• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    automated fire and smoke detection, isolation, and recovery. the present invention relates to technologies described herein for detecting and recovering from an aircraft fire event. the technologies receive sensor data from a number of sensors associated with an aircraft. a determination is made as to whether the sensor data exceeds predefined thresholds that indicate the event of fire within the aircraft. In response to the determination that the sensor data exceeds predefined thresholds that indicate the fire event, the technologies determine a location of the fire event within the aircraft based on the sensor data and de-energize the aircraft components associated with the fire event . the technologies then initiate a fire suppression mechanism within the plane aimed at the location of the fire event.
    公开号:BR112012025482B1
    申请号:R112012025482-0
    申请日:2011-03-03
    公开日:2021-09-08
    发明作者:Gary R. Gershzohn；David J. Finton；Oscar Kipersztok；Dragos D. Margineantu
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    BACKGROUND
    [001] Although not a common occurrence, fire or smoke inside airplane cabins can be very dangerous. In some cases, fire or smoke can even be lethal. Specifically, fire or smoke can be lethal when (1) the flight crew cannot locate the source of the fire and suppress the fire and (2) the aircraft is too far from an airport to make an immediate landing for assistance from an fire department.
    [002] Airplane cabins often have many hidden areas (eg, behind walls, inside the ceiling, below the floor, etc.) that are not in direct view of the flight crew (eg, pilots, cabin crew , etc.) and passengers. As a result, flight crew and passengers may have difficulty detecting or even identifying the source of fire or smoke originating from such hidden areas. Any significant delay in detecting and identifying the source of fire or smoke inside the aircraft cabin can lead to extremely hazardous conditions for the flight crew and passengers. For example, fire can damage critical aircraft components, and inhaling smoke and fumes can affect the health of the flight crew and passengers.
    [003] Humans typically detect fire or smoke through the use of visual and olfactory senses. For example, humans can visually perceive fire or smoke. However, fire or smoke must reach a certain magnitude (eg density, thickness, etc.) before fire or smoke is visually perceptible by humans. That is, in the early stages of a fire, smoke can be light and thin, thereby making the location of the fire difficult to pinpoint. By the time the fire or smoke has reached a visually perceptible magnitude, the fire or smoke may have already reached dangerous levels. Also, if the fire or smoke originates from a hidden area, then the fire or smoke may not be visually noticeable until the fire or smoke has dangerously expanded beyond the hidden area.
    [004] Humans can also smell smoke, which can indicate the presence of a fire. However, the use of smell is generally limited to detecting that smoke exists as well as the magnitude and changes in magnitude of the smoke. Smell cannot specifically identify the origin of smoke or the direction from which the smoke originates. In order to help with manual smoke detection, planes can be equipped with smoke detectors.
    [005] Conventionally, only a limited portion of an aircraft is equipped with smoke detectors. These portions of the plane typically include the avionics compartments, lavatories, cargo compartments, and crew rest quarters. In other portions of the plane, fire or smoke can only be detected by human sight and smell. If the flight crew can identify the source of the fire or smoke, then the flight crew may use portable fire extinguishers on airplane 100 to suppress any corresponding fire or smoke assuming the flight crew can gain access to the source. If the flight crew cannot identify the source of the fire or smoke, then the flight crew initiates a checklist procedure.
    [006] Historically, aircraft manufacturers and airlines have provided the flight crew with a very long and detailed checklist that contains multiple troubleshooting steps. For example, in order to detect an electrical fire caused by a short circuit, the checklist can direct the flight crew to de-energize (eg turn off, disable, etc.) various components of the electrical system. In this way, the flight crew can identify the components of the electrical system that caused the electrical fire because the fire will dissipate when the relevant components are de-energized. While the long, detailed checklist is a complete or near-complete solution to identifying the source of fire or smoke, this long, detailed checklist is relatively complicated, requires substantial training, is subject to human error, and is relatively time-consuming to complete. For example, while running the checklist, the flight crew may mistakenly de-energize critical aircraft components that should not be de-energized.
    [007] In order to eliminate the complexity of the long and detailed checklist, reduce the potential for human error, and reduce the amount of time required to complete the checklist, aircraft manufacturers and airlines have developed a checklist shortened. This shortened checklist was developed based on an observation that most fire or smoke events inside airplane cabins were caused by only a few possibilities. For example, most electrically-based fires in airplanes are produced by air conditioning units that pump hot or cold air into the cabins of an airplane and by fans that circulate the air inside the cabins of airplanes. However, if the source of the fire or smoke is not covered by the shortened checklist, then the source of the fire or smoke may not be identified. In this case, the plane may need to make an emergency landing, assuming an airport is even readily available. In the worst case scenario where the source of the fire cannot be determined or suppressed and an airport is not readily available, the plane could be lost in the fire.
    [008] It is in relation to these and other considerations that the description given here is presented. SUMMARY
    [009] Technologies are described herein to detect, isolate, and recover from fire or smoke events within an aircraft or aircraft cabin. The plane is equipped with several sensors that detect the conditions of a fire or smoke event. Using intelligent algorithms, technologies can determine the source of fire or smoke based on sensor data. The technologies can then isolate and de-energize aircraft components as needed and automatically suppress fire or smoke without human interaction.
    [0010] According to an aspect presented here, several technologies provide the detection and recovery of a fire event inside an aircraft. Technologies receive sensor data from a number of sensors associated with an aircraft. A determination is made as to whether the sensor data exceeds predefined thresholds that indicate the fire event within the aircraft. In response to the determination that the sensor data exceeds predefined thresholds that indicate the fire event, the technologies determine a fire event location within the aircraft based on the sensor data and de-energize the aircraft components associated with the fire event. fire. The technologies then initiate the fire suppression mechanism inside the aircraft towards the location of the fire event.
    [0011] This Summary is provided to introduce a selection of concepts in a simplified form which are further described below in the Detailed Description. This Summary is not intended to identify the key features or essential features of the subject matter claimed nor is it intended that this Summary be used to limit the scope of the subject matter claimed. Furthermore, the claimed subject matter is not limited to implementations that address any or all of the disadvantages noted elsewhere in this description. BRIEF DESCRIPTION OF THE DRAWINGS
    [0012] Figure 1 is a block diagram showing an illustrative airplane equipped with an intelligent diagnostic and recovery system configured to detect, isolate, and recover from a fire or smoke event within an airplane or aircraft cabin, according to with some modalities;
    [0013] Figure 2 is a flowchart illustrating aspects of an exemplary method provided herein for detecting, isolating, and recovering from a fire or smoke event within an aircraft or aircraft cabin, according to some embodiments; and
    [0014] Figure 3 is a computer architecture diagram that shows aspects of an illustrative computer hardware architecture for a computing system capable of implementing the aspects of the modalities presented here. DETAILED DESCRIPTION
    [0015] The following detailed description is directed to technologies for detecting, isolating, and recovering from fire or smoke events within an aircraft or aircraft cabin. Specifically, some modalities provide an intelligent diagnostic and recovery system that detects the onset of a fire or cabin smoke event and locates the source of the fire or cabin smoke event. In the case of an electrical based fire, the intelligent diagnostics and recovery system also de-energizes components that are the fire's ignition source. The intelligent diagnostics and recovery system then manages corrective actions, such as suppressing the fire.
    [0016] Although the subject described here is presented in the general context of program modules that run in conjunction with the execution of an operating system and application programs on a computer system, those skilled in the art will recognize that other implementations can be executed in combination with other types of program modules. Generally, program modules include routines, programs, components, data structures, and other structure types that perform specific tasks or implement specific abstract data types. Furthermore, those skilled in the art will appreciate that the subject matter described herein can be practiced with other computer system configurations, including handheld devices, multiprocessor systems, microprocessor-based or programmable consumer electronics, minicomputers, host computers, and the like.
    [0017] In the following detailed description, references are made to the accompanying drawings which form a part thereof, and which are shown as illustration, specific modalities or examples. Referring now to the drawings, in which like numbers represent like elements across the various figures, aspects of a computer system and a methodology for detecting, isolating, and recovering from fire or smoke events within an aircraft or aircraft cabin will be described. Specifically, Figure 1 shows an airplane 100 that has a fuselage and at least one wing. Airplane 100 is equipped with an intelligent diagnostic and recovery system 102 coupled with a plurality of fire and smoke related sensors 104, according to some embodiments. The intelligent diagnostic and recovery system 102 includes a detection module 106, a location module 108, a component isolation module 110, and a decision support module 112. The fire and smoke related sensors 104 include one or more of electrical sensors 114, heat sensors 116, chemical sensors 118, smoke detectors 120, and visual imagers 122. It will be appreciated that the fire and smoke related sensors 104 may include other suitable sensors. The intelligent diagnostics and recovery system 102 is further coupled with a fire/smoke containment mechanism 124 and a fire/smoke suppression mechanism 126, which will be described in further detail below.
    [0018] Electrical sensors 114 detect shorts and malfunctions in the electrical system of airplane 100. Examples of electrical sensors 114 include, but are not limited to, circuit breakers and arc failure detectors, which detect improper current over an thread. Heat sensors 116 continuously measure temperature and detect sudden increases in temperature. In this way, heat sensors 116 can detect excessive heat that would normally be associated with a fire. Examples of heat sensors 116 include, but are not limited to, thermocouples and thermistors. A distributed array of heat sensors 116 throughout aircraft 100 can provide a spatial and temporal temperature distribution. Models based on the heat conduction equation can be used to estimate the start position, start time, and intensity of the heat source.
    [0019] Chemical sensors 118 detect the presence and movement of atmospheric constituents, such as fuel fumes and hazardous chemical fumes, and other substances released relating to fires and electrical failures. In some cases, these released substances may include atmospheric constituents of a fire that are released after the fire has started, thereby aiding in fire detection. In other cases, these released substances may include atmospheric constituents of flammable and otherwise potentially hazardous chemicals that are released before a fire has started, thereby aiding in the detection of chemical leakage and the prevention of a potential fire. Examples of potentially hazardous chemicals include sodium and chlorine, which, when combined in the proper proportions and exposed to water, can result in an exothermic reaction (ie, a very, very high temperature). Chemical sensors 118 may be installed near wire bundles within cargo or other suitable compartments of aircraft 100 where such atmospheric constituents are likely to form. A distributed array of chemical sensors 118 throughout the entire aircraft 100 can provide a spatial and temporal distribution of released substances.
    [0020] Smoke detectors 120 detect the presence and movement of smoke. Assemblies of smoke detectors 120 may be distributed throughout the cabin of airplane 100 to measure smoke diffusion. Appropriate diffusion equations and methodologies can be used to locate the source based on the dynamics and density of smoke measured by the smoke detectors 120.
    [0021] Visual imagers 122 provide visual feedback of fire or smoke to the flight crew. Examples of visual imagers 122 include, but are not limited to, video cameras and infrared cameras, such as Forward Looking Infrared ("FLIR") cameras. The visual data recorded by the visual imagers 122 can be displayed through a suitable display within the aircraft 100. The visual imagers 122 can be installed in different sections throughout the entire airplane 100 to provide the flight crew with the capability to monitor and retrieve on-demand images and video of the fire or smoke location. The flight crew can use the visual data from the visual imagers 122 to verify the presence of fire or smoke, as well as verify the success of any corrective actions that are taken to suppress the fire or smoke. For example, visual imagers 122 can allow the flight crew to cycle through multiple video spans in different sections of the airplane 100. In some cases, suitable pattern recognition algorithms and methodology can be used to automatically process and analyze the visual data.
    [0022] Generally, fire and smoke related sensors 104 should be distributed in such a way that fire and smoke originating in relevant visible or non-visible (i.e. hidden) areas of aircraft 100 can be properly detected. Specifically, the placement of sensors inside the cabin and other compartments of the airplane 100 can be optimized according to predefined functions and objectives. In order to reduce cost, a minimum number of fire and smoke related sensors 104 that can adequately achieve these functions and objectives can be selected and installed. Examples of predefined functions and objectives include, but are not limited to, ensuring (a) sufficient signal-to-noise ratios and measurement resolution (ie, the granularity at which an attribute can be measured) so that the corresponding data can be measured. mounted on mathematical models used by the intelligent diagnostics and recovery system 102, (b) redundancy in the event of sensor failures, (c) minimal added weight and minimum energy usage of the sensors, (d) fast execution of detection and location algorithms real-time and near real-time performed by detection module 106 and location module 108, respectively.
    [0023] The operation of the intelligent diagnostic and recovery system 102 begins with the detection module 106. The detection module 106 monitors the sensor data collected by the fire and smoke related sensors 104 in real time or near real time. When sensor data collected by one or more of the fire and smoke related sensors 104 exceeds predefined thresholds, the detection module 106 identifies a potential fire or smoke event. Operation of the intelligent diagnostic and recovery system 102 then proceeds to the location module 108.
    [0024] The location module 108 receives the sensor data from the detection module 106 or from the sensors relating to fire and smoke 104 and can employ suitable location algorithms to determine the origin position and/or the start time of fire or fire. smoke. The location module 108 can also employ probabilistic algorithms based on the intensity of the sensor data to estimate the dynamic progression of a fire or smoke event. As used herein, the term "location data" refers to the data determined by the location module 108. The location data includes the fire or smoke source position, the fire or smoke start time, and/or the progression estimated dynamics of fire or smoke.
    [0025] In one embodiment, the location module 108 utilizes a triangulation of the relevant fire and smoke related sensors 104 to determine the source position of the fire. In another embodiment, the location module 108 uses suitable correlation methods of the sensor data collected by the relevant fire and smoke related sensors 104 to determine the source position of the fire. In an illustrative example, the cross-correlation function between continuous measurements from two sensors placed along the smoke propagation direction can provide estimates of the time delay and direction of smoke as it moves between the first and second sensors. Assuming a constant velocity of smoke propagation, which is reasonable along an air duct, for example, this idea can be extended to multiple sensors placed in a distributed mode within the duct. Each pair of sensors can provide an estimate of the direction and velocity vector component of smoke propagation along the line between the two sensors. By interpolating the magnitude and direction of these vectors, the location of the smoke origin can be determined.
    [0026] In yet another modality, the location module 108 determines the origin position and/or the start time through a set of mathematical models using the heat conduction equation, the diffusion equation, the recognition algorithms. standard, smart search strategies, and smart graphical methods. In an example of a pattern recognition algorithm, fumes from different materials may have different physical and chemical characteristics (eg diffusion rates, chemicals, colors, etc.). The ability to recognize these characteristic patterns can provide an early indication to identify the source of the smoke. Examples of pattern matching algorithms can include the use of neural networks, Bayesian classifiers, and the like.
    [0027] An example of the research strategies includes, but is not limited to, using a Circuit Breaker Indication and Control System ("CBIC") to locate the source of the problem while minimizing cycling (i.e., operation and reset) of circuit breakers. In cases where fumes or smoke may be due to electrical shorts occurring in sections of wire bundles, it may be critical to be able to pinpoint the location of the short on several tens of miles of wire. Smart search strategies can include turning circuit breakers off in a specific order to minimize the number of steps to locate damage.
    [0028] An example of intelligent graphical methods includes, but is not limited to, using wire diagrams to determine the source location of a wire caused by shorts or arc faults in wire bundles. Advanced "smart graph" algorithms can render wire diagrams in electronic form. When wire diagrams are in electronic form, one can identify the wires that are affected when, for example, a specific switch is activated. With this capability, one can also identify the ripple effect of specific failures (eg which wires will be affected if a suspected switch has been damaged). Combining the capability of search methods with an intelligent graph can reduce the time it takes to isolate a problem related to a wire.
    [0029] As an illustrative example, the start time of fire or smoke can be determined as follows. Solutions to the diffusion equation can predict the density (or heat) of the diffusion material at a specific location at a specific time. Making smoke or heat propagation measurements and comparing these measurements to a specific solution of the diffusion equation can help "backward" based on the predictive model to when the source of the smoke may have started to produce smoke.
    [0030] When determining the home position and/or the start time of fire or smoke, the location module 108 can activate the fire/smoke containment mechanism 124 on the aircraft 100. In some embodiments, the fire/smoke containment mechanism fire / smoke 124 performs actions to prevent fire or smoke from spreading beyond a designated area. For example, the fire/smoke containment mechanism 124 can change the airflow within the aircraft 100 to direct the fire or smoke away from dangerous people or products (eg, explosives, corrosives, etc.). In some other embodiments, the fire/smoke containment mechanism 124 reduces the airflow to a given area. For example, if a fire is suspected or known to exist in a cargo plane, the fire/smoke containment mechanism 124 can completely depressurize the aircraft 100. In contrast to the fire/smoke suppression mechanism 126, the containment mechanism Fire / Smoke 124 does not release a fire suppression agent to extinguish fire or smoke. Operation of intelligent diagnostic and recovery system 102 then proceeds to component isolation module 110.
    [0031] The component isolation module 110 also receives the sensor data from the detection module 106 or directly from the fire and smoke related sensors 104. The component isolation module 110 then computes the suspected causes of the fire or smoke with based on the sensor data and produces estimates of the probability of failure of individual components (eg, electrical components) within airplane 100. Model-based and graphical probabilistic diagnostic methods can be used to model component dependencies in the electrical system of airplane 100 The ripple effect of an electrical component breakage due to a fault or current interruption can be explicitly modeled. Component isolation module 110 can compute suspected causes of fire or smoke using such models.
    [0032] Graphical probabilistic methods, also known as Bayesian networks, can be used to create or learn probabilistic diagnostic models. These models can identify the most likely failed components given a set of symptoms or observations. Pilots can observe the symptoms of problems in the form of Flight Deck Effects ("FDEs"). Other observable quantities, such as unusual odors and sounds, can be used. If a fire starts and spreads, the fire is likely to create damage that will trigger the occurrence of FDEs. Component isolation module 110, using the diagnostic models, can continuously provide a list of implicated failed components that may explain the symptoms. Knowing what the possible failed components are and their location can help narrow the fire's location.
    [0033] The component isolation module 110 can utilize an intelligent prioritization scheme and diagnostic algorithms to isolate and de-energize the relevant components. For example, the probability estimates of possible failed components provided by component isolation module 110 can be used to rank possible causes from most likely to least likely. As part of the process to find the location of the fire, additional fault isolation tests can be conducted in order of the most likely causes. Component isolation module 110 can de-energize electrical components that (a) caused fire or smoke, (b) fuel or worsen fire or smoke, or (c) have been damaged by fire or smoke. Relevant components can be isolated according to inference methods using a combination of relational and conditional probability update algorithms. When multiple components are associated with a given symptom, failure probability estimates can be made using Bayesian methods to classify the implicated components.
    [0034] The component isolation module 110 can automatically de-energize non-critical components (i.e., components deemed unnecessary for the proper and safe operation of the airplane 100). Component isolation module 110 can de-energize critical components (ie, components deemed necessary for the proper and safe operation of aircraft 100) only when receiving permission from the flight crew (eg, the pilot). Component isolation module 110 can dynamically identify non-critical components and critical components based on aircraft status, surrounding weather, flight phase, and/or knowledge of the aircraft's future position. Operation of the intelligent diagnostic and recovery system 102 then proceeds to the decision support module 112.
    [0035] The decision support module 112 performs automated actions to suppress fire or smoke as located in the location data of the location module 108. The decision support module 112 also provides recommended action response actions and a feedback for the flight crew. The decision support module 112 activates the fire/smoke suppression mechanism 126. In some embodiments, the fire/smoke suppression mechanism 126 is routed through the aircraft cabin 100 and releases a suitable fire suppression agent (by eg halon, inert gas, water, etc.) directly over fire or smoke. The fire/smoke suppression mechanism 126 is designed to reach visible and/or non-visible areas of the airplane 100.
    [0036] If the fire/smoke suppression mechanism 126 is activated by the airplane electrical system 100, then the decision support module 112 can provide a feedback to the flight crew when the decision support module 112 activates the decision support mechanism. fire/smoke suppression 126. However, when fire/smoke suppression mechanism 126 is turned on in the electrical system, decision support module 112 may fail to activate fire/smoke suppression mechanism 126 if fire or the smoke damage the electrical system. In this case, the fire/smoke suppression mechanism 126 can operate independently of electrical power and computer control. For example, fire/smoke suppression mechanism 126 may utilize a system of small tubes that run through the entire plane 100. These small tubes may contain halon or another fire suppression agent and may be adapted to melt at a temperature indicative of a fire or smoke event. Thus, when the fire or smoke event melts the small tubes, the fire suppression agent is subsequently released.
    [0037] When the fire/smoke suppression mechanism 126 is not connected to the electrical system of the airplane 100, the flight crew is not provided with a notification when the fire/smoke suppression mechanism 126 is activated. In this case, the flight crew can use updated sensor data from the fire and smoke sensors 104 to verify that the fire or smoke has been suppressed. For example, heat sensors 116, chemical sensors 118, and/or smoke detectors 120 can detect a reduction in the intensity of conditions relating to the fire or smoke event. In another example, the flight crew can see real-time or near-real-time video renditions of the source of the fire or smoke. In this way, the flight crew can visually verify that the fire or smoke has been suppressed. Pattern recognition algorithms can also be used to automatically verify that fire or smoke has been suppressed.
    [0038] Referring now to Figure 2, additional details will be provided regarding the operation of the intelligent diagnostic and recovery system 102. Specifically, Figure 2 is a flowchart illustrating aspects of an exemplary method provided herein for detecting, isolating, and recovering of fire or smoke events inside an airplane or airplane cabin, according to some modalities. It should be appreciated that the logic operations described herein are implemented (1) as a sequence of computer-implemented acts or program modules that execute in a computing system and/or (2) interconnected machine logic circuits or circuit modules within the computing system. Implementation is a matter of choice dependent on performance and other computing system requirements. Consequently, the logical operations described herein are referred to variously as states, operations, structural devices, acts, or modules. These operations, structural devices, acts, and modules can be implemented in software, in firmware, in special-purpose digital logic, and any combination thereof. It should be appreciated that more or less operations can be performed than shown in the figures and described herein. These operations can also be performed in a different order than the one described here.
    [0039] As shown in Figure 2, a routine 200 begins in operation 202, where the detection module 106 receives data from the sensors relating to fire and smoke 104. The sensor data may include the electrical data from the electrical sensors 114, the data temperature data from heat sensors 116, chemical data from chemical sensors 118, smoke data from smoke detectors 120, and visual data from visual imagers 122. Routine 200 then proceeds to operation 204, where the module detection 106 determines whether sensor data exceeds predefined thresholds that indicate the possibility of a fire or smoke event. Predefined thresholds can apply to sensor data from individual sensors or sensor data from various combinations of sensors. Preset thresholds can be configured so that when sensor data exceeds the preset threshold, the sensor data indicates that a fire or smoke event is likely to occur.
    [0040] If the detection module 106 determines that the sensor data does not exceed the predefined limits, then the routine 200 returns to operation 202, where the detection module 106 continues to receive and monitor the sensor data. If detection module 106 determines that the sensor data exceeds predefined limits, then routine 200 proceeds to operation 206, where location module 108 determines the location of the fire or smoke event based on the sensor data. For example, the location module 108 can determine the location of the fire or smoke event by triangulation of the relevant sensors by assembling the sensor data.
    [0041] In operation 208, location module 108 initiates fire/smoke containment mechanism 124. For example, fire/smoke containment mechanism 124 can change the airflow within aircraft 100 to direct fire or smoke away from dangerous people or products. In operation 210, component isolation module 110 also de-energizes components associated with the fire or smoke event. Specifically, component isolation module 110 can de-energize electrical components causing the fire or smoke event, as well as electrical components damaged by the fire or smoke event. When determining the location of the fire or smoke event, initiating the fire/smoke containment mechanism 124, and de-energizing any relevant electrical components, routine 200 proceeds to operation 212, where decision support module 112 initiates the mechanism. Fire / Smoke Suppression 126, which releases a fire suppression agent at the location of the fire or smoke event. Fire / smoke suppression mechanism 126 may or may not be electrically activated.
    [0042] Referring now to Figure 3, an exemplary computer architecture diagram showing aspects of a computer 300 is illustrated. Computer 300 may be configured to run at least portions of intelligent diagnostic and recovery system 102. Computer 300 includes a processing unit 302 ("CPU"), a system memory 304, and a system bus 306 that couples memory 304 to CPU 302. Computer 300 further includes a mass storage device 312 for storing one or more program modules, such as intelligent diagnostic and retrieval system 102, and one or more databases 314. mass storage device 312 is connected to CPU 302 through a mass storage controller (not shown) connected to bus 306. mass storage device 312 and its associated computer readable medium provide non-volatile storage for the computer 300. Although the description of the computer-readable medium contained herein refers to a mass storage device, such as a hard disk or a CD-ROM drive, it should It will be appreciated by those skilled in the art that the computer readable medium can be any available computer storage medium that can be accessed by computer 300.
    [0043] As an example, and not limitation, computer-readable medium may include a volatile and non-volatile, removable, and non-removable medium implemented in any method or technology for storing information such as computer-readable instructions, data structures, program modules, or other data. For example, computer readable medium includes, but is not limited to, RAM, ROM, EPROM, EEPROM, flash memory or other solid state memory technology, CD-ROM, digital versatile disks ("DVD"), HD- DVD, BLU-RAY, or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by the computer 300 .
    [0044] According to various embodiments, computer 300 can operate in a networked environment using logical connections to remote computers through a network 318. Computer 300 can connect to network 318 through a network interface unit 316 connected to the network. bus 306. It should be appreciated that other types of network interface units are also used to connect to other types of network and remote computer systems. Computer 300 may also include an input/output controller 308 for receiving and processing input from a number of input devices (not shown) including a keyboard, mouse, and microphone. Similarly, the input/output controller 308 can provide an output to a display or other type of output device (not shown) connected directly to computer 300.
    [0045] Based on the above, it should be appreciated that technologies to detect, isolate, and recover from fire or smoke events within an aircraft or aircraft cabin are presented here. Although the subject matter presented herein has been described in language specific to computer structural features, methodological acts, and computer readable media, it is to be understood that the invention defined in the appended claims is not necessarily limited to the specific features, acts, or media herein. described. Rather, specific features, acts, or means are described as exemplary ways of implementing the claims.
    [0046] The subject described above is provided for illustration only and should not be regarded as limiting. Various modifications and changes can be made to the subject matter described herein without following the exemplary embodiments and applications illustrated and described, and without departing from the true spirit and scope of the present invention, which is set forth in the following claims.
    权利要求:
    Claims (20)
    [0001]
    1. Method for detecting and recovering from a fire event within an aircraft, the method characterized in that it comprises: receiving sensor data associated with fire or smoke from a plurality of sensors (104, 114, 116, 118, 120 , 122) associated with the plane; determine if the sensor data exceeds predefined thresholds that indicate the fire event inside the aircraft; in response to determining that the sensor data exceeds predefined thresholds that indicate the fire event, determining a location of the fire event within the aircraft based on the sensor data; isolate and de-energize the airplane's electrical components associated with the fire event; and initiating a fire suppression mechanism (126) within the aircraft directed to the location of the fire event.
    [0002]
    A method according to claim 1, characterized in that receiving sensor data from a plurality of sensors (104, 114, 116, 118, 120, 122) associated with an aircraft comprises at least one of receiving electrical data from electrical sensors (114), receiving temperature data from heat sensors (116), receiving chemical data from chemical sensors (118), receiving smoke data from smoke sensors (120), and receiving visual data from visual imagers ( 122).
    [0003]
    3. Method according to claim 1, characterized in that determining a location of the fire event within the aircraft based on sensor data comprises determining the location of the fire event within the aircraft based on the triangulation of the plurality of sensors (104, 114, 116, 118, 120, 122) that gather the sensor data.
    [0004]
    4. Method according to claim 1, characterized in that it further comprises: in response to determining that the sensor data exceeds predefined thresholds that indicate the fire event, initiating a fire containment mechanism (124) that prevents the fire event spreads beyond a designated area.
    [0005]
    5. Method according to claim 4, characterized in that initiating a firestop mechanism (124) that prevents the fire event from spreading beyond a designated area comprises changing the airflow within the aircraft to direct the event away from dangerous people or products.
    [0006]
    6. Method according to claim 1, characterized in that de-energizing the aircraft components associated with the fire event comprises: isolating the electrical components of the aircraft causing the fire event; de-energize the electrical components of the plane causing the fire event.
    [0007]
    7. Method according to claim 1, characterized in that isolating and de-energizing the aircraft components associated with the fire event comprises: isolating the electrical components of the aircraft damaged by the fire event; and determine whether electrical components are critical to the safe operation of the plane.
    [0008]
    8. Method according to claim 7, characterized in that it further comprises: in response to determining that the electrical components are critical to the safe operation of the aircraft, requesting permission from the flight crew to de-energize the electrical components; and when receiving permission from the flight crew to de-energize electrical components, de-energize electrical components damaged by the fire event.
    [0009]
    9. Method according to claim 7, characterized in that determining whether the electrical components are critical to the safe operation of the airplane comprises determining whether the electrical components are critical to the safe operation of the airplane based on the status of the airplane, surrounding weather , flight phase and knowledge of the aircraft's future position.
    [0010]
    10. Method according to claim 1, characterized in that the fire suppression mechanism (126), upon initiation, releases a fire suppression agent directed to the location of the fire event.
    [0011]
    11. The method of claim 1, further comprising: checking the initiation of the fire suppression mechanism (126) based on the updated sensor data from the plurality of sensors (104, 114, 116, 118, 120, 122).
    [0012]
    12. An aircraft fire detection and recovery system, characterized in that it comprises: a plurality of sensors (104, 114, 116, 118, 120, 122) associated with an aircraft; a fire suppression mechanism (126) adapted to release a fire suppression agent, the fire suppression mechanism (126) coupled to the aircraft; a detection module (106) that receives sensor data associated with fire or smoke from the plurality of sensors (104, 114, 116, 118, 120, 122) and identifies a fire event within the aircraft when the sensor data exceeds predefined thresholds that indicate the fire event inside the plane; a location module (108) that receives sensor data from the plurality of sensors (104, 114, 116, 118, 120, 122) and determines a location of the fire event within the aircraft based on the sensor data; an electrical component isolation module (110) that de-energizes aircraft components associated with the fire event and initiates a firestop mechanism that prevents the fire event from spreading beyond a designated area; and a decision support module that initiates the fire suppression mechanism (126) to release the fire suppression agent to the fire event location.
    [0013]
    13. System according to claim 12, characterized in that the plurality of sensors (104, 114, 116, 118, 120, 122) comprise electrical sensors (114) adapted to detect shorts and arc faults in an electrical system from the plane.
    [0014]
    14. System according to claim 13, characterized in that the plurality of sensors (104, 114, 116, 118, 120, 122) further comprise heat sensors (116) adapted to continuously measure the temperature inside the aircraft and detect sudden increases in temperature that indicate the fire event.
    [0015]
    15. System according to claim 14, characterized in that the plurality of sensors (104, 114, 116, 118, 120, 122) further comprise chemical sensors (118) adapted to detect the atmospheric constituents of the fire event that are released after the fire event has started and the atmospheric constituents of the chemicals that are leaked before the fire event has started.
    [0016]
    16. The system of claim 15, characterized in that the plurality of sensors (104, 114, 116, 118, 120, 122) further comprise visual imagers (122) adapted to capture video of visible and not visible from the plane and smoke detectors adapted to detect smoke inside the plane.
    [0017]
    17. System according to claim 12, characterized in that the fire suppression mechanism (126) is electrically activated by the decision support module.
    [0018]
    18. System according to claim 12, characterized in that the fire suppression mechanism (126) is not electrically activated.
    [0019]
    19. System according to claim 18, characterized in that the fire suppression mechanism (126) comprises a plurality of tubes containing a fire suppression agent, the plurality of tubes releasing the fire suppression agent when the temperature of the fire event melts the plurality of tubes.
    [0020]
    20. Airplane, characterized in that it comprises: a plurality of sensors (104, 114, 116, 118, 120, 122) coupled to the airplane, the plurality of sensors comprising (a) electrical sensors (114) adapted to detect shorts and arc faults in an airplane electrical system, (b) heat sensors (116) adapted to continuously measure the temperature inside the airplane and detect sudden increases in temperature that indicate a fire event inside the airplane, (c) chemical sensors ( 118) adapted to detect the atmospheric constituents of the fire event that are released after the fire event has started and the atmospheric constituents of chemicals that are leaked before the fire event has started, (d) adapted visual imagers (122) to capture video of visible and non-visible areas of the aircraft, and (e) smoke detectors adapted to detect smoke inside the aircraft; a fire suppression mechanism (126) adapted to release a fire suppression agent, the fire suppression mechanism (126) coupled to the aircraft; a detection module (106) that receives sensor data associated with fire or smoke from the plurality of sensors (104, 114, 116, 118, 120, 122) and identifies the fire event within the aircraft when the sensor data exceeds limits presets that indicate the fire event inside the plane; a location module (108) that receives sensor data from the plurality of sensors (104, 114, 116, 118, 120, 122) and determines a location of the fire event within the aircraft based on the sensor data; an electrical component isolation module that de-energizes the electrical components of the aircraft causing the fire event, de-energizing the electrical components of the aircraft damaged by the fire event, and initiating a firestop mechanism that prevents the fire event spread beyond a designated area; and a decision support module that initiates the fire suppression mechanism (126) to release the fire suppression agent to the fire event location.
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    同族专利:
    公开号 | 公开日
    CN102822877A|2012-12-12|
    AU2011238813B2|2014-12-11|
    US20110240798A1|2011-10-06|
    AU2011238813A1|2012-08-30|
    CN102822877B|2015-07-29|
    JP5707483B2|2015-04-30|
    EP2556495A1|2013-02-13|
    JP2013523529A|2013-06-17|
    US8322658B2|2012-12-04|
    RU2576491C2|2016-03-10|
    RU2012146264A|2014-05-20|
    WO2011126631A1|2011-10-13|
    BR112012025482A2|2012-10-05|
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    法律状态:
    2019-01-08| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-01| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-07-20| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-09-08| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 03/03/2011, OBSERVADAS AS CONDICOES LEGAIS. PATENTE CONCEDIDA CONFORME ADI 5.529/DF, QUE DETERMINA A ALTERACAO DO PRAZO DE CONCESSAO. |
    优先权:
    申请号 | 申请日 | 专利标题
    US12/754,262|2010-04-05|
    US12/754,262|US8322658B2|2010-04-05|2010-04-05|Automated fire and smoke detection, isolation, and recovery|
    PCT/US2011/027018|WO2011126631A1|2010-04-05|2011-03-03|Automated fire and smoke detection, isolation, and recovery|
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