MX2011007339A - Cargo aircraft system. - Google Patents

Abstract

An aircraft for transporting a plurality of cargo containers comprising a forward fairing, an empennage and a spine disposed between the forward fairing and the empennage. The spine is made of a lightweight structure such that the aircraft has insufficient rigidity to withstand bending and tortional loads in flight. A cargo assembly comprising a plurality of modular cargo units is structurally and detachably mounted onto the spine to provide the additional structure to the aircraft required for it to fully withstand the bending and tortional loads of the aircraft in flight. Mounts may be provided to detachably engage the cargo assembly to the spine of the aircraft.

Description

CARGO AIRCRAFT SYSTEM CROSS REFERENCE WITH RELATED REQUESTS The present application is a continuation in part of the U.S. Patent Application. Serial No. 12 / 636,381, filed December 11, 2009, pending for now, which is a request for division of the Patent Application of E.U.A. Serial No. 11 / 782,850, filed July 25, 2007, now the U.S. Patent. No. 7,699,267, which is a request for division of the U.S. Patent Application. Serial No. 10 / 996,799 filed on November 23, 2004, now the Patent of E.U.A. No. 7,261,257.

FIELD OF THE INVENTION The present invention relates to a cargo aircraft system and, more particularly, to a cargo aircraft system that is designed to carry modular cargo units of various configurations and sizes.

BACKGROUND OF THE INVENTION The basic unit for transporting goods has been the truck. Being the basic unit, the truck has defined limitations in intermodal containers that can normally be transported by ships, trains and trucks. However, airplanes have generally been excluded from their participation in the intermodal cargo type and many other types of cargo. This is due to the limitations established by the design and construction of cargo airplanes.

The design and construction of most civilian cargo aircraft are based on those of passenger airplanes. The basic structure is a fuselage based on a monocoque, which has a substantially cylindrical shape. Structures based on a monocoque support the structural load of an aircraft through a unitary structural body, as opposed to heavier internal frames or reinforcement. The unitary body construction of the monocoque-based aircraft generally lacks sufficient structure to adequately or efficiently support and distribute the loads of the concentrated cargo through the aircraft fuselage and the wings.

Additionally, the cylindrical-shaped fuselage imposes additional restrictions on the size and dimensions of the cargo. Consequently, cargo having irregular or unusually large dimensions is generally inadequate for air transport by means of today's cargo aircraft. Additionally, since most of the loading units have a substantially rectangular shape, the loading of said loading units on a cylindrical fuselage results in a significant amount of wasted dead space.

BRIEF DESCRIPTION OF THE INVENTION The load aircraft systems described in the present description comprise a column structure on which a load assembly can be mounted. The column structure replaces the cylindrical-shaped fuselages based on current aircraft and has sufficient structure, in combination with the cargo assembly, to distribute the loads of the concentrated cargo along its length and to the wings. The load assembly is an integrated and unitary structure formed from one or a plurality of load units coupled together. The loading unit can be a modular frame unit or a modular container unit and the resulting load assembly can be any or a combination of modular frame and container units. The load assembly is structurally integrated with the column to be part of the aircraft structure, so that the aircraft has the ability to withstand the torsion and bending loads experienced during flight. Therefore, the load assembly increases the structure of the column, which itself could lack the ability to sustain the torsion and bending forces of the aircraft when the column is loaded with the load assembly. Additionally, because the cargo aircraft eliminates the need for additional structure to support the load of the cargo assembly, a significant reduction in the weight of the cargo aircraft is achieved. This, in turn, results in a higher fuel efficiency and a lower operating cost.

In one embodiment, a load assembly is provided. The load assembly is configured to be structurally integrated into a column of an aircraft. The load assembly comprises a plurality of modular load units, a first load transfer system and a second load transfer system. The first load transfer system comprises a plurality of first attachments for coupling so that adjacent modular load units can be removed. The second load transfer system comprises a plurality of second mounting accessories so that the load assembly can be structurally removed and integrated into the aircraft column. The first and second load transfer systems distribute the aerodynamic load of the aircraft during the flight between the plurality of modular load units and the column of the aircraft.

According to a first aspect, the plurality of modular load units comprises one or more structural frames that have defined spaces to accommodate the load.

According to a second aspect, the plurality of modular load units comprises one or more containers.

According to a third aspect, the load assembly comprises a combination of one or more structural frames and one or more containers.

According to a fourth aspect, the first load transfer system further comprises a plurality of interconnecting hinge assemblies associated with at least two of the plurality of modular load units.

According to a fifth aspect, the first load transfer system additionally comprises one or more splices for coupling the adjacent modular load units.

According to a sixth aspect, the one or more splices are arranged on an opposite side of the load assembly to a mounted side of the load assembly.

According to a seventh aspect, the first load transfer system further comprises a tensioner system disposed within at least one of the modular load units: In another embodiment, a load assembly is provided. The load assembly is configured to be structurally integrated to a column of an aircraft. The load assembly comprises a plurality of modular load units, first accessories and second accessories. The first accessories are configured to structurally couple and integrate the plurality of load units into a single assembly. The second accessories are configured to structurally integrate the single assembly with the column of the aircraft. The plurality of load units is disposed within the single assembly based on a weight of each of the respective load units to obtain a center of gravity of the aircraft and the load assembly attached thereto within an acceptable range for fly.

According to a first aspect, the modular load units are comprised of any or a combination of structural frames and / or containers.

According to a second aspect, the load units are each constructed to support a range of maximum load loads.

According to a third aspect, the load units having the highest maximum load loads are disposed at or near the center of gravity of the non-loaded aircraft.

In a further embodiment, an aircraft is provided for transporting a plurality of cargo containers. The aircraft comprises a front aerodynamic cover, an aircraft tail, and a column disposed between the front aerodynamic cover and the aircraft tail. A load assembly is configured to be integrated so that it can be disassembled with the column. The column has a light weight structure, so that the aircraft has sufficient stiffness to withstand the bending and twisting loads during flight when unloaded with the load assembly. Nevertheless, the column has insufficient stiffness to withstand the bending and torsion loads during the flight when loaded with the load assembly. The load assembly provides additional stiffness to the column, required for the aircraft to fully support the bending and twisting loads during flight when the load assembly is structurally integrated with the column.

According to a first aspect, the modular load units are comprised of any or a combination of modular structural frames and cargo containers.

According to a second aspect, the aircraft additionally comprises one or more reinforcements that couple the load assembly to the column.

According to a third aspect, the aircraft additionally comprises aerodynamic shells to cover the load assembly mounted on the column.

According to a fourth aspect, the aircraft additionally comprises supports for coupling so that the load assembly can be disassembled and structurally coupled to the column.

According to a fifth aspect, the supports are arranged on the underside of the column to suspend so that the load assembly of the same can be removed.

According to a sixth aspect, the supports are activated between a first and second positions, where in the first position, the supports structurally couple the load assembly to the column and where in the second position, the supports are uncoupled and consequently, release the load assembly from the column.

According to a seventh aspect, a control is provided to alternately activate the supports between the first and second positions.

Other objects, features and advantages of the present invention will become apparent to those skilled in the art from the. following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS Illustrative embodiments of the present invention are described in the present description with reference to the accompanying drawings, in which: Figure 1 is an exploded perspective view of a modality of a cargo aircraft system, in which the aircraft has a lower column.

Figure 2 is a simplified elevation view of a single layer load assembly mounted on a column.

Figure 3 is a perspective view of one embodiment of a support frame.

Figure 4A is a cross-sectional view taken transverse through a lower aircraft column section.

Figure 4B is a cross-sectional view, taken transversely, of an aircraft column section.

Figure 4C is an exploded perspective view showing the components of a lower aircraft column section.

Figure 5 is an exploded perspective view of another embodiment of a cargo aircraft system in which the aircraft has a top column.

Figure 6A is a cross-sectional view taken transversely through a top aircraft column section.

Figure 6B, is a cross-sectional view cut away, taken transversely of an upper aircraft column section.

Figure 6C is an exploded perspective view showing the components of an upper aircraft column section.

Figures 7A to 7C are perspective views of an embodiment of modular frame units configured to couple together to form a structural frame assembly.

Figures 8A and 8B are perspective views of an embodiment of modular container units configured to be coupled together to form a structural container assembly.

Figure 9 is a cross-sectional view of one embodiment of an assembly that couples a cargo container to a column.

Figure 10 is an exploded perspective view of a pair of corner fittings and a coupler.

Figure 11 is a perspective view of a modular cargo container comprising multiple points of attachment to the column.

Figures 12A and 12B are perspective views of modular frame units and modular container units coupled together in different configurations.

Figures 13A and 13B are perspective views of modular container units that characterize the interconnect hinge assemblies.

Figures 14A to 14D represent the tension systems that can be used in connection with the modular frame and the container units.

Figures 15A and 15B represent a splice system coupled to a load assembly to provide additional structural support.

Similar numbers refer to similar parts through the various views of the drawings.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES Figure 1 illustrates one embodiment of a loading aircraft system 100. The loading aircraft system 100 is representing comprising an aircraft 110 and a load assembly 105 comprised of modular cargo containers of various sizes and sizes. The modalities of the basic structure of a cargo aircraft are also described in the U.S. Patent. No. 7,261, 257 issued August 28, 2007, the complete contents of which are incorporated in the present description as a reference.

Generally, the cargo aircraft 110 comprises a forward aerodynamic shell 112, an aircraft tail 130 and a lower column 120 between the forward aerodynamic shell 112 and the aircraft tail 130. The lower column 120 comprises guide flanges 124, which run longitudinally to each side of the column 120 for guiding the load assembly 105 in place during loading on the lower column 120. A plurality of supports 122 are disposed at various intervals along the lower column 120 for structurally coupling the load assembly 105. at various junction points on the lower column 120.

The wings 140 are structurally associated with the lower column 120. The wings 140 may optionally contain fuel tanks (not shown). The landing gear 150A can be provided under the wings 140 and / or the lower column 20 and a landing gear 50B can be provided under the lower column 120 or the forward aerodynamic shell 112. Alternatively, the landing gear can have its own aerodynamic wraps or heads. The motors 142 are shown in the embodiment of FIG. 1 to be mounted on the upper part of the wings 140. It should be understood that the motors 142 can also be mounted under the wings 140 and / or on the column 120. The aerodynamic wraps 180, 190 can optionally be provided to cover the load assembly 105 and the reinforcements 160, 170. The aerodynamic shells 180, 190 are made of a light weight composite material and the primary function of the wind shells is to reduce forces of resistance. In a particularly preferred embodiment, the aerodynamic wraps do not provide substantial support or rigidity, if any, to the aircraft during flight.

Reinforcements 160, 170 are additionally coupled to load assembly 05 to lower column 120. Reinforcements 160, 170 provide additional structural support to the aircraft to support the bending moments during flight and provide additional support and integration of the load assembly 105 on the lower column 120. Depending on the direction from which the load assembly is loaded onto the column, either one or both of the front frames 160 and the rear frame 170 can be attached so that it can be removed to the column 120. Accordingly, for example, in a mode where the load assembly is loaded through the tail of aircraft 130 of aircraft 110, rear frame 170 could be removed from column 120 before being loaded.

Figure 2 represents the points of the accessories in which the bending moments can be transferred between the load assembly 105 and the lower column 120. It should be understood that, although Figure 2 represents the load assembly comprises only one single layer of modular container units, the load assemblies comprise multiple layers of modular containers or the frame units can also be accommodated by modifying the frame 168, 178 to include additional attachment points for each layer.

Figure 3 represents an example backing 170 which can be used to couple the load assemblies comprising two layers of modular containers or frame units. The armature 170 comprises horizontal support elements 172 fixed to the vertical support elements 174 at an angle of 90 degrees. The two groups of diagonal support elements 171 A, 171 B engage the horizontal support elements 172 and the vertical support elements 174 at different points corresponding roughly to the heights of the first and second layers of the load assembly 105. The stabilizer bars 173A, 173B are optionally provided along the points where the diagonal support elements 171 A, 171B are attached to the vertical support elements 174. The supports 176 are provided along the stabilizer bars 173A, 173B to securely secure the load assembly to the frame 170. It should be understood that the front frame 160 will be constructed in a manner similar to the back frame 170, with the exception that the front frame 160 can be fixed in a manner permanent to the column 120, while the rear frame 170 can be a structure that can be removed in the embodiments where the load assembly 105 is loaded through the tail of aircraft 130 of aircraft 110.

Figures 4A to 4C show the structure of the lower column 120 of the cargo aircraft 110 in greater detail. The structural support of the lower column 120 comprises the layers of screens 128 and masts 126 interconnected. The screens 128 and the masts 126 can be connected through the means known in the material, such as, for example, fixed with screws, rivets, welding, friction stir welding, or connection. Although the lower column 120 shown in Figures 4A to 4C, show two layers of connected bulkheads 128 and masts 126, it should be understood that a lighter weight column 120 comprising only a single layer of connected bulkheads 128 and masts 126 can be provided for lighter load assembly weight loads. Alternatively, additional layers of screens 128 and interconnected masts 126 may be provided to accommodate load assemblies having higher weight loads.

The layers of screens 128 and masts 126 interconnected can be covered by a column surface 125 and an aerodynamic cover or skin 121 to form a torque box. The column surface 125, on which the load assembly is mounted, may comprise a pair of guide flanges 124 arranged longitudinally along the column 120. The column surface 125 may additionally comprise openings 127 for exposing the coupled supports 122 to screens 128 and masts 126 interconnected. The exposed supports 122 provide a point of attachment for the load assembly 105. In a preferred embodiment, the supports 122 are designed to retract behind the column surface 125 to allow the container assembly to slide through the column. The embodiment of column 120 shown in FIGS. 4A to 4C is especially suitable for load assemblies 105, which comprise two layers of stacked load units, as they comprise two layers of screens 128 and masts 126 interconnected.

Figure 5 illustrates another example embodiment of the cargo aircraft system 200 comprising a cargo aircraft 210 and a cargo assembly 205. Unlike the cargo aircraft of Figure 1, an upper column 220 connects the aerodynamic cover front 212 and the tail of the aircraft 230. Accordingly, the load assembly 205 is suspended from the underside of the upper column 220. According to one embodiment, in which the tail of the aircraft is comprised of two halves shaped units from pivot to column, the rear reinforcement structure 270 can also be constructed in two pieces, so that when the tail of the aircraft is opened to allow the load assembly to be loaded, the rear frame structure 270 can be opened in a similar manner with the tail of the plane to expose the 220 column to be loaded. Alternatively, in embodiments where the tail of the aircraft is pivotally attached to the pillar, the complete rear scaffold structure 270 can also be attached to the tail of the aircraft, and rotated in Removal in a similar way from the column to expose the column to be loaded from the back. It should be understood that these modalities can also be implemented with the lower column aircraft represented in the figure.

The wings 240 are structurally associated with the upper column 220 and may also contain fuel tanks (not shown). The upper column 220 can also carry fuel. The upper column 220 additionally comprises guide flanges 224, which run longitudinally along the lower surface of the upper column 220. A plurality of supports 222 is provided through the entire lower side of the lower spine 220 and are configured to securing and integrating the load assembly 205 with the top column 220. Although Figure 5 represents the engines 242 as being mounted on the top of the wings 240, it should be understood that the engines 242 may also be mounted under the wings 240 or even on the upper column 220 or a combination thereof. The aerodynamic covers 280, 290 may optionally be provided to cover the load assembly 205 and the reinforcements 260, 270. The aerodynamic shells 280 may additionally comprise a plurality of aperture panels 282 for exposing the portions of the load assembly 205. Again, in a particularly preferred embodiment, the aerodynamic wraps are made with the lightest weight possible and do not significantly contribute, if any, the structural support to the aircraft.

Figures 6A to 6C show the structure of the upper column 220 in greater detail. Upper column 220 comprises a layer of masts 126 and / or interconnected screens / ribs 228, 238 to which supports 222 are attached. A surface 226 is provided having a plurality of openings 227 for exposing supports 222. In contrast to the lower column 120 of Figures 4A to 4C, the upper column 220 of Figures 6A to 6C, comprises a single row of containers. It should be understood that additional layers of masts 226 and interconnected screens / ribs 228, 238 can be provided as required by the higher weight regimes.

The column structure shown in Figures 1 to 2 and 4A to 6C are designed to be as light as possible. As such, the column structure has the ability to withstand takeoff loads, flight loads and landing loads of the aircraft when it is free of cargo. However, when the load assembly is mounted on the column, the column, by itself, is not required to fully support the bending and twisting loads during flight, and the landing and take-off loads. Additionally the rigidity that is supplied by the load assembly is required. The load assembly increases the column and aircraft structure, so that it supports these loads when it is structurally integrated to the column. For this purpose, the individual units comprising the load assembly are constructed with sufficient structure and rigidity and are mounted securely to the column, so that the bending and torsion forces experienced by the column structure are imposed on the load assembly.

The simplicity of the column structure additionally allows it to be configured in a variety of width and weight capacities. Therefore, for example, the column can be configured to support extra load loads, which can not be transported within the standard intermodal containers by simply increasing the width and number of interconnected screens and masts to a range needed to accommodate said extra large charge loads. Accordingly, the column allows greater flexibility with respect to the dimensions of the load assembly than could be achieved by an aircraft with the cylindrical fuselage based on a standard monocoque. Additionally, the structural characteristics of the column allow the cargo charge to be distributed more efficiently along the column and also to the wings.

Accordingly, the load assembly is integrated as part of the structure of the aircraft, so as to provide the stiffness required to fully support the bending and torsional loads exerted on the aircraft during flight. The load assembly may be comprised of structural frame assemblies or structural container assemblies. The structural frame assemblies, in turn, can be comprised of modular frame units of varying dimensions, sizes and capacities. Similarly, the assemblies of Structural container may be comprised of modular container units, which also have variable dimensions, sizes and weight capacity, as dictated by the needs of the cargo being transported.

The load assembly may be constructed comprising structural frame assemblies, structural container assemblies or combinations thereof. The modular nature of the containers and frames allows great flexibility in the creation of a final load assembly that has the capacity to accommodate different types, sizes, dimensions and load weights. Once these modular units are structurally coupled together to form a load assembly, they can be coupled to the aircraft column to provide an integrated structure that has the ability to take and distribute the bending and torsion loads for the column. and the wings of the aircraft.

Figures 7A to 7C represent exemplary embodiments of modular structural frame units 300, which can be used to accommodate load units of varying dimensions. Each of the modular structural frame units 300 shown in FIGS. 7A to 7C is configured to be coupled with one another to create an integrated structural frame assembly. It should be understood that the greater the number of accessories between the modular frame units 300, the load is transferred and distributed more efficiently between the modular frame units 300. In an example embodiment, the 300 frame units are Structurally joined to each other by the couplers (see Figure 10) which attach the end-oriented fittings 312 and the corner fittings 314 of the adjacent structural frame assemblies.

As shown in Figures 7A and 7B, the modular frame units 300 comprise a plurality of vertical frame elements 316 and horizontal frame elements 318, which are coupled together to form a parallelepiped-shaped structure. The modular frame units 300 include a plurality of defined spaces 310A to 310D, which can accommodate the loading units 305A to 305D, respectively. While the plurality of defined spaces 31 OA to 310D in Figures 7A and 7B are represented as rectangular shaped spaces to accommodate rectangular shaped loading units, it should be understood that modular frame units 300 can be configured to accommodate the loading units of other shapes and sizes.

The modular frame units 300 may additionally comprise means by which the individual loading units 305A to 305D can be secured on the defined spaces 310A to 310D. As shown in FIG. 7A, clamps 320 can be coupled to the opposite horizontal frame elements 318 to allow the loading units 305A to 305D to slide in within the respective defined spaces 310A to 310D. Alternatively, a tongue-in-slot adapter can be provided, as shown in Fig. 7B, in which, the frame unit 300 includes a plurality of tongue adapters 330 along the horizontal frame member 318 and the loading units 305A through 305D, each slot adapter 340 comprising to form fit that the tongue adapters 330 arranged in the defined spaces 310A to 310D can be slid. Although Figure 7B shows the frame assembly 310 comprising the tongue adapters 330 and the loading units 305A through 305D comprising the slot adapters 340, it should be understood that the tongue adapters 330 and the slot adapters 340 may already be provided. either in one or a combination of the frame assembly 310 and the loading units 305A to 305D.

Figure 7C shows another embodiment of the structural frame assembly 311, which comprises two structural frames 311 A and 311 B, which are coupled together in accessories facing the corner 312 and side fittings 314 of the adjacent frame assemblies by means of of the couplers (see figure 10). The structural frames 3 1A, 311 B shown in the present description provide eight defined spaces 313A to 313H, which can accommodate the loading units 305A to 305H, respectively. Although not shown in Figure 7C, it should be understood that the frame assembly 311 of Figure 7C may employ the same means (e.g., clamps, tongue and groove adapters, etc.) shown in Figures 7A and 7B to secure the individual load units 305A to 305H, inside the spaces defined respective 313A to 313H in the structural frame assembly 311.

An integrated structural frame assembly can be created by structurally joining the modular frame units shown in Figures 7A to 7C by means of corner fittings 312 and side fittings 314. This integrated structural frame assembly can have strength and sufficient stiffness to support the loading units and downforce, including the bending and torsion loads of the cargo aircraft during the flight.

In the preferred embodiments, the integrated structural frame assembly is constructed of lightweight materials, which have sufficient strength and stiffness to support at least one load unit of up to a defined weight. Exemplary materials include lightweight metals or alloys thereof, such as aluminum and titanium and steel or a combination of metallic and composite structures or even innovative layers of different metals and lattice structures. Other example materials include compounds such as carbon epoxy laminates, as well as a foam core and honeycomb core structures.

In other preferred embodiments, the individual load units are provided in containers, which are also configured to provide additional structure to support the load of the aircraft during the flight. This can be achieved by effecting a structural bond between the load units and the frame assemblies (as shown in Figure 7B). Accordingly, in these other preferred embodiments, both the combination of the integrated frame structure and the individual loading units provide the strength and rigidity to support the aircraft during flight.

Figures 8A and 8B show the modular container units, which may also comprise the load assembly that fits over the column of the aircraft. In contrast to the modular frame units, the modular container units provide a closed space within which, the loading units can be placed. Similar to > the modular frame units, the modular container units provide the structure and rigidity for the assembly of final assembled cargo which, in turn, provides this rigidity to the column to support the aircraft during the flight. Modular container units, each one is structurally joined with each other to distribute the aerodynamic load between them. Accordingly, individual cargo containers are preferably constructed from rigid materials, which have the ability to support and distribute the loads of bending, twisting, compression and tension of the aircraft loaded during the flight. Exemplary materials include lightweight metals or alloys thereof, such as aluminum and titanium and steel or a combination of metal and composite structures or even innovative layers of different metals and frameworks or a combination of metal and composite structures . Other example materials include compounds, such as Carbon epoxy laminates, as well as foam core and honeycomb core structures.

Figures 8A and 8B show modular container units of different sizes which are configured to structurally coincide with one another to create a load assembly. In Figure 8A, modular container units 405A can be added and structurally joined together by means of corner fittings 412 to create a larger structural container assembly 400A. This larger container assembly 400A can be further attached to other container assemblies or structural frame assemblies to create an integrated load assembly that can be mounted on the aircraft column. In Figure 8B the modular container units 405B are shown which are rectangular in shape and can be added and structurally joined to each other by means of both accessories 412 and side fittings 414.

Both structural frame assemblies and structural container assemblies can be attached to the column by means of supports. Figure 9 shows an example embodiment of an assembly 123 that can be provided on the structure of the column 120. Although Figure 9 shows the assembly 123 connecting a container 105 with the column structure 120, it should be understood that the Assembly 123 can also be used to connect the adjacent containers together to form the load assembly.

The supports, such as that shown in Figure 9, can be screwed, or retained otherwise on the column 120. In addition, the incremental adjustments are preferably provided in order that the brackets 123 can be joined to the container 105, while accommodating variations in the length and placement of the container. Said incremental adjustment can be provided by patterns of joining holes in column 120 to allow the new lateral and longitudinal positioning of supports 123 once the container or containers 105 are in place. In Figure 9 an assembly 123 is illustrated as a screw 123, which extends between the column structure 120 and a container 105. Said pin 123 provides a substantial cutting resistance, as well as a tension load. The supports 123 can be located or can be placed along the entire length of the column 120 or in incremental positions that reflect the standard sizes of the container. The supports 123 can be oriented inwardly from the sides of the column 120. The access ports through airfoil shells may be provided to allow access to the brackets 123 or may be provided enough space between the aerodynamic shell and the side wall of the container assembly to allow the personnel to inspect them, as well as to attach the containers to the column without having access panels through the lateral aerodynamic wraps. In yet another alternative embodiment, mechanisms can be employed to remotely activate the supports for coupling and decoupling the containers.

Figure 10 further illustrates the accessories that can be used to couple the adjacent structural frames and containers. The corner fittings 74 comprise the formed boxes 76 through which the slots 78 extend. By using the formed boxes 76, the slots 78 end up providing an interior face. The accessories 74 cooperate with the formed boxes 74 with the grooves 76 through the walls thereof. Formed boxes 76 may include thin walls at an outer side or bottom to receive the brackets 123. To fix the accessories 74 together, are employed couplers 84. Each coupler 84 includes two heads 86 extend in opposite directions from a body of coupler 88. Heads 86 are recessed between body 88 and each of heads 86 to form opposing mating surfaces on inner sides of heads 86. Heads 86, also fit within the slots 76 in one orientation. The heads 86 have a convex surface for easier placement in the associated slots 76. Once rotated, the head provides good tension loading. These types of connections actually exist in the intermodal system environment and can take cut loads as well as voltage loads.

The couplers 84 may be formed such that the heads 86 are on a rotating shaft within the body 88. A collar 90 is separated from each of the heads 86 substantially by the thickness of the walls of the formed boxes 76 with the collar 90 being of sufficient diameter so that the collar 90 can not be adjusted within the grooves 78. The collar 90 also provides access once the heads 86 are placed in the grooves 78 for rotation of the heads 86 within an orientation locked with the grooves 78. The body 88 is of sufficient size and includes flat sides 92, so that it is prevented from rotating by the floor 32. Once the head 86 has been properly placed, a rotating handle 94 will allow the rotation of the body. the head 86 in the locked position and remains in that position during the flight. The same mechanisms are used between the accessories 74 in the adjacent containers 70.

The supports 123 may correspond to the fittings 74 and employ the same mechanisms as shown in Figure 10. The identical grooves 78 in the floor 32 or the retaining flanges 33 may cooperate with the grooves 78 in the containers 105 and the couplers 84. to clean the containers and integrate their structures with the column structure 120.

The effectiveness with which the load assembly has the capacity to share in the downforce with the column and the wings, depends on the efficient distribution of the load on the individual cargo containers. The efficient distribution of this load, in turn, depends on the extent to which cargo containers are structurally integrated with each other. The scope of this integration can be increased by increasing the number of junction points between cargo containers. Figure 11 depicts a cargo container 600, which comprises multiple attachment points by means of corner fittings 610, side fittings 620 and panel fittings 630. These fittings can be used for the structural integration of the cargo container 600 with, any of the column of the aircraft or other cargo containers or frame assemblies of equal or different sizes.

The modular design of frame assemblies and cargo containers allow great flexibility in assembling a cargo assembly that is mounted on the aircraft column. For example, a load assembly may comprise: (a) only structural frame assemblies, which, in turn, are comprised of structural frame elements of various shapes and sizes; (b) only cargo containers of various shapes and sizes or (c) combinations of (a) and (b). Where, the load assembly is comprised of combinations of structural frame assemblies and cargo containers, any number of configurations and arrangements is possible. Additional adapters may be provided as required by the higher weight load.

Figures 12A and 12B, represent the load assemblies 700A, 700B comprising both cargo containers 710 and structural frame assemblies 760. Cargo containers 710 and structural frame assemblies 760 each comprise a plurality of corner fittings 712 and side fittings 714. In the embodiment shown in Figures 12A and 12B, the frame assemblies 760 are used to carry bladders 770. The bladders 770 can be used to carry a liquid or even additional fuel for the cargo aircraft. In embodiments where the bladder 770 is used to carry fuel, a supply conduit can be provided between the bladder 770 and the aircraft engine. Because such fuel transfers will change the weight distribution of the load assembly and thus the center of gravity of the aircraft, the arrangement shown in Figure 12A is preferred, wherein the bladders 770 are located at the center of gravity. of the aircraft.

Under certain circumstances, it may be desirable to have a dynamic system to adjust a center of gravity of the aircraft. This may be desirable in situations where there are changes in the weight distribution of the aircraft during the flight. In such embodiments, the load assembly of Figure 12B may additionally comprise a conduit connecting the front bladders to the rear part 770 and the liquid may be distributed therebetween to achieve a desired center of gravity. The conduit can be controlled by a central computer either on board the aircraft or at a remote central command station to transport a desired volume of fluid to achieve the desired center of gravity.

It should be understood that the modular units that comprising the final load assembly are preferably arranged and distributed within the load assembly based on obtaining a center of gravity of the aircraft within an acceptable range for flight. Accordingly, modular units having the highest maximum load loads can be arranged at or near the center of gravity of the unloaded aircraft. The complete contents of the Patent Application of E.U.A. Serial No. 11 / 935,328, published under the number 2009/0114773, is incorporated herein by reference in its entirety.

In the preferred embodiments of the load assembly, the frame and the modular container units are matched and are joined together in a way that they act as a single assembly to share the flight load with the column and the wings. For that purpose, it is desirable to maximize the number and area of junction points between the modular frame and the container units. At least, the modular units are connected to each other by means of corner fittings. Preferably, however, the modular units are connected to one another by means of adapters and additional assemblies.

Figures 13A to 15B depict means by which the adjacent modular container and the frame units can be connected to effect a more efficient and distributed load transfer, thereby providing an integrated load assembly in structural form.

Figures 13A and 13B depict a connection hinge assembly 800 for providing an additional means of structurally coupling the individual cargo containers 810A, 810B to allow more efficient load transfer between the adjacent modular units. The connection hinge assembly 800 comprises a plurality of raised tubes 820 configured to interlock the adjacent modular units 810A, 810B. Each of the raised tubes 820 is configured to accommodate a rod 850, which is treated through the raised tubes 820 of the attached loading containers 810A, 810B to structurally couple the 810A, 810B cargo containers along of its edges. The connection hinge assembly 800 increases the contact points between the adjacent modular units, resulting in a more efficient and distributed load transfer between the adjacent modular units.

The cables or tension rods can be additionally provided with the load assembly. Figures 14A to 14D depict a tension assembly 950 that can be used in relation to the modular frame and container units described in the present disclosure. As shown in Figures 14A to 14D, each modular unit may comprise one or more tension assemblies 950. The tension assembly 950 may be included in the modular units to further ensure that the loads are transferred when a bulkhead is not present. The rods or cables stabilize the load assembly structure by transmitting loads across a face of the container to which it might otherwise not be transmitted in the absence of the rods or cables.

The tension assembly 950 facilitates the transfer of the load through the load assembly which, as shown in FIG. 14A, may comprise multiple modular units coupled together (900A, 900B, 900C) or a single load unit (900D). ). It should be understood that the tension assembly 950 can be provided at various locations within the loading unit, including the side walls.

Fig. 14B shows a loading container 910 comprising frame elements 930 and a tension assembly 950 disposed halfway to the loading unit 910. The load container 910 additionally comprises eight corner fittings 912 and a plurality of accessories laterals 914. The aerodynamic shells 920 are coupled to the frame members 930 to cover the internal cavity of the loading unit 910. The aerodynamic shells 920 further comprise cuts 922 for exposing the corner fittings 912 and the side fittings 914 when the wrapping aerodynamic 920 is coupled to the frame elements 930.

Figures 14C to 14D show an embodiment of tension assembly 950 in greater detail. The tension assembly 950 comprises a pair of diagonally intersecting rods 952 that engage opposite corners defined by frame members 930 of the load unit. The diagonally intersecting rods 952 intersect through a stabilization hub 954. The ends of the rods 952, each comprising a threaded portion 954, which is inserted into an anchor corner pod 956 attached thereto. four corners defined by the frame elements 930. The tension exerted by the tension assembly 950 can be increased by rotating the rods 952 in one direction and can be decreased by rotating the rods 952 in the opposite direction. In some embodiments, the central stabilization feature may not be necessary.

The splices can additionally be provided along the sides of the load assembly that is not attached to the column. The splices can provide additional structural support and help load transfer between cargo containers in the cargo assembly.

Figures 15A and 15B depict a load assembly 1000 comprising a plurality of cargo containers 1010. The cargo containers 1010 are coupled to one another by means of the accessories facing the corner 1012 and optionally by means of the accessories oriented to the sides 1014 by means of the couplers (not shown). The corner splices 1060 can be joined along the length of the corner edge of the load assembly 1000 by means of a plurality of splice pins 1080. The splice pins 1080 each comprise a connecting face 1012 which connects in structural form the splice to the container assembly. A central splice 1050 can additionally be joined along the length of the two edges oriented towards the corners of the loading containers 1010 in the same shape. It should be understood that the splices 1050, 1060 can be joined at any location along the container assembly by means of a threaded screw.

Although Figures 15A and 15B represent the center splice 1050 and corner splices 1060 extending the full length of the load assembly, it should be understood that splices can extend only a portion of this length. The splices increase the structural stiffness of the load assembly 1000 and reinforce the connection and load transfer between the individual load containers 1010. The additional splices can be added off-center or on the vertical walls or even perpendicular to the long axis of the load. column. Alternatively, cables with adapters at the ends could be used to attach them to the container assembly.

It should be understood that the detailed description and specific examples, while indicating the preferred embodiments of the present invention, are provided by way of illustration and not limitation. Many changes and modifications within the scope of the present invention can be made without departing from the spirit thereof, and the present invention includes all such modifications.

Claims (20)

NOVELTY OF THE INVENTION CLAIMS

1. - A load assembly configured to be structurally integrated to a column of an aircraft, the load assembly comprising: a plurality of modular load units; a first load transfer system comprising a plurality of first accessories for coupling so that the adjacent modular load units can be removed; and a second load transfer system comprising a plurality of second mounting accessories so that the load assembly can be structurally removed and integrated into the aircraft column; and wherein the first and second load transfer systems distribute the aerodynamic load of the aircraft during the flight between the plurality of modular load units and the column of the aircraft.

2. - The load assembly according to claim 1, further characterized in that the plurality of modular load units comprises one or more structural frames that have defined spaces to accommodate the load.

3. - The load assembly according to claim 1, further characterized in that the plurality of modular load units comprise one or more containers.

4. - The load assembly according to claim 1, further characterized in that it comprises a combination of one or more structural frames and one or more containers.

5. - The load assembly according to claim 1, further characterized in that the first load transfer system further comprises a plurality of interconnecting hinge assemblies associated with at least two of the plurality of modular load units.

6. - The load assembly according to claim 1, further characterized in that the first load transfer system additionally comprises one or more splices for coupling the adjacent modular load units.

7. - The load assembly according to claim 6, further characterized in that the one or more splices are arranged on an opposite side of the load assembly to a mounted side of the load assembly.

8. - The load assembly according to claim 1, further characterized in that the first load transfer system further comprises a tensioner system disposed within at least one of the modular load units.

9. - A load assembly configured to be structurally integrated to a column of an aircraft, the load assembly comprising: a plurality of modular load units, first accessories configured to structurally couple and integrate the plurality of load units into a single assembly; second accessories configured to structurally integrate the single assembly with the column of the aircraft; wherein the plurality of load units is disposed within the single assembly based on a weight of each of the respective load units to obtain a center of gravity of the aircraft and the load assembly attached thereto within a range of acceptable to fly.

10. - The load assembly according to claim 9, further characterized in that the modular load units are comprised of any or a combination of structural frames and / or containers.

11. - The load assembly according to claim 9, further characterized in that the load units are each constructed to support a range of maximum load loads.

12. - The load assembly according to claim 9, further characterized in that the load units having the highest maximum load loads are disposed at or near the center of gravity of the non-loaded aircraft.

13. - An aircraft for transporting a plurality of cargo containers, comprising a front aerodynamic cover; an airplane queue; and a column disposed between the front aerodynamic cover and the aircraft tail; and a load assembly configured to be integrated so that it can be disassembled with the column; wherein the column has a lightweight structure, such that the aircraft has sufficient stiffness to withstand the bending and twisting loads during flight when unloaded with the load assembly; wherein the column has insufficient stiffness to withstand the bending and twisting loads during the flight when loaded with the load assembly; and wherein the load assembly provides additional stiffness to the column, required for the aircraft to fully support the bending and twisting loads during flight, when the load assembly is structurally integrated with the column.

14. - The aircraft according to claim 13, further characterized in that the modular load units are comprised of any or a combination of modular structural frames and cargo containers.

15. - The aircraft according to claim 13, further characterized in that it additionally comprises one or more reinforcements that couple the load assembly to the column.

16. - The aircraft according to claim 13, further characterized in that it additionally comprises aerodynamic shells to cover the load assembly mounted on the column.

17. - The aircraft according to claim 13, further characterized in that it additionally comprises supports for coupling so that it can be disassembled and structurally coupled the assembly of load to the column.

18. - The aircraft according to claim 17, further characterized in that the supports are arranged on the underside of the column to suspend so that the load assembly thereof can be removed.

19. - The system of the aircraft according to claim 18, further characterized in that the supports are activated between a first and second positions, wherein in the first position, the supports structurally coupling the load assembly to the column and where in the second position, the supports are uncoupled and, consequently, release the load assembly of the column.

20. - The system of the aircraft according to claim 19, further characterized in that it further comprises control to alternately activate the supports between the first and second positions.