EP1060766B1 - Appareil de protection contre le risques dans les tunnels de chemin de fer - Google Patents

Appareil de protection contre le risques dans les tunnels de chemin de fer Download PDF

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Publication number
EP1060766B1
EP1060766B1 EP19990111263 EP99111263A EP1060766B1 EP 1060766 B1 EP1060766 B1 EP 1060766B1 EP 19990111263 EP19990111263 EP 19990111263 EP 99111263 A EP99111263 A EP 99111263A EP 1060766 B1 EP1060766 B1 EP 1060766B1
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EP
European Patent Office
Prior art keywords
measuring
tunnel
facility according
train
fire
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP19990111263
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German (de)
English (en)
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EP1060766A1 (fr
Inventor
Peter W. Dr. Nebiker
Dieter Wieser
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Siemens Building Technologies AG
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Siemens Building Technologies AG
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Application filed by Siemens Building Technologies AG filed Critical Siemens Building Technologies AG
Priority to DE59908368T priority Critical patent/DE59908368D1/de
Priority to EP19990111263 priority patent/EP1060766B1/fr
Publication of EP1060766A1 publication Critical patent/EP1060766A1/fr
Application granted granted Critical
Publication of EP1060766B1 publication Critical patent/EP1060766B1/fr
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    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62C—FIRE-FIGHTING
    • A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
    • A62C3/02—Fire prevention, containment or extinguishing specially adapted for particular objects or places for area conflagrations, e.g. forest fires, subterranean fires
    • A62C3/0221—Fire prevention, containment or extinguishing specially adapted for particular objects or places for area conflagrations, e.g. forest fires, subterranean fires for tunnels
    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62C—FIRE-FIGHTING
    • A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
    • A62C3/02—Fire prevention, containment or extinguishing specially adapted for particular objects or places for area conflagrations, e.g. forest fires, subterranean fires
    • A62C3/0271—Detection of area conflagration fires

Definitions

  • the present invention relates to a device for protection against accidents in railway tunnels.
  • GB-A-2 320 971 describes a system for the detection and control of fires which is the entry of trucks on which an open or smoldering fire detects closed protection zones such as tunnels, ferries, warehouses and the like, should be prevented. This goal is achieved by entering at the respective protection zone a detector bridge with suitable temperature sensors and one on Rail movable quenching bridge is arranged.
  • the facility has been expanded to include special transport wagons for the trucks, these wagons have an airtight loading space, in which an inert gas after loading with a truck is filled.
  • the transport wagons are also equipped with fire detectors.
  • the Transport wagons with the airtight loading space like a high degree of safety offer, but they are so expensive that such a facility has never been used.
  • FR-A-2 769 508 describes a protective device for railroad trains, although not explicitly intended for protection against interference in tunnels, but probably also for this purpose can be used.
  • This protective device contains a tank truck with a Extinguishing agent container, which is connected to the other wagons by lines. Every wagon contains a sprinkler system that is automatically activated when a fire breaks out. It can easily be calculated that such a protective device is only used for one extreme high pressure in the line to the tanker can work, this pressure is so high that the protective device cannot be used in practice.
  • the invention is now intended to provide a device for protecting against accidents in railway tunnels are specified, by which the entry of damaged wagons into a tunnel is prevented becomes. This facility should be feasible at a affordable price and it should Do not hinder rail traffic.
  • the achievement of the object according to the invention is characterized in that the device has a front at the entrance to the relevant tunnel, with detectors for at least one hazard event equipped monitoring station and a storage area with at least one accident track for damaged wagons on which a hazardous event has been detected and that the monitoring station can monitor the trains while driving, the monitoring station being arranged at such a distance in front of the tunnel entrance can be that trains with a defective wagon safely stopped in front of the tunnel and on that at least one accident track can be rerouted.
  • the essential approach of the invention is that a defective wagon necessarily on the Entry into the tunnel must be prevented and parked in front of the tunnel, and that the The facility must not disrupt railway operations.
  • the latter is achieved by monitoring the trains take place while driving, the speed may be slow can be reduced, and that not only the defective wagon, but the whole train to one Accident track is redirected.
  • a first preferred embodiment of the device according to the invention is characterized in that that the monitoring station measuring systems for the detection of one or more of the following dangerous events: fire, leakage of dangerous goods, Load shifting, heat from hidden fires, faulty equipment or on the trolleys.
  • a second preferred embodiment of the device according to the invention is characterized in that that the monitoring station is designed as a measuring tunnel, in which at a defined air flow is generated during a train passage and is fed to a measuring room.
  • a third preferred embodiment is characterized in that the measuring space on End of the measuring tunnel is arranged in an area with an expanded tunnel profile, and that in this area means for deflecting and supplying the air flow to or several of the measuring systems mentioned are provided.
  • a fourth preferred embodiment of the device according to the invention is characterized in that that monitoring means are provided within the tunnel and that the Tunnel has at least one accident station in its interior, in which trains with a defective wagon can be diverted.
  • a fifth preferred embodiment is characterized in that the at least one Incident station at least one personal protection room for the admission of train passengers having.
  • the device according to the invention thus also includes means for detection and control of disturbances in the tunnel. If the unlikely event occurs that a wagon is only in the If the tunnel becomes defective, this fault is detected and the train in question is entered into the headed to the nearest incident station, where, on the one hand, the passengers had at least one personal protection room can seek out and the fault can be remedied or contained.
  • Another preferred embodiment of the device according to the invention is characterized in that that the monitoring means in the tunnel through a fire and / or heat detection system are formed.
  • Fig. 1 shows a schematic representation of a railway route crossing a tunnel T. with two tracks G and a security system S arranged in front of the tunnel T. to protect against accidents in the tunnel T.
  • the safety system S which goes without saying is located in front of both ends of the tunnel, consists essentially of a monitoring station 1 with detectors for various hazard events, a control center 2 to which in addition to the monitoring station 1, further monitoring systems arranged in the tunnel T. are connected, and a storage area 3 with crash tracks 4 for trains with damaged Wagons, where defective means that on the wagon in question in the monitoring station 1 a hazard event has been detected.
  • the tunnel T contains two single-track tunnel tubes 5 and 5 ', between which space for service and / or rescue facilities.
  • Each tunnel tube 5, 5 ' contains at least one Incident station 6, in which trains in which an accident has occurred, for rectification or Combat of the accident can continue.
  • the space between the tunnel tubes can, for example, be like in the case of the Eurotunnel under the English Channel, a service tunnel or, as in the case shown Embodiment, the at least one accident station 6 assigned personal protection rooms 7 included.
  • the personal protection rooms 7 are accessible from both tracks G.
  • the at least one accident station 6 contains one that can be remotely controlled from the control center 2 but also autonomously operated extinguishing device 8 for trains in which a source of fire is found has been.
  • the extinguishing device 8 preferably extends over the entire length of the Störfallbahnhof 6, but it can also along a train parked in Störfallbahnhof 6, be designed to be movable, for example on a track.
  • the latter are each with one suitable fire and / or heat detection system 9, which is connected to the control center 2 is connected.
  • a particularly well suited system for this purpose is the linear system FibroLaser heat detection system from Siemens Building Technologies AG, Cerberus Division. This system contains a fiber optic cable mounted on the tunnel ceiling, its temperature is measured based on the vibrations in the crystal lattice structure of the glass fiber.
  • the length of the heated cable section can be inferred from the size of the fire and the location of the fire is very accurate, down to about 1.5 meters, localizable, so that the FibroLaser system is sufficient precise information for the location of the damaged wagon, the direction of propagation of the fire and the hazard potential (heat development).
  • one of the reporting systems mentioned is triggered by the relevant system and / or the train control system determines the current position of the train in the tunnel T and it is due to the fire configuration, which is due to the combination of the signals linear heat detectors, flame detectors and smoke detectors is determined, and the speed the fire development decided whether the train is to be stopped in an accident station 6 or whether he drive out of the tunnel T and is directed outside the tunnel to an accident track 4 shall be.
  • the storage area 3 has several, as shown three, accident tracks 4 for trains a damaged wagon, one of the control center 2 controllable extinguishing device 8 is provided.
  • Each extinguishing device 8 can be part of a service station (not shown) form, which also a tray for collecting liquid, contains a pumping device and a device for combating toxic gases.
  • the length of the accident track 4 is chosen so that it can accommodate an entire train; the extinguishing devices 8 can be moved along their track or arranged stationary his.
  • the distance between the entrance to the tunnel T and the monitoring station 1 is so chosen that trains with a damaged wagon braked and diverted into the parking area can be.
  • the monitoring station 1 is about 7 to 10 km before Tunnel entrance arranged so that between passing the monitoring station and the Redirection into the storage area 3 sufficient time for the evaluation of the signals of the monitoring station 1 and is available for braking the train.
  • the monitoring stations 1 have a length of at least the length of a wagon and are about 30 to 40 m long.
  • the inner profile of the monitoring stations is chosen that released gases are mixed as well as possible with the air in the measuring tunnel. For this The reason is the distance between the walls of the monitoring station and the wagons as small as possible and do not exceed 1.5 m.
  • monitoring station 1 i.e. inside the measuring tunnel, during a train passage a defined air flow is generated and fed to the measuring systems.
  • the measuring systems are arranged in a measuring chamber forming part of the monitoring station and thus protected against the weather. Any other external influences become small held.
  • the measurement systems evaluate the measurement data about 1 minute after the train has passed and an accident limit value is exceeded, there is still enough time to to redirect and stop the endangered train on an accident track 4.
  • the storage area 3 with the accident track 4 is with all the necessary installations for the rescue of passengers and mastered the accident.
  • Fig. 2 shows a longitudinal section through a monitoring station 1, just from a train with wagons W is driven through in direction A.
  • the Measuring tunnel 10 towards the front end in the direction of travel A towards a measuring chamber 11, in which the measuring systems for the different hazard events are arranged (not ) Shown.
  • a pump effect arises through which an air volume is dragged from the entrance of the measuring tunnel 10 to the measuring chamber 11.
  • a laminar boundary layer builds up on the moving walls of the wagons W but quickly penetrated by any fire or leak gases and in the shear flow Tunnel wall is turbulently swirled. With open loads and tank trucks, none are formed pronounced boundary layers.
  • the measuring chamber 11 has guide plates 12 for deflection in the area of the side walls and the ceiling of the air flow mixed with fire or leak gases in the measuring tunnel 10 to the wall the measuring chamber 11 and suction devices 13 for suction of the air mixture mentioned on.
  • the guide plates 12 are adjustable with a stepper motor drive and to the current one Train speed adjustable. Since the dwell time of a wagon W in the measuring tunnel 10 at an average train speed of 120 km per hour is about 1 second, For each hazard event, a measurement is made every second or one Sample collected and then analyzed.
  • the measuring chamber 11 contains a measuring system for smoke and Flame detection.
  • the smoke is detected by an HSD air sampling smoke detector Siemens Building Technologies AG, Cerberus Division. There will be at least two redundant ones HSD systems are used, which increases detection reliability and minimizes susceptibility to interference becomes.
  • This device can detect the smallest amount of smoke and also smoke aerosols differ from other disturbance variables.
  • the air supply to the air sampling smoke detector is carried out by the suction devices 13.
  • the flame is also detected by Fast infrared and ultraviolet flame detectors connected in pairs. These are in Direction of travel A at the beginning or end of the measuring chamber 11 or inside the measuring tunnel 10 mounted on the walls and monitor the entire measuring room or the relevant one Area of the measuring tunnel 10.
  • the main classes of flammable gases and vapors in the form of hydrocarbons as well as toxic and toxic gases can be distinguished in the detection of dangerous gases. If one assumes that a leak size of less than 100 cm 3 per minute during the passage through the tunnel does not pose a risk to people, then the measurement accuracy is 3 mg / m 3 , which corresponds to about 3 ppm on the order of magnitude. Since the speed of a wagon in the measuring tunnel is only around 1 second at a speed of 120 km / h, the length of the measuring intervals must not exceed 1 second when measuring dangerous leaks, otherwise the gas mixture will be diluted too much and, with conventional measuring methods, one Detection is no longer possible.
  • a flame ionization detector (FID) is used as the measuring system for measuring combustible gases and liquids, the measurement being carried out extractively via the suction devices 13. With this measuring system, any flammable gas that may be present is ionized with a hydrocarbon flame and the corresponding current is measured.
  • the check for load shifts is carried out according to FIGS. 3 and 4 with laser light barriers, with at least one vertical laser light barrier on each side of the wagons W a transmitter 14 and a receiver 15 is provided. Because, for example, a steel beam of 3 cm thickness on a train traveling at 120 km / h only interrupts the laser beam for 1 msec, the measuring device in question must have a good time resolution. Furthermore it must be in order to remain functional even in the event of interference and to avoid harmful interference to deliver into the interior of the wagons, even without high laser power Show dynamism.
  • the running gear is monitored for hot runners by means of a so-called hot spot detection, with which at least hidden fires or faulty electrical components partially included.
  • This hot spot detection can be implemented with three infrared cameras be the train traveling through the measurement tunnel 10 from the left and right and from above consider. 5 shows a block diagram of a suitable camera.
  • the camera designated by reference number 17 is, for example, an uncooled infrared camera of the Thermo Vision brand from FLIR Systems. This camera with the optics 24 ° * 18 ° or 45 ° * 33 ° is available, has a resolution of 320,240 pixels and it has one Spectral range from 7.5 to 13 ⁇ m.
  • the camera has a sealed die-cast aluminum housing and is specified for an operating temperature of -15 ° C to 50 ° C. It is over a 5 m long cable 18 connected to an interface box 19, which one RS232 and one RS422 interface.
  • the RS232 interface is used for camera control and RS422 interface is used to transfer the image data to a PCI slot 20 in one Industrial PC 21, on which the images are preprocessed with various corrections become. The images can then be further processed.
  • the camera 17 delivers 60 frames per second or an image every 16 msec.
  • One with 120 km / h Passing train covers 33 m per second and 53 cm in 16 msec.
  • the camera captures a vertical section of 2.5 m and a horizontal of 1.8 m.
  • the distance traveled by the train during this time Path of 53 cm, which corresponds to 70 pixels in the sensor plane, must be used when determining the temperature are taken into account, for which purpose the speed determination according to FIG. 4 is used can be.
  • these are preferably arranged in the measuring chamber 11 (FIG. 2), where the profile of the measuring tunnel 10 is expanded.
  • the cameras 17 must be adjusted periodically. For this purpose, in the cameras in front of the infrared sensor array, one heated homogeneously to a predetermined temperature Plate folded up and every single pixel adjusted. This process is done by the light barrier 16 for speed measurement (Fig. 4) after passing the last car one Train triggered. In addition, the measuring conditions in the measuring field must be checked continuously and a corresponding calibration of each camera 17 is carried out, for example by a reference covering a few pixels on the sensor array, for example a heated plate, in the Field of view of the camera in question can take place.
  • the entire measuring system is used to avoid false alarms due to the speed measurement 16 (Fig. 4) triggered.
  • another speed measuring device for example a Doppler radar device, intended to measure the approximate train speed. Measurements in the measuring tunnel are only evaluated if both speed measurements are in front of the measuring tunnel and in this result in a valid value.
  • the measurement of the speed in front of the measuring tunnel also serves to set the Motor-adjustable air ducts 12 (Fig. 2), which ensures optimal air supply in the Measuring chamber 11 is reached.

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  • Life Sciences & Earth Sciences (AREA)
  • Biodiversity & Conservation Biology (AREA)
  • Ecology (AREA)
  • Forests & Forestry (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Fire-Detection Mechanisms (AREA)

Claims (21)

  1. Dispositif de protection contre les accidents dans les tunnels ferroviaires, caractérisé en ce qu'il comporte une station de surveillance (1), placée avant l'entrée dudit tunnel (T) et équipée de détecteurs d'au moins un événement dangereux, et une zone d'arrêt (3) comportant au moins une voie de dégagement (4) pour wagons défectueux (W) dans lesquels un événement dangereux a été détecté, et en ce qu'une surveillance des trains peut être effectuée pendant le roulement à la station de surveillance (1), la station de surveillance (1) pouvant être placée avant l'entrée du tunnel à une distance telle que les trains comportant des wagons défectueux peuvent être arrêtés en toute sécurité avant le tunnel (T) et peuvent être déviés vers au moins une voie de dégagement (4).
  2. Dispositif selon la revendication 1, caractérisé en ce que la station de surveillance (1) comporte des systèmes de mesure en vue de la détection d'un ou plusieurs événements dangereux suivants : incendie, perte par fuite de produits dangereux, décalage de la charge, chaleur due à un feu couvert, à des dispositifs défectueux ou bien au niveau des dispositif de roulement.
  3. Dispositif selon la revendication 2, caractérisé en ce que la station de surveillance (1) est conformée en tunnel de mesure (10) dans lequel un flux d'air défini est généré lors du passage d'un train et est amené à un espace de mesure (11).
  4. Dispositif selon la revendication 3, caractérisé en ce que l'espace de mesure (11) est placé à l'extrémité du tunnel de mesure (10) dans une zone dans laquelle le profil du tunnel est élargi, et en ce qu'il est prévu dans cette zone des moyens de déviation et d'amenée du flux d'air à un ou plusieurs desdits systèmes de mesure.
  5. Dispositif selon la revendication 4, caractérisé en ce que lesdits moyens sont formés par des conduites d'air (12) réglables mécaniquement et par des dispositifs d'aspiration (13) et en ce que ces moyens sont prévus avantageusement le long des parois latérales et du plafond de l'espace de mesure (11), et en ce que le réglage des conduites d'air (12) est effectué en fonction de la vitesse du train correspondant.
  6. Dispositif selon la revendication 5, caractérisé en ce que le système de mesure contient pour la détection d'incendie un appareil d'analyse de fumée dans des échantillons d'air ainsi que des capteurs de flamme à infrarouges et/ou à ultraviolets, une analyse du flux d'air amené étant effectué au moyen de l'appareil d'analyse de fumée dans des échantillons d'air et une surveillance locale du tunnel de mesure (10) étant effectuée au moyen des capteurs de flamme.
  7. Dispositif selon la revendication 5 ou 6, caractérisé en ce que le système de mesure comporte pour la détection de vapeurs et de gaz dangereux un analyseur d'absorption Single Line permettant d'effectuer une analyse du flux d'air amené.
  8. Dispositif selon l'une des revendications 5 à 7, caractérisé en ce que le système de mesure comporte des deux côtés des wagons (W), pour la surveillance de décalages de charges, des cellules photo-électriques dont au moins deux sont toujours disposées de chaque côté en série l'une derrière l'autre.
  9. Dispositif selon la revendication 8, caractérisé en ce que des moyens (16) de mesure de la vitesse des trains sont prévus dans le tunnel de mesure (10) et en ce que tous les systèmes de mesure sont déclenchés par la vitesse des trains.
  10. Dispositif selon les revendications 8 et 9, caractérisé en ce que les barrières lumineuses (14, 15) et les moyens (16) de mesure de la vitesse des trains sont placés dans le tunnel de mesure (10) avant l'espace de mesure (11 ).
  11. Dispositif selon l'une des revendications 5 à 10, caractérisé en ce que le système de mesure comporte pour la détection de chaleur au niveau des dispositifs de roulement une détection dite Hot Spot au moyen de caméras infrarouges (17), une caméra étant prévue de chaque côté et au-dessus des wagons (W).
  12. Dispositif selon la revendication 11, caractérisé en ce qu'une détection d'incendies couverts et de composants électriques défectueux est également effectuée par la détection Hot-Spot.
  13. Dispositif selon l'une des revendications précédentes, caractérisé en ce que des moyens de surveillance sont prévus à l'intérieur du tunnel (7), et en ce que le tunnel (T) comporte à l'intérieur au moins une gare de dégagement (6) dans laquelle les trains comportant un wagon défectueux peuvent être déviés.
  14. Dispositif selon la revendication 13, caractérisé en ce que au moins une gare de dégagement (6) comporte au moins un abri (7) destiné à accueillir les passagers des trains.
  15. Dispositif selon la revendication 13, caractérisé en ce que les moyens de surveillance sont formés dans le tunnel (T) par un système (9) de détection d'incendie et/ou de chaleur.
  16. Dispositif selon la revendication 15, caractérisé en ce que ledit système de détection (9) contient un système linéaire de capteurs de chaleur ainsi que des capteurs de flamme et des capteurs de fumée.
  17. Dispositif selon les revendications 2 et 13, caractérisé en ce que les systèmes de mesure de la station de surveillance (1) et les moyens de surveillance (9) placés à l'intérieur du tunnel (T) sont raccordés à une centrale de commande (2) commune.
  18. Dispositif selon la revendication 17, caractérisé en ce que l'au moins une voie de dégagement (4) et l'au moins une gare de dégagement (6) sont équipés chacune d'un dispositif d'extinction (8) raccordé à la centrale de commande (2).
  19. Dispositif selon la revendication 5, caractérisé en ce qu'un dispositif de mesure de la vitesse des trains est placé avant l'entrée dans le tunnel de mesure (10), et en ce que le réglage des conduites d'air (12) est commandé par ce dispositif.
  20. Dispositif selon les revendications 9 et 19, caractérisé en ce que les mesures dans le tunnel de mesure (10) ne sont exploitées que lorsque les deux mesures de vitesse, effectuées à l'intérieur du tunnel de mesure (10) et en amont de celui-ci, donnent une valeur valable.
  21. Dispositif selon la revendication 16, caractérisé en ce qu'il est effectué une exploitation combinée des signaux du systèmes linéaire de capteurs de chaleur, des capteurs de flamme et des capteurs de fumée et à partir de là une détermination de la configuration de l'incendie, et en ce que on décide à partir de la configuration de l'incendie et de la vitesse de propagation de l'incendie si ledit train est arrêté dans une gare de dégagement (6).
EP19990111263 1999-06-10 1999-06-10 Appareil de protection contre le risques dans les tunnels de chemin de fer Expired - Lifetime EP1060766B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE59908368T DE59908368D1 (de) 1999-06-10 1999-06-10 Einrichtung zum Schutz vor Störfällen in Eisenbahntunnels
EP19990111263 EP1060766B1 (fr) 1999-06-10 1999-06-10 Appareil de protection contre le risques dans les tunnels de chemin de fer

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP19990111263 EP1060766B1 (fr) 1999-06-10 1999-06-10 Appareil de protection contre le risques dans les tunnels de chemin de fer

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Publication Number Publication Date
EP1060766A1 EP1060766A1 (fr) 2000-12-20
EP1060766B1 true EP1060766B1 (fr) 2004-01-21

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120193110A1 (en) * 2009-06-17 2012-08-02 Bruno Bouthors Equipment for controlling a train fire in a long railway tunnel and method for implementing same

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016125490A1 (de) * 2016-12-22 2018-06-28 Bombardier Transportation Gmbh Brandmeldesystem für ein Schienenfahrzeug
DE102018202036A1 (de) 2018-02-09 2019-08-14 Siemens Schweiz Ag Warn-Nachrichten-Routing für Infrastrukturen

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5153722A (en) * 1991-01-14 1992-10-06 Donmar Ltd. Fire detection system
FR2724247B1 (fr) * 1994-09-01 1997-01-24 Scheefer Gerard Dispositif de detection d'incendie dans une enceinte fermee
GB9627109D0 (en) 1996-12-31 1997-02-19 Keith Henry H Fire detection and control systems for heavy goods vehicles (HGV's) at entrances to enclosed spaces requiring a hire fire safety
FR2769508B1 (fr) 1997-10-15 1999-12-17 Jean Aime Andre Poncet Dispositif d'extinction automatique d'incendie integre a un convoi ferroviaire

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120193110A1 (en) * 2009-06-17 2012-08-02 Bruno Bouthors Equipment for controlling a train fire in a long railway tunnel and method for implementing same
US9345915B2 (en) * 2009-06-17 2016-05-24 France-Manche Equipment for controlling a train fire in a long railway tunnel and method for implementing same

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DE59908368D1 (de) 2004-02-26

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