Patent Application
20240124156
The present disclosure relates to cargo aircraft that are configured to carry some portion of its payload in a cargo bay volume enclosed by a moveable nose door and/or in a tailcone of a cargo aircraft.
Increases in global demand for wind energy has catalyzed the development of larger, better-performing wind turbines, as turbines with larger rotor diameters generally capture more wind energy. As turbines continue to improve, wind farm sites in previously undeveloped or underdeveloped locations become viable both onshore and offshore, including existing sites where older turbines need replacement.
A limiting factor to allow for the revitalization of old sites and development of new sites is transporting the wind turbines, and related equipment, to the sites. Wind turbine blades are difficult to transport long distances due to the terrestrial limitations of existing air vehicles and roadway infrastructures. The very long lengths of wind turbine blades (some are presently over 100 meters long and over 5 meters in diameter) make conventional transportation by train or truck very difficult. The long payloads are unable to navigate both horizontal and vertical curves without fouling. Additionally, the large diameters preclude passing payloads through tunnels or beneath obstructions such as overpasses, utility cables, or lights. Unfortunately, the solution is not as simple as making ground vehicles longer and/or larger as these challenges are fundamentally due to the size of the blades being moved.
Further, whether onshore or offshore, delivery of parts can be slow and severely limited by the accessibility of the site. Wind farm sites are often located in remote or mountainous areas, thus requiring new construction and special equipment. Ultimately, transportation logistics become cost prohibitive, resulting in a literal and figurative roadblock to further advancing the use of wind energy on a global scale.
Aerial transportation is one potential solution to moving large wind turbine blades. This requires a bespoke aerial vehicle design, capable of accommodating objects with the unique shape and mass characteristics of wind turbine blades. Special techniques for handling this unconventional cargo developed concurrently with the vehicle can reduce the overall cost of blade transportation and improve the system's performance by other metrics such as volumetric efficiency of the vehicle. These techniques can position the cargo so as to use otherwise wasted space within the vehicle, and/or react the inertial loads of the cargo to at least one of the fixtures used to transport the cargo or the vehicle in a structurally efficient manner.
Some existing cargo aircraft utilize moveable nose doors to access their cargo bays. Further, the tail region of a cargo aircraft can often be an under-utilized portion of the aircraft for purposes of transporting cargo. While moveable ramps may be used for loading/unloading, the cargo is typically only secured for flight fully within a fixed portion of the fuselage, and typically not at either end of the fuselage, including within volume that can be formed by nose and/or tailcone sections of the aircraft. Current aircraft transportation methods fail to maximally utilize the available internal volume within the nose and/or tailcone regions of the aircraft.
Accordingly, there is a need for both features of a cargo aircraft, and of loading systems used to assist in transporting cargo in cargo aircraft, that extend the overall volume of space within the cargo bay that can be utilized for transporting cargo, including by utilizing more of a volume of a nose and/or tailcone region of the cargo aircraft.
Certain aspects of the present disclosure provide cantilevered support fixtures for use in interior cargo bays of cargo aircraft to, for example, support ends of elongated aircraft cargo such that the elongated cargo may occupy otherwise unusable volume in the nose of an aircraft. Examples of the present disclosure relate to extremely large cargo aircraft capable of both carrying extremely long payloads and being able to takeoff and land at runways that are significantly shorter than those required by most, if not all, existing large aircraft. For purposes of the present disclosure, a large or long aircraft is considered an aircraft having a fuselage length from fuselage nose tip to fuselage tail tip that is at least approximately 60 meters long. The American Federal Aviation Administration (FAA) defines a large aircraft as any aircraft of more than 12,500 pounds maximum certificated takeoff weight, which can also be considered a large aircraft in the present context, but the focus of size is generally related to a length of the aircraft herein. One example of such an oversized payload capable of being transported using examples of this present disclosure are large wind turbine blades, which can be over 100 meters in length. Examples of the present disclosure enable a payload of such an extreme length to be transported within the cargo bay of an aircraft having a fuselage only slighter longer than the payload, while that aircraft can also takeoff and land at most existing commercial airports, as well as runways that are even smaller, for instance because they are built at a location for landing such cargo aircraft near a site where the cargo is to be used, such as a landing strip built as part of a wind farm.
In a representative example, a support fixture described herein is configured to react the loads from the forward end of an elongated aircraft cargo to locations further aft within the aircraft where, for example, a support structure exists for receiving the load. The support structure can be a structure used in conjunction with transporting the cargo onto the aircraft, or in some embodiments the support structure can be integrated to be a part of the aircraft itself. Accordingly, examples of the present disclosure include payload-receiving fixtures that enable an elongated payload to be carried in a cargo aircraft with a support system (e.g., a floor or rail system) of a given length that is shorter than the length of the elongated payload, thus allowing an end of the elongated payload to extend into a region of the interior cargo bay that is beyond an end of the support system (e.g., a nose cone volume beyond the end of a cargo rail system). It can also allow for storage into the tailcone region where it otherwise may be difficult to provide support to the floor directly underneath the payload.
A fixture for supporting a payload according to a first aspect of the present disclosure includes a first base, a second base, a first cantilevered support, a second cantilevered support, and a support beam. The first base has a first longitudinal axis extending its length, and the second base has a second longitudinal axis extending its length. The first and second longitudinal axes are substantially parallel to each other. The first cantilevered support is coupled to the first base and extends at an oblique angle with respect to the first longitudinal axis. Likewise, the second cantilevered support is coupled to the second base and extends at an oblique angle with respect to the second longitudinal axis. The first and second cantilevered supports extend substantially parallel to each other.
The support beam extends between the first and second cantilevered supports and is configured to receive a payload. More particularly, a first end of the support beam is coupled to the first cantilevered support and a second end of the support beam is coupled to the second cantilevered support. The first end of the support beam is a first longitudinal distance away from a first vertical axis that extends substantially perpendicular to the first longitudinal axis when measured along a line that is substantially parallel to the first longitudinal axis and extends between the first vertical axis and the first end of the support beam. Similarly, the second end of the support beam is a second longitudinal distance away from a second vertical axis that extends substantially perpendicular to the second longitudinal axis when measured along a line that is substantially parallel to the second longitudinal axis and extends between the second vertical axis and the second end of the support beam.
In some embodiments, the first and second bases can include first and second carriages, respectively, and each of the first and second carriages can comprise a brace and a plurality of wheels associated with the brace. Each of the first and second carriages can further include one or more whiffle trees, which can have at least some wheels of the plurality of wheels associated with them. The one or more whiffle trees can be configured to substantially uniformly distribute vertical forces from a payload to at least some of the wheels that form the whiffle tree(s). At least one of the first and second bases can be configured to have a ballast.
In at least some embodiments, a saddle can be associated with the support beam. The saddle can be configured to engage with a wind turbine blade to support the wind turbine blade. For example, the saddle can be configured to engage with a root of the wind turbine blade. The fixture can further include at least one interface associated with each of the first and second cantilevered supports. The interface(s) can be configured to engage with a wind turbine blade to support the wind turbine blade. The interface(s) can include a plurality of bolt interfaces that can be configured to engage with a root of the wind turbine blade, for example by passing bolts through the interfaces and into the root of the wind turbine blade.
The fixture can further include a plurality of support rods that can extend between the two cantilevered supports. The support rods can include first and second support rods. The first support rod can extend from the first base to at least one of a location on the support beam proximate to the second cantilevered support or a location on the second cantilevered support proximate to the support beam. Likewise, the second support rod can extend from the second base to at least one of a location on the support beam proximate to the first cantilevered support or a location on the first cantilevered support proximate to the support beam.
In some embodiments, the fixture can further include at least one loading stand extending between the first cantilevered support and the first base. The fixture can further include at least one loading stand extending between the second cantilevered support and the second base.
The oblique angle formed by the first and second longitudinal axes and the respective first and second cantilevered supports can be approximately in the range of about 10 degrees to about 80 degrees. The first and second longitudinal distances can be approximately in the range of about 0.10 meters to about 10 meters. Other ranges and values of the oblique angle and the first and second longitudinal distances are also provided for in the present disclosure.
In further exemplary embodiments, the first cantilevered support can include a first terminal end coupled to the first base, a second terminal end coupled to the support beam, and a first support body extending between the first and second terminals ends. Similarly, the second cantilevered support can include a third terminal end coupled to the second base, a fourth terminal end coupled to the support beam, and a second support body extending between the third and fourth terminals ends.
In some embodiments, the first cantilevered support can include a first upper cap, a first lower cap, and a first terminal end support rod that extends between outer terminal ends of the first upper and first lower caps. The first upper and first lower caps can extend from the first terminal end support rod to a common point on the first base such that the first upper cap, the first lower cap, and the first terminal end support rod form a substantially triangular shape. Likewise, the second cantilevered support can include a second upper cap, a second lower cap, and a second terminal end support rod that extends between outer terminal ends of the second upper and second lower caps. The second upper and second lower caps can extend from the second terminal end support rod to a common point on the second base such that the second upper cap, the second lower cap, and the second terminal end support rod form a substantially triangular shape. In some such embodiments, the first cantilevered support can further include truss support rods that can extend alternately between the first upper cap and the first lower cap, and the second cantilevered support can further include truss support rods that can extend alternately between the second upper cap and the second lower cap.
In some embodiments, a system for loading a cargo aircraft can include the various embodiments of a fixture described above or elsewhere in the present disclosure, and at least one rail disposed in an interior cargo bay of a cargo aircraft. The interior cargo bay can include a forward bay portion located in a forward end of the cargo aircraft and an aft bay portion located in an aft end of the cargo aircraft. The forward bay portion can extend forward beyond a forward terminal end of the at least one rail. In such embodiments, the fixture can be configured to support a payload in the forward bay portion that extends beyond the forward terminal end of the at least one rail. In some such embodiments, the interior cargo bay can include a kinked bay portion disposed between the forward bay portion and the aft bay portion. The kinked bay portion can define a location at which the aft end of the cargo aircraft begins to raise relative to a longitudinal-lateral plane of the cargo aircraft such that an aft-most terminal end of the aft bay portion can be disposed above the a forward-most terminal end of the forward bay portion. The at least one rail can extend from the forward bay portion, through the kinked bay portion, and into the aft bay portion.
A cargo aircraft can include the various embodiments of a system described above or elsewhere in the present disclosure and an articulating nose cargo door. The articulating nose cargo door can include a forward end of the forward bay portion and can be configured to move between an open position and a closed position. In the closed position, the articulating nose cargo door can form a closed forward end of the interior cargo bay and in the open position the articulating nose cargo door can be moved to expose a cargo opening into the interior cargo bay. The fixture can be configured to support a payload in the forward bay portion that extends within a volume defined by the nose cargo door when the door is in the closed position.
According to a further aspect of the present disclosure, a fixture for supporting a payload in a cargo aircraft includes a first cantilevered support, a second cantilevered support, and a support beam. The first cantilevered support extends at a first oblique angle with respect to at least one of a base of the fixture or a floor of the cargo aircraft. Accordingly, a first longitudinal axis that extends through an entirety of the first cantilevered support forms the first oblique angle with at least one of a base plane extending through a substantial portion of a top surface of a base of the fixture or a floor plane extending through a substantial portion of a top surface of a floor of the cargo aircraft. The second cantilevered support similarly extends at a second oblique angle with respect to at least one of the base of the fixture or the floor of the cargo aircraft. Accordingly, a second longitudinal axis that extends through an entirety of the second cantilevered support forms the second oblique angle with at least one of the base plane or the floor plane.
The support beam extends between the first and second cantilevered supports and is configured to receive a payload. More particularly, a first end of the support beam is coupled to the first cantilevered support and a second end of the support beam is coupled to the second cantilevered support. The first end of the support beam is a first longitudinal distance away from a first vertical axis that extends substantially perpendicular to the respective base or floor plane when measured along a line that is substantially parallel to the respective base or floor plane and extends between the first vertical axis and the first end of the support beam. Similarly, the second end of the support beam is a second longitudinal distance away from a second vertical axis that extends substantially perpendicular to the respective base or floor plane when measured along a line that is substantially parallel to the respective base or floor plane and extends between the second vertical axis and the second end of the support beam.
In some embodiments, the fixture can further include a base. Each of the first and second cantilevered supports can be coupled to the base, with the first cantilevered support being able to extend at the first oblique angle with respect to the base and the second cantilevered support being able to extend at the second oblique angle with respect to the base. In at least some embodiments, the base can further include a first base and a second base. The first base can have a first longitudinal axis that can extend a length of the first base, and the second base can have a second longitudinal axis that can also extend a length of the second base. The first and second longitudinal axes can be substantially parallel to each other. In some such embodiments, the first and second bases can include first and second carriages, respectively. Each of the first and second carriages can include a brace and a plurality of wheels associated with the brace. Further, each of the first and second carriages can include one or more whiffle trees, which can have at least some wheels of the plurality of wheels associated with them. The one or more whiffle trees can be configured to substantially uniformly distribute vertical forces from a payload to at least some of the wheels that form the whiffle tree(s). In at least some embodiments, the base can be configured to have a ballast.
The fixture can further include a plurality of support rods that can extend between the two cantilevered supports. The support rods can include a first support rod that can extend from the base to at least one of a location on the support beam proximate to the second cantilevered support or a location on the second cantilevered support proximate to the support beam. Similarly, the second support rod can extend from the base to at least one of a location on the support beam proximate to the first cantilevered support or a location on the first cantilevered support proximate to the support beam. The fixture can further include at least one loading stand that can extend between the first cantilevered support and the base. Still further, the fixture can include at least one loading stand that can extend between the second cantilevered support and the base.
In some embodiments, the first cantilevered support can include a first terminal end coupled to the base, a second terminal end coupled to the support beam, and a first support body extending between the first and second terminals ends. Similarly, the second cantilevered support can include a third terminal end coupled to the base, a fourth terminal end coupled to the support beam, and a second support body extending between the third and fourth terminals ends. The first cantilevered support can include a first terminal end that can be configured to be coupled to a first location on a first side surface of a cargo aircraft fuselage, as well as a second terminal end that can be coupled to the support beam. The first cantilevered support can also include a first support body that can extend between the first and second terminal ends. Likewise, the second cantilevered support can include a third terminal end that can be configured to be coupled to a second location on a second side surface of the cargo aircraft fuselage, as well as a fourth terminal end that can be coupled to the support beam. The second cantilevered support can also include a second support body that can extend between the third and fourth terminal ends. The first and second locations on the respective first and second side surfaces of the cargo aircraft fuselage can be substantially opposed to each other.
In some exemplary embodiments, the fixture can further include first and second support rods. The first support rod can extend between the first terminal end of the first cantilevered support and one of a location on the support beam proximate to the second cantilevered support or a location on the second cantilevered support proximate to the support beam. Similarly, the second support rod can extend between the third terminal end of the second cantilevered support and one of a location on the support beam proximate to the first cantilevered support or a location on the first cantilevered support proximate to the support beam. The fixture can further include a saddle associated with the support beam. The saddle can be configured to engage with a wind turbine blade to support the wind turbine blade. The saddle can be configured to engage with a root of the wind turbine blade. In some embodiments the fixture can further include at least one interface associated with each of the first and second cantilevered supports. The interface(s) can be configured to engage with a wind turbine blade to support the wind turbine blade. The at least one interface can include a plurality of bolt interfaces that can be configured to engage with a root of the wind turbine blade, for example by passing bolts therethrough and into the root of the wind turbine blade.
Each of the first oblique angle and the second oblique angle can be approximately in the range of about 10 degrees to about 80 degrees. The first and second longitudinal distances can be approximately in the range of about 0.10 meters to about 10 meters. Other ranges and values of the oblique angle and the first and second longitudinal distances are also provided for in the present disclosure.
In some embodiments, the first cantilevered support can include a first upper cap, a first lower cap, and a first terminal end support rod that can extend between outer terminal ends of the first upper and first lower caps. The first upper and first lower caps can extend from the first terminal end support rod to a common point on the respective base or floor such that the first upper cap, the first lower cap, and the first terminal end support rod can form a substantially triangular shape. Likewise, the second cantilevered support can include a second upper cap, a second lower cap, and a second terminal end support rod that can extend between outer terminal ends of the second upper and second lower caps. The second upper and second lower caps can extend from the second terminal end support rod to a common point on the respective base or floor. As a result, the second upper cap, the second lower cap, and the second terminal end support rod can form a substantially triangular shape. In some embodiments, the first cantilevered support can further include truss support rods that can extend alternately between the first upper cap and the first lower cap, and the second cantilevered support can further include truss support rods that can extend alternately between the second upper cap and the second lower cap.
In some embodiments, a system for loading a cargo aircraft can include the various embodiments of a fixture described above or elsewhere in the present disclosure, and at least one rail disposed in an interior cargo bay of a cargo aircraft. The interior cargo bay can include a forward bay portion located in a forward end of the cargo aircraft and an aft bay portion located in an aft end of the cargo aircraft. The forward bay portion can extend forward beyond a forward terminal end of the at least one rail. In such embodiments, the fixture can be configured to support a payload in the forward bay portion that extends beyond the forward terminal end of the at least one rail. In some such embodiments, the interior cargo bay can include a kinked bay portion disposed between the forward bay portion and the aft bay portion. The kinked bay portion can define a location at which the aft end of the cargo aircraft begins to raise relative to a longitudinal-lateral plane of the cargo aircraft such that an aft-most terminal end of the aft bay portion can be disposed above the a forward-most terminal end of the forward bay portion. The at least one rail can extend from the forward bay portion, through the kinked bay portion, and into the aft bay portion.
A cargo aircraft can include the various embodiments of a system described above or elsewhere in the present disclosure and an articulating nose cargo door. The articulating nose cargo door can include a forward end of the forward bay portion and can be configured to move between an open position and a closed position. In the closed position, the articulating nose cargo door forming a closed forward end of the interior cargo bay and in the open position the articulating nose cargo door is moved to expose a cargo opening into the interior cargo bay. The fixture can be configured to support a payload in the forward bay portion that extends within a volume defined by the nose cargo door when the door is in the closed position. The cargo aircraft can include a fuselage having a first side surface and a second side surface The first and second side surfaces can be substantially opposed to each other, and the fixture(s) described above or elsewhere. The first terminal end of the first cantilevered support being coupled to a first location on the first side surface and the third terminal end of the second cantilevered support being coupled to a second location on the second side surface.
The cargo aircraft can further include an articulating nose cargo door. The articulating nose cargo door can include a forward end of the forward bay portion and can be configured to move between an open position and a closed position. In the closed position, the articulating nose cargo door can form a closed forward end of the interior cargo bay and in the open position the articulating nose cargo door can be moved to expose a cargo opening into the interior cargo bay. The fixture can be configured to support a payload in the forward bay portion that extends within a volume defined by the nose cargo door when the door is in the closed position.
According to a further aspect of the present disclosure, a method of supporting a payload within an aircraft includes disposing a cantilevered payload-receiving fixture in an interior cargo bay of an aircraft. The cantilevered payload-receiving fixture includes a plurality of cantilevered supports. The disposing action makes it such that both a receiving portion of the cantilevered payload-receiving fixture located at terminal ends of the cantilevered supports and a payload supported by the receiving portion are disposed within a nose cone door cargo volume of the aircraft while opposed terminal ends of the cantilevered supports are disposed in the interior cargo bay, outside of the nose cone door cargo volume of the aircraft.
In some embodiments, disposing the cantilevered payload-receiving fixture in an interior cargo bay of an aircraft can further include coupling the cantilevered payload-receiving fixture to at least one rail disposed within the interior cargo bay of the aircraft and advancing the cantilevered payload-receiving fixture along the rail(s). Disposing the cantilevered payload-receiving fixture in an interior cargo bay of an aircraft can further include rolling the cantilevered payload-receiving fixture into the interior cargo bay, such as rolling it along the rail(s). Rolling the payload-receiving fixture can further include positioning at least a portion of the cantilevered payload-receiving fixture on a cantilevered tongue of a fuselage of the aircraft. In some embodiments, disposing the cantilevered payload-receiving fixture in an interior cargo bay of an aircraft can further include coupling the payload to the cantilevered payload-receiving fixture. This can include, but is not limited to, coupling the cantilevered payload-receiving fixture to side surfaces of a fuselage of the aircraft.
In some exemplary embodiments, the method can further include moving an articulating nose cargo door of the aircraft from a closed position to an open position to expose a cargo opening into the interior cargo bay. In the closed position, the articulating nose cargo door can form a closed forward end of the interior cargo bay. The plurality of cantilevered supports can extend at an oblique angle with respect to a floor of the aircraft. The oblique angle can be approximately in the range of about 10 degrees to about 80 degrees. The method can further include applying a ballast to the cantilevered payload-receiving fixture. The payload can include at least one wind turbine blade. A length of the payload can be at least about 57 meters, at least 100 meters, or at least 120 meters.
This disclosure will be more fully understood from the following detailed description taken in conjunction with the accompanying drawings, in which:
Certain exemplary embodiments will now be described to provide an overall understanding of the principles of the structure, function, manufacture, and use of the devices and methods disclosed herein. One or more examples of these embodiments are illustrated in the accompanying drawings. Those skilled in the art will understand that the devices and methods specifically described herein and illustrated in the accompanying drawings are non-limiting exemplary embodiments and that the scope of the present disclosure is defined solely by the claims. The features illustrated or described in connection with one exemplary embodiment may be combined with the features of other embodiments. Such modifications and variations are intended to be included within the scope of the present disclosure.
Further, the present disclosure provides some illustrations and descriptions that include prototypes, bench models, and/or schematic illustrations of set-ups, such as
Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. Additionally, like-numbered components across embodiments generally have similar features unless otherwise stated or a person skilled in the art would appreciate differences based on the present disclosure and his/her knowledge. Accordingly, aspects and features of every embodiment may not be described with respect to each embodiment, but those aspects and features are applicable to the various embodiments unless statements or understandings are to the contrary. This is also true for like-named devices and components, such as the cantilevered payload-receiving fixtures 12, 210, and 310 provided for herein. That is, although the fixture 12 is not like-numbered with the fixtures 210 and 310, the features and components thereof can carryover between the different embodiments unless otherwise stated or a person skilled in the art would appreciate differences based on the present disclosure and his/her knowledge.
According to the present disclosure, a cantilevered payload-receiving fixture is provided for use at one or both of a forward end or an aft end of an interior cargo bay of an aircraft 100. The cantilevered payload-receiving fixture(s), in conjunction with other payload-receiving fixtures that are not necessarily cantilevered, can be used to support an elongated payload such as one or more wind turbine blades, in the interior cargo bay. More specifically, the cantilevered payload-receiving fixture is configured such that it extends angularly outwards from its base to hold an end portion or terminal portion of the payload (e.g., at or near a root or tip of a wind turbine blade) that is not disposed directly above the base of the fixture. Such a fixture allows the payload to extend into a region of the interior cargo bay that would otherwise be difficult to have a payload stored in (e.g., the nose or tail of an aircraft) at least because without a specially configured fixture like the ones provided for herein it would be difficult to provide the requisite support for the payload in those regions of the interior cargo bay. The payload-receiving fixtures disclosed herein receive loads produced by the wind turbine blade 90 during operation of the aircraft 100 and are configured in a manner such that mechanical stress, strain, tension, and/or other undesirable effects on the payload during aircraft operation may be minimized or eliminated.
The focus of the present disclosures is described with respect to a large aircraft 100, such as an airplane, illustrated in
As shown, for example in
The forward end 120 can include a cockpit or flight deck 122, as shown located at a top portion of the aircraft, thus providing more space for cargo, and landing gears, as shown a forward or nose landing gear 123 and a rear or main landing gear 124. The forward-most end of the forward end 120 includes a nose cone 126. As illustrated more clearly in
The interior cargo bay 170 is continuous throughout the length of the aircraft 101, i.e., it spans a majority of the length of the fuselage. The continuous length of the interior cargo bay 170 includes the space defined by the fuselage 101 in the forward end 120 defining a forward bay portion of the cargo bay 170, the aft end 140 defining an aft bay portion of the cargo bay 170, and the kinked portion 130 defining a kinked bay portion of the cargo bay 170 disposed therebetween. The interior cargo bay 170 can thus include the volume defined by nose cone 126 when closed, as well as the volume defined proximate to a fuselage tailcone 142 located at the aft end 140. The fixed portion 128 of the forwards fuselage 101 is the portion that is not the nose cone 126, and thus the forwards fuselage 101 is a combination of the fixed portion 128 and the nose cone 126. Alternatively, or additionally, the interior cargo bay 170 can be accessed through other means of access, including but not limited to a door located in the aft end 140.
One advantage provided by the illustrated configuration is that by not including an aft door, the interior cargo bay 170 can be continuous, making it significantly easier to stow cargo in the aft end 140 all the way into the fuselage tailcone 142. Existing large cargo aircraft are typically unable to add cargo in this way (e.g., upwards and aftwards) because any kink present in their aft fuselage is specifically to create more vertical space for an aft door to allow large cargo into the forwards portion of the aircraft.
A floor 172 can be located in the interior cargo bay 170, and can also extend in a continuous manner, much like the bay 170 itself, from the forward end 120, through the kinked portion 130, and into the aft end 140. The floor 172 can thus be configured to have a forward end 172f, a kinked portion 172k, and an aft end 172a. In some embodiments, the floor 172 can be configured in a manner akin to most floors of cargo bays known in the art. In some other embodiments, one or more rails can be disposed in the interior cargo bay 170 and can be used to assist in loading a payload, such as the payload 110, into the interior cargo bay 170 and/or used to help secure the location of a payload once it is desirably positioned within the interior cargo bay 170. In order for a cargo aircraft 100 to have as large of a cargo bay 170 as possible, the bottom contact surface 172 can be, effectively, the inner-facing side of the exterior skin of the fuselage. In such an arrangement, the bottom contact surface 172 is not designed to carry significant of the weight of the payload. Instead, rails can be structurally integrated with the fuselage 101 to carry the weight of the payload. A traditional cargo bay floor can be provided using a plurality of cargo bay floor segments that removably attach to the rails and can be advanced into the cargo bay 170 to form a continuous flat cargo bay floor.
Opening the nose cone 126 not only exposes the cargo opening 171 and the floor 172, but it also provides access from an outside environment to a cantilevered tongue 160 that extends from or otherwise defines a forward-most portion of the fixed portion 128 of the fuselage 101. The cantilevered tongue 160 can be used to support a payload, thus allowing the payload to extend into the volume of the interior cargo bay 170 defined by the nose cone 126. Additional details about the cantilevered tongue 160, and relates aspects, can be found in International Patent Application No. PCT/US2020/049785, entitled “VOLUMETRICALLY EFFICIENT CARGO AIRCRAFT,” and filed Sep. 8, 2020, and the content of which is incorporated by reference herein in its entirety.
A wingspan 180 can extend substantially laterally in both directions from the fuselage. The wingspan 180 includes both a first and second fixed wings 182, extending substantially perpendicular to the fuselage 101. In the illustrated embodiment, two engines 186, one mounted to each wing 182, 184, are provided, and other locations for engines are possible, such as being mounted to the fuselage 101. More than two engines, such as three, four, or six, may also be used.
The kinked portion 130 provides for an upward transition between the forward end 120 and the aft end 140. The kinked portion 130 includes a kink, i.e., a bend, in the fixed portion 128 of the fuselage 101 such that both the top-most outer surface 102 and the bottom-most outer surface 103 of the fuselage 101 become angled with respect to the centerline CF of the forward end 120 of the aircraft 100. Notably, although the present disclosure generally describes the portions associated with the aft end 140 as being “aft,” in some instances they may be referred to as part of a “kinked portion” or the like because the entirety of the aft end 140 is angled as a result of the kinked portion 130. Despite the angled nature of the aft end 140, the aircraft 100 is specifically designed in a manner that allows for the volume defined by the aft end 140, up to almost the very aft-most tip of the aft end 140, i.e., the fuselage tailcone 142, to receive cargo as part of the continuous interior cargo bay 170.
Proximate to the fuselage tailcone 142 can be an empennage 150, which can include horizontal stabilizers for providing longitudinal stability, elevators for controlling pitch, vertical stabilizers for providing lateral-directional stability, and rudders for controlling yaw, among other empennage components known to those skilled in the art.
The aircraft 100 is particularly well-suited for large payloads because of a variety of features, including its size. A length from the forward-most tip of the nose cone 126 to the aft-most tip of the fuselage tailcone 142 can be approximately in the range of about 60 meters to about 150 meters. Some non-limiting lengths of the aircraft 100 can include about 80 meters, about 84 meters, about 90 meters, about 95 meters, about 100 meters, about 105 meters, about 107 meters, about 110 meters, about 115 meters, or about 120 meters. Shorter and longer lengths are possible. A volume of the interior cargo bay 170, inclusive of the volume defined by the nose cone 126 and the volume defined in the fuselage tailcone 142, both of which can be used to stow cargo, can be approximately in the range of about 1200 cubic meters to about 12,000 cubic meters, the volume being dependent at least on the length of the aircraft 100 and an approximate diameter of the fuselage (which can change across the length). One non-limiting volume of the interior cargo bay 170 can be about 6850 cubic meters. Not accounting for the very terminal ends of the interior cargo bay 170 where diameters get smaller at the terminal ends of the fuselage 101, diameters across the length of the fuselage, as measured from an interior thereof (thus defining the volume of the cargo bay) can be approximately in the range of about 4.3 meters to about 13 meters, or approximately in the range of about 8 meters to about 11 meters. One non-limiting diameter of the fuselage 101 proximate to its midpoint can be about 9 meters. One non-limiting length of the wingspan 180 can be about 80 meters.
A person skilled in the art will recognize these sizes and dimensions are based on a variety of factors, and thus they are by no means limiting. Nevertheless, the large sizes that the present disclosure both provides the benefit of being able to transport large payloads, but faces challenges due, at least in part, to its size that make creating such a large aircraft challenging. The engineering involved is not merely making a plane larger. As a result, many innovations tied to the aircraft 100 provided for herein, and in other commonly-owned patent applications, are the result of very specific design solutions arrived at by way of engineering.
The payload 110, which can also be referred to as a package, particularly when multiple objects (e.g., more than one blade, a blade(s) and ballast(s)) are involved, possibly secured together and manipulated as a single unit, can be delivered to the aircraft 100 using most any suitable devices, systems, vehicles, or methods for transporting a large payload on the ground. A package can involve a single object though. In the illustrated embodiment, a transport vehicle 420 includes a plurality of wheeled mobile transporters 422 linked together by a plurality of spans, as shown trusses 424. Alternatively, or additionally, an outside mechanism can be used to move the vehicle 420, such as a large vehicle to push or pull the vehicle 20, or various mechanical systems that can be used to move large payloads, such as various combinations of winches, pulleys, cables, cranes, and/or power drive units.
As shown in
Additional details about tooling for cargo management, including rails and payload-receiving fixtures and fuselage configuration for enabling loading and unloading of payloads into aft regions of a continuous interior cargo bay are provided in International Patent Application No. PCT/US2020/049784, entitled “SYSTEMS AND METHODS FOR LOADING AND UNLOADING A CARGO AIRCRAFT,” and filed Sep. 8, 2020, and the content of which is incorporated by reference herein in its entirety. Additional details about the use of vehicles and fixtures to load and unload a cargo aircraft are provided in International Patent Application No. PCT/US2020/049782, entitled “SYSTEMS, METHODS, AND VEHICLES FOR TRANSPORTING CARGO ONTO AND OFF A TRANSPORT VEHICLE,” and filed on Sep. 8, 2020, and the content of which is incorporated by reference herein in its entirety. Still further, additional details about assembling and loading large cargo onto a cargo aircraft are provided in International Patent Application No. PCT/US2021/021795, entitled “SYSTEMS AND METHODS FOR ASSEMBLING LARGE CARGO AND LOADING IT ONTO A CARGO AIRCRAFT,” and filed on Mar. 10, 2021, and the content of which is incorporated by reference herein in its entirety.
As a result of the unique nature of the kinked cargo bay configuration, new challenges arise when trying to load or unload large cargo into or out of the non-linear cargo bay. One solution involves systems and methods for loading and unloading the cargo along a curved path inside the fuselage. Examples include tooling and fixtures to enable moving a large cargo in a forward or aft direction while concurrently rotating the large cargo about a center point of an arc such that the large cargo moves along a curved or arc path in a forward or aft direction within the aircraft. Additional details are provided in International Patent Application No. PCT/US2021/21794, entitled “SYSTEMS AND METHODS FOR LOADING AND UNLOADING A CARGO AIRCRAFT UTILIZING A CURVED PATH,” and filed Mar. 10, 2021, and the content of which is incorporated by reference herein in its entirety.
In
Examples of the aircraft 100 also include complex fuselage changes (e.g., the forward-to-aft kink or bend angle in the fuselage and interior cargo bay centerline) occurring over multiple transverse frames and longitudinally continuous skin panels, thus reducing the overall structural complexity of the transition zone. Additional details about kinked fuselages are provided in International Patent Application No. PCT/US21/21792, entitled “AIRCRAFT FUSELAGE CONFIGURATIONS FOR UPWARD DEFLECTION OF AFT FUSELAGE,” and filed Mar. 10, 2021, and the content of which is incorporated by reference herein in its entirety.
As shown, the non-cantilevered fixture 92 may be arranged near an approximate longitudinal center of the fuselage 101, aft of the CG that provides additional support to the wind turbine blade 90. As shown in
A more detailed illustration of a first embodiment of the cantilevered payload-receiving fixture 12 is provided in
In the illustrated embodiment, the first cantilevered support 20 includes a support body 22 having a first terminal end 23 and a second terminal end 24 opposite the first terminal end 23. The support body 22 can be formed as a substantially planar, flat structure such as a stiffened aluminum sheet or sandwich panel. In the illustrated embodiment, the support body 22 is imperforate in that it is completely solid and does not include any holes or openings therethrough. In other embodiments, the support body 22 may include one or more holes or openings formed therein, which can make it lighter weight and/or provide features that can be engaged to help translate or otherwise move the fixture 12, such as by way of a winch, pulley, chain, rope, etc. The support body 22 can be made of one or more materials. By way of non-limiting examples, in some embodiments, the support body 22 may be formed of at least one of aluminum, fiberglass, or carbon fiber laminate facesheets bonded to at least one of plastic foam, Nomex or aluminum honeycomb core. A person skilled in the art will appreciate other materials, or combination of materials, that can be used to form the support body 22 without departing from the spirit of the present disclosure. The planar, flat portion of the support body 22 can be arranged relatively vertically. The first terminal end 23 of the support body 22 can be coupled to or otherwise extend from the carriage 60. In other embodiments, the terminal end 23 may be arranged adjacent to the carriage 60 without necessarily being coupled directly to it.
In the illustrated embodiment the first terminal end 23 is coupled to the first carriage 60 utilizing a coupling bracket 25 and pin 25p that secures the support body 22 to the carriage 60, in particular to an upper portion of a rectangular brace 63 of the carriage 60, although a person skilled in the art will understand many different mechanical connections that can be used to secure a location of the support body 22 with respect to the carriage 60, including but not limited to a pinned revolute joint or a flexure joint. In the case of a pinned joint, bushing, roller, and/or ball bearings may be installed on the coupling bracket 25 and/or the carriage 60 to reduce friction and wear. The coupling bracket 25 may include specialized attachment features that correspond to the first terminal end 23 of the support body 22 for insertion and coupling of the support body 22 to the coupling bracket 25. In the illustrated embodiment, the first terminal end 23 may be pivoted about the pin 25p and coupling bracket 25, thus allowing the support 20 to be free to pivot. The first cantilevered support 20 can be prevented from falling forward by a loading stand 57, which will be described in greater detail below. In other embodiments, the first terminal end 23 may be coupled directly to the carriage 60 and/or extend from the carriage 60 by virtue of being of a unitary construction with the carriage 60.
The support body 22 is formed as a substantially triangular shape with the first terminal end 23 having a smaller width than the second terminal end 24, as shown in
In the illustrated embodiment, the first cantilevered support 20 can further include a cap 26 on each longitudinal side (i.e., top and bottom) of the body 22. Each cap 26 can extend along the respective longitudinal side and can also extend outwardly away from the support body 22 in both directions such that a cross-section of the first cantilevered support 20 is formed as an I-shape. The caps 26 provide additional structural support for the first cantilevered support 20 by increasing the second moment of area Iyy that resists bending about the rotational axis 19. The laterally elongated form of the caps 26 also stabilize the body 22 against buckling.
The second terminal end 24 can be formed as a substantially straight edge 24e that is generally vertical relative to the carriage 60, as shown in
The first cantilevered support 20 can extend away from the carriage 60 at a first angle 29 relative to a first longitudinal axis 68 of the first carriage 60. In particular, the angle 29 can be measured between the first longitudinal axis 68, or a base plane 81b of the carriage 60, and a bottom side of the support body 22 of the first cantilevered support 20. The first angle 29 can be an oblique angle. The first angle 29 may also be measured relative to a floor plane 81f that is coplanar with a bottom flat surface of the aircraft 1000, or if the surface is not fully flat, a plane that extends through a substantial portion of a bottom surface (e.g., the equivalent of the floor 172 in the aircraft 100) that a person skilled in the art will appreciate constitutes an equivalent of a bottom surface and a floor plane that extends therethrough for these perspective, descriptive purposes. That is, a person skilled in the art will understand that a plane indicated to be situated with respect to the floor/carriage/base as recited means it passes through essentially the entire surface such that it would be otherwise parallel to that surface if spaced apart from that surface.
The first angle 29 can be, by way of non-limiting examples, approximately in the range of about 10 degrees to about 70 degrees, and more particularly approximately in the range of about 20 degrees to about 65 degrees, and more particularly approximately in the range of about 30 degrees to about 60 degrees, and more particularly approximately in the range of about 35 degrees to about 55 degrees. In the illustrative embodiment, the first angle 29 is approximately 38 degrees, which is found from the preferred locations of the carriage 60 and blade root 94 when loaded aboard the aircraft. The term “approximately” as used in the context of angular measurements refers to +/−3 degrees of the indicated value.
A person skilled in the art, in view of the present disclosures, will understand that the angle 29 impacts a forward-aft offset d from an approximate center C of the payload-receiving fixture 12 that the terminal end 24 can reach, as illustrated in
By providing a support 20, the payload-receiving fixture 12 can provide support at a location that is not directly above the location at which the support 20 engages the first carriage 60. In fact, the angled nature of the first cantilevered support 20 can allow for a load to be supported at a location that is not within a vertical plane defined by a length of the carriages 60 and/or 70. This is more clearly illustrated in conjunction with
The second cantilevered support 30 can be similarly configured as the first cantilevered support 20, and such features of a support body 32, a first terminal end 33, a second terminal end 34, a second edge 34e, a coupling bracket 35, a pin 35p, a cap 36, a third interface 46 (having top attachment points that can reach higher points on the circumference of the root 94 of the blade 90, such as near the 180° location of the circumference), and a second angle 39 relative to a second longitudinal axis 78, or base plane 81b, of the second carriage 70 can be similarly provided for as counterpart components associated with the support body 22. Similar to the first angle 29, the angle may also be measured along the floor plane 81f described above and shown in
In the illustrated embodiment, the first and second cantilevered supports 20, 30 can be substantially parallel with each other, as shown in
The first and second cantilevered supports 20, 30 being angled toward the nose cone door cargo volume 170n allows for the terminal ends 24, 34 of the supports 20, 30 to extend into the otherwise unused nose cone door cargo volume 170n. A person skilled in the art will understand that the angles 29, 39 and length d can be varied to adjust how far into the nose cone door cargo volume 170n the supports 20, 30 extend. Determining how far into the nose cone door cargo volume 170n is acceptable can be determined by a person skilled in the art, in view of the present disclosures, based at least in part on the amount of load (e.g., weight) imparted by the payload 90 on the payload-receiving fixture 12, the strength of the payload-receiving fixture 12, and/or the length of the payload 90. In particular, a distance 79 from the forward edge 174f of the rail 174 to the terminal ends 24, 34, and thus a terminal end of the payload 90 as shown, may be optimized by varying the angles 29, 39 and length d′ in view of the present disclosures. For example, the distance 79 can be approximately in the range of about 0 meters to about 6 meters, and in some embodiments it can be about 4 meters. Although the illustrated embodiment shows the terminal ends 24, 34 to be at a same location as a terminal end of the payload 90, in at least some embodiments a portion of the payload 90 can extend further into the nose cone door cargo volume 170n than the terminal ends 24, 34. Similar to the distance d described above, the ranges and values associated with the distance 79 are for illustrative purposes and the present disclosure is not necessarily bound by the ranges and values. These same designs can be carried out on smaller scales (e.g., millimeters rather than meters, or less) and significantly larger scales (e.g., 10 times the values described herein, or greater).
The lateral support beam 40 can extend between the first and second cantilever supports 20, 30, as shown in
In the illustrated embodiment, the first end 41 of the support beam 40 is coupled to the first cantilevered support 20 at a first distance 28 away from a first vertical axis 27 extending substantially perpendicular to a first longitudinal axis 68 when measured along a line that is substantially parallel to the first longitudinal axis 68 and extends between the first vertical axis 27 and the first end of the support beam 41. Similarly, in the illustrated embodiment, the second end 42 of the support beam 40 is coupled to the first cantilevered support 20 at a second distance 38 away from a second vertical axis 37 extending substantially perpendicular to a second longitudinal axis 78 when measured along a line that is substantially parallel to the second longitudinal axis 78 and extends between the second vertical axis 37 and the second end 42 of the support beam 40. The first and second distances 28, 38 can be approximately in the range of about 0.10 meters to about 10 meters, and more particularly approximately in the range of about 1.5 meters to about 5. meters. In the illustrated embodiment, the distances 28, 38 are approximately 3.2 meters. The term “approximately” as used in the context of distance measurements refers to +/−0.2 meters of the indicated value. Similar to the distance d described above, the ranges and values associated with the distances 28, 38 are for illustrative purposes and the present disclosure is not necessarily bound by the ranges and values. These same designs can be carried out on smaller scales (e.g., millimeters rather than meters, or less) and significantly larger scales (e.g., 10 times the values described herein, or greater).
The payload-receiving fixture 12 can further includes a saddle 43 disposed, coupled to, or otherwise arranged on a top surface of the support beam 40. The saddle 43 can be configured to engage with the root 94 of the wind turbine blade 90 and to support the wind turbine blade 90, for example by way of the first interface 44 that is coupled to, formed as part of, or is otherwise associated with the saddle 43. In the illustrated embodiment the saddle 43 and first interface 44 each include a semi-circular shape that is shaped to substantially match a contour of the root 94 of the wind turbine blade 90. In other embodiments, the saddle 43 and/or first interface 44 may be shaped to match the contour of any elongated payload that is to be secured to the payload-receiving fixture 12. In the illustrated embodiment, the width of the saddle 43 as measured from a forward side to a rearward side is substantially equal to a forward-rearward width of the support beam 40, as shown in
The interfaces 44, 45, 46 can include a plurality of bolt interfaces, as shown bolt holes, configured to engage and support the wind turbine blade 90. Each interface 44, 45, 46 includes a plurality of bolt holes formed therein to engage with the root 94 of the wind turbine blade 90 by passing bolts therethrough and into the root 94 of the wind turbine blade 90. In the illustrated embodiment, the three interfaces 44, 45, 46 are substantially coplanar with each other, although a person skilled in the art would understand that this is not a requirement and may be adjusted based on design requirements. The bolt(s) used in conjunction with each interface 44, 45, 46 can be configured to react to axial loads produced by the wind turbine blade 90. The net bolt pattern of the interfaces 44, 45, 46 can react moments about a y-axis, such as when the cantilevered payload-receiving fixture 12 and the wind turbine blade 90 are rigidly connected and tend to rotate together about the rotational axis 19 shown in
In the illustrated embodiment, each interface 44, 45, 46 includes a curved outer edge having radii of curvatures that are complementary to the payload being transported. Accordingly, in the illustrated embodiment, together, the curved edges of the three interfaces 44, 45, 46 substantially outline a circular cross-section of the root 94 of the wind turbine blade 90. The bolt holes can be aligned with the curved outer edges of the interfaces 44, 45, 46 such that each bolt hole is located a similar distance away from the curved edge. The first interface 44 may be bolted to a forward side surface of the support beam 40, and the second and third interfaces 45, 46 may be bolted to the second terminal ends 24, 34. In other embodiments, the interfaces 44, 45, 46 are formed integrally with the support beam 40 and the first and second cantilever supports 20, 30. The interfaces 45, 46 may also be located on the outboard sides of the cantilevered supports 20, 30. The interface 44 may also be located below the support beam 40. In some embodiments, the interfaces 44, 45, 46 can be structurally unitary and/or adjacent to each other so as to form a singular, connected or substantially connected shape.
Each of the first, second, and third interfaces 44, 45, 46 can be configured to engage with the wind turbine blade 90, in particular the root 94 of the turbine blade 90, to support the wind turbine blade 90. Three interfaces can provide effective structural support for receiving the loads produced by the wind turbine blade 90. Moreover, the three interfaces can be evenly spaced in the general areas of approximately 45°, approximately 135°, and approximately 225° around a circumference of the root 94 of the blade 90. In this way, the support of the root 94 can be substantially evenly distributed around the lower half of the root 94, thus maximizing load support. In other embodiments, other numbers of interfaces having alternative shapes may be utilized based, at least in part, on the structural requirements of the fixture 12 and elongated cargo 90.
In the illustrated embodiment, the payload-receiving fixture 12 can further include a first support rod 50 and a second support rod 53. The first support rod 50 can include a first terminal end 51 coupled to the coupling bracket 35 and can extend to a second terminal end 52 opposite the first terminal end 51, the second terminal end 52 being coupled to the support beam 40 adjacent the first end 41 of the support beam 40. Similarly, the second support rod 53 can include a first terminal end 54 coupled to the coupling bracket 25 and can extend to a second terminal end 55 opposite the first terminal end 54, the second terminal end 55 being coupled to the support beam 40 adjacent the second end 42 of the support beam 40. In other embodiments, the first terminal ends 51, 54 of the support rods 50, 53 can be coupled directly to the carriages 60, 70, such as rectangular braces 62, 72 of the carriages 60, 70. The support rods 50, 53 can intersect at an intersection point 56. In the illustrated embodiment, the support rods 50, 53 can be adhered to each other at the intersection point 56 to provide additional structural rigidity.
The payload-receiving fixture 12 can further include at least one loading stand, in particular a first loading stand 57, that can extend between the first carriage 60 and the bottom side of the support body 22 of the first cantilevered support 20, as shown in
The payload-receiving fixture 12 can further include a tip support 96 extending away from the second cantilevered support 30 at approximately one-third of the height of the second cantilevered support 30, as shown in
While some dimensions, shapes, and configurations of the cantilevered payload-receiving fixture, and components thereof, are illustrated and/or described in the present disclosure, a person skilled in the art will appreciate a number of different dimensions, shapes, and configurations that can be used in place of those described without losing the cantilevered nature of the fixture, and thus without departing from the spirit of the present disclosure. A person skilled in the art will be able to determine and subsequently incorporate such dimensions, shapes, and configurations into cantilevered payload-receiving fixtures as a result. Further, a person skilled in the art will appreciate a variety of different materials that can be used for the various components of the cantilevered payload-receiving fixtures. Some exemplary materials that can be used for making cantilevered payload-receiving fixture structures include: metals such as aluminum, titanium, steel, and/or magnesium alloys; carbon and/or fiberglass reinforced plastic composite laminates, either alone or as facesheets of sandwich panel structures using one or more of plastic foam, balsa wood, aluminum, and/or Nomex honeycomb cores; and/or wood such as spruce and/or bamboo. Plastic foams and/or natural and/or synthetic rubber may also be used in areas contacting the blades, among other materials that would not unnecessarily damage the blades due to being in contact with the blades.
A plurality of holes or openings 67, 77 are provided in the various surfaces of the brace 62, 72 as illustrated, as are a plurality of holes or openings 66, 76 in the whiffle trees 65, 75. The holes 66, 67, 76, 77 may improve aspects of the fixture 12 including, but not limited to, reducing the weight of the fixture 12 and/or providing possible locations where the fixture 12 can be secured within a cargo bay of an aircraft, such as by tying a rope or chain or the like through one or more of the openings and tightening accordingly to secure the location of the fixture 12, and thus the cargo 90 secured by the fixture 12, within the cargo bay.
A person skilled in the art will appreciate that in other embodiments, the carriages 60, 70 can more generally be referred to as bases, with a base merely being a structure from which the supports 22, 32 respectively extend. A carriage, or a plurality of carriages, is one example of a base, but in other instances, a base can be a structure (e.g., bar, brace, etc.) that does not necessarily have wheels and is thus moved by an outside component (a component with wheels, skis, skids, etc.) or by having wheels, skis, skids, etc. disposed on the base. While the illustrated embodiment includes two bases (e.g., carriages 60, 70), in other embodiments the base can be a singular structure from which one or more supports 22, 32 extend at an oblique angle as provided herein and/or the term base can encompass two or more carriages (e.g., carriages 60, 70) or the like.
The mounting plate 1190 includes a bore 192 extending vertically therethrough. The bore 1192 can be aligned with a bore 1194 (
A non-limiting exemplary embodiment of the hardpoint fitting 1193 is illustrated in
Different hardpoint fittings can be designated for use with different types and sizes of cargos. The illustrated hardpoint fitting 1193 is but one example. In some embodiments, there can be approximately in the range of about 20 hardpoint fittings to about 40 hardpoint fittings within the interior cargo bay 1170, although more or less are possible as well. In alternative embodiments, some portion of the payload can be directly coupled to the hardpoint fittings 1193, rather than via payload-receiving fixtures. A person skilled in the art, in view of the present disclosures, will understand other ways by which a payload can be secured within the interior cargo bay 1170, including by various attachment mechanisms known to those skilled in the art that can be used or otherwise adapted for use with the rail 1174 and/or one or more attachment mechanisms known to those skilled in the art that can be placed in the interior cargo bay and used to secure the location of the payload with respect to the rail 1174 and/or the interior cargo bay 1170 more generally.
As described above, the nose cone 1126 may also function as a door, optionally referred to as the nose cone door 1126, thus allowing access to an interior cargo bay 1170 defined by the fuselage 1001 via a cargo opening 1171 exposed by moving the nose cone door 1126 into an open or loading position.
Another embodiment of a payload-receiving fixture 210 in accordance with the present disclosure is shown in
Similar to the payload-receiving fixture 12, the payload-receiving fixture 210 can include a first cantilevered support 220, a second cantilevered support 230, a support beam 240 extending between and interconnecting the first and second cantilevered supports 220, 230 and two carriages 260, 270 from which the cantilevered supports 220, 230 extend. The support beam 240 may include a saddle 240 as described above, as well as interface 244, 245, 246 for coupling and supporting the root 94 of the blade 90. The cantilevered supports 220, 230 differ from the first and second cantilevered supports 20, 30 in several aspects. First, the support bodies 222, 232 are not formed as solid, generally planar sheets of material, but instead include upper and lower support rods as well as trusses. For example, the first support body 222, as shown in
Moreover, the cantilevered supports 220, 230 further include longer, straight-edged second terminal ends 224, 234 (edges 224e and 234e) than the terminal ends 24, 34, as shown in
Additionally, the illustrated cantilevered supports 220, 230 can extend further into the nose cone door cargo volume 1170n of the aircraft 1000 than the cantilevered supports 20, 30 of the payload-receiving fixture 12. Specifically, the cantilevered supports 220, 230 can extend away from the carriages 260, 270 at an angle 229, 239 relative to longitudinal axes of the carriages 260, 270 and the bottom edges of the supports 220, 230 that is smaller than the first and second angles 29, 39 described above. The angles are approximately in the range of about 10 degrees to about 70 degrees, and more particularly approximately in the range of about 15 degrees to about 60 degrees, and more particularly approximately in the range of about 20 degrees to about 50 degrees, and more particularly approximately in the range of about 25 degrees to about 40 degrees. In the illustrative embodiment, the angles 229, 239 are approximately 20 degrees. The term “approximately” as used in the context of angular measurements refers to +/−3 degrees of the indicated value. The angles 229, 239 being smaller allows for the terminal ends 224, 234 of the supports 220, 230 to extend further into the nose cone door cargo volume 1170n. In particular, the distance 279 from the forward edge 1174f of the rail 1174 to the terminal ends 224, 234 may be optimized by varying the angles 229, 239. For example, similar to the distance 79, the distance 279 can be approximately in the range of about 0 meters to about 6 meters, and in some embodiments it can be about 4 meters. Similar to the distances d and 79 escribed above, the ranges and values associated with the distance 279 are for illustrative purposes and the present disclosure is not necessarily bound by the ranges and values. These same designs can be carried out on smaller scales (e.g., millimeters rather than meters, or less) and significantly larger scales (e.g., 10 times the values described herein, or greater).
Another embodiment of a cantilevered payload-receiving fixture 310 in accordance with the present disclosure is shown in
Similar to the payload-receiving fixtures 12, 210, the payload-receiving fixture 310 can include a first cantilevered support 320, a second cantilevered support 330, and a support beam 340 that can extend between and interconnect the first and second cantilevered supports 320, 330. The support beam 340 may include the saddle 344 (not shown due to viewing angle) described above, as well as an interfaces 344 (not shown due to viewing angle), 345, and 346 (not shown due to viewing angle), for coupling and supporting the root 94 of the blade 90. An additional support rod 340U may be included that can extend between top ends of the terminal ends 324, 334. The cantilevered supports 320, 330 may differ from the cantilevered supports 20, 30 and the cantilevered supports 220, 230 in several aspects. Firstly, similarly to the support bodies 222, 232, the support bodies 322, 332 can include upper and lower support rods as well as trusses. For example, the first support body 322, as shown in
Moreover, the payload-receiving fixture 310 can differ from the fixtures 12, 210 in that, instead of utilized carriages on the rails 1174 described above, the first terminal ends 323, 333 of the support bodies 322, 332 can be coupled to side surfaces 1176 of the interior of the aircraft fuselage 1001 at the attachment points 325, 335 via any known fastener assembly. The side surfaces 1176 are opposed to one another, in particular on opposing sides of the fuselage 1001. Some non-limiting examples of ways by which the payload-receiving fixture 310 can be mounted to side surfaces 1176 of the aircraft 100, i.e., fastener assemblies, include a clevis joint with pin axis parallel to the aircraft y-axis, or a rigid fastener pattern. Other fastener assemblies that may be part of the fixture 310, and/or otherwise used with the fixture 10, include bolts, nuts, brackets, and the like. In this way, instead of the loads received by the payload-receiving fixture 12, 210 being transferred at least in part to the carriages 60, 70, 260, 270, the loads can be as least partially transferred to the side surfaces 1176 of the interior of the aircraft fuselage 1001. This can reduce or eliminate a need to provide rails 1174 and carriages within the aircraft cargo volume 1170. In some instances, the load terminates in a simply-supported boundary condition that does not react to moments. A person skilled in the art would understand that the attachment points 325, 335 on the side surfaces 1176 may be aligned such that each is substantially co-planar with a plane that extends parallel to floor plane (e.g., the floor plane 81f), and thus each can be disposed approximately the same distance from the bottom surface (e.g., the floor 172) of the aircraft 100. Alternatively, the attachment points 325, 335 can be staggered on the opposed side surfaces 1176. The location of the attachment points 325, 335 can be based, at least in part, on the design requirements of the aircraft 1000 and/or fixture 310, as well as the size, shape, and/or weight of the payload with which the fixture 310 is being used.
The attachment points 325, 335 can be fixed or removable as desired. In some embodiments, the attachment points 325, 335 can allow for rotational movement of the support bodies 322, 332 and other components associated therewith such that the payload-receiving fixture 310 can be selectively positioned in the nose cone door cargo volume 1170n and moved out of it. A person skilled in the art will appreciate such a configuration may require the disassembly of one or more components of the fixture 310, such as the support beam 340 connecting the two support bodies 322, 332, to allow for the fixture 310 to be moved between a first configuration in which it is not disposed in the nose cone door cargo volume 1170n and a second configuration in which it is disposed in the nose cone door cargo volume 1170n so that it can support a payload therein.
The upper and lower support rods 322U, 332U, 322L, 332L of each cantilevered support 320, 330 can extend away from the side surfaces 176 of the interior of the aircraft fuselage 101, as measured along lines 176a, respectively, at an angle 329, 339 that is approximately in the range of about 10 degrees to about 45 degrees, and more particularly is approximately in the range of about 20 degrees to about 35 degrees. In the illustrative embodiment, the angle is approximately 28 degrees. Additionally, the cantilevered supports 320, 330 can extend further into the nose cone door cargo volume 170n of the aircraft 100 than the cantilevered supports 20, 30 of the payload-receiving fixture 12. In particular, the cantilevered supports 320, 330 can extend into the nose cone area of the aircraft 100, approximately the same distance as the cantilevered supports 220, 230, or even more.
In the illustrated embodiment, the fixture 310 can further include a first support rod 350 and a second support rod 353, as shown in
Notably, in each of the illustrated embodiments, the cantilevered payload-receiving fixtures 12, 210, 310 allows for payload to be supported within the nose cone door cargo volume 170n without having any portion of the fixture in contact with, or otherwise engaged with, a bottom surface of the nose cone or nose cone door 126. The design of the cantilevered payload-receiving fixtures 12, 210, 310 is such that the supports of the fixtures (e.g., supports 22, 32, 222, 232, 322, 332) can extend into the nose cone door cargo volume 170n, and support loads from a payload in the same, without having to account for putting a structure on the floor or bottom surface of the nose cone or nose cone door to support the payload. This provides added flexibility to be able to load large payloads into the aircraft, affording for more use of the nose cone door cargo volume 170n, and the volume of the interior cargo bay as a whole, than was previously possible.
One skilled in the art will appreciate further features and advantages of the disclosure based on the above-described embodiments. Accordingly, the disclosure is not to be limited by what has been particularly shown and described, except as indicated by the appended claims. By way of non-limiting example, although the present disclosure describes using the illustrated payload-receiving fixture in conjunction with a forward end of a payload to extend the payload into a nose cone volume, the disclosed payload-receiving fixtures can be used in conjunction with an aft end of a payload to extend the payload further aft into the interior cargo bay, including into a tailcone, than may otherwise be possible. All publications and references cited herein are expressly incorporated herein by reference in their entirety.
Examples of the above-described embodiments can include the following:
This application claims priority to U.S. Provisional Patent Application Ser. No. 63/159,439, entitled “DEVICES AND METHODS FOR CANTILEVERED-SUPPORT OF AIRCRAFT CARGO PAYLOADS IN FORWARD AND AFT ENDS OF A CARGO BAY,” filed Mar. 10, 2021, the disclosure of which is hereby incorporated entirely herein by reference.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/US2022/019853 | 3/10/2022 | WO |
| Number | Date | Country | |
|---|---|---|---|
| 63106439 | Oct 2020 | US |
