DE1061627B - United smoke tracer and fire extinguishing system - Google Patents

Description

GERMAN

The invention relates to a combined smoke detection and fire extinguishing system, in particular to Ships, rriit a pipe system common to both plants.

For fire fighting on ships it is most advantageous to use an inert gas from a central point a pipe system led to outlets in the cargo holds and other storage areas. Duixh Rauchspüfef the fire should be reported as early as possible.

So far, carbonic acid has mostly been used as an inert gas to extinguish fire. die 'under betfäehtiicheiri Pressure is blown off through pipes of fairly small diameter. Such tubes have the width suitable for use in smoke detectors and are therefore also used for this purpose; whereby a control valve is actuated when the message "smoke" is received, which detects the raw material layer in front of the smoke turns off and connects to the carbon dioxide supply.

Another inert gas that can be used for fire fighting in Schiffferi is the combustion product of oil, which in the following is called combustion gas. A plant working with combustion gas has many advantages; the gas, however, is much lighter than carbonic acid and is blown off at a much lower pressure. The pipe system used to supply combustion gas to the hazard areas is therefore not suitable for scavenging smoke for the following reasons:

Because carbonic acid is relatively heavy; will irnrilSr eiugeblasen on the ceiling of the cargo hold and then decreases down, i .e. the Abbläspüiikt is the same as Aron from whom the air for the smoke tracer must also be sucked out. When lighter Verbrenmingsgas however, a part must be minimum er the bottom of the Läderaumes passed Werdeh _i ie Äri fine to air extraction for the smoke senser unsuitable Pühkt.

Since the combustion gas is under low pressure, the supply pipes must be connected to the vessel be pretty far. The Abbi äs pipes are therefore not suitable for the constant suction of Air samples.

A solution to this problem is achieved according to the invention in that when using a diffusion gas known for fire-releasing purposes, the pipe system in the lower parts of the rooms to be monitored has relatively large outlets and the pipes have non-return valves for the gas to flow through to the outlets and relatively small inlets for suction of air for the Rauchsöüref häbfen, where the inlets - in addition to the Äüsätfömfielrtürig of the gas - ^ stfomäüfwäf-fs of the non-return valves uhii ifi the öbereii parts of the Räufg ängeöfdtief siiid:

Affiliated Räkcfis-
and fire extinguishing system

Thfe Pyferig Cömßäny Limited,
Brentford, Middlesex (Great Britain)

Representative: Dipl.-Ing. Η. Kosel, patent attorney,
Bad Gandersheim, Braunschweiger Str _i 22

Claimed priority: Great Britain 16 February 1956

Howard Edwin Sedförd, Srentfbrd, Middlesex
(Great Britain),
has been named as the inventor

2

When air is extracted for the smoke puff from the cargo hold, the non-return valves close, and the air is extracted only through the inlets, which are close to the ceilings of the hold or other Spaces lie. If combustion gas is blown into the shop, open the valve or the Valves in the room concerned.

The inlets must be holes in the pipes, but mostly they are at the ends of the branch lines; which branch off from the pipes with check valves: In both Eällen the Verbfehntingsgas can aüch däreh discharge the air inlets, but the effluent as in the loading space Gäsmenge is small compared ZÜ def through the check valve into the loading space flowing Meflge ufiä any Lüfttäschfen serves dazü, under the Key lid or on the underside of the shop floor äuszus £) üleri:

The drawing gives an example for the system according to EffindUhg and its parts. Darih is

Fig. 1 eifie the schematic representation of a part of the ailagg built into a ship,

Fig. 2 is a partial representation ^ on a larger scale, Fig: 3 the ^ EinrifehtUrig. in a fine hold in a larger scale _; -

4 shows a view through the, uh, well-known, check valve used in the raw layer;

909 577 / 67a

Claims (1)

1061 FIG. 5 shows a section through an air collecting head that can be used in the pipe system, and FIG. 6 shows a section through an AzrOrrichtung for draining the condensed water from the pipe system. Fig. 1 shows the front part of a ship in which the two cargo holdings A and B and the intermediate decks C, D and B form danger points. A combustion gas generator 6 supplies gas to all of these and similar points in the stern. The gas leaves the generator through the pipe 7, which branches into the two pipes 8 and 9 controlled by the valves 10 and 11, respectively. Tubes 8 and 9 have a 5 inch inside diameter. In normal operation, both valves 10 and 11 are closed. The pipe 8 leads to a series of five valves 12 which are normally closed and from which the pipes 13 ^ 4 to 13 £ run to the five danger points. When entering hold A, the pipe 13 A branches into the 4 inch wide pipes 14 and 15, the pipe 14 going vertically downwards and having an upper outlet 16 ^ 4 and a lower outlet 17 A (see Fig. 3 ). Each outlet contains a check valve 18. The pipe 15 runs to the other end of the hold and has two similar outlets 19 ^ 4 and 20 ^ 4, also controlled by check valves IS. From the pipe 15, an 1-inch pipe 21A branches off into the upper part of the hold and ends in an air collecting head 22 ^ 4. . The pipe and valve arrangement in hold B is similar to that in hold A. In the three tween deck spaces it is different in that only two outlets 16 C and 17 C are provided there and the incoming pipe, e.g. B. 13 C, only a narrow junction to the Luftsammeikopf 22 C has. A continuously running .Lüfter 23 is connected via a smoke detector 24 and a * smoke indicator 25 and: the pipes 26 and 27, which are provided with normally open valves 28 and 29, to the pipes 8 and 9, respectively. The valve cluster 12 is connected to the smoke indicator 30 (see FIG. 2). From the valves 12 pipes 31 lead to the smoke indicator 30. The pipe 32 opens into the pipes 10 through a two-way valve 33 which, in the normal operating state, is such that air can flow through the pipes 31 and 32. In all figures, the pipes used only for smoke sniffing purposes are shown in dashed lines. The pipe 9 leads via one of the similar valve banks and pipes shown in Fig. 12 to the hazard "" "points in the stern, where the same device is provided as in the bow sucked out of the danger points, namely through the air collecting heads 22, the RohrelSj, the valves 12, the smoke indicators 30 and 25 and the smoke detector 24. When the smoke detector reports "smoke", the hold or other room in which it is burning is first through determines the indicator 25, which indicates whether the fire is fore or aft. Assuming the fire is in the hold, then the indicator only indicates that it is burning in the bow. Then the smoke indicator 30 is checked, which shows that the Smoke comes out of the hold. Then the valve 33 is turned over and the valve 12 in the pipe 13 A is opened. The generator 12 is started and the valve 10 is opened to the outlets AQA ,. 17 A, 19 A and 20 A ge-627 presses. The pressure is high enough to open all of the check valves 18 controlling these outlets. In addition, some gas will also flow out through the air collection head 22 ^ 4. So that no inert gas penetrates into the indicator 30 and contaminates it, coupled valves can be provided in the pipes 31 which close the pipes 31 when the valve 33 is turned. Fig. 4 shows the construction of a preferred check valve 18 for use in the system according to the invention. The check valve 18 is a flap valve that is closed in the normal operating state and has a valve body 34 with threaded flanges 35 for screwing onto the gas distribution pipes of the system. The valve body has a cover 36 for controlling the flap 37, which is made of leather and is stiffened by aluminum discs attached to both sides. It is so light that it will certainly open under the low pressure of the combustion gas flowing in the direction of the arrow. Figure 5 shows the preferred embodiment of the collecting head 22. The end of the branch pipe 21 is threaded onto which a cap 38 is screwed. The cap has a lateral opening 39 through which air is sucked into the space between the pipe end and the cap. The size of the air intake opening can be changed by adjusting the cap. A spacer 40 is advantageously inserted into the cap so that the opening is not completely closed when the cap is screwed tightly onto the pipe. By adjusting the opening sizes at the various hazard points, it can be ensured that each branch pipe sucks in the same amounts of air to the smoke detector. This refined comparison measurement of the amount of air extracted from each point is necessary for larger systems, since when the air is extracted through the relatively wide outlets 16 and 19, the suction effect at the more distant points is inadequate. In the case of less extensive systems, however, the suction can take place through the outlets 16 and 19, the non-return valves as well as the branch pipes 21 and the heads 22 being omitted in these. Such a system does not fall within the scope of this invention. Condensation water can form in the pipes, especially in the branch pipes, which blocks the pipes if, at the low operating pressures, neither the air sucked in to the smoke detector nor the combustion gas blown in in the event of a fire can overcome the blockage. It is therefore advantageous to create a drainage opening in each pipe at the point where condensate is likely to collect and to provide this with a moisture-absorbing plug through which water can seep through, but which prevents the undesired entry of air. FIG. 6 shows such a stopper 41, which lies between the end of a short tube 42 and screw cap 43. The cap 43 has a drainage hole 44. Fig. 3 shows such a condensate drainage pipe 42 embedded in a branch pipe 21. 1. Combined smoke detection and fire extinguishing system, especially on ships, -with a · for pipe system common to both systems, characterized in that 'when using a · .for Fire extinguishing purposes known combustion gas