Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
  • B64F1/00—Ground or aircraft-carrier-deck installations
  • B64F1/005—Protective coverings for aircraft not in use

Definitions

• the present invention relates to the protection of a portion of an aircraft body.
• patent application CN1966351 discloses a protective coating against dust and cold for the wings and engines of an aircraft.
• the covering comprises several sections linked together by cables in order to adapt the dimensions of the covering to those of the wings and engines. But the covering takes a long time to implement to hold the sections together.
• French patent application FR3057253 discloses a protective cover intended to cover the exterior envelope of an aircraft to limit the risk of freezing.
• the cover is made up of different patterns whose pieces are intended to be arranged around the envelope, then assembled together using seams.
• the cover internally comprises a network of perforated ducts connected to an air conditioning unit, so that the network of perforated ducts can diffuse conditioned air over the surface of the envelope in order to regulate the temperature and hygrometry of the aircraft in storage.
• the positioning of the cover is delicate because the cover can tear at the seams connecting the patterns. It also takes a long time to put the cover in place. Furthermore, this system is particularly complex.
• British patent application GB1527802 discloses a method of protecting an aircraft with multiple sheets of plastic film, comprising welding overlapping portions of the sheets to form an airtight envelope around at least one portion of the aircraft, evacuating air from the envelope and strapping the sheets with adhesive tape to hold them in position.
• Such a protection system is long and complex to implement.
• patent application GB2331972 discloses a system comprising wing envelopes and patent applications WO2018/014973 and US2002/023390 which disclose temporary shelters.
• An object of the invention consists of overcoming these drawbacks, and more particularly of providing means of protecting a portion of an aircraft body which are simple to produce and implement, in particular for a set-up time. quick work.
• a protective envelope for a portion of an aircraft body, comprising a frame and a canvas, the canvas being mechanically coupled to the frame and extending around the frame so that, in a deployed configuration of the envelope, the frame allows the fabric to be maintained, preferably a tension of the fabric, the frame being configured so as to be located between the portion of the aircraft body and a face internal of the canvas so that the canvas can cover at least partly the portion of the aircraft body while maintaining the canvas at a distance from the portion of the aircraft body, the frame comprising at least one conduit capable of being filled with a fluid, so that when the conduit is filled with a fluid the envelope deploys so that the canvas covers at least partly the portion of the aircraft body.
• it can be installed by non-technical personnel. For example, by a pilot or flight attendant.
• the internal face of the canvas is effectively kept at a distance from the portion of the aircraft body so as to protect the canvas from possible tears which could occur by friction against the portion of the aircraft body during the deployment of the envelope.
• the canvas is kept taut in the deployed configuration to improve the protection of the aircraft portion from external projectiles which could damage the aircraft.
• Such an envelope makes it possible to prevent elements projected in the direction of the aircraft from impacting its wall and damaging it.
• a protection system for a portion of an aircraft body, comprising an envelope as defined above, and a deployment system comprising a compression system and a connector, said at least a conduit of the envelope comprising an inlet port capable of being able to connect to the deployment system, the connector being configured to transmit a fluid from an outlet of the compression system to the inlet port so as to fill said at least one conduit through the fluid.
• Such a system is particularly suitable for automating the deployment of the protective envelope.
• an assembly comprising an aircraft and an envelope as defined above.
• the probe protrudes from the wall of the aircraft.
• the canvas does not come up against the probe.
• the canvas is kept, thanks to the frame, at a distance from the probe. This avoids the risk of the probe tearing the fabric.
• the thickness of the reinforcement is greater than the height of the probe. The height of the probe is measured in a direction perpendicular to the tangent to the wall of the aircraft at a base of the probe. The thickness of the reinforcement is measured in this same direction. This makes it easier to protect the aircraft, regardless of the equipment presented by this aircraft.
• a method of protecting a portion of an aircraft body comprising providing an envelope as defined above, and deploying the envelope so that the canvas of the envelope covers at least part of the portion of the aircraft body, the deployment comprising filling at least one conduit of the frame with a fluid.
• the invention relates to a protective envelope for a portion of an aircraft body, comprising a frame and a canvas, the canvas being mechanically coupled to the frame and extending around the frame of so that, in a deployed configuration of the envelope, the frame allows the fabric to be maintained, preferably a tension of the fabric, the frame being configured so as to be located between the portion of the aircraft body and a internal face of the fabric so that the fabric can cover at least partially the portion of the aircraft body while keeping the fabric at a distance from the portion of the aircraft body.
• the envelope comprising at least one sensor configured to collect measurements as well as a transmission device configured to transmit data relating to these measurements to a remote terminal. This transmission is carried out for example via a communications network, for example a data communications network.
• the envelope is a communicating envelope.
• the sensor is taken from: a shock sensor, for example an accelerometer, a pressure sensor, a humidity or hygrometry sensor, a position sensor, preferably using a positioning system by satellite (for example GPS® or Galileo®).
• the envelope is configured so that the transmission device transmits data when the measurements exceed a predetermined threshold.
• the envelope can send to a remote user information informing the latter of possible damage to the aircraft by projection of an object. It may for example be a branch or a bolt propelled onto the aircraft by the wind or by the passage of another aircraft. In this case, the user can now schedule maintenance for their aircraft, without disrupting their flight plan.
• the invention thus makes it possible to considerably facilitate the use of aircraft.
• Figure 1 illustrates schematically a perspective view of an aircraft according to the prior art
• Figure 2 schematically illustrates a perspective view of an aircraft and an embodiment of a protection system according to the invention
• Figure 3 schematically illustrates a perspective view of the aircraft and another embodiment of the protection system
• Figure 4 schematically illustrates another perspective view of the aircraft and the protection system of Figure 2
• Figure 5 schematically illustrates a perspective view of one embodiment of a protective envelope according to the invention
• Figure 6 schematically illustrates a perspective view of another embodiment of a protective envelope
• Figure 7 schematically illustrates a sectional view of another embodiment of a protective envelope.
• said at least one conduit comprises a fluid-tight hollow body.
• the envelope comprises a plurality of conduits forming a network of branched conduits.
• conduits are fluidly connected to each other.
• the armature comprises at least one inlet orifice configured to connect to a deployment system, the deployment system being configured to supply the armature with fluid.
• the frame forms at least one ring, said at least one ring being configured to surround at least partially the portion of the aircraft body when the frame is deployed.
• At least one ring is configured to enclose the portion of the aircraft body when the frame is deployed.
• said at least ring is located at at least one of the ends of the envelope.
• At least one ring has an external surface having at least one part forming, according to a section of said at least one ring, a completely closed continuous contour.
• a ring allows initial positioning of a part of the canvas around the portion of the aircraft body before deployment of the envelope.
• such a ring facilitates the deployment of the envelope according to a generator perpendicular to a section of the ring.
• the frame forms at least two rings, said at least two rings being configured to each surround at least partially the portion of the aircraft body when the frame is deployed.
• the reinforcement forms at least two rings each presenting a continuous contour.
• the reinforcement forms at least two rings, one of the two rings having a continuous contour and the other of the two rings having an interrupted contour to form an opening.
• this opening interrupts the continuity of the ring.
• this opening is carried by the ring located at the distal end of the envelope.
• this opening is configured to allow the deployment of the canvas when the ring encounters an obstacle such as a landing gear.
• this opening faces the ground when the frame is deployed.
• At least part of the canvas forms, at least in one section, a completely closed contour.
• the canvas comprises a transparent zone. A user can see through this transparent area. This zone is configured so as to let part of the optical radiation pass in the visible spectrum.
• the deployment system further comprises a housing configured to be fluidly connected to the connector and to the inlet port of said at least one conduit.
• the housing is configured to accommodate the envelope when the envelope is in a retracted configuration.
• the box is configured to be mechanically coupled to the envelope when the envelope is in the deployed configuration.
• the compression system comprises an electromechanical compressor.
• it is a compressor powered by electricity which allows a fluid such as air to be pressurized so as to inject it into the armature.
• a fluid such as air
• the compression system offers a particularly improved ease and speed of use.
• the compression system is a manual system.
• this system is configured to be operated by the user. It includes, for example, a pump allowing the fluid to be pressurized in order to inject it into the armature. This system is particularly inexpensive and lightweight.
• the envelope is configured so as to be supported by a portion of the aircraft body that the canvas covers at least in part when the envelope is in the deployed configuration.
• the assembly includes a protection system as defined above.
• the aircraft comprises at least one probe, for example a pressure probe, and the envelope is configured so that, when the conduit is filled with a fluid, the canvas of the envelope deploys without interfere with the probe.
• the canvas in the deployed configuration, is configured to cover at least 50% of the portion of the aircraft body.
• the canvas in the deployed configuration, is maintained at a distance from the portion of the aircraft body of between 5 cm and 50 cm.
• the portion corresponds to a driving position of an aircraft.
• the portion corresponds to a wing of an aircraft.
• the canvas comprises a transparent zone intended to be located at the level of a windshield of the aircraft.
• the deployment of the protective envelope is automated.
• the deployment of the protective envelope includes an extension of the armature along a generator.
• An aircraft 1 generally comprises a body having several portions 2 to 7, in particular a driving position 2, a tail 3, a fuselage 4 connecting the driving position 2 to the tail 3, a tail unit 5 and two left and right wings 6, 7.
• the aircraft 1 comprises other equipment mounted on the aircraft body 1, such as in particular, engines 8, front 9 and rear 10 landing gears, and access doors 11 .
• the protection system 20 comprises an envelope 21, called a protection envelope, and a deployment system 22.
• the envelope 21 is intended to protect a portion 2 to 7 of the aircraft body 1.
• FIGs 2 to 4 there is shown an envelope 21 adapted to protect the driving position 2 of the aircraft body 1 and in Figure 6, an envelope adapted to protect a wing 6, 7 of the aircraft body. aircraft 1.
• the envelope 21 is intended to protect a portion 2 to 7 of the aircraft body 1 against dust and more particularly against small solids which could damage the aircraft body, such as the rain, hail, leaves and twigs or maintenance parts, e.g. screws, nails, plastic plates steel or plastic, small maintenance tools, such as screwdrivers, hammers, etc.
• the envelope 21 comprises a frame 23 and a fabric 24.
• the fabric 24 is mechanically coupled to the frame 23.
• the fabric 24 can be sewn, glued or even fused by heating or by ultrasound.
• the canvas 24 can be made of fabric or plastic, or a combination of the two. In other words, canvas 24 is foldable.
• the fabric 24 is coupled to the frame 23 so that, in a deployed configuration of the envelope 21, the frame 23 allows the fabric 24 to be maintained.
• the fabric 24 follows the shape imposed by the frame 23.
• the fabric 24 is coupled to the frame 23 so that, in a deployed configuration of the envelope 21, the frame 23 allows tension of the fabric 24.
• the canvas 24 in a retracted configuration of the frame 23 the canvas 24 can be folded, or even folds under the effect of its own weight. In the deployed configuration of the frame 23, the fabric 24 no longer forms folds, particularly in the absence of an external constraint.
• the canvas 24 may comprise several parts of canvas assembled together by sewing, gluing or fusion by heating.
• the canvas 24 is made from a single part of canvas.
• the fabric 24 is liquid-tight to improve the protection of the aircraft 1.
• the fabric 24 has a resistance to perforation approximately equal to 800 J/m2 (the perforation tests are carried out with a tip having a diameter of 0.8 mm).
• the fabric 24 has resistance to perforation due to external elements having a diameter of between 4 and 4.9 cm, a mass of approximately 30.49 g, a falling speed of approximately 27.4 m/s and a kinetic energy of approximately 11.5 J.
• the canvas 24 has a generally parallelepiped shape.
• the fabric 24 has an external face 25, visible in Figures 2 to 6, an internal face 26 opposite the external face 25 and not visible in Figures 2 to 6 and four lateral faces 27 to 30.
• the fabric 24 has a thickness much less than the dimensions of the external 25 and internal 26 faces.
• the fabric 24 is solid, that is to say it does not have closed cavities, such as cells, nor a through cavity on one of its main lengths
• the fabric 24 when the fabric 24 is full, it may include micro cavities, that is to say through orifices depending on the thickness of the fabric 24, or even blind orifices on its external 25, internal 26 or lateral 27 to 30.
• the frame 23 is configured so as to be located between the portion 2 to 7 of the aircraft body 1 and an internal face 26 of the fabric 24 so that the fabric 24 covers at least partly the portion 2 to 7 of the aircraft body.
• the frame 23 is intended to be placed in contact with the portion 2 to 7 of the aircraft body 1.
• the frame 23 is configured so as to keep the fabric at a distance from the portion 2 to 7 of the aircraft body 1.
• the frame 23 is configured to maintain the canvas 24 at a distance from the portion 2 to 7 of the aircraft body 1 of between 5 cm and 50 cm.
• the distance is between 10 cm and 50 cm, and even more preferably between 15 cm and 50 cm.
• the envelope 21 risks not being deployed correctly and the canvas 24 risks not being correctly kept taut. If the distance is strictly less than 5 cm, the canvas 24 risks not passing over certain equipment projecting from the body of the aircraft 1, such as probes, for example pressure probes such as Pitot probes or antennas, and the envelope 21 also risks not being deployed correctly.
• the fabric 24 is therefore located at a distance from the portion 2 to 7, in other words the fabric 24 is not in contact with the portion 2 to 7 which it covers at least in part.
• the envelope 21 is configured to be deployed. That is to say that the envelope 21 can occupy a retracted position, in which the frame 23 and the canvas 24 are retracted, in other words the frame 23 and the canvas 24 are folded on themselves , and a deployed position in which the frame 23 and the canvas 24 are deployed so that the canvas 24 covers at least partly a portion 2 to 7 of the aircraft body 1 to protect the portion 2 to 7. In the position retracted, the envelope 21 does not protect the portion 2 to 7 of the aircraft body 1.
• the frame 23 comprises at least one conduit 40.
• the conduits may have a cylindrical shape.
• cylindrical we mean a surface generated by a straight line traveling a closed curve parallel to a so-called generating straight line.
• the conduits have a hollow body.
• the conduits 40 are further configured to be filled with a fluid, preferably under pressure. More particularly, the conduits 40 have a fluid-tight body so as to keep the fluid they contain under pressure in order to be able to keep the fabric 24 taut.
• the shock waves of impacts can be absorbed by the fabric 24 held in tension and by the deformation of the frame 23.
• the fluid can be a gas, for example air, or a liquid, for example the water.
• the conduits 40 are configured so that, when the conduits 40 are filled with the fluid, the envelope 21 deploys so that the canvas 24 covers at least partly the portion 2 to 7 of the aircraft body 1.
• the frame 23 is an inflatable structure.
• the envelope 21 passes from the retracted position to the deployed position by filling the conduit(s) 40 of the frame 23 with the fluid.
• the conduits 40 form a zone intended to be placed in contact with the portion 2 to 7 of the aircraft body 1.
• the conduits 40 form a support structure for the fabric 40 when the fluid fills the conduits 40.
• the frame 23 comprises a first part, called the external part, in contact with the fabric 24 and a second part, called internal, intended to be placed in contact with the portion 2 to 7 of the aircraft body 1.
• the frame 23 When the fluid fills the conduits 40, the frame 23 generates a space between the portion 2 to 7 of the aircraft body 1 and the internal face 26 of the fabric 24, to keep the fabric 24 at a distance from the portion 2 to 7
• the conduits 40 can be made of textile.
• the conduits 40 may include on their internal wall a thermoplastic polyurethane membrane to guarantee airtightness, and also to liquid, to maintain an inflation pressure inside the conduits 40.
• the distance separating the aircraft portion and the fabric 24 corresponds to a thickness of the frame 23, or more precisely to the thickness of a conduit 40 of the frame 23.
• the thickness of the frame 23 is measured in a direction perpendicular to the tangent to the wall of the aircraft at the point considered. If the conduit 40 has a circular circumference, then the thickness of the reinforcement 23 corresponds to the external diameter of the conduit 40.
• the canvas 24 is configured to cover at least 50% of the portion 2 to 7 of the aircraft body 1.
• the fabric 24 is configured to cover 80% of portion 2 to 7, or even 100% of portion 2 to 7.
• the frame 23 comprises a plurality of conduits 40 forming a network 41 of branched conduits 40.
• the frame 23 comprises several conduits 40 fluidly connected to each other.
• the armature 23 comprises at least one inlet orifice 42 configured to let the filling fluid of the conduit(s) 40 pass.
• the inlet port(s) 42 are configured to connect to the deployment system 22, the deployment system 22 being configured to supply the armature 23 with fluid.
• the deployment system 22 being configured to supply the armature 23 with fluid.
• the armature 23 forms at least one ring 50, 51, configured to surround at least partially the portion 2 to 7 of the aircraft body 1.
• a ring 50, 51 is configured to surround more than 50%, and even more preferably more than 75% the portion 2 to 7 of the aircraft body 1.
• a ring 50, 51 is configured to enclose the portion 2 to 7 of the aircraft body 1.
• a ring 50 is configured to be located at at least one of the ends of the envelope 21.
• the end ring 50 prevents the wind from rushing inside the envelope 21.
• the frame 23 forms at least two rings 50, 51, each configured to surround, each, at least partly the portion 2 to 7 of the aircraft body 1.
• a ring 51 is located at a proximal end of the envelope.
• the proximal end is configured to cover the end of the portion of the aircraft body 1 from which the envelope 21 is deployed.
• the distal end is located opposite the envelope 21 in relation to the proximal end.
• the ring at the proximal end is referenced 51 and the ring at the distal end is referenced 50.
• At least one ring 50, 51 has an external surface having at least one part forming, according to a section of said at least one ring 50, 51, a completely closed continuous contour.
• a ring 50, 51 allows initial positioning of a part of the canvas 24 around the portion 2 to 7 of the aircraft body 1 before the deployment of the envelope 21.
• a ring 50, 51 facilitates the deployment of the envelope 21 according to a generator Z perpendicular to a section of the ring 50, 51.
• at least one ring 50, 51 is formed in one piece.
• at least one ring 50, 51 delimits a single pocket, that is to say a single space intended to receive the fluid to inflate said at least one ring 50, 51.
• a ring 50, 51 formed of A single piece is, in particular, distinct from an arc-shaped conduit whose two ends can come together until they are in contact to form a partially closed discontinuous contour.
• the fully closed continuous contour is configured to enclose the portion 2 to 7 of the aircraft body 1 when the frame 23 is deployed.
• a ring 50, 51 configured to enclose the portion 2 to 7 of the aircraft body 1 we mean the fact that the ring 50, 51 entirely surrounds the portion 2 to 7 of the aircraft body 1. It is also said that the ring 50, 51 has a continuous contour entirely closed around the portion 2 to 7 of aircraft 1. Generally, by enclosing is meant to completely surround a section of the portion 2 to 7 of aircraft 1.
• At least one ring 50, 51 has an external surface having a portion configured to be in contact, at least partially, and preferably entirely, with the portion 2 to 7 of the aircraft body 1, when the armature 23 is deployed.
• said at least one ring 50, 51 prevents the wind from rushing between the canvas 24 and the portion 2 to 7 of the aircraft body 1.
• This advantage is even more beneficial when the user is positioning the envelope 21.
• the envelope 21 is thus much easier to install than other solutions in which the user must make several parts cooperate with each other to cover the portion 2 to 7 of the aircraft body 1. Indeed, in the context of the development of the present invention, it turned out that with a solution based on an envelope formed of several cooperating portions, these different portions offer strong wind resistance when handled, which makes very delicate installation by the user.
• the portion of the external surface of at least one ring 50, 51 is configured to be in contact with at least 25% of the external surface of a section of the portion 2 to 7 of the aircraft body 1 for example between 25% and 75%, preferably at least 75%, and more preferably entirely.
• the section of portion 2 to 7 of the aircraft body 1 being taken in a plane containing a ring 50, 51 when the envelope 21 is deployed.
• a ring 50, 51 surrounds a wing or a nose of the aircraft 1, the ring 50, 51 is in contact, by at least 25% and preferably by at least 75% of the length of the periphery of the wing section or the nose section, this section being taken in a plane containing the ring 50, 51.
• the ring 50, 51 can be closed or not.
• the ring 50, 51 is closed. According to another example it is open, for example to prevent the ring 50, 51 from encountering an obstacle such as a landing gear, when deploying the envelope.
• the ring has an opening. This opening is less than 25% of the circumference of the ring 50, 51.
• the distal end ring 51 has an external surface having a portion configured to be in complete contact with the portion 2 to 7 of the aircraft body 1, when the frame 23 is deployed.
• each ring 50, 51 has an external surface having a portion configured to be in complete contact, with the portion 2 to 7 of the aircraft body 1, when the armature 23 is deployed.
• the armature 23 has an external surface having a portion configured to be in contact at least partially, preferably entirely, with the portion 2 to 7 of the aircraft body 1, when the armature 23 is deployed , so as to prevent the wind from rushing between the portion of the external surface of the frame 23 and the portion 2 to 7 of the aircraft body 1.
• the portion of the external surface of the frame 23 is configured to be in contact with at least 25% of the external surface of the portion 2 to 7 of the aircraft body 1, for example between 25% and 75%, preferably at least 75%, and more preferably entirely.
• the portion of the external surface of the frame 23 allows the envelope 21 to be supported by the portion 2 to 7 of the aircraft body 1.
• the envelope 21 is configured so as to be supported by the portion 2 to 7 of the aircraft body 1 which the fabric 24 covers at least in part when the envelope 21 is deployed.
• the envelope 21 is not in direct contact with the ground.
• the envelope 21 is as close as possible to the aircraft 1, and allows movement of the aircraft 1 with the envelope 21 deployed, for example during a taxiing phase.
• this allows the envelope 21 to be located at a distance from the ground, which avoids damage to the envelope 21 by flying gravel and fluids flowing onto the ground.
• the envelope 21, in the deployed configuration forms a sleeve configured to cover the portion 2 to 7 of the aircraft body 1.
• the sleeve formed by the envelope 21 fits for example on a wing or on the nose of the aircraft.
• Such a sleeve allows, for example, an initial filling of the conduits 40 with the fluid, then positioning of the envelope 21 so that the envelope 21 covers at least partly the portion 2 to 7 of the aircraft body 1.
• the initial filling may include completely filling the conduits 40 so as to form the sleeve.
• the initial filling can be carried out when the envelope 21 is located at a distance from the portion 2 to 7 of the aircraft body 1.
• the fabric 24 may comprise at least one part 60 forming, at least along one section of the fabric 24, a completely closed contour.
• the canvas 24 is configured to leave an opening 90 for the passage of the front landing gear 9, as illustrated in Figure 4.
• the envelope 21 is shown in its deployed configuration.
• portion 2 to 7 of the aircraft body 1 corresponds to the driving position 2 of the aircraft 1.
• the armature 23 is in its deployed configuration, in other words the conduits 40 are filled with the fluid and are inflated.
• the fabric 24 is maintained, preferably in tension, in particular the fabric 24 is maintained at a distance D from the driving station 2. That is to say, the internal face 26 of the fabric 24 is located at the distance D from a external surface 101 of the driving station 2.
• the aircraft 1 may comprise at least one probe 100, for example a pressure probe.
• the envelope 21 is configured so that, when the conduit 40 is filled with a fluid, the canvas 24 of the envelope 21 deploys without interfering with the probe 100.
• the probe 100 projects from a wall of the aircraft 1, in particular from the external surface 101 of the wall of the aircraft 1.
• the canvas 24 does not come into contact with the probe 100.
• the canvas 24 is deployed, it is maintained, thanks to the frame 23, at a distance from the probe 100. More particularly, the probe 100 has a height H, and it is expected that the thickness of the frame 23 is strictly greater at height H. Thus, the risks of tearing of the fabric 24 by the probe 100 are avoided.
• the thickness of the reinforcement 23 is greater than the height of the probe.
• the height of the probe is measured in a direction perpendicular to the tangent to the wall of the aircraft at a base of the probe.
• the thickness of the reinforcement 23 is measured in this same direction. This makes it easier to protect the aircraft 1, whatever the equipment presented by this aircraft 1.
• the canvas 24 comprises at least one transparent zone 70. A user can see through this transparent zone.
• transparent we mean an area which allows at least 70% of a luminous flux to be transmitted, the wavelengths of which are included in the visible spectrum.
• This transparent zone is intended to be located at the level of a windshield of the aircraft 1, and more particularly at the level of a windshield of the driving station 2 of the aircraft body 1. This allows a pilot of the aircraft 1 to move the aircraft 1 on the ground while the canvas 24 partly covers the driving position 2, typically during a taxiing phase.
• the deployment system 22 comprises a compression system 80 and a connector 81.
• the connector 81 is configured to connect to at least one inlet port 42 of the frame 23.
• the connector 81 is further configured to transmit a fluid, stored in the compression system 80, from an outlet of the compression system 80 to the inlet orifices 42 so as to fill the conduit(s) 40 with the fluid.
• Compression system 80 may include an electromechanical compressor. Typically, it is a compressor powered by electricity which makes it possible to pressurize a fluid such as air so as to inject it into the armature 23. Such an electromechanical compressor is particularly inexpensive and light.
• the compression system 80 presents particularly improved ease and speed of use.
• the 80 compression system is a manual system.
• this system is configured to be operated by the user. It includes, for example, a pump making it possible to pressurize the fluid in order to inject it into the armature 23.
• This compression system 80 is particularly inexpensive and light.
• the deployment system may further comprise a housing 82 configured to be fluidly connected to the connector 80 and to the inlet orifices 42 of the conduit(s) 40.
• the housing 82 is configured to accommodate the envelope 21 when the envelope 21 is in a retracted configuration.
• the housing 82 is configured to be mechanically coupled to the envelope 21 when the envelope 21 is in the deployed configuration.
• the housing 82 remains linked to the envelope 21 when the latter is deployed on the portion 2 to 7 of the aircraft body 1. This makes it possible to have a complete autonomous system associated with the envelope 21. This reduces the risk of loss of certain elements of the system 22.
• the compression system 80 can be integrated into the housing 82.
• the compression system 80 can be removable, for example mounted on a mobile vehicle which is moved from one aircraft to another, or mounted on a power supply network linked to the hangar or aerodrome reserved for aircraft traffic and parking.
• the protection system 20 comprises a pressure sensor 200, as illustrated in Figure 2, configured to measure a pressure of the fluid filling the conduits 40 of the armature 23.
• the pressure sensor 200 can be mounted on the housing 82 and comprise a pressure detection unit located inside a conduit 40 of the frame 23.
• the detection unit is located inside the end ring 50.
• the pressure sensor 200 is electrically coupled, by a wired connection, to an electronic control device 201 of the housing 82.
• the electronic control device 201 may include a processor or a microprocessor.
• the electronic control device 201 is configured to control the compression system 80 in order to inject the fluid into the conduits 40 of the armature 23 with a desired pressure.
• the pressure sensor 200 is connected, by a wireless connection, to the electronic control device 201.
• the envelope 21 can comprise an additional pressure sensor 202, as illustrated in Figure 3, configured to measure an air pressure included in the space located between the fabric 24 and the aircraft body 1.
• the envelope 21 can also include a hygrometry sensor 203 configured to measure the hygrometry between the fabric 24 and the aircraft body 1.
• the additional pressure sensor 202 and the hygrometry sensor 203 are preferably mounted on the internal face 26 of the fabric 24.
• These two sensors 202, 203 can be provided with a wireless transmission device to transmit the information pressure and hygrometry measured remotely to control the state of the air located between the fabric 24 and the aircraft body.
• the two sensors 202, 203 can be electrically coupled to the electronic control device 201 configured to record the values of this information.
• we can alert the user who can decide to remove, or maintain, the envelope 21 deployed on the aircraft body 1.
• the protection system 20 comprises an accelerometer 204, as illustrated in Figure 3, configured to measure a deployment speed of the envelope 21.
• the accelerometer 204 can be mounted on the canvas 24 , preferably on the internal face 26, or on one end of the envelope 21, preferably on the ring 50 of the frame 23.
• the accelerometer is coupled to the electronic control device 201 of the housing 82, i.e. directly via a wired connection, or wirelessly.
• the electronic control device 201 can control a flow of fluid injected into the conduits 40 of the frame 23 as a function of the deployment speed of the envelope 21, in order to avoid untimely tearing.
• the accelerometer 204 can also be used, when the envelope 21 is deployed, to measure vibrations of the envelope 21 in the event of impacts of external elements against the envelope 21.
• the accelerometer 204 denoted also a shock sensor, makes it possible to alert the user of a possible tearing, for example when the accelerometer 204 measures speed information greater than or equal to a reference speed corresponding to a tearing of the fabric 24 or of the frame 23.
• the envelope 21 may further comprise a position sensor 207, for example mounted on the internal face 26 of the fabric 24 or on a conduit 40 of the frame 23. As illustrated in Figure 3, another example is shown in which the position sensor 207 is mounted on a ring 51 of the armature 23.
• the position sensor allows a user to locate the position of his aircraft 1, from the position transmitted by the position sensor, which makes it easier to find an aircraft 1 among a set of vehicles, generally parked in hangars and which are not visible from the tarmac.
• the protective envelope integrates one or more sensors 202 to 204 and can be configured so as to transmit the information collected by these sensors to a remote terminal.
• the envelope is thus a communicating envelope.
• the integration of one or more sensors and the ability to transmit the collected information can be used independently of the automatic nature of the deployment of the envelope.
• the envelope 21 may comprise at least one strap 205, 206, as illustrated in Figure 4, configured to hold the envelope 21 to the aircraft body 1.
• a strap 205, 206 may comprise a first hook intended to be fixed to the canvas 24, or to the frame 23, and a second hook intended to be hooked to a part of the aircraft 1, for example to the front landing gear 9.
• a strap 205, 206 comprises two hooks intended to be fixed on the envelope 21, the strap 205, 206 being positioned around the front landing gear 9, or another projecting part of the aircraft 9, so as to maintain the armature 23 in contact with the aircraft 1.
• the length of a strap 205, 206 is adapted so that the strap 205, 206 does not cause impacts against the aircraft 1 in the event of wind.
• a strap 205, 206 can be placed movable within a sheath mounted on the envelope 21.
• the sheath extends on the external face 25 of the fabric 24, preferably along a section of a ring 50, 51 of the frame 23, so as to be able to tighten the ring 50, 51 around part of the aircraft 1.
• the ring 50, 51 is tightened by adjusting the length of the strap 205, 206 movable within the sheath.
• the method comprises a deployment of the envelope 21 so that the fabric 24 of the envelope 21 covers at least partly the portion 2 to 7 of the aircraft body 1.
• the deployment includes filling the conduit(s) 40 of the armature 23 by a fluid.
• the method Prior to the deployment of the envelope 21, the method includes placing the envelope 21 in the retracted position.
• the envelope can be housed in the retracted position in the housing 82.
• the method includes positioning the housing 82 facing the the portion 2 to 7 of the aircraft body 1, for example by placing the housing in contact with the portion 2 to 7.
• the deployment includes an extension of the armature 23 along a generator Z, as illustrated in Figure 2.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Aviation & Aerospace Engineering (AREA)
• Position Fixing By Use Of Radio Waves (AREA)
• Protection Of Pipes Against Damage, Friction, And Corrosion (AREA)
• Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
• Buffer Packaging (AREA)
• Packaging Of Machine Parts And Wound Products (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=81581066

Family Applications (1)

Country Status (5)

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• 2022
  • 2022-03-17 FR FR2202364A patent/FR3133599A1/fr active Pending
• 2023
  • 2023-03-17 US US18/848,011 patent/US20250223054A1/en active Pending
  • 2023-03-17 CA CA3243724A patent/CA3243724A1/fr active Pending
  • 2023-03-17 WO PCT/EP2023/056854 patent/WO2023175127A1/fr not_active Ceased
  • 2023-03-17 EP EP23712228.8A patent/EP4493461A1/de active Pending

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