WO2015119683A1 - Extinction d'un incendie dans un avion - Google Patents

Extinction d'un incendie dans un avion Download PDF

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Publication number
WO2015119683A1
WO2015119683A1 PCT/US2014/064755 US2014064755W WO2015119683A1 WO 2015119683 A1 WO2015119683 A1 WO 2015119683A1 US 2014064755 W US2014064755 W US 2014064755W WO 2015119683 A1 WO2015119683 A1 WO 2015119683A1
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WO
WIPO (PCT)
Prior art keywords
compartment
aircraft
extinguishing agent
discharge
fire
Prior art date
Application number
PCT/US2014/064755
Other languages
English (en)
Inventor
Keith M. Stehman
John H. RANSOM, Jr.
Original Assignee
United Parcel Service Of America, Inc.
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
Priority claimed from US14/175,067 external-priority patent/US9550080B2/en
Application filed by United Parcel Service Of America, Inc. filed Critical United Parcel Service Of America, Inc.
Publication of WO2015119683A1 publication Critical patent/WO2015119683A1/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

Definitions

  • fire-suppression systems to deal with a fire that may occur in one or more of the compartments.
  • Such fire-suppression systems typically disperse an extinguishing agent (e.g., liquefied gas) such as Halon 1211, Halon 1301, or combination thereof to suppress the fire.
  • the systems are configured to release a rapid discharge of the extinguishing agent to provide a high concentration level of the agent in order to achieve a fast flame knockdown.
  • the rapid discharge may be achieved by releasing the entire contents of one or more pressurized containers (e.g., bottles) of the agent into the compartments.
  • many systems are configured to follow the rapid discharge with a maintained concentration of an extinguishing agent at some reduced level in the container area in order to sustain fire suppression.
  • concentration of the extinguishing agent may be maintained in the compartment or compartment by providing a substantially continuous, regulated flow of the agent from one or more pressurized containers over a period of time.
  • Another tactic typically employed if a fire is detected in an aircraft during flight is to land the aircraft as-soon-as-possible.
  • the compartments of the aircraft normally undergo a repressurization.
  • the containers may also experience an increase in leakage.
  • the repressurization and increased leakage may cause additional air to be presented into the container and as a result, the concentration of the extinguishing agent may decrease as the aircraft descends. Therefore, many fire-suppression systems may compensate for the decrease in concentration during descent by maintaining a higher concentration of the agent in the container during cruise before the descent of the aircraft. For instance, the fire- suppression systems may discharge a second high concentration level of the agent into the compartment as the aircraft begins its descent.
  • the conventional fire- suppression system must contain enough extinguishing agent to provide the initial rapid discharge, to maintain the concentration during the flight time, and to provide an optional second rapid discharge upon the aircraft beginning its descent. Therefore, a drawback to many conventional fire-suppression systems is that such systems must carry hundreds of pounds of extinguishing agent(s) on each flight to ensure that the fire-suppression systems will have enough agent to meet the concentration level requirements at all times in the event a fire condition occurs in one or more of the compartments of the aircraft. The weight of the agent negatively impacts the aircraft's fuel efficiency.
  • embodiments of the present invention provide aspects for fire suppression aboard an aircraft.
  • a method for suppressing a fire condition in an aircraft comprises (1) detecting a presence of a fire condition in a compartment of an aircraft; (2) after detecting the presence of the fire condition in the compartment of the aircraft, depressurizing the compartment of the aircraft; and (3) after depressurizing the compartment of the aircraft, releasing a first discharge of an extinguishing agent in the compartment of the aircraft.
  • a method for suppressing a fire condition in an aircraft comprises (1) detecting a presence of a fire condition in a compartment of an aircraft; (2) after detecting the presence of the fire condition in the compartment of the aircraft, releasing a first discharge of an extinguishing agent in the compartment of the aircraft; (3) depressurizing the compartment of the aircraft; and (4) after depressurizing the compartment of the aircraft, releasing a second discharge of the extinguishing agent in the compartment of the aircraft.
  • a method for suppressing a fire condition in an aircraft comprises (1) detecting a presence of a fire condition in a compartment of an aircraft; (2) after detecting the presence of the fire condition in the compartment of the aircraft, releasing a first discharge of an extinguishing agent in the compartment of the aircraft; and (3) after releasing the first discharge of the extinguishing agent (a) releasing a second discharge of the extinguishing agent in the compartment of the aircraft and (b) depressurizing the compartment of the aircraft.
  • a compartment for suppressing a fire condition in an aircraft may comprise one or more fire detectors adapted to detect fire conditions and one or more containers adapted to release an extinguishing agent.
  • the compartment may be adapted to (1) detect a presence of a fire condition in the compartment aboard an aircraft, wherein at least one area of the aircraft is depressurized after detecting the presence of the fire condition; and (2) after the at least one area of the aircraft is depressurized, release a first discharge of an extinguishing agent in the compartment.
  • a compartment for suppressing a fire condition in an aircraft may comprise one or more fire detectors adapted to detect fire conditions and one or more containers adapted to release an extinguishing agent.
  • the compartment may be adapted to (1) detect a presence of a fire condition in the compartment aboard an aircraft; (2) after detecting the presence of the fire condition in the compartment aboard the aircraft, release a first discharge of an extinguishing agent in the compartment of the aircraft; and (3) after at least one area of the aircraft is depressurized in response to detecting the presence of the fire condition, release a second discharge of the extinguishing agent in the compartment of the aircraft.
  • a compartment for suppressing a fire condition in an aircraft may comprise one or more fire detectors adapted to detect fire conditions and one or more containers adapted to release an extinguishing agent.
  • the compartment may be adapted to (1) detect a presence of a fire condition in the compartment aboard an aircraft; (2) after detecting the presence of the fire condition in the compartment aboard the aircraft, release a first discharge of an extinguishing agent in the compartment of the aircraft; and (3) after releasing the first discharge of the extinguishing agent, release a second discharge of the extinguishing agent in the compartment of the aircraft while at least one area of the aircraft is depressurized in response to detecting the presence of the fire condition.
  • FIG. 1 illustrates a perspective view of an aircraft with compartments in accordance with an embodiment of the present invention.
  • FIGS. 2, 7, and 8 illustrates schematic views of fire- suppression systems according to various embodiments of the present invention.
  • FIG. 3 illustrates a method of suppressing a fire according to an embodiment of the present invention.
  • FIG. 4 illustrates another method of suppressing a fire according to an embodiment of the present invention.
  • FIG. 5 illustrates the use of dry sprinkler powder aerosol as an extinguishing agent in various embodiments of the present invention.
  • FIG. 6 further illustrates the use of dry sprinkler powder aerosol as an extinguishing agent in various embodiments of the present invention.
  • FIGS. 1 and 2 illustrate various details of a compartment fire-suppression system according to one embodiment of the present invention. Many of the features, dimensions, and other specifications shown in the figures are merely illustrative for purposes of this disclosure. Accordingly, other embodiments may have other features, dimensions, and specifications. In addition, other embodiments of the present invention may be practiced without various features as described below.
  • FIG. 1 provides a perspective view of an aircraft that includes one or more compartments 110 (one of which is shown in the FIG. 2).
  • a compartment 110 may be an area of an aircraft configured to store cargo (e.g., shipments, packages, pallets, etc.) of varying shapes and sizes.
  • cargo e.g., shipments, packages, pallets, etc.
  • Section 25.857 of Title 14 the Code of Federal Regulations (CFR) describes illustrative classes.
  • embodiments of the present invention are not limited to any particular class or category of compartments.
  • Class C compartments may benefit from embodiments of the present invention.
  • a Class C compartment may be a cargo or baggage compartment that does not meet the requirements for other classes and/or for which (1) there is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station; (2) there is an approved built-in fire extinguishing or suppression system controllable from the cockpit; (3) there are means to exclude hazardous quantities of smoke, flames, or extinguishing agent from any compartment occupied by the crew or passengers; and (4) there are means to control ventilation and drafts within the compartment so that the extinguishing agent used can control any fire that may start within the compartment.
  • various other approaches and techniques can be used to adapt to various needs and circumstances.
  • One or more fire detectors 125 in accordance with various embodiments of the present invention are provided in the compartment 110 configured to provide a signal to an aircraft system in response to detecting an actual or potential fire condition in a portion or area of the compartment 110.
  • the control system 115 may be configured to provide a warning to one or more personnel (e.g., crew members) of the aircraft if one or more of the detectors 125 are activated.
  • Illustrative notification/warning concepts are described in U.S. Publ. Appl. No. 2013-0120162, which is incorporated herein in its entirety by reference.
  • the aircraft also includes a compartment fire-suppression system 120 mounted in the compartment 110.
  • the compartment fire-suppression system 120 may be integrated into the aircraft flight management system and/or or various other aircraft systems. As will be recognized, there may be one or more fire-suppression systems 120 for each compartment of the aircraft mounted or otherwise positioned in different areas of the compartment. Thus, although the following examples refer to the fire-suppression system in the compartment, there may be one or more fire-suppression systems in each compartment and multiple compartments.
  • the compartment fire- suppression system 120 may be in communication with the control system 115 and can be activated manually or automatically by the control system 115 in the event a fire condition is detected.
  • the compartment fire- suppression system 120 is configured to disperse an extinguishing agent into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected) upon activation.
  • the fire- suppression system may use liquefied gas in pressurized containers (e.g., bottles) or a solid compound which generates an aerosol containing potassium compounds.
  • the extinguishing agent is dispersed into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected) at a high concentration level to extinguish any flame that may be present.
  • the extinguishing agent may also be dispersed into the compartment 110 over an extended period of time in order to maintain a particular concentration level of the extinguishing agent to help prevent subsequent flare- ups.
  • FIG. 2 a schematic view of compartment fire-suppression system
  • the compartment fire-suppression system 120 includes one or more discharge lines 255 configured to release a flow of an extinguishing agent within the compartment 110.
  • the discharge lines 255 may function to disperse an extinguishing agent into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected.
  • One or more discharge nozzles 260 are located at the terminal ends of the one or more discharge lines 255 and the discharge nozzles 260 are configured to dispense the extinguishing agent into the compartment.
  • the compartment fire-suppression system 120 includes one or more pressurized containers 210 holding extinguishing agent and connected to the one or more discharge lines 255.
  • the containers 210 may be strategically located throughout the compartment to disperse an extinguishing agent into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected.
  • the pressurized containers 210 may be configured to quickly discharge an extinguishing agent into the discharge lines 255 for delivery to the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected) in response to the compartment fire- suppression system 120 being activated.
  • activation of the fire-suppression system 120 may be provided by detection of heat, smoke, flames, combustion products (such as carbon monoxide, for example), or combination thereof— also referred to herein as potential fire conditions, actual fire conditions, fire conditions, and/or similar words.
  • the pressurized containers 210 may include one or more valve mechanisms 215 with a valve setting that allows the containers 210 to fully discharge the agent into the discharge lines 255 over a very short period of time.
  • the extinguishing agent from the containers 210 may be dispensed from the discharge nozzles 260 in a high concentration into the compartment 110.
  • one or more of the pressurized containers 210 may be configured to discharge extinguishing agent into the discharge lines 255 at a controlled rate. These particular containers 210 may be used to maintain a particular concentration level of an extinguishing agent in the compartment 110 after the initial high concentration level of agent has been discharged into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected).
  • these containers 210 may be activated at a predetermined time after the high concentration discharge of the extinguishing agent by the control system 115 to dispense the extinguishing agent into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected) at a controlled discharge rate over an elongated period of time.
  • the controlled discharge rate is substantially less than the high concentration discharge rate so that the concentration of the extinguishing agent present in the compartment 110 may be maintained at a constant level over an extended period of time.
  • one or more of the pressurized containers 210 may be coupled to at least one regulator that controls the flow of the extinguishing agent to the compartment 110.
  • one or more of the pressurized containers 210 may be configured to provide a second high concentration level discharge of the extinguishing agent (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected) upon the aircraft beginning its descent.
  • these particular pressurized containers 210 may be activated to quickly discharge extinguishing agent into the discharge lines 255 for delivery to the compartment 110 as the aircraft begins to make its descent toward landing.
  • the extinguishing agent is delivered to the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected) at a greater rate during the descent of the aircraft as compared to the rate at which the agent is delivered from the pressurized containers 210 prior to descent.
  • compartment fire- suppression system 120 may be configured to use different extinguishing agent distribution configurations according to various embodiments.
  • various embodiments of the compartment fire- suppression system 120 may utilize all three types of distributions in order to control a fire. That is, various embodiments of the compartment fire- suppression system 120 may provide a first high concentration level discharge of the extinguishing agent, followed by a controlled concentration level discharge of the extinguishing agent, followed by a second high concentration level discharge of the extinguishing agent upon the aircraft beginning its decent.
  • compartment fire-suppression system 120 may only utilize the first high concentration level discharge of the extinguishing agent and the second high concentration level discharge of the extinguishing agent without providing the controlled concentration level discharge of the extinguishing agent.
  • One of ordinary skill in the art can envision other configurations in light of this disclosure.
  • the compartment fire-suppression system 120 may include an enclosure housing a solid aerosol forming material that is configured to expel or disperse an aerosol and other off gasses in response to an ignition signal (also referred to as extinguishing agents).
  • the compartment fire-suppression system 120 includes a bottom container and a top cover organized in a "clam-shell" arrangement to form an enclosure.
  • the bottom container and top cover may include a metal or other heat resistant outer layer with an insulating inner layer.
  • flanges may be provided proximate the interface between the bottom container and top cover to facilitate attachment of the top cover to the bottom container via welding, fasteners, or other attachment techniques.
  • the compartment fire-suppression system 120 includes a discharge outlet which provides a communication pathway from inside the enclosure to the atmosphere outside the enclosure.
  • the discharge outlet may be disposed in the bottom container, the top cover, or at the interface between the bottom container and the top cover.
  • a solid aerosol forming material including inorganic potassium salts and the like, may be housed within the enclosure formed by the bottom container and top cover.
  • the solid aerosol forming material is configured to create potassium powder aerosol, C02, Nitrogen, and water vapor (e.g., extinguishing agent) in response to an ignition signal upon detecting an actual or potential fire condition in a portion or area of the compartment 110.
  • compartment fire-suppression systems 120 may be mounted in various areas throughout one or more compartments 110.
  • retrofitting an existing aircraft would allow removal of a Halon system equipment, including nozzles, plumbing, pressurized containers, solenoid valves, etc.
  • the compartment fire-suppression system 120 may be integrated into the aircraft flight management system and/or or various other aircraft systems.
  • the compartment fire-suppression system 120 may include a pyrotechnic electrical ignition device in communication with the solid aerosol forming material.
  • the ignition device may be mounted through the bottom container and extend into/proximate to the aerosol generating material.
  • an ignition signal may be generated (e.g., a signal voltage) (1) automatically by a local or remote sensor or (2) based on input from a user as describe below in conjunction detecting an actual or potential fire condition in a portion or area of the compartment 110.
  • the ignition signal may be communicated to the pyrotechnic ignition device via a wired or wireless connection, and in response to the signal (as a result from a signal from the aircraft flight management system, controller system, fire detection systems, various other aircraft systems, and/or the like), the pyrotechnic device may initiate a catalytic process within the solid aerosol forming material.
  • the catalytic process forms an aerosol and other gases (e.g., extinguishing agents) that may be expelled through the discharge outlet.
  • the compartment fire-suppression system 120 may be in communication with a fire-detection system (or various other systems, including aircraft flight management systems, controller systems, and/or the like) that may comprise one or more fire detectors 125 configured to provide a signal to a compartment fire- suppression system 120 in response to detecting an actual or potential fire condition in a portion or area of the compartment 110.
  • a fire-detection system or various other systems, including aircraft flight management systems, controller systems, and/or the like
  • detecting a potential fire condition may include detecting the presence of heat, flames, smoke, combustion products, or combinations thereof.
  • these fire detectors 125 may be placed throughout the compartment 110.
  • the compartment fire- suppression system 120 may include a pressure switch 230.
  • the pressure switch 230 may be in communication with the control system 115 and may be triggered by the control system 115 during the process for suppressing a fire detected in the compartment 110.
  • the compartment fire-suppression system 120 may include a timing circuitry 235. As is explained in greater detail below, the timing circuitry 235 is used in various embodiments to trigger a discharge of an extinguishing agent into the compartments.
  • FIGS. 3 and 4 provide methods for suppressing a fire according to various embodiments of the present invention.
  • FIG. 3 begins with detecting a presence of an actual or potential fire condition in a portion or area of the compartment 110, shown as Step 301.
  • a fire condition is detected in the compartment 110 of the aircraft with an automatic device such as one or more fire detectors 125 located throughout the compartment 110.
  • one or more of the fire detectors 125 notify the control system 115 of the compartment fire- suppression system 120 and the control system 115 notifies the aircraft crew of the fire condition.
  • the crew may manually release the initial rapid discharge of an extinguishing agent into the compartment 110 or the compartment fire-suppression system 120 may automatically release the initial rapid discharge of the agent into the compartment, shown as Step 302.
  • a crew member sitting in the cockpit of the aircraft may select a control button that can send a signal to the control system 115 (compartment fire suppression system 120).
  • control system 115 may send a signal to the valve mechanisms 215 of one or more of the pressurized containers 210 holding the extinguishing agent, and the pressurized containers 210 may release extinguishing agent into the discharge lines 255 to be discharged into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected).
  • the crew member may not be required to send a signal to the control system 115 (compartment fire suppression system 120). Instead, the control system 115 may automatically send the signal to the valve mechanisms 215 upon receiving the notification from the fire detectors 125 of the fire condition.
  • the control system 115 may also activate a timing circuitry 235 in addition to sending the signal to the valve mechanisms 215.
  • a crew member sitting in the cockpit of the aircraft may select a control button that can send a signal to the compartment fire- suppression system 120 that will create an ignition signal to cause the extinguishing agent to be expelled or dispersed through the discharge outlet.
  • the aircraft is depressurized (which may refer to depressurizing the entire aircraft, the compartment of the aircraft, or the portion or area of the compartment in which a potential fire condition was detected), shown as Step 303.
  • a crew member receives an indication from the control system 115 that the initial rapid discharge of the extinguishing agent has been completed and the crew member follows the standard procedure for depressurizing the aircraft (which may refer to depressurizing the entire aircraft, the compartment of the aircraft, or the portion or area of the compartment in which a potential fire condition was detected).
  • the depressurization of the aircraft supplements the compartment fire-suppression system 120.
  • an advantage realized in various embodiments is the amount of extinguishing agent(s) needed to contain the fire condition is reduced because of the effect realized by reducing the amount of oxygen available to the fire condition. Further, a reduction in the amount of extinguishing agent(s) needed is also realized in various embodiments by using liquefied gas or a solid compound that generates an aerosol containing potassium compounds as the extinguishing agent.
  • FIGS. 5 and 6 provide details on one such aerosol using potassium compounds.
  • a negative catalytic reaction takes place.
  • the potassium compounds bind with free radicals (e.g., hydroxyls) that are released during combustion.
  • the resulting chemical reaction creates stable molecules. By creating stable molecules and eliminating the free radicals, the fire is suppressed and extinguished.
  • the use of liquefied gas and such a compound have been found to have superior properties for extinguishing fires over traditional extinguishing agents.
  • the weight of the extinguishing agent required for the compartment fire-suppression system 120 used onboard the aircraft may be reduced in comparison to the typical amount of weight of the agent required under typical fire-suppression procedures employed along with the compartment fire-suppression system 120.
  • the compartment fire-suppression system 120 may make use of a controlled discharge of the extinguishing agent into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected), shown as Step 304.
  • this step may be carried out prior to depressurizing the aircraft, after depressurizing the aircraft, or substantially at the same time to depressurizing the aircraft.
  • the control system 115 of the compartment fire- suppression system 120 can send a signal to the valve mechanisms 215 of one or more of the pressurized containers 210 holding the extinguishing agent and the pressurized containers 210 release an extinguishing agent into the discharge lines 255 to be carried to one or more discharge nozzles 260 and released into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected).
  • the control system 115 may also send a signal to one or more regulators located along the discharge lines 255 to regulate the flow of the extinguishing agent.
  • the regulator facilitates a controlled concentration level discharge of the extinguishing agent into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected).
  • the compartment fire-suppression system 120 that will create an ignition signal to cause the extinguishing agent to be expelled or dispersed through the discharge outlet.
  • the controlled discharge of the extinguishing agent follows the depressurization of the aircraft (which may refer to depressurizing the entire aircraft shown in FIG.
  • the timing circuitry 235 may activate an indicator after a sufficient time for depressurization in order to release the controlled discharge of the extinguishing agent.
  • the timing circuitry 235 may activate a pressure switch connected to the extinguishing agent delivery system. As a result, the pressure switch releases the controlled discharge of the extinguishing agent into the discharge lines 255 of the delivery system.
  • Step 305 of the embodiment shown in FIG 2 the compartment fire- suppression system 120 releases a second rapid discharge of the extinguishing agent into the compartment 110 upon detection that the aircraft has begun its descent for landing.
  • this step is accomplished by the control system 115 sending a signal to the valve mechanisms 215 of one or more of the pressurized containers 210 holding the extinguishing agent and the pressurized containers 210 releasing the extinguishing agent into the discharge lines 255 to be carried to one or more discharge nozzles 260 and released into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected).
  • the control system 115 may also need to send a signal to the regulator. In the embodiment shown in FIGS. 7 and 8, a second discharge is not dispersed.
  • the indication that the aircraft is descending may be received by the control system 115 via various mechanisms. For instance, in one embodiment, a crew member (or aneroid switch, for instance) may set an indicator that can send a signal that the aircraft is beginning its descent. While in another embodiment, the aircraft flight management system can send a signal that the aircraft is beginning its descent.
  • FIG. 4 provides another method for suppressing a fire according to various embodiments of the present invention.
  • the aircraft is depressurized (which may refer to depressurizing the entire aircraft, the compartment of the aircraft, or the portion or area of the compartment in which a potential fire condition was detected) prior to the compartment fire-suppression system 120 releasing extinguishing agent into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected). Therefore, as a result, the discharge of the extinguishing agent in various embodiments may also realize the benefit of having less oxygen available for the fire condition present in the compartment 110.
  • Step 401 the aircraft is initially depressurized (shown as Step 402).
  • Step 402 the compartment fire-suppression system 120 then releases extinguishing agent into the compartment 110 (e.g., into the entire compartment or into a portion or area of the compartment in which a potential fire condition was detected). For instance, as shown in FIG.
  • the compartment fire-suppression system 120 may release an initial rapid discharge of the extinguishing agent into the compartment (shown as Step 403), followed by a controlled discharge of the extinguishing agent (shown as Step 404), followed by a second rapid discharge of the extinguishing agent once the aircraft has begun its descent (shown as Step 405).
  • the compartment fire-suppression system 120 can create an ignition signal to cause the extinguishing agent to be expelled or dispersed through the discharge outlet. This discharge may be the only discharge in the example for the embodiment shown in FIGS. 7 and 8.

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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

Divers concepts sont prévus pour éteindre un incendie dans un avion. Dans un mode de réalisation, la présence d'un incendie dans un avion est détectée. Après une telle détection, des agents d'extinction peuvent être répandus et/ou certaines zones de l'avion peuvent être dépressurisées.
PCT/US2014/064755 2014-02-07 2014-11-10 Extinction d'un incendie dans un avion WO2015119683A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US14/175,067 US9550080B2 (en) 2011-06-17 2014-02-07 Suppressing a fire condition in an aircraft
US14/175,067 2014-02-07

Publications (1)

Publication Number Publication Date
WO2015119683A1 true WO2015119683A1 (fr) 2015-08-13

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110662960A (zh) * 2017-05-17 2020-01-07 天体电子学先进电子系统公司 具有voc感测安全特征的储物箱容积传感器
US11207552B2 (en) 2015-10-16 2021-12-28 Kidde Graviner Limited Fire suppression systems
WO2023218382A1 (fr) * 2022-05-12 2023-11-16 Tyco Fire Products Lp Système d'extinction à double fonction pour véhicules mobiles

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120168184A1 (en) * 2010-12-30 2012-07-05 Enk Sr William Armand Fire Suppression System
US20120318537A1 (en) * 2011-06-17 2012-12-20 United Parcel Service Of America, Inc. Suppressing a fire condition within a cargo container
US20130000927A1 (en) * 2011-06-29 2013-01-03 Meier Oliver C Scalable cargo fire-suppression agent distribution system
US20130120162A1 (en) 2011-11-15 2013-05-16 United Parcel Service Of America, Inc. System and method of notification of an aircraft cargo fire within a container
EP2740517A2 (fr) * 2012-12-07 2014-06-11 The Boeing Company Système de distribution d'agent extincteur dans un avion-cargo

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120168184A1 (en) * 2010-12-30 2012-07-05 Enk Sr William Armand Fire Suppression System
US20120318537A1 (en) * 2011-06-17 2012-12-20 United Parcel Service Of America, Inc. Suppressing a fire condition within a cargo container
US20130000927A1 (en) * 2011-06-29 2013-01-03 Meier Oliver C Scalable cargo fire-suppression agent distribution system
US20130120162A1 (en) 2011-11-15 2013-05-16 United Parcel Service Of America, Inc. System and method of notification of an aircraft cargo fire within a container
EP2740517A2 (fr) * 2012-12-07 2014-06-11 The Boeing Company Système de distribution d'agent extincteur dans un avion-cargo

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11207552B2 (en) 2015-10-16 2021-12-28 Kidde Graviner Limited Fire suppression systems
CN110662960A (zh) * 2017-05-17 2020-01-07 天体电子学先进电子系统公司 具有voc感测安全特征的储物箱容积传感器
WO2023218382A1 (fr) * 2022-05-12 2023-11-16 Tyco Fire Products Lp Système d'extinction à double fonction pour véhicules mobiles

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