Access Vehicles for Emergency Evacuation

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

• 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

• Waiting will also increase cost of evacuation
• When a passenger is blocked by other passengers,
  additional waiting cost is added to the cost
  function.

Oct. 26, 2010
P. 8
9
Cost Function Calculation

• Dijkstras algorithm
• Calculate all possible paths and their costs.

Finding shortest pathfrom a to b (1-3-6-5)
Oct. 26, 2010
P. 9
10
Cost Function Calculation

• 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.

Oct. 26, 2010
P. 10
11
Cost Function Calculation

• Cost and Path in each aisle
• 1. Calculate costs for different directions
• 2. Determine path direction from the minimum
  cost.

Oct. 26, 2010
P. 11
Oct. 26, 2010
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

• At the intersection1. Get costs of all
  passengers at the intersection2. Passenger has
  the lowest cost will move first3. Update all
  passengers and start again.

Oct. 26, 2010
P. 13
14
Model Calibration
BODY TYPE CASE S E A T S E A T D O O R D O O R D O O R
BODY TYPE CASE NUMBER LAYOUT TYPE NUMBER (pairs) OPEN DOOR POSITION
CASE 1 255 2-3-2 A 2 R1, R3
CASE 1 255 2-3-2 ? 1 L2
CASE 2 285 2-3-2 A 2 R1, R4
CASE 2 285 2-3-2 ? 2 R2, R3
CASE 3 351 2-4-2 A 2 R1, L4
CASE 3 351 2-4-2 ? 2 R2, L3
CASE 4 440 3-4-3 A 4 L1,L2,L3,L4
CASE 5 159 (149) 3-3 C 2 R1, R3
CASE 5 159 (149) 3-3 ? 1 R2
CASE 6 188 3-3 C 2 R1, R4
CASE 6 188 3-3 ? 2 R2, R3
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
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
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
Conf. 1
Conf. 14

• 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.

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.