Abstract:
In one embodiment, an aircraft for transporting at least one cargo container is disclosed. The aircraft comprises a forward fuselage, an empennage, a beam structure, and mounts to detachably and structurally engage the at least one cargo container with the beam structure. The beam structure is disposed between the forward fuselage and the empennage and the beam structure configured to receive the at least one cargo container. The beam structure and structurally engaged cargo container provide sufficient structural rigidity to support the aircraft in flight.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
       [0001]    This application is a divisional of prior application Ser. No. 11/782,850, filed Jul. 25, 2007, which is a divisional of prior application Ser. No. 10/996,799, filed Nov. 23, 2004, the disclosures of which are incorporated herein by reference in their entireties. 
     
    
     FIELD OF THE INVENTION 
       [0002]    The field of the present invention is cargo aircraft for transporting modular containers. 
       BACKGROUND OF THE INVENTION 
       [0003]    The basic unit for transporting goods has been the truck. Being the basic unit, the truck has defined limitations on intermodal containers that can typically be transported by ships, trains and trucks. Much of commerce today for which intermodal containers are most convenient are high volume, low weight products, computers being one example. Thus, volume instead of weight creates the limiting factor in the design of intermodal containers. As such, containers have grown to the maximum volume capacity of the basic unit, the truck. As such, intermodal containers are limited by the dimensions allowed by highway infrastructures. 
         [0004]    The aforementioned intermodal containers have greatly facilitated and lowered the cost of cargo transportation. However, air cargo has generally been excluded from participation in intermodal cargo systems. Aircraft of a size capable of carrying substantial cargo have typically been designed first as passenger aircraft. Cylindrical fuselages and lack of large access ports thereto in such passenger aircraft limit the use of such aircraft for truly intermodal cargo systems. Rather, the aircraft must become the basic unit with odd shaped and smaller sized containers. As a result, even with containerized cargo, a truck must be loaded with multiple individual containers for efficient distribution of air cargo. Such aircraft are also designed to be efficient at high speeds, which is costly. Military transports are also not particularly compatible with intermodel cargo systems as they are designed for oversized cargo such as rolling equipment, e.g., tanks and trucks, and palletized, irregularly shaped cargo. Most aircraft specifically designed for the military also are mission directed and overall efficiency for competitive cargo transportation is not a first priority. 
         [0005]    The inability of aircraft to participate in intermodal container cargo systems has been disadvantageous to international commerce. Business principals such as just-in-time supply and changing business environments including rapid global internet communication have created a demand for much more rapid international shipping than can be provided by conventional ships. However, air cargo systems remain both expensive and inconvenient to intermodal shipping. 
       SUMMARY OF THE INVENTION 
       [0006]    The present disclosure is directed to an aircraft having a beam structure to receive at least one rigid cargo container with mounts detachably integrating the at least one rigid cargo container as part of the beam structure to provide structural rigidity to the aircraft in flight. 
         [0007]    In one embodiment, an aircraft for transporting at least one cargo container is disclosed. The aircraft comprises a forward fuselage, an empennage, a beam structure, and mounts to detachably and structurally engage the at least one cargo container with the beam structure. The beam structure is disposed between the forward fuselage and the empennage and the beam structure configured to receive the at least one cargo container. The beam structure and structurally engaged cargo container provide sufficient structural rigidity to support the aircraft in flight. 
         [0008]    In accordance with a first aspect of the embodiment, the mounts are disposed on the underside of the beam structure to detachably suspend the at least one cargo container therefrom. 
         [0009]    In accordance with a second aspect of the embodiment, the mounts are disposed on the top side of the beam structure to detachably support the at least one cargo container thereon. 
         [0010]    In accordance with a third aspect of the embodiment, the aircraft further comprises a plurality of rigid containers attached to beam structure via the mounts. 
         [0011]    In accordance with a fourth aspect of the embodiment, the aircraft further comprises a plurality of attachments configured to engage adjacent rigid containers with one another. 
         [0012]    In accordance with a fifth aspect of the embodiment, the mounts and the attachments are universally engageable with one another. 
         [0013]    In accordance with a sixth aspect of the embodiment, the aircraft further comprises at least one panel partially enclosing the at least one cargo container. 
         [0014]    In accordance with a seventh aspect of the embodiment, the at least one panel is an aerodynamic panel. 
         [0015]    In accordance with an eighth aspect of the embodiment, the aircraft further comprises framing to support the aerodynamic panels, the frame including vertical elements and horizontal elements with corner elements lying in transverse planes of the aircraft. 
         [0016]    In accordance with a ninth aspect of the embodiment, the at least one container comprises at least four containers, a first two of the at least four containers each extending longitudinally on top of and engaging the beam structure via the mounts and arranged side by side, and a second two of the at least four containers each extending longitudinally on top of the first two containers. The at least four containers includes the attachments, the second two of the at least four containers is arranged side by side and attached by the attachments to the first two of the at least four containers. 
         [0017]    In accordance with a tenth aspect of the embodiment, either one or both of the forward fuselage or the empennage is pivotally mounted relative to the beam structure to fully expose an interior cavity above the beam structure for loading of the at least one cargo container. 
         [0018]    In another embodiment, an aircraft for transporting at least one cargo container is disclosed. The aircraft comprises a forward fuselage, an empennage, a beam structure configured to receive the at least one cargo container, and mounts to detachably and structurally engage the at least one cargo container with the beam structure. The beam structure comprises a first end to which the forward fuselage is attached, a second end to which the empennage is attached, and a floor therebetween. The beam structure and structurally engaged cargo container providing sufficient structural rigidity to support the aircraft in flight. 
         [0019]    In accordance with a first aspect of the embodiment, the beam structure further comprises flanges along each longitudinal side of the floor. 
         [0020]    In accordance with a second aspect of the embodiment, the floor of the beam structure includes rollers and/or anti-friction devices to facilitate longitudinal movement of the at least one cargo container along a surface of the floor. 
         [0021]    In accordance with a third aspect of the embodiment, the beam structure further comprises I-beams with bulkheads positioned periodically along the beam structure and affixed to the floor and the I-beams. 
         [0022]    In accordance with a fourth aspect of the embodiment, the mounts are retained on the floor of the beam structure. 
         [0023]    In accordance with a fifth aspect of the embodiment, the mounts are shoulder bolts which extend between the beam structure and the at least one cargo container. 
         [0024]    In accordance with a sixth aspect of the embodiment, the mounts are adjustably positionable along the length of the floor. 
         [0025]    In accordance with a seventh aspect of the embodiment, the mounts are provided at incremental positions along the length of the floor and configured to engage different sized cargo containers. 
         [0026]    In a further embodiment, an aircraft for transporting at least one cargo container is disclosed. The aircraft comprises a forward fuselage, an empennage, a beam structure disposed between the forward fuselage and the empennage, and mounts retained on the floor of the beam structure. The beam structure configured to receive a plurality of cargo containers and comprising a floor. The mounts configured to detachably and structurally engage the at least one cargo container with the beam structure. The beam structure and structurally engaged cargo container provide sufficient structural rigidity to support the aircraft in flight when the aircraft is fully loaded with the plurality of cargo containers. 
         [0027]    Accordingly, it is an object of the present invention to provide an improved cargo aircraft. Other and further objects and advantages will appear hereinafter. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0028]      FIG. 1  is a perspective view of a first embodiment of an aircraft. 
           [0029]      FIG. 2  is a partial perspective view with portions broken away for clarity of the aircraft of  FIG. 1 . 
           [0030]      FIG. 3  is a cross-sectional view taken transversely through the fuselage of the aircraft of  FIG. 1 . 
           [0031]      FIG. 4  is a perspective view of a cargo bay and combinations of containers. 
           [0032]      FIG. 5  is a partial exploded perspective view of the aircraft of  FIG. 1 . 
           [0033]      FIG. 6  is a detailed perspective of the fuselage of the aircraft of  FIG. 5 . 
           [0034]      FIG. 7  is a side view of a fairing frame for the aircraft of  FIG. 1  with a container in place. 
           [0035]      FIG. 8  is a perspective view of the aircraft of  FIG. 1  being loaded or unloaded. 
           [0036]      FIG. 9  is a perspective view of the aircraft of  FIG. 1  with the forward fuselage raised. 
           [0037]      FIG. 10  is a perspective view of a frame structure of a cargo container. 
           [0038]      FIG. 11  is a perspective view of a longer frame structure of a cargo container. 
           [0039]      FIG. 12  is a perspective view of an exploded assembly of a cargo container. 
           [0040]      FIG. 13  is a partial cross-sectional view of a panel illustrated in  FIG. 12 . 
           [0041]      FIG. 14  is a detail cross-sectional view of an assembled panel on a cargo container. 
           [0042]      FIG. 15  is a cross-sectional view of a mount between the beam structure and a container. 
           [0043]      FIG. 16  is an exploded perspective view of corner attachments and couplers. 
           [0044]      FIG. 17  is a perspective view of a second embodiment of an aircraft. 
           [0045]      FIG. 18  is a partial perspective view of the aircraft of  FIG. 17  with portions broken away for clarity. 
           [0046]      FIG. 19  is a cross-sectional view taken transversely of the fuselage of the aircraft of  FIG. 17 . 
           [0047]      FIG. 20  is a perspective view of an aircraft with cargo containers side by side. 
           [0048]      FIG. 21  is a cross-sectional view of the fuselage of the aircraft of  FIG. 20 . 
           [0049]      FIG. 22  is a cross-sectional view as in  FIG. 21  with an amended beam configuration. 
           [0050]      FIG. 23  is a partial perspective view of the aircraft of  FIG. 20  with portions broken away for clarity. 
           [0051]      FIG. 24  is a perspective view of a fourth embodiment of an aircraft. 
           [0052]      FIG. 25  is a partial perspective view of the aircraft of  FIG. 24  with portions broken away for clarity. 
           [0053]      FIG. 26  is a cross-sectional view of the fuselage of the aircraft of  FIG. 24 . 
           [0054]      FIG. 27  is a cross-sectional view of the fuselage of yet another embodiment. 
           [0055]      FIG. 28  is a perspective view of an aircraft of a further embodiment. 
           [0056]      FIG. 29  is a partial side view of the fairing frame of  FIG. 7  with a first attachment rail system. 
           [0057]      FIG. 30  is a partial side view of the fairing frame of  FIG. 7  with a second attachment rail system. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0058]      FIG. 1  illustrates a first aircraft design with an integrating and supporting beam structure  30  having two ends. The details of the beam structure  30  are better illustrated in  FIGS. 2 and 3 . The beam structure  30  includes a floor  32  which may include rollers and/or antifriction devices to facilitate longitudinal movement of a cargo container along the surface of the floor  32 . Restraining flanges  33  run along each longitudinal side of the floor  32 . In addition to the floor  32 , the beam structure  30  includes I-beams  34  with bulkheads  36 ,  38  positioned periodically along the beam structure  30  and affixed to the floor  32  and the I-beams  34 . The beam structure  30  becomes a rigid structure which is preferably sufficient to support the aircraft in flight when empty but cannot support the aircraft in flight when loaded. 
         [0059]    A forward fuselage  40  is located at one end of the beam structure  30 . The forward fuselage  40  is shown to be that of a drone with no cockpit. Since the Shuttle SRTM mapping mission, it has been possible to have extended commercial flights without human intervention. A cargo drone can fly at low speeds for long distances without concern for crew time and passenger fatigue. The aircraft can therefore be designed for highly efficient flight profiles without accommodation for crew and passangers. 
         [0060]    As illustrated in  FIG. 9 , the forward fuselage  40  is pivotally mounted relative to the beam structure  30  to fully expose the interior cavity above the beam structure  30  from the forward end of the aircraft for loading of cargo containers. The guidance and control for the aircraft may be located in the forward fuselage  40 ; but, given the lack of a cockpit, can be located elsewhere with equal facility. The forward fuselage  40  may be removed from association with the beam as a unit. 
         [0061]    An empennage  42  is attached to the other end of the beam structure  30 . The empennage  42  includes laterally extending horizontal stabilizers  44  with twin vertical stabilizers  46  positioned at the outer ends of the horizontal stabilizers  44 . As illustrated in  FIG. 8 , the rear fuselage  48  forming part of the empennage  42  may be split vertically and pivotally mounted to either side of the main fuselage. In this way, access is provided to the rear end of the beam structure  30  across the ramp defined by the empennage  42  including the horizontal stabilizers  44 . The empennage  42  may be removed from association with the beam as a unit. 
         [0062]    Wings  50  are also structurally associated with the beam structure  30 . The wings  50  as well as the beam structure  30  may contain fuel tanks. Landing gear  52  are provided under the wings  50 ; and a forward gear  54  is provided under the beam structure  30 . The wings  50  may be removed from association with the beam as a unit. 
         [0063]    Engines  56  are shown in the embodiment of  FIG. 1  to be directly mounted to the beam structure  30 . An engine on each side, symmetrically mounted, is contemplated. Alternatively, as illustrated in  FIG. 28 , the engines  56  are mounted atop the wings  50 . This arrangement is understood to add to the efficiency of the aircraft. The engines  56  may each be removed from association with the beam as a unit. 
         [0064]      FIGS. 5 and 6  illustrate framing to support aerodynamic panels. The frame includes vertical elements  58  and horizontal elements  60  with corner elements  62  lying in transverse planes of the aircraft. One such frame  63  is illustrated in greater detail in  FIGS. 7 ,  29  and  30 . These elements  58 ,  60  are typically of I-beam cross section with lightening holes as in conventional aircraft construction. Corner elements  64  extend longitudinally at the intersections of the vertical elements  58  and horizontal elements  60 . These corner elements  64  may provide structural rigidity to augment the strength of the beam structure  30  and certainly provide sufficient rigidity to retain fairing components in place on the frame  62 . In  FIG. 5 , a top fairing panel  66  and a side fairing panel  68  are shown. Of course, a second side fairing panel  68  is also deployed on the other side of the aircraft. 
         [0065]    The aircraft thus defined provides a cargo bay which is designed and sized to closely receive rigid cargo containers  70  forming right parallelepipeds which are the sizes of intermodal containers. Such intermodal containers are typically of a given height and width and varying incrementally in length. An alternative to the construction of a fairing to define a cargo bay between the forward fuselage  40  and the empennage  42  would be to define the intermodal containers with aerodynamic surfaces. The forward fuselage  40  and the empennage  42  would transition to create an aerodynamic surface with the forward fuselage  40  and the empennage  42 . The containers  70  would be designed to be compatible with truck transportation whether or not they have aerodynamic surfaces. 
         [0066]    In the embodiments, the rigid cargo containers  70  provide strength to the beam structure  30 . The beam structure  30  is designed to be as light as possible. As such, the beam structure  30  is capable of supporting takeoff loads, flight loads and landing loads of the aircraft when free of cargo. Additionally, the beam structure  30  must be sufficient to support compression loads upon landing even when fully loaded. However, the beam structure  30  is not required to fully sustain bending and torsional loads in flight, landing and takeoff when a rigid cargo container or multiple such containers are in place in the aircraft. The additional rigidity required is supplied by the rigid cargo containers  70 . To this end, the containers  70  are constructed with sufficient structure and rigidity and are securely mounted to the beam structure  30  such that bending and torsional forces experienced by the beam structure  30  are imposed upon the securely mounted container or containers  70 . 
         [0067]    Mounts  72  are provided on the beam structure  30 . These mounts may be bolted or otherwise retained on the floor  32 . Further, incremental adjustments are preferably provided in order that the mounts  72  can attach to the container or containers  70  while accommodating variations in container length and placement. Such incremental adjustment may be provided by patterns of attachment holes in the floor  32  to allow for lateral or longitudinal repositioning of the mounts  72  once the container or containers  72  are in place. A mount  72  is illustrated in  FIG. 15  as a shoulder bolt  72  which extends between the beam structure  30  and a container  70 . Such a bolt  72  provides substantial shear resistance as well as tension loading. The mounts  72  may be located or positionable along the full length of the floor  32  or at incremental positions reflecting standard container sizes. The mounts may face inwardly from the sides of the floor  32 . Access ports through the fairings may be provided to allow access to the mounts  72 . Alternatively, mechanisms may be employed which are automatic or remotely actuated. 
         [0068]    Attachments  74  are illustrated in  FIG. 16  as formed boxes  76  through which slots  78  extend. By employing the formed boxes  76 , the slots  78  terminate to provide an inner face. The attachments  74  are located in the structure of the rigid container or containers  70 . As such, the attachments  74  cooperate with the formed boxes  74  with slots  76  through the walls thereof. The formed boxes  76  may include thick walls on one outer side or bottom to receive the mounts  72 . 
         [0069]    To fix the attachments  74  to one another, couplers  84  are employed. Each coupler  84  includes two heads  86  extending in opposite directions from a coupler body  88 . The heads  86  are undercut between the body  88  and each of the heads  86  to form opposed engaging surfaces on the inner sides of the heads  86 . The heads  86  also fit within the slots  76  in one orientation. The heads  86  have a convex surface for easier placement in the associated slots  76 . 
         [0070]    The couplers  84  may be formed such that the heads  86  are on a shaft rotatable within the body  88 . A collar  90  is separated from each of the heads  86  by substantially the thickness of the walls of the formed boxes  76  with the collar  90  being of sufficient diameter that the collar  90  cannot fit within the slots  78 . The collar  90  also provides access once the heads  86  are positioned in the slots  78  for rotation of the heads  86  into a locked orientation with the slots  78 . The body  88  is of sufficient size and includes flat sides  92  such that it is prevented from rotating by the floor  32 . Once the head  86  have been properly located, a set screw  94  can be placed to insure that the heads  86  will not rotate relative to the attachments  74 . The same mechanisms are employed between attachments  74  on adjacent containers  70 . 
         [0071]    The mounts  72  may correspond to the attachments  74  and employ the same mechanisms as shown in  FIG. 16 . Identical slots  78  in the floor  32  or the restraining flanges  33  can cooperate with the slots  78  in the containers  70  and couplers  84  to restrain the containers  70  and integrate the structures thereof with the beam structure  30 . 
         [0072]    Each rigid cargo container  70  is constructed as shown in  FIGS. 10 through 16 . A first internal structure of a container is illustrated in  FIG. 10 . This structure includes four columns  96  and eight beams  98  fixed together by corner attachments  74  as illustrated in  FIG. 10  to form a right parallelepiped. Panels  100  are then assembled with longerons  102  to form a top, a bottom and sides of the cargo container  70 . A representative panel  100  is illustrated in  FIG. 13 . The panel  100  is formed of lightweight material. In this embodiment the panel  100  is defined by two thin sheets  104 ,  106  separated by honeycomb  108 . Inner longerons  110  are also placed between the sheets  104 ,  106  and attached thereto. About the periphery of each of the panels  100 , the sheets  104 ,  106  come together to form an attachment flange  112 . Each of these panels  100  may be of composite material or a mixture of aluminum sheets  104 ,  106  and formed honeycomb  108 . 
         [0073]      FIG. 13  illustrates the sides, top and bottom of the completed cargo container  70  in association with the structure defined by the four columns  96  and eight beams  98 . Two panels  100  are associated together with longerons  102  positioned therebetween. The attachment flanges  112  are fixed to the corner columns  96  and beams  98  which include parallel flanges  114  for that purpose. 
         [0074]    Where longer containers are contemplated, intermediary columns  96  and beams  98  may additionally be employed. In this way, all panels  100  may be of the same size through appropriate location of the columns  96  with the overall lengths of the containers being multiples of the container illustrated in  FIG. 10 . Multiple containers of varying length may be employed to create an overall payload for an aircraft of a given length.  FIG. 4  illustrates such arrangements with a sixty-foot long cargo area and containers  70  broken into various multiples of ten-foot lengths. 
         [0075]      FIG. 8  illustrates employment of the first embodiment through the placement of a cargo container  70 . A truck  116  is shown aligned with the cargo area of the aircraft. In this case, the rear fuselage  48  is defined by doors which extend in an aerodynamic form and can also open to fully expose the interior of the fairing for insertion or removal of the rigid cargo container  70 . This container  70  may be, as illustrated in  FIG. 4 , one single container or a preassembled group of containers  70 . Winches and other mechanisms may be employed to assist in the repositioning of the container or containers  70  either in the aircraft or on the truck  116 . Alternatively, the forward fuselage  40  may be pivoted out of the way as illustrated in  FIG. 9  and the container  70  loaded from or unloaded to the truck  116  from the front of the aircraft. The landing gear  52  and/or forward gear  54  may be additionally exendable or retractable or the mounts thereof my be able to move up and down to accommodate the level of the bed of a truck  116 . 
         [0076]    The general principles described herein with regard to the first embodiment also apply to the several other embodiments which are presented. A second embodiment is illustrated in  FIGS. 17 through 19 . In this embodiment, the beam structure  30  is arranged at the top of the aircraft with the rigid cargo container or containers  70  suspended thereunder through attachments to the underside of the beam structure  30 . In this second embodiment, the beam structure is effectively inverted and is formed of a very similar structure to that of the first embodiment. The wings  50  are correspondingly associated with the top of the aircraft to be at the beam structure for support. Further, the engines  56  are also so located. 
         [0077]    This repositioning of the beam structure  30  makes the loading and unloading of containers through the empennage  42  more difficult. However, the forward fuselage  40  continues to provide loading capability through rotation of the forward fuselage  40  out of the way. Alternatively, cargo bay doors  118 , as illustrated in  FIG. 19 , may provide access for loading of the container or containers  70  from below. To accommodate this overhead placement of the beam structure  30 , the landing gear  52  must be supported at a greater distance than as required in the first embodiment. Either the gear  52 ,  54  itself or structure  119  may extend within additional fairings  120  to either side of the fuselage. 
         [0078]      FIGS. 20 through 23  illustrate another configuration having a double-wide beam structure  30  to accommodate side-by-side rigid cargo containers  70 . But for the dimensional changes and required additional structural rigidity within the beam structure  30 , the foregoing discussion applies to this embodiment.  FIGS. 21 and 22  show two different configurations of the I-beams  34  to support different expected weight requirements. These figures also illustrate a central column disposed between the side by side containers which can be a bulkhead or a series of independent columns. Alternatively, the side by side containers  70  can be linked together as discussed above and the containers  70  at or adjacent that joint also attached to mounts associated with the central corner element  64  with no central column present. 
         [0079]      FIGS. 24 through 26  illustrate yet another embodiment designed to accommodate a different arrangement of rigid cargo containers  70 . In this embodiment, two-high sets of containers are placed side by side to achieve four times the cross-sectional area for container cargo as in the first embodiment. The same comments applied to  FIGS. 21 and 22  regarding the central column, illustrated between the containers  70  in  FIG. 26 , apply to this embodiment. 
         [0080]      FIG. 27  provides a hybrid between the first and second embodiments. Two sets of side-by-side cargo containers  70  are positioned above and below the beam structure  30 . The same comments applied to  FIGS. 21 and 22  regarding the central column, illustrated between the containers  70  in  FIG. 27 , apply to this embodiment. 
         [0081]      FIGS. 29 and 30  illustrate yet another feature which can augment the structure of the system. A rail  122  is associated with the frame  62  in two locations as illustrated in the two figures. A corresponding channel  124  is shown located in the container  70 . The channel  124  may be an interlocking fit as shown only at the corners of the container  70  or fully through the container with additional support provided therealong. The rail mechanism is shown in association with the fairing but may be associated with the beam structure  30  as well. 
         [0082]    Thus, improved cargo aircraft have been disclosed. While embodiments and applications of this invention have been shown and described, it would be apparent to those skilled in the art that many more modifications are possible without departing from the inventive concepts herein. The invention is therefore not to be restricted except in the spirit of the appended claims.