US2282997A - Fire extinguishing system for ships - Google Patents

Description

May 12, 1942. J. EDMUNDSON- FIRE EXTINGUISHING SYSTEM FOR SHIPS Filed Nov. 16, 1938 Patented May 12, 1942 V UNITED STATES 4 Claims.

This invention relates to a fire extinguishing system for water craft, particularly craft of the larger types, such as freight or cargo vessels, passenger liners and the like.

Modern construction of large freight boats, passenger liners and the like calls for fire extinguishing systems of the mostefficient type. An example of a system over which the present invention constitutes an improvement is one wherein a non-combustible gas, such as carbon dioxide (CO2) is carried in cylinders having suitable controlling valves and piping whereby the smothering or extinguishing gas maybe released into the hold or cargo compartment to smother the flames without damaging the cargo. In conjunction with these cylinders and meeting piping, there is provided an alarm system through the medium of which a fire in any part of the ship may be immediately detected.

An objectionable factor in this type of fire extinguishing system is the weight incident to carrying the carbon dioxide or analogous gas, since the same is stored in cylinders which must be sufliciently strong to withstand the pressure, and the labor and expense incident to transporting and recharging the relatively large number of cylinders or containers required in theopera'tio'n of the system.

In modern ship construction, the underwater portion of the hull of the shipis generally built which are utilized for storing fuel oil, but which a system of the type specified utilizing a simple, yet highly efficient means for automatically releasing a smothering gas into a holder analogous compartment occupied by cargo, upon a certain those carrying a sufficient amount of oxygen to" support combustion, being first released or withdrawn from the burning compartment.

Another object is to provide a new gas for fire extinguishing systems which is economical, light in weight; and washeretcfore considered a Waste product. I

The foregoing and other'objects and advantages will become apparent in view of the following description taken in conjunction with the drawing, wherein: Fig. 1 is -a view principally in longitudinal section of a portion of a cargo or freight vessel having the improved system operatively associated therewith;

in the main are empty andconstitute wastespace,

pressure is utilized as a storage means for a noncombustible gas which is preferably lighter than air and therefore has a buoyant effect in addition to itsfire extinguishing function. In conjunction with this arrangement, fire extinguishing apparatus is provided whereby the-smothering gas may be released and selectively directed into any compartment or compartments of the vessel wherein a fire may occur.

Another object of the invention is to provide Fig. 2' is a transverse section taken substantially on the line 2-2 Fig. 1; and

Fig. 3 is a detail View of an automatic gas releasing device and plug-in valve therefor.

Referring to the drawing in detail, the ship illustrated includes only the essentials requisite to an adequateunderstanding of the present invention,-no attempt being made to show'the various decks and like compartments in the hull or the super structure supported by the hull. The ship is provided with an outside Wall 5, a false bottom -6,-and an intermediate wall '1. The wall 6 is provided with a plurality of transverse partitions 8 and preferably, but not necessarily, a longitudinal partition wall 9,thereby dividing the under-water portion of the ship bottom into a plurality of compartments [0 and Ilia, preferably extending part way up the inner sides of the hull. Between'the intermediate wall I and the outer wall5 are a relatively large number ofcells or water tight compartments H which may or may not be utilized as a means for storing a. noncombustible gas, fuel oil or the like. However, the present system preferably'utilizes both the larger compartments l9 and Illa and the smaller cells orcompartments H, except those'that are actually occupied by fuel oil or some other medium.

The interior of the hull, or the hold, is provided with a plurality of bulkheads l2, dividing the hold into a series of compartments in the usual manner. Some of these compartments may be utilized in storing freight, assuming the ship is a freighter, and others may be utilized as living quarters or in any other desired manner. Each bulkhead is preferably comprised of spaced walls of airtight construction providing an intervening space l3 which in the present invention also constitutes a storage space for a non-combustible gas.

In order that the non-combustible gases stored in the compartments I and Illa and bulkhead compartments l3 may be utilized in whole or in part whenever desired, means are provided for selectively directing the non-combustible gases to a common header and from thence to any particular ship compartment or portion of the hold in which a fire may occur. One example of such means is to provide pipe lines l4 and 15 leading from the compartments l0 and la upwardly along the sides of thehull to common headers l6 and l6a, each pipe line l being provided with a valve l1 controlling admission of gases from the line l5 into the common header IE or 16a.

Each of the bulkhead compartments l3 communicates with the common header through pipe line 18 provided with a valve l9.

It will be seen that through the medium of the controlling valves l1 and I9 any non-combustible gases under pressure in the compartments [0, Illa. and/or l3 may be directed at will into the common header I6.

Means are provided whereby gases from the header l6 may be withdrawn at will and directed into any of the cargo compartments, said means in the example shown comprising a series of pipe lines 20, each provided with a valve 2|. At the point where the lines 20 enter the respective cargo compartments, said lines are each pro-' vided with a plug-in valve 22. These valves may be of any suitable type which will release a gas under pressure when a suitable valve member is plugged into the valve proper, such for in stance as the conventional air valve utilized in pneumatic tires only on a larger scale. One of the valves 22 is shown in Fig. 3. In this example, a bayonet or clamp joint 22a is utilized for locking the valve bodies together, valve member 22b being unseated through this clamping action.

In order that the gases may be released automatically onto a burning cargo, or into the compartment in which the cargo is loaded, I provide a member 23 formed in whole or in part of a material which will rupture or break upon being subjected to a certain predetermined temperature, the said member also preferably, but not necessarily, being flexible in order to facilitate handling and positioning thereof. Connected to this member is a flexible tube 24 having a valve member thereon which may be plugged in any one of the valves 22 and thereby release the gases from the common header into the member 23. In the event a fire breaks out in the cargo or the compartment containing the cargo, or in the event the said compartment reaches a dangerous temperature, the member 23 will automatically rupture, or a portion of its wall fuse, thereby automatically releasing the gases into the compartment. Since this member is connected to the plug-in valve through the mediumv of flexible tubing 24, it may be disposed at varying levels in accordance with the height of the cargo. In the event the cargo is of a fluid nature, the member 23 will float thereon and always remain at the top surface thereof.

After a fire has broken out in any one of the cargo compartments, the combustible gases therein or those containing sufficient oxygen to support combustion, may be released through a pipe line 25 communicating with a test chamber 26 having therein a signal light 26a, a control valve 21 being provided in line 25. Assuming the pressure in the cargo compartment is greater than atmospheric pressure, valve 21 may be turned to permit the gases to flow through the test chamber and then out into the atmosphere, the light 26a. continuing to burn so long as there is sufiicient oxygen in the escaping gases to support combustion. These gases are forced out either by excessive heat in the cargo compartment, or through the admission of non-combustible gases therein.

When the light 26a indicates that the escaping gases will no longer support combustion, the valve 21 is preferably closed and valve 28 opened, permitting the non-combustible or smothering gases to fiow through pipe line 29 into cooling chamber 30, returning through line 3| fan 32 and thence through line 3Ia. back to the cargo compartment. In this manner, the gases may be circulated in a continuous cycle so long as the fire continues to burn in the cargo compartment.

In order to charge the various compartments I0, I00, and/or l3, valves 33 are provided in headers l6, lBa which maybe constructed in a manner such that when a charging plug is attached to the valve and fluid pressure applied through the plug, the valve will automatically unseat. If desired, the entire group of compartments may be charged simultaneously through the common headers l6 and Him or any selected number charged, by proper manipulation of control valves [1, l9, 2|.

In certain instances, it may be desired to store a non-combustible gas under, say, 1 to 2 atmospheric pressures in the cargo compartment after the latter has been loaded. This may be especially desirable in ships that have already been constructed and which may not have airtight compartments similar to those indicated at H), Mia and I3. In order. to carry out this method, the hatchway of each cargo compartment may be provided with a sealed cover 24 having therein a release valve 35. After the compartment has been loaded, the air may be withdrawn through valve 35 and then non-combustible gases admitted into the compartment from the common headers [6, [6a, or the compartment may be charged through the same valve from which air had been withdrawn from the compartment. By this method, there will always be a non-combustible smothering gas in the loaded cargo compartment serving as a preventative against fire.

The operation of the system will be obvious. In the event fire breaks out in any one of these holds or cargo compartments, 2. non-inflammable or non-combustible gas from any one or more of the compartments l0, Illa or I3 may be directed thereinto, the inflammable gases or those having sufficient oxygen to support combustion, having previously been exhausted through the line 25 and test chamber 26. In the event the circulating apparatus comprising the lines 25, 29, cooling compartment 30 and return lines 3|, 3| a are the cargo compartments, the non-inflammable or smothering gases may be admitted directly into the respective cargo compartments having a fire therein and the gases which will support combustion simultaneously withdrawn therefrom, the smothering action of the gases being depended upon to put out the fire.

If deoxygenated air is used in the compartments I0, Illa, l3 the weight of the air will be lighter than the air it replaces, thereby providing a buoyant effect and rendering the ship as a whole lighter in weight. If carbon dioxide gas, or a mixture containing carbon dioxide is used, the gas will be heavier than the air it replaces, but the ship still will not be as heavy as where the gas is carried in separate containers.

A desirable type of non-combustible gas for use in the compartments l0, Illa and I3, or to be charged directly into any one of the cargo compartments, are those from a lime kiln. A chemical analysis of such gases shows approximately the following elements: carbon dioxide 25%, oxygen 4%, and the remainder nitrogen. That portion of the gas having carbon dioxide therein may be cleaned and dehumidified, and if desired, the carbon dioxide gas may be used as a byproduct and converted into dry ice and the remaining mixture used in the cargo compartment. In the latter event there would be some oxygen present in the gas but not sufficient to support combustion. The advantage in using lime kiln gases is primarily based on economy since these gases at present constitute a waste product.

While gases from a lime kiln are specifically cited, other combustion gases may be used. For example, the waste gases from dry ice plants may be utilized after the carbon dioxide has been removed in the manufacture of the ice. One advantage in first extracting carbon dioxide is that the gas is thereby rendered lighter in weight. Since the gases are deoxidized, the chances of oxidation or rust of iron or metal with which the gases may contact, as well as the decaying or deterioration of wood or other material are reduced.

It will be understood that the system and apparatus used to carry out the system may be varied within certain limits without departing from the spirit or scope of the invention as defined by the appended claims.

I claim:

.1. In a marine vessel having cargo compartments and a hull provided with an outer wall throughout a substantial portion of its bottom area and an inner false bottom wall spaced from said outer wall and coextensive therewith, partitions interconnecting said walls and providing a series of hollow gas-tight compartments, an

anhydrous fire-smothering gas under pressure within said latter compartments, said gas being lighter than air at corresponding pressures, conduits interconnecting said gas compartments and said cargo compartments and said conduits being provided with control valves whereby said gas may be released under its pressure and selectively directed into any one or more of said cargo compartments.

2. In a marine vessel having cargo compartments and a hull provided with an outer wall throughout a substantial portion of its bottom 7 area and an inner false bottom wall spaced from said outer .wall and coextensive therewith, partitions interconnecting said walls and providing a series of hollow gas-tight compartments, an

chamber and provided with control valves whereby gas may be withdrawn from said cargo compartments and tested, said conduit system having forced draft means for recirculating the gases in,

the cargo compartment in the event the test shows the gases will not support combustion.

3. A fire extinguishing system for use in the compartment of a marine vessel containing combustible cargo comprising, in combination with a source of fire smothering gas under pressure, a pipe line leading from said source to said compartment, said pipe line being provided with a plug-in valve at the point where it enters the compartment including a valve member which when seated closes said conduit against escape of gas into said compartment, a hollow gas-tight member in said compartment adapted to rest on the top of the cargo and float upon the surface of the latter if it be liquid, a flexible conduit connected to said gas-tight member and provided with a member adapted to be plugged into said valve and automatically unseat said valve member and release gas into said gas-tight member, said flexible conduit permitting the said gastight member to rise and fall with the cargo, said gas-tight member being formed of material which will rupture when subjected to a predetermined temperature to thereby automatically release fire-smothering gas into the compartment.

4. In a marine vessel having cargo compartments and a hull provided with an outer wall throughout a substantial portion of its bottom areaand an inner false bottom wall spaced from said outer wall and coextensive therewith, partitions interconnecting said walls and providing a series of hollow gas-tight compartments, a mixture of fire-smothering gases under pressure within said latter compartments, said gases being lighter than air at corresponding pressures, conduits interconnecting said gas compartments and said cargo compartments and said conduits being provided with control valves whereby said gases may be released under inherent pressure and selectively directed into any one or more of said cargo compartments.

J ERONE EDMUNDSON.

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