ES2373220T3 - FIRE PROTECTION SYSTEM AND PROCEDURE IN MOBILE UNITS. - Google Patents

Abstract

System and method for protection against fire in mobile units, such as railway mobile units (1) consisting of coaches (2) that comprise at least one area (3 and/or 4) of risk to be protected, which system comprises a detection unit, with means of suction and analysis; a control unit with means of evaluation and communication; an execution unit with push-buttons for activation of an extinction unit with spray nozzles (30) fitted in areas (3 and/or 4) of risk and fed through ducts (40-41). <IMAGE>

Description

Fire protection system and procedure in mobile units

Field of the Invention

The present invention is included within the fire protection systems for mobile railway units.

Background of the invention

Fire protection systems are widespread in premises where there is a static room to house the control and pumping equipment, as well as a static structure on which to install and a volume of indoor air that facilitates smoke detection. In fact, the systems currently implemented in fixed installations are not extrapolated to rail mobile material, due to the peculiar characteristics of the latter.

Therefore, and due to the complexity that this implies, there is no such fire protection system in rolling or mobile material; existing systems in other metropolitan areas do not include both detection and extinction, but are limited only to giving fire warnings, and only in some railway holdings do they use the breaking system of a glass blister by heat to apply the extinguishing action.

GB-A-2355929 discloses an installation for extinguishing fire in a unit, e.g. eg a railroad car

or a tunnel, comprising detection, control, execution and extinction units. The system has sprinkler heads, where a lower number than the total number of sprinkler heads can be activated, depending on the location of the fire in the unit, and a driving source to supply the extinguishing medium through a piping system to the activated sprinkler heads.

The invention relates to a system and method for fire protection in mobile railway units, according to claims 1 and 22, respectively. Preferred embodiments of the system and procedure are defined in the dependent claims.

Description of the invention

The object of the present invention is to solve the exposed problems by means of a system and a procedure for the protection of fires that includes detection, control and information, execution and extinction. This system aims to avoid all sources of fire, as well as their associated effects, such as the evacuation of passengers in the tunnel (an always complex action), guaranteeing extinction without having to leave until the train has not reached the next station, where Evacuation conditions are always better and can be evicted in much less time. In this way, the evacuation conditions of the users of this means of transport are improved, and important disturbances in the railway operation are avoided.

However, if the fire were to be declared, the system eliminates or delays its spread, reduces the emission of gases and fumes, reduces possible damage to people, property and environment and ensures the return to normal service as soon as possible. The fire protection system of the invention is applicable to the rail mobile material, and adapts to its peculiar characteristics, which are indicated below:

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it is a system that is located in a permanently moving medium and subject to strong cyclic accelerations-decelerations, and that must be able to withstand vibrations, magnetic fields, and important relative movements between the cars that form the train;

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it is a system that circulates in tunnels and outdoors, which implies that it must be able to withstand extreme temperatures (between -15º C and 45º C), with abrupt changes of the same;

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 It is a system subject to air currents, since in the rail material currents are generated as a result of the train's own ventilation, air conditioning, the opening and closing of passenger car doors and the train movement itself, in addition of the air currents of the tunnels

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It is a system that is mounted on mobile units in which space is very limited. The size of the protection systems implanted in other facilities exceeds what is allowed in the rolling railway material.

In summary, unlike the system of the invention for mobile units, the fixed installations protection systems:

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They work with a pressure of about 25 kg / cm2. Working with permanent pressures of this caliber in rolling stock is very complex;

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they use wet pipe arrangements for the entire pipe framework, which is not permissible in rolling rail material, in which any possible risk of dripping on passenger cars in normal traffic conditions must be avoided.

The invention relates to a system for fire protection in mobile railway units. We will call the smallest mobile convoy of cars with autonomy, and car, each of the elements of the convoy that is structurally indivisible. Each unit can be formed by one or several cars, and each train will be formed by one or several units coupled for circulation.

Within each mobile unit a distinction is made between car engine and car trailer. Car engine is the one that has complete traction equipment and car trailer is the one that does not carry any traction equipment and is towed by the motor cars that make up the unit. In the formation of units there can be trailer cars, although these are not essential for their formation.

Within each car of the mobile unit it is possible to distinguish the box that is the body of the railway vehicle destined for passengers and the driver's cabin and, on the lower frame, the area located under the box in which various equipment and pipes are located and pipes.

Each mobile unit comprises, at least, a risk zone to be protected, understanding as risk zones those that are likely to be protected by being destined for the use of persons or goods. There are two risk areas initially contemplated: the driver's cab and the passenger enclosure. The driving cabin is the enclosure for train driving personnel.

The system comprises a remote station connected to each mobile unit through radio equipment and, for each mobile unit, a detection unit, a control unit, an execution unit and an extinction unit. These units are incorporated on board the mobile material.

The system is permanently active whenever the mobile unit is energized.

The detection unit comprises an aspiration unit and an analysis unit. This analysis unit comprises a detector module and a communications module.

The suction unit comprises a set of suction nozzles, located in each risk zone, and channeling means. Preferably, said suction nozzles are placed on the ceiling, and continuously take air samples from the risk areas to be protected, and conduct these air samples through the channeling means to the detection unit of the analysis unit .

Preferably, the detector module operates by laser technology.

The control unit performs the evaluation and management of the information received through the detection unit. This control unit comprises an evaluation unit and a communications unit.

Both detection and control units are essentially electrical-electronic in nature.

The control unit fundamentally performs the evaluation of the information received from the detection unit, the management of the information sent to the driver's cabin and the remote post, as well as the activation of the extinction caused by the execution unit.

The execution unit comprises at least one manual activator. Preferably, said activator is a push-click resettable pushbutton, in order to stop the extinction if necessary.

When the mobile unit comprises at least five cars, the execution unit comprises a switch, to select the cars (four-car convoy) for the extinction action.

The extinguishing unit comprises a pumping group that is responsible for providing the necessary pressure to the extinguishing fluid, located on the lower frame, a pipe network, a set of solenoid valves, and a set of nebulizing nozzles.

This extinguishing unit is essentially hydraulic in nature.

There is a pumping group for each mobile unit. Said pumping group comprises an extinguishing fluid storage unit, and a set of driving elements of said extinguishing fluid.

The pipe network consists of a wet pipe network, located on the lower frame of each car that makes up the mobile unit, and a dry pipe network, located on the false roof of each car that makes up the mobile unit.

Preferably, the wet pipe network is pressurized by means of a jockey pump, pressurization pump to guarantee the operation of the extinguishing unit.

The solenoid valve assembly consists of a main valve, located in the pumping group, and a selector valve for each risk zone to be protected in each car.

Preferably, these solenoid valves are solenoid valves.

The wet pipe network connects the pumping group with each selector valve, and the dry pipe network connects each selector valve with the set of spray nozzles.

The fire protection system of the invention will be operative both when the mobile unit is running and when it is stopped.

The invention also relates to a method for fire protection in mobile units. Said method comprises a first detection stage, a second stage of information management and a third stage of extinction, this third stage of extinction being activated manually by actuating an activator.

This drive can be produced from the train itself or by radio, from a remote station.

The detection stage, implemented by the detection unit, comprises the aspiration of air through the suction nozzles inside each car and the conduction of said air through the channeling means to the detector module of the unit of analysis.

The detector module analyzes said air and generates a first group of signals.

Said first group of signals generated by the detector module is sent to the control unit.

The control stage comprises the evaluation of said first group of signals, establishing pre-alarm and alarm levels, the transmission of a second group of pre-alarm signals and a third group of alarm signals, the information to the unit of execution, remote position and driving cabin, the management of the extinction stage, the verification of system maintenance, and the generation of historical records.

The extinguishing stage comprises the application of the extinguishing fluid through the nebulizer nozzles. Preferably, said extinguishing fluid is water or the like.

Extinction can be performed by three procedures.

If the extinction is carried out by normal procedure, it is necessary that the transmission of said third group of alarm signals occurs, and said activator is a first button located in the driver's cab. In this case, the execution unit acts directly on the control unit and this on the extinction unit.

If the extinction is carried out by emergency procedure, said activator is a second emergency button located in the driver's cab. In this case, the execution unit acts directly on the extinguishing unit.

If the extinction is carried out remotely by means of the radio equipment, it is necessary for the emission of said third group of alarm signals, and said activator is a third push-button located at the remote station. In this case, the execution unit acts by radio on the control unit and this on the extinction unit.

Brief description of the drawings

A series of drawings that help to better understand the invention and that expressly relate to an embodiment of said invention, which is presented as a non-limiting example thereof, will now be described very briefly.

Figure 1 shows a mobile railway unit according to an embodiment of the invention, consisting of three cars, in which some of the elements of the fire protection system of the invention are shown.

Figure 2 shows the constituent elements of the suction unit.

Figure 3 shows a diagram of the pumping group of the extinguishing unit.

Figure 4 shows the panel with the different buttons in the driver's cab.

Figure 5 shows the electronic board of the control unit.

Figure 6 is a block diagram of the electronic card of Figure 5.

Figure 7 shows a suction nozzle and a nebulizer nozzle, both located on the roof of a

car.

Description of a preferred embodiment of the invention

According to an embodiment of the invention shown in Figure 1, a railway mobile unit 1 is constituted by three cars 2.

The risk zone to be protected is considered to cover the driving cabin 3 and the passenger enclosure 4.

According to a second embodiment (not shown), each railway mobile unit is made up of six cars 2. In this case, the set of four cars closest to the cockpit (front semi-unit), or the set of vehicles, is called a half unit. four cars farther from the cockpit, plus the tail cabin (rear half unit).

The control cabin is the one that has control of the train when the unit is in service, and the tail cabin is the one that does not have it.

The fire protection system comprises a central control station or remote station connected to each mobile unit through radio equipment and, for each mobile unit, a detection unit, a control unit, an execution unit and a extinguishing unit

The detection unit comprises an aspiration unit and an analysis unit. The suction unit comprises, as shown in Figure 2, a set of suction nozzles 11 for air sampling, and ducting means 12. A suction nozzle 11 located on the roof of a car 2 is shown in more detail in Figure 7.

In this case, four suction nozzles are placed per passenger enclosure 4 and one suction nozzle 11 in the driving cabin 3.

The analysis unit comprises at least one detector module 13, and a communications module.

In the case of a mobile unit 1 with three cars, a detector module is installed that will draw, in parallel, the air from the two driving cabins and the three passenger enclosures.

In the case of a six-car mobile unit, two detector modules are installed, each of which will draw in parallel from a driving cabin, plus the three enclosures of adjacent travelers.

Detectors are used with a detection camera that uses laser technology. In summary, the VESDA LASER PLUS (VLP) detector has been chosen, whose signal is collected by an extinction station where it is possible to program different modes of operation.

Depending on the darkening of the air detected by the VLP (detection range: 0.005% - 20% / m) the system is programmed for different modes of operation.

Two levels of detection are contemplated: pre-alarm and alarm. The alarm and pre-alarm levels settings will be far enough away from the daily smoke levels, to avoid false alarms. Both levels will be reflected on the screen of a computer located in the driver's cab.

The information of the pre-alarm and alarm levels will be automatically sent, via radio, to the central control post or remote command post.

Only at the alarm level will the extinction be allowed, acting on a first button of "normal extinction" corresponding in the so-called normal extinction mode or remote extinction.

The control unit comprises an evaluation unit and a communications unit. This control unit has been fully developed by METRO DE MADRID.

Figure 5 shows the electronic card 20 of the control unit, which has been designed according to the requirements established to comply with the Regulations concerning Electromagnetic Compatibility (EMC), Temperature Ranges, Vibrations and Impact tests. Figure 6 shows the block diagram of said electronic card.

Its basic functions are:

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 Verification of wiring failures, as well as peripheral devices connected to it.

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 Self-enumeration of the mobile units of the train.

Communication with the control module of the auxiliary equipment of the train, which is the equipment that controls the entrances / exits and incidents of the train, with the central control position through the radio equipment and registration in the black box of the train (which is a particularly robust train equipment, mechanically designed to preserve the information stored after a crash, accident or accident, based on the reception and registration for a temporary period - of several days - of various analog and digital signals that allow reconstruction the circumstances surrounding a certain mishap or event).

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 Communication with the detector module, performing the analysis of the signal received by said detector and thereby generating the pre-alarm and alarm levels, causing the corresponding pre-alarm and alarm signals.

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 Pressure group control and storage of extinguishing fluid.

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 Receive the status of emergency lines, push buttons and semi-unit selector switch.

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 Storage of the incidents in internal tables that can be sent to the control module of the auxiliary equipment of the train, or extracted to a PC connected with the card, to perform maintenance work.

A block diagram of the electronic card of Figure 5 is shown in Figure 6, with a clock 101, a random access memory RAM 102 for data, a closing circuit 103, a microprocessor 105, with a FLASH 105 and an EPROM memory 106, a series of digital inputs 107, analog inputs 108 and digital outputs 109; Analog inputs 108 pass through an analog to digital converter 110. Said card 20 also has a communications interface, an isolated power supply unit 112 and a filter 113, as well as a converter 114 from DC to DC. The card also includes a reset mechanism 115, as well as communication and data buses 116 between the different components of the card.

The extinguishing unit comprises a pumping group 31, located on the lower frame, a pipe network, a set of solenoid valves, and a set 30 of nebulizer nozzles. One of these nebulizer nozzles 30 is shown in more detail in Figure 7. A nebulizer nozzle 30 is placed for each driving cabin and four nebulizer nozzles 30 for each passenger enclosure, located on the false roof inside the cars.

For each mobile unit there is a single pumping group 31. As shown in Figure 3, this pumping group comprises a storage unit 32 for the extinguishing fluid, and a set of drive elements 33 of said extinguishing fluid.

According to this preferred embodiment, the extinguishing fluid is water 32 and the drive elements 33 are pressurized air cylinders. The pumping group also has a jockey pump and control and activation elements. The whole assembly is housed on the lower frame in the tow car (in the case of a three-car mobile unit) or in one of the tow cars (in the case of a six-car mobile unit).

The solenoid valve assembly consists of solenoid activation valves, composed of a main valve, located inside the pumping group, and a selector valve for each of the enclosures (driver's cabins and passenger enclosures), located on the lower frame of the risk zone to be protected.

As shown in Figure 1, the pipe network is composed of a network 40 of wet pipe and a network 41 of dry pipe. The wet pipe network 41 runs through the entire mobile unit on the lower frame, connecting the pumping group 31 with each of the selector valves of each risk zone. The wet pipe network is pressurized by means of the jockey pump. The dry pipe network 41 connects the selector valve of each risk zone with the spray nozzles 30 located inside the cars 2.

The activation of the extinguishing action will always be manual, by means of the manipulation of push-buttons located in the driving cabin 3 of the mobile unit or in the control panel of the central control post or remote post, in the case of remote extinction by radio .

Thus, both in the case of three-car and six-car mobile units, the execution unit comprises the first button 50 of "normal extinction", a second button 51 of "emergency extinction" and a third pushbutton 52 of "car extinction", the three pushbuttons being located in the driving cabin, away from the console (located inside the driving cabin), so that all manipulation thereof is carried out consciously.

These buttons can be restarted immediately, as they are push-click type push-buttons. These pushbuttons will not carry any irreversible activation system (seals, crystals), even though their manipulation is conscious. However, in order to avoid any accidental manipulation, each button will be protected with a transparent cover.

In the case of a six-car mobile unit, the execution unit further comprises a two-position switch 55 for a driver located in the driver's cab to select one of the two semi-units, front or rear. The switch can be changed position at any time.

The first button of "normal extinction" it is to activate the extinction in the passenger enclosures and in the tail cabin, in normal extinction mode; that is, this mode depends on the detection of the alarm level, and the pressing of the first button of "normal extinction".

In the event that the extinction stage is carried out remotely through the radio equipment from the central control post or remote position, said central control position will have a first button of "normal extinction". whose function is equivalent to that of the first button of "normal extinction" in the driving cabin.

The second button of "emergency extinction" it is to activate the extinction process in passenger enclosures and in the queue cabin in emergency extinction mode; that is, it does not depend on the level of detection (pre-alarm or alarm) and is only conditioned by the pressing of the second button of "emergency extinction".

The third push-button of "cabin extinction" It is to activate the extinction process in the driving cabin itself. The activation of the extinguishing process in the driving cabin itself does not depend on the detection and is only conditional on the location of the inverter, element of the train used to define the direction of train travel, in Ad (forward march) or At (reverse) in this cabin, in addition to pressing said third button of "extinction of cabin".

Each push-button will have an optical indication close and well visible, which will light up when the corresponding push-button is manipulated. In the singular case of the first button of "normal extinction", the optical illumination will be intermittent and coming from the control module, once the alarm is detected, in order to guide the driver to the button to be activated. Once pressed, the lighting will be fixed, as in the rest of the buttons.

Another optical indication will be available to indicate the detection of the alarm level. Additionally, a fourth pushbutton 53 will be available in the driver's cabin whose function is to restart the detection system, since, by regulation, before an alarm activation, the system remains locked. The reset of this fourth button is not carried out automatically and will only be effective if the alarm level has really disappeared. The optical indication in the previous paragraph is integrated in this button.

This situation implies a two-way communication between the detector module and the control unit. Additionally, these actions will be registered in the auxiliary equipment control module and in the black box of the train.

The system is operational with mobile unit 1, both moving and stopped.

Extinction in normal mode is controlled and enabled by the detection unit. Extinction will occur when the first "normal extinction" button is activated and after the alarm level has been reached, the corresponding alarm signal having been transmitted by the detection unit. If this first "normal extinction" button is activated without having reached the alarm level, said first button will be inoperative.

In any case, there will always be optical information that a button has been activated.

In the case of a six-car mobile unit, the switch allows the selection of the semi-unit for the extinction process. In the case of selecting the rear half unit, the extinction in the tail cabin will also be applied.

Said switch is only operative in emergency extinction, since in normal mode extinction it is the control unit which, in conjunction with the corresponding detector module, orders to apply the extinction in the mobile unit where the level of detection has been detected. alarm.

Once the extinction is activated, it will work permanently until the exhaustion of the extinguishing fluid, unless the extinction is stopped in case of:

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 in the so-called normal mode extinction, by manually resetting the corresponding first button of "normal extinction".

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 in the so-called emergency mode extinction, by manually resetting the corresponding second button of "emergency extinction".

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 in the case of remote extinction, by canceling the extinction order.

That is to say, in the extinction in normal mode as well as in emergency mode, the reset of the pushbuttons is allowed at any time, once activated; once the corresponding button has been reset, the extinction stops.

The system is able to locate each and every one of the solenoid valves inside the mobile unit, and to recognize its status.

Claims (27)

1. A system for fire protection in mobile railway units (1), in which each mobile railway unit consists of at least one car (2), with at least one risk zone (3,4 ) to protect, for each mobile unit, said system comprises a remote station connected to each mobile unit through a radio device and, for each mobile unit (1):

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 a fire indicating variable detection unit, which includes means for generating at least a first group of signals,

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 a control unit, which includes an evaluation unit of said first group of signals, the control unit being configured to determine whether said first group of signals has reached pre-alarm and / or alarm levels,

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 an execution unit, comprising at least one manual activator (50) and

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 an extinction unit,

said units being incorporated on board the mobile unit, and the system being permanently active whenever the mobile unit is energized, and the system being configured to operate, at least, in an operational mode, this being a normal operating mode, in which the manual activator of the execution unit is operative only if the control unit has determined that said first group of signals has reached the alarm level.

2.

 System according to claim 1, characterized in that the system is configured to operate in two other operating modes: emergency mode and remote control mode.

3.

 System according to any of claims 1 to 2, characterized in that the risk zone is constituted by at least one driver's cabin (3) and a passenger enclosure (4).

Four.

 System according to any of claims 1 to 3, characterized in that the detection unit comprises an aspiration unit and an analysis unit.

5.

 System according to claim 4, characterized in that the detection unit is essentially electrical-electronic in nature.

6.

 System according to claim 4, characterized in that the suction unit comprises a set of suction nozzles (11), located in each risk zone, and channeling means (12).

7.

 System according to claim 4, characterized in that the analysis unit comprises at least one detector module (13) and a communications module.

8.

 System according to claim 7, characterized in that the detector module operates by laser technology.

9.

 System according to any of claims 1 to 8, characterized in that the control unit comprises a communications unit.

10.

 System according to claim 9, characterized in that the control unit is essentially electronic in nature.

eleven.

 System according to any of claims 1 to 10, characterized in that the execution unit comprises a switch (55) when the mobile unit comprises at least five cars.

12.

 System according to any of claims 1 to 11, characterized in that the extinguishing unit comprises

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 a pumping group (31), located on the lower frame,

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 a pipe system,

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 a set of solenoid valves, and

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 a set of spray nozzles (30).

13.

 System according to claim 12, characterized in that the extinguishing unit is essentially hydraulic in nature.

14.

 System according to claim 12, characterized in that for each mobile unit there is a single pumping group.

fifteen.

 System according to claim 12, characterized in that the pumping group (31) comprises:

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 an extinguishing fluid storage unit (32), and

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 a set of drive elements (33) of said extinguishing fluid.

16. System according to claim 12, characterized in that the pipe system is composed of

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 a network (40) of wet pipe, located on the lower frame of each car (2) comprising the mobile unit (1), and

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 a network (41) of dry pipe, located on the false roof of each car comprising the mobile unit.

17.

 System according to claims 15 and 16, characterized in that the wet pipe network is pressurized by means of a jockey pump.

18.

 System according to claim 12, characterized in that said set of solenoid valves is composed of:

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 a main valve, located in the pumping group, and

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 one selector valve for each risk zone.

19.

  System according to claim 18, characterized in that said solenoid valves are solenoids.

twenty.

 System according to claims 16 and 18, characterized in that the wet pipe network (40) connects the pumping group with each selector valve, and the dry pipe network (41) connects each selector valve with the nebulizer nozzle assembly.

twenty-one.

 System according to any of the preceding claims, characterized in that said system is operative with the mobile unit both moving and stopped.

22

 Method of using a system according to claims 1 to 21, for fire protection in mobile railway units, wherein each mobile railway unit (1) is constituted by at least one car (2) with at least one area of risk (3,4) to be protected for each mobile unit, where said procedure comprises:

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 a first detection stage, using the detection unit, of a fire indicating variable, which includes generating at least a first group of signals,

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 a second stage of control and information management, using the control unit, which includes evaluating said first group of signals, and determining whether said first group of signals has reached pre-alarm and / or alarm levels, and

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 a third extinguishing stage, in which the extinguishing unit is manually activated by actuating at least one activator (50),

the extinguishing unit being operated in at least one operating mode, this being a normal operating mode, in which the manual trigger is operative only if, in the second stage of control and information management, it has been determined that said first group of signals has reached the alarm level.

2. 3.

 Method according to claim 22, characterized in that the extinction can be carried out in two other operating modes: emergency mode and remote control mode.

24.

 Method according to claim 23, characterized in that, if the extinction is carried out in the emergency mode, said activator is an emergency button (51) located inside the driver's cabin (3), and said activator is operative independently of the pre-alarm or alarm level determined in the control stage.

25.

 Method according to any of claims 22 to 24, characterized in that, before generating said first group of signals, the detection stage comprises the following steps:

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 air intake through the suction nozzles (11) in the risk areas,

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 conduction of said air through the channeling means (12) to a detector module (13) of the analysis unit, and

- analysis of said air by the detector module, this detection stage being performed by a detection unit. Method according to any one of claims 2 to 25, characterized in that the control stage comprises:

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 the transmission of a second group of pre-alarm signals and a third group of alarm signals,

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 the information to an execution unit, remote post and driver's cab,

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 the management of the extinction stage, 10 - the system maintenance check, and

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 The generation of historical records.

27. Method according to claim 26, characterized in that, if the extinction stage is carried out in remote control mode, it is necessary for the transmission of said third group of alarm signals, and said activator is a push-button located in a position Remote control A method according to claim 27, characterized in that, if the mobile unit comprises at least five cars, the method further comprises selecting the cars for the extinguishing action. 29. Method according to claim 27, characterized in that, if the mobile unit comprises six cars, the method further comprises selecting, by means of a switch (55), a semi-unit of the mobile unit where the extinction takes place. A method according to any one of claims 22 to 29, characterized in that the extinction stage comprises the application of extinguishing fluid.