A cargo aircraft

Abstract

The utility model belongs to the field of aircraft technology discloses a freighter. The freighter includes a nose and a fuselage, a loading and unloading platform and a cargo door are arranged at the nose, the cargo door is a fiber reinforced composite material integrated forming structure, and the cargo door is hinged to the fuselage and detachably connected to the nose, when loading and unloading goods, the cargo door can be turned up and opened or detached, so that the loading and unloading platform is in communication with the external environment, wherein a waterproof assembly is arranged at the connection between the cargo door and the fuselage. Through the double mode design that the cargo door is detachably connected to the nose and can be turned up and opened, high flexibility is provided for the handling of goods of different sizes and types. The fiber reinforced composite material integrated forming structure of the cargo door realizes the lightweight of the component while ensuring the structural strength and rigidity, the waterproof assembly provides main sealing through a sealing element, prevents rainwater from entering, and ensures the safety of the structure and the goods.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a cargo aircraft. Background Technology

[0002] Civil aircraft doors generally include boarding doors, cargo doors, service doors, emergency doors, and landing gear doors. Cargo doors provide access for loading and unloading cargo. The location of cargo doors on an aircraft depends on the aircraft model and may be located at the front, rear, tail, or / and nose of the fuselage; their opening methods and actuation mechanisms also vary.

[0003] Traditional cargo doors on aircraft noses have a single opening method, requiring specialized ground equipment and loading / unloading platforms for loading and unloading, which limits their applicability. Furthermore, traditional cargo doors are mostly made of metal, especially in the field of small cargo drones. Small cargo drones, due to their small size, low speed, and different operating airspace and risk characteristics compared to civil aircraft, have relatively relaxed design constraints on their fuselage structure (such as fatigue life, damage tolerance, and vibration environment). Metal cargo doors not only increase structural weight, affecting flight performance such as range and fuel efficiency, but are also prone to rust and corrosion, causing water seepage through fuselage gaps and compromising the safety of the cargo inside.

[0004] Therefore, a cargo plane is urgently needed to solve the above problems. Utility Model Content

[0005] The purpose of this utility model is to provide a cargo aircraft with a lightweight cargo door that can be opened by flipping it up or disassembled to expose the loading and unloading platform at the nose of the aircraft to the outside, and which has a sealing and waterproof effect when closed and in conjunction with the fuselage.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] A cargo aircraft includes a nose and a fuselage. The nose is provided with a loading and unloading platform and a cargo door. The cargo door is an integrally molded structure of fiber-reinforced composite material. The cargo door is hinged to the fuselage and detachably connected to the nose. When loading and unloading cargo, the cargo door can be opened upwards or detached to allow the loading and unloading platform to communicate with the external environment.

[0008] The cargo door and the fuselage are connected by a waterproof component, which includes a seal and a water guide channel. Both the seal and the water guide channel are located on the fuselage, with the water guide channel located below the seal.

[0009] Preferably, the sealing element is a P-type rubber component, and / or the water guide groove is an L-type stainless steel component.

[0010] Preferably, a hinge and a gas spring are provided between the cargo door and the fuselage, and the gas spring can drive the cargo door to rotate upward and open around the hinge axis of the hinge.

[0011] Preferably, the cargo door is equipped with multiple quick-release locks that can connect to and lock the nose of the aircraft when the cargo door is closed.

[0012] Preferably, the cargo door includes a skin and a frame disposed inside the skin. The frame includes multiple stringers, multiple ordinary frames, and a side frame, and the skin, stringers, ordinary frames, and side frame are integrally formed structures.

[0013] Preferably, a windproof component is provided at the edge of the nose, which can seal the gap between the cargo door and the nose.

[0014] Preferably, the cross-section of the windproof component is T-shaped, and the cargo door, when closed, can overlap with the nose of the aircraft on both sides of the windproof component.

[0015] Preferably, the windproof component is made of aluminum alloy.

[0016] Preferably, the outer surface of the cargo door is provided with an anti-corrosion primer layer and a metal mesh film layer.

[0017] Preferably, the inner surface of the cargo door is provided with an anti-corrosion primer layer.

[0018] The beneficial effects of this utility model are:

[0019] This utility model provides a cargo aircraft, including a nose and a fuselage. The nose is equipped with a loading / unloading platform and a cargo door. The cargo door is a one-piece molded structure of fiber-reinforced composite material, hinged to the fuselage and detachably connected to the nose. During loading and unloading, the cargo door can be opened upwards or detached to allow the loading / unloading platform to communicate with the external environment. A waterproof component is provided at the connection between the cargo door and the fuselage, including a seal and a water guide channel. Both the seal and the water guide channel are located on the fuselage, with the water guide channel located below the seal. It is understood that the dual-mode design of the cargo door, which is detachably connected to the nose and can be opened upwards, provides high flexibility for handling cargo of different sizes and types. Regular cargo can be quickly loaded and unloaded through the upward-opening cargo door, while for oversized cargo, completely removing the door creates an unobstructed passage for rapid hoisting, significantly improving the overall efficiency of loading and unloading operations. Furthermore, using fiber-reinforced composite material for the cargo door and its one-piece molding ensures structural strength and rigidity while achieving lightweight components. The weight reduction directly contributes to increasing the aircraft's effective payload and reducing fuel consumption, thus improving operational economy. Meanwhile, the waterproofing components located at the junction of the cargo door and fuselage provide a primary seal through sealing elements to prevent rainwater intrusion; simultaneously, the drainage channels below effectively collect and channel any small amounts of water that may seep in. This dual protection mechanism reliably safeguards the cargo hold interior and fuselage structure from moisture corrosion, ensuring cargo safety and the long-term durability of the aircraft. Attached Figure Description

[0020] Figure 1 This is a structural schematic diagram of the cargo hold door of the cargo aircraft in the upward-opening state in an embodiment of this utility model;

[0021] Figure 2 This is a structural schematic diagram of the cargo hold door of a cargo aircraft in a disassembled state according to an embodiment of this utility model;

[0022] Figure 3 This is a schematic diagram of the skeleton structure of the cargo door in an embodiment of this utility model;

[0023] Figure 4 This is a structural schematic diagram of the waterproof component in an embodiment of this utility model.

[0024] In the picture:

[0025] 1. Nose; 2. Fuselage;

[0026] 3. Cargo door; 31. Long stringer; 32. Ordinary frame; 33. Side frame;

[0027] 4. Waterproof components; 41. Seals; 42. Water channels; 5. Hinges; 6. Gas springs;

[0028] 100. Goods; 200. Lifting equipment. Detailed Implementation

[0029] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0030] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0032] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0033] This utility model provides a cargo aircraft, such as Figure 1 and Figure 2 As shown, the cargo aircraft includes a nose 1 and a fuselage 2. The nose 1 is equipped with a loading / unloading platform and a cargo door 3. The cargo door 3 is a one-piece molded structure made of fiber-reinforced composite material, and is hinged to the fuselage 2 and detachably connected to the nose 1. During loading and unloading of cargo 100, the cargo door 3 can be opened upwards or detached to allow the loading / unloading platform to communicate with the external environment; wherein, for example... Figure 4As shown, a waterproof component 4 is provided at the connection between the cargo door 3 and the fuselage 2. The waterproof component 4 includes a seal 41 and a water guide 42. Both the seal 41 and the water guide 42 are located on the fuselage 2, with the water guide 42 located below the seal 41. It is understood that in practical applications, the cargo door 3 has two defined working states: In routine operations, it can be flipped up like a traditional cargo door to form a rain shelter, enabling rapid loading and unloading. When transporting indivisible oversized cargo 100, the cargo door 3 can be directly disassembled and completely removed, creating a completely unobstructed passage directly connected to the loading and unloading platform. This allows the lifting equipment 200 to lift the cargo 100 without obstruction, greatly expanding carrying capacity and operational flexibility. Furthermore, the integrated fiber-reinforced composite material structure of the cargo door 3 further facilitates its disassembly, significantly improving the overall efficiency of loading and unloading operations. Furthermore, the cargo door 3 is made of fiber-reinforced composite material and integrally molded, achieving lightweighting of components while ensuring structural strength and rigidity. This weight reduction directly contributes to increasing the aircraft's effective payload and reducing fuel consumption, thus improving operational economy. Meanwhile, the waterproof component 4 located at the connection between the cargo door 3 and the fuselage 2 provides a primary seal through the seal 41 to prevent rainwater intrusion; simultaneously, the water guide channel 42 located below the seal 41 effectively collects and drains any small amount of water that may seep in. This dual protection mechanism reliably safeguards the cargo compartment interior and the fuselage 2 structure from moisture corrosion, ensuring the safety of cargo 100 and the long-term durability of the aircraft.

[0034] In some embodiments, the cargo door 3 is made of carbon fiber reinforced composite material and manufactured using a one-piece autoclave molding process. It is understood that this configuration not only eliminates the weight and stress concentration problems of traditional riveted structures, significantly reducing component weight to improve payload and fuel efficiency, but also gives the cargo door 3 higher structural strength and fatigue resistance as a large, integral component.

[0035] In some embodiments, such as Figure 4 As shown, seal 41 is a P-type rubber component, and / or, water guide 42 is an L-type stainless steel component. It can be understood that the P-type rubber component of seal 41, with its unique cross-sectional shape, ensures that when the cargo door 3 is closed and under pressure, i.e. Figure 4As shown by the double dashed lines, the head of the P-type rubber component can elastically deform, tightly filling the gap between the cargo door 3 and the fuselage 2. Compared to flat sealing strips, it can more effectively compensate for manufacturing and assembly tolerances, providing more uniform and durable contact pressure, thus significantly improving the active sealing performance of the first line of defense. Meanwhile, the water guide channel 42 uses an L-shaped stainless steel component. The L-shaped corner facilitates integration below the fuselage 2 door frame, forming a continuous and seamless water collection channel. The excellent corrosion resistance of stainless steel ensures that even under harsh environments involving prolonged contact with moisture and exposure to various chemical media (such as de-icing fluid) during aircraft operation, it can avoid rusting, maintaining structural integrity and functional stability, thereby guaranteeing the long-term unobstructed and reliable drainage channels. The synergistic work of the P-type rubber component and the L-shaped stainless steel water guide channel 42 constitutes a robust and durable multi-layered waterproofing system, from active sealing to passive drainage.

[0036] In some embodiments, such as Figure 1 As shown, a hinge 5 and a gas spring 6 are installed between the cargo door 3 and the fuselage 2. The gas spring 6 can drive the cargo door 3 to rotate upwards around the hinge axis of the hinge 5 to open. It can be understood that the coordinated design of the hinge 5 and the gas spring 6 achieves a comprehensive effect of labor-saving operation, controllable movement, and safe use. Specifically, the hinge 5 is fixedly connected to the frame of the fuselage 2 along the upper edge of the cargo door 3, establishing a stable axis of rotation. Simultaneously, two gas springs 6 are provided, located on both sides of the fuselage 2 and on both sides of the cargo door 3. In some specific embodiments, the cylinder of the gas spring 6 is hinged to the fuselage 2, and the piston rod end is structurally connected to the cargo door 3, forming an effective lever drive system. The gas spring 6 also ensures that the cargo door 3 maintains a uniform and stable movement throughout the entire opening stroke, completely avoiding sudden bounce or rapid descent caused by gravitational acceleration. It also achieves reliable hovering at any opening angle, avoiding safety hazards such as pinching or impact caused by accidental movement of the cargo door 3, significantly improving the efficiency and safety of loading and unloading operations.

[0037] In some embodiments, the cargo door 3 is equipped with multiple quick-release locks (not shown in the figure), which can connect and lock with the nose 1 when the cargo door 3 is closed, realizing a detachable connection between the cargo door 3 and the nose 1. It is understood that the multiple quick-release locks are spaced apart along the edge of the cargo door 3, and the multiple locking points can evenly transfer the aerodynamic loads and stresses borne by the cargo door 3 to the main structure of the nose 1, effectively avoiding stress concentration and ensuring the sealing and stability of the interfaces between the cargo door 3 and the nose 1 and fuselage 2 throughout the flight. Moreover, the multiple locking points together constitute a redundant locking system; even if a single lock fails unexpectedly, the remaining locking points can still provide basic holding force to prevent the door from accidentally opening during flight, adding extra protection for flight safety. The quick-release mechanism unique to the quick-release locks significantly shortens the time required for locking and unlocking compared to traditional bolt connections. This allows the cargo door 3 to quickly and flexibly switch between two modes: top-opening and fully disassembled, directly improving ground turnover efficiency in different cargo scenarios.

[0038] In some embodiments, such as Figure 3 As shown, the cargo door 3 includes a skin (not shown) and a frame disposed inside the skin. The frame includes multiple stringers 31, multiple ordinary frames 32, and a side frame 33, and the skin, stringers 31, ordinary frames 32, and side frame 33 are integrally formed structures. It can be understood that the inner frame is composed of multiple stringers 31 running longitudinally through the cargo door 3, multiple ordinary frames 32 providing ring-shaped support, and the side frame 33 serving as a key connection interface. It is integrated with the outer skin during the manufacturing stage to form a complete structure, allowing the load to be efficiently transferred and diffused to the skin through the frame, significantly improving the overall stiffness and buckling resistance of the door. The skin, stringers 31, ordinary frames 32, and side frame 33 are co-cured in a single autoclave using fiber-reinforced composite materials, completely avoiding the added weight and stress concentration points caused by traditional riveting or bolting connections. This not only achieves lightweighting but also improves the fatigue durability of the structure. Moreover, the one-piece molded cargo door 3 structure provides an exceptionally robust base for the mounting points such as hinges 5 and latches, ensuring precise and reliable connection with the fuselage 2.

[0039] In some embodiments, a windproof component (not shown) is provided at the edge of the nose 1, which can seal the gap between the cargo door 3 and the nose 1. It is understood that the design of providing a windproof component at the edge of the nose 1 to seal the gap between it and the cargo door 3 effectively improves the overall performance of the aircraft at high speeds. Through physical sealing, the path of external airflow, especially high-pressure turbulence generated during flight, is directly blocked from entering the cargo hold or impacting the door structure of the cargo door 3 through the gap. This not only significantly reduces aerodynamic noise that may be caused by airflow disturbances but also reduces local aerodynamic drag. Simultaneously, its tight sealing of the gap and the sealing function of the waterproof component 4 complement each other, together forming a more complete environmental isolation barrier for the door, thereby enhancing the adaptability and reliability of the door system under complex weather and flight conditions.

[0040] In some embodiments, the cross-section of the windproof component is T-shaped, and the cargo door 3, when closed, can overlap with the nose 1 on both sides of the windproof component. It is understood that during the closing process of the cargo door 3, its unique T-shaped contour structure effectively guides and centers the door, ensuring rapid and precise positioning when finally locked, and significantly improving the tolerance control level of the external contour of the docking area between the cargo door 3 and the nose 1. Specifically, when the cargo door 3 is closed, the T-shaped structure allows the edge of the door and the edge of the nose 1 to accurately overlap the wingplates on both sides of the windproof component, thus providing a self-centering effect for the closing process of the cargo door 3, effectively ensuring rapid positioning during closing and improving external contour tolerance control. Meanwhile, the T-shaped structure of the windproof component transforms the gap between the cargo door 3 and the skin of the nose 1 into an interface for solid filling of the windproof component. Without affecting the original structure, the windproof component with this T-shaped structure can block and disperse the impact of high-speed airflow, thereby significantly reducing aerodynamic noise and drag. This optimizes aerodynamic performance while also enhancing the integrity and load-bearing capacity of the local structure.

[0041] In some embodiments, the windproof component is made of aluminum alloy. It is understood that the windproof component is made of aluminum alloy, which possesses both excellent strength and good plasticity, allowing it to be precisely formed into complex T-shaped sections through processes such as extrusion. This ensures that the overlapping flanges on both sides have the necessary rigidity to withstand the overlapping load of the door and the nose cone 1. Simultaneously, its inherent metallic elasticity provides appropriate elastic deformation capacity for achieving a tight physical seal, ensuring that the windproof component fits tightly against the cargo door 3 and the surface of the nose cone 1. Furthermore, the natural corrosion resistance of aluminum alloy ensures that the windproof component effectively resists rust when exposed to varying external environments for extended periods, maintaining its airtightness and structural integrity. This allows the windproof component to achieve lightweight design while also ensuring durability and functional reliability, enabling it to play a long-lasting and stable role in shape matching, airflow blocking, and load transfer.

[0042] In some embodiments, the outer surface of the cargo door 3 is provided with an anti-corrosion primer layer (not shown in the figure) and a metal mesh film layer (not shown in the figure). The inner surface of the cargo door 3 may also be provided with an anti-corrosion primer layer. It is understood that on the outer surface of the skin of the cargo door 3, a layer of CMS-CT-201 type anti-corrosion epoxy primer is first applied to form the anti-corrosion primer layer, and then a CMS-AD-107 type metal mesh film is applied on top to form the metal mesh film layer. This composite structure can effectively resist rainwater erosion, ultraviolet aging, and chemical media corrosion. On the inner surface of the cargo door 3 and the surfaces of the stringer 31 and the ordinary frame 32, a CMS-CT-206 type primer is applied to form the inner protective primer layer, mainly used to prevent corrosion caused by internal condensation, etc. It should be noted that any other primer layer and metal mesh film layer that can achieve the same or similar protective function falls within the protection scope of this utility model. The protection scope of this utility model is not limited to the specific types of coatings and films mentioned above.

[0043] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A cargo aircraft, characterized in that, The machine includes a nose (1) and a fuselage (2). The nose (1) is provided with a loading and unloading platform and a cargo door (3). The cargo door (3) is an integrally molded structure of fiber reinforced composite material. The cargo door (3) is hinged to the fuselage (2) and detachably connected to the nose (1). When loading and unloading cargo (100), the cargo door (3) can be opened or disassembled to allow the loading and unloading platform to communicate with the external environment. A waterproof component (4) is provided at the connection between the cargo door (3) and the fuselage (2). The waterproof component (4) includes a seal (41) and a water guide channel (42). Both the seal (41) and the water guide channel (42) are located on the fuselage (2), and the water guide channel (42) is located below the seal (41).

2. The cargo aircraft according to claim 1, characterized in that, The sealing element (41) is a P-type rubber element, and / or the water guide groove (42) is an L-type stainless steel element.

3. The cargo aircraft according to claim 1, characterized in that, A hinge (5) and a gas spring (6) are provided between the cargo door (3) and the fuselage (2). The gas spring (6) can drive the cargo door (3) to rotate upward around the hinge axis of the hinge (5) and open.

4. The cargo aircraft according to claim 1, characterized in that, The cargo door (3) is equipped with multiple quick-release locks, which can be connected to and locked with the engine head (1) when the cargo door (3) is closed.

5. The cargo aircraft according to claim 1, characterized in that, The cargo door (3) includes a skin and a frame disposed inside the skin. The frame includes multiple stringers (31), multiple ordinary frames (32), and a side frame (33). The skin, stringers (31), ordinary frames (32), and side frame (33) are integrally formed structures.

6. The cargo aircraft according to claim 1, characterized in that, A windproof component is provided at the edge of the nose (1), which can block the gap between the cargo door (3) and the nose (1).

7. The cargo aircraft according to claim 6, characterized in that, The cross-section of the windproof component is T-shaped, and the cargo door (3) can be connected to the front of the engine (1) on both sides of the windproof component when the cargo door (3) is closed.

8. The cargo aircraft according to claim 6, characterized in that, The windproof component is made of aluminum alloy.

9. The cargo aircraft according to any one of claims 1-8, characterized in that, The outer surface of the cargo door (3) is provided with an anti-corrosion primer layer and a metal mesh film layer.

10. The cargo aircraft according to any one of claims 1-8, characterized in that, The inner surface of the cargo door (3) is provided with an anti-corrosion primer layer.

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