EP0877706A4 - Avion possedant plusieurs fuselages - Google Patents

Avion possedant plusieurs fuselages

Info

Publication number
EP0877706A4
EP0877706A4 EP96927988A EP96927988A EP0877706A4 EP 0877706 A4 EP0877706 A4 EP 0877706A4 EP 96927988 A EP96927988 A EP 96927988A EP 96927988 A EP96927988 A EP 96927988A EP 0877706 A4 EP0877706 A4 EP 0877706A4
Authority
EP
European Patent Office
Prior art keywords
aircraft
fuselages
wings
fuselage
central
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP96927988A
Other languages
German (de)
English (en)
Other versions
EP0877706A1 (fr
Inventor
Patrick A Lafferty
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Trimbach Turbine Ltd
Original Assignee
Trimbach Turbine Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Trimbach Turbine Ltd filed Critical Trimbach Turbine Ltd
Publication of EP0877706A1 publication Critical patent/EP0877706A1/fr
Publication of EP0877706A4 publication Critical patent/EP0877706A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/04—Aircraft not otherwise provided for having multiple fuselages or tail booms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C2001/0018—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like comprising two decks adapted for carrying passengers only
    • B64C2001/0036—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like comprising two decks adapted for carrying passengers only arranged side by side at the same level

Definitions

  • the present invention relates to an aircraft having a plurality of fuselages for increased payload.
  • an aircraft having a central fuselage, a first side fuselage positioned immediately adjacent to and independent of the central fuselage, and a second side fuselage positioned immediately adjacent to and independent of the central fuselage located on the opposite side of the first side fuselage is disclosed. All of the engines powering the aircraft are located either on the wings outboard of the side fuselages or in the rear of the aircraft aft of the wings. Further, the aircraft wings positioned laterally from both side fuselages may be partially retracted during flight.
  • Fig. IA is a top view a fixed wing aircraft of the present invention.
  • Fig. IB is a partial top view of the aircraft depicted in Fig. 1, wherein a portion has been cut away to illustrate the interior of the fuselages;
  • Fig. 2 is a partial front view of the aircraft depicted in Fig. 1;
  • Fig. 3 is a top view of a partially retractable wing aircraft of the present invention.
  • Fig. 4 is a top cross-sectional view of the aircraft depicted in Fig. 3;
  • Fig. 5 is a partial top sectional view of a partially retractable wing in the aircraft depicted in Fig. 4, including a bladder within the retractable sections thereof;
  • Fig. 6 is a schematic side view of a partially retractable wing as depicted in Fig. 4.
  • Fig. IA depicts an aircraft 10 having a plurality of fuselages.
  • a central fuselage 12 is provided having a longitudinal axis 14 therethrough that is generally coincident with a centeriine through aircraft 10.
  • a first side fuselage 18 is positioned immediately adjacent to and independent of central fuselage 12 on the port side of aircraft 10.
  • a second side fuselage 20 is positioned immediately adjacent to and independent of central fuselage 12, and is located on the starboard side of central fuselage 12 opposite first side fuselage 18.
  • first and second side fuselages 18 and 20 are preferably substantially the same length and size, and are both in turn preferably shorter in length and smaller in size than central fuselage 12.
  • existing fuselages be utilized, such as the McDonnell-Douglas MD-80 fuselage for side fuselages 18 and 20 and the McDonnell-Douglas MD-11 fuselage for central fuselage 12.
  • a plurality of engines 22 are provided, such as on fixed wings 24 and 26 and tail section 28 of central fuselage 12. Additionally, as seen in Fig. 2, a number of known landing gear 30 are provided.
  • first and second side fuselages 18 and 20 Longitudinal axes 32 and 34, respectively, are indicated for first and second side fuselages 18 and 20. Because first and second side fuselages 18 and 20 are positioned immediately adjacent central fuselage 12, where a "nesting" arrangement preferably takes place, it will be understood that longitudinal axes 32 and 34 of first and second side fuselages 18 and 20 are substantially parallel to longitudinal axis 14 of central fuselage 12. It will also be seen that longitudinal axes 32 and 34 lie in substantially the same plane, which may include longitudinal axis 14 of central fuselage 12. More specifically, as depicted in Fig. 2, a wall 36 of first side fuselage 18 will preferably abut against and be connected to a wall 38 of central fuselage 12.
  • a wall 40 of second side fuselage 20 will preferably abut against and be connected to wall 38 of central fuselage 12. Since central fuselage 12 and side fuselages 18 and 20 are generally cylindrical in shape, an area is formed immediately above the fuselage contact line which is configured for resting a pair of triangularly arced fuel tanks 42 and 44. Of course, walls 36 and 40 may be of a concave design so as to maximize the size of fuel tanks 42 and 44. As seen in Fig. 2, a front nose portion 46 of main fuselage 12 preferably is retractable to reveal a payload area 48 therein which may be configured for either passengers or freight (such as shown) .
  • first and second side fuselages 18 and 20 also include retractable front nose portions 50 and 52, respectively, which also reveal payload areas 54 and 56.
  • a common skin 53 may be attached to forward nose portions 46, 50, and 52 in order to improve the airflow about aircraft 10, but common skin 53 would limit the options available with regard to storing payload by means of nose portions 46, 50 and 52.
  • a pair of canards 55 are preferably positioned laterally from front nose portions 50 and 52 of first and second side fuselages 18 and 20 to improve longitudinal stability, as well as assist in take-off, maneuvering, and landing.
  • a rearwardly mounted tail plane is also provided.
  • passages 58 be provided between central fuselage 12 and first side fuselage 18, as well as a plurality of passages 60 between central fuselage 12 and second side fuselage 20.
  • passages 58 and 60 are preferably aligned with exit doors 59 and 61 leading from side fuselages 18 and 20, respectively.
  • aircraft 10 may utilize fixed wings as shown in Fig. IA
  • one alternative embodiment of multiple fuselage aircraft 10 of the present invention is to utilize a pair of partially retractable wings 62 and 64 as depicted in Fig. 3.
  • wings 62 and 64 are positioned laterally from first and second side fuselages 18 and 20.
  • wings 62 and 64 preferably have retractable areas 66 and 68, respectively, which are positioned immediately adjacent first and second side fuselages 18 and 20. Accordingly, when wings 62 and 64 are retracted, it is contemplated that at least a portion of retractable areas 66 and 68 would be housed within first and second side fuselages 18 and 20.
  • a plurality of retractable suspension rods or spars 70 are positioned within retractable areas 66 and 68.
  • Spars 70 are retracted by means of motors (not shown) , which may be hydraulic or electric, that operate cranks or gears 76 (such as by rack and pinion mechanisms) engaged with spars 70.
  • motors not shown
  • cranks or gears 76 such as by rack and pinion mechanisms
  • Wings 62 and 64 may include second retractable portions 82 and 84 located approximately at the midpoint of wings 62 and 64.
  • a plurality of ribs 86 are joined to retractable spars 85, which are housed in storage tubes 87 provided in wings 62 and 64.
  • spars 85 and consequently ribs 86 are retractable by means of motors in conjunction with cranks or gears 90 engaged with spars 85, which are located within the bulkhead (i.e., fuselages 12, 18 and 20) .
  • ribs 86 may be capable of sliding toward central fuselage 12 independently by means of motors (e.g., hydraulic or electric) which operate cranks/gears 93, preferably of a rack and pinion design. It is seen that such cranks/gears 93 are located adjacent ribs 86 and interact with spars 85 through a bearing or the like. Of course, it will be understood that spars 85 are permanently attached at the bulkhead in this arrangement .
  • motors e.g., hydraulic or electric
  • wings 62 and 64 The prime importance of having partially retractable wings 62 and 64 with aircraft 10 relates to the additional wing span desirable for assisting aircraft 10 during take-off. Then, once take-off has been accomplished and aircraft 10 is in a cruising mode, wings 62 and 64 can be retracted for reduced drag and better fuel efficiency. Further, it will be understood that the ability to shorten wings 62 and 64 after take-off greatly enhances the ability of aircraft 10 to land and then taxi, which is an important consideration since space is a big problem in many airports.
  • wings 62 and 64 may also be adapted vertically (i.e., thickness) , as well as partially retracted horizontally (ie., length) . This is accomplished, as seen in Fig. 6, by means of cylinders 95 such as hydraulic or air cylinders. Cylinders 95 assist in both the critical shaping and additional thickness added to retracting portions 66, 68, 82 and 84.
  • cylinders 95 such as hydraulic or air cylinders.
  • Cylinders 95 assist in both the critical shaping and additional thickness added to retracting portions 66, 68, 82 and 84.
  • Another enhancement to aircraft 10 is to include inflatable bladders, preferably of an accordion- type design, within the retractable areas of retractable wings 62 and 64. As shown in Fig.
  • a bladder 92 may be included in retractable areas 66 and 68 immediately adjacent first and second side fuselages 18 and 20, as well as another bladder 94 located within retractable areas 82 and 84 at the midpoint of wings 62 and 6 .
  • Bladders 92 and 94 may be utilized for additional fuel storage or even the storage of compressed gas (e.g., nitrogen) for use during take-off. Then, as bladders 92 and 94 are emptied during flight, retractable spars 70 and 85 and/or movable ribs 86 can be utilized to partially retract wings 62 and 64 as desired.
  • the extra fuel capacity in bladders 92 and 94 may be used to trim aircraft 10 by transferring fuel therefrom to fuel tanks 42 and 44 and maintaining the ever changing center of gravity.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

Cet avion (10) possède un fuselage central (14), un premier fuselage latéral (18) jouxtant immédiatement le fuselage central (14) en étant toutefois indépendant de celui-ci, ainsi qu'un second fuselage latéral (20) jouxtant immédiatement le fuselage central (14) en étant toutefois indépendant de celui-ci et étant placé de l'autre côté du fuselage central, par rapport au premier fuselage latéral (18). Tous les moteurs (22) de propulsion de l'avion (10) sont placés soit sur les ailes (26), à distance des fuselages latéraux (18 et 20), soit sur l'arrière de l'avion (10), à l'arrière des ailes (26). En outre, l'avion (10) peut comporter des ailes (64) placées latéralement à partir des deux fuselages latéraux (18 et 20), lesquelles peuvent être partiellement rétractées pendant le vol.
EP96927988A 1996-02-23 1996-02-23 Avion possedant plusieurs fuselages Withdrawn EP0877706A4 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1996/002427 WO1997030893A1 (fr) 1996-02-23 1996-02-23 Avion possedant plusieurs fuselages

Publications (2)

Publication Number Publication Date
EP0877706A1 EP0877706A1 (fr) 1998-11-18
EP0877706A4 true EP0877706A4 (fr) 2000-11-22

Family

ID=22254751

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96927988A Withdrawn EP0877706A4 (fr) 1996-02-23 1996-02-23 Avion possedant plusieurs fuselages

Country Status (2)

Country Link
EP (1) EP0877706A4 (fr)
WO (1) WO1997030893A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7395989B2 (en) 2004-12-20 2008-07-08 Airbus Aircraft fuselage and corresponding aircraft
FR2879560B1 (fr) * 2004-12-20 2008-06-20 Airbus Sas Fuselage d'aeronef et aeronef correspondant
GB2591253A (en) * 2020-01-22 2021-07-28 Airbus Operations Ltd An aircraft fuselage

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2623721A (en) * 1945-12-18 1952-12-30 George P Harrington Aircraft structure
US2806665A (en) * 1953-05-21 1957-09-17 Thomas F Gibson Collapsible fuel tank for airplanes and the like
FR1460060A (fr) 1965-10-15 1966-06-17 Nord Aviation Fuselage de grande capacité et aérodyne correspondant
GB1439086A (en) * 1974-10-11 1976-06-09 Pedrick A P Large flat based low flying aircraft using fasces or bundles of bodies of existing large aircraft such as the boeing 747
FR2473466A1 (fr) * 1980-01-09 1981-07-17 Airbus Ind Avion a voilure fixe comportant des surfaces portantes placees en tandem
FR2649665B1 (fr) 1989-07-12 1991-11-08 Airbus Ind Fuselage de grande capacite pour avion
US5115999A (en) 1990-01-11 1992-05-26 The Boeing Company Aft double deck airplane

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
No further relevant documents disclosed *
See also references of WO9730893A1 *

Also Published As

Publication number Publication date
WO1997030893A1 (fr) 1997-08-28
EP0877706A1 (fr) 1998-11-18

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