|
Fire
detection and suppression system installation documentation
Several customers
have asked for installation information beyond the installation instructions
provided with the system (see
links to the manuals here). While the installation manuals are rather
detailed, there is no substitute for pictures with brief descriptions.
We recently did a
"full blown" installation on Gary and Karen Swaim's beautiful coach. If
that name sounds familiar, the Swaims had a horrendous fire on July 13, 2007.
They have documented the events of the fire and the recovery at:
http://swaimquest.com/Coach_Fire.aspx. I believe that their site is a
must read for motorhome owners.
The Swaim's
installation represents the best installation that I have been involved with.
The Swaim's
beautiful Panther Motorhome and service truck before the fire
All that is left of
the Swaim's coach and truck
This is the Swaim's
new Holiday Rambler Navigator and replacement service truck
Now for some photos
and details about the installation.
When possible, I will
reference part numbers from McMaster Carr (http://www.mcmaster.com/).
They have an excellent website, sell at a fair price to individuals, have fair
shipping costs and excellent delivery. The parts will appear as: {{xxxxxx}}.
You can simply enter the part number in their search box and you will get the
information on the part. You can also choose to go to the page in the
catalog for that part. This will allow you to look at other related parts.
If McMaster Carr does not have the parts, I will reference my source for your
consideration.
The installation
begins with running the wire for the sensors and relays, along with the DOT
tubing for the nozzles. In this case the wire and tubing was run in the
frame rails above the open bays. The use of a wire push/pull stick tool
{{4078K11}} makes the job easier. We recommend using 3/8 DOT tubing
{{5097T642}} for plumbing (the RValve is equipped with push-on DOT fittings).
The location of these utility runs will vary from coach to coach.
The recommended wire
for the sensors and control wire for relays is Carol C6348 which is 22 GA
twisted pair signal/communication wire (or equivalent). My source is
http://digikey.com/ (do a
search for "Carol C6348" and you will see three options for different length
spools).
Next the RValve is
mounted. In this case, a bracket was fabricated to mount to the Aqua-Hot
cabinet. You can see the DOT fittings on the RValve as well as the wires
from the monitor that are used to trigger the valve. The wires are
enclosed in split loom {{7840K33 for 1/2 inch}}. The valve should be
relatively close to the pressure vessel. The second photo shows the bay
cover modified to allow access to the RValve.
The pressure vessel
can be mounted in any convenient location. In this case it was mounted in
the middle of a utility bay beside the Aqua-Hot. If the vessel is mounted
in an unheated bay, consideration should be given to freeze proofing (click
here for information). The pressure vessel is often held in place with
"hose" type clamps. It is hard to find the correct size in most hardware
stores. Two clamps can be joined, or they can be ordered {{5011T39}};
 
The EG-400/EG400-5
monitor can be mounted in any number of ways. On the Swaim's coach, a
unique approach was used -- one that I think is beautiful. We had a cherry
wood enclosure made and then used a Ram Mount fixture to mount the box to the
panel next to the driver. The picture of the actual mounting is not the
best, but you can probably see how it was mounted. I have also included a
photo of the Ram Mount that was used.
The main wiring for
the EG-400 or EG-400-5 should be organized so that subsequent trouble shooting
can be easily done. The four-post terminal block and the 12-position
terminal strip can be ordered from Del City (delcity.net).
The 4-post block facilitates multiple connections for the 12-volt positive and
negative terminal as well as the master relay output to control various
circuits. Note that the sensor wires were connected to the terminal strip.
This would facilitate troubleshooting, should that become necessary. In
addition, the circuits were labeled. This wiring was done in the front,
driver's side electrical bay.
The EG-400/EG-400-5
systems can shut off the propane supply in the event of a fire. Gary's
coach had a propane detector, but it did not have the capability of shutting off
the propane. We added a second propane detection system that is designed
to shut off the propane if a leak is detected (photo, upper left). The
system includes a solenoid valve which was plumbed into the propane system just
after the propane regulator. The wire from the detector would normally be
connected directly to the solenoid valve, with the second lead on the valve
being connected to ground. For the EG-400 system, a normally closed relay
is placed in the line from the detector to the solenoid valve. That relay
does not interrupt the connection between the detector and the valve under
normal conditions. However, the relay trigger wires are wired to the main
EG-400 master relay. If the system detects a fire, the Propane relay
receives a signal and opens the circuit to the propane valve, thus shutting off
the supply of propane.
The generator is
plumbed for one nozzle using a "bulkhead" fitting {{5097T642}}. The photos
above show the fitting installed in the exhaust side of the generator box.
Testing confirmed that the spray pattern of the nozzle would cover the majority
of the exhaust area, and "bounce" off of the top cover so that the other side of
the engine received a significant amount of the fire suppression material.
In addition to the
nozzle and temperature sensor (installed in a hole just below the wire loom
towards the front of the generator box), the generator was wired with a "6062
Generator shut-down timer relay" (gray box mounted on the side of the
generator). This timer relay momentarily connects the stop and ground
wires in the remote control loom if the EG-400 detects a fire. The master
relay powers the 6062 which makes the stop connection for approximately 5
seconds.
It is strongly
recommended that a normally closed relay be inserted into the power supply to
the auto-generator start module. This will prevent a restart of the
generator if a fire has been detected and the owner is away from the coach.
The relay trigger power is supplied from the EG-400 main relay. The power
supply wired to the auto-generator start module is cut and the normally closed
wires from the relay are spliced in. In this case, a four-stud terminal
block is used to make the wiring cleaner and provide for easy trouble shooting.
*
*
*
|
.jpg){kind=logo}