Connector for an aircraft's electrical distribution network

Abstract

The invention relates to an aircraft electrical system (200, 310a, 310b) comprising a busbar (225a, 225b, 405, 410) extending longitudinally along a first axis, and at least one dipole (230, 415, 420) one pole of which is connected to a male electrical contact (230a) extending along a second axis (240a), said electrical system (200) further comprising at least one electrical connector (205, 425, 430, 435, 440) having a first connection member having a first housing in which at least a portion of the busbar (225a, 225b, 405, 410) is housed, said electrical connector (205, 425, 430, 435, 440) further comprising a second connection member electrically connected to and integral with the first connecting element, and having a second housing (210) in which is housed the male electrical contact (230a, 230b) of the dipole (230, 415, 420), so that the dipole (230, 415, 420) is connected to the bus bar (225a, 225b, 405,410) via the electrical connector (205), the electrical connector (205) being movable in translation via the first member along the first axis and along the bus bar (225a, 225b, 405, 410), and the connector (205) being movable in rotation around the male electrical contact (230a) via the second connecting member. Figure for the abbreviation: Fig. 2A,

Description

Title of the invention: Connector for an electrical distribution network of an aircraft Technical field of the invention

[0001] The present invention relates to electrical distribution circuits on board an aircraft. In particular, the present invention relates to the integration of batteries and / or accumulators, which may be in the form of packs, in aircraft, and their connections to the electrical distribution circuits by means of electrical connectors. State of the art

[0002] The architecture of electrical systems on board aircraft, including distribution circuits, is currently undergoing numerous developments, particularly with regard to work on hybridization and / or electrification of aircraft.

[0003] Such developments require in particular an increase in the electrical energy storage capacity on board aircraft. To achieve this, the number of battery packs on board aircraft must be significantly increased.

[0004] In order to facilitate their integration, it is envisaged to divide each battery pack into smaller modules, in order to distribute them in all available areas of the aircraft, such as the wings of the aircraft.

[0005] Each module comprises two poles, a positive pole and a negative pole, which are respectively connected to a first bus bar and a second bus bar. The connection of the modules via the bus bars is preferred to the use of flexible cables, in particular because of the electrical power transmitted in such electrical systems. Such bus bars have the advantage of being easily dimensionable with regard to the electrical power transmitted therein and the necessary insulation.

[0006] [Fig. 1] illustrates an example of an electrical system according to the prior art. The module 105 comprises a positive pole and a negative pole, respectively connected to a first 115 and a second 110 male electrical contacts. The positive pole and the negative pole of the module are respectively connected to a first 135 and a second 130 bus bar, respectively via two connectors 125, 120. As can be seen, the connectors 120, 125 each comprise on the one hand a female electrical contact, capable of cooperating with the male electrical contacts 110, 115, and on the other hand are fixedly connected to the bus bars 130, 135.

[0007] One of the disadvantages of such existing electrical systems is their rigidity. Indeed, such rigidity thus limits the areas of the aircraft in which such electrical systems can be arranged. For example, such electrical systems cannot not be placed in areas of the aircraft subject to severe deformation, such as the wings.

[0008] The invention aims to propose a technical solution to overcome such drawbacks. Statement of the invention

[0009] In this regard, the present invention provides an electrical system for an aircraft comprising a bus bar extending longitudinally along a first axis, and at least one dipole, one pole of which is connected to a male electrical contact extending along a second axis, said electrical system further comprising at least one electrical connector comprising a first connection member having a first housing in which at least a portion of the bus bar is housed, said electrical connector further comprising a second connection member electrically connected to the first connection member and secured to the first connection member, and having a second housing in which the male electrical contact of the dipole is housed, so that the dipole is connected to the bus bar via the electrical connector, the electrical connector being movable in translation via the first member along the first axis and along the bus bar,and the connector being movable in rotation around the male electrical contact by means of the second connection member.

[0010] Such an electrical system has, thanks to the connectors connecting the bus bars and the dipoles, flexibility, allowing in particular to place it in areas of the aircraft susceptible to deformation. The connectors allow in particular a translational movement along the bus bar and a rotational movement around the male electrical contact, so that when movements are induced by deformations of the areas in which the electrical system is arranged, the movement(s) of the connectors ensure a slight deformation of the electrical system.

[0011] According to one embodiment, the second connection member may comprise a second housing, the male electrical contact and the second housing being of complementary shapes.

[0012] According to one embodiment, the assembly of the male electrical contact in the second housing may be a sliding fitted assembly allowing the rotational articulation of the electrical connector to the dipole around the second axis.

[0013] According to one embodiment, a difference between a diameter of the second housing and a diameter of the male electrical contact may be positive.

[0014] According to one embodiment, the first housing of the first connection member can be delimited by a first electrical contact and a second electrical contact respectively arranged on either side of the first axis, said part of the bus bar and the first housing being assembled in a sliding fit, allowing the translational articulation of the electrical connector to the bus bar along the first axis.

[0015] According to one embodiment, the difference between a distance between the first and second electrical contacts and a thickness of the portion of the bus bar may be positive.

[0016] According to one embodiment, the electrical connector may be a single-piece.

[0017] According to one embodiment, the dipole may be an electric accumulator.

[0018] The invention also relates to an aircraft comprising an electrical system as described above, in which the electrical system may be arranged in a wing of the aircraft.

[0019] According to one embodiment, the dipole can be fixedly mounted in a wing of the aircraft.

[0020] The invention also relates to an electrical connector for an electrical system of an aircraft comprising: a first connection member comprising a first housing, delimited by a first and a second electrical contact, configured to receive at least part of a bus bar, a second connection member, integral and electrically connected to the first connection member, comprising a second housing configured to receive a male electrical contact of a dipole, characterized in that the first connection member and the second connection member are configured to be respectively assembled slidingly fitted on the part of the bus bar and the male electrical contact of a dipole.

[0021] Such a connector thus makes it possible to connect, in an electrical system intended to be on board an aircraft, a bus bar and a dipole so as to allow relative movement of the dipole with respect to the bus bars. Brief description of the drawings

[0022] The invention, according to an exemplary embodiment, will be well understood and its advantages will appear better on reading the detailed description which follows, given for information purposes and in no way limiting, with reference to the appended drawings in which:

[0023] [Fig-1] [Fig.l] represents an example of a connector used in the prior art to connect a pole of an electric accumulator to a bus bar of an on-board electrical system of an aircraft;

[0024] [Fig.2A] [Fig.2A] represents an example of a connector according to the invention for connecting a pole of an electric accumulator to a bus bar of an on-board electrical system of an aircraft;

[0025] [Fig.2B] [Fig.2B] represents the example connector of Figure 2 in perspective view;

[0026] [Fig.3A] [Fig.3A] illustrates an example of arrangement of an electrical system according to the invention in an aircraft, the aircraft being shown on the ground;

[0027] [Fig.3B] [Fig.3B] illustrates the airplane of [Fig.3A], when the airplane is in flight phase, and the wings undergo deformation; and

[0028] [Fig.4A], [Fig.4B] and [Fig.4C] Figures 4A, 4B and 4C illustrate the kinematics of the electrical system, when the electrical system is arranged in an aircraft wing subject to deformations during the different phases of flight. Description of the embodiments

[0029] Identical elements shown in the above-mentioned figures are identified by identical reference numerals.

[0030] An example of an electrical system 200 according to the invention is illustrated in [Fig.2A]. The electrical system 200 comprises one or more dipoles 230, capable of storing electrical energy and capable of restoring the electrical energy to other on-board electrical components of the aircraft, by means of one or more bus bars 225a, 225b.

[0031] The dipole 230 may be, for example, a battery, an accumulator, or a pack of batteries or accumulators. The dipole 230 comprises two poles, a positive pole 230a and a negative pole 230b. The positive pole 230a and the negative pole 230b may be connected to connection members, allowing them to be connected to an electrical system, such as the electrical system 200.

[0032] The electrical system 200 is subsequently described relative to the dipole 230, in the reference frame 240, fixed to the dipole 230.

[0033] For example, the connection members of a dipole 230 may be in the form of male electrical contacts. The male electrical contacts are sized to allow the passage of high voltage current, of the order of 1K V to 3K V. For example, the male electrical contacts may be in the form of pins 230a, 230b, extending out of the dipole 230.

[0034] The pins 230a, 230b can extend in parallel along an extension axis 240a.

[0035] The pins 230a, 230b may for example be of generally cylindrical shape, as shown in [Fig.2B]. The pins may have a constant diameter d1 over the entire length of the pins. The pins may be spaced from each other by a distance d2, which may be predetermined.

[0036] In the electrical system 200, the dipole 230 is connected to the bus bars 225a, 225b via the electrical connectors 205.

[0037] The bus bars 225a, 225b are electrically conductive devices, generally rigid, configured to allow the passage of high voltages. The bus bars 225a, 225b are used to connect in series or in parallel the dipoles as well as the other electrical components on board the aircraft. For example, in a series connection, the bus bar 225a can be used to connect the positive poles of the onboard dipoles 230, and the bus bar 225b can be used to connect the negative poles of the onboard dipoles 230.

[0038] The bus bars 225a, 225b extend longitudinally along a first longitudinal axis. In the illustrated electrical system, the first longitudinal axis of the bus bars 225a, 225b is arranged substantially transversely to the axis 240a, i.e. substantially parallel to the axis 240c.

[0039] The electrical connectors 205 are arranged between a pole 230a, 230b of the dipole 230 and the bus bar 225a, 225b.

[0040] As can be seen in [Fig.2B], the body 205a of the connector 205 may be of generally cylindrical shape.

[0041] Each connector 205 comprises a body 205a which comprises a first connection member connected to the bus bar 225a, 225b and a second connection member connected to the male electrical contact 230a, 230b of the dipole 230.

[0042] The first member comprises a first electrical contact 220a and a second electrical contact 220b respectively arranged on a first support element 215a and a second support element 215b.

[0043] The first and second support elements 215a, 215b extend from a flat surface of the connector 205, for example one of the bases of the cylindrical body of the connector 205. The first and second support elements 215a, 215b are spaced apart by a distance E1, preferably predetermined. In addition, the first and second support elements may be integral with the body of the electrical connector 205. The support elements 215a, 215b extend projecting from the body of the connector 205, and parallel to each other. The support elements 215a, 215b may have the same dimensions.

[0044] The first and second electrical contacts 220a, 220b are arranged respectively on one of the faces of the first and second support elements 215a, 215b, inside the space defined by the distance EL

[0045] These first and second electrical contacts 220a, 220b may for example be electrical pins of generally flat shape. The first and second electrical contacts 220a, 220b are spaced apart by a distance E2, and define, with the flat surface of the connector 205 from which the first and second support elements extend, a first housing configured to accommodate at least a portion of the bus bar.

[0046] In the illustrated electrical system 200, the first connection members of the connectors 205 are respectively mounted on the bus bars 225a, 225b. As can be seen in [Fig.2A], the bus bars 225a, 225b are arranged between the two electrical contacts 220a, 220b of the connectors 205.

[0047] The electrical contacts 220a, 220b of the connectors 205 are in contact with the bus bars 225a, 225b, allowing the passage of electric current between the bus bars 225a, 225b.

[0048] The assembly of the bus bars 225a, 225b in the first housings of the first connection members of the connectors 205 is a sliding adjusted assembly. In other words, a positive clearance exists between the dimensions of the housing along the axis 240b, i.e. the distance E2 between the electrical contacts 220a, 220b, and the thickness of the bus bars 225a, 225b.

[0049] Thus, the distance E2 can be substantially equal to the thickness of the bus bars 225a, 225b along the axis 240b. Preferably, when the first members are mounted on the bus bars 225a, 225b, i.e. the first and second electrical contacts 220a, 220b are arranged on either side of the bus bars 225a, 225b, a positive vertical clearance along the axis 240b exists between the electrical contacts 220a, 220b and the bus bars 225a, 225b.

[0050] For this, the distance E2 between the electrical contacts 220a, 220b may be of dimensions greater than the thickness of the bus bars 225, 225b. In particular, the existing vertical clearance may be between 2% and 10% of the distance E2. In other words, the distance E2 is equal to the sum of the thickness of the bus bars and the positive vertical clearance.

[0051] The vertical clearance allows in particular the connectors 205 to be articulated, that is to say to be mobile, in translation along the bus bar 225a, 225b.

[0052] In one embodiment, not shown, retaining elements are arranged on the support elements 215a, 215b and on the bus bars, making it possible to prevent, during the translational movement of the connector along the bus bar, the bus bar from becoming dislodged from the first housing of the first connection member.

[0053] An example of retaining elements may be, for example, a rail arranged on a surface of the bus bar, intended to come opposite one of the electrical contacts, and near this electrical contact, an element forming a guide, capable of cooperating with the rail. During translational movements along the rail, the guide translates in the rail, the guide limiting in particular the radial movements along the axis 240a and therefore the risks of dislodging the bus bar from the housing of the first connection member.

[0054] In one embodiment, the support elements may be made of an elastic material, i.e. they are capable of returning to an initial shape when subjected to elastic deformations. This may in particular facilitate the mounting of the bus bar in the first housing of the first member.

[0055] The second connection member comprises a second housing 210, configured to receive the male electrical contacts 230a, 230b. The second housing 210, which can also be described as a female electrical contact, can be arranged in the body 205a of the connector 205. The second housing 210 can be, for example, a blind hole, which does not pass through the body of the connector 205.

[0056] The second housing 210 has a shape complementary to the shape of the male electrical contacts 230a, 230b. For example, the second housing 210 may be in the shape of a cylinder.

[0057] The second housing 210 comprises a general diameter substantially equal to the diameter D of the electrical connectors. The male electrical contact 230a is fitted by adjustment in the second housing 210. In one embodiment, the male electrical contact 230a may bear against a bottom wall of the second housing 210.

[0058] When the male electrical contacts 230a, 230b are mounted in the second housings 210, the assembly is slidingly adjusted: a positive radial clearance exists between the inner surface of the housing and the outer surface of the male electrical contacts.

[0059] For this, the diameter of the second housing 210 may be of a dimension greater than the diameter D of the male electrical contacts 230a, 230b. In particular, the existing radial clearance may be between 2 and 10% of the diameter D. In other words, the diameter of the second housing 210 is equal to the sum of the diameter D and the radial clearance.

[0060] The radial clearance allows in particular the male electrical contact to be movable in rotation in the second housing along an axis substantially parallel to the axis of revolution of the housing 210. The connector 205 is thus articulated in rotation of the electrical connector around the male electrical contact of an axis substantially parallel to the second axis.

[0061] In one embodiment, the second connection members and / or the male electrical contacts comprise retaining elements (not shown). The retaining elements make it possible to prevent, during a rotational movement of the connector around an axis of rotation, the male electrical contacts from becoming dislodged from the second housings.

[0062] The first and second connection members are electrically connected, to allow current flow between the dipole 230 and the bus bars 225a, 225b.

[0063] The first and second connection members are secured by means of the body 205a of the connector 205. The connector 205 may be in one piece.

[0064] The freedom of rotational movement between the connector 205 and the dipole 230, as well as the freedom of translational movement between the connector 205 and the bus bars 230a, 230b make it possible to provide flexibility to the electrical system 200 at the level of the connection of the dipoles 230 to the bus bars 225a, 225b. Such flexibility makes it possible in particular to the electrical system 200, when it is installed in an area undergoing strong deformations during the flight phases of an aircraft, to absorb movements due to such deformations.

[0065] The invention will be better understood with reference to Figures 3A, 3B, 4A, 4B and 4C, in which the kinematics of the electrical system 200 on board an aircraft are illustrated.

[0066] Figures 3A and 3B illustrate an example of arrangement of two electrical systems 310a and 310b in the aircraft 300, when the latter is on the ground, and when the latter is in flight phase.

[0067] The aircraft comprises a main body 315 to which two wings 305a, 305b are attached.

[0068] As can be seen in [Fig.3A], when the aircraft is on the ground, the wings 305a, 305b are in a first configuration, in which the wings 305a, 305b extend from the body 315 rectilinearly along the two axes 315a, 315b.

[0069] In this example, the electrical systems 310a and 310b according to the invention are arranged in the wings 305a, 305b of the aircraft 300. Of course, these electrical systems can be installed in other areas of the aircraft likely to undergo deformations.

[0070] The dipoles of the electrical systems 310a and 310b may be fixedly connected to one or more portions of the area in which the electrical systems 310a and 310b are embedded. Thus, deformations of the area may cause the dipoles of the electrical systems 310a, 310b to move, and thus induce deformations of the electrical systems 310a, 310b.

[0071] Alternatively, the bus bars of the electrical systems 310a, 310b may be fixedly connected to one or more portions of the area in which the electrical systems 310a and 310b are embedded. Thus, deformations of the area may cause the bus bars 405, 410 to move, and thus induce deformations of the electrical systems 310a, 310b.

[0072] An enlarged schematic view of a portion 400 of the electrical systems 310a and 310b is illustrated in [Fig.4A]. The portion 400 of the electrical systems 310a and 310b comprises in particular two dipoles 415 and 420, the poles of which are respectively connected to a first 405 and a second 410 bus bar. Thus, the first poles of the dipoles 415, 420 are thus connected by means of connectors 425, 430 to the first bus bar 405 and the second poles of the dipoles 415, 420 are thus connected by means of connectors 435, 440 to the second bus 410.

[0073] In particular, the bus bar 405 is mounted in the housings of the first connection members of the connectors 425, 430, ie between the pairs of support elements 450a, 450b and 455a, 455b comprising electrical contacts. Similarly, the bus bar 410 is mounted in the housings of the first connection members of the connectors 435, 440, ie between the pairs of support elements 460a, 460b and 465a, 465b each comprising electrical contacts.

[0074] As explained previously, the connectors 425, 430 and 435, 440 are respectively connected and articulated in translation to the bus bars 405 and 410 by means of the first connection members.

[0075] According to one embodiment, the first connection members can be configured to be able to translate over a predetermined zone, called the translation zone. In the example illustrated, the predetermined zones associated with each connection member are indicated by the arrows 470, 475, 480 and 485.

[0076] The translation zones 470, 475, 480, 485 have a predetermined longitudinal length L1 along the bus bar.

[0077] According to another embodiment, the translation zones are spaced along the longitudinal direction by a predetermined safety distance, to prevent, when the connection members translate along the bus bar, them from colliding.

[0078] Alternatively, locking members may be arranged on either side of the translation zones, to limit the translation of the first connection members on the bus bars on the associated translation zone. This may be, for example, locking pads directly fixed on the bus bars.

[0079] Also, as indicated by the arrows, the connectors 425, 430, 435, 440 are rotatable, relative to the dipoles 415, 420, and more precisely relative to the electrical pins of the dipoles 415, 420 (not shown). Of course, the restricted rotational movement is constrained by the connection of the connectors 425, 430 and 435, 440 respectively to the bus bars 405, 410. Rotation of the connectors 425, 430 and 435, 440 is possible around the male electrical contacts of the dipoles 415, 420 of the axes 425a, 430a, 440a, 445a.

[0080] In the first configuration, preferably, the first members of the connectors 425, 430 and 435, 440 are substantially centered, i.e. close to the center of longitudinal distance D of the translation zones 470, 475, 480, 485.

[0081] When the aircraft is in flight phase, as can be seen in [Fig.3B], the wings are in a second configuration in which the wings 305a, 305b extend from the body 315 in a curve. In other words, the wings 305a, 305b at least partially form an angle with the axes 305a and 305b, characterizing the first configuration.

[0082] During this deformation, the electrical systems 310a and 310b are also subjected to this deformation. A portion of the electrical systems found in a deformed configuration is illustrated in [Fig.4B].

[0083] As can be seen, the first and second connecting members provide a degree of flexibility, in particular by translation (as indicated by the arrows) and rotation around the axes respectively.

[0084] Thus, the first connection members of the connectors 425, 430 and 435, 440 translate along the bus bars 405, 410, towards one end of the translation zones 470, 475, 480, 485.

[0085] The second connection members of the connectors 425, 430 and 435, 440 rotate around the axes 425a, 430a, 440a, 445a (as indicated by the arrows) relative to their position in the first configuration.

[0086] The movements of the connectors 425, 430 and 435, 440 are constrained by the connection to the same bus bars 405, 410.

[0087] The movements of the connectors 425, 430 and 435, 440 evolve according to the degree of deformation of the wing of the aircraft, i.e. according to the first and second configurations.

[0088] The movements of the connectors 425, 430 and 435, 440 are reversible, so that when the wings are deformed into the second configuration, they return to the first configuration.

[0089] The movement of the connectors 425, 430 and 435, 440 when the wings in the first configuration return to the second configuration, are movable in the opposite direction to that described.

[0090] As shown in [Fig.4C], the first connection members of the connectors 425, 430 and 435, 440 translate along the bus bars 405, 410 (from the position of the second configuration to the position in the first configuration as shown in [Fig.4A]) and the second connection members rotate about the rotation axes 425a, 430a, 440a, 445a (as indicated by the arrows) to a position of the second configuration.

[0091] Although the present invention has been described above with reference to specific embodiments, the present invention is not limited to the specific embodiments, and modifications that fall within the scope of the present invention will be obvious to a person skilled in the art. Naturally, to meet specific needs, a person skilled in the art of the invention may apply modifications to the foregoing description.

Claims

Claims

1. Electrical connector (205, 425, 430, 435, 440) for an electrical system (200, 310a, 310b) of an aircraft (300) comprising: a first connection member comprising a first housing, delimited by a first and a second electrical contact, configured to receive at least a portion of a bus bar (225a, 225b, 405, 410), a second connection member, integral and electrically connected to the first connection member, comprising a second housing configured to receive a male electrical contact (230a, 230b) of a dipole (230), characterized in that the first connection member and the second connection member are configured to be respectively assembled slidingly fitted on the portion of the bus bar (225a, 225b, 405, 410) and the male electrical contact (230a, 230b) of a dipole (230).

2. An electrical system (200, 310a, 310b) for an aircraft comprising a bus bar (225a, 225b, 405, 410) extending longitudinally along a first axis, and at least one dipole (230, 415, 420) one pole of which is connected to a male electrical contact (230a) extending along a second axis (240a), said electrical system (200) further comprising at least one electrical connector (205, 425, 430, 435, 440) according to claim 1, at least a portion of the bus bar (225a, 225b, 405, 410) is housed in the first housing of the first connection member, the male electrical contact (230a, 230b) of the dipole (230, 415, 420) being housed in the second housing of the second connection member of said electrical connector, so that the dipole (230, 415, 420) is connected to the bus bar (225a, 225b, 405, 410) via the electrical connector (205),the electrical connector (205) being movable in translation by means of the first member along the first axis and along the bus bar (225a, 225b, 405, 410), and the connector (205) being movable in rotation around the male electrical contact (230a) by means of the second connection member.,

3. Electrical system (200, 310a, 310b) according to claim 2, wherein the second connection member comprises a second housing (210), the male electrical contact (230a, 230b) and the second housing being of complementary shapes.

4. Electrical system (200, 310a, 310b) according to claim 3, in wherein the assembly of the male electrical contact (230a, 230b) in the second housing (210) is a sliding fitted assembly allowing rotational articulation of the electrical connector (205, 425, 430, 435, 440) to the dipole (230, 415, 420) around the second axis.

5. An electrical system according to claim 4, wherein a difference between a diameter of the second housing (210) and a diameter of the male electrical contact (230a, 230b) is positive.

6. Electrical system (200, 310a, 310b) according to claim 2 or 3, in which the first housing of the first connection member is delimited by a first electrical contact and a second electrical contact respectively arranged on either side of the first axis, said part of the bus bar and the first housing being assembled in a sliding fit, allowing the translational articulation of the electrical connector to the bus bar along the first axis.

7. The electrical system (200, 310a, 310b) of claim 6, wherein the difference between a distance between the first and second electrical contacts and a thickness of the portion of the bus bar is positive.

8. Electrical system (200, 310a, 310b) according to one of claims 2 to 6, in which the electrical connector is a single piece.

9. Electrical system (200, 310a, 310b) according to one of claims 2 to 7, in which the dipole is an electrical accumulator.

10. An aircraft (300) comprising an electrical system (200, 310a, 310b) according to one of claims 2 to 8, wherein the electrical system (200, 310a, 310b) is arranged in a wing (305a, 305b) of the aircraft (300).

11. An aircraft (300) according to claim 9, wherein the dipole is fixedly mounted in a wing (305a, 305b) of the aircraft (300).

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