FIRE FIGHTING SYSTEM, RAIL VEHICLE WITH FIRE FIGHTING SYSTEM AND METHOD FOR OPERATING A FIRE FIGHTING SYSTEM

Description

[0001] The subject matter relates to a firefighting system, a rail vehicle with a firefighting system and a method for operating a firefighting system.

[0002] Firefighting systems, especially in public and semi-public spaces, are subject to the highest safety and quality standards. When a firefighting system is activated—that is, when a fire is detected by a fire detector and / or a firefighting operation is triggered by a fire alarm control panel—it must be ensured that the fire is actually extinguished at the desired location.

[0003] Firefighting systems must be ready for long-term maintenance-free activation, meaning several months or years. Furthermore, in the event of activation, it must be possible to ensure and monitor that the fire alarm system has actually been activated. This is particularly important because the fire alarm control panel and / or the person who triggered the system may be located far away from the firefighting site and the firefighting system and cannot immediately determine whether the system has been activated.

[0004] The publication WO 2014 / 047574 A2 relates to a fire extinguishing system for vehicles and industrial applications.

[0005] The publication EP 1 611 925 A1 relates to a fire extinguishing system for use in railway carriages.

[0006] Based on this state of the art, the object of the invention was to provide a fire-fighting system which ensures safe triggering in the event of activation.

[0007] An activation case is a case in which an activation signal from a fire detector, control center, fire alarm panel, or similar device has been issued, preferably an electrical signal, prompting a fire to be extinguished. This contrasts with a rest case. A rest case is a case in which the firefighting system is ready for use but not activated.

[0008] So-called cylinder systems for firefighting systems are well known. They consist of at least one extinguishing fluid reservoir and at least one associated propellant gas reservoir.

[0009] An extinguishing fluid, which is preferably water or water with additives, is usually stored in the extinguishing fluid reservoir at zero or very low pressure. A propellant gas reservoir is connected to the extinguishing fluid reservoir via a valve. A propellant gas reservoir stores the propellant gas, particularly nitrogen or CO2, at high pressures, for example, between 50 bar and 250 bar. In idle mode, the propellant gas reservoir and extinguishing fluid reservoir are filled and connected to each other via a closed valve.

[0010] When activated, the valve opens, allowing the propellant gas to flow from the propellant gas reservoir into the extinguishing fluid reservoir, where it expels the extinguishing fluid stored there via a pipeline. For this purpose, a riser pipe is typically located in the extinguishing fluid reservoir, to which a pipe of a piping system is connected outside the extinguishing fluid reservoir. The extinguishing fluid, driven by the propellant gas, can be transported via the piping system to the extinguishing nozzles of the firefighting system.

[0011] The piping system can consist of a main line and branching section lines. The main line is connected to the extinguishing fluid reservoir. The section lines are connected to the main line via section valves. The extinguishing fluid flowing into the main line can be directed to specific areas via the section valves, depending on their position. This enables targeted, localized firefighting.

[0012] In the fire fighting system in question, two subsystems are interconnected.

[0013] A first subsystem comprises at least one first extinguishing fluid reservoir, at least two first propellant gas reservoirs, and at least one first control circuit. The first control circuit can be used to activate the propellant gas reservoirs and / or open the valves of the subsystem electrically and / or pneumatically. Activation can be understood below to mean that propellant gas can escape from the propellant gas reservoir. Activation can be understood below to mean that a valve and / or propellant gas reservoir is opened or an activation circuit is activated.

[0014] According to one embodiment, the firefighting system comprises a first sub-system with a first extinguishing fluid reservoir, at least two first propellant gas reservoirs, and a first control circuit, wherein the first propellant gas reservoirs each have a valve for pneumatically coupling the respective first propellant gas reservoir to the extinguishing fluid reservoir and the respective valves can be pneumatically activated via an output of the respective other valve, a second sub-system with a second extinguishing fluid reservoir, at least two second propellant gas reservoirs, and a second control circuit, wherein the second propellant gas reservoirs each have a valve for pneumatically coupling the respective second propellant gas reservoir to the extinguishing fluid reservoir and the respective valves can be pneumatically activated via an output of the respective other valve,wherein the first control circuit is operatively connected to a first of the valves of the first sub-system and a second of the valves of the second sub-system, and that the second control circuit is operatively connected to a second of the valves of the first sub-system and a first of the valves of the second sub-system.

[0015] The first control circuit can monitor pressures, fill levels, and / or temperatures of the propellant gas reservoirs of the subsystem. Two first propellant gas reservoirs are provided in the first subsystem. A valve is provided on at least one of the propellant gas reservoirs. Preferably, a valve is provided on each of the first propellant gas reservoirs. The first propellant gas reservoirs are coupled to the first extinguishing fluid reservoir via the valves. The valve has a pneumatic inlet and a pneumatic outlet. The pneumatic inlet is connected to one of the first propellant gas reservoirs, and the pneumatic outlet is connected to the first extinguishing fluid reservoir. In order to be able to activate this subsystem reliably, it is proposed that the first propellant gas reservoirs be pneumatically coupled to one another crosswise.

[0016] For this purpose, the valve has a pneumatic control input. The pneumatic control input is configured such that when the applied gas pressure exceeds a threshold value, e.g., at least twice atmospheric pressure, the valve opens and connects the pneumatic input to the pneumatic output.

[0017] The cross-coupling of the propellant gas storage units is achieved by connecting a pneumatic control input of one valve to a pneumatic output of the other propellant gas storage unit, in particular a valve. This means that the other valve can be activated via the propellant gas pressure present at the pneumatic output of this propellant gas storage unit when the valve is opened or the propellant gas storage unit is activated. If one of the valves opens or one of the propellant gas storage units is activated, increased pressure from the propellant gas is present at its pneumatic output. Due to the cross-coupling, this increased pressure is present not only in the extinguishing fluid storage unit but also at the control input of the other valve. If increased pressure is present at the control input of a valve, it is activated and opens.

[0018] In the firefighting system in question, a second subsystem is provided in addition to the first subsystem. The second subsystem is constructed similarly or identically to the first subsystem. The second subsystem comprises at least one second extinguishing fluid reservoir, at least two second propellant gas reservoirs, and at least one second control circuit. The second control circuit can be used to open the valves of the subsystem electrically and / or pneumatically. The second control circuit can be used to monitor pressures, fill levels, and / or temperatures of the subsystem. Two second propellant gas reservoirs are provided in the second subsystem. A valve is provided on at least one of the second propellant gas reservoirs. Preferably, a valve is provided on each of the second propellant gas reservoirs. The second propellant gas reservoirs are coupled to the second extinguishing fluid reservoir via the valves. The valve has a pneumatic inlet and a pneumatic outlet.The pneumatic inlet is connected to one of the second propellant gas reservoirs, and the pneumatic outlet is connected to the second extinguishing fluid reservoir. To ensure safe activation of this subsystem, it is proposed that the second propellant gas reservoirs be pneumatically coupled to each other in a crosswise manner.

[0019] The firefighting system in question thus has two subsystems with separately operated extinguishing fluid reservoirs, each of which can be redundantly activated via at least two propellant gas reservoirs. It should be noted that the subsystems are preferably constructed identically to one another, so that descriptions of one subsystem can be transferred to the other subsystem where appropriate.

[0020] To increase triggering reliability, it is now proposed that the control circuits are also cross-connected. This means that the first control circuit is operatively connected to a first of the valves or activation circuits of the first subsystem and a second of the valves or activation circuits of the second subsystem, and that the second control circuit is operatively connected to a second of the valves or activation circuits of the first subsystem and a first of the valves or activation circuits of the second subsystem. Thus, the first valve of the first subsystem and / or the second valve or activation circuit of the second subsystem can be opened via the first control circuit. The second valve or activation circuit of the first subsystem and / or the first valve of the second subsystem can be opened via the second control circuit.Preferably, a control circuit selectively activates only one valve or activation circuit in one of the subsystems, and not the valves or activation circuits of both subsystems. Thus, the first or the second subsystem can be selectively activated by both control systems. Activation is understood to mean, in particular, the opening of the valve or the activation circuit (e.g., igniting the ignition charge). Activation can, in particular, include the opening of a valve and / or the expulsion of the extinguishing fluid into the pipeline.

[0021] In the event of activation, the first subsystem can be selectively activated by the first control circuit opening the first valve of the first subsystem, and the second control circuit activating the second valve or activation circuit of the first subsystem. This means that the two propellant gas reservoirs of the first subsystem are activated by independent control circuits, in particular electrically activated. If one of these two electrical activations fails, the cross-pneumatic interconnection of the propellant gas reservoirs of the first subsystem causes the activation of the electrically non-activated propellant gas reservoir pneumatically.

[0022] In the event of activation, the second subsystem can also be selectively activated by the first control circuit activating the second valve or activation circuit of the second subsystem, and the second control circuit opening the first valve of the second subsystem. This means that the two propellant gas reservoirs of the second subsystem are activated by independent control circuits, in particular electrically activated. If one of these two electrical activations fails, the cross-pneumatic interconnection of the propellant gas reservoirs of the second subsystem causes the electrically non-activated propellant gas reservoir to be activated pneumatically.

[0023] This means that, with the help of the fire-fighting system, either of the two subsystems can be activated with a particularly high degree of reliability. This can be particularly interesting if one of the subsystems is defective and then the other subsystem can be activated via the two control circuits. A defect can either be detected before an activation event, with the other subsystem being activated immediately, or a defect can be detected during the activation event, which means that immediately after the defective subsystem is activated, the control circuits can activate the other, previously unactivated subsystem. This will be explained in more detail below.

[0024] A particular advantage of the two feed platforms is that they can both be used for firefighting. The amount of extinguishing fluid required in each of the extinguishing fluid tanks on the two feed platforms is less than with just one feed platform. This results in shorter filling times for the extinguishing fluid tanks and thus less downtime. Since the individual extinguishing fluid tanks have a smaller volume than a single extinguishing fluid tank when using only one feed platform, smaller installation spaces are also required.

[0025] When activated, the propellant gas forces the extinguishing fluid from the extinguishing fluid reservoir into the main line. A check valve can be installed between the extinguishing fluid reservoir of each subsystem and the main line. The check valve prevents extinguishing fluid from entering the non-triggered subsystem when a subsystem is triggered and extinguishing fluid escapes from the extinguishing fluid reservoir.

[0026] When the control of valves is described below, this can also apply analogously to the control of activation circuits. A valve can be replaced by an activation circuit, so that in each subsystem, either a propellant gas storage unit is equipped with a valve and an activation circuit, or each propellant gas storage unit is equipped with a valve in each subsystem.

[0027] The valves are preferably electric control valves, in particular solenoid valves. The valves are preferably electrically connected to the control circuits. Activation of a valve can occur via an electric control pulse. Such an electric control pulse can be, for example, a 12V, 24V, 48V, or similar pulse. In particular, activation can occur upon a rising edge of a signal from a control circuit.

[0028] A valve can have a pneumatic input and a pneumatic output. The pneumatic input can be directly connected to the output of the propellant gas reservoir, and a pneumatic output can be connected to the extinguishing fluid reservoir. Furthermore, a valve can have both an electrical control input and a pneumatic control input. The electrical control input can be connected to one of the control circuits. The pneumatic control input can, as described above, be connected to a pneumatic output of another valve. The valve is activated (i.e., opened) via the electrical and / or pneumatic control input.

[0029] The propellant gas storage units of a sub-system can be identical or different. For example, a first propellant gas storage unit can be designed to expel the extinguishing fluid from the extinguishing fluid storage unit and store sufficient propellant gas for this purpose. A second propellant gas storage unit can be designed the same. However, a second propellant gas storage unit can also be smaller and store less propellant gas. The second propellant gas storage unit can be used to effect the described redundant activation via the pneumatic coupling. The second propellant gas storage unit can, for example, be a pyrotechnic gas generator. Upon activation, an ignition charge is ignited and the explosion gas is used as the propellant gas. In particular, the explosion gas is used to activate the valve of the other propellant gas storage unit via the pneumatic coupling.

[0030] It is also proposed that a first propellant gas reservoir have a valve for pneumatically coupling the first propellant gas reservoir to the first extinguishing fluid reservoir, a second propellant gas reservoir have an activation circuit, and that the valve of the first propellant gas reservoir can be pneumatically activated via an outlet of the second propellant gas reservoir. The second propellant gas reservoir can be activated via the activation circuit, which is used as a replacement for the valve of the second propellant gas reservoir. When the second propellant gas reservoir, whose outlet is pneumatically coupled to the valve of the first propellant gas reservoir, is activated, the expelling propellant gas can open the valve of the first propellant gas reservoir. The outlet of the second propellant gas reservoir can also be coupled to the inlet of the extinguishing fluid reservoir. This applies to both subsystems and / or both feed platforms. The control circuits then control the activation circuit instead of the second valve.The control circuits then each control an activation circuit and a valve in the subsystems. The crossover connection can be made to the activation circuit or the valve. The crossover connection can also be made to an activation circuit on the one hand and the valve on the other.

[0031] In order to monitor the functionality of the respective subsystem, it is proposed that the propellant gas storage devices and / or valves of the first subsystem each have a pressure switch for monitoring the pressure at the respective propellant gas storage device and / or valve and that the propellant gas storage devices and / or valves of the second subsystem each have a pressure switch for monitoring the pressure at the respective propellant gas storage device and / or valve.

[0032] A pressure monitor can, for example, be a pressure gauge with a pressure switch. When the applied pressure is above a certain limit, the pressure switch can be closed, and when the applied pressure is below a certain limit, the pressure switch can be opened. This means that a closed pressure switch only opens when the pressure drop is above a certain limit, i.e., is so great that the lower pressure limit is reached. The pressure switch remains closed when the pressure drop is below a certain limit, i.e., the applied pressure remains above the lower limit.

[0033] An ohmic resistor can be provided on the pressure switch, allowing the switching state of the pressure switch to be measured via a resistance measurement. If the pressure switch is closed, this can be measured via the current flowing through the resistor. If the pressure switch is opened, this can be measured by the lack of current flow.

[0034] According to one embodiment, it is proposed that the pressure switch monitors the pressure of the propellant gas reservoir associated with the respective valve. In particular, the pressure switch is arranged at the pneumatic inlet of each valve.

[0035] As already explained, the control circuit can be used to monitor the pressure measured by a pressure monitor, particularly via a pressure switch. If the pressure is sufficiently high, the switch is closed. If the pressure drops, the switch is opened. Both switching states of the pressure switch can be monitored via the control circuit. Thus, the status of the respective subsystems, or rather the respective propellant gas storage devices of the subsystems, can be measured by the control circuits.

[0036] The first control circuit not only controls the first valve of the first subsystem and the second valve or the activation circuit of the second subsystem, but according to one embodiment also monitors the propellant gas reservoirs connected to these valves via the corresponding pressure monitors. According to one embodiment, the first control circuit is connected to the pressure monitor of the first propellant gas reservoir of the first subsystem and to a pressure monitor of the second propellant gas reservoir of the second subsystem. According to one embodiment, the second control circuit is connected to the pressure monitor of the second propellant gas reservoir of the first subsystem and to a pressure monitor of the first propellant gas reservoir of the second subsystem. This also provides redundant monitoring of the subsystems.

[0037] In the event of activation, as previously described, preferably one of the two subsystems is activated. The first control circuit activates a propellant gas reservoir of a first subsystem and the second control circuit activates a propellant gas reservoir of the first subsystem, or the first control circuit activates a propellant gas reservoir of a second subsystem and the second control circuit activates a propellant gas reservoir of the second subsystem. If one of the two subsystems is controlled, it must be ensured that it is also triggered reliably. An error signal can be output, for example, if an insufficient pressure drop is measured at the pneumatic inlet of a valve in the event of activation. In particular, an error signal is output if an insufficient pressure drop is measured at both pneumatic inlets of both valves of a subsystem. A high pressure drop goes hand in hand with low pressure.This low pressure is detected by the pressure switch, and the pressure switch opens. However, if the pressure drop is too small, the pressure switch remains closed. This can trigger an error signal. In particular, if a control circuit expects the pressure switch to open, but it doesn't open due to the small pressure drop, a corresponding error signal can be generated.

[0038] In contrast, the pressure at the pneumatic input of a valve must remain nearly constant at rest, but always above a minimum pressure. If the pressure drop is too large, this can lead to an error signal. Here, too, an error signal can be generated if the pressure drop is too large at one valve in a subsystem, or if a correspondingly high pressure drop is detected at both valves in the subsystem.

[0039] According to one embodiment, it is proposed that the first control circuit is operatively connected to a first of the pressure switches of the first subsystem and a second of the pressure switches of the second subsystem, and that the second control circuit is operatively connected to a second of the pressure switches of the first subsystem and a first of the pressure switches of the second subsystem.

[0040] As already explained, a valve, for example, is a solenoid valve. It has also been explained that these valves are control valves that can be activated both pneumatically and electrically. Pneumatic activation can be achieved via a pneumatic control input, particularly by cross-connecting it to a pneumatic output of another valve in the subsystem.

[0041] The control circuits are preferably electrically coupled to the respective valves. Here, too, as already explained, a cross connection is used, so that a first control circuit is coupled to a valve of each of the subsystems, and a second control circuit is coupled to the other valve of the subsystems. Thus, both control circuits can activate the valves of both subsystems directly via electrical activation and indirectly via the pneumatic cross connection of the valves within a subsystem.

[0042] According to one embodiment, it is proposed that the pneumatic coupling of the valves with an output of the other valve is such that an activation of one of the valves causes a pneumatic activation of the other valve via the propellant gas of the propellant gas reservoir associated with the first activated valve.

[0043] According to one embodiment, it is proposed that the control circuits are in communication with one another via a communication bus, in particular in a serial communication connection. Thus, both control circuits can be controlled selectively via a communication bus. In order to be able to provide redundancy when controlling the control circuits, it is proposed that the control circuits are in communication with one another via at least two parallel communication buses, in particular in a serial communication connection. This means that if one communication bus fails, the control circuits can still be controlled via a second communication bus. The communication bus can be formed as a closed ring, whereby if a section between two control circuits fails, the two control circuits can still be controlled via both communication buses.

[0044] According to one embodiment, it is proposed that a thermostat be arranged at each of the first and second extinguishing fluid reservoirs. The thermostat can be used to determine whether, for example, the extinguishing fluid is frozen. The thermostats can be monitored by the respective control circuits.

[0045] To prevent the extinguishing fluid from freezing, it is also proposed that a heater be arranged at each of the first and second extinguishing fluid reservoirs. The thermostat and / or the heater are operatively connected to the respective control circuit. It is proposed that the thermostat and / or the heater of the first subsystem be operatively connected to the first control circuit, and that the thermostat and / or the heater of the second subsystem be operatively connected to the second control circuit.

[0046] For example, if the thermostat detects that the extinguishing fluid is frozen, an error signal may be issued. In this case, it may be useful to activate the subsystem for which no error signal was issued.

[0047] The control circuits are each equipped with a line monitor and connected to the valves to monitor an electrical connection. The valves are controlled crosswise, as previously explained. To ensure that this crosswise connection is functional, the first control circuit is connected to a line monitor of an electrical connection to a first valve of a first subsystem and to a line monitor of an electrical connection to a second valve of the second subsystem. The first control circuit can thus monitor a valve or the electrical connection to a valve of both subsystems. In particular, the line that is switched to activate the valve by the respective control circuit is monitored.

[0048] The second control circuit is preferably connected to a line monitor of an electrical connection to a second valve of a first subsystem and to a line monitor of an electrical connection to a first valve of the second subsystem. Thus, the second control circuit can monitor a valve or the electrical connection to a valve of both subsystems. In particular, the line that is connected to activate the valve by the respective control circuit is monitored.

[0049] In a rail vehicle, the subsystems can be spatially separated from one another. The respective subsystems can be mounted on a support frame with and / or without control circuitry. The subsystems can be installed in a carriage at different ends of the carriage or in different carriages of a rail vehicle, in particular at the front and back of a rail vehicle. The communication buses can connect the control circuits to each other and to a fire alarm control panel.

[0050] For increased redundancy, it is proposed that the fire suppression system have at least two feeder platforms. The feeder platforms can each have two subsystems on a support frame or in a housing. The feeder platforms can be installed in a wagon at different ends of the wagon or in different wagons of a rail vehicle, in particular at the front and back of a rail vehicle. The communication buses can connect the control circuits of the feeder platforms to each other and to a fire alarm control panel.

[0051] The two feed-in platforms are interconnected in such a way that, in an activation case, the first subsystem of a first feed-in platform can be activated together with the second subsystem of a second feed-in platform. Furthermore, the feed-in platforms can be interconnected in such a way that, in an activation case, the second subsystem of a first feed-in platform can be activated together with the first subsystem of a second feed-in platform. This allows one of two subsystems of a feed-in platform to be selectively activated. This means that if a fault signal is detected in one subsystem, a combination of two subsystems can be activated, while in an activation case, the other combination of two subsystems can be activated.It is proposed that, in the event of a detected error signal in an activation case in the first subsystem of the first feed platform or in the second subsystem of the second feed platform, the second subsystem of the first feed platform can be activated together with the first subsystem of the second feed platform. It is also proposed that, in the event of a detected error signal in an activation case in the second subsystem of the first feed platform or in the first subsystem of the second feed platform, the first subsystem of the first feed platform can be activated together with the second subsystem of the second feed platform.

[0052] Another aspect is a rail vehicle with a firefighting system as described. In this rail vehicle, a feed platform is preferably arranged in a first wagon and another feed platform is arranged in a second wagon. The wagons are preferably arranged at distal ends of the rail vehicle.

[0053] Another aspect is a method for operating a fire fighting system according to claim 17.

[0054] A first feed platform may comprise a first and a second subsystem, and a second feed platform may comprise a third and a fourth subsystem. In the event of activation, either the first and third subsystems or the second and fourth subsystems are activated via the corresponding control circuits. In the event of a fault in the first and / or third subsystem, the second and fourth subsystems are activated. In the event of a fault in the second and / or fourth subsystem, the first and third subsystems are activated. This enables redundant firefighting.

[0055] The subject matter is explained in more detail below using a drawing showing exemplary embodiments. The drawing shows: Fig. 1a: a rail vehicle with two subsystems according to an embodiment; Fig. 1b: a feed-in platform with two subsystems according to an embodiment; Fig. 2a: a rail vehicle with two feed-in platforms according to an embodiment; Fig. 2b: two feed-in platforms, each with two subsystems according to an embodiment;

[0056] Fig. 1a shows a rail vehicle 2 with two railcars 2a and wagons 2b arranged between them. Within the wagons 2b there are one or more areas, which are connected to a main pipeline 2d via a respective area valve 2c. In each area, one or more extinguishing nozzles 2e are connected to the pipeline system. The main pipeline 2d runs between two subsystems 4 and is each connected to an extinguishing fluid reservoir of a subsystem 4. This means that the pipeline 2d short-circuits the two subsystems 4 with regard to their extinguishing fluid reservoirs. In the example shown, the subsystems 4 are arranged in separate railcars 2a, but can also be distributed elsewhere in the rail vehicle 2. The two subsystems 4 can also be accommodated in one wagon 2b or on a common support frame (not shown).

[0057] Fig. 1b show two subsystems 4a, 4b, which are connected together to a common feed platform 6 and in an arrangement according to Fig. 1a can be constructed. The subsystems 4a, b each have two propellant gas reservoirs 8a, 8a', 8b, 8b'. The propellant gas reservoirs 8 are each connected to an extinguishing fluid reservoir 12a, 12b via a valve 10a, 10a', 10b, 10b'. A pneumatic inlet of a valve 10 is connected to a propellant gas reservoir 8. A pneumatic outlet of a valve 10 is connected to an extinguishing agent reservoir 12. The valves 10 have a control inlet 14a, 14a', 14b, 14b'. A respective control inlet 14 of a first valve 10a, 10b is connected to a pneumatic outlet of a respective second valve 10a', 10b' of the subsystem 4a, b. Furthermore, each valve 10 has a magnetic actuator 16a, 16a', 16b, 16b'. Furthermore, a pressure switch 18a, 18a', 18b, 18b' is arranged on each valve 10. An outlet of an extinguishing agent reservoir 12a, 12b is connected to the pipeline 2d.

[0058] Thermostats 20a, 20b and heaters 22, 22b are provided on the extinguishing agent containers 12a, 12b.

[0059] The feed-in platform 6 has two control devices 24a, 24b. The control devices 24 are connected via two parallel serial communication buses 26a, 26b. The communication buses 26a, 26b are redundant to each other.

[0060] The first control circuit 24a is operatively connected to the first valve 10a of the first subsystem 4a and the second valve 10b' of the second subsystem 4b. The second control circuit 24b is operatively connected to the first valve 10b of the second subsystem 4b and the second valve 10a' of the first subsystem 4a.

[0061] The first control circuit 24a is operatively connected to the first pressure switch 18a of the first subsystem 4a and the second pressure switch 18b' of the second subsystem 4b. The second control circuit 24b is operatively connected to the first pressure switch 18b of the second subsystem 4b and the second pressure switch 18a' of the first subsystem 4a.

[0062] The first control circuit 24a is operatively connected to the heater 22a of the first subsystem 4a and the second control circuit 24b is operatively connected to the heater 22b of the second subsystem 4b.

[0063] The first control circuit 24a is operatively connected to the thermostat 20a of the first subsystem 4a and the second control circuit 24b is operatively connected to the thermostat 24b of the second subsystem 4b.

[0064] In idle mode, i.e., when no activation is present, a respective control circuit 24 monitors the respective pressure switch 18, the thermostat 20, and the heater 22. If the thermostat 20 indicates that the extinguishing fluid in the extinguishing fluid container 12 is frozen, a corresponding error signal is output. If the pressure switch 18 indicates that a respective valve 10 is open or that there is no longer sufficient pressure in a respective propellant gas container 8, an error signal is output. If a heater 22 fails, a respective error signal is output. Thus, the control circuits 24 can be used to monitor which of the two subsystems is ready for activation.

[0065] In the event of activation, the first or second subsystem 4a, b is activated via control signals on both communication buses 26a, 26b, depending on the presence of an error signal. Upon activation of the first subsystem 4a, the actuator 16a is activated by the first control circuit 24a, and the second actuator 16a' is activated by the second control circuit 24b. The propellant gas then flows from the propellant gas containers 8a, 8a' through the valve 10a, 10a' and expels extinguishing fluid from the extinguishing fluid container 12a into the pipeline 2d.

[0066] In the event of a fault in an actuator 16a, 16a', the pneumatic cross-connection pneumatically activates the respective valve 10a, 10a' via the respective pneumatic control input 14a, 14a'. This ensures that the first subsystem is triggered reliably.

[0067] When the second subsystem is activated, a corresponding control signal is output via both communication buses 26a, 26b. The first control circuit 24a activates the second valve 10b' of the second subsystem 4b, and the second control circuit 24b activates the first valve 10b of the second subsystem 4b by activating the respective actuators 16b, 16b'. The functionality is identical to the first subsystem 4a.

[0068] After activation, a respective pressure switch 18 monitors whether the pressure drops, as the propellant gas flows out of the propellant gas reservoir 8 and into the extinguishing agent container 12 or the pipeline 2d. Only when the pressure drops can it be concluded that the valve 10 has been triggered. Otherwise, an error signal can be output and, if necessary, the not yet activated subsystem 4a, 4b can be additionally activated.

[0069] Fig. 2a shows a rail vehicle 2 according to the Fig. 1a , with the difference that instead of the subsystems 4a, 4b, a feed-in platform 6 is provided. The respective feed-in platforms 6 can be configured according to the description to Fig. 1a The main pipeline 2d short-circuits the two feed platforms 6 with each other.

[0070] Fig. 2b shows the two feed-in platforms 6, each corresponding to a feed-in platform 6 according to Fig. 1b are designed.

[0071] In the event of activation, the fire-fighting system is controlled in such a way that either a first subsystem 4a of a first feed-in platform 6 and a second subsystem 4b of a second feed-in platform 6 are activated, or a second subsystem 4b of the first feed-in platform 6 and, at the same time, the first subsystem 4a of the second feed-in platform 6 are activated.

[0072] Depending on an error signal, the combination of subsystems is selected. If an error occurs after activation, for example, detected by the pressure monitor, the pair of subsystems not yet activated can be additionally activated. Bezugszeichenliste

[0073] 2Rail vehicle 2aRailcar 2bWagon 2cSector valve 2dMain pipeline 2eExtinguishing nozzles, especially mist nozzles 4Subsystem 8Propellant gas reservoir 10Valve 12Extinguishing fluid reservoir 14Pneumatic control input 16Actuator, especially magnetic actuator 18Pressure switch 20Thermostat 22Heater 24Control device 26Communication bus

Claims

1. Fire fighting system with - a first feed platform arranged for feeding a piping system having extinguishing nozzles with an extinguishing fluid, the feed platform comprising - a first sub-system (4a) with - a first extinguishing fluid reservoir (12a), - at least two first propellant gas reservoirs (8a, 8a'), and - a first control circuit, - wherein at least one first propellant gas reservoir (8a) being pneumatically coupled to the first extinguishing fluid reservoir (12a) and at least the first propellant gas reservoir (8a) can be pneumatically activated via an outlet of the other first propellant gas reservoir (8a'), - a second sub-system (4b) with - a second extinguishing fluid reservoir (12b), - at least two second propellant gas reservoirs (8b, 8b'), and - a second control circuit, - wherein at least one second propellant gas reservoir (8b) is pneumatically coupled to the second extinguishing fluid reservoir (12b) and at least the second propellant gas reservoir (8b) can be pneumatically activated via an outlet of the other second propellant gas reservoir (8b'), wherein - that the first control circuit is operatively connected to a first propellant gas reservoir (8a) of the first sub-system (4a) and to a second propellant gas reservoir (8b') of the second sub-system (4b), and - that the second control circuit is operatively connected to a second propellant gas reservoir (8a') of the first sub-system (4a) and a first propellant gas reservoir (8b) of the second sub-system.

2. Fire fighting system according to claim 1, characterized in - that the outlet of at least one of the propellant gas reservoirs (8a, 8a') of the first sub-system (4) comprises a pressure monitor (18a, 18a') for monitoring the pressure at the propellant gas reservoir (8a, 8a'), - that the outlet of at least one of the propellant gas reservoirs (8b, 8b') of the second sub-system (4b) comprises a pressure monitor (18b, 18b') for monitoring the pressure at the propellant gas reservoir (8b, 8b').

3. Fire fighting system according to claim 2, characterized in - that the respective control circuit monitors the pressure slope of a respective pressure monitor (18b, 18b') und / or - that the control circuit monitors a pressure drop at the respective pressure monitor (18a, 18b) in the activation state and outputs a fault signal in the event of a pressure drop below a limit value or - that the control circuit monitors a pressure drop at the respective pressure monitor (18a, 18a') in the rest state and outputs a fault signal in the event of a pressure drop above a limit value.

4. Fire fighting system according to any one of claims 2 to 3, characterized in - that the first control circuit is operatively connected to a first of the pressure monitors (18a) of the first sub-system (4a) and to a second of the pressure monitors (18b') of the second sub-system (4b), and - that the second control circuit is operatively connected to a second one of the pressure monitors (18b') of the first sub-system (4a) and a first one of the pressure monitors (18b) of the second sub-system (4b).

5. Fire fighting system according to any one of the preceding claims, characterized in - that a valve (10a, 10b) is arranged at the outlet of at least one of the propellant gas reservoirs (8a, 8b) of each sub-system (4a, 4b) in particular - that the valves (10a, 10b) are pneumatically and electrically activatable control valves and that the control circuits are electrically coupled to the respective valves (10a, 10b).

6. Fire fighting system according to any one of the preceding claims, characterized in - that an activation circuit is arranged at the outlet of at least one of the propellant gas reservoirs (8a, 8b) of at least one of the sub-systems (4a, 4b).

7. Fire fighting system according to claim 6, characterized in - that the activation circuit is electrically controllable, in particular as pyrotechnic drive, and that the control circuits are electrically coupled to the respective activation circuit.

8. Fire fighting system according to claim 5, characterized in - that the pneumatic coupling of the propellant gas reservoirs (8a, 8b) to a respective outlet of the respective other propellant gas reservoir (8a, 8b) is such that an activation of one of the propellant gas reservoirs (8a, 8b) causes a pneumatic activation of the respective other propellant gas reservoir (8a, 8b) via the propellant gas of the propellant gas reservoir (8a, 8b) activated first.

9. Fire fighting system according to any one of the preceding claims, characterized in - that the control circuits are in communication connection with each other via a communication bus (26), in particular in serial communication connection, preferably - that control circuits are in communication connection with each other via at least two parallel communication buses (26a, 26b), in particular in serial communication connection.

10. Fire fighting system according to any of the preceding claims, characterized in - that a thermostat (20a, 20b) and / or a heater (22a, 22b) is arranged on each of the first and second extinguishing fluid reservoirs (12a, 12b), and in that the thermostat (20a, 20b) and / or the heater (22a, 22b) is operatively connected to the respective control circuit.

11. Fire fighting system according to claim 10, characterized in - that the control circuits output an fault signal depending on a signal from the thermostat (20a, 20b) and / or the heater (22a, 22b).

12. Fire fighting system according to any one of the preceding claims, characterized in - that the control circuits each have a line monitor set up for monitoring an electrical connection to the valves (10a, 10b) which are operatively connected to the respective control circuit.

13. Fire fighting system according to any one of the preceding claims, characterized in - that at least a first and a second feed platforms are provided, in particular - that the feed platforms are interconnected in such a way that, in an activation state, the first sub-system (4a) of a first feed platform can be activated together with the second sub-system (4b) of a second feed platform, and, in the event of a detected fault signal in an activation state, the second sub-system (4b) of the first feed platform can be activated together with the first sub-system (4a) of the second feed platform.

14. Fire fighting system according to any one of the preceding claims, characterized in - that a respective extinguishing fluid reservoir (12a, 12b) is in fluid communication with the piping system, in particular is connected to a main line and / or - that a check valve is arranged between at least one respective extinguishing fluid reservoir (12a, 12b) and the piping system.

15. Rail vehicle with a fire fighting system according to any of the preceding claims.

16. Rail vehicle according to claim 15 comprising at least two carriages, wherein a first feed platform is arranged in a first of the carriages and a second feed platform is arranged in a second of the carriages.

17. Method of operating a fire fighting system according to claim 13 in which - in an activation event, a respective first sub-system (4a) of the first feed platform is activated together with a second sub-system (4b) of the second feed platform, and at a fault signal, a second sub-system (4b) of the first feed platform is activated together with a first sub-system (4a) of the second feed platform.