Fuselage section with tapered wing rib interface

Abstract

The present invention relates to a fuselage section having a tapered wing rib interface. Disclosed is a fuselage section having a tapered wing rib interface. The disclosed example apparatus includes a rib associated with the fuselage section, and a wing interface surface defined by the rib, wherein the wing interface surface is tapered with respect to a longitudinal axis of the fuselage section from an aft end of the fuselage section to a forward end of the fuselage section.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to aircraft, and more particularly to a fuselage section having a tapered wing rib interface. BACKGROUND

[0002] Multiple fuselage sections (e.g., fuselage joint sections, cylindrical sections, etc.) are typically joined together to define a fuselage. Certain fuselage sections interspersed among other fuselage sections are used to mount and support aerodynamic structures, such as an aircraft wing. In particular, ribs (e.g., wing joints, support ribs) are typically located within a wing box to extend between a front spar and an aft spar. The ribs are implemented to couple an outer wing box to a separate center wing box. Further, the ribs are coupled to a fuselage hard shell and used to transfer significant vertical wing loads to the fuselage. As a result, the skin of the fuselage hard shell must typically be aligned with the wing ribs to smoothly transfer the vertical loads. To align and blend with the ribs, the fuselage cross-section typically presents a relatively flat portion near and above the wing. This relatively flat portion of the hard shell is then aligned with the wing ribs.

[0003] However, the relative positioning and support of the wing by the above-mentioned flat portion results in an eccentric loading of the fuselage due to the cross-section transition from the above-mentioned flat portion to a relatively circular fuselage cross-section. As a result, structural components are typically employed to mitigate the eccentric loading, resulting in increased cost, weight, and labor. Further, blending the surface and / or profile of the wing to the fuselage with the flat portion results in a relatively abrupt surface transition, which can result in adverse airflow characteristics (e.g., a relatively high drag coefficient) for the aircraft. SUMMARY

[0004] An example apparatus includes a rib associated with a fuselage section and a wing interface surface defined by the rib, wherein the wing interface surface is tapered relative to a longitudinal axis of the fuselage section from an aft end of the fuselage section to a forward end of the fuselage section.

[0005] An example fuselage section of an aircraft includes an outer surface to at least partially define an exterior of the aircraft and a rib to support a wing, wherein the rib defines a wing interface surface that presents a taper, wherein the taper is angled inwardly relative to a longitudinal axis of the fuselage section and slopes from an aft end of the fuselage section to a forward end of the fuselage section.

[0006] An example method of producing a fuselage section includes orienting a rib relative to a longitudinal axis of the fuselage section and coupling the rib to the fuselage section, wherein the rib is angled relative to the longitudinal axis to define a tapered wing interface to support a wing. BRIEF DESCRIPTION OF DRAWINGS

[0007] Figure 1An aircraft in which examples disclosed herein can be implemented is shown.

[0008] FIG. 2 depicts a known fuselage configuration.

[0009] Figure 3 An exemplary fuselage configuration in accordance with the teachings of the present disclosure is depicted.

[0010] FIG. 4A is a load path overview of an exemplary fuselage section of the known fuselage configuration of FIG. 2.

[0011] Figure 4B is Figure 3 a load path overview of an exemplary fuselage section of the known fuselage configuration of FIG. 2.

[0012] FIGS. 5A-5B show geometries for comparing and contrasting Figure 3 and Figure 4B exemplary fuselage sections with the known fuselage sections of FIG. 2 and FIG. 4A.

[0013] Figure 6 are Figure 3 , Figure 4B and Figure 5B front views of exemplary fuselage sections.

[0014] Figure 7 is a flowchart representative of an exemplary method for generating examples disclosed herein.

[0015] The drawings are not to scale. Instead, thickness of layers or regions can be exaggerated in the drawings for the sake of clarity. Generally, the same reference numbers will be used throughout the drawing and accompanying written description to refer to the same or like parts. As used in this application, a statement that any part is "on" another part, such as positioned on, located on, disposed on, or formed on, etc., means that the referenced part is either in contact with the other part, or is above the other part with one or more intermediate parts between them. Unless stated otherwise, a connection between parts, such as attached, coupled, connected, and joined, etc., will be interpreted broadly to include intermediate members between the connected parts and relative movement between the connected parts. As such, a connection between parts does not necessarily infer a direct connection with one another and in a fixed relationship. A statement that any part is "contact" with another part means that there are no intermediate parts between the two parts.

[0016] When identifying multiple elements or components that can be separately mentioned, descriptors such as “first,” “second,” “third,” etc., are used herein. Unless otherwise specified or understood based on the context of the purpose, such descriptors are not intended to imply any meaning of priority, physical order, arrangement, or chronological sequence in the list, but merely serve as labels to separately refer to multiple elements or components to facilitate understanding of the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in a particular embodiment, while different descriptors such as “second” or “third” may be used in the claims to refer to the same element. In such cases, it should be understood that such descriptors are used merely for ease of referring to multiple elements or components. Detailed Implementation

[0017] A fuselage segment with tapered wing rib interfaces has been disclosed. Some known aircraft employ fuselage segments that are typically cylindrical and assembled together to define the fuselage. Some of these known fuselage segments exhibit relatively flat side surfaces to provide a structural and / or geometric transition with other components to which they are attached. However, these flat side surfaces can create bifurcation and / or geometric discontinuities with adjacent fuselage segments. As a result, undesirable flow characteristics may be encountered, such as a relatively high drag coefficient. Furthermore, for such known fuselage segments, a large number of reinforcing components may be required to mitigate eccentric loads.

[0018] The examples disclosed herein reduce and / or eliminate bifurcation between fuselage sections by implementing fuselage sections with ribbed tapered wing rib interfaces (e.g., wing rib interface surfaces) to achieve smoother geometric and / or surface transitions, thereby improving the overall aerodynamic characteristics of the aircraft (e.g., reducing the aircraft's drag coefficient, etc.). Specifically, the ribs taper inward from the tail end of the fuselage section to the front end of the fuselage section toward the longitudinal axis of the fuselage section.

[0019] For example, the examples disclosed herein also enable the realization of relatively robust structural joints for aerodynamic structures (e.g., wings). Therefore, the load path can be improved by effectively distributing loads across the fuselage sections. In particular, eccentric loads can be reduced. Consequently, due to the improved load distribution of the examples disclosed herein, relatively lightweight fuselage joints and fewer, lighter reinforcing joint components become possible, resulting in savings in associated weight, cost, and labor.

[0020] In some examples, the cone angle of the wing rib interface is approximately 0.8 to 1.4 degrees (e.g., approximately 1.1 degrees). In some examples, a blending profile is implemented to transition the fuselage section to the wing and / or the ribs supporting the wing. In some such examples, the blending profile is positioned within the space defined between the outer surfaces of the wing and fuselage sections.

[0021] As used herein, the term "aerodynamic structure" refers to, for example, an external structure extending from the body of a vehicle (e.g., an aircraft fuselage). Therefore, the term "aerodynamic structure" can refer to a wing, horizontal stabilizer, vertical stabilizer, etc. As used herein, the term "fuselage section" refers to a portion of the fuselage that is attached to other fuselage sections to define the fuselage. Therefore, the term "fuselage section" can refer to adjacent cylindrical portions or sections. As used herein, the term "fusion profile" refers to a component, device, assembly, and / or application (e.g., surface application, applied material, etc.) that defines the curved and / or fused outer surface / feature between components.

[0022] Figure 1 An exemplary aircraft 100 is shown, which can implement the examples disclosed herein. In the illustrated example, aircraft 100 includes a horizontal tail 102, a vertical tail 103, and a wing (e.g., a fixed wing) 104 attached to a fuselage 106. The wing 104 of the illustrated example has an engine 107 and control surfaces (e.g., flaps, ailerons, fins, etc.) 108, some of which are located at the trailing or leading edge of the wing 104. The control surfaces 108 can be displaced or adjusted (e.g., deflected, etc.) to provide lift during takeoff, landing, and / or maneuvering flight. In some examples, the control surfaces 108 operate independently of each other (i.e., displace). The exemplary control surfaces 108 include a trailing edge flap (e.g., a rotatable flap) 114, an aileron 118, a flaperon 120, a leading edge Kruger flap 121, and a leading edge slat 127. In this example, the horizontal tail 102 includes an elevator 122, and the vertical tail 103 includes a rudder 123. The wing 104 also defines upper and lower surfaces (e.g., upper and lower sides, upper and lower aerodynamic surfaces, etc.) 124 and 126, respectively.

[0023] To control the flight of aircraft 100, control surfaces 108 mounted on wing 104 alter the lift and pitch of aircraft 100. Thus, the control surfaces 108 of the illustrated example are capable of transferring loads to and through fuselage 106 as they move to guide the motion of aircraft 100. To strengthen the fuselage joints of aircraft 100 and improve its aerodynamic characteristics, the examples disclosed herein can be applied to any part of fuselage 106 or any outboard structure extending from fuselage 106.

[0024] Figure 2 depicts a known fuselage structure 200. In this known embodiment, an intermediate fuselage portion or segment 202 is positioned between fuselage segments 204 and 206. In other words, the fuselage portion 202 is disposed between fuselage segments 204 and 206. Support ribs 210 of the fuselage segment 202 support and mount wings, for example... Figure 1The wing 104 shown. Support ribs (e.g., support walls, support surfaces, etc.) 210 are connected to an outer wing box 211, which includes upper and lower surfaces 212 and front and rear surfaces 214, all of which define an internal volume or cavity 216.

[0025] In this known embodiment, fuselage segment 202 includes a relatively flat region 220 defining a surface / geometric transition from the wing to the support rib 210. This relatively flat region 220 includes an edge 224, while fuselage segment 206 includes an edge 226. Edges 224 and 226 define a bifurcation 230, which, due to the relatively flat region 220, can lead to reduced aerodynamic efficiency and eccentric loading. Similarly, a bifurcation 232 is formed between fuselage segments 202 and 204. Therefore, a number of structural components with the necessary strength may be required to connect fuselage segments 202, 204, and 206.

[0026] In contrast, the examples disclosed herein reduce (e.g., eliminate) the bifurcation 230 and reduce (e.g., eliminate) the stress caused by discontinuity by utilizing the tapered wing rib interface of the fuselage section to define a relatively smooth surface transition. Therefore, in the examples disclosed herein, it is possible to reduce the eccentric load between the fuselage section and the aerodynamic structure mounted to the fuselage section. Consequently, due to the increased strength, it is possible to use relatively smaller and / or lighter components instead, thereby reducing the cost and labor typically associated with known fuselage section joints.

[0027] Figure 3 This is a perspective view of an exemplary fuselage structure according to the teachings of this disclosure. In the example shown, a fuselage segment (e.g., fuselage portion, cylindrical portion, etc.) 300 is illustrated. Figure 3 As can be seen in the example shown, the outer wing box 302 and the inner wing box 304 are attached to the fuselage section 300 via the fuselage monocoque, and thus to the fuselage 106. Furthermore, the outer wing box 302 is attached to the inner wing box 304 at a rib (e.g., rib surface, wing interface surface, rib wall, etc.) 306. In this example, the rib 306 extends between the front wing sparb (e.g., front wing sparb, front box sparb) 308 and the tail sparb 310. In other words, the rib 306 separates the front wing sparb 308 from the tail sparb (e.g., rear wing sparb, tail box sparb) 310 along the longitudinal axis 330 of the fuselage section 300. Furthermore, the blended profile 320 defines the outer surface 322 of the fuselage section 300 and the rib 306 and / or... Figure 1 The curved surface transition between wings 104.

[0028] In the example shown, rib 306 defines a tapered shape (e.g., draft) and / or a tapered shape from the tail end to the front end of fuselage section 300. In other words, rib 306 is inclined relative to the longitudinal axis 330 of fuselage section 300.

[0029] In order to at least partially define the fuselage 106, the fuselage segment 300 is assembled and / or connected to a first adjacent fuselage segment at its front end, and additionally assembled and / or connected to a second adjacent fuselage segment at its rear end. Thus, the exemplary fuselage segment 300 serves as an intermediate segment positioned between other fuselage segments to define the fuselage 106.

[0030] Compared to the known relatively flat region 220 of Figure 2, fuselage segment 300 exhibits a smooth surface transition of blending profile 320. To integrate the overall shape of fuselage segment 300 into adjacent fuselage segments, blending profile 320 includes a composite profile. Specifically, blending profile 320 curves with relatively complex geometry along multiple directions to substantially match adjacent surfaces of adjacent fuselage segments and reduce abrupt geometric transitions, resulting in significant aerodynamic advantages. Consequently, bifurcation between fuselage segment 300 and adjacent fuselage segments is reduced (e.g., eliminated). In some examples, blending profile 320 also provides additional load paths to effectively distribute loads across fuselage segment 300 and fuselage 106. In this example, fuselage segment 300 exhibits little or no relatively flat outer surface.

[0031] Figure 4A is an overview of the load path of a known fuselage segment 202, such as that shown in Figure 2. In Figure 4A, the dashed line 402 represents the longitudinal axis (e.g., longitudinal center) of the fuselage segment 202, while line 404 represents the wing interface surface between the wing 104 and the fuselage segment 202. Therefore, due to the geometry of the known embodiments, geometric discontinuities 410, 412 can cause stress concentration and / or eccentric loads.

[0032] Figure 4B This is a top view of the improved load path implemented using the examples disclosed in this article. Figure 4B In the view shown, wing 104 extends from fuselage section 300. Therefore, dashed line 420 represents the wing interface surface defined by the inward tapering of rib 306 relative to longitudinal axis 330. As a result, a load path is introduced that can reduce (e.g., eliminate) eccentric loads associated with fuselage 106 and, furthermore, reduce secondary loads encountered by fuselage 106 and / or wing 104.

[0033] To reduce (e.g., eliminate) the eccentric loads caused by forces acting on each wing 104 and / or loads transmitted between the leading and trailing ends of the fuselage section 300, the tapering of rib 306 defines a smooth and continuous load path for the fuselage section 300. In particular, it significantly reduces twisting and load generation at geometrical discontinuities. As can be seen in the illustrated example, the angle of the tapering (i.e., the cone angle) is typically depicted by the double arrow 422. Thus, as used herein, the cone angle generally refers to the inward convergence of rib 306 relative to at least a portion (e.g., a wall, surface, etc.) of the longitudinal axis 330. In this example, the entire length of rib 306 exhibits the aforementioned tapering. However, in other examples, the tapering may extend only along a portion of the length of rib 306.

[0034] Figure 5A and Figure 5B Side views of a known fuselage segment 202 and an exemplary fuselage segment 300 are shown respectively. Figure 5A depicts the transition line 502 separating the circular segment 504 from the relatively flat surface 506. (Go to...) Figure 5B The diagram illustrates how transition line 512 separates curved surfaces (e.g., merged curved surfaces or contours) 516 from surface 514. Compared to the known transition line 502 of FIG. 5A, the exemplary transition line 512 allows a larger portion of the fuselage segment 300 to have a relatively rounded shape, resulting in a significantly smoother surface transition of the fuselage segment 300 compared to the surface transition of the known fuselage segment 202. In some examples, the taper is approximately 0.8 to 1.4 degrees (e.g., 1.1 degrees).

[0035] Figure 6 This is a front view of an exemplary fuselage section 300. In the example shown, wings 104 are attached to the fuselage skin 602 via first and second wing splice plates (e.g., wing splice frames) 604, 606, respectively. In this example, wings 104 are inclined at an acute angle to the horizontal plane and / or fuselage skin 602. In other words, wings 104 are inclined upward from the ground on which the aircraft 100 stands. In some examples, a blended profile 610 extends through the space defined between wings 104 and fuselage section 300 and / or fuselage skin 602.

[0036] To define the aforementioned acute angle between the wing 104 and the fuselage section 300, the first wing splice panel 604 includes panels 612, 614, and 616, while the second wing splice panel 606 includes panels 618 and 620. Specifically, panels 612 and 614 form acute angles with each other (e.g., 85 degrees, 45 degrees, etc.). Exemplary panel 612 supports and / or mounts the upper surface 622 of the outer wing section 623 of the wing 104. Furthermore, panel 614 supports and / or mounts the lower portion 624 of the fuselage skin 602. In this example, the aforementioned panel 616 supports and / or mounts the upper surface 626 of the inner wing section 630. Similarly, panel 618 supports and / or mounts the lower surface 632 of the outer wing section 623, while panel 620 supports and / or mounts the lower surface 634 of the inner wing section 630.

[0037] For reference, dashed line 640 generally represents the outer surface of the known fuselage segment 202 described above in conjunction with Figure 2. Furthermore, dashed line 642 generally represents the corresponding blended profile associated with the outer surface of the known fuselage segment 202. Figure 6 As can be seen in the example shown, the relative size of the blended profile 610 is significantly reduced compared to the known size of fuselage segment 202. As a result, in the exemplary fuselage segment 300, the corresponding wing-to-body fairing area is reduced, thereby reducing the drag coefficient and providing other advantages.

[0038] Figure 7 This is a flowchart illustrating an exemplary method 700 that produces the examples disclosed herein. Exemplary method 700 begins when fuselage segment 300 is to be manufactured and assembled onto aircraft 100. In the example shown, fuselage segment 300 is being manufactured for later integration / assembly onto fuselage 106.

[0039] At frame 702, rib 306 is oriented relative to fuselage section 300 and / or the wing interface surface defined by rib 306. In this example, rib 306 is tilted at a cone angle of approximately 1.1 degrees.

[0040] At frame 704, the skirt panel and / or longitudinal beam splice is attached to rib 306. In this example, multiple fasteners (e.g., rivets, threaded fasteners, etc.) are used. In some other examples, the skirt panel and / or longitudinal beam splice is attached to fuselage section 300 before being attached to rib 306.

[0041] At frame 706, rib 306 is attached / attached to fuselage section 300. In the example shown, rib 306 is attached to fuselage section 300 via skirts, flange mounts, and / or longitudinal beam splices.

[0042] At box 708, the exemplary fuselage segment 300 is aligned relative to the adjacent fuselage segment. In this example, both the fuselage segment 300 and the adjacent fuselage segment are generally cylindrical.

[0043] At box 710, the fuselage segment 300 of the example shown is connected to an adjacent fuselage segment. In this example, the fuselage segment 300 is distributed between two adjacent fuselage segments.

[0044] At box 712, in the example shown, a blending profile 610 is formed and / or defined between fuselage segment 300 and wing 104. In some examples, the blending profile 610 is used as a part and / or component. In other examples, the blending profile is used as an applicator (e.g., a liquid applicator, etc.).

[0045] At frame 714, wing 104 and / or the wing box associated with wing 104 are placed and / or mounted to rib 306. In the example shown, wing 104 is oriented based on the orientation or tapering of rib 306.

[0046] At frame 716, a blended profile is formed between wing 104 and fuselage section 300. In this example, the blended profile is confined within the space defined by the acute angle between wing 104 and fuselage section 300.

[0047] At box 718, it then determines whether to repeat the procedure. If the procedure is to be repeated (box 718), control of the procedure returns to box 702. Otherwise, the procedure ends.

[0048] The terms “comprising” and “including” (and all forms and tenses thereof) are used herein as open-ended terms. Therefore, whenever a claim uses any form of “comprising” or “including” (e.g., comprising, including, comprising, including, having, etc.) as a preamble or in any type of claim description, it should be understood that additional elements, terms, etc., may be present without exceeding the scope of the corresponding claim or description. As used herein, when the word “at least” is used, for example, as a transitional term in the preamble of a claim, it is open-ended in the same way as the terms “comprising” and “including” are open-ended. When used, for example, in the form of A, B, and / or C, the term “and / or” refers to any combination or subset of A, B, C, such as (1) only A, (2) only B, (3) only C, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. As used herein in the context of describing structures, components, articles, objects, and / or things, the expression "at least one of A and B" is intended to indicate an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, articles, objects, and / or things, the expression "at least one of A or B" is intended to indicate an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and / or steps, the expression "at least one of A and B" is intended to indicate an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, articles, objects, and / or things, the expression "at least one of A or B" is intended to indicate an implementation including any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0049] As used herein, singular references (e.g., "a," "an," "first," "second," etc.) do not exclude multiples. As used herein, the term "a" or "an" entity refers to one or more of that entity. The terms "a" (or "an"), "one or more," and "at least one" are used interchangeably herein. Furthermore, although individual features may be included in different examples or claims, these features may be combined, and inclusion in different examples or claims does not imply that the combination of features is unfeasible and / or disadvantageous.

[0050] Based on the foregoing, it will be understood that exemplary methods, apparatuses, and articles of art for achieving improved aerodynamics have been disclosed. The examples disclosed herein also enable the alternative use of smaller and / or lighter structural components, thereby saving weight and cost associated with commonly used components.

[0051] Example 1 includes a device having a rib associated with a fuselage section and a wing interface surface defined by the rib, wherein the wing interface surface is tapered relative to the longitudinal axis of the fuselage section from the tail end to the front end of the fuselage section.

[0052] Example 2 includes the device as defined in Example 1, and further includes a fused curved profile of the fuselage segment to transition the fuselage segment to an adjacent fuselage segment.

[0053] Example 3 includes a device as defined in either Example 1 or 2, wherein the wing interface surface is tapered from the tail end to the front end at an angle between approximately 0.8 degrees and 1.4 degrees.

[0054] Example 4 includes the device defined in any of Examples 1 to 3, wherein an acute angle is defined in the space between the wing and the fuselage section.

[0055] Example 5 includes the device as defined in Example 4, and also includes a blended profile extending over the space between the wing and the fuselage section.

[0056] Example 6 includes a device as defined in Example 5, wherein the acute angle is defined by an inclined wing splice frame.

[0057] Example 7 includes a device as defined in any of Examples 1 to 6, wherein the wing interface surface is tapered from the rear spar to the front spar.

[0058] Example 8 includes a fuselage section of an aircraft having: an outer surface for at least partially defining the exterior of the aircraft; and ribs for supporting a wing, wherein the ribs define a tapered wing interface surface, and wherein the tapering is inclined inward relative to the longitudinal axis of the fuselage section and from the tail end of the fuselage section to the front end of the fuselage section.

[0059] Example 9 includes a fuselage section as defined in Example 8, wherein the wing interface surface is tapered from the tail end to the front end at an angle between approximately 0.8 degrees and 1.4 degrees.

[0060] Example 10 includes a fuselage section as defined in either Example 8 or 9, wherein the wing interface surface is tapered from the rear spar to the front spar.

[0061] Example 11 includes a fuselage section as defined in any of Examples 8 to 10, wherein an acute angle is defined in the space between the wing and the fuselage section.

[0062] Example 12 includes a fuselage section as defined in Example 11, and also includes a blended profile extending in the space between the wing and the fuselage section.

[0063] Example 13 includes a fuselage section as defined in either Example 11 or 12, wherein the acute angle is defined by an inclined wing splice.

[0064] Example 14 includes a fuselage segment as defined in any of Examples 8 to 13, and further includes a blended curved profile to transition the rib to the outer surface of the fuselage segment.

[0065] Example 15 includes a method of producing a fuselage section, the method comprising: orienting a rib relative to a longitudinal axis of the fuselage section, wherein the rib is angled to the longitudinal axis to define a tapered wing interface to support a wing; and attaching the rib to the fuselage section.

[0066] Example 16 includes the method as defined in Example 15, and further includes connecting the fuselage section to an adjacent fuselage.

[0067] Example 17 includes the method as defined in Example 16, and further includes forming a blended profile between the fuselage segment and the adjacent fuselage segment.

[0068] Example 18 includes a method as defined in any of Examples 15 to 17, further comprising connecting a wing to the fuselage section via the rib, wherein an acute angle is defined between the fuselage section and the wing.

[0069] Example 19 includes the method defined in Example 18, wherein the acute angle is defined by an inclined wing splice plate operably coupled between the wing and the fuselage section.

[0070] Example 20 includes the method defined as in any of Examples 18 or 19, and further includes defining a blending profile between the wing and the fuselage segment.

[0071] Although certain exemplary methods, apparatuses, and articles of manufacture have been disclosed herein, the scope of this patent is not limited thereto. Rather, this patent covers all methods, apparatuses, and articles of manufacture that fall fully within the scope of the claims of this patent. Although the examples disclosed herein are shown to relate to aircraft, the examples disclosed herein can be applied to any manned or unmanned vehicle (e.g., watercraft, submarines, drones, etc.).

[0072] The examples disclosed herein enable an improved surface that smoothly integrates the monocoque fuselage skin tangentially into the fuselage crown from the wing ribs, based on the inward tapering of the ribs. This allows for a smooth tangential transition of the fuselage cross-section from the central section to adjacent sections aft and aft, thereby reducing or eliminating abrupt transitions and the associated costs, weight, and labor. In some examples, the central fuselage cross-section allows for inward translation of the wing-to-fuselage aerodynamic surfaces. This translation reduces the wetting surface and forward area of ​​the wing-to-fuselage aerodynamic surfaces, thus reducing overall aircraft drag.

[0073] The appended claims are hereby incorporated by reference into the detailed description, wherein each claim is an independent embodiment of this disclosure.

Claims

1. A device for an aircraft, the device comprising: A rib (306) associated with a fuselage section (300), the fuselage section including a portion adapted to the contour of the rib, the portion including: A first tapered shape relative to the longitudinal axis of the fuselage section, extending from the tail end to the front end of the fuselage section, and A second cone-shaped section, inclined inwards relative to the vertical axis of the fuselage section; and The wing interface surface defined by the rib is positioned at the converging end of the second cone and is tapered relative to the longitudinal axis (330) of the fuselage section from the tail end to the front end of the fuselage section.

2. The device according to claim 1, further comprising a fused curved profile (320) of the fuselage segment to transition the fuselage segment to an adjacent fuselage segment.

3. The device according to claim 1, wherein the wing interface surface is tapered from the tail end to the front end at an angle between 0.8 degrees and 1.4 degrees.

4. The device according to claim 1, wherein an acute angle is defined in the space between the wing (104) and the fuselage section.

5. The device according to claim 4, further comprising a blended profile (610) extending over the space between the wing and the fuselage section.

6. The device according to claim 5, wherein the acute angle is defined by the inclined wing splicing frame (604, 606).

7. The device according to any one of claims 1 to 6, wherein the wing interface surface is tapered from the rear spar (310) to the front spar (308).

8. A fuselage section of an aircraft, said fuselage section comprising: An outer surface (322) for at least partially defining the exterior of the aircraft, the outer surface being at least partially defined by a portion of the fuselage section that is adapted to the rib profile, the portion comprising: A first tapered shape relative to the longitudinal axis of the fuselage section, extending from the tail end to the front end of the fuselage section, and A second cone that is inclined inward relative to the vertical axis of the fuselage section, and Ribs for supporting the wing positioned at the converging end of the second cone, the ribs defining a wing interface surface presenting a third cone, the third cone being inclined inward relative to the longitudinal axis of the fuselage section and extending from the tail end of the fuselage section to the front end of the fuselage section.

9. The fuselage section according to claim 8, wherein the wing interface surface is tapered from the tail end to the front end at an angle between 0.8 degrees and 1.4 degrees.

10. The fuselage section according to claim 8, wherein the wing interface surface is tapered from the rear spar to the front spar.

11. The fuselage section according to claim 8, wherein an acute angle is defined in the space between the wing and the fuselage section.

12. The fuselage section according to claim 11, further comprising a blended profile extending in the space between the wing and the fuselage section.

13. The fuselage section according to claim 11, wherein the acute angle is defined by an inclined wing splice frame.

14. The fuselage section according to any one of claims 8 to 13, further comprising a blended curved profile to transition the rib to the outer surface of the fuselage section.

15. A method for producing a fuselage section, the method comprising: The ribs are oriented relative to the longitudinal axis of the fuselage section, and are at an angle to the longitudinal axis to define a tapered wing interface, at which the wing is supported. as well as The rib is connected to the fuselage section, the fuselage section having a cylindrical portion adapted to the contour of the rib, the cylindrical portion comprising: The first tapered shape relative to the longitudinal axis of the fuselage section, extending from the tail end to the front end of the fuselage section, and A second cone inclined inward relative to the vertical axis of the fuselage section, wherein the wing is attached to the fuselage section located at the converging end of the second cone.

16. The method of claim 15, further comprising connecting the fuselage section to an adjacent fuselage section.

17. The method of claim 16, further comprising forming a blended profile between the fuselage segment and the adjacent fuselage segment.

18. The method of claim 15, further comprising connecting the wing to the fuselage section via the rib, wherein an acute angle is defined between the fuselage section and the wing.

19. The method of claim 18, wherein the acute angle is defined by an inclined wing splice plate operably coupled between the wing and the fuselage section.

20. The method of claim 18 or 19, further comprising defining a blending profile between the wing and the fuselage segment.

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