Airport installation comprising a contactless electrical power transfer device including a transmitter system attached to airport equipment and a receiver system attached to an aircraft

Abstract

Airport installation comprising a contactless electrical power transfer device including a transmitter system attached to airport equipment and a receiver system attached to an aircraft. The invention relates to an airport installation comprising at least one contactless electrical power transfer device (34) which includes at least one transmitter system (36) configured to generate an electromagnetic field and attached to mobile airport boarding / disembarking or loading / unloading equipment (26), and at least one receiver system (38) attached to an aircraft (10) and configured to generate an electric current when the receiver system (38) is positioned within the electromagnetic field emitted by the transmitter system (36). This solution allows a single piece of airport equipment (26) to perform several functions, including supplying electrical power to the aircraft.The invention also relates to an aircraft comprising at least one receiver system (38) configured to be coupled to a transmitter system (36) of airport equipment (26). Figure 3.

Description

Title of the invention: Airport installation comprising a contactless electrical energy transfer device including a transmitter system attached to airport equipment and a receiver system attached to an aircraft

[0001] The present application relates to an airport installation comprising a contactless electrical energy transfer device which includes a transmitter system attached to airport equipment and a receiver system attached to an aircraft and to an aircraft comprising a receiver system of a contactless electrical energy transfer device of such an airport installation.

[0002] When an aircraft is stationary on a parking apron at an airport facility, it is connected to a ground power unit, also called a GPU (for Ground Power Unit). This allows the aircraft's auxiliary power unit, a source of noise and pollution, to be switched off.

[0003] According to a first configuration, a ground-based electrical power unit is fixed and permanently installed at a boarding gate or parking area of ​​the airport facility. In this case, the ground-based electrical power unit is connected to the airport facility's electrical network.

[0004] According to a second configuration, a ground-based electrical power unit is mobile and mounted on a vehicle that is transported near the aircraft. In this case, the ground-based electrical power unit comprises an electrical power generator and / or batteries storing electrical energy.

[0005] Regardless of the configuration, a ground power unit is airport equipment dedicated primarily to supplying electrical power to aircraft. It requires the intervention of at least one operator to connect it to an aircraft, disconnect it, and possibly move it to the aircraft's vicinity. This equipment requires a relatively significant investment dedicated exclusively to a single function—supplying electrical power to aircraft on the ground—necessitates the intervention of an operator to connect / disconnect the equipment, and also leads to increased operating costs for airport facilities.

[0006] The present invention aims to remedy all or part of the drawbacks of the prior art.

[0007] To this end, the invention relates to an airport installation comprising at least one aircraft and at least one piece of airport equipment for boarding / disembarking or loading / unloading, which respectively include at least one first electrical network and at least one second electrical network, the airport equipment being mobile and configured to occupy a remote position in which the airport equipment is distant from the aircraft and a close position in which the airport equipment is attached to the aircraft.

[0008] According to the invention, the airport installation includes at least one contactless electrical energy transfer device comprising at least one transmitter system attached to the airport equipment, electrically connected to the second electrical network and configured to generate an electromagnetic field, and at least one receiver system attached to the aircraft, electrically connected to the first electrical network and configured to generate an electric current when the receiver system is positioned in the electromagnetic field emitted by the transmitter system.

[0009] This solution allows for the sharing of functions, as airport equipment is used not only for passenger boarding / disembarking or cargo loading / unloading but also for supplying electrical power to an aircraft on the ground. Thus, it is no longer necessary to provide airport equipment dedicated exclusively to supplying electrical power to the aircraft and allows for the automated connection / disconnection of the electrical connection to the aircraft without operator intervention.

[0010] According to another feature, the aircraft and the airport equipment each comprise at least one first electrical ground and at least one second electrical ground. In addition, the contactless electrical power transfer device comprises a connection system for the first and second electrical grounds, including a first electrically conductive element, integral with the aircraft and electrically connected to the first electrical ground, and a second electrically conductive element, integral with the airport equipment and electrically connected to the second electrical ground, the first and second electrically conductive elements being arranged so as to be in contact with each other when the airport equipment is in the close position.

[0011] According to another feature, the contactless electrical energy transfer device includes a centering system which has at least one male part attached to a first element among the aircraft and airport equipment and a female part configured to receive the male part attached to a second element different from the first element among the aircraft and airport equipment, the male and female parts being configured to cooperate with each other and allow self-centering of the transmitting and receiving systems with respect to each other.

[0012] According to another feature, the airport equipment is a boarding bridge, a boarding staircase, a container or baggage loader or a container or baggage conveyor.

[0013] According to another feature, the airport equipment includes a floor, the transmitting system being positioned below the floor of the airport equipment.

[0014] According to another feature, the transmitting and receiving systems comprise first and second faces, respectively. In addition, the airport equipment comprises at least one support to which the transmitting system is connected, the support and the transmitting system being arranged so that the first face of the transmitting system is positioned opposite the first face of the receiving system when the airport equipment is in the close position.

[0015] According to another feature, the support is articulated and comprises a first part fixed to the airport equipment and a second part articulated relative to the first part and fixed to the transmitting system, the transmitting system being configured to occupy a deployed state in which the transmitting system is away from the airport equipment and is positioned at the right of the receiving system when the airport equipment is in the close position and a folded state in which the transmitting system is close to the airport equipment.

[0016] The invention also relates to an aircraft which includes at least one receiver system of a contactless electrical energy transfer device from an airport installation according to one of the preceding characteristics.

[0017] According to another feature, the aircraft includes at least one opening for communicating interior and exterior areas, the receiving system being positioned at a distance greater than or equal to 0.5 m from the opening.

[0018] According to another feature, the receiving system is positioned at a distance of less than 2 m from the opening.

[0019] According to another feature, the receiving system is positioned below the opening.

[0020] According to another feature, the aircraft comprises a fuselage having an outer face. In addition, the receiver system comprises a housing having a face oriented towards the transmitter system positioned at the level of the outer face of the fuselage or slightly offset towards the inner area of ​​the fuselage relative to the outer face.

[0021] According to another feature, the fuselage is made of a non-electrically conductive material at least at the receiving system or the fuselage is made of an electrically conductive material and covered with at least one layer of paint making the outer face of the fuselage non-electrically conductive at least at the receiving system.

[0022] Other features and advantages will become apparent from the following description of the invention, given by way of example only, with reference to the accompanying drawings, among which:

[0023] [Fig. 1] is a side view of an aircraft illustrating an embodiment of the invention,

[0024] [Fig.2] is a side view of airport boarding bridge equipment illustrating one embodiment of the invention,

[0025] [Fig.3] is a schematic representation of a contactless electrical energy transfer device which includes a transmitter system attached to airport equipment and a receiver system attached to an aircraft illustrating one embodiment of the invention.

[0026] According to an embodiment visible in Figures 1 and 3, an aircraft 10 comprises a fuselage 12 separating interior and exterior areas and at least one opening 14 which connects the interior and exterior areas and at least one door 16 for each opening 14 configured to occupy an open state in which the door 16 at least partially clears the opening 14 and a closed state in which the door 16 closes the opening 14.

[0027] According to one configuration, the aircraft 10 includes several doors 16, 16' such as passenger doors 16 intended for embarking / disembarking passengers as well as cargo doors 16' intended for loading / unloading containers, baggage or other items into the cargo hold of the aircraft 10.

[0028] According to one embodiment, the fuselage 12 comprises a structure onto which a fairing is attached and, for each opening 14, a frame to which the door 16, 16' is connected by a hinge. Regardless of the embodiment, the fuselage 12 has an external face F12. For each opening 14, the fuselage structure includes a reinforced frame, for example, made of titanium.

[0029] The aircraft 10 also includes at least one first electrical power supply 18, at least one first electrical network 20 and at least one first electrical mass 22.

[0030] The fuselage 12, the openings 14, the doors 16, 16', the first electrical power supply 18, the first electrical network 20 as well as the first electrical mass 22 are not further described as they may be identical to those of the prior art.

[0031] An airport facility 24 includes at least one aircraft 10 and at least one piece of airport equipment 26 configured to allow passengers to embark or disembark or to load or unload containers and / or baggage.

[0032] The airport equipment 26 is selected from airport boarding / disembarking equipment such as a boarding bridge, or a boarding staircase, or airport loading / unloading equipment such as a container or baggage loader, a container or baggage conveyor or others.

[0033] According to a preferred embodiment visible in Figures 2 and 3, the airport equipment 26 is a boarding bridge configured to cooperate with an opening 14 of the aircraft, and includes a floor 26.1 on which passengers walk to board or disembark from the aircraft 10.

[0034] Whatever its function, the airport equipment 26 is mobile and configured to occupy a distant position in which the airport equipment 26 is distant from an aircraft and a close position in which the airport equipment 26 is attached to the fuselage 12 of an aircraft 10 in a determined position, opposite an opening 14 of the fuselage 12 and allows passengers to embark or disembark in the case of a passenger door 16 or containers or baggage to be loaded or unloaded in the case of a cargo door 16'.

[0035] According to one embodiment, an airport facility 24 includes at least one second electrical network 28 configured to supply electrical power and at least one second electrical power supply 30 connected to the second electrical network 28.

[0036] According to one configuration, the airport equipment 26 requires electrical power to operate. It is therefore connected to the second electrical network 28 and comprises at least a part of the second electrical network 28.

[0037] As illustrated in [Fig.3], the airport equipment 26 includes at least one second electrical mass 32.

[0038] In a configuration where the airport equipment 26 is a boarding bridge, said boarding bridge directly integrates an electrical connection to the airport's electrical network. In a configuration where the airport equipment 26 is a boarding staircase or airport loading / unloading equipment, said airport equipment 26 is equipped with an electrical connection to the airport's electrical network, and, for example, a ground power unit may be integrated into said airport equipment 26.

[0039] According to the invention, the airport installation comprises at least one contactless electrical energy transfer device 34, comprising at least one transmitter system 36 attached to airport equipment 26 and configured to generate an electromagnetic field, and at least one receiver system 38 attached to an aircraft. 10 and configured to generate an electric current when the receiving system 38 is positioned in the electromagnetic field emitted by the transmitting system 36.

[0040] According to one embodiment, the transmitter system 36 comprises a first housing 36.1 which has a first face F36 oriented towards the receiver system 38. It also comprises, inside the first housing 36.1, moving away from the first face F36, at least a first coil also called the transmitter coil positioned in the first housing 36.1, a layer of ferromagnetic elements, for example ferrite, and a shielding plate.

[0041] The receiver system 38 includes a second housing 38.1 which has a second face F38 oriented towards the transmitter system 36. It also includes, inside the second housing 38.1, moving away from the second face F38, at least one second coil also called receiver coil positioned in the second housing 38.1, a layer of ferromagnetic elements, for example ferrite, and a shielding plate.

[0042] According to this embodiment, the transmitter and receiver systems 36 and 38 comprise the same elements arranged symmetrically.

[0043] According to one configuration, the first and second coils each have a double D shape and the first and second housings 36.1, 38.1 are filled with a filling resin.

[0044] During operation, when electrical energy is transferred, the transmitter and receiver systems 36, 38 are separated by a gap. The first and second coils have a magnetic coupling coefficient that decreases with the thickness of the gap separating them. The presence of the ferromagnetic layers allows a satisfactory magnetic coupling coefficient to be maintained to ensure the transfer of electrical energy, and results in a more directional electromagnetic flux between the transmitter and receiver systems 36, 38.

[0045] Of course, the invention is not limited to this embodiment for the transmitter and receiver systems 36, 38. Thus, to improve the coupling of the transmitter and receiver systems 36, 38, the contactless electrical energy transfer device 34 can be identical to that described in document EP4209384.

[0046] Regardless of the embodiment, when the airport equipment is in the close position, the first and second faces F36, F38 of the transmitter and receiver systems 36, 38 are close and separated by a gap of less than 12 cm, preferably less than 5 cm.

[0047] According to one embodiment, the transmitter and receiver systems 36, 38 are configured to operate at a resonant frequency of 85 kHz.

[0048] According to one configuration, the transmitter system 36 is electrically connected to the second electrical network 28 of the airport equipment 26, in particular to the second electrical power supply 30 of the airport facility 24.

[0049] In parallel, the receiver system 38 is electrically connected to the first electrical network 20 of the aircraft, in particular to the first electrical power supply 18 of the aircraft 10.

[0050] According to one arrangement, the transmitter system 36 is positioned below the floor 26.1 of the boarding bridge or airport equipment. It is spaced from the floor 26.1 by a distance greater than or equal to 0.5 m.

[0051] The receiver system 38, more particularly the second housing 38.1, is positioned near an opening 14. The second face F38 of the second housing 38.1 is positioned at the level of the outer face F12 of the fuselage 12 or slightly offset towards the inner area of ​​the fuselage 12 relative to the outer face F12. In one configuration, the fuselage 12 is made of an electrically non-conductive material, such as plastic or composite material, at least in the area of ​​the receiver system 38 and more particularly its second face F38. In another configuration, the fuselage 12 is made of an electrically conductive material (for example, aluminum or an aluminum-lithium alloy) and is coated with at least one layer of paint, which renders the outer face F12 of the fuselage electrically non-conductive.

[0052] According to one embodiment, the receiver system 38 is positioned at a distance greater than or equal to 0.5 m from an opening 14, and generally less than 2 m. According to one arrangement, the receiver system 38 is positioned below an opening 14 of a passenger door 16.

[0053] According to one embodiment, the airport equipment 26 includes at least one support 40 to which the transmitter system 36 is connected, the support 40 and the transmitter system 36 being arranged so that the first face F36 of the transmitter system 36 is positioned opposite the second face F38 of the receiver system 38 when the airport equipment 26 is in the close position.

[0054] According to a first embodiment, the support 40 is rigid and the transmitter system 36 is fixed relative to the airport equipment 26.

[0055] According to another embodiment, the support 40 is articulated and comprises a first part fixed to the airport equipment 26 and a second part articulated relative to the first part and fixed to the transmitting system 36. According to this other embodiment, the transmitting system 36 is configured to occupy a deployed state in which the transmitting system 36 is away from the airport equipment 26 and positioned opposite the receiving system 38 when the equipment airport equipment 26 is in the close position and a folded state in which the transmitting system 36 is close to the airport equipment 26.

[0056] According to one embodiment, the contactless electrical energy transfer device 34 includes a centering system which has at least one male part 44.1, such as a lug for example, attached to a first element among the aircraft 10 and the airport equipment 26 and a female part 44.2 configured to receive the male part 44.1, attached to a second element different from the first element among the aircraft 10 and the airport equipment 26. These male and female parts 44.1, 44.2 are configured to cooperate with each other and allow self-centering of the transmitter and receiver systems 36, 38 with respect to each other in order to optimize energy transfer.

[0057] According to one embodiment, the contactless electrical energy transfer device 34 includes a connection system 42 for the first electrical ground 22 of the aircraft 10 and the second electrical ground 32 of the airport equipment 26. According to one embodiment, the connection system 42 includes a first electrically conductive element 42.1, integral with the aircraft 10 and electrically connected to the first electrical ground 22 of the latter, and a second electrically conductive element 42.2, integral with the airport equipment 26 and electrically connected to the second electrical ground 32 of the latter, the first and second electrically conductive elements 42.1, 42.2 being arranged so as to be in contact with each other when the airport equipment 26 is in the close position.

[0058] According to one configuration, the first electrically conductive element 42.1 has a contact face F42.1 located at the level of the outer face F12 of the fuselage 12. According to one arrangement, the first electrically conductive element 42.1 corresponds to a part of the frame of the opening 14. Opposite the first electrically conductive element 42.1, the fuselage 12 includes an electrically conductive coating, more particularly an electrically conductive anti-corrosion coating.

[0059] The operating principle of the contactless electrical energy transfer device is as follows:

[0060] During a stopover, the airport equipment 26 is moved close to the aircraft 10 in the close position. In this position, the transmitter and receiver systems 36, 38 are automatically positioned directly opposite each other. The same applies to the first and second electrically conductive elements 42.1, 42.2 of the connection system 42 linking the first electrical ground 22 of the aircraft 10 and the second electrical ground 32 of the airport equipment 26. The contactless electrical power transfer device can then be activated, allowing the transfer of electrical power between the airport equipment 26 and the aircraft 10.

[0061] Furthermore, the electrical connection between the aircraft and the airport equipment 26 can also be used to transfer data from the aircraft to receivers in the airport facility's electrical network to which the airport equipment 26 is connected. The aircraft is equipped with a module configured to encode (i.e., encrypt) the data to be sent to the airport equipment 26. The airport equipment 26 is equipped with a module configured to extract data from the aircraft's electrical distribution, a module configured to store this extracted data, and a module configured to transmit this stored data to receivers in the airport facility's electrical network. The data can be sent asynchronously by the aircraft, for example, during aircraft maintenance. The airport facility's electrical network has several inputs for receiving data, depending on the type of data.For example, inputs to the airport facility's electrical network might include taxiway or apron lights embedded in the pavement, streetlights, etc., which are generally located near aircraft parking areas or in the ground support equipment (GSE) storage area. Receivers to the airport facility's electrical network are connected to the airport's electrical grid and include a module to decode (i.e., decrypt) the data. These receivers could be airlines, maintenance centers, or the airport itself.

[0062] This solution allows for the sharing of functions. Thus, the airport equipment 26 is not only used for passenger boarding / disembarking or the loading / unloading of goods, but also for supplying electrical power to the aircraft on the ground. Therefore, it is no longer necessary to provide dedicated GPU-type airport equipment exclusively for supplying power to the aircraft, and the actions required by ground operators are limited.

[0063] Consequently, this solution makes it possible to reduce the investment and the number of pieces of equipment positioned on the ground around an aircraft during a stopover, as well as to eliminate the tasks of connecting and disconnecting the ground power supply carried out by operators.

Claims

Demands

1. Airport facility (24) comprising at least one aircraft (10) and at least one piece of airport equipment (26) which respectively comprise at least one first electrical network (20) and at least one second electrical network (28), the airport equipment (26) being mobile and configured to occupy a remote position in which the airport equipment (26) is distant from the aircraft (10) and a close position in which the airport equipment (26) is adjacent to the aircraft (10);characterized in that the airport installation (24) comprises at least one contactless electrical power transfer device (34) comprising at least one transmitting system (36) attached to the airport equipment (26), electrically connected to the second electrical network (28) and configured to generate an electromagnetic field, and at least one receiving system (38) attached to the aircraft (10), electrically connected to the first electrical network (20) and configured to generate an electric current when the receiving system (38) is positioned in the electromagnetic field emitted by the transmitting system (36).

2. Airport installation according to the preceding claim, characterized in that the aircraft (10) and the airport equipment (26) respectively comprise at least one first electrical mass (22) and at least one second electrical mass (32) and in that the contactless electrical power transfer device (34) comprises a connection system (42) of the first and second electrical masses (22, 32) having a first electrically conductive element (42.1), integral with the aircraft (10) and electrically connected to the first electrical mass (22), and a second electrically conductive element (42.2), integral with the airport equipment (26) and electrically connected to the second electrical mass (32), the first and second electrically conductive elements (42.1, 42.2) being arranged so as to be in contact with each other when the airport equipment (26) is in the close position.

3. Airport installation (24) according to any one of the preceding claims, characterized in that the contactless electrical power transfer device (34) comprises a centering system that comprises at least one male part (44.1) attached to a first element from among the aircraft (10) and the airport equipment (26) and a female part (44.2) configured to receive the male part (44.1), attached to a second element different from the first element from among the aircraft (10) and the airport equipment (26), the male and female parts (44.1, 44.2) being configured to cooperate with each other and allow self-centering of the transmitting and receiving systems (36, 38) with respect to each other.

4. Airport facility (24) according to any one of the preceding claims, characterized in that the airport equipment (26) is a boarding bridge, a boarding stairs, a container or baggage loader, or a container or baggage conveyor.

5. Airport installation (24) according to the preceding claim, characterized in that the airport equipment (26) comprises a floor (26.1) and in that the transmitting system (36) is positioned below the floor (26.1) of the airport equipment (26).

6. Airport installation (24) according to any one of the preceding claims, characterized in that the transmitting and receiving systems (36, 38) respectively comprise first and second faces (F36, F38) and in that the airport equipment (26) comprises at least one support (40) to which the transmitting system (36) is connected, the support (40) and the transmitting system (36) being arranged so that the first face (F36) of the transmitting system (36) is positioned opposite the second face (F38) of the receiving system (38) when the airport equipment (26) is in the close position.

7. Airport installation (24) according to the preceding claim, characterized in that the support (40) is articulated and comprises a first part integral with the airport equipment (26) and a second part articulated with respect to the first part and integral with the transmitting system (36), the transmitting system (36) being configured to occupy a deployed state in which the transmitting system (36) is away from the airport equipment (26) and positioned at the right of the receiving system (38) when the airport equipment (26) is in the close position and a folded state in which the transmitting system (36) is close to the airport equipment (26).

8. Aircraft (10) comprising at least one receiver system (38) of a contactless electrical power transfer device (34) from an airport facility (24) according to any one of the preceding claims.

9. Aircraft (10) according to the preceding claim, characterized in that the aircraft includes at least one opening (14) for communicating interior and exterior areas and in that the receiving system (38) is positioned at a distance greater than or equal to 0.5 m from the opening (14).

10. Aircraft (10) according to the preceding claim, characterized in that the receiving system (38) is positioned at a distance of less than 2 m from the opening (14).

11. Aircraft (10) according to the preceding claim, characterized in that the receiving system (38) is positioned below the opening (14).

12. Aircraft (10) according to any one of claims 9 to 11, characterized in that the aircraft (10) comprises a fuselage (12) which has an outer face (F12) and in that the receiver system (38) comprises a housing (38.1) which has a face (F38) oriented towards the transmitter system (36) positioned at the outer face (F12) of the fuselage (12) or slightly offset towards the inner area of ​​the fuselage (12) relative to the outer face (F12).

13. Aircraft (10) according to the preceding claim, characterized in that the fuselage (12) is made of a non-electrically conductive material at least at the receiving system (38) or the fuselage (12) is made of an electrically conductive material and covered with at least one layer of paint rendering the outer face (F 12) of the fuselage (12) non-electrically conductive at least at the receiving system (38).

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