Electric energy receiving system, aircraft and electric energy transmission system

Abstract

The invention relates to an electric energy receiving system, an aircraft and an electric energy transmission system. The invention relates to an electrical energy receiving system comprising an electrical energy receiving device (2) comprising an electrical energy receiving element, referred to as a receiver, configured to receive electrical energy transmitted by an electrical energy transmitter, the electrical energy receiving device (2) being mounted so as to be movable between a retracted position, the electrical energy receiving system comprises a compartment (3) for accommodating the electrical energy receiving device (2) in the retracted position.

Description

TECHNICAL FIELD

[0001] The present invention relates to an electric energy reception system for moving an aircraft during taxiing. BACKGROUND

[0002] Before takeoff or after landing, an aircraft moves along the ground by taxiing along a taxiway of an airport facility between the area where the aircraft is parked and the runway used for takeoff and landing. During this so-called taxiing phase, the aircraft is rolling. During this phase, the aircraft uses the thrust produced by its propulsion units. It is also possible to use electric traction motors powered by its auxiliary power units (APU), but this is still in the feasibility study phase.

[0003] These solutions are not optimal because the aircraft consumes energy stored in its fuel tanks in the form of fuel in order to move along the ground, which means an increase in fuel consumption and total weight of the aircraft.

[0004] The aim of the present invention is to at least partially overcome these drawbacks. SUMMARY

[0005] To this end, an electric energy reception system for an aircraft is proposed, comprising an electric energy reception device comprising an electric energy reception element, called a receiver, configured to receive electric energy emitted by an electric energy emission element, called an emitter, the electric energy reception device being mounted so as to be movable between a retracted position and a deployed position, the electric energy reception system comprising a compartment for accommodating said electric energy reception device in the retracted position.

[0006] With the aid of the system according to the invention, it is possible to power the electric motors used by the landing gear of the aircraft, whereby it is possible to avoid having to use the propulsion units of the aircraft for taxiing and thus to reduce the total weight and fuel consumption of the aircraft. The aircraft therefore no longer consumes fuel when taxiing.

[0007] It should be noted that the emitter is distinct from the system described above, the emitter not forming part of this system.

[0008] According to another aspect, the electric energy reception device comprises a holding structure for the receiver and at least one actuator for driving this structure between the position in which the system is retracted and the position in which the system is deployed.

[0009] According to another aspect, the compartment comprises a fairing equipped with at least one mobile wall, said at least one mobile wall being movable between a position in which the compartment is closed and a position in which the compartment is completely open.

[0010] According to another aspect, the at least one mobile wall is fixed to the structure so that the actuator drives the at least one mobile wall between a closed position and a fully open position.

[0011] According to another aspect, the system comprises an actuator for pivoting the receiver.

[0012] According to another aspect, the system comprises a carriage carrying the receiver.

[0013] According to another aspect, the receiver comprises an inductive pad for cooperating in a contactless manner with the transmitter and / or a contact portion for cooperating by contact with the transmitter.

[0014] According to another aspect, the system comprises an electric motor configured to operate at least one wheel of the landing gear of the aircraft and configured to be powered via the receiver. According to another aspect, the system comprises a locking device for locking the electric energy reception device in a retracted position. According to another aspect, the system comprises a structural element configured to be attached to the fuselage of the aircraft and fixed to the support and to the actuator. According to another aspect, the system comprises at least one arm extending between a first end fixed to the structural element via a pivoting link and a second end fixed to the receiver via a pivoting link. According to another aspect, the receiver comprises an inductive pad for cooperating in a contactless manner with the transmitter and / or a contact portion for cooperating by contact with the transmitter.

[0015] Another subject of the application is an aircraft comprising a system as described above.

[0016] According to another aspect, the compartment is attached to the fuselage of the aircraft, preferably in the vicinity of the landing gear.

[0017] Another subject of the application is an electric energy transmission system comprising an aircraft as described above and an electric energy transmitter configured to power the receiver when the electric energy reception system is in the deployed position. BRIEF DESCRIPTION OF DRAWINGS

[0018] Other features, details and advantages will appear on reading the detailed description hereafter and on analysing the appended drawings, in which:

[0019] Figure 1 is a schematic perspective view of a front portion of an aircraft equipped with an electric energy reception system in a retracted position according to one embodiment of the application, seen from the side.

[0020] Figure 2 is a schematic perspective view of a front portion of Figure 1 , seen from the side, in which the electric energy reception system is in a deployed position.

[0021] Figure 3 schematic perspective view of an electrical energy receiving system according to the present application, seen from the side Figure 1 schematic perspective view of an electrical energy receiving system according to the present application, seen from the side

[0022] Figure 4 schematic perspective view of an electrical energy receiving system according to the present application, seen from the side Figure 2 schematic perspective view of an electrical energy receiving system according to the present application, seen from the side

[0023] Figure 5 schematic rear view of a system according to the present application Figure 1 schematic rear view of a system according to the present application

[0024] Figure 6 schematic rear view of a system according to the present application Figure 2 schematic rear view of a system according to the present application

[0025] Figure 7 schematic rear view of an electrical energy receiving system according to a variant embodiment of the present application Figure 1 schematic rear view of an electrical energy receiving system according to a variant embodiment of the present application

[0026] Figure 8 schematic view of a detail of an electrical energy receiving system according to the present application Figure 7 schematic view of a detail of an electrical energy receiving system according to the present application DETAILED DESCRIPTION

[0027] The examples and related conditions detailed herein are primarily intended to aid the reader in understanding the principles of the application and should not be construed as limiting the scope of the application to these specific examples and conditions. It will be understood that those skilled in the art can devise various arrangements which, although not explicitly described or shown herein, embody the principles of the application and are included within its spirit and scope.

[0028] Furthermore, the following description can describe the application in terms of relative simplicity. Other implementations of the application can be more complex, as will be understood by one skilled in the art.

[0029] In some cases, examples of modifications of the application can also be presented. This is done merely to aid in understanding, and is in no way meant to limit the scope of the application or establish a restriction on the application. These modifications are not an exhaustive listing, and one skilled in the art can make other modifications while still remaining within the scope of the application.

[0030] Furthermore, all statements herein as to the manner of using the principles, aspects and implementations of the application and the specific examples thereof are meant only to be illustrative and are not to be construed as limiting the scope of the application.

[0031] From Figures 1 to 8As can be clearly seen, the subject of this invention is an electrical energy receiving system, which is labeled 1 in the figure. System 1 includes an electrical energy receiving device, labeled 2 (which can be considered as a lifting actuation cylinder of system 1), and a compartment 3 for accommodating the electrical energy receiving device 2. System 1 is intended to be equipped on an aircraft A, and another subject of this invention is an aircraft A equipped with system 1.

[0032] The power receiving device 2 includes a power receiving element referred to as a receiver, which is labeled 4. The receiver 4 is configured to receive power transmitted by a transmitter 5, which is different from the power receiving system 1, as will be described in detail later.

[0033] As shown in the figure, device 2 is installed to be able to Figure 1 , Figure 3 , Figure 5 and Figure 7 The retraction position shown in the figure is the same as... Figure 2 , Figure 4 , Figure 6 and Figure 8 The receiver 4 moves between the extended positions shown in the diagram. In the retracted position, the receiver 4 is positioned inside the compartment 3. In the extended position, the receiver 4 is positioned outside the compartment 3 at a distance sufficient to receive the energy emitted by the transmitting element 5.

[0034] It is also evident from the diagram that compartment 3 is installed to be movable between a closed position and a position known as the fully open position.

[0035] System 1 is configured such that when compartment 3 is in the closed position, device 2 is in the retracted position, and when compartment 3 is in the fully open position, device 2 can be deployed, as will be described later.

[0036] Device 2 will now be described.

[0037] The device 2 includes a support 6 for mounting the receiver 4 to be movable, and an actuator 7 for driving the support 6 to move. The device 2 also includes a structural element 8 configured to be attached to the fuselage of the aircraft A and fixed to the support 6 and the actuator 7.

[0038] The support member 6 advantageously includes two parallel arms 10, 11 and at least one connecting arm that connects the parallel arms 10, 11 to each other. Each connecting arm is preferably orthogonally positioned relative to the parallel arms 10, 11. In the illustrated embodiment, the support member 6 includes three connecting arms 12, 13, 14, referred to as the upper arm, lower arm, and intermediate arm, respectively.

[0039] Each of the arms 10, 11 extends between a first end 15 fixed to the structural element 8 via a pivotal connection P and a second end 16 fixed to the receiver 4 via a pivotal connection P.

[0040] As best seen in Figure 6 When the system 1 is in the deployed position, the upper connecting arm 12 is positioned in the upper portion of the system 1, for example in the upper 1 / 5. In other words, the upper connecting arm 12 is positioned as close as possible to the upper end 15 in order to reinforce the upper end 15 and is positioned, for example, at a level corresponding to the upper fifth of the height of the arms 10, 11 in the upper portion and in the height direction.

[0041] When the system 1 is in the deployed position, the lower connecting arm 13 is positioned in the lower portion of the system 1, for example in the lower 1 / 5. In other words, the lower connecting arm 13 is positioned as close as possible to the lower end 16 in order to reinforce the lower end 16 and is positioned, for example, at a level corresponding to the lower fifth of the height of the arms 10, 11 in the lower portion and in the height direction.

[0042] The arm 13 is preferably fixed to the actuator 17 at its middle for deploying the receiver 4, as will be described later.

[0043] The intermediate connecting arm 14 is positioned between the upper connecting arm 12 and the lower connecting arm 13, for example at the lower 1 / 3. The arm 14 is preferably fixed to the actuator 7 at its middle.

[0044] The application is not limited to this configuration and any type of structure capable of serving as a support for the receiver 4 can be envisaged. In particular, the device 2 can comprise only one arm 10, or more than two arms 10, 11; likewise, the device 2 can not comprise connecting arms, or comprise one or two connecting arms, or more than three connecting arms. The connecting arms can in particular be uniformly or non-uniformly spaced according to the shape and dimensions of the compartment 3 of the device 2.

[0045] In the illustrated embodiment, the actuator 7 is an actuating cylinder, for example a hydraulic or pneumatic cylinder, the cylinder body 18 of which is fixed to the structural element 8 of the system 1 and a rigid rod 19 is fixed by one end to the intermediate connecting arm 14. The rod 19 slides inside the cylinder body 18 via an internal piston between a rest position in which the rod is inside the cylinder body and an extended position in which the rod 19 protrudes from the cylinder body 18. When the actuating cylinder is in the rest position, the system 1 is in the retracted position. When the rod 19 slides between the rest position and the extended position, the support 6 is pushed by the rod 19 and this causes the parallel arms 10, 11 to pivot about the axis of their respective pivotal connections 15 from the position in which the system 1 is retracted to the position in which the system 1 is deployed.

[0046] As can be seen from the figures, the system 1 comprises a carriage 20 which carries the receiver 4. The carriage 20 comprises a platform 21 on which the shafts of the pivoting connections 16 of the parallel arms 10, 11 are mounted. The carriage 20 is equipped with wheels, as in the first preferred variant embodiment illustrated in Figures 1 to 6 Figure 7 and Figure 8 as in the second variant embodiment illustrated in

[0047] The carriage 20 is advantageously equipped with a shaft 22 around which the hook 23 of the structural element 8 is hooked. The shaft 22 and the hook 23 form a locking device for locking the device 2 in the retracted position.

[0048] The system 1 also comprises an electric motor 24 and a unit 25 for distributing the electrical energy received by the receiver 4. The system also comprises a cable C or an electronic harness connected to the aircraft for transmitting the electrical energy. The electrical energy received by the receiver 4 can potentially be transmitted to the electric motor 24 via the unit 25 to operate the wheels of the landing gear. The invention is not limited to this configuration and the electrical energy received by the system 1 can be transmitted to an electric motor positioned outside the system 1, for example at the wheels of the landing gear.

[0049] The receiver 4 is mounted under the platform 21.

[0050] In the first variant, the receiver 4 takes the form of a pad 26, while in the second variant, the receiver 4 takes the form of a group of contact portions 27.

[0051] The pad 26 is configured to transmit the electrical energy emitted by the emitter 5 in a contactless manner. For example, using the induction technique, the emitter 5, which is preferably present on the ground S, is configured to generate an electromagnetic field, and the receiver 26 is an electromagnetic induction element configured to generate an electric current when positioned in the magnetic field generated by the emitter 5. In this case, the receiver 26 comprises at least one coil.

[0052] Each contact portion 27 is configured to transmit the electrical energy emitted by the emitter 5 when the contact portion 27 is in contact with the emitter 5, which can for example take the form of a track on the ground S. In this variant, the actuator 17, for example a pneumatic or hydraulic actuation cylinder, exerts a sufficient force for the electrical energy to be transmitted by friction.

[0053] The compartment 3 will now be described.

[0054] As can be seen from the figures, the compartment 3 comprises a fairing 31 equipped with at least one mobile wall which can move between a closed position and a position called fully open position. The fairing 31 is intended to be attached to a portion of the fuselage F of the aircraft A in the vicinity of the landing gear, for example in the vicinity of the front landing gear TA, as​Figure 1 and Figure 2 as illustrated in

[0055] When the at least one mobile wall is closed, the internal volume delimited by the fairing 31 and by the part of the fuselage F located inside the periphery of the fairing 31 is denoted V. The volume V is large enough to accommodate the electric energy reception device 2 in the retracted position.

[0056] In the illustrated embodiment, the compartment 3 comprises a fixed first wall 34 intended to be attached to the fuselage of the aircraft and a second wall 35 mounted so as to be mobile, possibly pivoting, between a closed position and a position called fully open position. The compartment 3 also comprises a third wall 36 in the shape of a butterfly having two wings 37, 38, one on each side of the axis 39. The wing 37 is intended to be attached to the fuselage, while the wing 38 is mounted so as to be pivoted about the axis 39 between a closed position and a position called fully open position.

[0057] The closed position of the wall 35 coincides with the closed position of the wing 38 and these closed positions define the closed position of the fairing 31.

[0058] The fully open position of the wall 35 coincides with the fully open position of the wing 38 and these fully open positions define the fully open position of the fairing 31.

[0059] The fixed wall 34 has a curved shape extending between an attachment edge 40 for attaching the compartment 3 to the fuselage of the aircraft and a joint edge 41 for connecting with the wall 35.

[0060] The mobile wall 35 has a curved shape, for example with a cross-section in the shape of a curved feature or a circular arc, extending between a hinged edge 42 and a free edge 43. In the closed position, the edge 42 is contiguous with the edge 41 of the fixed wall 34. The free edge 43 describes a circular arc C-43 illustrated in dashed line in Figure 4 between the closed position and the fully open position. In other words, the fully open position of the mobile wall 35 corresponds to the end of travel of the free edge 43 after it has travelled along the circular arc C-43 starting from the closed position. In the illustrated embodiment, the sector corresponding to the circular arc C-43 is an angle of 80°.

[0061] The wing 37 has a flat shape between an attachment edge 44 for attaching the butterfly 36 to the fuselage and the axis 39. The wing 38 has a flat shape between the axis 39 and a free edge 45. In the closed position, the edge 45 is contiguous with the free edge 43 of the wall 35. The free edge 45 describes a circular arc C-45 illustrated in dashed line in Figure 4the dashed circle C-45. In other words, the fully open position of the mobile wall 36 corresponds to the end of travel of the free edge 45 after it has travelled along the circular arc C-45 from the closed position. In the illustrated embodiment, the sector corresponding to the circular arc C-45 is an angle of 90°.

[0062] Thus, when the walls 35 and the wings 38 are in the closed position, the fairing 31 is closed and the structural element 8 and the walls 34, 35 and 36 delimit an internal volume V. In this position, the electric energy reception device 2 is enclosed in the volume V in the retracted position.

[0063] When the walls 35 and the wings 38 are in their respective end-of-travel, in the fully open position, the electric energy reception device 2 can be deployed.

[0064] Advantageously, the parallel arms 10 and 11 are placed against the inner surface of the mobile wall 35, for example via studs 46.

[0065] The operation when the system 1 is installed to the aircraft A will now be described.

[0066] In the flight phase, the system 1 is in the rest position: the fairing 31 is closed and the compartment 3 houses the device 2 in the retracted position. In this position, the system 1 only slightly increases the drag and has little or no impact on the aerodynamic efficiency of the aircraft A.

[0067] In the taxiing phase, the control unit operates the system 1 to bring it into the working position. The hook pivots about the shaft 22, thereby unlocking the system 1. The actuator 7 pushes the support 6 against the mobile wall 35, thereby opening the compartment 3. When the fairing 31 is in the fully open position, the actuator 17 pushes the carriage 20 against the ground.

[0068] Once fully deployed, the device 2 can receive electric energy from the transmitter 5 in a contactless manner or by contact.

[0069] Conversely, when the aircraft is in position for takeoff, the device 2 is retracted into the compartment 3, which is closed again, so that the system 1 does not interfere with the flight.

[0070] It should be noted that, although this is not depicted in Figures 1 to 6 , the system 1 according to the first embodiment also advantageously comprises a tensioner, such as for example the actuating cylinder 17, in order to hold the carriage 20 against the ground. Thus, the actuating cylinder 17 ensures a constant distance between the pad 26 and the ground (first variant) or a continuous contact between the contact 27 and the ground (second variant).

[0071] Figure 3 and Figure 4A lip L is depicted along the edge 43 and makes it possible for the compartment 3 to be held correctly in the closed position and to ensure that the system 1 has the proper aerodynamics in flight. These figures also depict rollers R against which the carriage 20 presses when the compartment is closed and the wing 38 which the carriage 20 closes.

[0072] Thus, the system 1 enables the aircraft to move during taxiing in a quieter and more ecological manner, while adding minimal additional weight and causing minimal disturbance to the aircraft in flight. In particular, by means of the system 1, the aircraft no longer consumes fuel during the taxiing phase and reduces the aircraft’s emissions of toxic gases such as NOx and COx.

[0073] In the illustrated embodiment, the system 1 takes the form of a module which only needs to be attached to the fuselage of the aircraft, thereby making it possible for the aircraft to be easily equipped with this module and for the system to be manufactured at the same time as the aircraft is being assembled in order to save time. However, the application is not limited to this embodiment and includes another embodiment in which the system 1 does not have the structural element 8 which is not part of the system but forms part of the fuselage. In this embodiment, the fuselage is equipped with a hinge for the energy reception device 2 and a mounting plate for attaching the fairing 3.

[0074] The person skilled in the art can make modifications and improvements to the above-described implementations of the application. In particular, the described embodiments and variants can be combined, provided that the embodiments and variants are not incompatible. The above description is illustrative rather than limiting. The scope of the application is therefore only defined by the scope of the following claims.

Claims

1. An electric energy reception system for an aircraft (A), comprising an electric energy reception device (2) comprising an electric energy reception element, called receiver (4), configured to receive electric energy emitted by an electric energy emission element, called emitter (5), the electric energy reception device (2) being mounted so as to be movable between a retracted position and a deployed position, the electric energy reception system comprising a compartment (3) for housing the electric energy reception device (2) in the retracted position.

2. The system of claim 1, wherein, The electric energy reception device (2) comprises a holding structure (6) for the receiver (4) and at least one actuator (7) for driving the structure (6) between a position in which the system (1) is retracted and a position in which the system (1) is deployed.

3. System according to one of the preceding claims, wherein, The compartment (3) comprises a fairing (31) equipped with at least one mobile wall movable between a position in which the compartment (3) is closed and a position in which the compartment (3) is completely open, the system (1) being configured so that, when the compartment (3) is in the closed position, the electric energy reception device (2) is in the retracted position and is housed inside the compartment (3), and, when the compartment (3) is in the completely open position, the electric energy reception device (2) is in the deployed position, the receiver (4) being positioned outside the compartment (3).

4. The system of claim 3, wherein, The at least one mobile wall is fixed to the structure (6) so that the actuator (7) drives the at least one mobile wall between the closed position and the completely open position.

5. System according to one of the preceding claims, comprising an actuator for pivoting the receiver (4).

6. System according to one of the preceding claims, comprising a carriage carrying the receiver (4).

7. System according to one of the preceding claims, comprising an electric motor configured to operate at least one wheel of a landing gear of the aircraft and configured to be powered via the receiver (4).

8. An aircraft comprising a system according to one of the preceding claims.

9. The aircraft of claim 8, wherein, The compartment is attached to the fuselage of the aircraft, preferably near the landing gear.

10. An electric energy transmission system comprising an aircraft according to claim 8 or claim 9 and an electric energy emitter configured to power the receiver (4) when the electric energy reception system (1) is in the deployed position.

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