Aircraft propulsion components with ventilation and fire protection systems
By designing main and auxiliary pipelines, and combining the suction system and regulating device, the mismatch between the ventilation requirements of the aircraft propulsion components during cruise and taxiing phases was solved, achieving optimized fuel consumption and a compact design for the fire-fighting system, as well as efficient distribution of fire-fighting fluids.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- AIRBUS OPERATIONS (SAS)
- Filing Date
- 2022-01-13
- Publication Date
- 2026-05-26
AI Technical Summary
Existing aircraft propulsion components have mismatched ventilation requirements during cruise and taxiing phases, resulting in excessive fuel consumption. Meanwhile, traditional fire suppression systems require larger storage capacity of extinguishing fluid to replace halonions, and the ventilation and fire suppression system designs are not compact enough.
The system employs a main and auxiliary pipeline design, combined with a suction system, drive unit, delivery pipe, distribution pipe, and regulating device, to achieve forced ventilation of the compartment and efficiently disperse fire extinguishing products within the compartment through the fire protection system's control system and delivery pipe.
The ventilation system was optimized to adjust airflow according to the needs of the flight phase, reducing fuel consumption, and the storage requirements of the fire protection system were reduced through efficient fire extinguishing fluid distribution, achieving a compact design.
Smart Images
Figure CN114763198B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to an aircraft propulsion assembly comprising: two fairing assemblies; a ventilation system that ensures ventilation of compartments defined within each fairing assembly; and a fire suppression system.
[0002] The present invention also relates to an aircraft equipped with such a propulsion assembly. Background Technology
[0003] In this specification, the "upstream" and "downstream" directions are defined relative to the overall direction of the gas flow in the turbine, and the terms "forward" and "rear" are to be considered relative to the direction F of the forward motion of the aircraft under the thrust generated by the turbine engine, which is parallel to the longitudinal axis X of the propulsion assembly and the turbine engine.
[0004] Figure 8 An axial cross-sectional view of a prior art propulsion assembly 500 is shown, which has a turbofan engine 102 with a fan 103 and an outer fairing assembly 104 surrounding the turbofan engine 102.
[0005] The outer fairing 104 has an outer annular wall 106 and an inner annular wall 108. The outer annular wall 106 forms an outer fairing along which outer air flows. The inner annular wall 108 guides the incoming airflow 50, which supplies the turbofan engine 102 and is split into a main flow 52 and a secondary flow 54 downstream of the fan 103.
[0006] The main stream 52 flows within the core 110, which in this case has a compression chamber, a combustion chamber, and a turbine chamber sequentially in the flow direction of the main stream 52. The main stream 52 is discharged via the injection pipe 70.
[0007] The secondary flow 54 flows around the core 110 in the secondary pipe 72, while the main flow 52 flows within the core 110 in the main pipe 73.
[0008] The outer annular wall 106 and the inner annular wall 108 define the outer compartment 112 of the outer fairing assembly 104, also known as the "fan compartment", which is located between the air intake 114 and the thrust reverser 116.
[0009] The outer compartment 112 contains equipment, some of which must be ventilated and therefore kept at a specific temperature.
[0010] To ensure ventilation of the outer compartment 112 and any equipment that may be housed therein, the outer shroud assembly 104 has an air inlet 530 and an air outlet 532 formed in the outer annular wall 106 of the outer compartment 112. These two outlets 530 and 532 are generally diametrically opposed to each other with respect to the longitudinal axis X. The air inlet 530 is generally in the form of a spoon-shaped portion that allows outside air to be drawn into the outer compartment 112, while the air outlet 532 is generally in the form of a grille that allows air to be drawn outwards.
[0011] The airflow thus incorporated into the outer compartment 112 then forms a ventilation flow circulating in the outer compartment 112, and eventually leaves the outer compartment 112 through the air exhaust port 532, thereby ventilating and cooling the equipment inside the outer compartment 112.
[0012] Inside, the secondary flow 54 flows along the inner fairing assembly 134, which includes an outer annular wall 136 and an inner annular wall 138, which define an inner compartment 140, commonly referred to as the “core compartment”, between which the outer annular wall 136 is sometimes referred to as the “IFS” (“Inner Fixed Structure”).
[0013] The secondary duct 72 is defined between the outer annular wall 136 of the inner fairing 134 and the inner annular wall 108 of the outer fairing 104. The main duct 73 is defined inside the inner annular wall 138 of the inner fairing 134.
[0014] As previously described, the inner compartment 140 must be ventilated. For this purpose, the outer annular wall 136 has one or more air inlets 542 and one or more air outlets 544 distributed around the longitudinal axis X. Each air inlet 542 allows air from the secondary flow 54 to enter the inner compartment 140, and each air outlet 544 allows air from the inner compartment 140 to be exhausted outward.
[0015] Like orifices 530 and 532, orifices 542 and 544 are, for example, in the form of a spoon-shaped portion or annular opening.
[0016] This passive ventilation mode has proven effective. However, during cruise, the supply of fresh air may be excessive relative to actual demand, while during the taxiing phase, the supply may be insufficient. To compensate for the latter, the orifice size could be determined based on the taxiing phase, which would result in over-ventilation of the cabin compartment during flight and lead to additional fuel consumption.
[0017] Furthermore, in the event of a fire, it is known that a fire suppression system must be installed, which includes a reservoir for containing extinguishing fluid and pipes for directing the extinguishing fluid from the reservoir to outer compartment 112 and inner compartment 140. The extinguishing fluid is typically a product called "Halon." To meet environmental requirements, new extinguishing fluids must be replaced with Halon, which require larger storage capacities to achieve comparable effectiveness.
[0018] Therefore, there is a need to find an arrangement that can ensure ventilation in the compartments, optimize the intake airflow rate according to the actual ventilation needs of each flight phase, and be associated with a more compact fire protection system. Summary of the Invention
[0019] The object of the present invention is to provide a propulsion assembly for an aircraft having two fairing assemblies and a ventilation system that ensures ventilation of the compartments defined within each fairing assembly.
[0020] To this end, a propulsion assembly for an aircraft is proposed, which has the following characteristics:
[0021] - Main pipeline and secondary pipeline;
[0022] - An outer fairing having an outer annular wall and an inner annular wall defining an outer compartment therebetween, wherein the outer annular wall has an inlet opening;
[0023] - An inner fairing having an outer annular wall and an inner annular wall defining an inner compartment therebetween, wherein the outer annular wall has at least one air vent.
[0024] The secondary duct is defined between the inner annular wall of the outer fairing and the outer annular wall of the inner fairing.
[0025] The main pipeline is defined within the inner annular wall of the inner fairing;
[0026] The propulsion assembly is characterized in that it further comprises:
[0027] - A suction system having an inlet, an outlet, and a moving element designed to draw in air through the inlet and deliver the drawn-in air through the outlet;
[0028] - A drive unit designed to drive moving elements;
[0029] - A delivery pipe that is fluidly connected to the outlet of the suction system;
[0030] - A distribution pipe, which is disposed in an inner compartment, is fluidly connected to a delivery pipe and has multiple nozzles;
[0031] - A supply pipe, one end of which leads into the outer compartment and the other end of which is fluidly connected to the inlet of the suction system;
[0032] - A regulating device arranged to regulate the airflow rate in the suction system; and
[0033] - A fire protection system comprising: a reservoir containing fire extinguishing fluid; a discharge pipe having a first end fluidly connected to the reservoir; and a control system disposed between the reservoir and the discharge pipe, the control system alternately employing a closed position preventing the fire extinguishing fluid from flowing into the discharge pipe or an open position allowing the fire extinguishing fluid to flow into the discharge pipe, wherein a second end of the discharge pipe is directly connected to a delivery pipe to supply the delivery pipe when the control system is in the open position.
[0034] To this end, a propulsion assembly for an aircraft has been proposed, which has the following characteristics:
[0035] - Main pipeline and secondary pipeline;
[0036] - An outer fairing having an outer annular wall and an inner annular wall defining an outer compartment therebetween, wherein the outer annular wall has an inlet opening;
[0037] - An inner fairing having an outer annular wall and an inner annular wall defining an inner compartment therebetween, wherein the outer annular wall has at least one air vent.
[0038] The secondary duct is defined between the inner annular wall of the outer fairing and the outer annular wall of the inner fairing.
[0039] The main pipeline is defined within the inner annular wall of the inner fairing;
[0040] The propulsion assembly is characterized in that it further comprises:
[0041] - A suction system having an inlet, an outlet, and a moving element designed to draw in air through the inlet and deliver the drawn-in air through the outlet;
[0042] - A drive unit designed to drive moving elements;
[0043] - A delivery pipe that is fluidly connected to the outlet of the suction system;
[0044] - A distribution pipe, which is disposed in an inner compartment, is fluidly connected to a delivery pipe and has multiple nozzles;
[0045] - A supply pipe, one end of which leads into the outer compartment and the other end of which is fluidly connected to the inlet of the suction system;
[0046] - A regulating device arranged to regulate the airflow rate in the suction system; and
[0047] - A fire suppression system comprising: a reservoir containing fire extinguishing fluid; a discharge pipe having a first end fluidly connected to the reservoir; and a control system inserted between the reservoir and the discharge pipe, the control system alternately employing a closed position preventing the fire extinguishing fluid from flowing into the discharge pipe or an open position allowing the fire extinguishing fluid to flow into the discharge pipe, wherein a second end of the discharge pipe directly leads to an external compartment so as to supply the delivery pipe when the control system is in the open position.
[0048] In each of these two embodiments, the outside air is then forced through both compartments by a suction system, and the fire suppression system uses delivery and distribution pipes to diffuse the extinguishing product within the compartment of concern. Thus, in the event of a fire, the ventilation velocity in the compartment of concern is very high, allowing for a smaller quantity of extinguishing product to achieve the same effect, because this high velocity allows for a rapid and highly concentrated supply of the extinguishing product.
[0049] Advantageously, the fire protection system also has a discharge subpipe, the first end of which connects to the discharge pipe and the second end of which connects to the outer compartment.
[0050] Advantageously, the control system has a first control subsystem and a second control subsystem, wherein the first control subsystem controls the flow of extinguishing fluid into the discharge pipe, and wherein the second control subsystem controls the flow of extinguishing fluid into the discharge subpipe.
[0051] The present invention also proposes an aircraft having at least one propulsion component according to one of the aforementioned variations. Attached Figure Description
[0052] The above and other features of the present invention will become more apparent from the following description of exemplary embodiments given with reference to the accompanying drawings, in which:
[0053] Figure 1 This is a side view of an aircraft having a propulsion assembly according to the present invention;
[0054] Figure 2 This is an axial sectional view of the propulsion assembly according to a first embodiment of the present invention;
[0055] Figure 3 This is an axial sectional view of the propulsion assembly according to a second embodiment of the present invention;
[0056] Figure 4 This is a schematic diagram of a fire protection system according to a first embodiment of the present invention;
[0057] Figure 5 This is a schematic diagram of a fire protection system according to a second embodiment of the present invention;
[0058] Figure 6 This is a schematic diagram of a fire protection system according to a third embodiment of the present invention;
[0059] Figure 7 This is a schematic diagram of a fire protection system according to a fourth embodiment of the present invention; and
[0060] Figure 8 This is an axial cross-sectional view of a propulsion component using existing technology. Detailed Implementation
[0061] Figure 1 An aircraft 100 is shown, which has a propulsion assembly 150 according to the invention, the propulsion assembly 150 having a turbofan engine.
[0062] In the following description, by convention, the X direction is the longitudinal direction of the propulsion assembly and turbofan engine, and is positive in the forward motion direction of the aircraft 100; the Y direction is the lateral direction of the propulsion assembly and turbofan engine, which is horizontal when the aircraft is on the ground; and the Z direction is the vertical direction or vertical height when the aircraft is on the ground. These three directions, X, Y and Z, are orthogonal to each other.
[0063] Figure 2 A propulsion assembly 250 according to a first embodiment of the present invention is shown, while Figure 3 A propulsion assembly 350 according to a second embodiment of the present invention is shown.
[0064] The propulsion components 250 and 350 according to the present invention are similar to the prior art propulsion component 500, and Figure 8 The common elements of the propulsion assembly 500 and the propulsion assemblies 250 and 350 according to the present invention have the same reference numerals.
[0065] The propulsion assemblies 250 and 350 have a suction system 252 having an inlet 254 and an outlet 256, as well as moving elements, such as pump blades or compressor blades, designed to draw in air through the inlet 254 and deliver the drawn-in air through the outlet 256 when they move.
[0066] The propulsion assemblies 250 and 350 also have a drive unit 258 that drives the movement of the moving element and thus operates the suction system 252, thereby causing the suction system 252 to draw in and deliver air. The drive unit 258 is, for example, an electric motor or gearbox that connects the rotor of the turbofan engine 102 to the moving element via a drive shaft.
[0067] The propulsion components 250 and 350 also have a delivery pipe 260 which is fluidly connected to the outlet 256 of the suction system 252.
[0068] The propulsion assemblies 250 and 350 also have a distribution pipe 262 disposed in the inner compartment 140 and fluidly connected to the delivery pipe 260. The distribution pipe 262 has a plurality of nozzles 264 that allow air to exit the distribution pipe 262 toward the interior of the inner compartment 140.
[0069] The outer annular wall 136 of the inner compartment 140 has at least one air vent 244, which forms a connection between the inner compartment 140 and the outside and allows air from the inner compartment 140 to be discharged outward. Thus, air arriving via the nozzle 264 passes through the inner compartment 140 and exits via the air vent 244.
[0070] The propulsion components 250 and 350 also have supply pipes 266 and 366, one end of which leads into the outer compartment 112 and the other end of which is fluidly connected to the inlet 254 of the suction system 252.
[0071] The propulsion assemblies 250 and 350 also have inlet openings 268 and 368 that pass through the outer annular wall 106 of the outer compartment 112, thereby allowing outside air to be introduced into the outer compartment 112. The inlet openings 268 and 368 form a connection between the outer compartment 112 and the outside.
[0072] Therefore, when the suction system 252 is in operation, it causes a depressurization in the outer compartment 112, which forces outside air into the outer compartment 112 through inlet openings 268, 368. The air then enters supply pipes 266, 366, thereby passing through the suction system 252 and being driven toward the distribution pipe 262, and then into the inner compartment 140, where the air exits outward through air exhaust port 244.
[0073] In order to regulate the airflow rate, the propulsion components 250 and 350 have an adjustment device that adjusts the airflow rate in the suction system 252.
[0074] According to one particular embodiment, the regulating device may be passive / powerless and, for example, in the form of a valve, mounted on supply pipes 266, 366 and opened / closed according to the pressure in said supply pipes 266, 366. In another exemplary embodiment, the regulating device may be a heat pipe associated with a valve-type mechanical regulating system, wherein the heat pipe transmits temperature information from at least one of compartments 112, 140 to the mechanical regulating system.
[0075] According to another specific embodiment, the regulating device may be active / active and takes the form of a control unit and sensors, wherein the control unit controls the drive unit 258 to accelerate or decelerate the moving elements of the suction system 252 according to the needs of the aircraft 100, particularly according to information delivered by sensors distributed in the propulsion assemblies 150, 250, 350, especially temperature information.
[0076] Therefore, the forced ventilation caused by the presence of the suction system 252 can be adjusted according to the needs of the aircraft 100. Furthermore, since the ventilation is forced, the inlet openings 268, 368 do not need to be in the form of a spoon, and can simply be holes flush with the outer annular wall 106, producing only very limited additional resistance. Moreover, a single suction system allows for ventilation and cooling of both compartments.
[0077] Therefore, in the case of an active adjustment device, the propulsion assembly 150 may have, for example, at least one temperature sensor that measures the temperature of the device to be monitored in the inner compartment 140 or the outer compartment 112, and the temperature sensor is connected to the control unit, and the control unit will instruct the drive device 258 to accelerate or decelerate the suction system 252 according to a predetermined temperature threshold.
[0078] The control unit includes, for example, a processor or CPU (central processing unit) connected via a communication bus; random access memory (RAM); read-only memory (ROM); a storage unit such as a hard disk or a storage medium reader such as an SD (Secure Digital) card reader; and at least one communication interface that allows the control unit to communicate specifically with the suction system 252 and the sensors. The communication interface also enables communication with a system for regulating and monitoring the engine (also referred to in the art as "FADEC"), which collects data related to fire detection and triggers fire suppression procedures when necessary.
[0079] The processor (CPU) is capable of executing instructions loaded into RAM from ROM, external memory (not shown), storage media (such as an SD card), or a communication network (not shown). When the controller C is powered on, the CPU can read instructions from RAM and execute them. These instructions form a computer program that causes the CPU to implement all or part of the algorithms and steps described herein.
[0080] To ensure better agitation of the air in the outer compartment 112, the open ends of the inlet openings 268, 368 and the supply pipes 266, 366 leading into the outer compartment 112 are diametrically opposite each other with respect to the longitudinal axis X. Therefore, the air entering through the inlet openings 268, 368 must pass through half of the outer compartment 112, with a portion of the airflow passing through the port side and the other portion passing through the starboard side, thus reaching the ends of the supply pipes 266, 366.
[0081] exist Figure 2 In the illustrated embodiment, the inlet opening 268 is located in the bottom portion of the propulsion assembly 250, and the open end of the supply pipe 266 is located in the top portion of the propulsion assembly 250.
[0082] The inlet opening 268 can therefore also be used as a drain opening to drain any liquid that may be present in the outer compartment 112.
[0083] In this embodiment, the suction system 252 is located in the bottom portion of the outer compartment 112, and the supply pipe 266 then passes through half of the outer compartment 112.
[0084] exist Figure 3 In the embodiment shown, the inlet opening 368 is in the top portion of the propulsion assembly 350, and the open end of the supply pipe 366 is located in the bottom portion of the propulsion assembly 350.
[0085] Therefore, in the bottom portion of the propulsion assembly 350, an additional opening 370 is provided through the outer annular wall 106 of the outer compartment 112 to ensure drainage of any liquid that may be present in the outer compartment 112.
[0086] In this embodiment, the suction system 252 is located in the bottom portion of the outer compartment 112, and the supply pipe 366 is relatively short.
[0087] To facilitate air circulation in the inner compartment 140, the distribution pipe 262 and nozzle 264 are located in front of the inner compartment 140, and the exhaust port 244 or each exhaust port 244 is located in front of the inner compartment 140.
[0088] exist Figure 2 and Figure 3 In the embodiment of the invention shown, the distribution pipe 262 is in the form of an annular ring coaxial with the longitudinal axis X, and the nozzles 264 are distributed along the ring and oriented rearward so as to spray air toward the rear of the inner compartment 140.
[0089] exist Figure 2 and 3 In the embodiment of the invention shown, the suction system 252 is arranged in the outer compartment 112, but it can also be arranged in other places, such as, for example, in the inner compartment 140.
[0090] Figures 4 to 7 Fire suppression systems 600, 700, 800, and 900 according to various embodiments are shown. These various embodiments can be implemented in propulsion assemblies 150, 250, and 350 according to the above-described various embodiments. Figure 4 In one embodiment, the suction system 252 is shown in the inner compartment 140, but it could also be in the outer compartment 112. Similarly, in Figures 5 to 7 In one embodiment, the suction system 252 is shown in the outer compartment 112, but it may be in the inner compartment 140.
[0091] Figures 4 to 7 Each is shown as an outer compartment 112 with inlet openings 268 and 368 that allow the introduction of outside air, and an inner compartment 140 with an air vent 244. Between the two compartments 112 and 140, supply pipes 266 and 366 and delivery pipe 260 extend continuously on both sides of the suction system 252, and delivery pipe 260 is connected to distribution pipe 262, which leads into inner compartment 140 via nozzle 264.
[0092] The walls of the outer compartment 112 and the inner compartment 140 are traversed by supply pipes 266, 366 and delivery pipe 260, in this case via end fittings 602a, 602b.
[0093] exist Figures 4 to 7 In each embodiment, the fire protection systems 600, 700, 800, and 900 have a reservoir 604 containing: fire extinguishing fluid; a discharge pipe 606, the first end of which is fluidly connected to the reservoir 604; and a control system 608 disposed between the reservoir 604 and the discharge pipe 606. The control system alternately employs a closed position preventing fire extinguishing fluid from flowing from the reservoir 604 into the discharge pipe 606 or an open position allowing fire extinguishing fluid to flow from the reservoir 604 into the discharge pipe 606. The control system 608 is controlled, for example, by a control unit.
[0094] The control system 608 is, for example, a controlled valve or discharge head, having a disc for closing the reservoir 604 and a rupture chamber for breaking the disc upon startup.
[0095] The second end of the discharge pipe 606 is arranged to supply the delivery pipe 260 when the control system 608 is in the open position.
[0096] Therefore, the fire extinguishing fluid is delivered to the inner compartment 140 using the delivery pipe 260, which saves on components.
[0097] exist Figure 4In one embodiment, the second end of the discharge pipe 606 directly enters the delivery pipe 260 upstream of the nozzle 264. In this case, the discharge pipe 606 passes through the inner compartment 140, but depending on the location of the suction system 252, the discharge pipe 606 may also connect to the delivery pipe 260 outside the inner compartment 140. In this embodiment, the inner compartment 140 is considered a potentially flammable area, while the outer compartment 112 is not considered a potentially flammable area.
[0098] exist Figure 5 In the embodiments, namely Figure 4 In a variation of the embodiment, the fire suppression system 700 further includes a discharge sub-pipe 702, with a first end leading to a discharge pipe 606 and a second end leading to an outer compartment 112. Thus, extinguishing fluid is distributed between the two compartments 112 and 140. Furthermore, the extinguishing fluid delivered to the outer compartment 112 subsequently reaches the inner compartment 140 via supply pipes 266, 366, and delivery pipe 260. In this embodiment, the inner compartment 140 and the outer compartment 112 are considered potentially flammable areas. In this case, the second end of the discharge sub-pipe 702 is opened via a nozzle 704.
[0099] exist Figure 6 In this embodiment, the second end of the discharge pipe 606 leads directly into the outer compartment 112, in this case via nozzle 802. The extinguishing fluid thus delivered to the outer compartment 112 then reaches the inner compartment 140 via supply pipes 266, 366 and delivery pipe 260. In this embodiment, the inner compartment 140 and the outer compartment 112 are considered potentially flammable areas.
[0100] Figure 7 The embodiments in are Figure 5 A variation of the embodiment is described, wherein the control system 608 has a first control subsystem 902 and a second control subsystem 904, wherein the first control subsystem 902 controls the inflow of extinguishing fluid into the discharge pipe 606, and wherein the second control subsystem 904 controls the inflow of extinguishing fluid into the discharge sub-pipe 702. The first control subsystem 902 and the second control subsystem 904 can be controlled independently to allow flow into the discharge pipe 606 or the discharge sub-pipe 702, or both. In this embodiment, the inner compartment 140 and the outer compartment 112 are considered potentially flammable areas.
[0101] exist Figures 4 to 7 In each embodiment, the propulsion assembly has a check valve 650 disposed on the delivery pipe 260 between the suction system 252 and the nozzle 264, and more specifically, when the second end of the discharge pipe 606 is directly connected to the delivery pipe 260, the check valve 650 is disposed on the delivery pipe 260 between the second end and the nozzle 264 to prevent air and extinguishing fluid from flowing back into the suction system 252 and the outer compartment 112.
Claims
1. A propulsion assembly (150, 250, 350) for an aircraft (100), said propulsion assembly (150, 250, 350) having: - Main pipe (73) and secondary pipe (72); - an outer fairing (104) having an outer annular wall (106) and an inner annular wall (108) delimiting, between the outer annular wall of the outer fairing and the inner annular wall of the outer fairing, an outer compartment (112), wherein, The outer annular wall (106) of the outer fairing has inlet openings (268, 368). - An inner fairing (134) having an outer annular wall (136) and an inner annular wall (138) defining an inner compartment (140) between the outer annular wall and the inner annular wall of the inner fairing, wherein the outer annular wall (136) of the inner fairing has at least one air vent (244). The secondary pipe (72) is defined between the inner annular wall (108) of the outer fairing (104) and the outer annular wall (136) of the inner fairing (134); The main pipe (73) is defined within the inner annular wall (138) of the inner fairing (134); The propulsion assembly (150, 250, 350) is characterized in that it further comprises: - A suction system (252) having an inlet (254), an outlet (256) and a motion element designed to draw in air through the inlet (254) and deliver the drawn-in air through the outlet (256); - Drive device (258), the drive device being designed to drive the moving element; - Delivery pipe (260), which is fluidly connected to the outlet (256) of the suction system (252); - A distribution pipe (262) disposed in the inner compartment (140), the distribution pipe being fluidly connected to the delivery pipe (260) and having a plurality of nozzles (264). - Supply pipes (266, 366), one end of which is connected to the outer compartment (112), and the other end of which is fluidly connected to the inlet (254) of the suction system (252). - A regulating device, the regulating device being arranged to regulate the airflow rate in the suction system (252); and - A fire protection system (600, 700, 900), the fire protection system comprising: a reservoir (604) containing fire extinguishing fluid; a discharge pipe (606) having a first end fluidly connected to the reservoir (604); and a control system (608) inserted between the reservoir (604) and the discharge pipe (606), the control system (608) alternately employing a closed position preventing the fire extinguishing fluid from flowing into the discharge pipe (606) or an open position allowing the fire extinguishing fluid to flow into the discharge pipe (606), wherein a second end of the discharge pipe (606) is directly connected to the delivery pipe (260) so as to supply the delivery pipe when the control system (608) is in the open position.
2. The propulsion assembly (150, 250, 350) according to claim 1, characterized in that, The fire protection system also has a discharge subpipe (702), the first end of which is connected to the discharge pipe (606), and the second end of which is connected to the outer compartment (112).
3. The propulsion assembly (150, 250, 350) according to claim 2, characterized in that, The control system (608) has a first control subsystem (902) and a second control subsystem (904), wherein the first control subsystem (902) controls the fire extinguishing fluid to flow into the discharge pipe (606), and the second control subsystem (904) controls the fire extinguishing fluid to flow into the discharge subpipe (702).
4. A propulsion assembly (150, 250, 350) for an aircraft (100), said propulsion assembly (150, 250, 350) having: - Main pipe (73) and secondary pipe (72); - An outer fairing (104) having an outer annular wall (106) and an inner annular wall (108), wherein an outer compartment (112) is defined between the outer annular wall and the inner annular wall of the outer fairing, wherein, The outer annular wall (106) of the outer fairing has inlet openings (268, 368). - An inner fairing (134) having an outer annular wall (136) and an inner annular wall (138) defining an inner compartment (140) between the outer annular wall and the inner annular wall of the inner fairing, wherein the outer annular wall (136) of the inner fairing has at least one air vent (244). The secondary pipe (72) is defined between the inner annular wall (108) of the outer fairing (104) and the outer annular wall (136) of the inner fairing (134); The main pipe (73) is defined within the inner annular wall (138) of the inner fairing (134); The propulsion assembly (150, 250, 350) is characterized in that it further comprises: - A suction system (252) having an inlet (254), an outlet (256) and a motion element designed to draw in air through the inlet (254) and deliver the drawn-in air through the outlet (256); - Drive device (258), the drive device being designed to drive the moving element; - Delivery pipe (260), which is fluidly connected to the outlet (256) of the suction system (252); - A distribution pipe (262) disposed in the inner compartment (140), the distribution pipe being fluidly connected to the delivery pipe (260) and having a plurality of nozzles (264). - Supply pipes (266, 366), one end of which is connected to the outer compartment (112), and the other end of which is fluidly connected to the inlet (254) of the suction system (252). - A regulating device, the regulating device being arranged to regulate the airflow rate in the suction system (252); and - A fire protection system (800) comprising: a reservoir (604) containing fire extinguishing fluid; a discharge pipe (606) having a first end fluidly connected to the reservoir (604); and a control system (608) inserted between the reservoir (604) and the discharge pipe (606), the control system alternately employing a closed position preventing the fire extinguishing fluid from flowing into the discharge pipe (606) or an open position allowing the fire extinguishing fluid to flow into the discharge pipe (606), wherein a second end of the discharge pipe (606) directly leads into the outer compartment (112) to supply the delivery pipe (260) when the control system (608) is in the open position.
5. An aircraft (100), characterized in that, It has at least one propulsion component (150, 250, 350) as described in claim 1 or claim 4.