CN110539893A - method and device for helping landing deceleration or takeoff augmentation of aircraft - Google Patents
method and device for helping landing deceleration or takeoff augmentation of aircraft Download PDFInfo
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- CN110539893A CN110539893A CN201910873265.5A CN201910873265A CN110539893A CN 110539893 A CN110539893 A CN 110539893A CN 201910873265 A CN201910873265 A CN 201910873265A CN 110539893 A CN110539893 A CN 110539893A
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- 230000000903 blocking effect Effects 0.000 claims abstract description 19
- 238000004880 explosion Methods 0.000 claims abstract description 15
- 239000000446 fuel Substances 0.000 claims abstract description 9
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- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/02—Ground or aircraft-carrier-deck installations for arresting aircraft, e.g. nets or cables
- B64F1/025—Ground or aircraft-carrier-deck installations for arresting aircraft, e.g. nets or cables using decelerating or arresting beds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/04—Ground or aircraft-carrier-deck installations for launching aircraft
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Actuator (AREA)
Abstract
The invention relates to a method and a device for helping the landing deceleration or takeoff augmentation of an aircraft, namely, an air pressing piece or a hydraulic piece or a blocking piece or a braking piece is arranged on an airport runway or beside the runway or below the ground of the runway, a piston or an ignition device or a flow guide pipe or a flow guide hole or a driving cylinder or a driven cylinder is arranged on the air pressing piece or the hydraulic piece, and the gliding speed or the gliding distance of the aircraft after landing is controlled by controlling the flow of gas or liquid in the flow guide pipe or the flow guide hole. The piston in the driving cylinder can move by adopting a spiral lifting mode, a pulley lifting mode, a winch lifting mode, an air pressure pushing mode, a hydraulic pushing mode, a high-pressure pushing mode generated by burning fuel, a physical explosion pushing mode or a chemical explosion pushing mode, so that the piston in the driven cylinder is driven to move, vacuum is formed in a cavity of the driven cylinder to generate atmospheric pressure, and the atmospheric pressure is used for assisting the aircraft to catapult and take off.
Description
Technical Field
the invention relates to a method and a device for assisting an aircraft in landing or taking off, in particular to a method and a device for enabling the aircraft to decelerate as soon as possible or increase thrust in taking off.
Background
Currently, the following methods are mainly used for decelerating the landing of the aircraft in the world: 1. the method is more original and needs a long runway, so that the aircraft can be automatically stopped and stabilized due to the disappearance of the motion inertia. 2. The speed reduction plate and the reverse thrust speed reduction device are installed on the aircraft. The braking effect of this approach is limited. 3. The brake piece is used for reducing the speed, and the defects are as follows: because the speed of the aircraft is extremely fast when the aircraft lands, the brake piece made of common materials can not accept the high temperature generated by friction when the aircraft brakes, so the brake piece must be made of special materials, and the difficulty and the cost of the manufacturing process are high. 4. The use cost of the method is low by using the deceleration parachute for deceleration, but the processes of recovering, folding and standby the deceleration parachute are complicated. 5. The speed is reduced by using the hook or the arresting cable, the method is economical and practical, but accessories are required to be added on the aircraft, and the method is commonly used on carrier-based aircrafts.
At the present stage, there are two better and more common methods for takeoff of a booster aircraft: the steam catapult, the linear motor and the electromagnetic catapult have large power, complex structure and high manufacturing process difficulty, and the technical research and development and the use and maintenance must invest huge resources.
The data show that the current passenger aircraft runways in the world are generally between 3 km and 4 km, and the required capital expenditure is not a small amount to open up a field which is as long as the field is almost completely flat and has a rigid road surface.
The invention discloses a method for storing power after an aircraft lands by using an elastic object, which can not only enable the aircraft to land quickly and stably, but also increase thrust for the aircraft to take off by using stored power, and solves the problems that the aircraft, particularly the aircraft landing on the ground, avoids the complexity of using a speed reducing parachute, avoids high loss caused by using a brake piece for a long time, reduces high oil consumption during the taking off of the aircraft, shortens runway distance so as to shorten airport construction period, and reduces capital investment and land occupation cost. However, it is also only one of the ways to slow down the aircraft as quickly as possible when landing and to increase thrust when taking off.
publication No. CN105314124B discloses a technology for launching a fixed wing aircraft by using a large-caliber vertical vacuum cylinder with an open upper end and a closed lower end, and pulling up a large-caliber piston through a winch to generate vacuum in the vacuum cylinder, and then ejecting the fixed wing aircraft by using a speed change device and a towing trolley under the atmospheric pressure generated by the vacuum and the weight of the piston. The drawbacks of this technique: firstly, the required parts are more, and the size is comparatively bulky. Secondly, the aircraft is not directly forced to take off, and energy is more lost in the transmission and conversion of each part. Thirdly, the airplane can only be assisted for takeoff, but how to decelerate the airplane during landing is not involved.
disclosure of Invention
The invention aims to provide a method and a device for increasing thrust during landing deceleration or takeoff of an aircraft. The technical problems to be solved are mainly as follows: 1. the structure should be relatively simple, and the manufacturing process difficulty is relatively low. 2. Convenient operation, safety and practicality, and high efficiency. 3. The appearance or structure of the existing aircraft is not changed or is slightly changed. 4. Can be intelligently controlled. 5. Can be used repeatedly.
The invention solves the problems by adopting the following methods:
a method and apparatus for facilitating aircraft landing deceleration or takeoff augmentation, the method and apparatus comprising: an air pressing part or a hydraulic part or a braking part or a blocking part is arranged on the airport runway or beside the runway or under the ground of the runway, and the air pressing part or the hydraulic part is directly or indirectly connected with the braking part or the blocking part;
The said blocker can either act as a push or pull to assist the takeoff of the aircraft;
The pneumatic component or the hydraulic component is combined into a pneumatic and hydraulic component;
The pneumatic or hydraulic part or the pneumatic or hydraulic part is provided with a flow guide pipe or a flow guide hole or an elastic object; the flow guide pipes are provided with two or more flow guide holes. The guide pipe is arranged at the lowest part of the pneumatic-hydraulic part, so that if liquid is pumped out of the pneumatic-hydraulic part through the guide pipe until the liquid is pumped out, the speed of vacuum or nearly vacuum formed in the pneumatic-hydraulic part is higher than the speed of pumping out in the pneumatic-hydraulic part. Meanwhile, as the piston can generate heat when reciprocating, the effect of cooling the gas-liquid pressing piece by using the flowable liquid is better than that of cooling by using gas, and the heat energy is easily utilized after the liquid absorbs the heat.
The draft tube is provided with a pneumatic or hydraulic part or a pneumatic and hydraulic part;
At least five methods for allowing the pneumatic or hydraulic part or the pneumatic or hydraulic part to generate atmospheric pressure are provided: the first method is that in a sealed pneumatic or hydraulic part or a pneumatic or hydraulic part, the volume of gas is increased and the density is decreased by drawing a piston without changing the storage amount of the gas or liquid in the sealed pneumatic or hydraulic part, so as to generate atmospheric pressure; the second method is that after the piston is rapidly pulled and pulled in the pneumatic or hydraulic part or the pneumatic and hydraulic part, the volume increasing speed of the gas is not in proper proportion to the amount of the gas or liquid flowing in from the flow guide pipe or the flow guide hole, so as to generate atmospheric pressure; the third method is to pump out the gas or liquid in the pneumatic or hydraulic part or the pneumatic or hydraulic part to generate the atmospheric pressure; a fourth method is to inject a gas or liquid capable of combustion into the pneumatic or hydraulic member or the pneumatic and hydraulic member and then combust the gas or liquid, thereby generating atmospheric pressure; for example, hydrogen and oxygen in a proper proportion are injected into the air pressure part, after the piston is positioned by the braking part, the ignition device is used for igniting and combusting the hydrogen and the oxygen, the generated water can be pumped away through the guide pipe, and the inside of the air pressure part can be changed towards the vacuum direction to generate atmospheric pressure, which is the same as the principle of a cupping jar; the fifth method is to pull the piston strongly to make the piston and one end of the cylinder form a vacuum and generate atmospheric pressure under the condition that the piston is completely attached to one end of the cylinder and the joint of the piston is not provided with any gas or liquid.
The atmospheric pressure generated in the pneumatic or hydraulic part or the pneumatic and hydraulic part is assisted by the combined work of the braking part or the blocking part to slow down the landing of the aircraft or boost the takeoff, in particular to directly boost the landing of the aircraft or the takeoff, wherein the takeoff boost comprises catapult takeoff.
preferably, two or more of the five methods for generating atmospheric pressure are combined to assist the aircraft in landing deceleration or catapult takeoff. The types of aircrafts are various, and the ejection force requirement of a large passenger plane can be met only by reaching the atmospheric pressure generated by vacuum or nearly vacuum when the large passenger plane is ejected; the small-sized unmanned aerial vehicle is ejected only by small atmospheric pressure; therefore, in practical application, the generation method of the atmospheric pressure can be combined, converted and regulated.
preferably, the cross-sectional area of the pneumatic or hydraulic part or the pneumatic and hydraulic part arranged on the draft tube is smaller than that of the pneumatic or hydraulic part or the pneumatic and hydraulic part connected with the braking part or the blocking part; in other words, the caliber of the pneumatic or hydraulic component or pneumatic and hydraulic component arranged on the draft tube is smaller than the caliber of the pneumatic or hydraulic component or pneumatic and hydraulic component connected with the blocking component or braking component. Because the gas or liquid can be pumped or pushed into the gas pressing piece or the hydraulic piece or the gas hydraulic piece with the large caliber by the gas pressing piece or the hydraulic piece or the gas hydraulic piece with the small caliber, the labor is saved.
The total volume of the pneumatic or hydraulic part or the pneumatic and hydraulic part arranged on the draft tube is more than or equal to the volume of the pneumatic or hydraulic part or the pneumatic and hydraulic part connected with the braking or blocking part.
Preferably, the piston in the pneumatic or hydraulic part or the pneumatic or hydraulic part moves by adopting a spiral pulling mode or a pulley pulling mode or a winch pulling mode or an air pressure pushing and pulling mode or a hydraulic pushing and pulling mode or a high pressure pushing mode or a physical explosion pushing mode or a chemical explosion pushing mode generated by burning fuel.
Preferably, the interior of the pneumatic or hydraulic part or the pneumatic or hydraulic part is at least divided into two parts, namely an active cylinder and a passive cylinder;
Pushing a piston in a driving cylinder to displace by a fuel combustion mode or a physical explosion mode or a chemical explosion mode in the driving cylinder to drive the piston in a driven cylinder to displace, so that vacuum is formed in the driven cylinder;
The piston in the active cylinder can directly drive the piston in the passive cylinder to move through a connecting piece;
The piston in the active cylinder can be driven to move by adopting a pneumatic transmission mode or a hydraulic transmission mode.
preferably, a driving cylinder is arranged outside the pneumatic or hydraulic part or the pneumatic and hydraulic part, and at least a piston or an ignition device or a flow guide pipe or a valve is arranged in or beside the driving cylinder; in fact, the chamber of the pneumatic or hydraulic element or element is in fact the passive cylinder.
The ignition device can ignite fuel in the active cylinder to generate high-pressure fuel gas or ignite chemical substances in the active cylinder to generate explosion, so that a piston in the active cylinder is pushed to displace to drive a piston in the pneumatic or hydraulic part or the pneumatic or hydraulic part to displace, and a cavity of the pneumatic or hydraulic part or the pneumatic or hydraulic part is formed to be vacuum or nearly vacuum;
The guide pipe or the valve can introduce high-pressure steam or compressed air to push the piston in the driving cylinder to displace so as to drive the piston in the pneumatic component or the hydraulic component or the pneumatic and hydraulic component to displace, so that vacuum or nearly vacuum is formed in the cavity of the pneumatic component or the hydraulic component or the pneumatic and hydraulic component;
The number of the active cylinders is two or more.
Preferably, the pneumatic or hydraulic part or the pneumatic and hydraulic part is formed by combining at least two or more parts in a transverse parallel connection mode or a longitudinal mutual connection mode. The pneumatic or hydraulic part or the pneumatic and hydraulic part is designed to be combined into a plurality of parts, and the pneumatic or hydraulic part has the following advantages: firstly, the assembly is convenient; secondly, the pneumatic or hydraulic part or the pneumatic or hydraulic part is protected from being deformed by atmospheric pressure due to overlong size or overlarge size; thirdly, the maintenance is convenient; and fourthly, even if a certain air pressure cylinder or hydraulic cylinder or piston has the problems of air leakage and liquid leakage, the safe taking off and landing of the aircraft can not be influenced.
Preferably, an electric pump or an intelligent controller is arranged on the flow guide pipe or the air guide hole or on the driving cylinder or the driven cylinder, and the intelligent controller controls the gliding speed or the gliding distance of the aircraft after landing or the takeoff thrust of the aircraft by controlling the flow rate of gas or liquid in the flow guide pipe or the flow guide hole, or by controlling the storage amount of gas or liquid in the pneumatic or hydraulic part or the pneumatic or hydraulic part, or by controlling the working number of the driving cylinder.
Under the condition that the caliber of the passive cylinder is not changed, the smaller the caliber of the active cylinder is, the smaller the working force required by pneumatic transmission or hydraulic transmission is. However, this requires the simultaneous operation of multiple master cylinders to meet the requirement of longer piston stroke in the passive cylinder. Different strokes of the piston in the driven cylinder can occur when different numbers of driving cylinders work simultaneously, so that different requirements of different aircrafts on sliding distance and force can be controlled.
Controlling the inventory of gas or liquid in the pneumatic or hydraulic element or element comprises controlling the burn time of the gas or liquid.
preferably, the inertial thrust after landing of the aircraft is stored elastically or pneumatically, in other words in a capacity, by the combined action of said pneumatic or hydraulic element or element and of the stop or brake element. The stored capacity is then used to assist in takeoff of the aircraft or to assist in the extraction of gas or liquid from the pneumatic or hydraulic elements or elements.
Preferably, the pneumatic or hydraulic part or the pneumatic and hydraulic part has a structure that: at least two pistons or an elastic object are arranged in the pneumatic or hydraulic part or the pneumatic and hydraulic part, the two pistons are connected in a buckling or spiral or pneumatic adsorption or electromagnetic adsorption mode, one piston is connected with the elastic object, and the other piston is connected with the blocking part or the braking part.
The barrier piece allows a tail hook thrown off from an aircraft to be hooked, can be a hard object or a soft object, and can be in a strip shape or a block shape, including a rope shape, a net shape, a cloth shape and a fence shape. The aircraft comprises an aircraft and a spacecraft. The elastic object comprises a metal elastic object and a nonmetal elastic object, namely a tension spring, a pressure spring, rubber, plastic or a silica gel pad. The flow guide pipe comprises a gas pipe, a liquid pipe or a medicine pipe, and the flow guide hole comprises a gas inlet, a liquid supply port, a feeding port or an exhaust hole.
The beneficial effect of the invention is that after the method and the device are adopted:
Firstly, a speed reducing umbrella is not needed; the aircraft's own brake system can hardly be used anymore.
The landing speed of the aircraft can be reduced as soon as possible without depending on a spring, and the gliding speed and the gliding distance of the aircraft with different weights and different impact forces after landing can be sufficiently met by controlling the inflow and outflow amount and the storage amount of gas and liquid of a pneumatic component or a hydraulic component.
And thirdly, under the cooperation of the intelligent control piece, when the arresting piece arrests the aircraft stably, the braking piece is started, and the arresting piece can be immediately stopped stably without resetting.
And fourthly, pumping out the gas or liquid in the pneumatic or hydraulic part or the gas-liquid pressing part to enable the pneumatic or hydraulic part or the gas-liquid pressing part to be in vacuum or close to vacuum, and generating huge atmospheric pressure which can directly generate enough ejection force for the takeoff of the aircraft. The pneumatic or hydraulic part can directly apply the auxiliary flying force to the rear wheel of the aircraft through the blocking part, namely the pulling part, and the generation cost of the auxiliary flying force is low and the auxiliary flying force is easy to control.
And fifthly, after the air pressure member is divided into an active cylinder and a passive cylinder, the total aperture of the active cylinder can be adjusted at will only by adjusting the working number of the active cylinder through an intelligent controller, so that the atmospheric pressure generated after the passive cylinder is changed towards the direction of forming vacuum can be determined as required. The thrust generated by the explosion of the driving cylinder which is ignited to burn fuel or burn dusty chemicals can be easily controlled just like a gasoline engine. The speed of using burning fuel or explosive to push the piston of the driving cylinder to pull the driven cylinder into vacuum is much faster than the speed of using mechanical operation such as screw or windlass, and the speed and cost are significant for military and civil use.
and sixthly, if the air pressing piece, the hydraulic piece, the air pressing piece, the braking piece and the blocking piece are combined by a plurality of sets, a plurality of aircrafts can be quickly and continuously landed or continuously take off on the same runway, and compared with a common airport, the taking-off and landing efficiency can be greatly improved.
Drawings
The embodiments of the present invention will be further explained with reference to the drawings, but the scope of the present invention is not limited to the drawings and the examples thereof.
Fig. 1 is a schematic cross-sectional view of a first embodiment of the present invention with respect to a pneumatic and hydraulic element.
Fig. 2 is a schematic side view of the embodiment of fig. 1, shown in connection with a pneumatic and hydraulic follower, arranged on a runway, in conjunction with a dam and a catcher.
fig. 3 is a schematic cross-sectional view of a second embodiment of the invention in relation to working with a hydraulic and pneumatic unit and storing the force on the spring after displacing the barrier.
fig. 4 is a schematic cross-sectional view of the embodiment of fig. 3 with a spring-stored force to assist in evacuating the hydraulic member.
Fig. 5 is a schematic sectional view of a third embodiment of the present invention, in which hydraulic parts are provided as an active cylinder and a passive cylinder.
FIG. 6 is a schematic cross-sectional view of the embodiment of FIG. 5 with the passive cylinder creating a vacuum after the master cylinder has performed work.
Fig. 7 is a schematic cross-sectional view of a fourth embodiment of the present invention, in which a master cylinder is provided outside a pneumatic member and the master cylinder pumps gas in a large-caliber pneumatic member through a connecting member and a small-caliber pneumatic member.
fig. 8 is a schematic cross-sectional view of a fifth embodiment of the present invention relating to a master cylinder for hydraulically operating a hydraulic member.
Figure 9 is a schematic cross-sectional view of the embodiment of figure 8 with the master cylinder hydraulically pumping the hydraulic member directly to vacuum.
Fig. 10 is a schematic view of a barrier intercepting an aircraft according to a sixth embodiment of the present invention.
fig. 11 is a schematic view of the embodiment of fig. 10 with the catch acting as a pull to catapult the aircraft for takeoff.
wherein, the first embodiment: the device comprises a cylinder body 1, a positioning block 2, a flow guide pipe 3, liquid 4, an electric pump 5, an intelligent controller 6, a flow guide hole 7, gas 8, a valve 9, a motor 10, an intelligent controller 11, a piston 12, a blocking piece 13, a control piece 14, a chuck 15, a rack 16, teeth 17, a pressure spring 18 and a runway 19. The second embodiment: the device comprises a cylinder body 201, a cylinder body 202, a connecting piece 203, a piston 204, a positioning block 205, a piston 206, a piston 207, an electromagnet 208, an intelligent control 209, a blocking piece 210, a spring 211, an intelligent controller 212, a winch 213, a cable 214, a guide pipe 215, a hydraulic piece 216, a piston 217, liquid 218, an intelligent controller 219, a motor 220, a piston rod 221, a piston 222, an intelligent control piece 223, a guide pipe 224, oxyhydrogen gas 225, an ignition device 226 and an electric pump 227. Third embodiment: the hydraulic device 301, the partition wall 302, the driving cylinder 303, the driven cylinder 304, the piston 305, the infusion pipe 306, the spark plug 307, the piston 308, the connecting shaft 309, the braking part 310, the intelligent control part 311 and the exhaust hole 312. Fourth embodiment: the device comprises a large-caliber pneumatic pressing part 401, a piston 402, teeth 403, an intelligent control part 404, a bolt 405, a flow guide pipe 406, a small-caliber pneumatic pressing part 407, a driving cylinder 408, a medicine conveying pipe 409, an ignition device 410, a piston rod 411, a connecting rod 412, a piston rod 413, gas 414, a gas conveying pipe 420, a driving cylinder 421, a piston rod 422, a piston rod 423, a small-caliber pneumatic pressing part 424, an intelligent control part 430 and an intelligent control part 431. Fifth embodiment: the hydraulic device comprises a hydraulic part 501, a partition wall 502, a driving cylinder 503, a driven cylinder 504, a flow guide pipe 505, a hydraulic part 506, a piston 507, a connecting shaft 508, a piston 509, a flow guide pipe 510, a spark plug 511, a piston 512 and liquid 513. Sixth embodiment: the hydraulic system comprises the ground 601, a hydraulic component 602, a piston rod 603, a barrier 604, an intelligent detection control component 605, an aircraft 606, a front wheel 607, a rear wheel 608, a right end 609 and a brake component 610.
Detailed Description
referring to fig. 1 and 2, the left end of a cylinder body 1 of the pneumatic and hydraulic part is connected with a positioning block 2, a guide pipe 3 is arranged at the lowest depression of the lower end of the left side of the cylinder body 1, and the amount of liquid 4 flowing through the guide pipe 3 is regulated and controlled by an intelligent controller 6 through an electric pump 5. The upper end of the left side of the cylinder body 1 is provided with a flow guide hole 7, and the amount of gas 8 flowing through the flow guide hole 7 is regulated and controlled by an intelligent controller 11 through a valve 9 and a motor 10.
When the barrier 13 is hooked by the tail hook of the aircraft or is hit by the rear wheels of the aircraft and thus moves rapidly in the right direction. Since the left end of the cylinder 1 is fixed by the positioning block 2, the supply of the liquid 4 and the gas 8 to the guiding pipe 3 and the guiding holes 7 can be satisfied by the regulation of the intelligent controller 6 and the intelligent controller 11 at the beginning, so that the pulling force occurring on the piston 12 and the barrier 13 is small. Then, the liquid supply of the nozzle 3 or the air supply of the nozzle opening 7 is gradually reduced until the supply is stopped, the tension on the piston 12 and the barrier 13 is increased, and when the aircraft is pulled to a stop, the brake is rapidly activated, i.e. the control member 14 arranged at the right end face of the piston 12 is opened, the chuck 15 is clamped on the teeth 17 of the rack 16, and the barrier 13 is positioned.
Then, when the aircraft needs to take off, the liquid 4 and the gas 8 are respectively pumped through the draft tube 3 and the draft hole 7, the inside of the cylinder 1 is vacuumized, and the piston 12 and the barrier 13 connected to the right end of the piston generate a large leftward pulling force due to the atmospheric pressure. The pulling force can assist the aircraft to take off through the barrier 13, and the barrier 13 is a pulling part. In order to prevent the piston 12 from crashing into the cylinder 1 when returning to the left, a compression spring 18 is provided on the left inner wall of the cylinder 1.
As shown in fig. 2, the whole pneumatic/hydraulic press member, i.e., the positioning block 2, the cylinder 1, and the piston 12, is disposed on only one side of the raceway 19. However, in practical application, pneumatic and hydraulic parts may be respectively disposed on both sides of the runway 19, and then the pneumatic and hydraulic parts on both sides are connected by the dam 13, so that the dam 13 obtains a larger and balanced pulling force.
Fig. 3 is a schematic cross-sectional view showing a second embodiment of the present invention, in which a hydraulic member and a pneumatic member are combined to operate in a longitudinally engaged manner. As shown in the figure, a cylinder 201 of a hydraulic part and a cylinder 202 of a pneumatic part are connected with each other through a connecting part 203, only a piston 204 is arranged in the cylinder 202, and the left end of the piston 204 is connected with a positioning block 205. Two pistons 206 and 207 are arranged in the cylinder body 201, the piston 206 is connected with a blocking piece 210, the piston 207 is connected with a spring 211, the pistons 206 and 207 are connected in an adsorption mode through an electromagnet 208, and the magnetic state or the non-magnetic state of the electromagnet 208 is controlled by an intelligent controller 209. When the barrier 210 carries the piston 206 to move to the right, the electromagnet 208 is in a magnetic state, and the magnetic attraction thereof attracts the pistons 206 and 207 together, so that when the piston 206 moves to the right, the piston 207 and the spring 211 are pulled to move to the right, and the pulling force of the spring 211 decelerates the aircraft through the barrier 210 until the aircraft stops stably.
When the aircraft needs to be assisted to take off, the cylinders 201 and 202 need to be vacuumized to generate atmospheric pressure. Turning electromagnet 208 to be nonmagnetic, as shown in fig. 3 and 4, by intelligent controller 209, immediately the piston 207 is pulled away from piston 206 by the full energy stored, i.e. by the tension of spring 211 that has been fully deployed, but the separation distance between piston 206 and piston 207 may not be large enough, because upon separation a vacuum is created, the volume of which depends on the magnitude of the impulse force after landing of the aircraft and the magnitude of the tension force that can be withstood by spring 211. To further expand the volume of the vacuum, the intelligent controller 212 may be enabled to activate the winch 213 to tighten the cable 214, and pull the piston 217 in the hydraulic element 216 disposed on the draft tube 215 in the right direction to draw the liquid 218 in the cylinder 201. Meanwhile, the intelligent controller 219 starts the motor 220 to move the piston rod 221 to the right in a spiral manner to drive the piston 222 to move to the right, and also pumps the liquid 218 in the cylinder 201 out, so that a larger vacuum is formed between the pistons 206 and 207. That is, after the thrust force generated during the landing and taxiing of the aircraft is stored on the spring 211 by the dam 210, the spring 211 can use the stored force to help separate the pistons 206, 207, creating a vacuum between them and thereby creating atmospheric pressure. In practical applications, a plurality of hydraulic units such as the hydraulic unit 216 disposed on the flow guide tube 215 may be disposed, such that the total maximum volume of the plurality of hydraulic units is equal to the maximum volume of the cylinder 201, and thus, once all the hydraulic units disposed on the flow guide tube complete the pumping operation, the vacuum is completely realized in the cylinder 201.
as shown in fig. 4, the intelligent control 223 can control the opening and closing of the draft tube 224, the size of the gas supply, and what gas is supplied. When the delivery tube 224 is closed, if the stopper 210 is pulled, atmospheric pressure is generated between the cylinder 202 and the piston 204; when the dam 210 is drawn at a relatively high speed and only a small amount of gas flows into the delivery tube 224, atmospheric pressure is generated between the cylinder 202 and the piston 204.
When the flow-guide tube 224 is supplied with the oxyhydrogen gas 225 mixed in a proper ratio, and at the same time, the barrier 210 is positioned by the braking member, after the oxyhydrogen gas 225 is burnt out through the ignition device 226, the intelligent control member 223 activates the electric pump 227 to pump the generated water through the flow-guide tube 224, and the cylinder 202 can also form a vacuum or a near vacuum to generate atmospheric pressure.
As shown in fig. 5, the hydraulic unit 301 is divided into two parts, i.e., an active cylinder 303 and a passive cylinder 304, by a partition wall 302. The piston 305 in the active cylinder 303 is close to the liquid transfer tube 306, the piston 308 in the passive cylinder 304 is in close contact with one surface of the partition wall 302, and the piston 305 and the piston 308 are integrally connected by a connecting shaft 309.
As shown in fig. 6, after the gasoline liquid in the form of mist is sprayed from the liquid delivery pipe 306, the spark plug 307 is activated to ignite, so that high-temperature and high-pressure gas is instantaneously generated between the piston 305 and the spark plug 307 in the driving cylinder 303 to push the piston 305 to move leftward, the piston 308 is driven to move leftward, vacuum is formed between the piston 308 and the partition wall 302 in the driven cylinder 304, the connecting shaft 309 is positioned by the braking member 310, and the locking or unlocking operation of the braking member 310 is controlled by the intelligent control member 311. Exhaust gas from the combustion in the master cylinder 303 may be vented through an exhaust port 312. The structure of the master cylinder may be arranged with reference to the operating structure of a gasoline or diesel engine.
As shown in fig. 7, one side of the piston 402 in the large-caliber pneumatic component 401 is provided with a tooth 403, the intelligent control component 404 can brake the piston 402 through a bolt 405, the guide tube 406 is provided with a small-caliber pneumatic component 407, the side of the small-caliber pneumatic component 407 is provided with a driving cylinder 408, and a piston rod 411 in the driving cylinder 408 is connected with a piston rod 413 in the small-caliber pneumatic component 407 through a connecting rod 412. If the powder explosive is fed into the driving cylinder 408 from the powder conveying pipe 409 and is ignited by the ignition device 410 to generate explosion, the piston rod 411 is pushed to move rightwards, the piston rod 413 is also driven to move rightwards, and the gas 414 in the large-caliber pneumatic pressing piece 401 can be pumped out to be towards vacuum so as to generate atmospheric pressure.
If high-pressure steam is injected into the driving cylinder 421 from the air delivery pipe 420 to push the piston rod 422 to drive the piston rod 423 in the small-caliber air pressing part 424 to move rightwards, the air 414 in the large-caliber air pressing part 401 can be pumped out to be vacuum, so that atmospheric pressure is generated.
The sum of the maximum volume of the small-caliber pneumatic element 407 and the maximum volume of the small-caliber pneumatic element 424 is greater than the maximum volume of the large-caliber pneumatic element 401. Thus, when the piston rod 413 in the small-caliber pneumatic element 407 and the piston rod 423 in the small-caliber pneumatic element 424 move rightwards to the end, the gas 414 in the large-caliber pneumatic element 401 can be completely pumped out, so that the cavity of the large-caliber pneumatic element 401 is completely vacuumized to generate the maximum atmospheric pressure.
The intelligent control members 430 and 431 can respectively control the opening or closing of the medicine conveying pipe 409 and the air conveying pipe 420, so that whether the small-caliber air pressing members 407 and 424 participate in the air suction work of the large-caliber air pressing member 401 or only one small-caliber air pressing member participates in the air suction work of the large-caliber air pressing member 401 is respectively controlled, as a result, different vacuum degrees can be generated in the large-caliber air pressing member 401, different atmospheric pressures can be generated, and the stroke lengths of the piston 402 in the large-caliber air pressing member 401 are different.
As shown in fig. 8, the hydraulic unit 501 is divided into two parts, i.e., a driving cylinder 503 and a driven cylinder 504 by a partition wall 502, a hydraulic unit 506 is provided in a delivery pipe 505 of the driving cylinder 503, and a piston 512 of the hydraulic unit 506 is adjacent to a delivery pipe 510 and an ignition plug 511. The piston 507 in the active cylinder 503 is integrally connected to the piston 509 in the passive cylinder 504 via a connecting shaft 508. Referring to fig. 9, if atomized liquid explosive is sprayed from the flow guide tube 510, and then the spark plug 511 is activated to ignite to cause explosion, the piston 512 is pushed to move leftwards, the liquid 513 is pressed into the driving cylinder 503, the piston 507 is pushed to move rightwards through hydraulic transmission, the piston 509 is driven to move rightwards, and vacuum is formed in the driven cylinder 504.
As shown in fig. 10, a hydraulic component 602 is arranged below the ground 601 of the runway, a barrier 604 is arranged on the right end 609 of the piston rod 603 of the hydraulic component 602, the barrier 604 can extend and retract in the right end 609, and when the intelligent detection control component 605 detects that the front wheel 607 of the aircraft 606 passes over the barrier 604, the barrier 604 is started to eject the rear wheel 608 of the aircraft 606 upwards at an extremely high speed, so that the rear wheel 608 drives the barrier 604 and the piston rod 603 to move rightwards until the aircraft stops stably.
As shown in fig. 11, when the hydraulic device 602 is required to eject the aircraft 606 for takeoff, the aircraft 606 may be stopped at the left side of the blocker 604, the head of the aircraft 606 is facing to the left, the blocker 604 is abutted against the right side of the rear wheel 608, i.e., against the rear side of the rear wheel 608, and then the brake 610 is released from braking the piston rod 603, so that the piston rod 603 is rapidly moved to the left by the elastic force or prepared atmospheric pressure already stored on the piston rod 603, and the blocker 604 is actuated, i.e., the aircraft 606 is pulled by pulling the rear wheel 608 to eject in the left direction on the ground 601 of the runway.
Claims (10)
1. a method and device for helping the landing deceleration or takeoff augmentation of an aircraft are characterized in that:
An air pressing part or a hydraulic part or a braking part or a blocking part is arranged on the airport runway or beside the runway or under the ground of the runway, and the air pressing part or the hydraulic part is directly or indirectly connected with the braking part or the blocking part;
The said blocker can either act as a push or pull to assist the takeoff of the aircraft;
The pneumatic component or the hydraulic component is combined into a pneumatic and hydraulic component;
The pneumatic or hydraulic part or the pneumatic or hydraulic part is provided with a flow guide pipe or a flow guide hole or an elastic object; the flow guide pipes are provided with two or more flow guide holes;
The draft tube is provided with a pneumatic or hydraulic part or a pneumatic and hydraulic part;
at least five methods for allowing the pneumatic or hydraulic part or the pneumatic or hydraulic part to generate atmospheric pressure are provided: firstly, in a closed pneumatic or hydraulic part or a pneumatic and hydraulic part, the volume of gas is increased and the density is reduced by drawing a piston without changing the storage amount of the gas or liquid in the closed pneumatic or hydraulic part, so that the atmospheric pressure is generated; secondly, after the piston is rapidly pulled and pulled in the pneumatic or hydraulic part or the pneumatic and hydraulic part, the volume increasing speed of the gas is not in proper proportion to the amount of the gas or the liquid flowing in from the flow guide pipe or the flow guide hole, so as to generate atmospheric pressure; thirdly, gas or liquid in the pneumatic or hydraulic part or the pneumatic or hydraulic part is pumped out to generate atmospheric pressure; fourthly, injecting combustible gas or liquid into the pneumatic or hydraulic part or the pneumatic or hydraulic part, and then combusting the gas or liquid to generate atmospheric pressure; fifthly, under the condition that the piston is completely attached to one end of the cylinder body and no gas or liquid exists at the joint of the piston and the cylinder body, the piston is pulled open by force, so that the distance between the piston and one end of the cylinder body is kept to form vacuum, and the atmospheric pressure is generated;
And the atmospheric pressure generated in the pneumatic or hydraulic part or the pneumatic and hydraulic part is assisted by the combined work of the braking part or the blocking part to land, slow down or catapult take-off of the aircraft.
2. the method and apparatus as claimed in claim 1, wherein two or more of said five methods of creating atmospheric pressure are combined to assist landing deceleration or catapult takeoff of said aircraft.
3. The method and apparatus of claim 1, wherein:
The cross sectional area of the pneumatic or hydraulic part or the pneumatic and hydraulic part arranged on the draft tube is smaller than that of the pneumatic or hydraulic part or the pneumatic and hydraulic part connected with the braking part or the blocking part;
The total volume of the pneumatic or hydraulic parts or the pneumatic and hydraulic parts arranged on the draft tube is more than or equal to the volume of the pneumatic or hydraulic parts or the pneumatic and hydraulic parts connected with the braking or blocking parts.
4. the method and the device as claimed in claim 1, wherein the piston in the pneumatic or hydraulic part or the pneumatic or hydraulic part is moved by a screw pulling mode or a pulley pulling mode or a winch pulling mode or a pneumatic or hydraulic pushing mode or a high pressure pushing mode or a physical explosion pushing mode or a chemical explosion pushing mode generated by burning fuel.
5. The method and apparatus of claim 1 or 4, wherein:
the interior of the pneumatic or hydraulic part or the pneumatic or hydraulic part is at least divided into two parts, namely an active cylinder and a passive cylinder;
Pushing a piston in a driving cylinder to displace by a fuel combustion mode or a physical explosion mode or a chemical explosion mode in the driving cylinder to drive the piston in a driven cylinder to displace, so that vacuum is formed in the driven cylinder;
the piston in the active cylinder can directly drive the piston in the passive cylinder to move through a connecting piece;
the piston in the active cylinder can be driven to move by adopting a pneumatic transmission mode or a hydraulic transmission mode.
6. The method and apparatus of claim 5, wherein:
the pneumatic or hydraulic part or the outside of the pneumatic or hydraulic part is provided with a driving cylinder, and the inside or the side of the driving cylinder is provided with at least a piston or an ignition device or a flow guide pipe or a valve;
the ignition device can ignite fuel in the active cylinder to generate high-pressure fuel gas or ignite chemical substances in the active cylinder to generate explosion, so that a piston in the active cylinder is pushed to displace to drive a piston in the pneumatic or hydraulic part or the pneumatic or hydraulic part to displace, and a cavity of the pneumatic or hydraulic part or the pneumatic or hydraulic part is formed to be vacuum or nearly vacuum;
The guide pipe or the valve can introduce high-pressure steam or compressed air to push the piston in the driving cylinder to displace so as to drive the piston in the pneumatic component or the hydraulic component or the pneumatic and hydraulic component to displace, so that vacuum or nearly vacuum is formed in the cavity of the pneumatic component or the hydraulic component or the pneumatic and hydraulic component;
The number of the active cylinders is two or more.
7. the method and apparatus as claimed in claim 1, wherein the pneumatic or hydraulic member or pneumatic and hydraulic member is formed by combining at least two or more members by connecting them in parallel in the transverse direction or joining them in the longitudinal direction.
8. The method and apparatus as claimed in claim 1 or 2 or 3 or 4 or 6 or 7, wherein:
An electric pump or an intelligent controller is arranged on the flow guide pipe or the air guide hole or the driving cylinder or the driven cylinder, and the intelligent controller controls the sliding speed or the sliding distance of the aircraft after landing or the take-off thrust of the aircraft by controlling the flow rate of gas or liquid in the flow guide pipe or the flow guide hole, or controlling the storage amount of gas or liquid in the pneumatic piece, the hydraulic piece or the pneumatic and hydraulic piece, or controlling the working quantity of the driving cylinder;
Controlling the inventory of gas or liquid in the pneumatic or hydraulic element or element comprises controlling the burn time of the gas or liquid.
9. A method and apparatus as claimed in claim 1, 2 or 7, wherein the combined action of the pneumatic or hydraulic member or member and the dam or stop member is used to store the inertial thrust of the aircraft after landing in a resilient or gas-compressed manner, and then to use the stored energy to assist the aircraft in takeoff or to assist in the extraction of gas or liquid from the pneumatic or hydraulic member or member.
10. The method and apparatus as claimed in claim 9, wherein the pneumatic or hydraulic member or member is configured as: at least two pistons or an elastic object are arranged in the pneumatic or hydraulic part or the pneumatic and hydraulic part, the two pistons are connected in a buckling or spiral or pneumatic adsorption or electromagnetic adsorption mode, one piston is connected with the elastic object, and the other piston is connected with the blocking part or the braking part.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910873265.5A CN110539893A (en) | 2019-09-07 | 2019-09-07 | method and device for helping landing deceleration or takeoff augmentation of aircraft |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910873265.5A CN110539893A (en) | 2019-09-07 | 2019-09-07 | method and device for helping landing deceleration or takeoff augmentation of aircraft |
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| CN110539893A true CN110539893A (en) | 2019-12-06 |
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| CN201910873265.5A Pending CN110539893A (en) | 2019-09-07 | 2019-09-07 | method and device for helping landing deceleration or takeoff augmentation of aircraft |
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| CN111348215A (en) * | 2020-03-27 | 2020-06-30 | 何韧 | Method and device for continuously storing or releasing force |
| CN114291283A (en) * | 2021-03-18 | 2022-04-08 | 何韧 | Aircraft gripping type recovery method and device |
| CN114506465A (en) * | 2022-01-17 | 2022-05-17 | 何韧 | Window type runway for carrying take-off or landing of aircraft and using or operating method thereof |
| CN116255413A (en) * | 2023-05-10 | 2023-06-13 | 江苏晟楠电子科技股份有限公司 | Combined shock absorber for airplane |
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Application publication date: 20191206 |