METHOD FOR AUTOMATIC CONTROL OF AN AIRCRAFT IN THE PRESENCE OF A FIRE IN AN ENGINE AREA AND AN AIRCRAFT

Description

[0001] The present invention relates to a method of automatic control of an aircraft in the presence of a fire in the engine area and an aircraft applying this method.

[0002] An aircraft can include one or more engines.

[0003] For example, a typical helicopter might have several engines that jointly drive a main rotor via a power transmission system. Each engine is housed in its own engine compartment. Fire detectors are installed in each engine compartment to detect the presence of a fire. In addition, such an aircraft might have two fire extinguishers. Each extinguisher can deliver a fire-fighting agent, such as halon, to each engine compartment. Furthermore, the aircraft has a fire shut-off valve for each engine, allowing the fuel supply to the corresponding engine to be cut off.

[0004] In the event of a fire, the pilot must interpret the alarm triggered by a fire detector, identify the engine affected, close the fire valve to prevent fuel from feeding the fire, activate a fire extinguisher, and verify that the alarm disappears. This procedure is delicate because the pilot must interpret the situation based on the alarm. This procedure places a significant workload on the pilot during an already particularly stressful period. The stress experienced by the pilot can lead to an incident due to a misinterpretation of the situation. In extreme cases, a pilot might even ignore the fire detector alarm or attempt an emergency landing, forgetting to extinguish the fire.

[0005] On some aircraft, engine shutdown can be assisted. On some aircraft, a single button can be used to activate both fire extinguishers.

[0006] The documents CN 109 533 348 A, US 2019 / 126082 A1, FR 3 130 751 A1, and "chapter 17: fire protection systems", August 28, 2016 (2016-08-28), XP002791327, extracted from the internet: URL: http: / www.sweethaven02.com / aviation / mainthandbook / ama_ch17.p df [extracted on 2019-05-15] are also known.

[0007] The present invention aims to provide a method for reducing the workload of a pilot in order to reduce the risk of human error in the event of a fire being detected in an aircraft engine compartment.

[0008] The invention thus relates to a method of controlling an aircraft comprising at least two engines, each engine being arranged in its own engine compartment, each engine being connected to a fuel supply circuit equipped with its own fuel shut-off switch to cut off the fuel supply, said aircraft comprising at least one fire detector in each engine compartment, said aircraft comprising at least one first fire extinguisher and a second fire extinguisher.

[0009] The ordering process includes: detection, with at least one of the fire detectors, of a fire in a burning compartment among the engine compartments, following said detection of a fire in the burning compartment, the method includes an automatic assistance phase controlled by an avionics system, the automatic assistance phase comprising successively, automatically and with the avionics system, an activation of the fuel cut-off of the engine present in the burning compartment to stop supplying fuel to that engine, then a triggering of the first fire extinguisher, then a triggering of the second fire extinguisher under respective predetermined conditions.

[0010] Each engine compartment can be delimited by at least one firewall to prevent the spread of detected fire to another area of ​​the aircraft.

[0011] For example, the engines are connected to a mechanical system. This mechanical system may include a rotating wing, a propeller, or a rotor to control the aircraft's yaw movement. For example, the aircraft is a rotorcraft, or more specifically, a helicopter.

[0012] Consequently, if a fire is detected, the avionics system is configured to activate the fuel shut-off when a first predetermined condition is met. This prevents the extinguishing agents released by the fire extinguishers from being drawn into the engine located in the burning compartment, thus maximizing the chances of extinguishing the fire. The avionics system is then configured to activate the first fire extinguisher when a second predetermined condition is met, and then the second fire extinguisher when a third predetermined condition is met.

[0013] The avionics system significantly reduces the pilot's workload because, in the event of fire detection, it automatically takes various measures to extinguish the fire. This allows the pilot to focus on other tasks, such as finding a suitable landing area. Furthermore, the avionics system ensures that the aircraft's fire suppression system is activated if a fire is detected in a compartment, unlike manual procedures which are inherently prone to human error.

[0014] Furthermore, this procedure goes against the prejudices of pilots who want to be able to control a fire suppression system to avoid false alarms. However, since the aircraft is a multi-engine aircraft, even if one engine is unnecessarily shut down due to a false fire detection, the aircraft will still have at least one engine running to ensure the safe completion of the flight.

[0015] In addition, each fire detector may specifically include a thermocouple, thermistor or gas type fire detector.

[0016] For example, a thermocouple fire detector might consist of two blades of different metals that deform under the effect of a temperature increase and move apart to open an electrical circuit when a detection threshold is reached. These two blades might include a fast-deforming blade and a slow-deforming blade.

[0017] A thermistor fire detector may include a temperature sensor based on the variation of an electrical resistance as a function of temperature.

[0018] A gas fire detector may consist of a tube, for example made of stainless steel, filled with a gas-absorbing material. The temperature increase resulting, for example, from a fire, causes the gas to be expelled into the sealed tube, resulting in a rapid and detectable increase in pressure within the tube.

[0019] Such a fire detector exhibits a high level of reliability. The arrangement of such fire detectors on a multi-engine aircraft equipped with an avionics system implementing the invention provides a robust and reliable fire suppression system.

[0020] The process may also include one or more of the following characteristics.

[0021] According to a first alternative, the aircraft may include at least one control element influencing the movement of the aircraft in the air, following said detection of a fire in the burning compartment, the automatic assistance phase includes a regulation of a position of said at least one control element with the avionics system to place said aircraft in a predetermined flight configuration, the activation of the power cut-off being triggered in parallel or following said regulation.

[0022] The avionics system is then configured to automatically place the aircraft in a specific flight configuration, compatible with the use of a single engine, for example. Thus, the avionics system actively contributes to ensuring flight safety.

[0023] In this case, the first condition allowing the activation of the power cut-off switch may include the detection of a fire and the attainment of the predetermined flight condition.

[0024] Optionally, this predetermined flight configuration may be defined by at least one of the following parameters: an aircraft speed, an operating parameter of an engine other than the engine in the burning compartment, or an aircraft altitude or height. The operating parameter may be engine power or torque developed by a component of an engine not involved in the detected fire, or by a component driven by that engine.

[0025] Optionally, said regulation of a position of said at least one piloting device with the avionics system may include a control of at least one value of one of the following parameters to a respective predetermined setpoint value: an aircraft forward speed, a value of an operating parameter of an engine distinct from the engine present in the burning compartment, an aircraft altitude or height.

[0026] According to a second alternative, the activation of the power cut-off switch is triggered following the aforementioned detection of a fire.

[0027] In this case, the fuel supply to the engine in the burning compartment is cut off unconditionally other than the detection of a fire by a fire detector, or after a predetermined waiting period to allow a pilot the opportunity to cancel the automatic assistance phase by activating a human-machine interface to shut down the engine. In this case, the first condition authorizing the activation of the fuel shut-off may only include the detection of a fire, and possibly also the expiration of the predetermined waiting period. This predetermined waiting period may, for example, allow a pilot the opportunity to cancel the automatic assistance phase.

[0028] According to a possibility compatible with the previous ones, the automatic assistance phase may include a measurement with the avionics system of a speed of a moving part of the engine arranged in the burning compartment, and the triggering of the first extinguisher, controlled by the avionics system, following said activation of the power cut-off when said speed of the moving part becomes less than or equal to a predetermined speed threshold.

[0029] For example, the engines are turboshaft engines. Therefore, the avionics system may include sensors measuring the rotational speeds of the rotating assemblies of the turboshaft engine's gas generators.

[0030] This feature maximizes the chances of extinguishing the fire by reducing the risk of the fire-fighting agent emitted by the extinguishers being drawn into the engine in question.

[0031] In this case, the second condition authorizing the triggering of the first extinguisher is twofold, including the detection of the activation of the power cut-off switch, and the detection that the speed of the moving part of the engine present in the burning compartment becomes less than or equal to a predetermined speed threshold.

[0032] Alternatively, the second condition allowing the first extinguisher to be triggered may include only the detection of the activation of the power cut-off switch, or even in addition the elapsed time of a predetermined duration from this activation.

[0033] According to a possibility compatible with the previous ones, the activation of the second fire extinguisher can be controlled by the avionics system if a fire detector still detects a fire after a predetermined monitoring period following the activation of the first fire extinguisher.

[0034] For example, such a duration is on the order of 5 seconds. The avionics system is configured to assume that if a fire is still detected in the burning compartment after this monitoring period, the second fire extinguisher should be activated to extinguish the fire.

[0035] The third condition authorising the activation of the second fire extinguisher may then be the detection, at the end of the monitoring period following the activation of the first fire extinguisher, of a fire in the burning compartment.

[0036] Depending on a possibility compatible with the previous ones, the automatic assistance phase may include the following steps: When, after a predetermined period following the activation of the first fire extinguisher, no fire detector detects a fire, the procedure includes the issuance of a first alarm, the first alarm signaling at least the end of the automatic assistance phase or an order to land as soon as possible; when, after the first predetermined period following the activation of the first fire extinguisher, a fire detector detects a fire in the burning compartment, the procedure includes the activation of the second fire extinguisher upon command from the avionics system; when, after a second predetermined period following the activation of the second fire extinguisher, no fire detector detects a fire, the procedure includes the issuance of the first alarm; and when, after the second predetermined period following the activation of the second fire extinguisher, a fire detector detects a fire in the burning compartment,The procedure includes the emission of a second alarm signaling an order for immediate landing.

[0037] Depending on the severity of the current situation, an order to land immediately or as soon as possible may be issued by the avionics system, this order being in fact intended for the pilot.

[0038] Therefore, the order to land immediately is issued if the two fire extinguishers have not been able to put out the fire.

[0039] According to a possibility compatible with the previous ones, following the detection of a fire, the automatic assistance phase includes a generation, controlled by the avionics system and with an alarm, following the detection of a fire, of a fire alert indicating the engine compartment concerned.

[0040] A pilot is thus informed of the presence of a fire detection and can act accordingly.

[0041] According to a possibility compatible with the previous ones, following the detection of a fire, the automatic assistance phase includes a generation, controlled by the avionics system and with an alerter, of an information alert following the start-up of the automatic assistance phase.

[0042] The pilot is thus informed that the automatic assistance phase is underway. This step allows the pilot to calmly focus on other tasks.

[0043] According to a possibility compatible with the previous ones, following the activation of the power cut-off, the automatic assistance phase includes a generation, controlled by the avionics system and with an alerter, of a status alert following said activation of the power cut-off.

[0044] A pilot is thus informed of the progress of the automatic assistance phase, and in particular of the fuel supply cut-off to the engine in question. This cut-off can be detected by the avionics system using a signal emitted by a position sensor measuring the position of a fire valve shutter, or, for example, by a flow meter measuring the fuel flow transmitted to the engine.

[0045] The term "signal" subsequently refers to an analog or digital signal, electrical or optical for example.

[0046] According to a possibility compatible with the previous ones, following the activation of the first fire extinguisher, the automatic assistance phase includes a generation, controlled by the avionics system and with an alerter, of a first extinguishing alert following this activation of the first fire extinguisher.

[0047] When a fire extinguisher discharges its fire-fighting agent into an engine compartment, the pressure in the tank containing the agent drops. For example, each extinguisher may include a pressure sensor that sends a signal when the pressure in the extinguisher tank reaches a low threshold. The avionics system then deduces that the extinguisher has functioned correctly and sends a signal to the alarm system.

[0048] A pilot is thus informed that the automatic assistance phase is underway and has triggered the first fire extinguisher.

[0049] According to a possibility compatible with the previous ones, following the activation of the second fire extinguisher, the automatic assistance phase may include a generation, controlled by the avionics system and with an alerter, of a second extinguishing alert carrying this activation of the second fire extinguisher.

[0050] A pilot is thus informed that the automatic assistance phase is in progress and has triggered the second fire extinguisher.

[0051] According to a possibility compatible with the previous ones, the process may include a stop of the automatic assistance phase following the operation of a stop human-machine interface.

[0052] At any time, the pilot can request the human-machine interface to stop if he deems it necessary, in view of the various information received.

[0053] In a scenario consistent with the previous ones, the automatic assistance phase is activated only in flight by the avionics system. For example, the avionics system applies the automatic assistance phase when the aircraft's height or altitude exceeds a certain threshold. For this purpose, the aircraft may be equipped with a standard height or altitude sensor.

[0054] The invention further relates to a computer program comprising instructions which, when said program is executed by the avionics system, cause said avionics system to implement the aforementioned process.

[0055] The invention further relates to an aircraft comprising at least two engines, each engine being arranged in its own engine compartment, each engine being connected to a fuel supply circuit equipped with its own fuel shut-off switch to cut off the fuel supply, said aircraft comprising at least one fire detector in each engine compartment, said aircraft comprising at least one first fire extinguisher and one second fire extinguisher.

[0056] This aircraft includes an avionics system in communication with each fire detector, each power cut-off switch, said at least one first fire extinguisher and one second fire extinguisher, to implement the aforementioned procedure.

[0057] Optionally, the aircraft may include at least one of the following features: each supply shut-off is a fire-stop valve, each of the said fire extinguishers at least one first fire extinguisher and one second fire extinguisher includes a fire-fighting agent and a line per engine compartment to be able to deliver said fire-fighting agent into each engine compartment.

[0058] Optionally, each fire detector may include a thermocouple, thermistor or gas detector type detector.

[0059] The invention and its advantages will become apparent in more detail in the following description, with illustrative examples given by reference to the attached figures which represent: there figure 1 , a schematic view of an aircraft according to the invention, and the figure 2 , a flowchart illustrating the process of the invention.

[0060] Elements present in several separate figures are assigned a single reference.

[0061] There figure 1 presents an aircraft 1 capable of implementing the process of the invention described below.

[0062] This aircraft 1 comprises at least two engines 16, 17. The reference numeral 15 is used to designate any engine if necessary. The engines 15 can be connected to a mechanical system 2. For example, this mechanical system 2 includes a power transmission chain 5 driving a rotating system 7. According to the illustrated example, the power transmission chain 5 includes a power transmission gearbox 6 connected by standard components, not shown to avoid cluttering the figure, to each engine 15 and to the rotating system 7. This rotating system 7 may include at least one blade 8, optionally supported by a hub 9. Such a rotating system 7 can form a propeller, a rotor, or a yaw control rotor, according to various examples.

[0063] Regardless of this aspect, each engine 15 can be a fuel-powered engine. Each engine 16, 17 is then connected to a fuel supply circuit 31, 36. Each fuel supply circuit 31, 36 comprises at least one tank 33, 330, possibly shared with the other fuel circuit, at least one line 32, 37 connecting the tank to the associated engine, and at least one fuel shut-off valve 34, 38 specific to the associated engine 15. Thus, the first engine 16 is fueled by a first fuel supply circuit 31, this first fuel supply circuit 31 comprising a first line 32 equipped with at least one first fuel shut-off valve 34 and extending from a tank 33 to the first engine 16.Similarly, the second engine 17 is supplied with fuel by a second fuel supply circuit 36, the second fuel supply circuit 36 ​​comprising a second line 37 equipped with at least a second fuel shut-off 38 and extending from a tank 330 to the second engine 17.

[0064] Each 34.38 supply shut-off valve may include a fire valve and / or a pump. Activating the supply shut-off valve then results in closing the fire valve or stopping the pump, depending on the variant.

[0065] Furthermore, each engine 16,17 includes a moving part 151, 152. In the context of a turboshaft engine, this moving part 151, 152 can be the rotating assembly of the gas generator, and can include at least one compression stage fixed in rotation to at least one turbine.

[0066] Furthermore, each engine 16, 17 is arranged in its own engine compartment 21, 22. Reference 20 designates any engine compartment if necessary. Each engine compartment 21, 22 can be delimited by at least one firewall to contain a potential fire within that engine compartment 21, 22.

[0067] In addition, at least one fire detector 26-29 is housed in each engine compartment 21, 22. Reference 25 can designate any fire detector if necessary. For example, a single engine compartment 21, 22 may contain fire detectors 26-27, 28-29 set to different activation temperatures depending on their locations. Each fire detector 26-29 may be a thermocouple, thermistor, or gas detector.

[0068] Furthermore, aircraft 1 includes at least one first fire extinguisher 40 and a second fire extinguisher 45. Each fire extinguisher 40, 45 has a tank containing a fire suppressant, such as halon. In addition, each fire extinguisher 40, 45 may include one conduit per engine compartment 21, 22, i.e., a first conduit 41, 46 opening into the first engine compartment 21 and a second conduit 43, 48 opening into the second engine compartment 22, as illustrated. Each fire extinguisher 40, 45 has a trigger 42, 44, 47, 49 per conduit 41, 43, 46, 48 of that fire extinguisher 40, 45, such as pyrotechnic cartridges, to deliver the fire suppressant to one or the other of the conduits 41, 43, 46, 48.

[0069] Alternatively, each engine compartment can have its own fire extinguishers, for example.

[0070] In addition, each 40, 45 fire extinguisher may include a 400, 500 pressure sensor which transmits a particular signal when the pressure in its tank reaches a low threshold synonymous with the injection of the fire-fighting agent into an engine compartment.

[0071] Furthermore, aircraft 1 includes an avionics system 60 in communication with each fire detector 26-29, each power cut-off 34, 38, and each fire extinguisher 40, 45 to implement the method of the invention.

[0072] For example, this avionics system 60 may include a speed sensor 18, 19 per engine 16, 17 measuring a speed of the moving part 151, 152 of this engine 16, 17, namely a first speed sensor 18 for the first engine 16 and a second speed sensor 19 for the second engine 17.

[0073] The avionics system 60 may include a controller in communication with the speed sensors 18, 19. The controller may execute a computer program comprising instructions which, when the program is executed by the avionics system 60, cause this avionics system 60 to implement the method of the invention.

[0074] This controller can include one engine computer per engine 15, namely a first engine computer 160 controlling the first engine 16 and a second engine computer 170 controlling the second engine 17 according to the illustrated example.

[0075] This controller may include an autopilot computer 65, possibly communicating with engine computers 160, 170.

[0076] Each computer described may include, for example, at least one processor and at least one memory, at least one integrated circuit, at least one programmable system, at least one logic circuit; these examples do not limit the scope given to the term "computer." The term "processor" can refer to a central processing unit known by the acronym CPU, a graphics processing unit (GPU), a digital signal processing unit (DSP), a microcontroller, etc.

[0077] In another respect, the avionics system 60 can be configured to automatically pilot aircraft 1 under certain conditions by controlling the position of one or more flight control components. The controller can, for example, execute a program for this purpose.

[0078] Such a control device can take the form of a blade 8, as illustrated in the example, the pitch angle of the blade 8 being controllable by means of one or more servocontrols 88. Another control device can take the form of a fuel metering unit supplying an engine 15, a blade of another rotor, a rudder or tail flap, etc. Regardless of the nature of the control device, a position of the control device can be controlled by means of an actuator of the avionics system 60.

[0079] For example, each blade 8 can be articulated to a connecting rod with a pitch of 90, which is articulated to a set of swashplates 89, the position of the set of swashplates 89 being controllable by means of servocontrols 88. Each servocontrol 88 can be controlled by a control chain 86 comprising at least one actuator 87. The controller, and possibly the autopilot computer 65, can control the actuators 87.

[0080] Furthermore, the avionics system 60 may include a control human-machine interface 95 for requesting the application of the method of the invention, and / or a shutdown human-machine interface 96. These interfaces transmit signals to the controller, or more specifically to the autopilot computer 65. Each human-machine interface may include at least one button, a touchscreen, a mouse, a keyboard, a voice system, etc.

[0081] Furthermore, aircraft 1 may include an alerting device 70 capable of generating various alerts, as commanded by the controller and, for example, the autopilot computer 65. Each alert may take the form of a visual alarm, for example, by displaying one or more characters on a screen, and / or an audible and / or haptic alarm. In the presence of a visual alarm, the alerting device 70 may include one or more screens. The controller, or even the autopilot computer 65, may transmit one or more signals to the alerting device to request the issuance of the required alerts.

[0082] Furthermore, aircraft 1 may include a height or altitude sensor 97 measuring a height or altitude, or even a conventional forward speed sensor 970 measuring an aircraft speed and, for example, an airspeed.

[0083] Optionally, aircraft 1 may include a position sensor 340, 380 in each fuel shut-off 34, 38 to evaluate whether a position of a component of that fuel shut-off is in a closed position, or a flow sensor 341, 381 in each fuel supply circuit 31, 36 to determine whether the fuel supply to an engine 15 is open or closed.

[0084] These sensors 97, 970, 341, 381 transmit signals to the controller, or even to the autopilot computer 65 in particular.

[0085] There figure 2 illustrates a method of controlling such an aircraft 1 in the presence of a fire in an engine compartment.

[0086] This process may include a step of activating the process by manipulating the control human-machine interface 95.

[0087] In the event of a fire, the method includes detection, during step STP1, by at least one of the fire detectors 26-29, of a fire in an engine compartment referred to as the "burning compartment". To illustrate the invention, the burning compartment will be considered hereafter to be the first engine compartment 21.

[0088] A fire detector, for example detector 27, then transmits a signal to the avionics system controller 60, and for example to the autopilot computer 65. The controller decodes the signal and deduces the presence of a fire in the burning compartment 21.

[0089] Following this STP1 detection of a fire in the burning compartment 21, an automatic PHASASSIST assistance phase is piloted by the avionics system 60. Optionally, the avionics system 60 activates the automatic PHASASSIST assistance phase only when the aircraft has a height or altitude, measured with sensor 97, greater than a threshold.

[0090] During this automatic assistance phase PHASASSIST, the avionics system 60 commands, successively and automatically and under predetermined conditions, an STP5 activation of the power cut-off 34 of the engine 16 present in the burning compartment 21, then an STP7 triggering of the first fire extinguisher 40, then an STP9 triggering of the second fire extinguisher 45, and even the issuance of various alerts.

[0091] Optionally, at any time, the process may involve a shutdown of the automatic assistance phase PHASASSIST following the operation of the shutdown human-machine interface 96. This shutdown human-machine interface 96 then transmits a signal to the controller, which stops the automatic assistance phase. The power cut-off switches 34, 38 and the fire extinguishers 40, 45 can then be manually operated using standard dedicated controls.

[0092] According to one possibility, following the STP1 detection of a fire, the procedure includes the STP2 generation of a fire alert indicating the affected engine compartment. After receiving a fire detection signal from a fire detector, the avionics system 60 controls the alerter 70 to generate a fire alert indicating the fire detection and the affected engine compartment. For example, the controller, or even the autopilot computer 65, transmits a signal to the alerter 70 to request the generation of the fire alert. This fire alert specifies in which engine compartment the fire is detected. For example, the message "ENG1 FIRE" is displayed to indicate a fire in the first engine compartment.

[0093] Alternatively, after or in parallel, the PHASASSIST automatic assistance phase may include an STP3 generation of an information alert that initiates the PHASASSIST automatic assistance phase. For example, the controller, or even the autopilot computer 65, transmits a signal to the alerter 70 to request the generation of the information alert, after receiving a fire detection signal from a fire detector. For example, the message "ENG1 FIRE AUTO PROT" is displayed.

[0094] Alternatively, after or in parallel with the previous alerting steps, following the STP1 detection of a fire, the automatic assistance phase PHASASSIST may include an STP4 regulation of a position of at least one control device to place the aircraft 1 in a predetermined flight configuration, the STP5 activation of the power cut-off 34, 38 being triggered in parallel or following said STP4 regulation.

[0095] For example, after receiving a fire detection signal from a fire detector, the controller, or even the autopilot computer 65, transmits a signal to at least one actuator acting on a position of a piloting element to control at least one value of one of the following parameters to a predetermined setpoint value: an aircraft 1 forward speed measured with the usual forward speed sensor 970, a value of an operating parameter of an engine other than the engine present in the burning compartment measured with the speed sensor 19, an aircraft 1 altitude or height measured with the usual forward speed sensor 970.

[0096] Regardless of these possibilities, the STP5 activation of the fuel shut-off 34 can be triggered following the STP1 detection of a fire. The controller, or even the autopilot computer 65, transmits a signal to the fuel shut-off 34 which cuts off the fuel supply to the first engine 16 as shown in the example, for example after receiving a fire detection signal from a fire detector.

[0097] Optionally, following the activation of fuel shut-off valve 34 (STP5), the PHASASSIST automatic assistance phase includes the generation of a status alert (STP6). This status alert indicates whether the fuel supply is shut off or not. For example, a fire valve position sensor or a flow sensor transmits a signal to the controller informing it that the fuel supply to the engine in the burning compartment is shut off. The controller, or possibly the autopilot computer 65, then transmits a signal to the alarm device 70 to request the generation of the status alert. For example, the message "ENG1 OFF" is displayed, indicating that the fire valve is closed.

[0098] For example, if a pilot notes that the status alert is not issued, that pilot can cancel the automatic assistance phase during a STPOFF stop phase, and / or can shut off the fuel supply by another means during a STPMAN step and thus resume the automatic assistance phase.

[0099] Regardless of these options, following the closure of the fuel supply to the engine 16 located in the burning compartment 21, the avionics system 60, and for example the controller, or even the autopilot computer 65, transmits a signal to the first fire extinguisher 40 to obtain the STP7 trigger of the first fire extinguisher 40. The trigger 42 is then activated to inject the fire-fighting agent from the first fire extinguisher 40 into the burning compartment.

[0100] Optionally, the automatic assistance phase PHASASSIST includes a STPCOND measurement with the avionics system 60, and in particular with the speed sensor 18 according to the example given, of a speed of a moving part 151 of the engine 16 of the burning compartment 21. The avionics system 60 then controls the STP7 triggering of the first fire extinguisher 40 only when the speed of the moving part 151 becomes less than or equal to a predetermined speed threshold and a fire is detected.

[0101] According to one possibility, the automatic assistance phase PHASASSIST includes an STP8 generation with the alarm 70 of a first extinguishing alert carrying this triggering of the first fire extinguisher 40. For example, the pressure sensor 400 of the first fire extinguisher 40 transmits a signal to the controller, and for example to the autopilot computer 65, this controller consequently transmitting a signal to the alarm 70 to request the issuance of the first extinguishing alert. For example, the message "ENG1 FIRE SHOT 1" is displayed.

[0102] Furthermore, the automatic assistance phase (PHASASSIST) may, after the first fire extinguisher 40 is activated, generate a second alarm with the alarm 70 and upon command from the avionics system 60, if at least one fire detector 26-29 detects a fire, or a first alarm if no fire detector 26-29 detects a fire. The second alarm signals an order to land immediately, while the first alarm signals at least the end of the automatic assistance phase or an order to land as soon as possible. For example, the first alarm includes the message "LAND AS SOON AS POSSIBLE," and the second alarm includes the message "LAND IMMEDIATELY."

[0103] For example, the PHASASSIST automatic assistance phase includes the following steps.

[0104] Thus, if, after a predetermined period following the activation of the first fire extinguisher 40 (STP7), no fire detector 26-29, and in particular none in the burning compartment 21, transmits a signal to the controller to indicate a fire, then the fire is considered extinguished. The procedure includes the transmission of the first alarm (STP10). For example, the controller, or even the autopilot computer 65, transmits a signal to the alarm device 70 to request the transmission of the first alarm. The pilot is then informed that the automatic assistance phase (PHASASSIST) is complete and therefore that the fire is extinguished and / or that it is prudent to land as soon as possible.

[0105] Conversely, if, after a predetermined monitoring period following the activation of the first fire extinguisher 40, a fire detector 26-27 detects a fire in the burning compartment 21, the procedure involves the activation of the second fire extinguisher 45 (STP9). The monitoring period may be equal to or different from the first predetermined period. For example, the controller, or even the autopilot computer 65, transmits a signal to the second fire extinguisher 45 for this purpose. The trigger 47 is then activated to inject the fire-fighting agent from the second fire extinguisher 45 into the burning compartment.

[0106] Optionally, the automatic assistance phase PHASASSIST includes an STP11 generation with the alarm 70 of a second extinguishing alert carrying this STP9 triggering of the second extinguisher 45. For example, the controller, or even the autopilot computer 65, transmits a signal to the alarm 70 for this purpose. For example, the message "ENG1 FIRE SHOT 2" is displayed.

[0107] Therefore, if, after a second predetermined period following the activation of the second fire extinguisher 45 (STP9), no fire detector 26-29, and in particular none in the burning compartment 21, transmits a signal to the controller to indicate a fire, then the fire is extinguished. The procedure includes the transmission of the first alarm (STP12).

[0108] The STP9 activation of the second fire extinguisher 45 is indeed controlled by the avionics system 60 if a fire detector 26-27 still detects a fire at the end of the first predetermined activation time after the activation of the first fire extinguisher 40.

[0109] Conversely, if, at the end of the second predetermined time following the activation of the second fire extinguisher 45 (STP9), a fire detector 26-29 detects a fire, the procedure includes the transmission of the second alarm (STP13). For example, the controller, or even the autopilot computer 65, transmits a signal to the alarm device 70. The pilot is then informed that the automatic assistance phase PHASASSIST failed to extinguish the fire and that it is advisable to land immediately.

[0110] Naturally, the present invention is subject to numerous variations in its implementation. Although several embodiments have been described, it is understood that it is not possible to exhaustively identify all possible embodiments. It is, of course, conceivable to replace a described means with an equivalent means without departing from the scope of the present invention as defined by the claims.

Claims

1. Method for controlling an aircraft (1) comprising at least two engines (16, 17), each engine (16, 17) being arranged in an engine compartment (21, 22) which is specific to it, each engine (16, 17) being connected to a fuel supply circuit (31, 36) provided with a supply cutter (34, 38) which is specific to it to cut off a fuel supply, said aircraft (1) comprising at least one fire detector (26-29) in each engine compartment (21, 22), said aircraft (1) comprising at least one first extinguisher (40) and one second extinguisher (45), characterised in that the control method comprises: - detection (STP1), with at least one of the fire detectors (26-29), of a fire in a compartment on fire from among the engine compartments (21, 22), - following said detection (STP1) of a fire in the compartment on fire, the method comprises an automatic assistance phase (PHASASSIST) controlled by an avionic system (60), the automatic assistance phase (PHASASSIST) comprising successively, automatically and with the avionic system (60), an activation (STP5) of the supply cutter (34, 38) of the engine (16, 17) present in the compartment on fire to no longer supply fuel to this engine (16, 17), then a triggering (STP7) of the first extinguisher (40), then a triggering (STP9) of the second extinguisher (45) under predetermined respective conditions.

2. Method according to claim 1, characterised in that the aircraft (1) comprising at least one control member (8) impacting the movement of the aircraft (1) in the air, following said detection (STP1) of a fire in the compartment on fire, the automatic assistance phase (PHASASSIST) comprises a regulation (STP4) of a position of said at least one control member (8) with the avionic system (60) to place said aircraft (1) in a predetermined flight configuration, the activation (STP5) of the supply cutter (34, 38) being triggered in parallel to or following said regulation.

3. Method according to claim 2, characterised in that said predetermined flight configuration is defined by at least one of the following parameters: a forward speed of the aircraft (1), an operating parameter of an engine (16, 17) distinct from the engine (16, 17) present in the compartment on fire, an altitude or a height of the aircraft (1).

4. Method according to any one of claims 2 to 3, characterised in that said regulation (STP4) of a position of said at least one control member (8) with the avionic system (60) comprises an enslavement of at least one value of one of the following parameters to a predetermined respective setpoint value: a forward speed of the aircraft, a value of an operating parameter of an engine (16, 17) distinct from the engine (16, 17) present in the compartment on fire, an altitude or a height of the aircraft.

5. Method according to claim 1, characterised in that said activation (STP5) of the supply cutter (34, 38) is triggered following said detection (STP1) of a fire.

6. Method according to any one of claims 1 to 5, characterised in that said automatic assistance phase (PHASASSIST) comprises a measurement (STPCOND) with the avionic system (60) of a speed of a movable member (151, 152) of the engine (16, 17) arranged in the compartment on fire, and the triggering (STP7) of the first extinguisher (40) controlled by the avionic system (60) following said activation (STP5) of the supply cutter (34, 38) when said speed of the movable member (151, 152) becomes less than or equal to a predetermined speed threshold.

7. Method according to any one of claims 1 to 6, characterised in that said triggering (STP9) of the second extinguisher (45) is controlled by the avionic system (60) if a fire detector (26-29) still detects a fire from a predetermined monitoring duration after the triggering (STP7) of the first extinguisher (40).

8. Method according to any one of claims 1 to 7, characterised in that the automatic assistance phase (PHASASSIST) comprises the following steps: - when from a first predetermined duration after the triggering (STP7) of the first extinguisher (40), no fire detector (26-29) detects a fire, the method comprises an emission (STP10) of a first alarm, the first alarm signalling at least one end of the automatic assistance phase or a landing order, as soon as possible, - when from the first predetermined duration after the triggering (STP7) of the first extinguisher (40), a fire detector (26-29) detects a fire in the compartment on fire, the method comprises the triggering (STP9) of the second extinguisher (45) on control of the avionic system (60), - when from a second predetermined duration after the triggering (STP9) of the second extinguisher (45), no fire detector (26-29) detects a fire, the method comprises an emission (STP12) of said first alarm, and - when from the second predetermined duration after the triggering (STP9) of the second extinguisher (45), a fire detector (26-29) detects a fire in the compartment on fire, the method comprises an emission (STP13) of a second alarm signalling an immediate landing order.

9. Method according to any one of claims 1 to 8, characterised in that following the detection (STP1) of a fire, the automatic assistance phase (PHASASSIST) comprises a generation (STP2), controlled by the avionic system (60) and with an alerter (70), of a fire alert indicating the engine compartment in question.

10. Method according to any one of claims 1 to 9, characterised in that following the detection (STP1) of a fire, the automatic assistance phase (PHASASSIST) comprises a generation (STP3), controlled by the avionic system (60) and with an alerter (70), of an information alert following a start-up of the automatic assistance phase (PHASASSIST).

11. Method according to any one of claims 1 to 10, characterised in that following the activation (STP5) of the supply cutter (34, 38), the automatic assistance phase (PHASASSIST) comprises a generation (STP6), controlled by the avionic system (60) and with an alerter (70), of a status alert following said activation (STP5) of the supply cutter (34, 38).

12. Method according to any one of claims 1 to 11, characterised in that following the triggering (STP7) of the first extinguisher (40), the automatic assistance phase (PHASASSIST) comprises a generation (STP8), controlled by the avionic system (60) and with an alerter (70), of a first extinguishing alert following this triggering (STP7) of the first extinguisher (40).

13. Method according to any one of claims 1 to 12, characterised in that following the triggering (STP9) of the second extinguisher (45), the automatic assistance phase (PHASASSIST) comprises a generation (STP11), controlled by the avionic system (60) and with an alerter (70), of a second extinguishing alert.

14. Method according to any one of claims 1 to 13, characterised in that the method comprises a stopping of the automatic assistance phase (PHASASSIST) following the manoeuvring of a stopping human-machine interface (96).

15. Aircraft (1) comprising at least two engines (16, 17), each engine (16, 17) being arranged in an engine compartment (21, 22) which is specific to it, each engine (16, 17) being connected to a fuel supply circuit (31, 36) provided with a supply cutter (34, 38) which is specific to it to cut off a fuel supply, said aircraft (1) comprising at least one fire detector (26-29) in each engine compartment (21, 22), said aircraft (1) comprising at least one first extinguisher (40) and one second extinguisher (45), characterised in that said aircraft (1) comprises an avionic system (60) in communication with each fire detector (26-29) and with each supply cutter (34, 38) and with said at least one first extinguisher (40) and one second extinguisher (45) to implement the method according to any one of claims 1 to 14.

16. Aircraft according to claim 15, characterised in that the aircraft (1) comprises at least one of the following features: each supply cutter (34, 38) is a fuel shut-off valve, each extinguisher from among said at least one first extinguisher (40) and one second extinguisher (45) comprises one fire retardant and one conduit (41, 43, 46, 48) per engine compartment (21, 22) to be able to transport said fire retardant into each engine compartment (21, 22).

17. Aircraft according to any one of claims 15 to 16, characterised in that each fire detector (26-29) comprises a thermistor or gas thermocouple detector-type detector.