Envelope, system and method for protecting a portion of an aircraft body

Abstract

Protective envelope for a portion (2 to 7) of an aircraft body (1), comprising a framework (23) and a fabric (24), the fabric (24) being mechanically coupled to the framework (23) and extending around the framework (23) such that, in a deployed configuration of the envelope, the framework (23) makes it possible to retain the fabric (24), the framework (23) being configured so as to be situated between the portion (2 to 7) of the aircraft body (1) and an inner face (26) of the fabric (24) while keeping the fabric (24) at a distance from the portion (2 to 7) of the aircraft body (1), the framework (23) comprising at least one duct (40) that is able to be filled with a fluid such that, when the duct (40) is filled with a fluid, the envelope is automatically deployed in such a way that the fabric (24) at least partly covers the portion (2 to 7) of the aircraft body (1).

Description

[0001] “Protection envelope, system and method for a portion of an aircraft body”

[0002] TECHNICAL FIELD

[0003] The present invention relates to the protection of a portion of an aircraft body.

[0004] STATE OF THE ART

[0005] Currently, there are systems for protecting aircraft wings, engines, and empennage from dust or cold. One example is patent application CN1966351, which discloses a dust and cold protection coating for aircraft wings and engines. The coating consists of several sections connected together by cables to adapt the dimensions of the coating to those of the wings and engines. However, the coating takes a long time to implement to hold the sections together.

[0006] We can also cite French patent application FR3057253, which discloses a protective cover intended to cover the outer 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 by means of seams. The cover internally includes 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 humidity of the aircraft during storage. However, positioning the cover is tricky because the cover can tear at the seams connecting the patterns. Installing the cover is also time-consuming. Furthermore, this system is particularly complex.Furthermore, British patent application GB1527802 discloses a method of protecting an aircraft with a plurality of sheets of plastic film, comprising welding the overlapping portions of the sheets to form an airtight envelope around at least a portion of the aircraft, venting air from the envelope, and strapping the sheets with adhesive tape to hold them in position. Such a protection system is time-consuming and complex to implement.

[0007] Also of interest are patent application GB2331972, which discloses a system comprising wing envelopes, and patent applications WO2018 / 014973 and US2002 / 023390, which disclose temporary shelters.

[0008] An object of the invention is to overcome these drawbacks, and more particularly to provide means of protecting a portion of an aircraft body which are simple to produce and implement, in particular for a rapid implementation time.

[0009] SUMMARY

[0010] To achieve this objective, a protective envelope is proposed for a portion of an aircraft body, comprising a frame and a fabric, the fabric 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 held, preferably tensioned, the frame being configured so as to be located between the portion of the aircraft body and an internal face of the fabric so that the fabric can at least partially cover the portion of the aircraft body while keeping the fabric 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 fabric at least partially covers the portion of the aircraft body.

[0011] Thus, a means of protection is provided that is quick to implement. In particular, it can be installed by non-technical personnel. For example, by a pilot or flight crew. In addition, it is ensured that the inner face of the fabric is effectively kept away from the portion of the aircraft body so as to protect the fabric from possible tears that could occur by friction against the portion of the aircraft body during deployment of the envelope. Advantageously, the fabric is kept taut in the deployed configuration to improve the protection of the aircraft portion from external projectiles that could damage the aircraft. Such an envelope makes it possible to prevent elements projected towards the aircraft from striking its wall and damaging it.This is for example the case of projection of hailstones, gravel, branches or screws which may be present on the airfield and projected by the wheels of the aircraft or by air movements due to strong gusts of wind. Indeed, in the context of the development of the present invention, it was noted that the projection of this type of elements on the walls of an aircraft is largely responsible for the aging of the latter. Such an envelope is particularly suitable for protecting an aircraft against impacts. Such an envelope offers robust protection which is simple to install.According to another aspect, there is provided 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 one conduit of the envelope comprising an inlet orifice capable of being connected to the deployment system, the connector being configured to transmit a fluid from an outlet of the compression system to the inlet orifice so as to fill said at least one conduit with the fluid.

[0012] Thus, the user does not need to deploy the envelope around the aircraft part himself. Such a system is particularly suitable for automating the deployment of the protective envelope.

[0013] According to another aspect, an assembly is provided comprising an aircraft and an envelope as defined above. The probe projects from the wall of the aircraft. When the envelope is deployed, the fabric does not come into contact with the probe. Furthermore, when the fabric is deployed, it is kept, thanks to the frame, at a distance from the probe. Thus, the risks of the fabric being torn by the probe are avoided. Preferably, the thickness of the frame 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 frame is measured in this same direction. This makes it easier to protect the aircraft, regardless of the equipment presented by this aircraft.

[0014] According to another aspect, a method for protecting a portion of an aircraft body is provided, comprising providing an envelope as defined above, and deploying the envelope so that the fabric of the envelope at least partially covers the portion of the aircraft body, the deployment comprising filling at least one conduit of the frame with a fluid.

[0015] According to another aspect, the invention relates to a protective envelope for a portion of an aircraft body, comprising a frame and a fabric, the fabric 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 held, preferably tensioned, the frame being configured so as to be located between the portion of the aircraft body and an internal face of the fabric so that the fabric can at least partially cover 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 communication network, for example a data communication network.Thus, the envelope is a communicating envelope. According to one embodiment, 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 satellite positioning system (for example GPS® or Galileo®). Preferably, the envelope is configured so that the transmission device transmits the data when the measurements exceed a predetermined threshold.

[0016] In the particularly advantageous case of a shock sensor, the envelope can send information to a remote user informing the latter of possible damage to the aircraft by projection of an object. This could, 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 on his aircraft without disrupting his flight plan. The invention thus makes it possible to considerably facilitate the use of aircraft.

[0017] BRIEF DESCRIPTION OF THE FIGURES

[0018] The aims, objects, as well as the characteristics and advantages of the invention will emerge more clearly from the detailed description of embodiments and implementations thereof, illustrated by the following accompanying drawings in which: Figure 1, schematically illustrates 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 an embodiment of a protective envelope according to the invention;Figure 6 schematically illustrates a perspective view of another embodiment of a protective envelope; and Figure 7 schematically illustrates a sectional view of another embodiment of a protective envelope.;

[0019] The drawings are given by way of example and are not limiting of the invention. They constitute schematic representations of principle intended to facilitate the understanding of the invention and are not necessarily to the scale of practical applications.

[0020] DETAILED DESCRIPTION

[0021] Before commencing a detailed review of embodiments of the invention, optional features that may optionally be used in combination or alternatively are set forth below. According to one example,

[0022] - said at least one conduit comprises a hollow body impervious to the fluid.

[0023] - According to one example, the envelope comprises a plurality of conduits forming a network of branched conduits.

[0024] - In one example, several conduits are fluidically connected to each other.

[0025] - According to one example, the frame comprises at least one inlet port configured to connect to a deployment system, the deployment system being configured to supply fluid to the frame. - According to one example, the frame forms at least one ring, said at least one ring being configured to at least partially surround the portion of the aircraft body when the frame is deployed.

[0026] - According to one example, at least one ring is configured to enclose the portion of the aircraft body when the frame is deployed.

[0027] - According to one example, said at least one ring is located at at least one of the ends of the envelope.

[0028] - According to one example, at least one ring has an outer surface having at least one portion forming, along a section of said at least one ring, a fully closed continuous contour. Such a ring allows initial positioning of a portion of the fabric around the portion of the aircraft body before deployment of the envelope. Furthermore, such a ring facilitates deployment of the envelope along a generator perpendicular to a section of the ring.

[0029] - According to one example, the frame forms at least two rings, said at least two rings being configured to each surround at least in part the portion of the aircraft body when the frame is deployed.

[0030] - According to one example, the frame forms at least two rings, each having a continuous outline.

[0031] - According to another example, the frame 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. According to one example, this opening interrupts the continuity of the ring. According to one example, this opening is carried by the ring located at the distal end of the envelope. According to one example, this opening is configured to allow deployment of the fabric when the ring encounters an obstacle such as landing gear. According to one example, this opening is turned towards the ground when the frame is deployed.

[0032] - According to one example, at least part of the canvas forms, at least in one section, a fully closed contour.

[0033] - According to one example, the canvas includes a transparent area. A user can see through this transparent area. This area is configured to allow a portion of optical radiation in the visible spectrum to pass through.

[0034] - According to one example, the deployment system further comprises a housing configured to be fluidically connected to the connector and to the inlet port of said at least one conduit.

[0035] - According to one example, the housing is configured to accommodate the envelope when the envelope is in a retracted configuration.

[0036] - According to one example, the housing is configured to be mechanically coupled to the envelope when the envelope is in the deployed configuration.

[0037] - According to one example, the compression system comprises an electromechanical compressor. Typically, this is an electrically powered compressor that allows a fluid such as air to be pressurized so as to inject it into the frame. This system offers particularly improved ease and speed of use. Alternatively, the compression system is a manual system. Thus, this system is configured to be operated by the user. It comprises, for example, a pump for pressurizing the fluid in order to inject it into the frame. This system is particularly inexpensive and lightweight.

[0038] - According to one example, the envelope is configured so as to be supported by a portion of the aircraft body that the fabric at least partially covers when the envelope is in the deployed configuration.

[0039] - According to one example, the assembly includes a protection system as defined above.

[0040] - According to one example, 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 fabric of the envelope deploys without interfering with the probe.

[0041] - According to one example, in the deployed configuration, the fabric is configured to cover at least 50% of the aircraft body portion.

[0042] - According to one example, in the deployed configuration, the canvas is maintained at a distance from the portion of the aircraft body of between 5 cm and 50 cm.

[0043] - According to one example, the portion corresponds to a cockpit of an aircraft.

[0044] - According to one example, the portion corresponds to a wing of an aircraft.

[0045] - According to one example, the fabric comprises a transparent area intended to be located at the level of a windshield of the aircraft.

[0046] - According to one example, the deployment of the protective envelope is automated.

[0047] - According to one example, the deployment of the protective envelope includes an extension of the frame along a generator.

[0048] In Figure 1, an aircraft 1 according to the prior art is shown. An aircraft 1 generally comprises a body having several portions 2 to 7, in particular a cockpit 2, a tail 3, a fuselage 4 connecting the cockpit 2 to the tail 3, a tailplane 5 and two left and right wings 6, 7. In addition, the aircraft 1 comprises other equipment mounted on the aircraft body 1, such as in particular, engines 8, front 9 and rear 10 landing gear, and access doors 11.

[0049] In Figure 2, the cockpit 2 of the aircraft body 1 and a protection system 20 are shown. The protection system 20 comprises an envelope 21, called a protection envelope, and a deployment system 22.

[0050] In Figures 2 to 7, different embodiments of the protective casing 21 are shown. The casing 21 is intended to protect a portion 2 to 7 of the aircraft body 1. For example, in Figures 2 to 4, an casing 21 is shown adapted to protect the cockpit 2 of the aircraft body 1 and in Figure 6, an casing adapted to protect a wing 6, 7 of the aircraft body 1. In general, the casing 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 rain, hail, leaves and twigs or maintenance parts, for example screws, nails, steel or plastic plates, small maintenance tools, such as screwdrivers, hammers, etc.

[0051] The envelope 21 comprises a frame 23 and a fabric 24. The fabric 24 is mechanically coupled to the frame 23. For example, the fabric 24 may be sewn, glued, or fused by heating or ultrasound. The fabric 24 may be made of fabric or plastic, or a combination of both. In other words, the fabric 24 is foldable. More particularly, 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 held. Thus, the fabric 24 takes the shape imposed by the frame 23. Preferably, 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 tensioned. Preferably, in the retracted configuration of the frame 23, the fabric 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 external stress.

[0052] The fabric 24 may comprise several fabric parts assembled together by sewing, gluing or fusion by heating. Preferably, the fabric 24 is made of a single fabric part. Advantageously, the fabric 24 is liquid-tight to improve the protection of the aircraft 1. For example, the fabric 24 has a puncture resistance of approximately 800 J / m2 (the puncture tests are carried out with a tip having a diameter of 0.8 mm). In other words, the fabric 24 has a puncture resistance due to external elements having a diameter of between 4 and 4.9 cm, a mass of approximately 30.49 g, a fall speed of approximately 27.4 m / s and a kinetic energy of approximately 11.5 J. The fabric 24 has a generally parallelepiped shape. The canvas 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.Furthermore, the fabric 24 has a thickness much smaller than the dimensions of the external 25 and internal 26 faces. Preferably, the fabric 24 is solid, that is to say that it does not have closed cavities, such as cells, nor a through cavity on one of its main lengths X, Y. When the fabric 24 is solid, it does not have a space located between the external face 25 and the internal face 26 and opening onto two lateral faces. Furthermore, when the fabric 24 is solid, it may have 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 faces 27 to 30.

[0053] Furthermore, 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 at least partially covers the portion 2 to 7 of the aircraft body. In other words, the frame 23 is intended to be placed in contact with the portion 2 to 7 of the aircraft body 1. More particularly, 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. According to one example, the frame 23 is configured to keep the fabric 24 at a distance from the portion 2 to 7 of the aircraft body 1 of between 5 cm and 50 cm. Preferably, the distance is between 10 cm and 50 cm, and even more preferably between 15 cm and 50 cm. Indeed, if the distance is strictly greater than 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 protruding 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 canvas 24 is therefore located at a distance from the portion 2 to 7, in other words the canvas 24 is not in contact with the portion 2 to 7 which it covers at least in part.

[0054] Generally, the envelope 21 is configured to be deployed. That is to say, the envelope 21 can occupy a retracted position, in which the frame 23 and the fabric 24 are retracted, in other words the frame 23 and the fabric 24 are folded back on themselves, and a deployed position in which the frame 23 and the fabric 24 are deployed so that the fabric 24 at least partially covers a portion 2 to 7 of the aircraft body 1 to protect the portion 2 to 7. In the retracted position, the envelope 21 does not protect the portion 2 to 7 of the aircraft body 1.

[0055] The frame 23 comprises at least one conduit 40. For example, the conduits may have a cylindrical shape. By cylindrical is meant a surface generated by a straight line running through a closed curve parallel to a so-called generating line. In particular, 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. In particular, the shock waves of the impacts may be absorbed by the fabric 24 held in tension and by the deformation of the frame 23. The fluid may be a gas, for example air, or a liquid, for example water.Furthermore, the conduits 40 are configured so that, when the conduits 40 are filled with the fluid, the envelope 21 deploys so that the fabric 24 at least partially covers the portion 2 to 7 of the aircraft body 1. In other words, the frame 23 is an inflatable structure. Thus, 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. In particular, the conduits 40 form an area intended to be placed in contact with the portion 2 to 7 of the aircraft body 1. In other words, the conduits 40 form a support structure for the fabric 40 when the fluid fills the conduits 40. Generally, the frame 23 comprises a first part, called the external part, in contact with the fabric 24 and a second part, called the internal part, intended to be placed in contact with the portion 2 to 7 of the aircraft body 1.When the fluid fills the ducts 40, the frame 23 generates a space between the portion 2 to 7 of the aircraft body 1 and the inner face 26 of the fabric 24, to keep the fabric 24 at a distance from the portion 2 to 7. The ducts 40 may be made of textile. For example, the ducts 40 may comprise on their inner wall a thermoplastic polyurethane membrane to ensure airtightness, and also liquidtightness, to maintain an inflation pressure inside the ducts 40. Preferably, 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 duct 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 in question. If the conduit 40 has a circular circumference, then the thickness of the reinforcement 23 corresponds to the external diameter of the conduit 40.

[0056] More particularly, the fabric 24 is configured to cover at least 50% of the portion 2 to 7 of the aircraft body 1. Preferably, the fabric 24 is configured to cover 80% of the portion 2 to 7, or even 100% of the portion 2 to 7.

[0057] According to one embodiment, the frame 23 comprises a plurality of conduits 40 forming a network 41 of branched conduits 40. For example, the frame 23 comprises several conduits 40 fluidically connected to each other. Generally, the frame 23 comprises at least one inlet orifice 42 configured to allow the filling fluid of the conduit(s) 40 to pass through.

[0058] Advantageously, the inlet orifice(s) 42 are configured to connect to the deployment system 22, the deployment system 22 being configured to supply the frame 23 with fluid. Thus, an automated deployment of the envelope 21 is provided by an inflation of the frame 23. A deployment of the envelope 21 by inflation makes it possible to adapt the envelope 21 to the geometry of a portion 2 to 7 of the aircraft body 1.

[0059] According to another advantage, the frame 23 forms at least one ring 50, 51, configured to at least partially surround the portion 2 to 7 of the aircraft body 1. Preferably, 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.

[0060] For example, a ring 50, called an end ring, is configured to be located at at least one of the ends of the envelope 21. The end ring 50 prevents wind from entering the interior of the envelope 21.

[0061] Advantageously, the frame 23 forms at least two rings 50, 51, configured to surround, each, at least in part the portion 2 to 7 of the aircraft body 1.

[0062] A ring 51 is located at a proximal end of the shroud. The proximal end is configured to cover the end of the portion of the aircraft body 1 from which the shroud 21 is deployed. The distal end is located opposite the shroud 21 from the proximal end. As illustrated in FIG. 5, the ring of the proximal end is referenced 51 and the ring of the distal end is referenced 50.

[0063] According to another advantage, 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 fully closed continuous contour. Such a ring 50, 51 allows initial positioning of a part of the fabric 24 around the portion 2 to 7 of the aircraft body 1 before the deployment of the envelope 21. Furthermore, such a ring 50, 51 facilitates the deployment of the envelope 21 along a generator Z perpendicular to a section of the ring 50, 51. For example, at least one ring 50, 51 is formed from a single piece. In other words, 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 from 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 is understood to mean that the ring 50, 51 completely surrounds the portion 2 to 7 of the aircraft body 1. It is also said that the ring 50, 51 has a fully closed continuous contour around the portion 2 to 7 of the aircraft 1. Generally speaking, the term “enclose” is understood to mean completely surrounding a section of the portion 2 to 7 of the aircraft 1.

[0064] Generally, 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 frame 23 is deployed. Thus, said at least one ring 50, 51 prevents the wind from entering between the fabric 24 and the portion 2 to 7 of the aircraft body 1. This advantage is even more beneficial when the user is in the process of 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 has been found that with a solution based on an envelope formed of several cooperating portions, these different portions offer, during their handling, a strong wind resistance which makes installation by the user very delicate. According to one example, 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 the 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. The section corresponding to the part of the portion 2 to 7 of the aircraft body 1 surrounded by said at least one ring 50, 51.

[0065] For example, if a ring 50, 51 surrounds a wing or a nose of the aircraft 1, the ring 50, 51 is in contact, at least 25% and preferably at least 75% of the length of the periphery of the section of the wing or of the section of the nose, this section being taken in a plane containing the ring 50, 51.

[0066] Ring 50, 51 may or may not be closed.

[0067] According to one example it is closed. According to another example it is open, for example so that the ring 50, 51 does not encounter an obstacle such as landing gear, when the envelope is deployed. In this case, the ring has an opening. This opening is less than 25% of the circumference of the ring 50, 51.

[0068] More preferably, the distal end ring 51 has an outer surface having a portion configured to be in full contact with the portion 2 to 7 of the aircraft body 1, when the frame 23 is deployed. Thus, it is ensured that the wind does not rush between the portion of the outer surface of the end ring 51 and the portion 2 to 7 of the aircraft body 1. According to another advantage, each ring 50, 51 has an outer surface having a portion configured to be in full contact with the portion 2 to 7 of the aircraft body 1, when the frame 23 is deployed.

[0069] According to yet another advantage, the frame 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 frame 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. In other words, 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.

[0070] According to another advantage, 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. Preferably, the envelope 21 is configured so as to be supported by the portion 2 to 7 of the aircraft body 1 that the fabric 24 covers at least in part when the envelope 21 is deployed. Thus, the envelope 21 is not in direct contact with the ground. Thus, 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. In addition, this allows the envelope 21 to be located at a distance from the ground, which avoids damage to the envelope 21 by projections of gravel and fluids flowing on the ground.

[0071] Generally, 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 is fitted for example onto a wing or onto the nose of the aircraft. Such a sleeve allows, for example, an initial filling of the conduits 40 with the fluid, then a positioning of the envelope 21 so that the envelope 21 at least partially covers the portion 2 to 7 of the aircraft body 1. For example, the initial filling may comprise a complete filling of the conduits 40 so as to form the sleeve. For example, the initial filling may be carried out when the envelope 21 is located at a distance from the portion 2 to 7 of the aircraft body 1.

[0072] The fabric 24 may comprise at least one portion 60 forming, at least along a section of the fabric 24, a fully closed contour. Advantageously, the fabric 24 is configured to leave an opening 90 for the passage of the front landing gear 9, as illustrated in FIG. 4. In FIG. 7, the envelope 21 is shown in its deployed configuration. Furthermore, the portion 2 to 7 of the aircraft body 1 corresponds to the cockpit 2 of the aircraft 1. In the deployed configuration, the frame 23 is in its deployed configuration, in other words the conduits 40 are filled with the fluid and are inflated. Furthermore, the canvas 24 is maintained, preferably in tension, in particular the canvas 24 is maintained at a distance D from the driver's station 2. That is to say that the internal face 26 of the canvas 24 is located at the distance D from an external surface 101 of the driver's station 2. The aircraft 1 may comprise at least one probe 100, for example a pressure probe.Furthermore, the envelope 21 is configured so that, when the conduit 40 is filled with a fluid, the fabric 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. When the envelope 21 deploys, the fabric 24 does not abut against the probe 100. Furthermore, when the fabric 24 is deployed, it is held, 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 than the height H. Thus, the risks of tearing the fabric 24 by the probe 100 are avoided. Preferably, the thickness of the frame 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 frame 23 is measured in this same direction. This makes it easier to protect the aircraft 1, regardless of the equipment presented by this aircraft 1. According to another embodiment, the fabric 24 comprises at least one transparent zone 70. A user can see through this transparent zone. By transparent is meant an area which makes it possible to transmit at least 70% of a light flux whose wavelengths 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 cockpit 2 of the aircraft body 1. This allows a pilot of the aircraft 1 to move the aircraft 1 on the ground while the fabric 24 partially covers the cockpit 2, typically during a taxiing phase.

[0073] In Figure 2, an automated deployment mode of the envelope 21 is shown. 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 orifice 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. The compression system 80 may comprise an electromechanical compressor. Typically, this is an electrically powered compressor which makes it possible to pressurize a fluid such as air so as to inject it into the frame 23. Such an electromechanical compressor is particularly inexpensive and lightweight. Thus, the compression system 80 has particularly improved ease and speed of use.Alternatively, the compression system 80 is a manual system. Thus, this system is configured to be operated by the user. It comprises, for example, a pump for pressurizing the fluid in order to inject it into the frame 23. This compression system 80 is particularly inexpensive and lightweight.

[0074] Furthermore, the deployment system may further comprise a housing 82 configured to be fluidically connected to the connector 80 and to the inlet ports 42 of the conduit(s) 40. The housing 82 is configured to house 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. Thus, the housing 82 remains connected 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. Furthermore, the compression system 80 may be integrated into the housing 82.Alternatively, the compression system 80 may be removable, for example mounted on a mobile vehicle which is moved from one aircraft to another, or mounted on a power network linked to the hangar or the airfield reserved for aircraft traffic and parking. Advantageously, the protection system 20 comprises a pressure sensor 200, as illustrated in FIG. 2, configured to measure a pressure of the fluid filling the conduits 40 of the armature 23. For example, the pressure sensor 200 may be mounted on the housing 82 and comprise a pressure detection unit located inside a conduit 40 of the armature 23. Preferably, the detection unit is located inside the end ring 50. For example, 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 comprise 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 frame 23 with a desired pressure. According to another example, the pressure sensor 200 is connected, by a wireless link, to the electronic control device 201.

[0075] According to yet another advantage, the envelope 21 may comprise an additional pressure sensor 202, as illustrated in FIG. 3, configured to measure an air pressure included in the space located between the fabric 24 and the aircraft body 1. The envelope 21 may also comprise 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 may be provided with a wireless transmission device for transmitting the pressure and hygrometry information measured remotely to control the state of the air located between the fabric 24 and the aircraft body. Alternatively, the two sensors 202, 203 can be electrically coupled to the electronic control device 201 configured to record the values ​​of this information.Thus, depending on the hygrometry and pressure values, the user can be alerted and can decide to remove, or keep, the envelope 21 deployed on the aircraft body 1.

[0076] According to yet another advantage, the protection system 20 comprises an accelerometer 204, as illustrated in FIG. 3, configured to measure a deployment speed of the envelope 21. For example, the accelerometer 204 can be mounted on the fabric 24, preferably on the inner face 26, or on one end of the envelope 21, preferably on the ring 50 of the frame 23. Preferably, the accelerometer is coupled to the electronic control device 201 of the housing 82, either directly by a wired connection or wirelessly. Thus, the electronic control device 201 can control a flow of the 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 tears.

[0077] Advantageously, 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. Thus, the accelerometer 204, also noted as a shock sensor, makes it possible to alert the user of a possible tear, for example when the accelerometer 204 measures speed information greater than or equal to a reference speed corresponding to a tear of the fabric 24 or the frame 23.

[0078] 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 FIG. 3, another example is shown in which the position sensor 207 is mounted on a ring 51 of the frame 23. Advantageously, the position sensor allows a user to locate the position of his aircraft 1, from the position emitted 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.

[0079] Thus, the protective envelope integrates one or more sensors 202 to 204 and can be configured 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.

[0080] According to another advantage, the envelope 21 may comprise at least one strap 205, 206, as illustrated in FIG. 4, configured to hold the envelope 21 to the aircraft body 1. For example, a strap 205, 206 may comprise a first hook intended to be fixed to the fabric 24, or to the frame 23, and a second hook intended to be fixed to a part of the aircraft 1, for example to the front landing gear 9. Alternatively, a strap 205, 206 comprises two hooks intended to be fixed to 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 keep the frame 23 in contact with the aircraft 1. Preferably, the length of a strap 205, 206 is adapted so that the strap 205, 206 does not cause shocks against the aircraft 1 in the event of wind. According to another example, a strap 205, 206 can be placed movably within a sheath mounted on the envelope 21.In particular, the sheath extends over 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 a part of the aircraft 1. The tightening of the ring 50, 51 is carried out by adjusting the length of the strap 205, 206 movable within the sheath.

[0081] In Figures 2 to 4, 6 and 7, the main steps of a method for protecting a portion 2 to 7 of an aircraft body 1 are shown. The method can be implemented by the protection system 22 as defined above. In particular, the method comprises a deployment of the envelope 21 so that the fabric 24 of the envelope 21 at least partially covers the portion 2 to 7 of the aircraft body 1. The deployment comprises a filling of the conduit(s) 40 of the frame 23 with a fluid. Prior to the deployment of the envelope 21, the method comprises placing the envelope 21 in the retracted position. The envelope can be housed in the retracted position in the housing 82. Then, the method comprises positioning the housing 82 opposite the portion 2 to 7 of the aircraft body 1, for example by placing the housing in contact with the portion 2 to 7. Then inflating the frame 23 to deploy the envelope 21 in an automated manner.Advantageously, the deployment comprises an extension of the frame 23 along a generator Z, as illustrated in FIG. 2.

Claims

Demands 1. Protective enclosure for a portion (2 to 7) of an aircraft body (1), comprising a frame (23) and a fabric (24), the fabric (24) being mechanically coupled to the frame (23) and extending around the frame (23) such that, in a deployed configuration of the enclosure, the frame (23) provides support for the fabric (24), the frame (23) being configured to be located between the portion (2 to 7) of the aircraft body (1) and an inner face (26) of the fabric (24) so ​​that the fabric (24) can at least partially cover the portion (2 to 7) of the aircraft body (1) while keeping the fabric (24) away from the portion (2 to 7) of the aircraft body (1), the frame (23) comprising at least one conduit (40) capable of being filled with a fluid, such that when the conduit (40) is filled with a fluid the envelope unfolds so that the fabric (24) covers at least part of the portion (2 to 7) of the aircraft body (1).

2. Enclosure according to claim 1, in which said at least one conduit comprises a hollow body sealed against the fluid.

3. Envelope according to claim 1 or 2, comprising a plurality of conduits (40) forming a network (41) of branched conduits (40).

4. Envelope according to any one of claims 1 to 3, in which several conduits (40) are fluidically connected to each other.

5. Enclosure according to any one of claims 1 to 4, wherein the frame (23) includes at least one inlet port (42) configured to connect to a deployment system (22), the deployment system (22) being configured to supply the frame (23) with fluid.

6. Envelope according to any one of claims 1 to 5, in which the frame (23) forms at least one ring (50, 51), said at least one ring (50, 51) being configured to surround at least part of the portion (2 to 7) of the aircraft body (1) when the frame (23) is deployed.

7. Envelope according to claim 6, in which, said at least one ring (50, 51) is configured to enclose the portion (2 to 7) of the aircraft body (1) when the frame (23) is deployed.

8. Envelope according to claim 6 or 7, wherein said 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.

9. Envelope according to any one of claims 6 to 8, wherein the reinforcement (23) forms at least two rings (50, 51), one of the two rings (50) having a continuous contour and the other of the two rings (51) having an interrupted contour to form an opening, the opening being carried by the ring (50) located at a distal end of the envelope (21) and is turned towards the ground when the reinforcement (23) is deployed.

10. Envelope according to any one of claims 6 to 8, in which said at least ring (50, 51) is located at at least one of the ends of the envelope.

11. Envelope according to any one of claims 6 to 10, in which the frame (23) forms at least two rings (50, 51), said at least two rings (50, 51) being configured to surround, each, at least in part, the portion (2 to 7) of the aircraft body (1) when the frame (23) is deployed.

12. Envelope according to any one of claims 1 to 11, wherein at least a part (60) of the fabric (24) forms, at least in one section, a completely closed contour.

13. Envelope according to any one of claims 1 to 12, in which the fabric (24) comprises a transparent area (70).

14. Enclosure according to any one of the preceding claims, comprising at least one sensor (202 to 204) configured to collect measurements and a transmission device configured to transmit data relating to these measurements to a remote terminal.

15. Enclosure according to the preceding claim, in which the sensor (202 to 204) is taken from: a shock sensor, a pressure sensor, a humidity or hygrometry sensor, a position sensor.

16. Envelope according to claim 14 or 15, in which the transmission device is configured to transmit data when measurements exceed a predetermined threshold.

17. Protection system for a portion of an aircraft body (1), comprising an envelope according to any one of claims 1 to 16, and a deployment system (22) comprising a compression system (80) and a connector (81), said at least one conduit (40) of the envelope comprising an inlet port (42) capable of connecting to the deployment system (22), the connector (81) being configured to transmit a fluid from an outlet of the compression system (80) to the inlet port (42) so as to fill said at least one conduit (40) with the fluid.

18. System according to claim 17, wherein the deployment system (22) further comprises a housing (82) configured to be fluidly connected to the connector (81) and to the inlet port (42) of said at least one conduit (40).

19. System according to claim 18, wherein the housing (82) is configured to house the envelope when the envelope is in a retracted configuration.

20. System according to claim 18 or 19, wherein the housing (82) is configured to be mechanically coupled to the envelope when the envelope is in the deployed configuration.

21. System according to any one of claims 17 to 20, wherein the compression system (80) comprises an electromechanical compressor.

22. Assembly comprising an aircraft (1) and an envelope according to any one of claims 1 23. Assembly according to the preceding claim, wherein the envelope (21) is configured so as to be supported by a portion (2 to 7) of the aircraft body (1) which the fabric (24) covers at least in part, when the envelope (21) is in the deployed configuration.

24. Assembly comprising an aircraft (1) and a system according to any one of claims 17 to 21.

25. Assembly according to any one of claims 22 to 24 wherein the aircraft (1) comprises at least one probe, for example a pressure probe, and wherein the envelope is configured so that, when the conduit (40) is filled with a fluid, the fabric (24) of the envelope deploys without interfering with the probe.

26. Assembly according to any one of claims 22 to 25, wherein, in the deployed configuration, the fabric (24) is configured to cover at least 50% of the portion (2 to 7) of the aircraft body (1).

27. Assembly according to any one of claims 22 to 26, wherein, in the deployed configuration, the fabric (24) is kept at a distance from the portion (2 to 7) of the aircraft body (1) of between 5 cm and 50 cm.

28. Assembly according to any one of claims 22 to 27, wherein the portion (2 to 7) corresponds to a driver's seat (2) of an aircraft (1).

29. Assembly according to any one of claims 22 to 28, wherein the portion (2 to 7) corresponds to a wing (6, 7) of an aircraft (1).

30. Assembly according to any one of claims 22 to 29, wherein the fabric (24) comprises a transparent area (70), preferably intended to be located at the level of a windscreen of the aircraft (1).

31. Method of protecting a portion (2 to 7) of an aircraft body (1), comprising supplying an envelope according to any one of claims 1 to 16, and deploying the envelope so that the fabric (24) of the envelope covers at least part of the portion (2 to 7) of the aircraft body (1), the deployment comprising filling at least one conduit (40) of the frame (23) with a fluid.

32. Method according to claim 31, wherein the deployment is automated.

33. Method according to any one of claims 31 to 32, wherein the deployment includes an extension of the frame (23) along a generatrix (Z).

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