Aircraft with a fuselage and wings, each having an outer part and a widened inner part between the fuselage and the outer part

Description

[0001] The present application relates to an aircraft comprising a fuselage and wings, each having an external part and an enlarged internal part between the fuselage and the external part.

[0002] According to a first embodiment of the earlier art visible on the figure 1 An aircraft 10 comprises a fuselage 12, wings 14 positioned on either side of the fuselage 12, and propulsion assemblies 16 connected to the wings 14. The fuselage 12 includes a forward section 18.1 in which a cockpit is located, a rear section 18.2 supporting a tail assembly 20, and several approximately cylindrical sections 22 positioned between the forward and rear sections 18.1 and 18.2. One of the sections 22 has a central wing box connecting the wings 14 to the fuselage 12. The wings 14 are connected to the same single fuselage section 22.1, and only to the lower part of this section 22.1. Each wing 14 has a box-shaped form and includes at least one fuel tank 24 extending over almost the entire length of the wing 14.

[0003] This first embodiment allows the use of perfectly mastered assembly techniques. Furthermore, the cylindrical shape of fuselage 12 is adapted to existing airport infrastructure.

[0004] According to this first embodiment, each wing 14 has a sweep which induces significant effects on the position of the center of gravity CG of the aircraft 10 and on its stability when the fuel level varies in the fuel tanks 24 located in the wings in operation.

[0005] According to a second embodiment of the prior art described in documents EP1247734, FR3000023, and RU2668000, the aircraft has a flying wing profile. This second embodiment allows the fuel tanks to be positioned close to the center of gravity. However, this flying wing profile is not compatible with existing airport structures and requires a complete overhaul of existing assembly lines.

[0006] According to another embodiment of the prior art shown in US patent 1862102, an aircraft comprises thick wings on either side of the fuselage. However, the fuselage structure of this aircraft is very different from those of current aircraft, necessitating a complete overhaul of existing assembly lines.

[0007] The present invention aims to remedy all or part of the drawbacks of the prior art. To this end, the invention relates to an aircraft comprising a fuselage, first and second wings positioned on either side of the fuselage, the fuselage having a longitudinal axis, the fuselage comprising a front section, a rear section supporting an empennage, and at least one approximately cylindrical section having a height corresponding to the fuselage height, said section being positioned between the front and rear sections, each wing comprising an inner part and an outer part such that each inner part connects the corresponding outer part and the fuselage, each inner part comprising a first end having a first length,the first end being connected by a first link to the corresponding external part and a second end having a second length and connected by a second link to the fuselage, each internal part having, at the second end, a height greater than half the fuselage height, the second length of the second end of each internal part being at least twice the length of the first end and greater than or equal to half the distance separating the front and rear tips, the first and second ends of each internal part being separated by a distance less than the second length, each internal part comprising at least one cylindrical fuel tank, positioned along the fuselage and having an axis of revolution parallel to the longitudinal axis, the cylindrical fuel tanks being configured to store hydrogen and,In the presence of several cylindrical fuel tanks in each internal section, said cylindrical fuel tanks are positioned one behind the other along the fuselage so that their axes of revolution are parallel to the longitudinal axis.

[0008] This solution makes it possible to position the aircraft's energy storage devices, including fuel tanks, close to the center of gravity in the internal parts thanks to their height, while retaining many components of the fuselage of existing aircraft (the front and rear tips, the sections without a central wing box) and assembling them by implementing assembly processes known from the prior art.

[0009] According to another characteristic, each fuselage section comprises a fuselage structure and a fuselage aerodynamic envelope attached to the fuselage structure. Each external part comprises a wing external part structure and a wing external part aerodynamic envelope attached to the wing external part structure. In addition, each internal part includes at least one wing internal part structure ensuring the transmission of forces between the wing external part structure of the corresponding external part and the fuselage structure, as well as a wing internal part aerodynamic envelope ensuring continuity between the wing external part aerodynamic envelope of the corresponding external part and the fuselage aerodynamic envelope.

[0010] According to another characteristic, at least part of the internal wing section structures form a single piece passing through the fuselage and extending on both sides of the fuselage.

[0011] According to another characteristic, the internal wing part structure of each internal part includes a panel, positioned in a plane parallel to the longitudinal and horizontal axis or slightly inclined with respect to a horizontal plane, which extends between the first and second ends of each internal part.

[0012] According to another characteristic, the internal wing part structure of each internal part (includes several spars positioned in vertical planes, at least two spars being separated by a distance that increases from the first end to the second end.

[0013] According to another characteristic, for each wing, the first connection includes a first plate attached to the structure of the outer part of the wing and positioned at the first end of the outer part, a second plate attached to the structure of the inner part of the wing and positioned at the first end of the inner part, as well as several connecting elements holding the first and second plates together.

[0014] According to another characteristic, each fuel tank has a capacity greater than 5 m3.

[0015] According to another feature, the aircraft includes energy storage devices positioned inside each of the internal parts and supported by the wing internal part structures of the internal parts and positioned so that they are not impacted in the event of a lateral or rearward roll of the aircraft or in the event of a landing on the fuselage.

[0016] According to another feature, at least one of the internal parts includes at least one cooling device comprising at least one heat exchanger positioned inside the aerodynamic envelope of the inner wing part, at least one upstream duct connected to the heat exchanger and opening through at least one first forward-facing opening positioned outside the aerodynamic envelope of the inner wing part and below the inner part, and at least one downstream duct connected to the heat exchanger and opening through at least one second rearward-facing opening positioned outside the aerodynamic envelope of the inner wing part and above the inner part.

[0017] Other features and advantages will become apparent from the following description of the invention, given by way of example only, with reference to the accompanying drawings, among which: There figure 1 is a top view of an aircraft illustrating an embodiment of the prior art, The figure 2 is a perspective view of an aircraft illustrating one embodiment of the invention, The figure 3 is a side view of the aircraft visible on the figure 2 , There figure 4 is a front view of the aircraft visible on the figure 2 , There figure 5 is a top view of the aircraft visible on the figure 2 , There figure 6 is a schematic representation of the different parts of an aircraft illustrating one embodiment of the invention, The figure 7 is a perspective view of the aircraft visible on the figure 2 , one half of the aircraft being illustrated before its assembly, the elements located in this half of the aircraft being visible through transparency, The figure 8 is a schematic representation of a first half of an aircraft configured for a first passenger capacity and a second half of an aircraft configured for a second capacity, The figure 9 is a perspective view of an aircraft showing, through its transparency, an arrangement of the aircraft's equipment which illustrates an embodiment of the invention, The figure 10 is a perspective view of an aircraft illustrating an embodiment of the invention, the envelopes of one wing and half of the fuselage being transparent, and The figure 11 is a top view of an aircraft illustrating an embodiment of the invention, the envelopes of a wing and half of the fuselage being transparent.

[0018] According to an embodiment visible on the figures 2 From 1 to 5, an aircraft 30 comprises a fuselage 32, first and second wings 34.1, 34.2 positioned on either side of the fuselage 32, and propulsion assemblies 36 connected to the fuselage 32 or to the first and second wings 34.1, 34.2. According to a configuration visible on the figures 2 à 5 The aircraft 30 comprises four propulsion units 36 connected to the first and second wings 34.1, 34.2. According to another configuration visible on the figure 11 , aircraft 30 comprises two propulsion units 36 connected to the fuselage 32.

[0019] According to one embodiment, each propulsion assembly 36 includes an electric or hydrogen-powered propeller engine 38.

[0020] Of course, the invention is not limited to these configurations regarding the number of propulsion assemblies 36, their location or the type of motorization.

[0021] Regardless of the specific embodiment, the aircraft 30 includes several energy storage devices 40, such as kerosene tanks, hydrogen tanks, or batteries, for example. A single aircraft may incorporate energy storage devices 40 of different types, such as hydrogen tanks and batteries, for example.

[0022] According to an embodiment visible on the figure 5 The fuselage 32 includes a forward tip 42.1 in which a cockpit is positioned, a rear tip 42.2 supporting a tail assembly 44, and at least one approximately cylindrical section 46 positioned between the forward and rear tips 42.1, 42.2. The fuselage 32 includes a longitudinal axis A32 extending between the forward and rear tips 42.1, 42.2, each section 46 being substantially coaxial with the longitudinal axis A32.

[0023] For the remainder of this description, a longitudinal direction is parallel to the longitudinal axis A32. A transverse plane is a plane perpendicular to the longitudinal axis. A median plane PM is a vertical plane passing through the longitudinal axis A32. A length is a dimension measured along a direction parallel to the longitudinal direction. A height is a dimension measured along a vertical direction.

[0024] Generally, the fuselage 32 comprises several sections 46 which correspond to sub-assemblies of the fuselage 32 manufactured independently of each other, placed end to end and assembled so as to form the fuselage 32.

[0025] According to one embodiment, each section 46 comprises a fuselage structure and an aerodynamic fuselage envelope attached to the fuselage structure. The latter comprises frames arranged in transverse planes and stringers connecting the frames and parallel to the longitudinal direction.

[0026] The fuselage 32 is made using assembly methods known from the prior art.

[0027] In one configuration, the tail assembly 44 is a T-tail assembly and includes a fin positioned in the median plane PM and horizontal stabilizing surfaces positioned at the upper end of the fin. Of course, the invention is not limited to this configuration for the tail assembly 44.

[0028] According to one feature of the invention, each wing 34.1, 34.2 comprises an internal part 48.1, 48.2 connected to the fuselage 32 and an external part 50.1, 50.2 extending the internal part 48.1, 48.2. Thus, for each wing 34.1, 34.2, the internal part 48.1, 48.2 connects the corresponding external part 50.1, 50.2 and the fuselage 32.

[0029] Each external part 50.1, 50.2 has a first end 52.1 oriented towards the fuselage 32 and a second end 52.2.

[0030] According to an embodiment visible on the figure 7 , each external part 50.1, 50.2 comprises an external wing part structure 54 as well as an aerodynamic external wing part envelope 55 attached to the external wing part structure 54. According to one configuration, the external wing part structure 54 of each external part 50.1, 50.2 comprises front and rear spars 54.1, 54.2 which extend over almost the entire length of each external part 50.1, 50.2 as well as ribs 54.3 connecting the front and rear spars 54.1, 54.2.

[0031] External parts 50.1, 50.2 are made using assembly methods known from the prior art.

[0032] As with the prior art, the first end 52.1 of the external parts 50.1, 50.2 has a length substantially equal to that of a wing of the prior art.

[0033] According to one embodiment, the external parts 50.1 and 50.2 do not incorporate fuel tanks. In this case, the external parts 50.1 and 50.2 have a height lower than the wings of prior art aircraft. This embodiment simplifies the manufacture of the external parts 50.1 and 50.2 and reduces their cost. However, to increase the aircraft's range, the external parts 50.1 and 50.2 may each include at least one fuel tank, as in the prior art.

[0034] Of course, the invention is not limited to this embodiment for the external parts 50.1, 50.2.

[0035] According to one feature of the invention, each internal part 48.1, 48.2 comprises a first end 56.1 connected by a first link 58.1 to the corresponding external part 50.1, 50.2 and a second end 56.2 connected by a second link 58.2 to the fuselage 32. The second end 56.2 has a second length L2 at least twice the first length L1 of the first end 56.1. The distance separating the first and second ends 56.1, 56.2 is less than the second length L2 of the second end 56.2. The internal parts 48.1, 48.2 have, at the second end 56.2, a height H48 greater than half the height H32 of the fuselage.

[0036] The first and second ends 56.1, 56.2 are separated by a distance less than the second length L2.

[0037] According to one feature of the invention, the second end 56.2 extends over a length greater than or equal to half the distance separating the front and rear tips 42.1, 42.2. Thus, each internal part 48.1, 48.2 is connected to the fuselage structure by several sections 46 over a large length, which allows for a better distribution of stresses.

[0038] Each internal part 48.1, 48.2 comprises at least one wing internal part structure 60 ensuring the transmission of forces between the wing external part structure 54 of the external part 50.1, 50.2 and the fuselage structure of the fuselage 32 and an aerodynamic wing internal part envelope 62 ensuring continuity between the aerodynamic wing external part envelope 55 of the external part 50.1, 50.2 and the aerodynamic envelope of the fuselage 32.

[0039] According to one embodiment, the second connection 58.2 comprises several anchor points 66 distributed along the length of the fuselage 32 and positioned at the level of the fuselage structure of each section 46, more particularly at the level of the fuselage structure frames. According to a configuration visible on the figure 7 , the first connection 58.1 includes a first plate 64.1 integral with the outer wing part structure 54, positioned at the first end 52.1 of the outer part 50.1, 50.2, in an approximately vertical plane parallel to the longitudinal direction, a second plate 64.2 integral with the inner wing part structure 60 and positioned at the first end 56.1 of the inner part 48.1, 48.2, in an approximately vertical plane parallel to the longitudinal direction, as well as several connecting elements, such as bolts for example, now clamping the first and second plates 64.1, 64.2 against each other.

[0040] Of course, the invention is not limited to this embodiment for the first link 58.1. Other solutions are conceivable.

[0041] According to a first embodiment visible on the figure 7 The wing inner section structure 60 comprises several spars 68 positioned in vertical planes extending between the first and second ends 56.1, 56.2 of each inner section 48.1, 48.2, at least two spars 68 being separated by a distance that increases from the first end 56.1 to the second end 56.2. According to one configuration, the spars 68 have a first end connected to the second plate 64.2 and a second end connected by connecting elements, such as bolts for example, to the fuselage structure and more particularly to the fuselage frames 32.

[0042] According to a second embodiment visible on the figures 10 et 11 The wing inner section structure 60 comprises a panel 70 positioned in a plane parallel to the longitudinal axis A32 and horizontal or slightly inclined relative to a horizontal plane extending between the first and second ends 56.1, 56.2 of each inner section 48.1, 48.2. Depending on the configuration, the panel 70 is reinforced by a network of ribs. Additionally, the wing inner section structure 60 may include connecting rods 72 having a first end connected to the panel 70 at the first end 56.1 of the inner section 48.1, 48.2 and a second end connected to the fuselage structure, for example to one of the frames, at an attachment point 66 distant from the panel 70.

[0043] According to one configuration, the panels 70 of the internal parts 48.1, 48.2 form a single piece which crosses the fuselage 32 and extends on either side of it.

[0044] Thus, for certain embodiments, a structure can cross the fuselage 32 and extend on either side of it in order to form at least partially the structure of the inner wing part 60 of the inner parts 48.1, 48.2.

[0045] According to one configuration, the second link 58.2 is configured to break first in the event of an accident so that the internal parts 48.1, 48.2 detach from the fuselage 32 to enhance passenger safety.

[0046] Of course, the invention is not limited to these embodiments for the internal wing part structures 60 as well as the first and second links 58.1, 58.2 of the internal parts 48.1, 48.2.

[0047] Each aerodynamic wing inner section 62 has a height at the fuselage 32 significantly greater than its height at the outer section 50.1, 50.2. Thus, the aerodynamic wing inner sections 62 of the inner sections 48.1, 48.2 offer two significant volumes on either side of the fuselage 32, close to the latter, in which aircraft components or equipment 30 can be stored.

[0048] According to one embodiment, each internal part 48.1, 48.2 includes at least one energy storage device 40 positioned in the aerodynamic envelope of the internal wing part 62.

[0049] According to one configuration, the energy storage device 40 includes at least one element from at least one fuel tank 74, at least one battery 76 or at least one fuel cell 78.

[0050] According to the invention, as illustrated in the figure 6 Each internal part 48.1, 48.2 includes a fuel tank 74 configured to store hydrogen. This fuel tank 74 is cylindrical, positioned along the fuselage 32 (adjacent to it) and has an axis of revolution A74 parallel to the longitudinal axis A32.

[0051] According to another configuration visible on the figures 7 And 9 , each internal part 48.1, 48.2 includes a fuel tank 74 positioned along the fuselage 32 and fuel cells 78 positioned along the fuselage 32 and offset rearward relative to the fuel tank 74. As before, the fuel tank 74 is cylindrical, configured to store hydrogen and positioned so that its axis of revolution A74 is parallel to the longitudinal axis A32.

[0052] According to another configuration visible on the figure 9 , each internal part 48.1, 48.2 includes a fuel tank 74 positioned along the fuselage 32 and fuel cells 78 away from the fuselage 32, the fuel tank 74 being positioned between the fuselage 32 and the fuel cells 78.

[0053] According to another configuration visible on the figure 11 , each internal part 48.1, 48.2 comprises several cylindrical fuel tanks 74, 74', configured to store hydrogen, positioned one behind the other along the fuselage 32 so that their axes of revolution A74 are parallel to the longitudinal axis A32. For reference, the fuel tanks 74, 74' have a capacity greater than or equal to 5 m3.

[0054] Regardless of the configuration, the energy storage devices 40 are positioned close to the fuselage 32 in the internal parts 48.1, 48.2 of the wings 34.1, 34.2 which have a low sweep, which tends to limit the impact on the position of the aircraft's center of gravity CG and on its stability, particularly when the fuel level in the fuel tanks 74, 74' varies in operation.

[0055] According to one arrangement, the energy storage devices 40 are supported by the internal wing part structures 60 of the internal parts 48.1, 48.2 and positioned so that they are not impacted in the event of lateral or rearward tilting of the aircraft, in the event of landing on the fuselage 32 or in the event of a burst of a rim or tire of a landing gear.

[0056] Of course, the invention is not limited to these configurations for energy storage devices 40. Thus, to increase the amount of fuel carried, it is possible to provide a fuel tank 75' in the fuselage 32, for example in the rear tip 42.2.

[0057] According to one embodiment, at least one of the internal parts 48.1, 48.2 comprises at least one cooling device 80 configured to cool equipment such as fuel cells 78. According to one configuration, the cooling device 80 comprises at least one heat exchanger 80.1 positioned inside the aerodynamic envelope of the wing inner part 62, at least one upstream duct 80.2 connected to the heat exchanger 80.1 and opening through at least one first forward-facing opening 80.3 positioned outside the aerodynamic envelope of the wing inner part 62 and below the internal part 48.1, 48.2, and at least one downstream duct 80.4 connected to the heat exchanger 80.1 and opening through at least one second rearward-facing opening 80.5 positioned outside the aerodynamic envelope of the wing inner part 62 and above the internal part 48.1, 48.2.

[0058] According to an advantage provided by the invention, the first and second internal sections 48.1, 48.2 offer two large volumes in which numerous pieces of equipment can be grouped. This configuration simplifies the installation and maintenance of this equipment because it is grouped together rather than scattered throughout the aircraft. Grouping the equipment also reduces the onboard mass by limiting the length of the connections between the different pieces of equipment.

[0059] Another advantage is the ability to use many existing aircraft fuselage components, such as nose and tail sections and wing sections without center wing boxes, and assemble them using prior art assembly methods. This allows for the extensive reuse of existing aircraft assembly lines.

[0060] Connecting the wing to several sections allows the load to be distributed and not concentrated on a single section.

[0061] Another advantage is that the external wing sections 50.1, 50.2 are simplified by eliminating fuel tanks. They can be assembled to the internal sections 18.1, 48.2 either before or after the latter are attached to the fuselage 32.

[0062] Finally, it is possible to design, on the same basis, aircraft of different passenger capacities, as illustrated in the figure 8 . Thus, with the exception of the number of sections and internal parts 48.1, 48.2, all other aircraft components are identical and can be assembled in the same way regardless of the aircraft's capacity.

Claims

1. Aircraft comprising a fuselage (32), first and second wings (34.1, 34.2) positioned on either side of the fuselage (32), the fuselage (32) having a longitudinal axis (A32), the fuselage (32) comprising a noise (42.1), a tail (42.2) supporting a tail assembly and at least one substantially cylindrical fuselage portion (46) having a height corresponding to a fuselage height (H32), said fuselage portion (46) being positioned between the noise and the tail (42.1, 42.2), each wing (34.1, 34.2) comprising an inner part (48.1, 48.2) and an outer part (50.1, 50.2) such that each inner part (48.1, 48.2) connects the corresponding outer part (50.1, 50.2) and the fuselage (32), each inner part (48.1, 48.2) comprising a first end (56.1) which has a first length (L1), the first end (56.1) being connected by a first connection (58.1) to the corresponding outer part (50.1, 50.2) and a second end (56.2) having a second length (L2) and connected by a second connection (58.2) to the fuselage (32), each inner part (48.1, 48.2) having, at the second end (56.2), a height (H48) greater than half the height of the fuselage (H32), the second length (L2) of the second end (56.2) of each inner part (48.1, 48.2) being at least twice the first length (L1) of the first end (56.1) and greater than or equal to half the distance separating the noise and the tail (42.1, 42.2), the first and second ends (56.1, 56.2) of each inner part (48.1, 48.2) being separated by a distance less than the second length (L2), characterized in that each inner part (48.1, 48.2) comprises at least one cylindrical fuel tank (74, 74') positioned along the fuselage (32) and having an axis of revolution (A74) parallel to the longitudinal axis (A32), the cylindrical fuel tanks being configured to store hydrogen and in that, when a plurality of cylindrical fuel tanks are provided in each inner part (48.1, 48.2), said cylindrical fuel tanks (74, 74') are positioned one behind the other along the fuselage (32) such that their axes of revolution (A74) are parallel to the longitudinal axis (A32).

2. Aircraft as claimed in claim 1, wherein each fuselage portion (46) has a fuselage structure and an aerodynamic fuselage envelope fitted on the fuselage structure, wherein each outer part (50.1, 50.2) has a wing outer part structure (54) and an aerodynamic wing outer part envelope (55) fitted on the wing outer part structure (54) and wherein each inner part (48.1, 48.2) comprises at least one wing inner part structure (60) ensuring the transmission of forces between the wing outer part structure (54) of the corresponding outer part (50.1, 50.2) and the fuselage structure, and an aerodynamic wing inner part envelope (62) ensuring that the aerodynamic wing outer part envelope (55) of the corresponding outer part (50.1, 50.2) and the aerodynamic fuselage envelope (32) are continuous.

3. Aircraft as claimed in claim 2, wherein at least part of the wing inner part structures (60) of the inner parts (48.1, 48.2) forms a single piece passing through the fuselage (32) and extending on either side of the fuselage (32).

4. Aircraft as claimed in one of the claims 2 to 3, wherein the wing inner part structure (60) of each inner part (48.1, 48.2) comprises a panel (70), positioned in a plane parallel to the longitudinal axis (A32) and horizontal or slightly inclined with respect to a horizontal plane, which extends between the first and second ends (56.1, 56.2) of each inner part (48.1, 48.2).

5. Aircraft as claimed in claim 2, wherein the wing inner part structure (60) of each inner part (48.1, 48.2) comprises multiple spars (68) positioned in vertical planes, at least two spars (68) being separated by a distance which increases from the first end (56.1) toward the second end (56.2).

6. Aircraft as claimed in one of the claims 2 to 5, wherein, for each wing (34.1, 34.2), the first connection (58.1) comprises a first plate (64.1) integral with the wing outer part structure (54) and positioned at the first end (56.1) of the outer part (50.1, 50.2), a second plate (64.2) integral with the wing inner part structure (60) and positioned at the first end (56.1) of the inner part (48.1, 48.2), and multiple connection elements keeping the first and second plates (64.1, 64.2) pressed against one another.

7. Aircraft as claimed in one of the preceding claims, wherein each fuel tank (74, 74') has a volume of greater than 5 m3.

8. Aircraft as claimed in one of the claims 2 and 7, wherein the aircraft comprises energy storage devices (40) positioned inside each of the inner parts (48.1, 48.2) and supported by the wing inner part structures (60) of the inner parts (48.1, 48.2) and positioned such that they are not affected in the event of lateral or rearward tilting of the aircraft or in the event of a landing on the fuselage (32).

9. Aircraft as claimed in one of the claims 2 to 8, wherein at least one of the inner parts (48.1, 48.2) comprises at least one cooling device (80) having at least one heat exchanger (80.1) positioned inside the aerodynamic wing inner part envelope (62), at least one upstream duct (80.2) connected to the heat exchanger (80.1) and opening out via at least one forward-facing first opening (80.3) positioned outside of the aerodynamic wing inner part envelope (62) and below the inner part (48.1, 48.2), and at least one downstream duct (80.4) connected to the heat exchanger (80.1) and opening out via at least one rearward-facing second opening (80.5) positioned outside of the aerodynamic wing inner part envelope (62) and above the inner part (48.1, 48.2).