Aircraft fire extinguishing with heated duct

Abstract

The present invention relates to aircraft fire suppression with heated lines. Systems and methods for aircraft fire suppression with heated lines are provided. One example of a fire suppression system includes a container configured to store a fire suppressant, a line configured to deliver the fire suppressant from the container to a cabin of an aircraft, and a valve configured to initiate discharge of the fire suppressant from the container and through the line. The fire suppression system also includes a heating element thermally coupled with the line and a control member in a cockpit of the aircraft, the control member configured to direct the heating element to heat the line prior to initiating discharge of the fire suppressant through the valve.

Description

[0001] This application is a divisional application. The original application was filed on September 29, 2018, with application number 2018111448113 and invention title "Aircraft Fire Extinguishing System with Heating Pipe". Technical Field

[0002] This disclosure relates to the field of aircraft, and in particular, to aircraft firefighting. Background Technology

[0003] Aircraft can be equipped with fire suppression systems that spray chemical agents into the engine compartment to extinguish fires. Traditional fire extinguishing agents, such as Halon 1301, are completely released at low temperatures, making them suitable for use in aircraft fires where the agent can be exposed to cold weather and high altitudes. However, these agents are currently being phased out. Alternative agents that are effective in many ways are available, but their performance at low temperatures is not as good as traditional agents. Therefore, aircraft manufacturers are seeking improved fire suppression performance at low temperatures. Summary of the Invention

[0004] The example described in this article presents an aircraft fire suppression system with heated conduits. The heating element is thermally coupled to the conduit that delivers the extinguishing agent from the container to the aircraft's engine compartment. Before the agent discharge is initiated, a switch electrically couples the heating element to the aircraft's battery (or another aircraft power source) to heat the conduit. Therefore, the heated conduit enables thorough diffusion of the agent, even at high altitudes and low temperatures.

[0005] An example of a fire suppression system includes: a container configured to store a fire extinguishing agent, a conduit configured to deliver the fire extinguishing agent from the container to the aircraft cabin, and a valve configured to initiate the discharge of the fire extinguishing agent from the container and through the conduit. The fire suppression system also includes a heating element thermally coupled to the conduit and a control component in the aircraft cockpit configured to direct the heating element to heat the conduit prior to initiating the discharge of the fire extinguishing agent through the valve.

[0006] In yet another example, the vehicle (e.g., an aircraft) includes a fire suppression system with a thermally coupled heating element.

[0007] Another example is a method. This method includes storing a fire extinguishing agent in a container, wherein the container is fluidly coupled to an aircraft compartment via a conduit, and wherein the container includes a valve for discharging its contents in response to actuation of a switch. The method also includes detecting a fire in the aircraft compartment and activating power to a heating element thermally coupled to the conduit. After heating the conduit using the heating element, the method includes sending an electrical signal to the valve to discharge the fire extinguishing agent through the conduit into the aircraft compartment.

[0008] Another example includes a method for manufacturing a fire suppression system, comprising: thermally coupling a heat source to a conduit fluidly connected to a compartment of a vehicle, and electrically coupling the heat source to a power source of the vehicle.

[0009] Another example includes a fire suppression system comprising a container for storing a fire extinguishing agent, a switch electrically coupled to a valve of the container, a conduit fluidly coupled to the container via the valve and having a length from the valve to an engine compartment of an aircraft, and a heating element thermally coupled to a portion of the length of the conduit and electrically coupled to the switch. Movement of the switch to a first position actuates power to the heating element to heat the conduit. Movement of the switch from the first position to a second position actuates the discharge of the fire extinguishing agent from the container to the engine compartment of the aircraft.

[0010] Other examples will be described below (e.g., methods and computer-readable media relating to the foregoing examples). The features, functionalities, and advantages already discussed may be implemented independently in various implementations or combined in other examples, further details of which can be seen in the following description and figures. Attached Figure Description

[0011] Some examples of this disclosure are now described by way of example and with reference to the accompanying drawings. The same reference numerals denote the same elements or elements of the same type throughout all the drawings.

[0012] Figure 1 This is a schematic diagram of an airplane.

[0013] Figure 2 A block diagram of a vehicle is shown in the illustrative example.

[0014] Figure 3 An illustrative example of an aircraft fire suppression system is shown.

[0015] Figure 4A This is a perspective view of the left switch in the illustrative example.

[0016] Figure 4B This is a top view of the left switch in the illustrative example.

[0017] Figure 5A The control component in its normal position is shown in the illustrative example.

[0018] Figure 5B The control element in the first position is shown in the illustrative example.

[0019] Figure 5C The control element in the second position is shown in the illustrative example.

[0020] Figure 6This is a flowchart of a method for activating an aircraft's fire suppression system, as shown in the illustrative example. Detailed Implementation

[0021] The accompanying drawings and the following description illustrate specific illustrative examples of this disclosure. It will therefore be understood that those skilled in the art will be able to design various arrangements that, while not expressly described or shown herein, embody the principles of this disclosure and are included within its scope. Furthermore, any examples described herein are intended to aid in understanding the principles of this disclosure and should be construed as not being limited to these specifically enumerated examples and situations. Therefore, this disclosure is not limited to the examples described below but is limited by the claims and their equivalents.

[0022] Figure 1 This is a schematic diagram of aircraft 100. Aircraft 100 includes a fuselage 102, a left wing 111, a right wing 112, a left engine 121, and a right engine 122. Near the forward part of the fuselage 102, the cockpit 130 provides the pilot of aircraft 100 with instrument panels and flight controls. Specifically, the cockpit 130 includes control components for guiding one or more fire extinguisher containers 141-143 to release chemical agents for fire extinguishing. Typically, fire extinguisher containers 141-143 are mounted or secured to aircraft 100 compared to portable fire extinguishing equipment such as handheld fire extinguishers.

[0023] In this example, fire extinguisher containers 141-143 include two containers 141-142 installed near the wheel wells of aircraft 100 to discharge extinguishing agent into engine compartments 121-122 via conduits 151-152. A third fire extinguisher container 143 is provided for discharging extinguishing agent into the auxiliary power unit (APU) compartment 123 of aircraft 100. Conduits 151-152 may comprise aluminum, steel, combinations thereof, or another material to deliver the agent within the entire aircraft 100, including the transverse sections comprising wings 111-112. In this manner, conduits 151-152 may be exposed at or near the external environment outside aircraft 100 at certain times. Low temperatures can transfer heat from conduits 151-152 to the agent and impair the effectiveness of the agent and its discharge into the designated compartments of aircraft 100.

[0024] Figure 2A block diagram of a vehicle 200 is shown in an illustrative example. The vehicle may include the aircraft 100 described above or systems / components of an alternative vehicle. The vehicle 200 includes a power system 202, a fire detection system 210, a fire suppression panel 220, one or more compartments 230, and a preparation dispensing system 240. The fire detection system 210 includes one or more sensors 214 operable to detect fire conditions in one or more compartments 230 (e.g., one or more engine compartments 121-122, APU compartment 123, or another compartment of the vehicle 200) and to trigger a controller 212 to perform one or more response actions.

[0025] The preparation dispensing system 240 includes one or more containers 250 for storing extinguishing agent, each container 250 having one or more meters 252 and one or more valves 254. Each of the containers 250 may be fluidly coupled to one or more compartments 230 of the vehicle 200 via one or more conduits 260. The conduits 260 are reinforced to include one or more heating elements 270 operable to heat the conduits 260 in response to actuation of one or more switches 224 on the extinguishing panel 220 (e.g., handheld switches in an aircraft cockpit) and / or a controller 212 of a fire detection system 210 in response to fire detection. That is, the switches 224 and / or the controller 212 may selectively connect a power source 204 of the power system 202 to the heating element 270 to initiate heat transfer to the conduits 260. The switches 224 may also actuate the opening of the valves 254 to allow the extinguishing agent to flow from the container 250 to the compartment 230. Meter 252 is connected to one or more discharge indicators 222 on extinguishing panel 220 to indicate which container 250 has discharged its formulation. In this way, heating element 270 can transfer heat to conduit 260 before and / or during the flow of extinguishing agent in conduit 260 to effectively diffuse the formulation in compartment 230.

[0026] Figure 3A fire suppression system 300 is shown in the illustrative example. The fire suppression system 300 can operate as an enhancement to or alternative to the aircraft 100 described above. The fire suppression system 300 includes a fire suppression panel 220 (e.g., in the cockpit 130 of the aircraft 100) having a left switch 311, a right switch 312, a first discharge indicator 321, and a second discharge indicator 322. The fire suppression panel 220 may also include the aircraft's fire detection system 210 and / or be electrically coupled to the aircraft's fire detection system 210, which includes sensors 214 and / or alarm indicators for fire conditions. If the pilot is alerted by the fire detection system 210 to an engine fire, the pilot pulls up switches 311-312 to initiate a first series of actions (e.g., closing and isolating engine compartments 121-122) and then turns the pulled-up switch to the left or right to empty fire extinguisher containers 141-142. Meters 331-332 installed on fire extinguisher containers 141-142 can send an electrical signal to discharge indicators 321-322 in response to a pressure drop signal indicating that fire extinguisher containers 141-142 have been emptied. In this way, an applicable fire extinguisher emptying message can be displayed on the fire extinguishing panel 220.

[0027] Each fire extinguisher container 141-142 includes one or more discharge valves 341-344 configured to initiate the discharge of extinguishing agent into a conduit connected to the discharge valve 341-344. Discharge valves 341-344 may be electrically coupled to switches 311-312 to release the agent from the fire extinguisher container 141-142 and allow the agent to enter the engine compartment 121-122 through conduits 151-152 in response to actuation of one of the switches 311-312. Figure 3 As shown, any one or both of fire extinguisher containers 141-142 can be discharged into any one of engine compartments 121-122. Check valves 351-354 can be installed near the pipe connection point to prevent the agent remaining in one of the fire extinguisher containers 141-142 from flowing back into one of the fire extinguisher containers 141-142 that has already been emptied. Pipes 151-152 can have a total length exceeding 90 feet, and as described above, a portion along the length of pipe 151-152 can be exposed to cryogenic temperatures before the agent reaches the outlets 361-362 that inject it into engine compartments 121-122.

[0028] The fire suppression system 300 is reinforced to include heating elements 371-372 thermally coupled to conduits 151-152. Heating elements 371-372 can be positioned at any location along conduits 151-152, and each of the conduits 151-152 can be thermally coupled to one or more of the heating elements 371-372. In an example embodiment, heating elements 371-372 are positioned to transfer heat to the formulation before it reaches outlets 361-362, thereby enabling effective diffusion of the formulation within engine compartments 121-122. Heating elements 371-372 are activated in response to actuation of switches 311-312 to heat conduits 151-152 prior to formulation discharge. In other words, switches 311-312 are configured such that, before the second actuation (e.g., rotation) of switches 311-312 discharges the agent from fire extinguisher containers 141-142 through pipes 151-152 into engine compartments 121-122, the first actuation (e.g., pull-up) of switches 311-312 electrically couples heating elements 371-372 to aircraft battery system 380 (or another power source for aircraft 100) to heat pipes 151-152.

[0029] Alternatively or additionally, the fire detection system 210 may activate heating elements 371-372 in response to the detection of a fire. The fire detection system 210 may include and / or connect to a controller 212 and one or more sensors 214 deployed in or around engine compartments 121-122 (or alternative compartments of aircraft 100). The controller 212 may direct heating elements 371-372 to connect to aircraft power (e.g., aircraft battery system 380) to initiate heating of ducts 151-152 in response to an alarm issued by sensor 214, wherein sensor 214 monitors areas of aircraft 100 for unwanted levels of heat, smoke, etc. For example, the controller 212 may direct a second heating element 372 to begin heating a second duct 152 in response to an alarm issued by one or more of the sensors 214 near the right engine 122. In this manner, the alarm and / or actuation of switches 311-312 of the fire detection system 210 can trigger heating elements 371-372 to heat pipes 151-152 prior to agent discharge. Although this document describes the fire extinguishing system 300 in relation to pull / turn activation, it should be understood that alternative switch types and activation combinations may be combined with the examples described herein.

[0030] Heating elements 371-372 may be installed along the low-temperature exposed portions of pipes 151-152 and / or in locations of aircraft 100 remote from manual maintenance operations. Heating elements 371-372 may be thermally coupled to pipes 151-152 in various locations and in various ways. For example, heating elements 371-372 may include electric coils surrounding the pipe for a length of the pipe, may include thermally sprayed material (e.g., nickel particles or other materials) forming a thermocouple with the pipe, may be embedded in or within the pipe, may include electric coils in contact with the surface of the pipe, etc.

[0031] Because the conduits 151-152 typically have thinner walls and a larger surface area compared to the fire extinguisher containers 141-142, the configuration of the fire suppression system 300 described herein offers the technical advantages of rapidly and efficiently transferring heat to the formulation at critical locations throughout the aircraft 100 prior to a discharge event. Furthermore, the configuration described herein advantageously heats the formulation in a manner integrated with current aircraft fire suppression procedures and enables rapid heat transfer at a location consistent with the predetermined discharge location, prior to / simultaneously with discharge, thereby allowing for efficient dispensing of the formulation at low temperatures while minimizing power consumption of the aircraft battery system 380.

[0032] Furthermore, the increased temperature of pipes 151-152 counteracts the expansion tendency of the gas passing through pipes 151-152, thereby promoting better evaporation of the formulation after it enters the aircraft compartments (e.g., engine compartments 121-122). In this way, the fire suppression system 300 can use alternatives to halons in an effective and efficient manner under any temperature conditions without increasing the formulation / container volume and, consequently, without increasing the weight of the aircraft. Examples of alternatives that can be used include, but are not limited to, halomethanes with formulations CF3I and Novec 1230 (ISO name FK-5-1-12).

[0033] Figure 4A This is a perspective view 400 of the left switch 311 in the illustrative example. The left switch 311 is typically locked in the fire extinguishing panel 220 by an electromagnetic coil to prevent accidental activation of the fire extinguisher containers 141-142. In response to a fire signal provided by the engine fire detection system, the electromagnetic coil can be opened, thereby allowing the left switch 311 to be pulled out in the first actuation direction 410, as... Figure 4AAs shown. In the event of a malfunction of the electromagnetic coil, a manual over-control button 420 on the fire suppression panel 220 below the left switch 311 can be provided to allow activation of the left switch 311. As described in more detail below, when the left switch 311 moves along the first actuation direction 410, several actions can be automatically performed in the aircraft 100, including the shutdown and isolation of the left engine 121. Furthermore, the first actuation of the left switch 311 can connect the first heating element 371 to the aircraft battery system 380 to heat the first conduit 151, which is fluidly coupled to the first fire extinguisher container 141 and the left engine 121. Alternatively or additionally, the left switch 311 can utilize another power system of the aircraft to power the first heating element 371. In either case, heating can advantageously begin along one or more portions of the first conduit 151, which is thermally coupled to the first heating element 371. The right switch 312 can be similarly configured with a second heating element 372, a second conduit 152, a second fire extinguisher container 142, the right engine 122, and the aircraft power supply.

[0034] Figure 4B A top view 450 of the left switch 311 in the illustrative example is shown. Along... Figure 4A When the first actuation direction 410 is actuated, the left switch 311 can rotate from the center position 460 to either of the two discharge positions 471-472. Specifically, rotation of the left switch 311 past the first threshold point 461 toward the first discharge position 471 results in the left switch 311 being closed and the first fire extinguisher container 141 being discharged into the left engine 121 through the first conduit 151. Furthermore, rotation of the left switch 311 past the second threshold point 462 toward the second discharge position 472 results in the left switch 311 being closed and the second fire extinguisher container 142 being discharged into the left engine 121 through the first conduit 151. Since the heating of the first conduit 151 is initiated before the left switch 311 is rotated, the agent can be sufficiently heated for effective diffusion when it enters the left engine 121. The right switch 312 can be similarly configured with a second heating element 372, a second conduit 152, a second fire extinguisher container 142, and a right engine 122.

[0035] Figure 5A A control element 500 (e.g., one of switches 311-312) in the normal position 510 is shown in the illustrative example. Figure 5B The control member 500 at the first position 520 is shown in the illustrative example. Figure 5C The control member 500 at the second position 530 is shown in the illustrative example. Figure 5AAs shown in -C, the actuation position operation of the control member 500 is used for the electrical connection of fuel cut-off 501, hydraulic isolation 502, air valve closure 503, power cut-off 504, cylinder discharge 505 (e.g., discharge of fire extinguisher containers 141-142) and pipeline heating 506 (e.g., power supply to heating elements 371-372).

[0036] During activation from the normal position 510 to the first position 520 (e.g., fire position), the control member 500 actuates connections for fuel cut-off 501, hydraulic isolation 502, air valve closure 503, electrical cut-off 504, and pipe heating 506. A typical aircraft fire suppression procedure may include a delay before activating the control member 500 from the first position 520 to the second position 530 (e.g., discharge position) to see if the aircraft's fire detection system 210 indicates an improvement or suppression of the fire situation. During this period, one of the heating elements 371-372 electrically connected to the control member 500 may begin heating the surface of one of the pipes 151-152 to prepare for the discharge of the agent. If the situation persists, the control member 500 may move to the second position 530 to actuate the connection for cylinder discharge 505. Emptying the contents of the first container stored in fire extinguisher containers 141-142 into the aircraft's designated compartment takes approximately 6-10 seconds.

[0037] After a period of time following the first discharge (e.g., as indicated by one of the discharge indicators 321-322), the procedure may require the pilot to wait for another delay to see if the situation persists (e.g., as indicated by the fire detection system 210). If the situation persists, the connection of cylinder discharge 505 can be actuated a second time to discharge the contents of the second container stored in fire extinguisher containers 141-142 into the aircraft cabin. Heating elements 371-372 may be installed downstream of the pipe connection point and / or check valve 251-254 (e.g., in the direction of formulation flow) along conduit 151-152 to heat conduit 151-152 at a location shared by both fire extinguisher containers 141-142. For example, the second heating element 372 may begin heating the second conduit 152 in response to the right switch 312 being driven to the first position, so that the second conduit 152 transfers heat to the formulation discharged from either of the fire extinguisher containers 141-142.

[0038] Figure 6 This is a flowchart of method 600 for activating an aircraft's fire suppression system, as shown in the illustrative example. The steps of method 600 will be referenced... Figure 1 As described in Figure 5, however, those skilled in the art will understand that method 600 can be implemented in other systems. The steps of the flowchart(s) described herein are not exhaustive and may include other steps not shown.

[0039] In step 602, the container (e.g., fire extinguisher containers 141-143) stores the extinguishing agent. As described above, the container may be fluidly coupled to a compartment of the aircraft (e.g., aircraft 100) (e.g., engine compartment 121-122 or APU compartment 123) via a conduit (e.g., conduit 151-152). Furthermore, the container may include a valve (e.g., discharge valve 341-344) operable to discharge the contents of the container in response to actuation of a switch (e.g., switch 311-312).

[0040] In step 604, the fire detection system 210 detects a fire in the aircraft cabin. The fire detection system 210 and / or the fire suppression panel 220 may include warning lights indicating the fire situation in the aircraft cabin. In response to the detection of a fire, a switch corresponding to the cabin with the fire can be electrically unlocked by a signal from the fire detection system 210 and / or the fire suppression panel 220, allowing the switch to be pulled up in an upward motion.

[0041] In step 606, a switch (e.g., switches 311-312) activates power to a heating element (e.g., heating element 371-372) thermally coupled to the conduit. Electrical energy can be supplied to the heating element from the aircraft battery system 380 (or another power bus of the aircraft) via an electrical connection. The first actuation of the switch can actuate the connection between the aircraft battery system 380 and the heating element. Alternatively or additionally, the fire detection system 210 can actuate the connection between the heating element and the aircraft's power supply in response to the detection of a fire in the aircraft's cabin.

[0042] In step 608, the switch initiates the transmission of an electrical signal to the valve to discharge the extinguishing agent into the aircraft compartment via a conduit. The electrical signal can be transmitted to the valve via an electrical connection from the aircraft battery system 380 (or another power bus of the aircraft). A second actuating movement of the switch can actuate the connection between the aircraft battery system 380 and the valve. Although the examples described herein relate to switches 311-312 for fire extinguisher containers 141-142 and engine compartments 121-122, it should be understood that the features of the fire extinguishing system 300 described above are applicable to alternative aircraft compartments and to different component configurations of switches, containers, valves, conduits, and heating elements.

[0043] Any of the various control components (e.g., electrical or electronic components) shown in the figures or described herein can be implemented as hardware, processor-implemented software, processor-implemented firmware, or some combination of these components. For example, the component can be implemented as dedicated hardware. A dedicated hardware component can be referred to as a “processor,” a “controller,” or some similar term. When provided by a processor, functionality can be provided by a single dedicated processor, a single shared processor, or multiple separate processors, some of which may be shared. Furthermore, the explicit use of the terms “processor” or “controller” should not be construed as referring specifically to hardware capable of executing software, but may implicitly include, but is not limited to, digital signal processor (DSP) hardware, network processors, application-specific integrated circuits (ASICs) or other circuitry, field-programmable gate arrays (FPGAs), read-only memory (ROM) for storing software, random access memory (RAM), non-volatile memory, logic, or some other physical hardware component or module.

[0044] Furthermore, control elements can be implemented as instructions executable by a processor or computer to perform the function of that element. Some examples of instructions are software, program code, and firmware. When executed by a processor, these instructions operate to instruct the processor to perform the function of the element. Instructions can be stored on processor-readable storage devices. Some examples of storage devices are digital or solid-state memories, magnetic storage media such as disks and tapes, hard disk drives, or optically readable digital data storage media.

[0045] Furthermore, this disclosure includes examples pursuant to the following terms: Clause 1. A fire suppression system for an aircraft, said fire suppression system comprising: Containers configured for storing fire extinguishing agents; Piping configured to deliver the extinguishing agent from the container to the cabin of the aircraft; A valve configured to activate the discharge of the extinguishing agent from the container and through the pipeline; A heating element thermally coupled to the pipe; and A control unit in the cockpit of the aircraft, configured to direct the heating element to heat the conduit before initiating the discharge of the extinguishing agent through the valve.

[0046] Clause 2. The fire suppression system as described in Clause 1, wherein: The control component is configured to, in response to moving from a normal position to a first position, guide the isolation of the aircraft's engines and guide the heating element to heat the duct; and The control component is configured to, in response to moving from the first position to the second position, guide the valve to discharge the extinguishing agent from the container and through the pipe.

[0047] Clause 3. The fire suppression system as described in Clause 1 or 2, wherein: The control component is configured to actuate the connection between the heating element and the aircraft's battery to heat the conduit.

[0048] Clause 4. The fire extinguishing system according to any one of Clauses 1-3, wherein: The heating element is thermally coupled to the duct at the portion of the duct exposed to the external environment of the aircraft.

[0049] Clause 5. The fire extinguishing system according to any one of Clauses 1-4, wherein: The valve connects the container and the pipeline; and The conduit includes a first end connected to the valve and a second end terminating in the cabin of the aircraft.

[0050] Clause 6. The fire extinguishing system according to any one of Clauses 1-5 further comprises: Sensors configured to detect fires in the aircraft's cabins; and A controller configured to direct the heating element to heat the pipe in response to the detection of the fire.

[0051] Clause 7. The fire extinguishing system according to any one of Clauses 1-6, wherein: The heating element includes an electric coil that surrounds the pipe for a length of the pipe.

[0052] Clause 8. A fire extinguishing system according to any one of Clauses 1-7, wherein: The control component is electrically coupled to the valve and the heating element.

[0053] Clause 9. The fire extinguishing system according to any one of Clauses 1-8, wherein: The heating element is embedded in the pipe.

[0054] Clause 10. A method comprising: The extinguishing agent is stored in a container, wherein the container is fluidly coupled to the aircraft cabin via a pipe, and wherein the container includes a valve for discharging the contents of the container in response to an actuation of a switch. Detect the fire situation in the cabin of the aircraft; Initiate power supply to the heating element thermally coupled to the pipe; and An electrical signal is sent to the valve to discharge the extinguishing agent into the cabin of the aircraft through the pipeline.

[0055] Clause 11. The method described pursuant to Clause 10 comprises: In response to the detection of a fire in the cabin of the aircraft, the pipes are heated by connecting the heating element to the aircraft's power bus.

[0056] Clause 12. The method described pursuant to Clause 10 or 11 further comprises: The pipe is heated by connecting the heating element to the aircraft's battery.

[0057] Clause 13. The method described pursuant to any one of Clauses 10-12 further comprises: The heating element is thermally coupled to the pipe by an electric coil that contacts the surface of the pipe.

[0058] Clause 14. The method described pursuant to any one of Clauses 10-13 further comprises: In response to moving the switch from the normal position to the first position in the cockpit of the aircraft: Isolation of the aircraft's engines; and The heating element is activated to heat the pipe.

[0059] Clause 15. The method described pursuant to Clause 14 further comprises: In response to moving the switch from the first position to the second position in the cockpit of the aircraft: The valve is actuated to discharge the extinguishing agent from the container through the pipe into the engine compartment of the aircraft.

[0060] Clause 16. A system comprising: An aircraft fire suppression system, the fire suppression system comprising: Containers used for storing fire extinguishing agents; A switch electrically coupled to the valve of the container; A pipe fluidly connected to the container via the valve and having a length from the valve to the engine compartment of the aircraft; and A heating element thermally coupled to a portion of the length of the pipe and electrically coupled to the switch; The movement of the switch to the first position actuates the power supply to the heating element to heat the pipe, and the movement of the switch from the first position to the second position actuates the discharge of the fire extinguishing agent from the container to the engine compartment of the aircraft.

[0061] Clause 17. The system described in Clause 16 further includes: After the switch is moved to the first position, the switch can be turned to the left or right to the second position to allow the fire extinguishing agent to be discharged into the engine compartment.

[0062] Clause 18. The system described in Clause 16 or 17 further includes: A fire detection system for directing the heating element to heat the duct in response to the detection of a fire in the engine compartment of the aircraft.

[0063] Clause 19. The system according to any one of Clauses 16-18, wherein: The panel is located in the cockpit of the aircraft and includes warning lights indicating an engine fire in the aircraft.

[0064] Clause 20. The system according to any one of Clauses 16-19, wherein: The heating element includes an electric coil that surrounds the pipe for a length of the pipe.

[0065] Although specific examples are described herein, the scope of this disclosure is not limited to those specific examples. The scope of this disclosure is defined by the appended claims and any equivalents thereof.

Claims

1. A fire suppression system (200) for an aircraft (100), said fire suppression system (200) comprising: Containers configured for storing extinguishing agents (141-143, 350). Pipelines (151-152) are configured to deliver the extinguishing agent from the container to the aircraft compartments (121-123). Valves (241-244) are configured to activate the discharge of the extinguishing agent from the container and through the pipeline. Heating elements (371-372) thermally coupled to the pipe; and Control components (500, 311-312) in the cockpit (130) of the aircraft are configured to direct the heating element to heat the conduit before initiating the discharge of the extinguishing agent through the valve.

2. The fire extinguishing system according to claim 1, wherein: The control components (500, 311-312) are configured to, in response to a movement from the normal position (510) to the first position (520), guide the isolation of the aircraft's engines (501-504) and guide the heating element to heat the pipes; and The control components (500, 311-312) are configured to guide the valve to discharge the extinguishing agent from the container and through the pipe in response to moving from the first position (520) to the second position (530).

3. The fire extinguishing system according to claim 1, wherein: The control components (500, 311-312) are configured to actuate the connection (506) between the heating element and the aircraft's battery (380) to heat the pipe.

4. The fire extinguishing system according to claim 1, wherein: The heating element (371-372) is thermally coupled to the conduit (151-152) at the portion of the conduit (151-152) exposed to the external environment of the aircraft (100).

5. The fire extinguishing system according to claim 1, wherein: The valves (341-344) connect the container and the pipeline; and The pipe (151-152) includes a first end connected to the valve and a second end (261-262) terminating at the cabin of the aircraft.

6. The fire extinguishing system according to claim 1, further comprising: Sensors (214) configured to detect fire conditions in the cabin of the aircraft; and A controller (212) configured to direct the heating elements (371-372) to heat the pipes (151-152) in response to the detection of the fire.

7. The fire extinguishing system according to claim 1, wherein: The heating element (371-372) includes an electric coil that surrounds the pipe (151-152) for a length of the pipe.

8. The fire extinguishing system according to claim 1, wherein: The control components (500, 311-312) are electrically coupled to the valve and the heating element.

9. The fire extinguishing system according to claim 1, wherein: The heating element (371-372) is embedded in the pipe (151-152).

10. A method comprising: The extinguishing agent is stored (602) in a container, wherein the container is fluidly coupled to the cabin of the aircraft via a pipe, and wherein the container includes a valve for discharging the contents of the container in response to the actuation of a switch; Detect (604) the fire situation in the cabin of the aircraft; Start (606) to supply power to the heating element thermally coupled to the pipe; and An electrical signal (608) is sent to the valve to discharge the extinguishing agent into the cabin of the aircraft through the pipe.

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