method of automatically controlling an aircraft in the presence of a fire in the engine area and an aircraft

Abstract

The present invention relates to a 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) of its own, each engine (16, 17) being connected to a fuel supply circuit (31, 36) provided with a supply cut-off switch (34, 38) of its own for cutting 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 a first fire extinguisher (40) and a second fire extinguisher (45).An automatic assistance phase (PHASASSIST) comprises, in the event of a fire detected in an engine compartment, automatically and with an avionics system (60), an activation of the power cut-off switch (34, 38) of the engine (16, 17) present in the compartment concerned, then a triggering of the first extinguisher (40), then a triggering of the second extinguisher (45) under respective predetermined conditions. Abstract figure: figure 1.

Description

Title of the invention: method for automatically controlling an aircraft in the presence of a fire in the engine area and an aircraft

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

[0002] An aircraft may comprise one or more engines.

[0003] For example, a conventional helicopter may comprise several engines jointly driving a main rotor via a power transmission chain. Each engine is further positioned in an engine compartment. Fire detectors are arranged in each engine compartment to detect the possible presence of a fire. In addition, such an aircraft may comprise two fire extinguishers. Each fire extinguisher can transfer a fire-fighting agent, halon for example, to each engine compartment. In addition, the aircraft comprises a fire-stop valve per engine which makes it possible to cut off the fuel supply to the associated engine.

[0004] In the presence of a fire, the pilot must then interpret the alarm generated by a fire detector, identify the engine concerned by the alarm, close the fire valve to avoid feeding fuel to the fire, activate a fire extinguisher, and check that the alarm disappears. This procedure is delicate because the pilot must interpret the situation according to the alarm generated. This procedure induces a significant level of workload in a particularly anxiety-provoking period. The stress suffered by the pilot can be a source of incident due to a misinterpretation of the situation. In extreme cases, a pilot may even ignore the alarm triggered by a fire detector or try to make an emergency landing while forgetting to extinguish the fire.

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

[0006] The present invention therefore aims to propose a method for lightening the workload of a pilot in order to reduce the risks of human error in the event of detection of a fire in an engine compartment of an aircraft.

[0007] The invention thus relates to a method for 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 provided with its own supply cut-off for cutting off a fuel supply, said aircraft comprising at least one fire detector in each engine compartment, said aircraft comprising at least a first extinguisher and a second extinguisher.

[0008] The control method comprises:

[0009] - detection, with at least one of the fire detectors, of a fire in a compartment on fire among the engine compartments,

[0010] - following said detection of a fire in the burning compartment, the method comprises 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 power cut-off of the engine present in the burning compartment to no longer supply fuel to this engine, then a triggering of the first extinguisher, then a triggering of the second extinguisher under respective predetermined conditions.

[0011] Each engine compartment may be delimited by at least one firewall to prevent the spread of the detected fire to another area of ​​the aircraft.

[0012] For example, the engines are connected to a mechanical system. Optionally, this mechanical system may include a rotary wing, a propeller, or even a rotor for controlling the yaw movement of the aircraft. For example, the aircraft is a rotorcraft, or in particular a helicopter.

[0013] As a result, if a fire is detected, the avionics system is configured to control the power cut-off when a first predetermined condition is verified. This measure makes it possible to avoid the suction into the engine present in the burning compartment of the fire-fighting agents emitted by the extinguishers to optimize the chances of extinguishing the fire. The avionics system is then configured to trigger the first extinguisher when a second predetermined condition is verified, then the second extinguisher when a third predetermined condition is verified.

[0014] The avionics system thus makes it possible to considerably reduce the pilot's workload since, in the event of fire detection, this avionics system takes various measures automatically to extinguish the detected fire. The pilot can thus devote himself to other tasks, such as searching for a landing area for example. The avionics system also guarantees that the aircraft's fire extinguishing system is activated in the event of a fire being detected in a burning compartment, which is not the case during a manual procedure which is therefore subject to human error.

[0015] Furthermore, this method goes against the prejudices of pilots who want to be able to pilot a fire extinguishing system to avoid undue triggering of fire extinguishers. However, the aircraft being a multi-engine aircraft, even if an engine is unduly switched off due to a false detection of a fire, the aircraft then always has at least one engine in operation to ensure the safety of the end of the flight.

[0016] In addition, each fire detector may in particular comprise a fire detector of the thermocouple, thermistor or gas detector type.

[0017] For example, a thermocouple fire detector may include two blades of different metals that deform under the effect of an increase in temperature and move away from each other to open an electrical circuit when a detection threshold is reached. These two blades can include a fast deformation blade and a slow deformation blade.

[0018] A thermistor fire detector may include a temperature sensor based on the variation of an electrical resistance as a function of temperature.

[0019] A gas fire detector may comprise a tube, for example made of stainless steel, filled with a gas-absorbing material. The increase in temperature resulting in particular from a fire causes the gas to be expelled into the sealed tube, which causes a rapid and detectable increase in pressure in the tube.

[0020] Such a fire detector has a high level of reliability. The arrangement of such fire detectors on a multi-engine aircraft having an avionics system applying the method of the invention makes it possible to obtain a robust and reliable fire-fighting method.

[0021] The method may further comprise one or more of the following features.

[0022] According to a first alternative, the aircraft being able to comprise at least one piloting member influencing the movement of the aircraft in the air, following said detection of a fire in the burning compartment, the automatic assistance phase comprises a regulation of a position of said at least one piloting member 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.

[0023] The avionics system is then configured to automatically place the aircraft in a particular flight configuration, compatible with the use of a single engine for example. Thus, the avionics system actively participates in ensuring flight safety.

[0024] In this case, the first condition authorizing the activation of the power cut-off switch may include the detection of a fire and the achievement of the predetermined flight condition.

[0025] Optionally, said predetermined flight configuration may be defined by at least one of the following parameters: a forward speed of the aircraft, an operating parameter of an engine distinct from the engine present in the burning compartment, an altitude or a height of the aircraft. The operating parameter may be an engine power or an engine torque developed by a component of an engine which is not affected by the detected fire, or by a component set in motion by this engine.

[0026] Optionally, said regulation of a position of said at least one piloting member with the avionics system may comprise a control of at least one value of one of the following parameters to a respective predetermined set value: a forward speed of the aircraft, a value of an operating parameter of an engine distinct from the engine present in the burning compartment, an altitude or a height of the aircraft.

[0027] According to a second alternative, the activation of the power cut-off switch is triggered following said detection of a fire.

[0028] In this case, the fuel supply to the engine present in the burning compartment is cut off without any other condition than the detection of a fire by a fire detector, or at the end of a predetermined waiting time to allow a pilot the possibility of canceling the automatic assistance phase by requesting a man-machine stop interface. In this case, the first condition authorizing the requesting of the fuel cut-off switch may only include the detection of a fire, or possibly also the expiration of the predetermined waiting time. This predetermined waiting time may, for example, allow a pilot the possibility of canceling the automatic assistance phase.

[0029] According to a possibility compatible with the previous ones, the automatic assistance phase can comprise 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.

[0030] For example, the engines are turbine engines. Therefore, the avionics system can include sensors measuring the rotation speeds of the rotating assemblies of the gas generators of the turbine engines.

[0031] This feature maximizes the chances of extinguishing the fire by reducing the risk of suction of the fire-fighting agent emitted by the extinguishers into the engine concerned.

[0032] 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.

[0033] Alternatively, the second condition authorizing the triggering of the first extinguisher may comprise only the detection of the activation of the power cut-off switch, or even in addition the lapse of a predetermined duration from this activation.

[0034] According to a possibility compatible with the previous ones, the triggering of the second extinguisher can be controlled by the avionics system if a fire detector still detects a fire at the end of a predetermined monitoring period after the de- activation of the first extinguisher.

[0035] For example, such a duration is of the order of 5 seconds. The avionics system is configured to consider that if a fire is still detected in the burning compartment at the end of this monitoring duration, it is appropriate to trigger the second extinguisher to extinguish this fire.

[0036] The third condition authorizing the triggering of the second extinguisher can then be the detection, at the end of the monitoring period after the triggering of the first extinguisher, of a fire in the burning compartment.

[0037] According to a possibility compatible with the previous ones, the automatic assistance phase can include the following steps:

[0038] - when at the end of a first predetermined duration after the triggering of the first extinguisher, no fire detector detects a fire, the method comprises the emission of a first alarm, the first alarm signaling at least an end of the automatic assistance phase or a landing order as soon as possible,

[0039] - when at the end of the first predetermined duration after the triggering of the first extinguisher, a fire detector detects a fire in the burning compartment, the method includes triggering the second extinguisher on command from the avionics system,

[0040] - when at the end of a second predetermined duration after the triggering of the second extinguisher, no fire detector detects a fire, the process includes an emission of the first alarm, and

[0041] - when at the end of the second predetermined duration after the triggering of the second extinguisher, a fire detector detects a fire in the burning compartment, the method includes the emission of a second alarm signaling an immediate landing order.

[0042] Depending on the severity of the current situation, an immediate or as soon as possible landing order may be issued by the avionics system, this order being in fact intended for the pilot.

[0043] From then on, the order to land immediately is issued if the two extinguishers have not been able to extinguish the fire.

[0044] According to a possibility compatible with the previous ones, following the detection of a fire, the automatic assistance phase comprises a generation, controlled by the avionics system and with an alerter, following the detection of a fire of a fire alert indicating the engine compartment concerned.

[0045] A pilot is thus informed of the presence of a fire detection and can act accordingly.

[0046] 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 system avionics and with an alerter, an information alert following the start of the automatic assistance phase.

[0047] A pilot is thus informed that the automatic assistance phase is in progress. This step allows the pilot to devote himself serenely to other tasks.

[0048] According to a possibility compatible with the previous ones, following activation of the power cut-off switch, the automatic assistance phase comprises a generation, controlled by the avionics system and with an alerter, of a status alert following said activation of the power cut-off switch.

[0049] A pilot is thus informed of the progress of the automatic assistance phase, and in particular of the cutoff of the fuel supply to the engine concerned. This cutoff can be detected by the avionics system using a signal emitted by a position sensor measuring the position of a shutter of the fire valve, or for example by a flow meter measuring the fuel flow transmitted to the engine.

[0050] The term “signal” hereinafter designates an analog or digital signal, electrical or optical for example.

[0051] According to a possibility compatible with the previous ones, following the triggering of the first extinguisher, the automatic assistance phase comprises a generation, controlled by the avionics system and with an alerter, of a first extinguishing alert following this triggering of the first extinguisher.

[0052] When a fire extinguisher ejects its fire-fighting agent into an engine compartment, a pressure in the tank containing this agent drops. For example, each fire extinguisher may include a pressure sensor that transmits a signal when the pressure in the tank of a fire extinguisher reaches a low threshold. The avionics system deduces that the fire extinguisher has functioned correctly and transmits a signal to the alerter.

[0053] A pilot is thus informed that the automatic assistance phase is in progress and has triggered the first extinguisher.

[0054] According to a possibility compatible with the previous ones, following the triggering of the second extinguisher, the automatic assistance phase can include a generation, controlled by the avionics system and with an alerter, of a second extinguishing alert carrying this triggering of the second extinguisher.

[0055] A pilot is thus informed that the automatic assistance phase is in progress and has triggered the second extinguisher.

[0056] According to a possibility compatible with the previous ones, the method can include a stop of the automatic assistance phase following the operation of a stopping human-machine interface.

[0057] At any time, the pilot can request the human-machine interface to stop if he considers it necessary, in light of the various information received.

[0058] According to a possibility compatible 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 has a height or altitude greater than a threshold. For this purpose, the aircraft may comprise a usual height or altitude sensor.

[0059] 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 method.

[0060] 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 provided with its own supply cut-off for cutting off a fuel supply, said aircraft comprising at least one fire detector in each engine compartment, said aircraft comprising at least a first extinguisher and a second extinguisher.

[0061] This aircraft comprises an avionics system in communication with each fire detector, each power cut-off switch, said at least one first extinguisher and a second extinguisher, said avionics system being configured to implement the aforementioned method.

[0062] Optionally, the aircraft may comprise at least one of the following characteristics: each supply cut-off valve is a fire valve, each extinguisher among said at least one first extinguisher and one second extinguisher comprises a fire-fighting agent and a pipe per engine compartment to be able to convey said fire-fighting agent into each engine compartment.

[0063] Optionally, each fire detector may include a thermocouple, thermistor or gas detector type detector.

[0064] The invention and its advantages will appear in more detail in the context of the description which follows with examples given for illustrative purposes with reference to the appended figures which represent:

[0065] [Fig.l], a schematic view of an aircraft according to the invention, and

[0066] [Fig.2], a flowchart illustrating the method of the invention.

[0067] Elements present in several distinct figures are assigned a single reference.

[0068] [Fig.l] shows an aircraft 1 capable of implementing the method of the invention described below.

[0069] This aircraft 1 comprises at least two engines 16, 17. The reference 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 comprises a power transmission chain 5 setting in motion a rotating system 7. According to the example illustrated, the power transmission chain 5 comprises a power transmission box 6 connected by usual members, not shown so as not to weigh down the figure, to each motor 15 and to the rotating system 7. This rotating system 7 may comprise at least one blade 8, possibly carried by a hub 9. Such a rotating system 7 may form a propeller, a rotating wing, a rotor for controlling a yaw movement according to various examples.

[0070] Independently of this aspect, each engine 15 may be a fuel-fed 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 common with the other fuel circuit, at least one pipe 32, 37 connecting the tank to the associated engine, and at least one supply cut-off valve 34, 38 specific to the associated engine 15. Thus, the first engine 16 is supplied with fuel by a first fuel supply circuit 31, this first fuel supply circuit 31 comprising a first pipe 32 equipped with at least one first supply cut-off valve 34 and extending from a tank 33 to the first engine 16.Likewise, the second engine 17 is supplied with fuel by a second fuel supply circuit 36, the second fuel supply circuit 36 ​​comprising a second pipe 37 equipped with at least one second supply cut-off valve 38 and extending from a tank 330 to the second engine 17.

[0071] Each power cut-off device 34, 38 may comprise a fire stop valve, and / or a pump. Activating the power cut-off device then amounts to closing the fire stop valve or stopping the pump depending on the variant.

[0072] Furthermore, each engine 16, 17 comprises a mobile member 151, 152. In the context of a turboshaft engine, this mobile member 151, 152 may be the rotating assembly of the gas generator, and may comprise at least one compression stage integral in rotation with at least one turbine.

[0073] 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 may be delimited by at least one firewall to contain a possible fire in this engine compartment 21, 22.

[0074] Furthermore, at least one fire detector 26-29 is housed in each engine compartment 21, 22. Reference 25 may designate any fire detector if necessary. For example, the same engine compartment 21, 22 may include fire detectors 26-27, 28-29 set to different trigger temperatures depending on their locations. Each fire detector 26-29 may include a detector of the thermocouple, thermistor or gas detector type.

[0075] Furthermore, the aircraft 1 comprises at least a first extinguisher 40 and a second fire extinguisher 45. Each fire extinguisher 40, 45 comprises a tank housing a fire-fighting agent, for example halon. In addition, each fire extinguisher 40, 45 may comprise a 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 according to the example illustrated. Each fire extinguisher 40, 45 comprises a trigger 42, 44, 47, 49 per conduit 41, 43, 46, 48 of this fire extinguisher 40, 45, such as for example pyrotechnic cartridges, to convey the fire-fighting agent to one or other of the conduits 41, 43, 46, 48.

[0076] Alternatively, each engine compartment can have its own fire extinguishers for example.

[0077] Furthermore, each extinguisher 40, 45 may comprise a pressure sensor 400, 500 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.

[0078] Furthermore, the aircraft 1 comprises an avionics system 60 in communication with each fire detector 26-29, each power cut-off switch 34, 38, and each fire extinguisher 40, 45 to implement the method of the invention.

[0079] For example, this avionics system 60 may comprise a speed sensor 18, 19 per engine 16, 17 measuring a speed of the moving member 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.

[0080] The avionics system 60 may comprise 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.

[0081] This controller may comprise 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 example illustrated.

[0082] This controller may comprise an automatic pilot calculator 65, possibly in communication with the engine calculators 160, 170.

[0083] Each computer described may comprise, 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 not limiting the scope given to the expression “computer”. The term processor may also designate a central processing unit known by the acronym CPU, a graphics processing unit GPU, a digital unit known by the acronym DSP, a microcontroller, etc.

[0084] According to another aspect, the avionics system 60 can be configured to automatically pilot the aircraft 1 under certain conditions, by piloting a position of one or several control organs. The controller can, for example, execute a program for this purpose.

[0085] Such a control member may take the form of a blade 8 according to the example illustrated, the pitch angle of the blade 8 being able to be controlled using one or more servocontrols 88. Another control member may take the form of a fuel metering unit supplying an engine 15, a blade of another rotor, a rudder or tailplane flap, etc. Whatever the nature of the control member, a position of the control member can be controlled using an actuator of the avionics system 60.

[0086] By way of example, each blade 8 can be articulated to a pitch connecting rod 90 which is articulated to a set of swashplates 89, the position of the set of swashplates 89 being controllable using servocontrols 88. Each servocontrol 88 can be controlled by a control chain 86 comprising at least one actuator 87. The controller, and possibly the automatic pilot computer 65, can control the actuators 87.

[0087] Furthermore, the avionics system 60 may comprise a human-machine control interface 95 making it possible to request the application of the method of the invention, and / or a human-machine stop interface 96. These interfaces transmit signals to the controller, or even to the automatic pilot computer 65 in particular. Each human-machine interface may comprise at least one button, a touch screen, a mouse, a keyboard, a voice system, etc.

[0088] Furthermore, the aircraft 1 may comprise an alerter 70 capable of generating various alerts, on command from the controller and for example from the autopilot computer 65. Each alert may take the form of a visual alarm, for example by means of the display on a screen of one or more characters, and / or sound / and or haptic. In the presence of a visual alarm, the alerter 70 may comprise one or more screens. The controller, or even the autopilot computer 65, may transmit one or more signals to the alerter to request the transmission of the required alerts.

[0089] Furthermore, the aircraft 1 may comprise a height or altitude sensor 97 measuring a height or an altitude, or even a standard forward speed sensor 970 measuring a speed of the aircraft and for example an air speed.

[0090] Optionally, the aircraft 1 may comprise a position sensor 340, 380 in each feed runner 34, 38 to assess whether a position of a member of this feed runner 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.

[0091] These sensors 97, 970, 341, 381 transmit signals to the controller, or even to the automatic pilot computer 65 in particular.

[0092] [Fig.2] illustrates a method of controlling such an aircraft 1 in the presence of a fire in an engine compartment.

[0093] This method may include a step of activating the method by operating the human-machine control interface 95.

[0094] In the presence of a fire, the method comprises a detection, during a step STP1, with at least one of the fire detectors 26-29 of a fire in an engine compartment called the “burning compartment”. To illustrate the invention, it will subsequently be considered that the burning compartment is the first engine compartment 21.

[0095] A fire detector, for example the detector 27, then transmits a signal to the avionics system controller 60, and for example to the automatic pilot computer 65. The controller decodes the signal and deduces the presence of a fire in the burning compartment 21.

[0096] Following this detection STP1 of a fire in the burning compartment 21, an automatic assistance phase PHASASSIST is controlled by the avionics system 60. Optionally, the avionics system 60 activates the automatic assistance phase PHASASSIST only when the aircraft has a height or altitude, measured with the sensor 97, greater than a threshold.

[0097] During this automatic assistance phase PHASASSIST, the avionics system 60 commands, successively as well as automatically and under predetermined conditions, an activation STP5 of the power cut-off switch 34 of the engine 16 present in the burning compartment 21, then a triggering STP7 of the first extinguisher 40, then a triggering STP9 of the second extinguisher 45, or even the emission of various alerts.

[0098] Optionally, at any time, the method may include a stoppage of the automatic assistance phase PHASASSIST following the operation of the stopping human-machine interface 96. This stopping 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 extinguishers 40, 45 can then be controlled manually with usual dedicated controls.

[0099] According to one possibility, following the detection STP1 of a fire, the method comprises a generation STP2 of a fire alert signaling the engine compartment concerned. After receiving a fire detection signal from a fire detector, the avionics system 60 controls the alerter 70 to generate a fire alert signaling the detection of a fire and the engine compartment concerned. 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 signal a fire in the first engine compartment.

[0100] Alternatively, after or in parallel, the automatic assistance phase PHASASSIST may include an STP3 generation of an information alert carrying a start of the PHASASSIST automatic assistance phase. For example, the controller, or even the automatic pilot 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.

[0101] Alternatively, after or in parallel with the preceding alert steps, following the detection STP1 of a fire, the automatic assistance phase PHASASSIST may comprise a regulation STP4 of a position of at least one piloting member to place the aircraft 1 in a predetermined flight configuration, the activation STP5 of the power cut-off switch 34, 38 being triggered in parallel or following said regulation STP4.

[0102] For example, after receiving a fire detection signal from a fire detector, the controller, or even the automatic pilot computer 65, transmits a signal to at least one actuator acting on a position of a piloting member to control at least one value of one of the following parameters to a predetermined setpoint value: a forward speed of the aircraft 1 measured with the usual forward speed sensor 970, a value of an operating parameter of an engine distinct from the engine present in the burning compartment measured with the speed sensor 19, an altitude or a height of the aircraft 1 measured with the usual forward speed sensor 970.

[0103] Independently of these possibilities, the activation STP5 of the fuel cut-off switch 34 can be triggered following the detection STP1 of a fire. The controller, or even the automatic pilot computer 65, transmits a signal to the fuel cut-off switch 34 which cuts the fuel supply to the first engine 16 according to the example given, for example after receiving a fire detection signal from a fire detector.

[0104] Optionally, following activation STP5 of the fuel cut-off switch 34, the automatic assistance phase PHASASSIST includes generation STP6 of a status alert. The status alert carries a status indicating that the fuel supply is cut off or is not cut off. For example, a fire valve position sensor or a flow sensor transmits a signal to the controller to inform it that the fuel supply to the engine present in the burning compartment is cut off. The controller, or even the automatic pilot computer 65, then transmits a signal to the alerter 70 to request generation of the status alert. For example, the message “ENG1 OFF” is displayed indicating that the fire valve is closed.

[0105] For example, if a pilot notes that the status alert is not issued, that pilot may cancel the automatic assist phase during a STPOFF phase, and / or may shut off the fuel supply by another means during a STPMAN step and thus resume the automatic assistance phase.

[0106] Independently of these options, following the closure of the fuel supply to the engine 16 present in the burning compartment 21, the avionics system 60, and for example the controller, or even the automatic pilot computer 65, transmits a signal to the first extinguisher 40 to obtain the triggering STP7 of the first extinguisher 40. The trigger 42 is then actuated to inject the fire-fighting agent from the first extinguisher 40 into the burning compartment.

[0107] Optionally, the automatic assistance phase PHASASSIST comprises a measurement STPCOND with the avionics system 60, and in particular with the speed sensor 18 according to the example given, of a speed of a moving member 151 of the engine 16 of the burning compartment 21. The avionics system 60 then controls the triggering STP7 of the first extinguisher 40 only when the speed of the moving member 151 becomes less than or equal to a predetermined speed threshold and a fire is detected.

[0108] According to one possibility, the automatic assistance phase PHASASSIST comprises a generation STP8 with the alerter 70 of a first extinguishing alert carrying this triggering of the first extinguisher 40. For example, the pressure sensor 400 of the first extinguisher 40 transmits a signal to the controller, and for example to the automatic pilot computer 65, this controller consequently transmitting a signal to the alerter 70 to request the transmission of the first extinguishing alert. For example, the message “ENG1 FIRE SHOT 1” is displayed.

[0109] Furthermore, the automatic assistance phase PHASASSIST possibly comprises, after the triggering of the first extinguisher 40, a generation with the alerter 70 and on order of the avionics system 60, of a second alarm if at least one fire detector 26-29 detects a fire or of a first alarm if no fire detector 26-29 detects a fire. The second alarm signals an immediate landing order, the first alarm signaling at least an end of the automatic assistance phase or a landing order as soon as possible. For example, the first alarm comprises the message “LAND AS SOON AS POSSIBLE”, and the second alarm comprises the message “LAND IMMEDIATELY”.

[0110] For example, the automatic assistance phase PHASASSIST comprises the following steps.

[0111] Thus, if at the end of a first predetermined duration after the triggering STP7 of the first extinguisher 40, no fire detector 26-29, and in particular of the burning compartment 21, transmits a signal to the controller to signal a fire, then the fire is considered to be extinguished. The method comprises a transmission STP10 of the first alarm. For example, the controller, or even the automatic pilot computer 65, transmits for this purpose a signal to the alerter 70 to request the transmission of the first alarm. The The pilot is then informed that the automatic assistance phase PHASASSIST is over and therefore that the fire is extinguished and / or that it is safe to land as soon as possible.

[0112] If, on the other hand, at the end of a predetermined monitoring period after the triggering of the first extinguisher 40, a fire detector 26-27 detects a fire in the burning compartment 21, the method comprises the triggering STP9 of the second extinguisher 45. The monitoring period may be equal to or different from the first predetermined period. For example, the controller, or even the automatic pilot computer 65, transmits a signal to the second extinguisher 45 for this purpose. The trigger 47 is then actuated to inject the fire-fighting agent from the second extinguisher 45 into the burning compartment.

[0113] Optionally, the automatic assistance phase PHASASSIST comprises a generation STP11 with the alerter 70 of a second extinguishing alert carrying this triggering STP9 of the second extinguisher 45. For example, the controller, or even the automatic pilot computer 65, transmits a signal to the alerter 70 for this purpose. For example, the message “ENG1 FIRE SHOT 2” is displayed.

[0114] Therefore, if at the end of a second predetermined duration after the triggering STP9 of the second extinguisher 45, no fire detector 26-29, and in particular of the burning compartment 21, transmits a signal to the controller to signal a fire, then the fire is extinguished. The method comprises a transmission STP12 of the first alarm.

[0115] The triggering STP9 of the second extinguisher 45 is in fact controlled by the avionics system 60 if a fire detector 26-27 still detects a fire at the end of the first predetermined activation duration after the triggering of the first extinguisher 40.

[0116] If, on the other hand, at the end of the second predetermined duration after the triggering STP9 of the second extinguisher 45, a fire detector 26-29 detects a fire, the method comprises a transmission STP13 of the second alarm. For example, the controller, or even the automatic pilot computer 65, transmits a signal to the alerter 70 for this purpose. The pilot is then informed that the automatic assistance phase PHASASSIST has not made it possible to extinguish the fire and that it is prudent to land immediately.

[0117] Naturally, the present invention is subject to numerous variations as to its implementation. Although several embodiments have been described, it is understood that it is not conceivable to exhaustively identify all possible modes. It is of course conceivable to replace a means described by an equivalent means without departing from the scope of the present invention defined by the claims.

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) of its own, each engine (16, 17) being connected to a fuel supply circuit (31, 36) provided with a supply cut-off switch (34, 38) of its own for cutting 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 a first fire extinguisher (40) and a second fire extinguisher (45), characterized in that the control method comprises: - detection (STP1), with at least one of the fire detectors (26-29), of a fire in a burning compartment among the engine compartments (21, 22), - following said detection (STP1) of a fire in the burning compartment, the method comprises an automatic assistance phase (PHASASSIST) controlled by an avionics system (60),the automatic assistance phase (PHASASSIST) comprising successively, automatically and with the avionics system (60), an activation (STP5) of the power cut-off switch (34, 38) of the engine (16, 17) present in the burning compartment 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 respective predetermined conditions.,

2. Method according to claim 1, characterized in that the aircraft (1) comprising at least one piloting member (8) influencing the movement of the aircraft (1) in the air, following said detection (STP1) of a fire in the burning compartment, the automatic assistance phase (PHASASSIST) comprises a regulation (STP4) of a position of said at least one piloting member (8) with the avionics system (60) to place said aircraft (1) in a predetermined flight configuration, the activation (STP5) of the power cut-off switch (34, 38) being triggered in parallel or following said regulation.

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

4. Method according to any one of claims 2 to 3, characterized in that said regulation (STP4) of a position of said at least one piloting member (8) with the avionics system (60) comprises a control of at least one value of one of the following parameters to a respective predetermined 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 burning compartment, an altitude or a height of the aircraft.

5. Method according to claim 1, characterized in that said activation (STP5) of the power cut-off switch (34, 38) is triggered following said detection (STP1) of a fire.

6. Method according to any one of claims 1 to 5, characterized in that said automatic assistance phase (PHASASSIST) comprises a measurement (STPCOND) with the avionics system (60) of a speed of a moving member (151, 152) of the engine (16, 17) arranged in the burning compartment, and the triggering (STP7) of the first extinguisher (40) controlled by the avionics system (60) following said activation (STP5) of the power cut-off switch (34, 38) when said speed of the moving member (151, 152) becomes less than or equal to a predetermined speed threshold.

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

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

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

10. Method according to any one of claims 1 to 9, characterized in that following the detection (STP1) of a fire, the automatic assistance phase (PHASASSIST) comprises a generation (STP3), controlled by the avionics 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, characterized in that following the activation (STP5) of the power cut-off switch (34, 38), the automatic assistance phase (PHASASSIST) comprises a generation (STP6), controlled by the avionics system (60) and with an alerter (70), of a status alert following said activation (STP5) of the power cut-off switch (34, 38).

12. Method according to any one of claims 1 to 11, characterized in that following the triggering (STP7) of the first extinguisher (40), the automatic assistance phase (PHASASSIST) comprises a generation (STP8), controlled by the avionics 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, characterized in that following the triggering (STP9) of the second extinguisher (45), the automatic assistance phase (PHASASSIST) comprises a generation (STP11), controlled by the avionics system (60) and with an alerter (70), of a second extinguishing alert.

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

15. A computer program comprising instructions which, when said program is executed by an avionics system (60), cause said avionics system (60) to implement the method according to any one of claims 1 to 14.

16. Aircraft (1) comprising at least two engines (16, 17), each engine (16, 17) being arranged in an engine compartment (21, 22) of its own, each engine (16, 17) being connected to a fuel supply circuit (31, 36) provided with a fuel cut-off switch (34, 38) of its own for cutting 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 fire extinguisher (40) and a second fire extinguisher (45), characterized in that said aircraft (1) comprises an avionics system (60) in communication with each fire detector (26-29), each fuel cut-off switch (34, 38), said at least one first fire extinguisher (40) and a second fire extinguisher (45), fire extinguisher (45), said avionics system (60) being configured to implement the method according to any one of claims 1 to 14.

17. Aircraft according to claim 16, characterized in that the aircraft (1) comprises at least one of the following characteristics: each power cut-off valve (34, 38) is a fire valve, each extinguisher among said at least one first extinguisher (40) and one second extinguisher (45) comprises a fire-fighting agent and a pipe (41, 43, 46, 48) per engine compartment (21, 22) to be able to convey said fire-fighting agent into each engine compartment (21, 22).

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

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