EP2239177B1 - Verfahren zum Betrieb eines Schienenfahrzeugs im Brandfall und dafür ausgebildetes Schienenfahrzeug - Google Patents

Verfahren zum Betrieb eines Schienenfahrzeugs im Brandfall und dafür ausgebildetes Schienenfahrzeug Download PDF

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Publication number
EP2239177B1
EP2239177B1 EP10153710.8A EP10153710A EP2239177B1 EP 2239177 B1 EP2239177 B1 EP 2239177B1 EP 10153710 A EP10153710 A EP 10153710A EP 2239177 B1 EP2239177 B1 EP 2239177B1
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EP
European Patent Office
Prior art keywords
fire
coaches
group
coach
air
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
EP10153710.8A
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German (de)
English (en)
French (fr)
Other versions
EP2239177A2 (de
EP2239177A3 (de
Inventor
Oliver Kemmann
Christian Paschen
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.)
PASCHEN, CHRISTIAN
Siemens AG
Original Assignee
Siemens AG
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Publication date
Application filed by Siemens AG filed Critical Siemens AG
Priority to PL10153710T priority Critical patent/PL2239177T3/pl
Publication of EP2239177A2 publication Critical patent/EP2239177A2/de
Publication of EP2239177A3 publication Critical patent/EP2239177A3/de
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Publication of EP2239177B1 publication Critical patent/EP2239177B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D27/00—Heating, cooling, ventilating, or air-conditioning
    • 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

Definitions

  • the invention relates to a method for operating a rail vehicle in the event of fire and to a trained for carrying out such a method rail vehicle itself.
  • Railway vehicles are typically equipped with an air conditioning system controlled by an associated control device, and with a number of at least two car bodies, each equipped with a smoke detector and a supply air and an exhaust air, which are controlled by the control device.
  • the air conditioning or heating system comprises a control device which selectively controls a supply air and an exhaust air.
  • the control device in the prior art alone has the task to support required air conditioning measures, so that, for example, a desired room temperature is maintained within a car body.
  • JP 2 031 915 A a method for operating a rail vehicle in case of fire, in which a smoke detection is signaled in one of the cars of the rail vehicle of an air conditioner.
  • the Air conditioning is then controlled such that in the fire claimed cars switched off a supply air and an exhaust air is conveyed directly into an outside area of the rail vehicle.
  • This method allows the airflows from the vehicle subject to the fire to be changed by suitable control of the supply and exhaust air in such a way that the smoke propagation remains limited.
  • the air supply and the exhaust air are modified, fire by-products are removed via the exhaust air, which may be formed by active exhaust fans.
  • step b) the supply air is switched off and the required supply air via a ventilation system of at least one adjacent car or vehicle group of the brandbedspruchten car or wagon composite supplied for the fire-prone car or wagon composite.
  • a ventilation system of at least one adjacent car or vehicle group of the brandbedspruchten car or wagon composite supplied for the fire-prone car or wagon composite.
  • This has the effect of providing an air supply from outside the branded wagon or wagon assembly which prevents fire byproducts from entering adjacent wagons.
  • a directed flow through the baffles results from the brand-loaded car or wagon composite, while the supply air of this wagon or wagon composite itself can preferably be switched off completely.
  • the car affected by the fire is a final car or a middle car.
  • a distinction is made between the cases in which the vehicle group subjected to fire is at the end or in the middle part of the rail vehicle.
  • step b) in the affected by the fire car or wagon assembly below the atmospheric pressure, it being assumed that in the standard case is present within the car body atmosphere pressure.
  • step b) the exhaust air can be set for the affected by the fire car or wagon composite maximum, so that flue gases can be removed directly from the car.
  • separate fire protection devices can be installed in the area of the wagon transitions of each car or wagon composite reduce the opening cross section in height from top to bottom, with the aim of the smoke layer in the fire-stressed area a recirculation zone and in the bottom Area by the cross-sectional reduction to provide an increased supply air velocity.
  • This can preferably be done by mobile Rauschürzen or fold-down ceiling elements. In principle, it is ensured that people can move quickly below this foreclosure unit.
  • the proposed method allows the advantage that can be completely dispensed with if necessary in the prior art Feuerab gleichten, so that less design effort for fire protection is required. Added to this is the elimination of the closing doors that a flow of passengers under the various car bodies of the rail vehicle is improved. This leads to an attractive vehicle concept.
  • the object is achieved with respect to the vehicle by a rail vehicle with an air conditioner, which is controlled by an associated control device, and a number of at least two car bodies, each equipped with a smoke detector and a supply air and an outlet, which are controlled by the control device in which the smoke detectors are in signal communication with the control device in such a way that the control device is signaled the occurrence of a fire in an affected car or a carriage network, and the control device is designed such that it signals a fire in the one affected by the fire Car a supply air and an exhaust air specifically controlled and possibly reduced (supply air) or increased (exhaust air), based on standard operating conditions of the air conditioner and that it switches off the supply air for the affected by the fire wagon or carriage and required supply air via a Lvidu ngsstrom an adjacent car or wagon assembly of the fire claimed car or wagon composite is supplied.
  • an air conditioner which is controlled by an associated control device
  • a number of at least two car bodies each equipped with a smoke detector and a supply air and an outlet, which are controlled
  • FIGS. 1 and 3 show in each case in combination with each other a rail vehicle of several cars, a control device 1 of an air conditioner for controlling Zu Kunststoffest 2 and active exhaust fans 3, smoke detectors 4, and a local pressure distribution (average pressure conditions) on the respective car of the rail vehicle.
  • FIGS. 2 and 4 show in each case in combination with each other a rail vehicle with wagon assemblies, a control device 1 of an air conditioner for controlling Zu Kunststoffen 2 and active fans 3, smoke detectors 4 in the transition region of the two cars forming the car group, and a local pressure distribution (averaged pressure conditions) on each illustrated car networks of rail vehicle.
  • the ventilation is off. It can also be activated depending on the design of the system. This depends, among other things, on the total exhaust air volume flow in the fire-stressed car.
  • the local pressure profile (average pressure curve) is shown qualitatively over the five illustrated carriages of the rail vehicle. It can be seen that there is an increased air pressure in the adjacent cars, while a negative pressure is generated in the car affected by the fire. This is because the supply air is prevented in the car affected by the fire, while the exhaust fan 3 ensure the flow.
  • FIG. 2 It is assumed that the fire broke out in a carriage assembly consisting of 2 wagons of a rail vehicle.
  • the control of the Zu Kunststoffest 2 of the affected by the fire car combination again takes place so that it is closed, while the 3 fans of the car network are operated at maximum power.
  • the ventilation is off. It can also be activated depending on the design of the system. This depends, among other things, on the total exhaust air volume flow in the fire-stressed car. Furthermore, the supply air can be ensured via adjacent car networks.
  • FIG. 3 it is assumed that the fire has broken out in a terminal car of a rail vehicle.
  • the signaling of the fire is in turn via the smoke detector 4.
  • the control of the air supply device 2 of the car affected by the fire turn so that it is closed, while the baffles 3 are operated at maximum power.
  • the air supply device 2 of the adjacent car provides the required supply air of the car affected by the fire so that fire by-products can be discharged via the fans 3 of the car affected by the fire.
  • FIG. 4 it is assumed that the fire has broken out in a wagon assembly at the end of the rail vehicle.
  • the signaling of the fire is in turn via the smoke detector 4.
  • the control of the Zu Kunststoffen 2 of the affected by the fire car combination turn so that they are closed, while the baffles 3 are operated in the car network at maximum power.
  • there is only one adjacent carriage in which to proceed in the same manner as in FIG FIG. 2 This means that the Zu Kunststoff Rheinen 2 of the adjacent car or wagon composite provide the required supply air of the affected by the car wagon association, so that fire by-products can be removed via the buffers 3 of the affected by the fire car association.
  • fire protection closures may possibly be completely dispensed with, since in other ways the spread of fire by-products into adjacent wagons is effectively hindered.
  • the spread of fire byproducts is counteracted by active control of the air conditioning devices, such as the supply devices 2 and the fans 3. This allows the realization of open train concepts without compromising the safety of passengers in terms of fire safety.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Ventilation (AREA)
EP10153710.8A 2009-02-18 2010-02-16 Verfahren zum Betrieb eines Schienenfahrzeugs im Brandfall und dafür ausgebildetes Schienenfahrzeug Active EP2239177B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL10153710T PL2239177T3 (pl) 2009-02-18 2010-02-16 Sposób eksploatacji pojazdu szynowego w przypadku pożaru i ukształtowany w tym celu pojazd szynowy

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200910009428 DE102009009428B4 (de) 2009-02-18 2009-02-18 Verfahren zum Betrieb eines Schienenfahrzeugs im Brandfall und dafür ausgebildetes Schienenfahrzeug

Publications (3)

Publication Number Publication Date
EP2239177A2 EP2239177A2 (de) 2010-10-13
EP2239177A3 EP2239177A3 (de) 2013-02-13
EP2239177B1 true EP2239177B1 (de) 2017-08-02

Family

ID=42356587

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10153710.8A Active EP2239177B1 (de) 2009-02-18 2010-02-16 Verfahren zum Betrieb eines Schienenfahrzeugs im Brandfall und dafür ausgebildetes Schienenfahrzeug

Country Status (6)

Country Link
EP (1) EP2239177B1 (pl)
DE (1) DE102009009428B4 (pl)
DK (1) DK2239177T3 (pl)
ES (1) ES2645378T3 (pl)
PL (1) PL2239177T3 (pl)
PT (1) PT2239177T (pl)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2013206257B2 (en) * 2012-06-15 2016-12-15 Sigma Air Conditioning Pty Ltd Method for operating an air conditioning system intended for heating, cooling and/or ventilating an inner space of a rail vehicle
GB2567735B (en) * 2012-09-24 2019-08-28 Hitachi Ltd Control method for air conditioning and ventilation system for a train set in the event of a fire
JP5945328B2 (ja) * 2012-09-24 2016-07-05 株式会社日立製作所 車両編成の空調換気システムの制御方法
CN102874264B (zh) * 2012-10-31 2015-09-16 株洲南车时代电气股份有限公司 一种动车换气装置
DE102013205780A1 (de) * 2013-04-02 2014-10-02 Siemens Aktiengesellschaft Fahrzeug mit Gasansaugeinrichtung
RU2581638C1 (ru) * 2014-12-05 2016-04-20 Олег Алексеевич Феськов 5-вагонный поезд азотного охлаждения
DE102014226279A1 (de) * 2014-12-17 2016-06-23 Siemens Aktiengesellschaft Fahrzeug mit Notbetrieb für Klimaanlagen
FR3064185B1 (fr) * 2017-03-21 2019-04-26 Alstom Transport Technologies Dispositif anti-fumee pour une conduite d'air, notamment dans un vehicule ferroviaire

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1095306B (de) * 1957-04-15 1960-12-22 Stone J & Co Ltd Anordnung zur Temperaturregelung in Fahrzeugabteilen
JPH0755613B2 (ja) * 1988-07-20 1995-06-14 三菱電機株式会社 車両用空気調和装置
DE19947713A1 (de) * 1999-10-05 2001-05-03 Conit Lufttechnik Gmbh Lüftungsanlage und Verfahren zu ihrem Betrieb
US7481261B2 (en) * 2005-04-01 2009-01-27 Johnson Keith E Fan disabling device

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
PT2239177T (pt) 2017-10-20
EP2239177A2 (de) 2010-10-13
DE102009009428B4 (de) 2013-02-28
PL2239177T3 (pl) 2018-05-30
DE102009009428A1 (de) 2010-08-26
ES2645378T3 (es) 2017-12-05
DK2239177T3 (da) 2017-11-06
EP2239177A3 (de) 2013-02-13

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