EP2061564B1 - Schienenfahrzeug mit einer branddetektionseinrichtung - Google Patents

Schienenfahrzeug mit einer branddetektionseinrichtung Download PDF

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Publication number
EP2061564B1
EP2061564B1 EP07818193A EP07818193A EP2061564B1 EP 2061564 B1 EP2061564 B1 EP 2061564B1 EP 07818193 A EP07818193 A EP 07818193A EP 07818193 A EP07818193 A EP 07818193A EP 2061564 B1 EP2061564 B1 EP 2061564B1
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EP
European Patent Office
Prior art keywords
rail vehicle
temperature sensor
elongated elements
insulation
fire
Prior art date
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.)
Active
Application number
EP07818193A
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German (de)
English (en)
French (fr)
Other versions
EP2061564A1 (de
Inventor
Heinz Reimann
Heinz Staudenmaier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transportation Germany GmbH
Original Assignee
Bombardier Transportation GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Bombardier Transportation GmbH filed Critical Bombardier Transportation GmbH
Publication of EP2061564A1 publication Critical patent/EP2061564A1/de
Application granted granted Critical
Publication of EP2061564B1 publication Critical patent/EP2061564B1/de
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Classifications

    • 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
    • A62C3/07—Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles
    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62C—FIRE-FIGHTING
    • A62C37/00—Control of fire-fighting equipment
    • A62C37/36—Control of fire-fighting equipment an actuating signal being generated by a sensor separate from an outlet device
    • A62C37/46—Construction of the actuator
    • A62C37/48—Thermally sensitive initiators

Definitions

  • the invention relates to a rail vehicle with a fire detection device, in particular a locomotive, in whose machine room at least one sensor for detecting a fire is arranged.
  • temperature sensors have been used which generate a signal when a temperature threshold is reached or exceeded.
  • a disadvantage of known temperature sensors is the low spatial detection range. These temperature sensors can therefore also be referred to as punctual temperature sensors. In an unfavorable situation, the fire is not detected with such a temperature sensor, although it has already destroyed essential areas of the engine room. .
  • a sensor tube is known, which is routed along possible sources of fire along.
  • the sensor tube contains a gas whose pressure is above the outside pressure. In case of fire, the sensor tube is destroyed. It then comes to a pressure drop, which is detected by the pressure sensor.
  • a disadvantage of such sensors is the relatively complex nature of the evaluation of the pressure drop. It must be provided a suitable pressure sensor, which in turn must then be connected to the fire extinguishing system. In addition, the handling of such a sensor tube during assembly and also when replacing relatively complex. There is also the risk that even without fire, the pressure in the sensor tube drops and therefore unintentionally a fire extinguishing process is triggered. In particular, the material of the Sensor tube by permanent heat and chemical processes are leaking.
  • EP 1 611 925 A1 describes a fire fighting system according to the preamble of claim 1 for use in rail car carriages.
  • the car roof has a double bottom with a thermosensitive cable that detects the presence of excessive temperatures that are higher than a certain hazard threshold, and with control circuits that automatically control the starting in the fire area with respect to this temperature signal.
  • US 2,185,944 describes cables that have two or more conductors that are normally insulated from each other but that are intended to contact each other in response to heat, thereby triggering a signal or actuating a sprinkler system.
  • WO 2004/082768 A1 describes a sprinkler system for rail vehicles with at least one liquid container, which can be brought into contact and pressurized via a pressure medium line with a pressure medium container, and with a number of thermally triggered sprinkler nozzles.
  • a temperature sensor for fire detection in a rail vehicle, wherein the temperature sensor comprises two elongate elements of electrically conductive material, wherein the elongated elements may be in particular electrically conductive wires.
  • the elongated elements extend in a longitudinal direction of the temperature sensor, wherein the Can change longitudinal direction in the course of the temperature sensor.
  • the temperature sensor can be laid, for example, in loops, meandering or otherwise with a curved course. Since the temperature sensor has two elongated elements, it can be referred to as a linear temperature sensor.
  • the elongated elements (in principle it is possible to use not only two but more elongate elements in the same temperature sensor) are insulated from each other by electrical insulation.
  • the two elongated elements are wires, each having an electrical insulation as a wire sheath.
  • the electrical insulation isolates the two elongate elements from each other, so that there is no direct electrical contact.
  • the two elongated elements at least at one end via an electrical Resistance are interconnected. This makes it possible to pass an electric current through the elongated elements, with which the temperature sensor can be checked for integrity of the elongated elements. If one of the two elongated elements is interrupted or damaged, this can be determined by the increased or infinite electrical resistance.
  • the test current is preferably generated by a device which is connected via an input / output unit to a data bus, to which the actual evaluation device is also included.
  • the device comprises a power generator and a current measuring device.
  • the power generator which may be connected to a separate electrical power supply, generates the test current flowing through the elongate elements of the temperature sensor and the termination resistor.
  • the current measuring device is also connected to the current loop formed by the current generator, any connecting leads, the two elongated elements, the terminating resistor and optional additional electrical components and measures the current flowing through the current loop.
  • the current measuring device transmits the preferably analog information about the magnitude of the measured current to the input / output unit, which transmits a corresponding digital signal via the data bus to the evaluation device. This can now evaluate, in particular by means of implemented software, whether the measured current has an expected value or is within an expected range that corresponds to the intact temperature sensor and that does not indicate a short circuit of the two elongate elements.
  • the current measuring device and the current generator can be realized in other ways, in particular separately from each other and / or be arranged at different locations than at the input / output unit.
  • the temperature sensor may be monitored for its operability by the current generator feeding the temperature sensor at a small constant current, the current measuring device measuring the voltage across the temperature sensor (in particular including termination resistance). drops.
  • the voltage information can then be transmitted to the evaluation device via the data bus (which is in particular a ring bus) and evaluated there. Due to the measured voltage can be concluded that the operating state of the temperature sensor. In case of fire, the voltage that drops across the temperature sensor is lower. If the temperature sensor malfunctions (eg interruption of one of its wires), the voltage that drops across the temperature sensor is greater and a fault message can be generated.
  • the temperature sensor is generally configured such that in the event of a fire in the rail vehicle, the two elongated elements contact each other electrically, so that an evaluation device can detect the electrical contact.
  • the elongate elements can come into direct contact with each other through the insulation.
  • the test current can also be used to detect the short circuit between the two elongate elements, which arises in a fire. Due to the short circuit, the terminating resistor is short-circuited, d. H. bridged and the test current is therefore much larger. This is again measured by the current measuring device, a corresponding signal is transmitted to the input / output unit, a corresponding signal is transmitted via the data bus and evaluated by the evaluation device. This can thus determine that the current is much greater than expected or than normal, and recognize that the message temperature of the temperature sensor has been reached.
  • the elongated elements are mechanically biased against one another continuously or longitudinally at a plurality of locations in the longitudinal direction, with the electrical insulation disposed between the elongated elements so that they are under pressure due to the mechanical bias prevents electrical contact, as long as the insulation is not heated enough that it no longer withstands the pressure.
  • the two can be designed as wires elongated elements in the manner of a so-called twisted pair cable twisted together.
  • the material of the wires may be selected so that the mechanical bias is already achieved due to the mechanical stiffness of the wires.
  • Such temperature sensors may e.g. from The Protectowire Company, Inc., Hanover, MA 02339-0200, USA under the product name PHSC-220-EPC or under PHSC-280-EPC.
  • PHSC-220-EPC e.g. from The Protectowire Company, Inc., Hanover, MA 02339-0200, USA under the product name PHSC-220-EPC or under PHSC-280-EPC.
  • the use of the temperature sensors for use in rail vehicles is not known.
  • the scope of the invention also includes a rail vehicle, in particular a locomotive, with at least one such temperature sensor and an evaluation device which is designed to detect the electrical contact of the two elongated elements.
  • the embodiments described below relate both to the temperature sensor itself, its use and a rail vehicle with such a temperature sensor.
  • the at least one linear temperature sensor may be disposed therein.
  • a plurality of the temperature sensors are arranged in different areas of the machine room, so that a locally selective fire detection is possible.
  • extinguishing agent can be used only in the area in which a fire was detected.
  • extinguishing agents can be saved and areas not affected by the fire can later be put back into operation or even continue to operate without the need for extinguishing agent residues.
  • the majority of the temperature sensors can each be connected via an interface for coupling a digital signal to a data line.
  • the data line is connected to a central unit of the evaluation device.
  • the data line is, for example, a bus for transmitting digital signals.
  • the bus is in the nature of a loop with two ends. In this case, the two ends are connected to the evaluation device, so that the signals from the temperature sensors can still be received even if the data line is interrupted at one point.
  • Selective fire detection works when the interfaces for coupling a digital signal in the data line in different areas of the engine room are arranged and the temperature sensors each via one of the interfaces, which is arranged in a different area of the engine room than the elongated elements of the temperature sensor, connected to the data line. If an area is affected by a fire, the temperature sensor in this area can still couple its signal into the data line because the interface is in a different area.
  • smoke detectors can additionally be provided, which are arranged directly at the interface and provide the interface as a way to couple in addition to the signal of the smoke detector and an external signal in the data line.
  • the interface (this is not limited to the use of smoke detectors) may also be an interface via which a signal is coupled out of the data line. Such an output signal may e.g. used to check a temperature sensor for operability.
  • the elongate elements may have, in addition to the insulation, which normally prevents direct electrical contact, common external (electrical) insulation, which isolates them to the outside.
  • common external (electrical) insulation which isolates them to the outside.
  • the electrical insulation is not sufficient if the temperature sensor is installed in the vicinity of components that are at high voltage potential during operation of the rail vehicle, in particular to potentials of more than 600 V.
  • the temperature sensor in a hose, in particular in a ribbed or corrugated hose, so that the hose can be curved without significant stress on the hose material.
  • Polypropylene is preferred as the material for the hose.
  • the temperature sensor / is loosely laid in the hose, so that the temperature sensor can be easily pulled into the tube (inserted) and can also be removed from the hose again.
  • the hose can be fastened to equipment of the rail vehicle (for example, by means of a hose clip completely made of plastic, for example made of plastic or a clip which does not completely cover the hose, for example of plastic) and thus defines the area in which can be monitored by the temperature sensor.
  • the hose protects the temperature sensor against mechanical damage. In addition, it can be routed in a simple manner in the hose as already mentioned. If after a long time the temperature sensor to be replaced by a new one, it just needs to be pulled out of the hose and a new temperature sensor be retracted. Further, the tubing may be selected to provide sufficient electrical isolation even in areas having parts at high voltage potential.
  • a suitable hose can be obtained, for example, under the type designation CPLT-07 as polypropylene hose from A suitable hose can be obtained, for example, under the type designation CPLT-07 as polypropylene hose from PMA AG in Wetzikon, Switzerland.
  • engine room extends the longitudinal direction, ie the direction of travel of the locomotive, from right to left or vice versa.
  • the engine room has many facilities that not all are discussed here.
  • a fire extinguishing device with a computer that can receive signals from a plurality of smoke detectors and temperature sensors, which are arranged in different areas of the engine room via a bus, in particular a CAN bus.
  • a bus in particular a CAN bus.
  • auxiliary operating frame HBG in which means are arranged, which are not directly required for the drive of the locomotive.
  • transformer TR for the transformation of electrical voltages in the power supply of the auxiliary operating frame HBG, which is arranged in the longitudinal direction approximately at the same height as the fire-extinguishing device FLE, but separated by a gear 1 thereof.
  • a high-voltage frame HSG In a second area is a high-voltage frame HSG, are arranged in the means for the electrical supply of the drive motors in the high voltage range, in particular switches and lines that allow a connection of the power supply to a pantograph. Also associated with this second area is a suction scaffold SKG in which the absorption circuit for the power supply is located.
  • a third area which is arranged centrally in the machine room next to the second area, are the power converters SR for the supply of the drive motors.
  • a low voltage stand NSG for the power supply of consumers, which are operated at voltages below 400 V.
  • a temperature sensor is arranged in each of the four regions, which is preferably laid at least also at the highest point of the respective frame, wherein the temperature sensor preferably extends over the entire length and / or entire width of the respective frame.
  • the temperature sensor forms a loop, i. it extends through the framework from its beginning and its end is near the beginning. A part of the loop can also be laid clearly below the highest point of the framework, in particular at the lateral edge of the framework.
  • Fig. 1 shows connecting lines 2a-2d, via which the fire-extinguishing device FLE is connected to the individual extinguishing devices, one of which is arranged in the four areas.
  • Fig. 2 shows a longitudinal section of two elongate electrically conductive elements, which are in the preferred embodiment shown here with insulated sheathed wires 11, 12.
  • the wires 11, 12 are twisted together in the manner of a twisted pair line, ie the wires 11, 12 extend in a double helical fashion in the longitudinal direction of the temperature sensor.
  • Fig. 3 there are crossing points in which the wires 11, 12 intersect in their course in the longitudinal direction at an acute angle. Since each of the wires 11, 12 has an electrical insulation 15, 16 as a sheath, and since a mechanical stress is generated at the crossing points, which presses the wires 11, 12 against each other, the insulation 15, 16 are loaded under pressure (as by two Arrows is indicated).
  • the wires consist z. As steel, so that their material maintains the mechanical tension.
  • the electrically conductive regions of the wires 11, 12 are in Fig. 3 denoted by the reference numerals 13,14.
  • the linear temperature sensor in addition to the sheath 15, 16 of the individual wires 11, 12, the linear temperature sensor has a common sheath 17 of electrically insulating material.
  • Fig. 4 also shows that in addition to the sheath 17 a hose 19 is provided of electrically insulating material which extends in the longitudinal direction of the temperature sensor and in which the temperature sensor is laid.
  • Fig. 5 shows an electrical circuit for connecting the wires 11, 12, wherein the same circuit can also be used when the elongated elements are not wires.
  • one of the elongated elements could be an insulated metal band helically wrapped around a metal rail.
  • the temperature sensor formed from the wires 11, 12 is as out Fig. 5 recognizable looped laid.
  • a beginning 20 of the loop is connected to a filter circuit 23 for filtering spurious signals that may be generated by electromagnetic induction in the loop.
  • the end 21 of the loop leads in the embodiment in the same housing 24 in which the filter circuit 23 is arranged.
  • the wires 11, 12 are connected together at the end 21 of the loop via a terminating resistor R1, so that of the one wire 11 or 12 an electric current through the resistor R1 in the other wire 12 or 11 can flow.
  • the filter circuit 23 has a plurality of capacitors C1, C2, via the connecting lines 25, 26 for connecting the wires 12, 11 are interconnected. Furthermore, in each case a resistor R2, R3 is arranged in the connecting lines 25, 26. In other embodiments than shown here, the diode V1 may be omitted and / or the capacitors C1 and C2 or the capacitors C3, C4 may be omitted. Any other filter circuit is possible.
  • the suppressor diode V1 limits the potential between the wires 11, 12 possibly coupled noise voltage and thereby protects the electronic circuit in a connected to the circuit 23 device, in particular the below with reference to Fig. 7 described device.
  • the capacitor C3 connects the connection line 26 to a 29 of the circuit, which is at earth potential (ground potential).
  • the capacitor C4 connects the other connecting line 25 to the point 29, which may be connected to a grounding contact of a connector 30 and / or a local earthing point E.
  • the capacitors C3 and C4 divert spurious signals coupled into the loop to ground (i.e., ground).
  • the connecting lines 25, 26 can be connected via terminals 27, 28, in particular to the lines 47, 49, which still based on Fig. 7 to be discribed.
  • the terminals 27, 28 may be part of the connector 30, and in addition to the lines 47, 49, a grounding line may still be routed to the input / output unit IO (see below).
  • Fig. 6 again shows the four areas Fig. 1 , in each of which there is a temperature sensor TS and a smoke detector RM.
  • the areas are here with those already in Fig. 1 reference numeral, wherein the reference HBKG stands for the combination of the auxiliary operating frame HBG and the transformer TR.
  • the fire-extinguishing equipment or more specifically the computer of the fire-extinguishing equipment is designated. He is with the two ends 31, 32 of a ring-shaped or looped data bus 33 connected.
  • the four smoke detectors RM of the four areas are connected in series to the data bus 33 so that, when smoke occurs, the respective smoke detector RM transmits a digital signal via the data bus 33 to the fire extinguishing device FLE. The driver is informed of the occurrence of smoke by the FLE fire extinguisher.
  • the smoke detectors RM have an input / output interface IO, via which in each case one of the temperature sensors TS is connected to the data bus 33.
  • the temperature sensor TS is not connected to the data bus 33 via the interface IO of the same framework. Rather, the temperature sensor, which is laid in the high-voltage frame HSG and in the Saugnikgerüst SKG, connected via the interface IO of the low-voltage frame NSG to the data bus 33 and vice versa.
  • the temperature sensor TS of the converter frame SR is connected to the data bus 33 via the interface IO of the auxiliary operating rack HBKG and vice versa.
  • the invention combines the advantages of a linear temperature sensor as it is made DE 101 63 527 C1 is known, with the advantages of a robust, electrical sensor. This eliminates the need for the detection of pressure. It is also excluded that a pressure drop for reasons other than high temperature leads to a misdetection. As long as the linear temperature sensor according to the invention is protected against mechanical damage, as is the case, for example, due to the laying inside the hose, a misdetection is almost impossible.
  • the temperature at which the insulation yields it can be adjusted to an electrical Contact comes and is closed on the presence of a fire.
  • This temperature may be set at 105 ° C or 137 ° C, for example.
  • the hose in which the temperature sensor is routed protects the temperature sensor against damage and leads to very short-term effective temperatures near or above the set signal temperature not leading to fire detection. Nevertheless, the tube delays, especially if it is made of polypropylene and having a wall thickness in the range of 0.08 to 0.1 mm, or alternatively even up to 2 mm (preferably 1.8 mm), the detection of a fire is not essential.
  • Fig. 7 describes a concrete, preferred embodiment and refers to the embodiment already described before the figure description with a power generator and a current-measuring device, which is now in Fig. 7 are denoted by the reference numerals 41 and 43, respectively.
  • the power generator 41 and the current measuring device 43 are connected to a common engineering unit 40 having the input / output unit IO (which is the interface IO in FIG Fig. 6 form the unit 40 to the data bus 33 (eg, the data bus 33 from Fig. 6 ) connected.
  • a common engineering unit 40 having the input / output unit IO (which is the interface IO in FIG Fig. 6 form the unit 40 to the data bus 33 (eg, the data bus 33 from Fig. 6 ) connected.
  • the power generator 41 has a terminal 51 to an electric power supply so that it can generate an electric current.
  • the electrical power supply is applied to the lines 49, 50.
  • an electrical circuit can be additionally provided which guarantees a constant voltage at a predefined level, even if the voltage of the electric power supply fluctuates.
  • the current generator 41 is optionally connected via a signal line 53 to the input / output unit IO, so that the evaluation device connected to the data bus 33 can control the operation of the current generator 41. This makes it possible to control times or periods in which the test current flows and / or to control the voltage with which the test current is generated.
  • the connected to the power generator 41 line 50 is connected via the current-measuring device 43 to the line 47. Via the lines 47, 49 of the temperature sensors TS is connected.
  • the current measuring device 43 is connected to the input / output unit IO via a signal connection 45. Via the signal connection 45, measured values of the transmitted through the line 47 and 50, the current flowing (ie the test current) to the unit IO.

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  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Fire Alarms (AREA)
  • Fire-Detection Mechanisms (AREA)
EP07818193A 2006-09-15 2007-09-12 Schienenfahrzeug mit einer branddetektionseinrichtung Active EP2061564B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102006044221 2006-09-15
DE102006045083A DE102006045083A1 (de) 2006-09-15 2006-09-21 Schienenfahrzeug mit einer Branddetektionseinrichtung
PCT/EP2007/008085 WO2008031627A1 (de) 2006-09-15 2007-09-12 Schienenfahrzeug mit einer branddetektionseinrichtung

Publications (2)

Publication Number Publication Date
EP2061564A1 EP2061564A1 (de) 2009-05-27
EP2061564B1 true EP2061564B1 (de) 2010-08-25

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07818193A Active EP2061564B1 (de) 2006-09-15 2007-09-12 Schienenfahrzeug mit einer branddetektionseinrichtung

Country Status (5)

Country Link
EP (1) EP2061564B1 (no)
AT (1) ATE478709T1 (no)
DE (2) DE102006045083A1 (no)
NO (1) NO338781B1 (no)
WO (1) WO2008031627A1 (no)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8096708B2 (en) * 2009-02-12 2012-01-17 The Protectowire Company, Inc. Digital linear heat detector with thermocouple heat confirmation
RU2632765C1 (ru) * 2016-08-16 2017-10-09 Александр Иванович Завадский Способ обнаружения пожара или перегрева и устройство для его осуществления
RU2637095C1 (ru) * 2016-08-19 2017-11-29 Акционерное общество "Абрис" Способ обнаружения пожара или перегрева и устройство для его осуществления
RU2637094C1 (ru) * 2016-10-25 2017-11-29 Александр Иванович Завадский Способ обнаружения пожара или перегрева с помощью дублированных линейных терморезистивных датчиков и устройство для его осуществления
DE102016125490A1 (de) 2016-12-22 2018-06-28 Bombardier Transportation Gmbh Brandmeldesystem für ein Schienenfahrzeug
CN113379994B (zh) * 2021-06-15 2022-05-27 深圳腾河智慧科技有限公司 一种基于物联网的可实时监测的电气火灾预警系统

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US2185944A (en) 1939-05-26 1940-01-02 Holmes Willis Gerald Fire-detecting cable
US4157526A (en) * 1977-02-22 1979-06-05 Davies John S Multi-stage heat sensing cable and emergency communication system
GB2276944A (en) * 1993-04-05 1994-10-12 Central Research Lab Ltd Excess-temperature detection arrangement
DE9309540U1 (de) * 1993-06-26 1993-08-26 Diatec Automatisations-Technic Gmbh, 45886 Gelsenkirchen Vorrichtung zur Früherkennung und Meldung von Fehler- und Gefahrenquellen in schienengebundenen und schienenlosen Fahrzeugen des öffentlichen Nahverkehrs
IT1309902B1 (it) * 1999-12-23 2002-02-05 Domenico Piatti Estintore automatico di incendio pirotecnico.
DE10163527C1 (de) * 2001-12-21 2003-08-21 Siemens Ag Feuerlöschvorrichtung
FR2852132B1 (fr) * 2003-03-03 2007-06-22 Cerburus Systeme de detection d'incendie ou de surchauffe
AT504360B8 (de) 2003-03-19 2008-09-15 Siemens Transportation Systems Sprinkleranlage für schienenfahrzeuge
ITMI20041315A1 (it) 2004-06-30 2004-09-30 Kidde Italia Spa Sistemi a spruzzatura di liquidi per protezione antincendio delle carrozze ferroviarie

Also Published As

Publication number Publication date
ATE478709T1 (de) 2010-09-15
NO20085325L (no) 2008-12-19
DE102006045083A1 (de) 2008-03-27
DE502007004871D1 (de) 2010-10-07
EP2061564A1 (de) 2009-05-27
WO2008031627A1 (de) 2008-03-20
NO338781B1 (no) 2016-10-17

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