Aircraft and method for controlling the concentration of extinguishing agent in a cargo hold

Abstract

An aircraft (2), comprising a cargo hold (4), a first extinguishing agent reservoir (6) containing a fluid-type extinguishing agent, a first piping bundle (8) extending from the first extinguishing agent reservoir (6) to the cargo hold (4), such that the extinguishing agent can flow from the first extinguishing agent reservoir (6) into the cargo hold (4), an operable valve (10) coupled to the first piping bundle (8) so as to control the flow of extinguishing agent through the first piping bundle (8) by means of the valve (10), a concentration sensor (12) preferably located in the cargo hold (4) and designed to detect a concentration of the extinguishing agent in the cargo hold (4), and a control unit (14), the concentration sensor (12) being coupled to the control unit (14), in particular electrically, so as to transmit a concentration sensor signal to the control unit. (14),the signal representing the detected concentration of extinguishing agent in the cargo hold (4), the control unit (14) being coupled to the valve (10), in particular electrically, to control the valve (10) so as to control the flow of extinguishing agent by controlling the valve (10) with the aid of the control unit (14), and the control unit (14) being configured to control the valve (10) based on the detected concentration so that the concentration of extinguishing agent in the cargo hold (4) corresponds to a predefined value or is within a predefined range of values. The present invention further relates to a method of controlling a concentration of extinguishing agent in the cargo hold (4) of the aircraft (2). Figure for the abstract: Figure 3,

Description

Title of the invention: Aircraft and method for controlling the concentration of extinguishing agent in a cargo hold

[0001] The present invention relates to an aircraft designed to control the concentration of a fire extinguishing agent in the aircraft's cargo hold. The present invention also relates to a method for controlling the concentration of the fire extinguishing agent in the cargo hold. Aircraft are often subdivided into different zones. One of these zones of the aircraft may, for example, be the passenger cabin. Another zone of the aircraft may be the cargo hold. The cargo hold is often located below the passenger cabin. To extinguish a fire in the cargo hold, it is known to install a fire extinguishing system in the aircraft comprising at least one tank of fire extinguishing agent connected to the cargo hold via a fluid line.As soon as a fire is detected in the cargo hold, a non-reclosable closure is opened at the extinguishing agent tank using a pyrotechnic device, so that the extinguishing agent exits the extinguishing agent tank through the fluid line to flow into the cargo hold, resulting in the desired smothering or extinguishing of the fire.

[0002] The aircraft fire suppression system is, in this case, at least designed in such a way, during construction, that the quantity of extinguishing agent that can flow into the cargo hold can also be adapted to extinguish a fire representing, at least in theory, a disadvantageous case. Regardless of the extent of the fire detected in the cargo hold, the same quantity of extinguishing agent is delivered to the cargo hold as soon as a fire is detected.

[0003] However, currently used extinguishing agents can have a negative impact on the environment. Therefore, if, for example, a small fire is extinguished with a large quantity of extinguishing agent, it may happen that at least part of the quantity of extinguishing agent used is unnecessary.

[0004] The objective of the present invention is therefore to provide an aircraft and a method for an aircraft that guarantees the quantity of extinguishing agent to be inserted to extinguish or smother a fire in an aircraft cargo hold.

[0005] According to a first aspect of the present invention, the aforementioned objective is achieved by providing an aircraft comprising a cargo hold, a first extinguishing agent tank with a fluid-type extinguishing agent and a first bundle of pipes extending from the first extinguishing agent tank to the cargo hold, so that the extinguishing agent can flow from the first extinguishing agent tank into the cargo hold.

[0006] Thus, the aircraft is characterized in that it comprises an operable valve coupled to the first set of pipes so as to control the flow of extinguishing agent through the first set of pipes using the valve. The aircraft further comprises a concentration sensor, preferably located in the cargo bay, designed to detect the concentration of the extinguishing agent in the cargo bay. In addition, the aircraft comprises a control unit, the concentration sensor being coupled, in particular electrically, to the control unit such that it transmits a concentration signal to the control unit, said signal representing the detected concentration of extinguishing agent in the cargo bay. The control unit is further coupled to the valve so as to control the valve, allowing the flow of extinguishing agent to be controlled by operating the valve using the control unit.Finally, the control unit is configured so that, to control the valve based on the detected concentration, the concentration of the extinguishing agent in the hold corresponds to a predefined value or takes this value and / or is within a predefined range of values.

[0007] It is now possible, using the concentration sensor, the control unit, and the controllable valve, to introduce only the quantity of extinguishing agent sufficient and necessary to extinguish and / or smother a fire in the cargo hold. In other words, the aircraft is now designed to efficiently and ecologically regulate the desired concentration of extinguishing agent in the cargo hold. If several items are, for example, stored in the cargo hold, this reduces the remaining free area, and therefore the portion of the cargo hold not used for cargo. If a fire now breaks out in the cargo hold, the quantity of extinguishing agent needed to extinguish and / or smother the fire is often less. This is because the extinguishing agent introduced into the cargo hold allows for a much faster achievement of the same concentration level in the remaining free area of ​​the cargo hold.This allows a fire to be extinguished with a relatively small amount of extinguishing agent, particularly quickly and efficiently. The concentration sensor continuously monitors the concentration in the cargo hold, including in the remaining empty space. If the desired concentration of extinguishing agent matches the preset value or falls within the predefined ranges, the control unit can activate the valve to prevent further introduction of extinguishing agent into the cargo hold. If the extinguishing agent concentration is expected to decrease, the concentration sensor will send a corresponding signal to the control unit.In this case, the valve can be controlled using the control unit so that, again, extinguishing agent is sent into the hold until the effective concentration corresponds to the predefined value or is at least . within predefined value ranges. The concentration of extinguishing agent in the hold is thus efficiently regulated while simultaneously taking the ecological aspect into account.

[0008] Other fire scenarios can also be extinguished in the cargo hold using the concentration sensor, the control unit, and the controllable valve. If, for example, the cargo hold is 90% full, so that the remaining free area is particularly small, and if a breach and / or other leak occurs during a fire, a particularly rapid replacement of the air / extinguishing agent mixture can occur within the remaining free area of ​​the cargo hold. Although the remaining free area represents a small portion of the cargo hold, a relatively high flow of extinguishing agent will still need to be introduced into the cargo hold to extinguish and / or smother the fire.Since the concentration of extinguishing agent in the cargo hold can be detected using the concentration sensor, particularly continuously, the control unit can operate the controllable valve so that, in such a scenario, the desired concentration of extinguishing agent in the cargo hold is maintained and / or remains constant. In this scenario as well, the fire can therefore be effectively extinguished and / or smothered.

[0009] A fluid-type extinguishing agent is preferably understood to mean a fluid, therefore for example an extinguishing agent in gaseous form and / or a liquid extinguishing agent suitable and / or designed for extinguishing a fire or blaze.

[0010] The first extinguishing agent reservoir is designed to store the fluid-type extinguishing agent. Preferably, the first extinguishing agent reservoir is designed to be gas-tight and / or fluid-tight. It is particularly preferred that the first extinguishing agent reservoir be designed to be hermetically sealed.

[0011] The first piping bundle comprises at least one fluid line. The first piping bundle can therefore also refer to the first bundle of fluid lines. Preferably, the first piping bundle comprises several fluid lines coupled together in such a fluid-tight manner that the extinguishing agent can flow through the corresponding piping bundle and / or the associated fluid lines. Preferably, the controllable valve is coupled between two of the fluid lines. Each of the two fluid lines is, in this case, particularly preferred to be fluid-tightly coupled to the controllable valve. The first piping bundle can thus extend from the first extinguishing agent reservoir to the controllable valve and, furthermore, from the controllable valve to the fuel tank.In other words, the controllable valve can be coupled between two sections of the first bundle of pipes.

[0012] The controllable valve is designed to control the flow of extinguishing agent through the valve and thus through the first set of pipes. The controllable valve is, for example, implemented in the form of a controllable throttling valve. Preferably, the controllable valve is coupled to the control unit via an electrical valve control cable. Electrical coupling is preferably understood to mean an electrical connection. It follows that the valve can be connected to the electrical control unit via an electrical valve control cable. The control unit can be implemented in the form of an electrical control unit. The control unit can transmit control signals to the controllable valve via the valve control signal transmission cable to control the controllable valve. The controllable valve can thus be implemented in the form of an electromechanical controllable valve.It is also preferable that the cross-sectional area of ​​the controllable valve be able to be controlled by the control unit, in particular by corresponding excitation via the valve control signal transmission cable.

[0013] The concentration sensor is used to detect the concentration of extinguishing agent in the aircraft's cargo hold. In other words, the concentration sensor is designed to detect the corresponding concentration. Preferably, the concentration sensor is located entirely or at least partially within the cargo hold. Alternatively, the concentration sensor can be connected to the cargo hold via a flexible hose, tube, or other fluid conduit. A measuring volume can then be conveyed to the concentration sensor. As the extinguishing agent flows into the cargo hold, it typically disperses. This results in a corresponding concentration of extinguishing agent in the cargo hold. In practice, it has been found that effective fire suppression or smothering can be guaranteed from a defined concentration of extinguishing agent in the cargo hold.A corresponding predefined value for the concentration of the extinguishing agent in the cargo hold must therefore be able to be determined beforehand. Preferably, this predefined concentration value is stored in the control unit. Alternatively, a predefined range of values ​​for the concentration of the extinguishing agent in the cargo hold can be stored in the control unit. In this case, the predefined concentration of the extinguishing agent forms the lower limit of the range. The upper limit of the range is preferably higher than the aforementioned predefined value. For example, the upper limit may exceed the predefined concentration of the extinguishing agent in the cargo hold by at least 10%, 20%, 30%, 40%, or 50%. Others... Predefined value ranges are also possible for the concentration of the extinguishing agent in the cargo hold. Such predefined value ranges can be memorized and / or stored in the control unit.

[0014] Insofar as no fire is detected in the cargo hold, the control unit can be designed to close the controllable valve. This prevents the extinguishing agent from flowing unnecessarily from the first extinguishing agent tank into the cargo hold. Conversely, if a fire is detected in the cargo hold, a corresponding initiation signal can be transmitted to the control unit. The control unit is coupled to the valve so that the flow of extinguishing agent can be controlled by operating the valve with the control unit. The control unit can thus open the controllable valve in a controlled manner. In particular, the control unit can be designed to control the size of the controllable valve's cross-sectional area.The control unit is further designed and / or configured to operate the valve based on the concentration of extinguishing agent detected in the cargo hold using the concentration sensor, such that the actual concentration of the extinguishing agent in the cargo hold corresponds to the predefined value for the (desired) concentration of the extinguishing agent and / or that the actual concentration of the extinguishing agent in the cargo hold is within a predefined (desired) range of values ​​for the extinguishing agent in the cargo hold. The predefined value and / or range of values ​​is preferably predefined in such a way as to guarantee and / or ensure, in a predefined manner, effective extinguishing and / or suppression of a fire in the cargo hold.

[0015] An advantageous aircraft configuration is distinguished by the fact that the aircraft includes a flow sensor. The flow sensor is coupled to the first set of pipes such that a flow of extinguishing agent can be detected by the flow sensor through the first set of pipes. The flow sensor is further coupled to the control unit, particularly electrically, so as to transmit a flow sensor signal to the control unit representing the detected flow of extinguishing agent. In this case, the control unit is preferably configured to also control the controllable valve based on the detected flow of extinguishing agent. The additional sensor information from the flow sensor allows for even more precise compensation of the desired concentration of extinguishing agent in the cargo bay and / or, in the event of possible fluctuations in the actual concentration, for even faster compensation.The flow sensor is preferably designed to detect a volumetric and / or mass flow rate of extinguishing agent passing through the pipe bundle. The extinguishing agent flow can therefore, for example, be a volumetric flow rate or a mass flow rate. of extinguishing agent. The flow sensor can be attached to a sensor connection on a fluid line in the piping bundle. Alternatively, or in addition, the flow sensor can be designed so that it is coupled between two fluid lines in the piping bundle in a fluid-tight manner, allowing the extinguishing agent to flow through the flow sensor itself. It is also preferable that the flow sensor be electrically connected to the control unit via a dedicated sensor cable, with the corresponding sensor cable designed to transmit the flow sensor signal to the control unit. An electrical flow sensor is particularly preferred.

[0016] Another advantageous aircraft configuration is distinguished by the fact that the aircraft includes a first closure coupled to the first bundle of pipes such that an opening of the first closure guarantees and / or produces a flow of extinguishing agent from the first extinguishing agent reservoir to the controllable valve. The first closure has the advantage that the controllable valve is not constantly charged by the extinguishing agent and / or the flow of extinguishing agent. It is much more preferable for the first closure to open only when a fire is actually detected in the cargo hold. Otherwise, it is preferable for the first closure to remain closed. The operational safety of the controllable valve can thus be ensured in a particularly reliable manner.Preferably, the first closure is located directly at the transition from the first extinguishing agent tank to the first piping bundle. This ensures that the extinguishing agent remains, at least for the most part, exclusively in the first extinguishing agent tank as long as no fire breaks out in the cargo hold. Preferably, the first closure is securely attached to the first extinguishing agent tank. The first closure can thus be integrated with the first extinguishing agent tank. Preferably, the first closure is designed to be destructible by the ignition of a pyrotechnic element. The corresponding pyrotechnic element can be integrated with the first closure and / or form part of the first closure. Preferably, the pyrotechnic element can be ignited by an electrical signal.

[0017] Another advantageous aircraft configuration is distinguished by the fact that the first closure is achieved in the form of a unidirectional first closure. The unidirectional closure is thus preferably made in such a way that it cannot be reclosed after opening. Conversely, opening the first closure can cause destruction of the closing means of the first closure in such a way to allow free passage of piping through the first closure, ensuring the flow of extinguishing agent from the first extinguishing agent tank to the first piping bundle. In other words, the first closure can be configured as a non-recloseable closure. A one-way closure also guarantees significantly reduced complexity and / or a significantly reduced probability of failure. Such a one-way closure is therefore particularly reliable from a functional standpoint.

[0018] Another advantageous configuration of the aircraft is distinguished by the fact that the first closure is coupled to the control unit, particularly electrically, such that the first closure can be opened using the control unit, in particular irreversibly. Preferably, the pyrotechnic element is designed so that it can be ignited using the control unit, particularly electrically. This causes the first closure to open.

[0019] Another advantageous aircraft configuration is distinguished by the fact that the aircraft further comprises a second extinguishing agent tank with the same or the same fluid-type extinguishing agent. Preferably, the aircraft comprises a second piping bundle extending from the second extinguishing agent tank to the cargo hold, so that the extinguishing agent can flow from the second extinguishing agent tank into the cargo hold. Preferably, the aircraft further comprises a second closure coupled to the first piping bundle such that an opening of the second closure produces a flow of extinguishing agent, in particular uncontrolled and / or, for example, unregulated, from the second extinguishing agent tank to the cargo hold via the second piping bundle.

[0020] In practice, it has proven advantageous for an aircraft to have at least two separate extinguishing agent tanks, specifically at least the first and second extinguishing agent tanks, to be available for extinguishing a fire in the cargo hold using the extinguishing agent. It has also proven advantageous for both extinguishing agent tanks to contain the same extinguishing agent. This simplifies, in particular, the detection of the extinguishing agent concentration in the cargo hold using the concentration sensor. This ensures particularly rapid and efficient adjustment of the extinguishing agent flow in the cargo hold using the control unit and the controllable valve. Preferably, the advantages, preferred features, effects, and / or benefits associated with the second piping bundle are analogous to those described for the first piping bundle.The second pipe bundle can also be called the second fluid pipe bundle. Preferably, the second pipe bundle comprises... several fluid lines coupled together in such a way as to be fluid-tight that the extinguishing agent can flow through the corresponding bundle of lines and / or associated fluid lines.

[0021] If a fire is detected in the cargo hold, the second closure can be opened so that the extinguishing agent can flow from the second extinguishing agent tank into the cargo hold through the second piping bundle. This can occur simultaneously with the flow of extinguishing agent from the first extinguishing agent tank into the cargo hold via the first piping bundle. In other words, the extinguishing agent can be brought from the extinguishing agent tanks directly into the cargo hold. The desired concentration of extinguishing agent in the cargo hold can thus be achieved particularly quickly. The second closure is preferably in the form of a closure that is extinguishable by the ignition of a pyrotechnic element. This pyrotechnic element can be integrated with the second closure, or the second closure can incorporate this pyrotechnic element.This pyrotechnic element can be ignited by an electrical signal.

[0022] If the second closure opens, for example, by ignition of the associated pyrotechnic element, the extinguishing agent flows from the second extinguishing agent tank into the cargo hold through the second piping bundle. It is particularly preferred that the second piping bundle not include any valve and / or controllable element and / or any additional valve and / or controllable element that could controllably limit the flow of extinguishing agent from the second extinguishing agent tank into the cargo hold. As a result, when the second closure opens, the extinguishing agent flows from the second extinguishing agent tank into the cargo hold in an uncontrolled, unregulated, and / or unpredictable manner, passing through the second piping bundle.This flow of extinguishing agent only ceases when the extinguishing agent has flowed at least substantially from the second extinguishing agent tank into the cargo hold. This ensures a corresponding increase in the extinguishing agent concentration in the cargo hold. The concentration sensor can detect this corresponding increase in extinguishing agent in the cargo hold. The concentration sensor can also transmit a corresponding concentration sensor signal to the control unit. Based on the predefined value and / or range of values ​​for the desired extinguishing agent concentration in the cargo hold, the control unit can be configured to operate the controllable valve so that the predefined value and / or range of values ​​for the desired extinguishing agent concentration in the cargo hold is maintained. maintained and / or achieved. In other words, it is possible to achieve, despite the "at least essentially passive" influx of extinguishing agent from the second extinguishing agent tank into the hold, a setting of the extinguishing agent concentration in the hold, in particular via the excitation of the controllable valve using the control unit and on the basis of the concentration sensor signal, the concentration sensor signal representing the detected concentration of extinguishing agent in the hold.

[0023] Preferably, the second closure is located directly at the transition from the second extinguishing agent tank to the second piping bundle. This ensures that the extinguishing agent remains, at least for the most part, exclusively in the second extinguishing agent tank as long as no fire breaks out in the cargo hold. Preferably, the second closure is securely attached to the second extinguishing agent tank.

[0024] Another advantageous aircraft configuration is distinguished by the fact that the second closure is implemented as a unidirectional second closure. The unidirectional closure is preferably designed so that it cannot be resealed after opening. On the contrary, opening the second closure causes the destruction of a closing means for the second closure, thus allowing free passage of piping through the second closure, ensuring the flow of extinguishing agent from the second extinguishing agent tank into the second piping bundle. In other words, the second closure can be configured as a closure that cannot be resealed. A unidirectional closure also guarantees particularly low complexity and / or a particularly low probability of failure.Such a unidirectional closure is therefore particularly safe from a functional point of view.

[0025] Another advantageous aircraft configuration is distinguished by the fact that the second closure is coupled to the control unit, particularly electrically, such that the second closure can be opened using the control unit, in particular irreversibly. Preferably, the pyrotechnic element is designed so that it can be ignited using the control unit, particularly electrically. This then causes the second closure to open.

[0026] Another advantageous aircraft configuration is distinguished by the fact that the flow resistance of the second pipe bundle is lower than the flow resistance of the first pipe bundle, particularly when the valve is fully open. This ensures that the extinguishing agent can flow particularly rapidly from the second extinguishing agent tank to the cargo bay. A desired concentration of extinguishing agent in the cargo bay can thus be The target concentration is reached particularly quickly. To maintain the extinguishing agent concentration in the fuel tank over a longer period, the flow resistance can be greater through the first hose bundle, since only a corresponding, often smaller, amount of extinguishing agent is required to ensure that the fuel tank concentration reaches a desired value and / or remains within a desired range. The previously mentioned hose bundle flow resistance configuration allows for a particularly low complexity. Furthermore, the controllable valve can be configured to be small, reducing its footprint in the aircraft. In other words, the previously mentioned flow resistance configuration allows for a particularly compact fire suppression system.

[0027] Another advantageous aircraft configuration is distinguished by the fact that the volume of the first extinguishing agent tank is greater than the volume of the second extinguishing agent tank. As explained previously, the second extinguishing agent tank is often used to achieve the desired concentration of extinguishing agent in the cargo hold particularly quickly after a fire is detected. To maintain the desired concentration of extinguishing agent in the cargo hold for a particularly long period, so as to allow the aircraft to fly a long distance, it is preferable that the volume of the first extinguishing agent tank be greater than the volume of the second extinguishing agent tank. In practice, a scenario of sustained fire requires, as a particularly advantageous measure, the larger volume of the first extinguishing agent tank.When the cargo hold is particularly full, the remaining free area and / or volume of the hold is especially small. If, in the event of a fire in the cargo hold, there is a leak allowing air or a gas mixture to escape through the leak and / or resulting in an exchange of air and / or gases from the surrounding environment, it may become necessary to introduce a particularly large flow of extinguishing agent into the hold for a significant duration to maintain the desired concentration of extinguishing agent. The leak in the cargo hold can cause the small remaining volume and / or area to be subjected to a particularly high rate of air and / or gas exchange from the environment. This reduces the concentration of extinguishing agent in the cargo hold very rapidly.Therefore, a flow of extinguishing agent from the first extinguishing agent tank is then necessary in the cargo hold. If the volume of the extinguishing agent tank is greater than the volume of the second tank. of extinguishing agent, this ensures that the desired concentration of extinguishing agent can be maintained for a particularly long period, also in the aforementioned case.

[0028] Another advantageous aircraft configuration is distinguished by the fact that the control unit is coupled to an aircraft control unit, particularly electrically, the control unit being configured to transmit a command signal to the control unit representing an aircraft landing state and / or an aircraft evacuation state. Preferably, the control unit is further configured to operate the controllable valve such that the flow of extinguishing agent from the first extinguishing agent tank to the cargo hold through the first bundle of lines is interrupted or stops when the command signal is transmitted to the control unit. Preferably, the control unit is connected to the control unit via a separate electrical signal transmission cable. This additional signal transmission cable can thus transmit the command signal from the control unit to the control unit.This allows the introduction of extinguishing agent into the cargo hold to be interrupted or stopped when the aircraft lands or is evacuated. Preferably, the control unit can detect one or both of these states using an additional aircraft detection system. This effectively prevents further extinguishing agent, including any that do not need to be brought in, from flowing into the cargo hold. Potential environmental pollution can thus be minimized particularly effectively.

[0029] According to a second aspect of the present invention, the aforementioned objective is achieved by providing a method for controlling the concentration of extinguishing agent in a cargo hold of an aircraft comprising a cargo hold, a first extinguishing agent reservoir containing a fluid-type extinguishing agent, a first bundle of pipes extending from the first extinguishing agent reservoir to the cargo hold, such that the extinguishing agent can flow from the first extinguishing agent reservoir into the cargo hold, an controllable valve coupled to the first bundle of pipes so as to control the flow of extinguishing agent through the first bundle of pipes by means of the valve, a concentration sensor, in particular disposed in the cargo hold and designed to detect a concentration of the extinguishing agent in the cargo hold, and a control unit,The process includes the following steps: detecting a concentration of extinguishing agent in the aircraft's cargo hold using the concentration sensor; transmitting the concentration sensor signal from the concentration sensor to the control unit, the concentration signal representing the detected concentration of extinguishing agent in the cargo hold; and controlling the valve using the control unit, such that the The concentration of the extinguishing agent in the cargo hold corresponds to a predefined value or falls within a predefined range of values. Preferably, the advantages presented, the preferred characteristics, and the effects and / or benefits associated with the process are analogous to those described for the aircraft.

[0030] Another advantageous configuration of the process is distinguished in that the aircraft further comprises a control unit coupled to the control unit configured to transmit a command signal to the control unit representing an aircraft landing state and / or an aircraft evacuation state. The process further comprises the following step: control of the controllable valve by means of the control unit such that the flow of extinguishing agent from the first extinguishing agent tank to the cargo hold via the first bundle of lines is interrupted and / or stopped when the command signal is transmitted to the control unit. The preferred features, effects, and / or advantages associated with the corresponding environmental pollution are analogous to those described for the corresponding aircraft configuration, just as the aforementioned configuration of the process has been referred to in a preferred manner.

[0031] Other features, advantages, and application possibilities of the present invention will become apparent from the following description of the exemplary embodiments and figures. In this case, all the features described and / or illustrated constitute, in themselves and in any combination, the subject matter of the present invention, also independently of their composition in the individual claims or their cross-references. In the figures, identical reference numerals are used for similar or identical objects.

[0032] [Fig.1] Fig.1 illustrates an advantageous aircraft configuration in a schematic perspective view.

[0033] [Fig.2] Fig.2 illustrates the fuselage of an advantageous aircraft configuration in a schematic cross-sectional representation.

[0034] [Fig.3] Fig.3 illustrates advantageous parts and / or areas of a advantageous configuration of an aircraft used for the controlled influx of extinguishing agent into an aircraft cargo hold.

[0035] [Fig.4] Fig.4 illustrates advantageous parts and / or areas of another advantageous configuration of an aircraft used for the controlled influx of extinguishing agent into an aircraft cargo hold.

[0036] In [Fig. 1], an aircraft 2 is shown in a schematic representation. Aircraft 2 is preferably a passenger transport aircraft 2. Aircraft 2 has a fuselage 16.

[0037] In [Fig. 2], the fuselage 16 is represented in a strictly schematic way in a cross-sectional representation. The interior space of the fuselage 16 can to be subdivided by a floor 18, for example, into a cabin space 20 and a cargo hold 4. The cabin space 20 is also designated as cabin area 20 or, for short, cabin 20. Passengers can be seated in cabin 20. Seats can be provided for this purpose in cabin 20. Cargo is to be stored in cargo hold 4. Cargo hold 4 is configured accordingly for this purpose.

[0038] In the event of a fire or blaze in hold 4, it is important that it be extinguished or smothered as quickly as possible. Fire and blaze are used here synonymously.

[0039] To deliver a fire extinguishing agent, aircraft 2 includes a first extinguishing agent tank 6 containing a fluid-type extinguishing agent. Aircraft 2 is further provided with a first bundle of pipes 8 extending from the first extinguishing agent tank 6 to the cargo bay 4, so that the extinguishing agent can flow from the first extinguishing agent tank 6 into the cargo bay 4. The first extinguishing agent tank 6 and the first bundle of pipes 8 can be located inside the cargo bay 4.

[0040] The first extinguishing agent tank 6, the first hose bundle 8, and the other preferred aircraft features 2 used to extinguish a fire in the cargo bay 4 are schematically represented in an advantageous configuration in [Fig. 3]. In this case, it is further preferred that the elements contained in the dashed-lined compartment be arranged in zone 22 of the interior space of the fuselage 16. The first extinguishing agent tank 6 can also be arranged in this zone 22. Zone 22 can be associated with cargo bay 4. The remaining cargo bay 4 is shown in [Fig. 3] in a strictly schematic manner as a rectangular chamber in cross-section. However, cargo bay 4 need not be limited to this shape.

[0041] As mentioned by way of example from [Fig. 3], it is preferably provided that an actuation valve 10 is coupled to the first pipe bundle 8 such that a flow of extinguishing agent can be controlled through the first pipe bundle 8 by means of the valve 10. The valve 10 is preferably an electrically actuation throttling valve. The valve 10 can be made to control the cross-sectional area of ​​the passage through the valve 10. The valve 10 is preferably an electromechanical valve, in particular an electromagnetic valve. The valve 10 can therefore be made to be controlled by means of an electrical signal allowing the cross-sectional area of ​​the passage to be adjusted in a controlled manner. The variation in the cross-sectional area of ​​the passage allows the flow of extinguishing agent through the valve 10 and thus also through the first pipe bundle 8 to be controlled.

[0042] Aircraft 2 is further provided with a control unit 14 for controlling the valve 10 and coupled to the valve 10, in particular electrically, to control the flow of extinguishing agent by controlling the valve 10 with the control unit 14. The control unit 14 is therefore preferably electrically coupled to the valve 10 via a valve control cable 24. The control unit 14 can thus transmit an electrical control signal to the valve 10 via the valve control signal transmission cable 24. The valve 10 can therefore be controlled by the control unit 14 using the corresponding control signals.

[0043] A preferred objective is for the control unit 14 to operate the valve 10 so that a concentration of the extinguishing agent is reached in the cargo bay 4, this concentration reaching a predefined value for the extinguishing agent or being within the predefined range of values ​​for the extinguishing agent concentration. To ensure this, a concentration sensor 12 is also provided for the aircraft 2. The concentration sensor 12 may be located inside the cargo bay 4. However, it is also possible for the concentration sensor 12 to be located only partially inside the cargo bay 4, at an external wall of the cargo bay 4 and / or at another point inside the aircraft where it is possible to detect the concentration of the extinguishing agent inside the cargo bay 4.The concentration sensor 12 is designed to detect the concentration of the extinguishing agent, also called the extinguishing agent concentration, in the cargo bay 4. This can be either a mass concentration or a volumetric concentration. The concentration sensor 12 is also coupled to the control unit 14, specifically electrically. The concentration sensor 12 can be electrically connected to the control unit 14 by means of a first sensor signal transmission cable 26. The concentration sensor 12 is therefore preferably designed to transmit a concentration sensor signal to the control unit 14 via the first sensor signal transmission cable 26, the concentration sensor signal representing the extinguishing agent concentration detected in the cargo bay 4 by the concentration sensor 12.The control unit 14 therefore receives information on the actual concentration of the extinguishing agent in the hold 4 via the concentration sensor 12. It is also preferred that the value predefined by the control unit 14 and / or the predefined range of values ​​for the desired concentration of extinguishing agent in the hold 4 be reached. It is thus possible for the control unit 14 to operate the valve 10 in such a way that the desired concentration of extinguishing agent is reached in the hold 4. The control unit 14 is therefore designed to operate the valve 10 based on the actual detected concentration. The concentration of the extinguishing agent in compartment 4 corresponds to the predefined value or falls within the predefined range of values, respectively for the extinguishing agent concentration. This ensures that the concentration of the extinguishing agent in compartment 4 is set.

[0044] This offers the advantage that only the amount of extinguishing agent actually needed to extinguish or smother the fire flows into the hold 4. This allows for particularly efficient saving of extinguishing agent while significantly reducing environmental pollution. Furthermore, the flow of extinguishing agent can naturally be adjusted. In the event of a leak in the hold resulting in an increased exchange of air and / or gas volume exiting the hold 4 with the environment, a fluctuating concentration of extinguishing agent is detected fully automatically by the concentration sensor 12, thereby automatically controlling the valve 10 with the help of the control unit 14 to restore the extinguishing agent concentration in the hold 4 to the predefined value or range of values.

[0045] As further provided by way of example only in [Fig. 3], a first closure 28 is preferably associated with the first extinguishing agent reservoir 6. The first closure 28 is coupled to the first pipe bundle 8 such that an opening of the first closure 28 produces, or at least ensures, a flow of extinguishing agent from the first extinguishing agent reservoir 6 to the valve 10. The first closure 28 is preferably a one-way closure. The opening of the first closure 28 can therefore be designed to be irreversible. The first closure 28 may, for example, include a pyrotechnically ignitable element for this purpose. The pyrotechnic element can be ignited electrically. It is therefore preferably provided that a first electrical ignition cable 36 connects the control unit 14 to the first closure 28.The first closure 28 can thus be electrically coupled to the control unit 14, so that the first closure 28 can be opened irreversibly using the control unit 14. The control unit 14 can for this purpose send, for example, an electrical pulse or an electrical signal to the pyrotechnic element of the first closure 28 requesting it to destroy an associated closure means, thus establishing the fluid connection between the internal space of the first extinguishing agent reservoir 6 and the first bundle of pipes 8.

[0046] It has also proven advantageous to provide a second extinguishing agent tank 30 in aircraft 2. The second extinguishing agent tank 30 preferably contains the same fluid-type extinguishing agent as the first extinguishing agent tank 6. A second set of lines 32 further extends from the second extinguishing agent tank 30 to the cargo hold 4, so that the extinguishing agent can flow from the second extinguishing agent tank 30 into the cargo hold 4. The A second extinguishing agent reservoir 30 and a second piping bundle 32 may be located inside the cargo bay 4. A second closure 34 is also provided. The second closure 34 is preferably associated with the second extinguishing agent reservoir 30. It is further provided that the second closure 34 is coupled to the second piping bundle 32 in such a way that opening the second closure 34 produces a flow of extinguishing agent, including an uncontrolled flow, that cannot be interrupted and / or regulated, from the second extinguishing agent reservoir 30 to the cargo bay 4 via the second piping bundle 32. The second closure 34 itself may be implemented in a manner analogous to the first closure 28. Reference is also made to the explanations given above, the advantageous features, and / or the effects associated with the first closure 28.The control unit 14 can thus be electrically connected to the second closure 34 by means of a second ignition signal transmission cable 38. The control unit 14 can thereby transmit an ignition signal to the second closure 34 via the second ignition signal transmission cable 38, which preferably ignites the pyrotechnic element of the second closure 34. A corresponding closure means of the second closure 34 can thus be destroyed, causing the second closure 34 to open. The extinguishing agent then flows from the second extinguishing agent reservoir 30 into the cargo bay 4 through the second bundle of pipes 32. This ensures that the concentration of extinguishing agent in the cargo bay 4 reaches at least a desired value as quickly as possible immediately after a fire is detected in the cargo bay 4.To further ensure the maintenance of the desired concentration of extinguishing agent in the hold 4, the concentration of extinguishing agent in the hold 4 can be detected using the concentration sensor 12 and the corresponding concentration signal can be sent to the control unit 14. The latter can then use this information to control the valve 10 in order to regulate the flow of extinguishing agent from the first extinguishing agent tank 6 to the hold 4 via the first bundle of pipes 8 so that the desired concentration can be maintained.

[0047] As explained in [Fig.3] by way of example only, it can be foreseen that the first pipe bundle 8 is made separately from the second pipe bundle 32. [Fig.4] illustrates a slightly different configuration variant of aircraft 2 illustrated in [Fig.3].

[0048] Figure 4 schematically shows that the first bundle of pipes 8 and the second bundle of pipes 32 can be made together in the end section 40 oriented towards the hold 4. Figure 4 further schematically shows that a flow sensor 42 can be coupled to the first bundle of pipes 8, so that a flow of extinguishing agent can be detected through the first set of pipes 8 by the flow sensor 42. In this case, the flow sensor 42 can, for example, detect the volumetric flow rate or the mass flow rate of the extinguishing agent. The flow sensor 42 is connected to the control unit 14, notably electrically, via an additional sensor signal transmission cable 44, so that a flow sensor signal can be transmitted to the control unit 14 via the flow sensor 42, the flow sensor signal representing the flow of extinguishing agent detected by the flow sensor 42. This corresponding sensor information can be taken into account by the control unit 14 when operating the valve 10.The control unit 14 is therefore preferably configured to control the valve 10 based on the detected concentration and the detected flow of extinguishing agent, such that the concentration of the extinguishing agent in the hold 4 corresponds to the predefined value or is within the predefined range of values. Taking into account the detected flow of extinguishing agent offers the advantage here that the desired concentration can be reached particularly quickly and / or can also be maintained with particularly high precision.

[0049] It is further preferred that aircraft 2 include a control unit (not shown), in particular a central control unit. The control unit 14 can be coupled directly or indirectly to this aircraft 2 control unit via the corresponding signal transmission cables 46, shown in outline in Figures 3 and 5, respectively. The control unit is further preferably configured to transmit a command signal directly or indirectly to the control unit 14 via the signal transmission cable 46, representing a landing state of aircraft 2 and / or an evacuation state of aircraft 2. This offers the advantage that the control unit 14 obtains information on at least one of the two aforementioned states, thus enabling the introduction of extinguishing agent into the cargo bay 4 to be interrupted and / or stopped.The flight crew can then extinguish the fire in the cargo hold 4 of aircraft 2 on the ground at the airport. The control unit 14 is therefore preferably configured to control the valve 10 so as to stop and / or interrupt the flow of extinguishing agent from the first extinguishing agent tank 6 to the cargo hold 4 through the first bundle of pipes 8 when the command signal is transmitted from the control unit of aircraft 2 to the control unit 14.

[0050] In addition, it should be noted that "including" does not exclude any other element or step and that "a" or "an" does not exclude any plurality. It should also be noted that the features described with reference to one of the preceding embodiment examples can also be used in combination with other features of other Examples of embodiments previously described. References in the claims are not limiting.

Claims

1. Demands Aircraft (2), comprising: - a hold (4); - a first extinguishing agent reservoir (6) with a fluid-type extinguishing agent; and - a first bundle of pipes (8) extending from the first extinguishing agent tank (6) to the hold (4), so that the extinguishing agent can flow from the first extinguishing agent tank (6) into the hold (4); the aircraft being characterized in that it also includes - a controllable valve (10) coupled to the first bundle of pipes (8) so as to be able to control a flow of extinguishing agent through the first bundle of pipes (8) using the valve (10); - a concentration sensor (12) preferably located in the cargo hold (4) and designed to detect a concentration of extinguishing agent in the cargo hold (4); and - a control unit (14); - the concentration sensor (12) being coupled to the control unit (14), in particular electrically, so as to transmit a concentration sensor signal to the control unit (14), this signal representing the detected concentration of extinguishing agent in the hold (4); - the control unit (14) being coupled to the valve (10), in particular electrically, to control the valve (10), so that the flow of extinguishing agent can be controlled by the control of the valve (10) using the control unit (14); and - the control unit (14) being configured to control the valve (10) based on the detected concentration so that the concentration of the extinguishing agent in the hold (4) corresponds to a predefined value or is within a predefined range of values, the aircraft (2) having a flow sensor (42), the flow sensor (42) being coupled to the first pipe bundle (8) so as to detect a flow of extinguishing agent through the first pipe bundle (8) by means of the flow sensor (42), the flow sensor (42) being coupled to the control unit (14), in particular electrically, so as to transmit a flow sensor signal to the control unit (14), said signal representing the detected extinguishing agent flow and the control unit (14) being configured to further control the valve (10) on the basis of the detected extinguishing agent flow.

2. Aircraft (2) according to claim 1, characterized in that the aircraft (2) comprises a first closure (28) coupled to the first bundle of conduits (8) such that an opening of the first closure (28) guarantees or produces a flow of extinguishing agent from the first extinguishing agent reservoir (6) to the valve (10).

3. Aircraft (2) according to the preceding claim, characterized in that the first closure (28) is carried out in the form of a first unidirectional closure (28).

4. Aircraft (2) according to any one of the preceding claims 3 to 4, characterized in that the first closure (28) is coupled to the control unit (14), in particular electrically, so that the first closure (28) can be opened using the control unit (14), in particular irreversibly.

5. Aircraft (2) according to any one of the preceding claims, characterized in that the aircraft (2) further comprises: a second extinguishing agent tank (30) with one or the same fluid-type extinguishing agent, a second bundle of pipes (32) extending from the second extinguishing agent tank (30) to the cargo bay (4), such that the extinguishing agent can flow from the second extinguishing agent tank (30) into the cargo bay (4), and a second closure (34) coupled to the second bundle of pipes (32) such that an opening of the second closure (34) produces a flow of extinguishing agent, including uncontrolled flow, from the second extinguishing agent tank (30) to the cargo bay (4) through the second bundle of pipes (32).

6. Aircraft (2) according to the preceding claim, characterized in that the second closure (34) is made in the form of a second unidirectional closure (34).

7. Aircraft (2) according to any one of the preceding claims 6 to 7, characterized in that the second closure (34) is coupled to the control unit (14), in particular electrically, in such a way to be able to open, in particular irreversibly, the second closure (34) using the control unit (14).

8. Aircraft (2) according to any one of the preceding claims 5 to 7, characterized in that the flow resistance of the second pipe bundle (32) is less than the flow resistance of the first pipe bundle (8), particularly when the valve (10) is fully open.

9. Aircraft (2) according to any one of the preceding claims 5 to 8, characterized in that the volume of the first extinguishing agent tank (6) is greater than the volume of the second extinguishing agent tank (30).

10. Aircraft (2) according to any one of the preceding claims, characterized in that the control unit (14) is coupled to a control unit of the aircraft (2), the control unit being configured to transmit a command signal to the control unit (14), said signal representing a landing state of the aircraft and / or an evacuation state of the aircraft and the control unit (14) being configured to command the valve (10) so as to interrupt the flow of extinguishing agent from the first extinguishing agent tank (6) to the cargo bay (4) through the first bundle of lines (8) when the command signal is transmitted to the control unit (14).

11. A method for controlling the concentration of an extinguishing agent in a cargo hold (4) of an aircraft (2) according to any one of claims 1 to 10, the method comprising the following steps: - detecting a concentration of an extinguishing agent in the cargo hold (4) of the aircraft (2) using the concentration sensor (12); - transmitting the concentration sensor signal from the concentration sensor (12) to the control unit (14), the concentration sensor signal representing the detected concentration of extinguishing agent in the cargo hold (4); and - controlling the valve (10) using the control unit (14), so that the concentration of the extinguishing agent in the cargo hold (4) corresponds to a predefined value or is within a predefined range of values.

12. Method according to the preceding claim, the aircraft (2) further comprising a command unit coupled to the control unit (14) designed to transmit a command signal to the control unit (14), said signal representing a landing state of the aircraft (2) and / or an aircraft evacuation state (2), the method further comprising the following step: control of the valve (10) using the control unit (14), so that the flow of extinguishing agent is interrupted from the first extinguishing agent tank (6) to the cargo hold (4) through the first bundle of pipes (8) when the command signal is transmitted to the control unit (14).

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