WO1993012839A1 - Appareillage pour eteindre ou combattre les incendies dans les soutes a cargaison d'avions - Google Patents

Appareillage pour eteindre ou combattre les incendies dans les soutes a cargaison d'avions Download PDF

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Publication number
WO1993012839A1
WO1993012839A1 PCT/GB1992/002321 GB9202321W WO9312839A1 WO 1993012839 A1 WO1993012839 A1 WO 1993012839A1 GB 9202321 W GB9202321 W GB 9202321W WO 9312839 A1 WO9312839 A1 WO 9312839A1
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WO
WIPO (PCT)
Prior art keywords
cargo bay
extinguishant
fire
water
aircraft
Prior art date
Application number
PCT/GB1992/002321
Other languages
English (en)
Inventor
Brian David Powell
Original Assignee
Kidde-Graviner Limited
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 Kidde-Graviner Limited filed Critical Kidde-Graviner Limited
Publication of WO1993012839A1 publication Critical patent/WO1993012839A1/fr

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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
    • A62C3/08—Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles in aircraft
    • 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
    • A62C37/38—Control of fire-fighting equipment an actuating signal being generated by a sensor separate from an outlet device by both sensor and actuator, e.g. valve, being in the danger zone
    • A62C37/40—Control of fire-fighting equipment an actuating signal being generated by a sensor separate from an outlet device by both sensor and actuator, e.g. valve, being in the danger zone with electric connection between sensor and actuator

Definitions

  • the invention relates to the extinguishing and the control of fires. Embodiments of the invention to be described in more detail are for use in extinguishing and controlling fires in the cargo bays of aircraft.
  • the cargo bays of commercial aircraft contain a variable quantity of combustible material.
  • This material may comprise commercial cargo or it may comprise luggage in the case of passenger aircraft; and in some cases a mixture of both types may be carried.
  • Some means of safeguarding against fire in the cargo bay is required. Ideally, any such fire should be extinguished rapidly. However, in practice it may be very difficult actually to extinguish such a fire. The nature of the burning material is such that complete extinguishing may be very difficult during in-flight conditions. This is particularly so in the case of passenger luggage which, if a fire starts, is apt to smoulder and may be completely extinguished only by the application of a relatively great quantity of extinguishant - which cannot reasonably be carried by the aircraft.
  • apparatus for protecting an aircraft from hazard following a fire condition arising in its cargo bay comprising initial detection means for monitoring one or more parameters within the cargo bay to produce an initial detection signal upon detection of the onset of a fire hazard, extinguishant discharge means, means responsive to the initial detection signal for actuating the extinguishant discharge means to discharge extinguishant into the cargo bay for an initial time period, further detection means for thereafter monitoring one or more parameters within the cargo bay whereby to detect if and when a fire hazard re-occurs within the cargo bay so as to produce a respective further detection signal, and means responsive to the or each further detection signal for activating the extinguishant discharge means to discharge extinguishant into the cargo bay for a respective further time interval.
  • a method of extinguishing or controlling fires within the cargo bay of an aircraft comprising the steps of initially detecting the onset of a fire hazard by monitoring one or more predetermined parameters within the cargo bay, responding to such initial detection by carrying out an initial discharge of an extinguishant into the cargo bay for an initial time interval, subsequently monitoring one or more parameters within the cargo bay to detect further onsets of a fire hazard, and responding to the or each such further onset by causing a respective further discharge of an extinguishant into the cargo bay for a respective further time interval.
  • Figure 1 is a plan view of the lower portion of an aircraft fuselage, showing the aircraft cargo bay and the apparatus installed therein, together with a schematic diagram of part of the apparatus;
  • Figure 2 is a cross-section on the line II-II of Figure 1;
  • Figure 3 is a graph for explaining operation of one form of the apparatus, plotting temperature in the cargo bay against fire extinguishant emission;
  • Figure 4 is another graph for explaining operation of the apparatus, plotting infra-red radiation in the cargo bay against fire extinguishant emission;
  • Figure 5 is a further graph for explaining the operation of the apparatus, plotting the concentration within the cargo bay of carbon dioxide against fire extinguishant emission.
  • Figure 1 illustrates the lower part of the fuselage 5 of a large passenger-type commercial aircraft.
  • the upper part of the fuselage (passenger cabin etc.) has been removed.
  • the cargo bay is shown at 6.
  • the exact shape of the cargo bay varies according to aircraft type.
  • Figure 1 shows a single cargo bay 6. However, there may be several cargo bays distributed along the fuselage and isolated from each other to a greater or lesser extent.
  • the cargo bay In use of the aircraft, the cargo bay will (assuming the aircraft is a passenger aircraft) contain cargo consisting, in the main, of passengers* luggage in the form of cases mostly filled with tightly packed clothes which, in the event of a fire, tend to burn slowly or smoulder.
  • the amount of luggage within the cargo bay will vary greatly: the cargo bay may be nearly full of luggage or, at other times, it may be nearly empty.
  • combustion should start within the cargo bay which normally happens because of spontaneous combustion within a passenger's luggage (for example, as a result of the inclusion of hazardous substances perhaps reacting to jolting or air pressure changes within the cargo bay), there will be a serious risk to the aircraft.
  • Such an occurrence may arise at any time, for example when the aircraft is over water and at maximum distance from the nearest airport. It is often the case that such fires are extremely difficult to extinguish. Because of the conditions within the cargo bay and, in particular within the passenger's case in which such a fire normally starts, and the materials (namely tightly packed clothing) involved in the fire, a relatively great quantity of fire extinguishant may be required for complete extinguishing of the fire.
  • the apparatus to be described is intended to ensure control of the fire for a period of, say, three hours which is sufficient to enable an aircraft to reach a safe landing, even if the fire starts when it is at maximum distance from an airport.
  • control has to ensure that the temperature within the cargo bay does not rise above a hazardous level - that is, a level which could cause hazard to the passengers and crew or damage to the essential services of the aircraft and to its structure.
  • the apparatus to be described uses water or other aqueous-based liquids as the fire extinguishing or controlling agent.
  • Known systems use Halon 1301.
  • the requirements of the Montreal Protocol relating to CFC's involve the phasing-out of the use of Halon 1301 wherever possible; and water or other aqueous agents have been found to be effective substitutes.
  • other suitable non-aqueous liquid or pressurised gaseous fire extinguishants permitted under the Montreal Protocol may be used instead.
  • the water (or other extinguishant liquid) is carried in one or more tanks in the aircraft.
  • the water supply for the cargo bay apparatus may be common with the supply for the passenger compartment.
  • the water supply for the apparatus may be common with, or in an emergency connectable to, the so-called "grey" water supply system of the aircraft (for wash basin supply and the like) .
  • Another possibility is to derive at least some of the water by extracting it from the air circulated by the aircraft's passenger bay air-conditioning system.
  • the water tank is illustrated at 8.
  • An outlet 10 from the tank 8 leads to spray pipes 12 which, in this example, extend across the underside of the roof of the cargo bay (see Fig. 2).
  • Each of these spray pipes comprises a plurality of spray nozzles spaced apart along its length.
  • Discharge of water into the cargo bay is controlled by a control unit 14 whose operation will be described in more detail below.
  • the control unit 14 causes actuation of the water spray by activating a pressurising unit 16 which pressurises the water in the tank and causes it to flow under pressure to the spray lines 12 and to be discharged into the cargo bay.
  • actuation will cause discharge of water through all the spray lines 12.
  • the inlet to each of the spray lines 12 from the pipe 10 may incorporate a respective control valve.
  • the control unit 14 would be provided with means (to be described in more detail below) not only indicating a fire condition but also indicating the position of the fire within the cargo bay.
  • the control unit 14 responds by causing discharge of water only through the spray line or spray lines in the region of the fire.
  • the detection system would indicate the particular cargo bay in which the fire condition has arisen, and the control unit 14 would cause discharge of water through one or more spray lines in that cargo bay only (or in the relevant part of that cargo bay) .
  • the various units of the apparatus are shown separate from the fuselage for ease of illustration but they would of course be carried on the aircraft.
  • the pressurising unit 16 may take any suitable form.
  • it could be in the form of a pyrotechnic gas generator which, when activated, generates gas pyrotechnically for pressurising the water.
  • a pyrotechnic gas generator which, when activated, generates gas pyrotechnically for pressurising the water.
  • Such pyrotechnic gas generators are relatively light in weight (an important consideration for aircraft use) and do not require the continuous storage of pre-pressurised gas (with the weight penalty and the risk of leakage that this imposes) .
  • Such pyrotechnic gas generators are known for use in pressurising water spray systems for the passenger compartments of aircraft. However, water spray systems for passenger compartments are required to be activated for a short period under landing or emergency landing conditions, for which application a pyrotechnic gas generator is particularly suitable.
  • the apparatus will be required to operate during normal flight conditions, and it is therefore reasonable to assume that normal aircraft power is available. Therefore, a pressurising pump driven from the aircraft's power supply could be used. Instead, stored gas pressure could be used.
  • the aim of the apparatus is to contral any fire arising within the cargo bay to prevent i ⁇ % becoming hazardous.
  • the apparatus (a) detects the onset of a fire condition and responds to such detection by discharging a predetermined quantity of water into the cargo bay, or into the relevant part of the cargo bay, with the aim of reducing the fire condition to below the hazardous level, and (b) thereafter monitors at least one parameter within the cargo bay to determine if and when fire conditions within the cargo bay again become hazardous and, in response to any such occurrence, carries out a further discharge of water.
  • the initial water spray may be sufficient to extinguish the fire completely.
  • the fire condition will merely be partially suppressed; the fire will continue to smoulder and, once the initial water discharge has ceased, the fire may again become hazardous. If this occurs, this is detected (in a manner to be described) and a further water spray takes place with the aim of again reducing the fire condition below the hazardous level. Thereafter, further similar monitoring takes place and there may be further deployment of water spray. In this way, the apparatus continues to monitor conditions within the cargo bay and provides successive water sprays as necessary to keep the fire condition below the hazardous level. Because continuous monitoring takes place, water spray is only deployed when it is actually needed (to prevent the fire condition becoming hazardous) .
  • the apparatus thus contrasts with systems in which, in response to initial detection of a fire condition, an extinguishant such as Halon is discharged into the cargo bay, and thereafter either a trickle discharge of Halon continues or successive Halon discharges take place at predetermined time intervals.
  • extinguishant is not being used optimally; it may be being discharged unnecessarily, when the fire condition is not hazardous, and this may mean that no extinguishant remains when the hazardous condition does arise.
  • the detection system includes one or more smoke detectors within the cargo bay for detecting the onset of an initial fire condition.
  • the type of fire likely to arise is one which will produce a significant quantity of smoke. Therefore, one or more known types of smoke detector may be arranged within the cargo bay as operative, upon detection of smoke above a predetermined level, to cause the control unit 14 to initiate water spray discharge. Such discharge preferably takes place for a predetermined relatively short period of time (e.g. 1 to 15 minutes), say 6 minutes. Instead, however, the discharge could be terminated if detection shows that the fire has been reduced below a hazardous level.
  • the second fire detector could be of any suitable type, such as a temperature sensor, a radiation sensor (infra-red or ultra-violet radiation) or a gas sensor, all to be described in more detail below.
  • the apparatus is also operative to monitor the cargo bay after the initial fire condition and the initial water discharge, so as to detect if and when a hazardous fire condition re-occurs. Some means for continuing monitoring of the cargo bay is therefore required. It has been found that a smoke detector is not suitable for subsequent fire condition monitoring. This is because the type of fire likely to occur in the cargo bay may well completely fill the cargo bay with smoke, thus saturating the smoke detector and preventing its further effective operation.
  • a linear-type fire detector for example a linear-type fire detector as sold under the trade mark FIREWIRE by the Applicants of the present application.
  • a linear-type fire detector is deployed longitudinally through the area to be monitored and produces a warning signal if the temperature at any point along its length exceeds a predetermined level.
  • Such a linear-type fire detector is advantageous in the present instance in that it can be arranged to run alongside each spray line 12. In this way, a separate linear-type fire detector can be positioned to monitor the temperature alongside each of the spray lines 12 or alongside each of a group of them, thus permitting localised fire detection.
  • each linear-type fire detector runs alongside each spray line, it should be thermally insulated from the spray line, because, otherwise, the cooling effect of the water within the spray line could produce a distorted result.
  • FIG. 3 illustrates the use of such a linear-type of fire detector.
  • Curve P represents the output of such a linear-type fire detector, this output representing temperature at a particular position within the cargo bay, for example along the length of a particular one of the spray lines 12, temperature being plotted along the vertical axis and time along the horizontal axis.
  • the successive water discharges are indicated at A, B, C and D.
  • A is the initial discharge of water.
  • the temperature detected by the linear-type fire detector is relatively low.
  • This initial discharge is assumed to have been initiated solely by means of the smoke detector referred to above. Instead, however, it could be initiated by the smoke detector and the output of the linear-type fire detector in combination (in which case it would of course occur later than shown in Fig. 3) .
  • the water discharge takes place for a relatively short period of time (about 6 minutes), at the end of which the temperature detected by the linear-type fire detector has reached a maximum and started to fall because of the effect of the water.
  • the temperature then tends to rise again, because of the continuing smouldering of the fire.
  • a hazardous level indicated at LI When it reaches a hazardous level indicated at LI, it initiates a second water discharge, as indicated at B.
  • the water discharge may take place for a predetermined relatively short period of time.
  • L2 Fig. 3
  • a further water discharge takes place at C.
  • the discharges B and C are caused solely by the output of the linear-type fire detector; the smoke detector is not involved. Obviously, there will be further discharges if the temperature rises again.
  • fire detector may be used instead of the linear-type fire detector.
  • an infra-red detector or several such detectors, may be arranged within the cargo bay.
  • ultra-violet detectors could be used, though are not considered to be so satisfactory; this is because of the not insignificant chance that the cargo bay will become completely filled with smoke which will prevent satisfactory operation of a UV detector.
  • Other forms of temperature detectors can be used such as thermocouples.
  • Figure 4 shows at curve Q the output of an infra-red detector positioned within the cargo bay and indicates how the output of this, plotted on the vertical axis, causes the water discharges B and C.
  • the discharge A may take place solely as the result of the output from the smoke detector or from the output of the smoke detector in combination with the output of the infra-red detector.
  • Figure 5 shows the use of an analyser for monitoring carbon dioxide concentration.
  • Curve R shows the variation of the concentration of C0 2"
  • Curve S shows the variation in the rate of change of the concentration of CO_ .
  • the initial water discharge A takes place when the smoke level rises above the predetermined minimum in the same way as for Figures 3 and 4.
  • the subsequent water discharges B and C are initiated when the rate of change of the carbon dioxide concentration (curve S) rises above a predetermined level LI which indicates a potential fire hazard.
  • Each such discharge ends when the rate of change of CO_ concentration falls below a level L2.
  • Variations in the actual CO_ concentration could instead be used as a means of detecting hazardous fire conditions as shown.
  • an analyser of carbon monoxide may be used, the carbon monoxide concentration generally following the carbon dioxide concentration.
  • Another possibility is to monitor oxygen concentration - which of course reduces instead of increases in the presence of increased fire hazard.
  • Water discharges would be controlled by variations in the carbon monoxide or oxygen concentration or in the rate of change of carbon monoxide or oxygen concentration. In the case shown in Figure 5, the initial water discharge A takes place either as a result of operation of the smoke detector alone or a combination of the operations of this detector and some other detector, such as the carbon dioxide detector.
  • the sprayed water contains one or more additives.
  • it may contain anti-freeze.
  • it may contain fire-retarding agents such as disclosed in our co-pending United Kingdom Patent Application No. 9114504.
  • Other additives which may be used are surface-active materials and wetting agents such as described in this co-pending application.
  • Such additives may be mixed with the water in the tank 8 ( Figure 1) or may be stored separately and added in metered quantities when the water is actually discharged.
  • means are provided in the floor of the cargo bay for collecting the discharged water, or at least some of it, filtering it, and returning it to the tank 8 for re-use.

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  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Fire-Extinguishing By Fire Departments, And Fire-Extinguishing Equipment And Control Thereof (AREA)

Abstract

On décrit un appareillage pour éteindre ou combattre les incendies dans les soutes à cargaison (6) d'avions. On utilise l'eau d'un réservoir (8) en tant qu'agent extincteur. Le début d'incendie peut être détecté au moyen d'un détecteur de fumée. Ledit détecteur actionne une unité de commande (14) qui provoque une pulvérisation initiale d'eau d'une durée relativement courte dans la soute à cargaison (6) l'eau étant amenée par une ou plusieurs conduites (12). Un ou plusieurs paramètres sont alors mesurés à l'intérieur de la soute à cargaison (6), par exemple la température, les rayons infrarouges, la concentration d'un ou de plusieurs gaz particuliers, de manière à déterminer si un risque d'incendie persiste. Lorsque cela est le cas, une autre pulvérisation d'eau d'une durée relativement courte est produite. De cette manière, on peut du moins maintenir sous contrôle les feux à combustion lente, qui sont les feux les plus courants dans les soutes à cargaison des avions et qui sont difficiles à éteindre complètement pendant le vol (à cause de la quantité limitée d'agent extincteur que l'avion peut transporter), et ceci au moins jusqu'à l'atterrissage de l'avion.
PCT/GB1992/002321 1991-12-20 1992-12-15 Appareillage pour eteindre ou combattre les incendies dans les soutes a cargaison d'avions WO1993012839A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9127069.4 1991-12-20
GB9127069A GB2262444A (en) 1991-12-20 1991-12-20 Extinguishing and controlling fires

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WO1993012839A1 true WO1993012839A1 (fr) 1993-07-08

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PCT/GB1992/002321 WO1993012839A1 (fr) 1991-12-20 1992-12-15 Appareillage pour eteindre ou combattre les incendies dans les soutes a cargaison d'avions

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WO (1) WO1993012839A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4443111A1 (de) * 1994-12-03 1996-06-05 Heinrich Ewald Kreuzburg Verfahren und Vorrichtung zum Löschen von Feuer mit Wasser
US7456750B2 (en) 2000-04-19 2008-11-25 Federal Express Corporation Fire suppression and indicator system and fire detection device
US7806195B2 (en) 2005-08-30 2010-10-05 Federal Express Corporation Fire sensor, fire detection system, fire suppression system, and combinations thereof
CN103185694A (zh) * 2013-01-11 2013-07-03 西安竞奈尔机电设备有限公司 一种测量柴油机内油雾浓度的方法
US8813858B2 (en) 2010-02-04 2014-08-26 Kidde Technologies, Inc. Inert gas suppression system for temperature control
US9308404B2 (en) 2006-03-22 2016-04-12 Federal Express Corporation Fire suppressant device and method, including expansion agent
US9694194B2 (en) 2008-06-29 2017-07-04 Venus Concept Ltd Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US9981143B2 (en) 2008-06-29 2018-05-29 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof

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GB9915388D0 (en) 1999-07-02 1999-09-01 Secr Defence System for fire-out gas detection
US7154388B2 (en) 2003-11-13 2006-12-26 The Boeing Company Vehicle compartment smoke and fire indication system and method for use
GB2480862B (en) * 2010-06-03 2013-02-13 Kidde Tech Inc Smoke detection system
CN104955532A (zh) * 2012-11-13 2015-09-30 马里奥夫有限公司 用于灭火系统的基于温度导数的启动方法
CN105498127A (zh) * 2015-12-25 2016-04-20 长沙中联消防机械有限公司 用于消防车的臂架保护系统、消防车及臂架保护方法
US10828518B2 (en) * 2018-03-23 2020-11-10 Kidde Technologies, Inc. Integrated cargo fire suppression and inerting system
CN110478833A (zh) * 2019-08-29 2019-11-22 三一专用汽车有限责任公司 用于消防车的喷淋保护方法及消防车的喷淋保护系统

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US4005754A (en) * 1975-03-06 1977-02-01 Gerhard Linden Process for the automatic reporting and extinguishing of fires
US4643260A (en) * 1985-09-26 1987-02-17 The Boeing Company Fire suppression system with controlled secondary extinguishant discharge
WO1991007208A2 (fr) * 1989-11-17 1991-05-30 Kidde-Graviner Limited Ameliorations apportees a des systemes de vaporisation d'eau
EP0452057A2 (fr) * 1990-04-10 1991-10-16 Pacific Scientific Company Système de détection d'incendie avec des détecteurs de température et de rayonnement infrarouge

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GB1482731A (en) * 1975-03-06 1977-08-10 Tiedtke K Method of automatically signalling and extinguishing fires and fire extinguishing equipment

Patent Citations (4)

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Publication number Priority date Publication date Assignee Title
US4005754A (en) * 1975-03-06 1977-02-01 Gerhard Linden Process for the automatic reporting and extinguishing of fires
US4643260A (en) * 1985-09-26 1987-02-17 The Boeing Company Fire suppression system with controlled secondary extinguishant discharge
WO1991007208A2 (fr) * 1989-11-17 1991-05-30 Kidde-Graviner Limited Ameliorations apportees a des systemes de vaporisation d'eau
EP0452057A2 (fr) * 1990-04-10 1991-10-16 Pacific Scientific Company Système de détection d'incendie avec des détecteurs de température et de rayonnement infrarouge

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4443111C2 (de) * 1994-12-03 1998-12-17 Heinrich Ewald Kreuzburg Verfahren und Vorrichtung zum Löschen von Feuer mit Wasser
DE4443111A1 (de) * 1994-12-03 1996-06-05 Heinrich Ewald Kreuzburg Verfahren und Vorrichtung zum Löschen von Feuer mit Wasser
US7456750B2 (en) 2000-04-19 2008-11-25 Federal Express Corporation Fire suppression and indicator system and fire detection device
US7806195B2 (en) 2005-08-30 2010-10-05 Federal Express Corporation Fire sensor, fire detection system, fire suppression system, and combinations thereof
US7810577B2 (en) 2005-08-30 2010-10-12 Federal Express Corporation Fire sensor, fire detection system, fire suppression system, and combinations thereof
US8905633B2 (en) 2005-08-30 2014-12-09 Federal Express Corporation Fire sensor, fire detection system, fire suppression system, and combinations thereof
US9873006B2 (en) 2006-03-22 2018-01-23 Federal Express Corporation Fire suppressant device and method, including expansion agent
US11752378B2 (en) 2006-03-22 2023-09-12 Federal Express Corporation Fire suppressant device and method, including expansion agent
US11065486B2 (en) 2006-03-22 2021-07-20 Federal Express Corporation Fire suppressant device and method, including expansion agent
US9308404B2 (en) 2006-03-22 2016-04-12 Federal Express Corporation Fire suppressant device and method, including expansion agent
US9604083B2 (en) 2006-03-22 2017-03-28 Federal Express Corporation Fire suppressant device and method, including expansion agent
US9981143B2 (en) 2008-06-29 2018-05-29 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US9814897B2 (en) 2008-06-29 2017-11-14 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US9901743B2 (en) 2008-06-29 2018-02-27 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US9694194B2 (en) 2008-06-29 2017-07-04 Venus Concept Ltd Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US11547866B2 (en) 2008-06-29 2023-01-10 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US11684794B2 (en) 2008-06-29 2023-06-27 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US11890486B2 (en) 2008-06-29 2024-02-06 Venus Concept Ltd. Esthetic apparatus useful for increasing skin rejuvenation and methods thereof
US9814917B2 (en) 2010-02-04 2017-11-14 Kidde Technologies, Inc. Inert gas suppression system for temperature control
US8813858B2 (en) 2010-02-04 2014-08-26 Kidde Technologies, Inc. Inert gas suppression system for temperature control
CN103185694A (zh) * 2013-01-11 2013-07-03 西安竞奈尔机电设备有限公司 一种测量柴油机内油雾浓度的方法

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Publication number Publication date
GB9127069D0 (en) 1992-02-19
GB2262444A (en) 1993-06-23

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