Cargo aircraft system.

(54) Title: CARGO AIRCRAFT SYSTEM.

(54) Title: CARGO AIRCRAFT SYSTEM.

(57) Summary

An aircraft for transporting a plurality of cargo containers comprising a front aerodynamic envelope, an airplane tail, and a column disposed between the front aerodynamic envelope and the airplane tail; the column is made of a lightweight structure, so that the aircraft has insufficient rigidity to withstand bending and twisting loads during flight; A load assembly comprising a plurality of modular load units is structurally and removably mounted on the column to provide the additional structure to the aircraft, required to fully support the bending and twisting loads of the aircraft during flight; Brackets can be provided to couple so that the load assembly can be removed to the aircraft column.

(57) Abstract

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

CARGO AIRCRAFT SYSTEM

CROSS REFERENCE WITH RELATED REQUESTS

The present application is a continuation in part of US Patent Application Serial No. 12 / 636,381, filed on December 11, 2009, pending for now, which is an application for division of US Patent Application No. Serial No. 11 / 782,850, filed July 25, 2007, now US Patent No. 7,699,267, which is an application for division of US Patent Application No. Serial 10 / 996,799 filed November 23, 2004, now US Patent No. 7,261,257.

FIELD OF THE INVENTION

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

BACKGROUND OF THE INVENTION

The basic unit for transporting goods has been the truck.

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

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

Additionally, the cylindrical fuselage imposes additional restrictions on cargo size and dimensions. Consequently, cargo having irregular or unusually large dimensions is generally unsuitable for air transportation by today's cargo aircraft. Additionally, since most cargo units are substantially rectangular in shape, loading such cargo units into a cylindrical fuselage results in a significant amount of wasted dead space.

BRIEF DESCRIPTION OF THE INVENTION

The cargo aircraft systems described in the present description comprise a column structure on which a cargo assembly can be mounted. The column structure replaces the cylindrical monocoque-based fuselages of today's aircraft and is structured enough, in combination with the cargo assembly, to distribute the loads of the concentrated cargo along its length and to the wings. The load assembly is an integrated, unitary structure formed from one or a plurality of load units coupled together. The loading unit can be a modular frame unit or a modular container unit, and the resulting loading assembly can be any or a combination of modular frame and container units. The load assembly is structurally integrated with the column to form part of the aircraft structure, so that the aircraft has the ability to withstand the torsional and bending loads experienced during flight. Consequently, the load assembly increases the structure of the column, which by itself may lack the ability to sustain the torsional and bending forces of the aircraft when the column is loaded with the load assembly. Additionally, because the cargo aircraft eliminates the need for additional structure to support the load of the cargo assembly, a significant reduction in the weight of the cargo aircraft is achieved. This, in turn, results in increased fuel efficiency and decreased operating cost.

In one embodiment, a loading assembly is provided. The cargo assembly is configured to be structurally integrated into an aircraft column. The charge assembly comprises a plurality of modular charge units, a first charge transfer system, and a second charge transfer system. The first load transfer system comprises a plurality of first accessories to be coupled so that adjacent modular load units can be removed. The second cargo transfer system comprises a plurality of second accessories to mount so that the cargo assembly can be structurally removed and integrated into the aircraft column. The first and second cargo transfer systems distribute the aerodynamic load of the aircraft during flight among the plurality of modular load units and the column of the aircraft.

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

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

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

In accordance with a fourth aspect, the first load transfer system further comprises a plurality of interconnect hinge assemblies associated with at least two of the plurality of modular load units.

In accordance with a fifth aspect, the first charge transfer system further comprises one or more splices for coupling the adjacent modular charge units.

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

According to a seventh aspect, the first load transfer system further comprises a tensioner system arranged within at least one of the modular load units:

In another embodiment, a charging assembly is provided. The cargo assembly is configured to be structurally integrated into an aircraft column. The charging assembly comprises a plurality of modular charging units, first accessories, and second accessories. The first accessories are configured to structurally couple and integrate the plurality of load units into a single assembly. The second accessories are configured to structurally integrate the single assembly with the aircraft column. The plurality of cargo units is arranged within the single assembly based on a weight of each of the respective cargo units to obtain a center of gravity of the aircraft and the cargo assembly attached thereto within an acceptable range for fly.

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

According to a second aspect, the load units are each built to support a maximum load load interval.

According to a third aspect, the load units that have the highest maximum load loads are arranged at or near the center of gravity of the unloaded aircraft.

In a further embodiment, an aircraft is provided to transport a plurality of cargo containers. The aircraft comprises a front aerodynamic cover, an airplane tail, and a column arranged between the front aerodynamic cover and the airplane tail. A load assembly is configured to integrate so that it can be removed with the column. The column has a lightweight structure so that the aircraft has sufficient rigidity to withstand bending and torsional loads during flight when unloaded with the load assembly. However, the column has insufficient rigidity to itself withstand bending and twisting loads during flight when loaded with the load assembly. The cargo assembly provides the additional rigidity to the column, required for the aircraft to fully support bending and torsional loads during flight when the cargo assembly is structurally integrated with the column.

In accordance with a first aspect, modular cargo units are comprised of any or a combination of modular structural frames and cargo containers.

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

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

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

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

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

In accordance with a seventh aspect, a controller is provided to alternately activate the supports between the first and second positions.

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

BRIEF DESCRIPTION OF THE DRAWINGS

Illustrative embodiments of the present invention are described in the present description with reference to the accompanying drawings, in which:

Fig. 1 is an exploded perspective view of one embodiment of a cargo aircraft system, in which the aircraft has a lower column.

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

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

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

Fig. 4B is a cut cross-sectional view taken cross-section of an aircraft column section.

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

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

FIG. 6A is a cross-sectional view taken crosswise through an upper aircraft column section.

Figure 6B is a cut cross-sectional view, taken cross-section of a top aircraft column section.

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

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

Figures 8A and 8B are perspective views of an embodiment 20 of modular container units configured to be coupled together to form a structural container assembly.

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

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

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

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

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

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

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

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

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES

FIG. 1 illustrates one embodiment of a cargo aircraft system 100. Cargo aircraft system 100 is depicted comprising an aircraft 110 and a cargo assembly 105 comprised of modular cargo containers of varying dimensions and sizes. The modalities of the basic structure of a cargo aircraft are also described in US Patent No. 7,261,257 issued on August 28,

2007, the full contents of which are incorporated herein by reference.

Generally, cargo aircraft 110 comprises a front aerodynamic envelope 112, an airplane tail 130 and a Lower column 120 between the front aerodynamic envelope 112 and the airplane tail

130. Lower column 120 comprises guide flanges 124, which run longitudinally on either side of column 120 to guide load assembly 105 in place during loading on Lower column 120. A plurality of supports 122 are arranged at various intervals along length of bottom column 120 to structurally couple load assembly

105 at various points of union on the Lower column 120.

Wings 140 are structurally associated with lower column 120. Wings 140 may optionally contain fuel tanks (not shown). Landing gear 150A may be provided underneath wings 140 and / or Lower column 120 and a landing gear 150B may be provided underneath Lower column 120 or front aerodynamic envelope 112. Alternatively, the landing gear may have their own aerodynamic wraps or heads. Engines 142 are shown in the embodiment of Figure 1 to be mounted on top of wings 140. It should be understood that engines 142 can also be mounted below wings 140 and / or on column 120. Aerodynamic wraps 180, 190 can be optionally provided to cover load assembly 105 and trusses 160, 170. Aerodynamic wraps 180, 190 are made from a lightweight composite material and the primary function of aerodynamic wraps is to reduce drag forces. In a particularly preferred embodiment, the aerodynamic wraps do not provide substantial support or rigidity, if any, to the aircraft during flight.

Trusses 160, 170 are additionally attached to cargo assembly 105 to lower column 120. Trusses 160, 170 provide additional structural support to the aircraft to withstand bending moments during flight and provide additional support and integration of the cargo assembly. 105 on the lower column 120. Depending on the direction from which the load assembly is loaded onto the column, either one or both of the front frames 160 and the rear frame 170 may be attached so that the column 120 can be removed. Accordingly, by For example, in an embodiment where the cargo assembly is loaded through the tail of aircraft 130 of aircraft 110, rear armature 170 could be removed from column 120 before being loaded.

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

Figure 3 depicts an example rear armature 170 that can be used to couple the cargo assemblies comprising two layers of modular containers or frame units. The frame 170 comprises horizontal support elements 172 fixed to the vertical support elements 174 at a 90 degree angle. The two groups of diagonal support elements 171 A, 171B couple the horizontal support elements 172 and the vertical support elements 174 at different points corresponding roughly to the heights of the first and second layers

P of the load assembly 105. The stabilizer bars 173A, 173B are optionally provided along the points where the diagonal support elements 171A, 171B join the vertical support elements 174. The supports 176 are provided at along stabilizer bars 173A, 173B to securely attach load assembly to frame 170. It should be understood that the front frame 160 will be constructed in a similar manner to the rear frame 170, with the exception that the front frame 160 may be permanently attached to the column 120, while the rear frame 170 may be a structure that it can be removed in the modalities where the load assembly 105 is loaded through the tail of the aircraft 130 of the aircraft 110.

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

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

FIG. 5 illustrates another exemplary embodiment of the cargo aircraft system 200 comprising a cargo aircraft 210 and a cargo assembly 205. Unlike the cargo aircraft of FIG. 1, a top column 220 connects the aerodynamic deck. 212 and the tail of the aircraft 230. Accordingly, the load assembly 205 is suspended from the underside of the upper column 220. In accordance with one embodiment, in which the tail of the aircraft is comprised of two pivot-shaped halves of the column, the rear truss structure 270 may also be constructed in two pieces, so that when the tail of the In order to allow the cargo assembly to be loaded, the rear armature structure 270 can be similarly opened with the tail of the aircraft to expose column 220 to be loaded. Alternatively, in embodiments where the aircraft tail is pivotally attached to the column, the full rear armature structure 270 may also be coupled to the aircraft tail, and similarly rotated away from the column to expose the column to be loaded from the back. It should be understood that these modalities can also be implemented with the Lower column aircraft represented in Figure 1.

Wings 240 are structurally associated with upper column 220 and may also contain fuel tanks (not shown). The upper column 220 can also carry fuel. The upper column 220 additionally comprises guide flanges 224, which run longitudinally along the Lower surface of the upper column 220. A plurality of supports 222 is provided across the entire underside of Bottom Spine 220 and are configured to secure and integrate load assembly 205 with top column 220. Although Figure 5 depicts motors 242 as being mounted on the upper part of the wings 240, it should be understood that the motors 242 can also be mounted under the wings 240 or even on the upper column 220 or a combination thereof. Aerodynamic covers 280, 290 may be optionally provided to cover load assembly 205 and trusses 260, 270. Aerodynamic casings 280 may additionally comprise a plurality of opening panels

282 to expose the portions of the cargo assembly 205. Again, in a particularly preferred embodiment, the aerodynamic wraps are made as light as possible and do not contribute significantly, if any, structural support to the aircraft.

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

The column structures represented in Figures 1 to 2 and 4A to 6C are designed to be as light as possible. As such, the column structure has the ability to withstand the takeoff loads, flight loads and landing loads of the aircraft when free of charge. However, when the load assembly is mounted on the column, the column itself is not required to fully support bending and twisting loads during flight, and landing and takeoff loads. Additionally, the stiffness that is supplied by the load assembly is required. The load assembly increases the column and aircraft structure so that it supports these loads when structurally integrated into the column. To this end, the individual units that comprise the load assembly are constructed of sufficient structure and rigidity and are securely mounted to the column so that the bending and torsional forces experienced by the column structure are imposed on the assembly. load.

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

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

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

Figures 7A-7C depict exemplary embodiments of the modular structural frame units 300, which can be used to accommodate variable dimension load units. Each of the modular structural frame units 300 depicted in Figures 7A to 7C, are configured to be coupled to one another to create an integrated structural frame assembly. It should be understood that the greater the number of accessories among the modular frame units 300, the load is more efficiently transferred and distributed among the modular frame units 300. In an exemplary embodiment, the frame units 300 are joined together structural to each other via couplers (see Figure 10) which join end-facing fittings 312 and corner fittings 314 of adjacent structural frame assemblies.

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

Modular frame units 300 may further comprise means by which the individual load units 305A to 305D can be secured over defined spaces 310A to 310D. As shown in FIG. 7A, clamps 320 can be coupled to opposite horizontal frame elements 318 to allow load units 305A to 305D to slide in within respective defined spaces 310A to 310D. Alternatively, a tongue-in-groove adapter may be provided, as shown in Figure 7B, in which frame unit 300 includes a plurality of tongue adapters 330 along horizontal frame element 318 and load units 305A through 305D, each comprising slot adapters 340 to engage so that the tongue adapters 330 disposed in the defined spaces 310A to 310D can be slid. Although Figure 7B shows the frame assembly 310 comprising the tongue adapters 330 and the load units 305A to 305D comprising the slot adapters 340, it should be understood that the tongue adapters 330 and the slot adapters 340 may already be provided either in one or a combination of frame assembly 310 and load units 305A through 305D.

Figure 7C shows another embodiment of the structural frame assembly 311, which comprises two structural frames 311A ​​and 311B, which are coupled together in corner-facing fittings 312 and side fittings 314 of the adjacent frame assemblies by means of the couplers (see figure 10). Structural frames 311A, 311B depicted in the present disclosure provide eight defined spaces 313A through 313H, which can accommodate load units 305A through 305H, respectively. Although not shown in FIG. 7C, it should be understood that the frame assembly 311 of FIG. 7C may employ the same means (eg, clamps, tongue and groove adapters, etc.) depicted in FIGS. 7A and 7B. to secure the individual load units 305A to 305H, within the respective defined spaces 313A to 313H in the structural frame assembly 311.

An integrated structural frame assembly can be created by structurally joining the modular frame units depicted in Figures 7A to 7C using the corner fittings

312 and the side fittings 314. This integrated structural frame assembly may have sufficient strength and rigidity to withstand load units and downforce, including the bending and twisting loads of the cargo aircraft during flight.

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

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

Figures 8A and 8B show the modular container units, which may also comprise the load assembly that fits on the aircraft column. In contrast to modular frame units, modular container units provide an enclosed space within which cargo units can be placed. Similar to

With modular frame units, modular container units provide the structure and stiffness for the final assembled cargo assembly which, in turn, provides this stiffness to the column to support the aircraft during flight. The modular container units, each one is structurally connected to each other by menar that distribute the downforce among them. Accordingly, the individual cargo containers are preferably constructed from rigid materials, which have the ability to support and distribute the bending, twisting, compression and tension loads of the loaded aircraft during flight. Example materials include light weight metals or alloys thereof such as aluminum and titanium and steel or a combination of metal and composite structures or even innovative layers of different and patterned metals or a combination of metal and composite structures . Other example materials include composites, such as carbon epoxy laminates, as well as the foam core and honeycomb core structures.

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

Both structural frame assemblies and structural container assemblies can be attached to the column using brackets. Figure 9 shows an exemplary embodiment of an assembly 123 that can be provided on the structure of the column 120. Although Figure 9 shows assembly 123 connecting a container 105 to column structure 120, it should be understood that assembly 123 can also be used to connect adjacent containers together to form the cargo assembly.

The supports, such as that represented in Figure 9, can be screwed, or otherwise retained on the column 120. Additionally, incremental adjustments are preferably provided so that the supports 123 can be attached to the container or containers.

105, while accommodating variations in container length and placement. Such an incremental fit can be provided by attachment hole patterns in the column 120 to allow the lateral and longitudinal repositioning of the supports 123 once the container or containers 105 are in place. A mounting 123 as a screw is illustrated in Figure 9.

123, which extends between the column structure 120 and a container

105. Said bolt 123 provides a substantial shear strength, as well as a tensile load. Supports 123 can be located or can be placed along the entire length of column 120 or in incremental positions that reflect standard container sizes.

The supports 123 can be oriented inward from the sides of the column 120. Access ports through the aerodynamic wraps can be provided to allow access to the supports 123 or sufficient space can be provided between the aerodynamic wrap and the side wall of the container assembly to allow personnel to inspect as well as Attach the containers to the column without having access panels through the lateral aerodynamic wraps. In yet another alternative embodiment, mechanisms can be used to remotely activate supports to couple and uncouple containers.

Figure 10 further illustrates accessories that can be used to couple adjacent structural frames and containers. Corner fittings 74 comprise the shaped boxes

76 through which the grooves 78 extend. By employing the formed boxes 76, the grooves 78 end up providing an interior face. The fittings 74 cooperate with the boxes 74 formed with the grooves 76 through the walls thereof. The formed boxes 76 can include thin walls on an outer or bottom side to receive the supports 123. To fix the accessories 74 to each other, the couplers 84 are used. Each coupler 84 includes two heads 86 extending in opposite directions from a coupler body 88. The heads 86 are recessed between the body 88 and each of the heads 86 to form the opposed coupling surfaces on the inner sides of the heads 86 Heads 86 also fit within grooves 76 in one orientation. Heads 86 have a convex surface for easier placement in associated grooves 76. Once rotated, the head provides a good tension load. These types of connections actually exist in the intermodal system environment and can take shear loads as well as tension loads.

The couplers 84 can be formed such that the heads 86 are on a rotary axis within the body 88. A collar 90 is separated from each of the heads 86 substantially by the thickness of the walls of the formed boxes 76 with the collar 90 being of sufficient diameter that collar 90 cannot fit within grooves 78. The collar 90 also provides access once the heads 86 are placed in the grooves 78 for the rotation of the heads

86 within an orientation locked with the grooves 78. The body 88 is of sufficient size and includes flat sides 92 so that it is prevented from rotating by the floor 32. Once the head 86 has been properly positioned, a handle of rotation 94 which will allow rotation of the head 86 in the locked position and remains in that position during flight. The same mechanisms are employed between fittings 74 in adjacent containers 70.

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

The effectiveness with which the cargo assembly has the ability to share aerodynamic load with the column and wings depends on the efficient distribution of the load on the individual cargo containers. The efficient distribution of this cargo, in turn, depends on the extent to which the cargo containers are structurally integrated with each other. The scope of this Integration can be increased by increasing the number of junction points between cargo containers. Figure 11 depicts a cargo container 600, which comprises multiple attachment points by means of corner fittings 610, side fittings 620 and panel fittings 630.

These accessories can be used for structural integration of the cargo container 600 with, any of the aircraft column or other cargo containers or frame assemblies of the same or different sizes.

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

Figures 12A and 12B represent the load assemblies

700A, 700B comprising both cargo containers 710 and structural frame assemblies 760. Cargo containers 710 and structural frame assemblies 760 each comprise a plurality of corner fittings 712 and side fittings 714. In the embodiment shown In Figures 12A and 12B, frame assemblies 760 are used to carry bladders 770. The 770 bladders can be used to carry an additional liquid or fuel for the cargo aircraft.

In embodiments where the 770 bladder is used to carry fuel, a supply line may be provided between the 770 bladder and the aircraft engine. Because such fuel transfers will change the weight distribution of the cargo assembly and thus the center of gravity of the aircraft, the arrangement shown in Figure 12A is preferred, where the bladders 770 are located at the center of gravity. of the aircraft.

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

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

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

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

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

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

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

FIG. 14B shows a cargo container 910 comprising frame elements 930 and a tension assembly 950 disposed in the middle of cargo unit 910. Cargo container 910 further comprises eight corner accessories 912 and a plurality of accessories lateral 914. The aerodynamic wraps 920 are coupled to the frame elements 930 to cover the internal cavity of the load unit 910. The aerodynamic wraps 920 further comprise cutouts 922 to expose the corner fittings 912 and the side fittings 914 when the aerodynamic wrap 920 is coupled to the frame members 930.

Figures 14C to 14D show an embodiment of the tension assembly 950 in greater detail. Tension assembly 950 comprises a pair of diagonally intersecting rods 952 that engage opposite corners defined by frame members 930 of the load unit. The diagonally intersecting rods 952 intersect through a stabilizing cube 954. The ends of the rods 952 each comprise a threaded portion 954, which is inserted into an anchor corner sleeve 956 attached to the four corners defined by the frame elements 930. The tension exerted by the tension assembly

950 it can be increased by rotating the rods 952 in one direction and can be decreased by rotating the rods 952 in the opposite direction. In some modalities, the central stabilization feature may not be necessary.

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

Figures 15A and 15B depict a cargo assembly 1000 comprising a plurality of cargo containers 1010. Cargo containers 1010 are coupled to each other by means of corner-oriented accessories 1012 and optionally by means of side-facing accessories 1014 via couplers (not shown). The corner splices 1060 may be attached along the length of the corner edge of the load assembly 1000 by means of a plurality of splice bolts 1080. The splice bolts 1080 each comprise a joint face 1012 which connects structurally the splice to the container assembly. A center splice 1050 may additionally be attached along the length of the two corner-facing edges of cargo containers 1010 in the same way. It should be understood that fittings 1050, 1060 can be attached at any location along the container assembly by means of a threaded screw.

Although Figures 15A and 15B depict the center joint 1050 and corner joints 1060 extending the full length of the load assembly, it should be understood that the joints may extend only a portion of this length. Splices increase the structural rigidity of the 1000 load assembly and reinforce the connection and load transfer between individual 1010 cargo containers. Additional splices can be added off-center or on vertical walls or even perpendicular to the long axis of the column. Alternatively, cables with end adapters could be used to tie them to the container assembly.

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