Aircraft structure and associated tools and methods

An aircraft including a fuselage with one or more wings extending from the fuselage. The aircraft may include one or more apertures in a surface of at least one of the fuselage and the one or more wings. The one or more apertures may be configured to enable air to pass through the one or more apertures when the aircraft is flying.

TECHNICAL FIELD

Embodiments of the disclosure relate to aircraft structures, in particular, to aircraft fuselage structure and surface characteristics and to related tools and apparatus.

BACKGROUND

Aircraft (e.g., airplanes, gliders, flying taxis, helicopters, jets, rockets, missiles, etc.) are used to transport people, animal, and other cargo large distances in relatively short amounts of time. Aircraft face challenges that are less common for automobiles due to their ability to travel in three dimensions rather than 2 dimensions and at much higher rates of speed. Some of the challenges faced by aircraft include forces induced by air, such as drag and lift.

Autonomous aircraft (e.g., drones) have many uses. Some drones are used to support the military, for example, drones are used for surveillance, cargo delivery, bombing, and close air support. Drones also have been used in non-military roles such as, delivering cargo and packages, aerial photography, geographic mapping, search and rescue, disaster management, agriculture management, wildlife monitoring, law enforcement surveillance, construction management, and storm tracking. Autonomous aircraft can be remotely controlled or preprogrammed to fly specific paths without human intervention following the preprogramming.

BRIEF SUMMARY

Some embodiments of the present disclosure may include an aircraft including a fuselage with one or more wings extending from the fuselage. The aircraft may include one or more apertures in a surface of at least one of the fuselage and the one or more wings. The one or more apertures may be configured to enable air to pass through the one or more apertures when the aircraft is flying.

Another embodiment of the present disclosure may include an aircraft including a fuselage. The fuselage may include a surface defining an internal cavity. The aircraft may include at least two apertures in the surface configured to enable airflow into the cavity through a first aperture and airflow out of the cavity through a second aperture. The aircraft may further include at least one wing extending from the substantially hollow fuselage.

Another embodiment of the present disclosure may include a method of designing an aircraft. The method may include determining critical flight attributes of the aircraft. The method may further include defining an initial aperture configuration in a skin of the aircraft. The method may also include modeling fluid flow around and through the aircraft. The method may further include calculating flight characteristics of the fluid flow around and through the aircraft. The method may also include changing an aperture configuration in the skin of the aircraft. The method may further include repeating modeling the fluid flow around and through the aircraft. The method may also include repeating calculating flight characteristics of the fluid flow around and through the aircraft.

DETAILED DESCRIPTION

The illustrations presented herein are not meant to be actual views of any particular aircraft or component thereof, but are merely idealized representations employed to describe illustrative embodiments. The drawings are not necessarily to scale.

As used herein, the term “substantially” in reference to a given parameter means and includes to a degree that one skilled in the art would understand that the given parameter, property, or condition is met with a small degree of variance, such as within acceptable manufacturing tolerances. For example, a parameter that is substantially met may be at least about 90% met, at least about 95% met, at least about 99% met, or even at least about 100% met.

As used herein, relational terms, such as “first,” “second,” “top,” “bottom,” etc., are generally used for clarity and convenience in understanding the disclosure and accompanying drawings and do not connote or depend on any specific preference, orientation, or order, except where the context clearly indicates otherwise.

As used herein, the term “and/or” means and includes any and all combinations of one or more of the associated listed items.

Due to their ability to travel in three dimensions rather than 2 dimensions and at much higher rates of speed aircrafts are greatly affected by forces induced by air, such as drag and lift. Optimizing the forces experienced by the aircraft may increase the efficiency of the aircraft. Increased efficiency may enable the aircraft to travel longer distances, travel at higher rates of speed, travel higher in elevation, etc. In some embodiments, the forces induced by air may be manipulated through a design of the aircraft to change a behavior of the aircraft. For example, an aircraft design may enable an aircraft to change direction quickly resulting in an agile aircraft. In some embodiments, an aircraft design may enable an aircraft to fly in a stable manner at a high rate of speed. In some embodiments, an aircraft design may enable an aircraft to fly for an extended amount of time with little to no propulsion, such that the aircraft may travel large distances with little to no fuel.

FIGS.1-6illustrate views of an embodiment of an aircraft100. The aircraft100may include a fuselage102coupled to one or more wings104. The aircraft100may also include a tail106. The tail106may include a vertical stabilizer108and one or more horizontal stabilizers110. The fuselage102may have an oblong shape extending along an axis112.

The fuselage102may include an outer skin114. The outer skin114may define a substantially hollow portion302of the fuselage102. The outer skin114may include one or more apertures116,118,120. In some embodiments, the one or more apertures116,118,120may enable airflow to enter the substantially hollow portion302of the fuselage102through the apertures116,118, and120. In some embodiments, the one or more apertures116,118,120may enable airflow to exit the substantially hollow portion302of the fuselage102through the one or more apertures116,118, and120. For example, airflow may enter through a forward aperture116and exit through one or more aft apertures118,120.

In some embodiments, the one or more aft apertures may include an exhaust aperture128configured to allow exhaust from an engine to exit from the fuselage102of the aircraft100. For example, airflow may enter the outer skin114of the fuselage102through a forward aperture116and exit the outer skin114of the fuselage102through the exhaust aperture128. In some embodiments, the exhaust aperture128may be the only aft aperture, such that all of the air flow that enters the outer skin114of the fuselage102exits through the exhaust aperture128.

In some embodiments, the one or more apertures116,118,120may be arranged non-uniformly about the outer skin114of the fuselage102. For example, the one or more apertures116,118,120may be different sizes and/or shapes. In some embodiments, the one or more apertures116,118,120may be arranged such that no one aperture116,118,120is aligned with any other aperture116,118, and120. In some embodiments, the one or more apertures116,118,120may be similar shapes but have different sizes. In some embodiments, the one or more apertures116,118,120may be similar sizes and shapes with different orientations. For example, the one or more apertures116,118,120may be substantially circular in shape, such as circular, oval shaped, ellipsis, etc. The one or more substantially circular apertures116,118,120may be oriented such that axes (e.g., minor axis, major axis, etc.) are not aligned with an adjacent aperture116,118,120.

In some embodiments, the one or more apertures116,118,120may be substantially uniform and arranged in a substantially uniform pattern about a portion of the outer skin114of the fuselage102. For example, one or more apertures116,118,120may be arranged about a top portion of the front portion of the fuselage102. In some embodiments, the apertures116,118,120may be multiple narrow slots axially arranged about the top portion of the front portion of the fuselage102. In some embodiments, the narrow slots may enable multiple apertures116,118,120to be arrange adjacent to one another in the same portion of the fuselage102. In some embodiments, the apertures116,118,120may be substantially the same size, shape, etc. In some embodiments, the apertures116,118,120may have substantially the same orientation in different positions. In some embodiments, the apertures116,118,120may be multiple small openings rather than the large apertures illustrated inFIGS.1-6.

In some embodiments, the one or more apertures116,118,120may be arranged in the outer skin114of the fuselage102around the entire fuselage102. In some embodiments, the one or more apertures116,118,120may only be arranged on a single side of the fuselage102, such as the top of the fuselage102, the bottom of the fuselage102, front of the fuselage102, etc.

In some embodiments, the fuselage102may include an inner structure306. The inner structure306may be configured to house operational components, such as controls, engines, electronics, communication hardware, etc. In some embodiments, the inner structure306may be configured to house nonoperational components, such as passengers, cargo, etc., within the inner structure306. For example, the inner structure306may be configured to perform the functions of a standard fuselage and the substantially hollow portion302of the fuselage102may be configured to enable airflow between the one or more apertures116,118,120.

The aircraft100may be constructed from light weight material such as polymer materials or composite materials (e.g., carbon fiber, fiber glass, etc.). In some embodiments, structural components of the aircraft, such as the inner structure306may be constructed from different materials than the outer skin114. For example, the inner structure306may be constructed from a composite material and the outer skin114may be formed from a polymer material.

The wings104may include a wing tip structure122at or near an end of the wing104opposite the fuselage102. In some embodiments, the wing tip structure122may be configured to reduce drag on the wing, such as a winglet, raked wingtip, split tip, wingtip fence, etc. In some embodiments, the wing tip structure122may have a similar shape to the fuselage102. For example, the wing tip structure122may be formed as a reduced size replica of the fuselage102. For example, the wing tip structure122may have dimensions that are between about 1/10th and about ⅙th of the dimensions of the fuselage102, such as approximately ⅛th the dimensions of the fuselage102.

The wings104may be substantially free of apertures. For example, the fuselage102and/or the wing tip structures122may have multiple apertures. However, the wings104joining the fuselage102to the wing tip structures122may not have apertures defined in the respective surfaces. In some embodiments, the wings104may have apertures defined in the surfaces. For example, the wings104may have a reduced concentration of apertures, a similar concentration of apertures, or even a higher concentration of apertures from the fuselage102. In some cases, the wings104may include apertures having different characteristics, such as different sizes, different shapes, etc., from the apertures116,118,120in the fuselage102.

The vertical stabilizer108may include a vertical stabilizer structure124similar to the wing tip structure122. In some embodiments, the vertical stabilizer structure124may have a similar shape to the fuselage102. For example, the vertical stabilizer structure124may be formed as a reduced size replica of the fuselage102. For example, the vertical stabilizer structure124may have dimensions that are between about 1/12th and about ⅛th of the dimensions of the fuselage102, such as approximately 1/10th the dimensions of the fuselage102.

The horizontal stabilizers110may include a horizontal stabilizer structure126similar to the wing tip structure122and the vertical stabilizer structure124. In some embodiments, the horizontal stabilizer structure126may have a similar shape to the fuselage102. For example, the horizontal stabilizer structure126may be formed as a reduced size replica of the fuselage102. For example, the horizontal stabilizer structure126may have dimensions that are between about 1/20th and about 1/10th of the dimensions of the fuselage102, such as approximately 1/16th the dimensions of the fuselage102.

FIG.7illustrates a top view of the aircraft100. The aircraft100may include multiple apertures116,118,120in the outer skin114of the fuselage102. The apertures116,118,120may be non-uniform. For example, the apertures116,118,120may be arranged at different radial positions about the outer skin114of the fuselage102. The apertures116,118,120may be defined by ribs706in the outer skin114.

In some embodiments, the wing tip structures122may be substantially hollow. The wing tip structures122may include one or more apertures702in an outer skin of the wing tip structures122. In some embodiments, the apertures702in the wing tip structures122may be non-uniform. For example, the apertures702may be arranged in similar positions to the apertures116,118,120in the outer skin114of the fuselage102. In some embodiments, the apertures702may be arranged differently than the apertures116,118,120in the outer skin114of the fuselage102. In some embodiments, the wing tip structure122may have fewer apertures702than the fuselage102. In some embodiments, a size of the apertures702in the wing tip structures122may be proportionally related to the apertures116,118,120in the outer skin114of the fuselage102. For example, if the wing tip structure122has dimensions that are about ⅛th the same dimensions of the fuselage102, the apertures702in the wing tip structures122may be about ⅛th the size of the associated apertures116,118,120. In some embodiments, the apertures702in the wing tip structure122may not be proportionally related to the apertures116,118,120in the outer skin114of the fuselage102. For example, the apertures702may be similarly shaped and arranged about the wing tip structure122but larger or smaller in proportion to the dimensions of the wing tip structure122than the associated apertures116,118,120.

In some embodiments, the vertical stabilizer structure124may be substantially hollow. The vertical stabilizer structure124may include one or more apertures704in an outer skin of the vertical stabilizer structure124. In some embodiments, the apertures704in the vertical stabilizer structure124may be non-uniform. For example, the apertures704may be arranged in similar positions to the apertures116,118,120in the outer skin114of the fuselage102. In some embodiments, the apertures704may be arranged differently than the apertures116,118,120in the outer skin114of the fuselage102. In some embodiments, the wing tip structure122may have fewer apertures704than the fuselage102. In some embodiments, a size of the apertures704in the vertical stabilizer structure124may be proportionally related to the apertures116,118,120in the outer skin114of the fuselage102. For example, if the vertical stabilizer structure124has dimensions that are about 1/10th the same dimensions of the fuselage102, the apertures704in the vertical stabilizer structure124may be about 1/10th the size of the associated apertures116,118,120. In some embodiments, the apertures704in the vertical stabilizer structure124may not be proportionally related to the apertures116,118,120in the outer skin114of the fuselage102. For example, the apertures704may be similarly shaped and arranged about the vertical stabilizer structure124but larger or smaller in proportion to the dimensions of the vertical stabilizer structure124than the associated apertures116,118,120.

FIG.8illustrates a top view of the fuselage102of the aircraft100. The outer skin114of the fuselage102may include ribs706that may define apertures116,118,120in the outer skin114of the fuselage102. As illustrated inFIG.8, the apertures116,118,120may be non-uniform. For example, the apertures116,118,120may be different sizes, shapes, etc. In some embodiments, the apertures116,118,120may be arranged in different radial and/or longitudinal positions about the fuselage102. In some embodiments, the apertures116,118,120may be formed from multiple small apertures.

As illustrated inFIG.8, a first aperture116may be in a forward most position on the fuselage102. The first aperture116may be substantially centered on the top of the fuselage102. A second aperture118may be both longitudinally and radially offset from the first aperture116. In some embodiments, the second aperture118may have a different shape from the first aperture116. For example, the second aperture118may be larger than the first aperture116. In some embodiments, the second aperture118may have a major axis that is larger than the major axis of the first aperture116such that the second aperture118is longer than the first aperture116.

In some embodiments, the first aperture116may have a different shape from the second aperture118and/or a third aperture120. For example, the first aperture116may have a substantially elliptical nose portion806and a rear portion of the first aperture116may include one or more ridges802and a flat portion804in the rib706defining the first aperture116. The second aperture118may have a substantially elliptical shape. The third aperture120may be substantially elliptical in shape with at least one ridge808in the rib706defining the third aperture120. In some embodiments, the second aperture118and/or the third aperture120may include one or more ridges and/or flat portions in the associated ribs706defining the respective second aperture118and third aperture120. For example, the second aperture118and the third aperture120may have flat portions and ridges positioned in different respective positions from those in the first aperture116.

In some embodiments, each of the apertures116,118,120may have substantially the same size and shape, with only a position of the apertures116,118,120being different. The different positions, sizes, and shapes of the apertures116,118,120may have different effects on the drag and lift forces on the aircraft100.

FIGS.9and10illustrate a flow model of the aircraft100. During flight air may flow around the aircraft100. The airflow may be separated into exterior flow902and interior flow904. The exterior flow902may flow over exterior surfaces of the aircraft100, such as exterior surfaces of the outer skin114of the fuselage102, exterior surfaces of the wings104, exterior surfaces of the vertical stabilizer108, and exterior surfaces of the horizontal stabilizers110. The interior flow904may flow through the substantially hollow portion302of the fuselage102. For example, the interior flow904may enter the substantially hollow portion302through the apertures116,118,120, and exit the substantially hollow portion302through the apertures116,118,120.

The apertures116,118,120may be configured to create vortices in the interior flow904. The vortices may generate internal forces on the aircraft100, such as lift or drag. In some embodiments, the vortices906may reduce drag on the aircraft100. In some embodiments, the vortices906may increase lift on the aircraft100. In some embodiments, the vortices may reduce stability of the100enabling the aircraft to make abrupt changes in direction. In some embodiments, the vortices906may increase stability of the aircraft100enabling the aircraft100to fly at higher rates of speed and/or fly more efficiently.

The size, shape, and/or location of the apertures116,118,120may determine what types of vortices906are created in the interior flow904. For example, a first configuration of the apertures116,118,120may cause vortices in the interior flow904that may increase lift and stability in the aircraft100. A second configuration of the apertures116,118,120may cause vortices906in the interior flow904that may increase lift and reduce stability in the aircraft100. A third configuration of the apertures116,118,120may cause vortices906in the interior flow904that may increase lift and reduce drag in the aircraft100.

The exterior flow902may remain substantially laminar (e.g., substantially free of turbulence). The laminar flow may reduce drag on the outer surfaces of the aircraft100. Maintaining laminar flow over the outer surfaces of the aircraft100may increase efficiency of the aircraft100by up to fifty percent. A fifty percent increase in efficiency may increase a range of the aircraft100up to double the range. The size, shape, and/or location of the apertures116,118,120may control the exterior flow902. For example, the arrangement, shape, and size of the apertures116,118,120may define air speeds where laminar flow may be maintained. The aircraft100may then be controlled to fly at the defined air speeds. Controlling the aircraft100in this way may be defined as laminar flow control. The apertures116,118,120may increase the laminar flow control speeds thereby increasing the efficiency of the aircraft100at higher speeds.

FIG.11illustrates a method of designing an aircraft1100. Reference is also made toFIGS.1-10. The type of aircraft being designed is determined in act1102. For example, an aircraft designed to carry cargo long distances has certain design considerations that may be different from an aircraft designed for close air support or air to air combat. Other types of aircraft such as gliders, surveillance aircraft, rockets, missiles, etc., also have different considerations. Once the type of aircraft being designed is determined in act1102, the critical flight attributes are determined in act1104. For example, improving efficiency through increased lift and reduced drag may be critical attributes for a surveillance aircraft, whereas decreasing stability and increasing lift may be critical attributes for a close air support aircraft or air to air combat aircraft.

Initial aperture configurations may be defined in act1106. For example, an initial aperture configuration may be defined where the apertures116,118,120are known to improve at least one of the critical attributes identified in act1104. The aperture configuration may include size, shape, and location of each aperture116,118,120. In some embodiments, the aperture configuration may include other properties such as a thickness of the outer skin114of the fuselage102, a size of the substantially hollow portion302of the fuselage102, whether similar apertures702are included in the wing tip structures122or apertures704are included in the vertical stabilizer structure124, etc.

An iterative fluid flow model such as a computational fluid dynamics (CFD) model may be used to model fluid flow (e.g., airflow) around and through the aircraft100in act1108. The fluid flow model may model the effects of the aperture configuration on both the exterior flow902and the interior flow904including vortices906formed in the fluid flow. The fluid flow model may enable flight characteristics, such as lift, drag, stability, agility, speed, thrust, etc., to be calculated in act1110.

Once the flight characteristics are calculated in act1110, the aperture configuration may be adjusted in act1112. For example, a size of one or more of the apertures116,118,120may be adjusted. In some cases, a location of one or more of the apertures116,118,120may be adjusted. In some cases, a shape of one or more of the apertures116,118,120may be adjusted. In some cases, if the critical attributes are close to the desired values, the adjustment to the aperture configuration may be relatively small. In other cases, where the critical attributes are not close to the desired values, the adjustments may be larger. For example, the adjustment may include a change to more than one of the characteristics of the apertures116,118,120, such as both a shape and location adjustment.

After the aperture configuration is adjusted in act1112, the fluid flow model may be used to model fluid flow around the aircraft100with the adjusted aperture configuration in act1114. The fluid flow model may enable flight characteristics, such as lift, drag, stability, agility, speed, thrust, etc., to be calculated in act1116. The process may be repeated until the critical attributes are met or exceeded by the fluid flow model calculations.

Non-limiting embodiments of the present disclosure may include:

Embodiment 1: An aircraft comprising: a fuselage; one or more wings extending from the fuselage; one or more apertures in a surface of at least one of the fuselage and the one or more wings; wherein the one or more apertures are configured to enable air to pass through the one or more apertures when the aircraft is flying.

Embodiment 2: The aircraft of embodiment 1, wherein the one or more apertures comprise at least two apertures.

Embodiment 3: The aircraft of embodiment 2, wherein a first aperture and a second aperture of the at least two apertures are non-uniform.

Embodiment 4: The aircraft of embodiment 3, wherein the first aperture has a first shape and the second aperture has a second shape and the first shape is different from the second shape.

Embodiment 5: The aircraft of any one of embodiments 3 or 4, wherein the first aperture has a first size and the second aperture has a second size larger than the first size.

Embodiment 6: The aircraft of any one of embodiments 2 through 5, wherein a first aperture is positioned in a forward portion of the aircraft and a second aperture is positioned in a rear portion of the aircraft.

Embodiment 7: The aircraft of embodiment 6, wherein the first aperture is positioned in a central portion of the aircraft and the second aperture is positioned on a side of the aircraft.

Embodiment 8: The aircraft of any one of embodiments 1 through 7, wherein the one or more wings are substantially free of apertures.

Embodiment 9: An aircraft comprising: a substantially hollow fuselage comprising a surface defining an internal cavity; at least two apertures in the surface configured to enable airflow into the cavity through a first aperture and airflow out of the cavity through a second aperture; and at least one wing extending from the substantially hollow fuselage.

Embodiment 10: The aircraft of embodiment 9, wherein the at least two apertures define an opening having a circular shape.

Embodiment 11: The aircraft of embodiment 10, wherein the circular shape is substantially an oval shape.

Embodiment 12: The aircraft of any one of embodiments 9-11, wherein the at least one wing is substantially free of apertures.

Embodiment 13: A method of designing an aircraft comprising: determining flight attributes of the aircraft; defining an initial aperture configuration in a skin of the aircraft; modeling fluid flow around and through the aircraft; calculating flight characteristics of the fluid flow around and through the aircraft; changing an aperture configuration in the skin of the aircraft; repeating modeling the fluid flow around and through the aircraft; and repeating calculating flight characteristics of the fluid flow around and through the aircraft.

Embodiment 14: The method of embodiment 13, wherein the aperture configuration comprises a size, a shape, and a location of at least one aperture in the skin of the aircraft.

Embodiment 15: The method of any one of embodiments 13 or 14, wherein changing the aperture configuration comprises adjusting one or more of a location, a size, and a shape of at least one aperture in the skin of the aircraft.

Embodiment 16: The method of any one of embodiments 13 through 15, wherein defining flight attributes of the aircraft comprises defining a laminar flow control speed.

Embodiment 17: An aircraft wing comprising: a wingtip structure coupled to the wing, the wingtip structure comprising: a shell defining a substantially hollow structure; one or more apertures through the shell configured to enable airflow into the substantially hollow structure through the one or more apertures.

Embodiment 18: The aircraft wing of embodiment 17, further comprising a wing surface substantially free of apertures.

Embodiment 19: The aircraft wing of any one of embodiments 17 or 18, further comprising a wing surface comprising one or more apertures, wherein the one or more apertures in the wing surface have at least one different characteristic from the one or more apertures through the shell.

Embodiment 20: The aircraft wing of embodiment 19, wherein the at least one different characteristic is selected from the group comprising concentration, size, and shape.

An aircraft according the embodiments of the present disclosure may operate with increased lift, efficiency, stability, and/or agility. Increases to these flight characteristic may enable an aircraft to better accomplish its mission. For example, an aircraft traveling large distances may benefit from increased efficiency enabling the aircraft to travel larger distances using less fuel. Increasing lift of an aircraft may increase the cargo capacity of the aircraft. Increasing the agility of an aircraft may enable the aircraft to better navigate difficult obstacles or evade attacks.

The embodiments of the disclosure described above and illustrated in the accompanying drawings do not limit the scope of the disclosure, which is encompassed by the scope of the accompanying claims and their legal equivalents. Any equivalent embodiments are within the scope of this disclosure. Indeed, various modifications of the disclosure, in addition to those shown and described herein, such as alternative useful combinations of the elements described, will become apparent to those skilled in the art from the description. Such modifications and embodiments also fall within the scope of the accompanying claims and equivalents.