JP6703240B2 - Equipment for aircraft - Google Patents

Description

The present invention relates to aircraft takeoff and landing technology, and more particularly, to an aircraft device for improving takeoff and landing efficiency.

In recent years, attention has been paid to overseas agricultural products, marine products, and livestock products of Japan. Conventionally, for the overseas transportation of food and the like, since the time from the place of production to the loading on the aircraft varies, the method of freezing and transporting the food is used. However, it is possible to increase the added value of marine products, meat, etc. by delivering them fresh as they are, rather than frozen.

In addition, in the case of a large-scale typhoon disaster in Vanuatu in recent years, when it is necessary to urgently send relief supplies, the container loaded with the relief goods is transported by truck to the airport, and the entire container is loaded on the transport aircraft. , It is also necessary to deliver relief supplies to the disaster area in a short time.

However, the conventional transport aircraft are large in size, and from the viewpoint of transport cost, there is a problem that the cargo cannot be transported unless the cargo is collected to some extent, and it takes time to load the transport aircraft. Moreover, at local airports and remote islands in Japan, even if there are no agricultural or marine products with high added value overseas, they are transported to major airports and major ports at the expense of freshness, and frozen containers and air transportation. There is also a problem in that, in terms of cost and freshness, Japanese agricultural products cannot be supplied overseas while maintaining their goodness.

Conventionally, a low-cost transport aircraft has been proposed. For example, in Patent Document 1 (JP 2008-74374 A), hydrogen is used in order to achieve an energy-saving effect and a large-scale transport in air transport. There has been proposed a balloon airplane in which a gas such as gas or helium gas is taken in, a balloon portion is provided, and an occupant portion, which is a transportation space, and other necessary portions are integrated.

The conventional steam catapult and the US Navy electromagnetic catapult will be briefly described below. According to Wikipedia, the US Navy's electromagnetic catapults use a single linear guide. The advantages and disadvantages are as follows.
Advantages (a) Since it is a mature technology, it has technical and engineering certainty. (b) In a nuclear-powered aircraft carrier, steam obtained from a nuclear reactor can be diverted. (c) A Nimitz-class C13 catapult has a steam piston length. An aircraft that weighs 35 tons at approximately 95 m can be accelerated to 250 km/hr.

Disadvantage (d) Fine adjustment of acceleration is not effective, and strong acceleration load is applied to the body of the aircraft. (e) Heavy (f) Requires volume of various parts in the ship including steam piping.
(G) It takes time and effort to maintain long cylinders and pistons. (H) An aircraft carrier that uses a diesel engine or gas turbine engine as a main engine requires a separate device (boiler) for producing catapult steam.

In order to enable more efficient aircraft transportation, the present inventor has proposed in Japanese Patent Application No. 2015-089925 a new configuration of aircraft suitable for container transportation. However, in order to more efficiently export agricultural and marine products and contribute to the economic development of rural areas and remote islands, it is possible to take aircraft away and land at shorter distances rather than at major airports, thus reducing land space. It was necessary to use this to enable aircraft to take off and land.

JP, 2013-123946, A Japanese Patent Application No. 2015-089925

Although various types of transport aircraft have been proposed so far, it is possible to consistently collect and load cargo from land transportation to takeoff and landing using ISO standard containers, and send it overseas. Equipment for the aircraft was needed.

The present invention has been made in view of the above-mentioned problems of the prior art, and the present invention considers the loading cargo centering principle, pursues not to damage the product, reduces the influence on the product, and is more efficient. It is an object of the present invention to provide a device for an aircraft, which enables various freight transportation and enables more efficient freight transportation at regional and remote island airports.

That is, according to the present invention,
A device for an aircraft that decelerates when the aircraft lands and accelerates when the aircraft takes off,
Under the runway surface of the runway, or on the runway surface, linear guides arranged at predetermined intervals along the runway,
A shuttle that is arranged below the runway surface and forms a linear motor in cooperation with the linear guide,
A bridle device connected to the shuttle, exposed on the runway surface, and forming a pair;
Look including a wire which is held in a direction transverse to the runway by a bridle system became the pair, linear guides arranged at the predetermined intervals, the takeoff direction toward the center from the outside of the runway An apparatus can be provided that is arranged with a narrowing slope towards it . In most cases, temporary installation in an emergency is installed and fixed on the upper surface of the runway that may interfere with takeoff and landing.

Between the linear guides, a second accelerating linear guide for accelerating the aircraft may be arranged below the runway surface. The linear guides arranged at the predetermined intervals may be arranged so as to have an inclination that narrows in the take-off direction from the outside of the runway toward the center.

The linear guides arranged at the predetermined intervals may have a portion extending in a direction transverse to the extending direction of the runway. The runway may be land, a megafloat, or a takeoff/landing facility for a ship. In the case of a ship, in addition to the flight deck, a jet exhaust discharge device may be attached and installed in the hangar deck. In the case of such a form, since the flow lines do not overlap, it is possible to safely launch and depart the ship at the same time. Unmanned aerial vehicles, such as the US unmanned aerial vehicle X47B that succeeded in landing an aircraft carrier, can be operated safely.

The schematic perspective view of the aircraft 100 of this embodiment disclosed by patent document 2. The schematic side view of the aircraft 100 of this embodiment. FIG. 3 is a schematic diagram of a take-off and landing facility 300 in which the device of this embodiment is installed. The figure which shows the detailed structure of 2nd Embodiment of the apparatus of this embodiment. The side view which showed the mode at the time of the aircraft 100 landing according to this embodiment. The figure which shows an embodiment when the linear guide 360 stops the aircraft 100 in this embodiment. The figure which shows arrangement|positioning of the linear guide 370 at the time of taking off the aircraft 100 in this embodiment. The figure which showed the state immediately after the completion of takeoff demonstrated in FIG. The figure which shows 3rd Embodiment of the apparatus of this embodiment. The figure which showed the schematic profile of the restraint force which the apparatus of this embodiment produces|generates. Reference diagram of landing guidance system (meatball). The reference drawing of the bridle device 440. The figure which shows the prior art example in the case of making the launch bar and the hold back bar 710 engage with the bridle device 440. FIG. 14 is a schematic diagram showing the aircraft of this embodiment approaching an airport. A publication showing the general state of the art of magnetic products as of the filing of this application.

100: aircraft 101: fuselage 102: main wing 103: horizontal tail 103a: elevator 104: vertical wing 104a: rudder 108: vertical wing 108: lower vertical wing 108a: rudder 109: variable canard 114, 114a: main leg 201: container 300: Takeoff and landing equipment 310: Runway 340: Control space 350: Landing guidance device (meatball)
360, 370: Linear guide 400: Wire 420, 430: Bridle device 620: Shuttle 700: Launch bar 710: Hold back bar

Hereinafter, the present invention will be described using embodiments, but the present invention is not limited to the embodiments described below. FIG. 1 is a schematic perspective view of an aircraft name YS12-CS 100 of the present embodiment disclosed in Patent Document 2. The aircraft 100 includes a fuselage 101, a main wing 102, a horizontal stabilizer 103, and vertical wings 104 and 108, and a large turbofan engine 105 installed on the fuselage 101. The body 105 is connected only to the body, fuel, control, and power cables, and replacement at the time of failure is completed in a short time.

In the present embodiment, the fuselage 101 uses the ground effect and the Coanda effect to lift the lift force during takeoff and landing without taking off at a large elevation angle, and reduces the distance during takeoff and landing to an acceptable level. ing. A hatch 101a is formed in the body 101 at the rear of the machine body for closing the cargo room for housing the container. The hatch 101a may have various forms and types according to the needs of the transport user. After the cargo is directly transported to the airport by a truck or the like, the hatch 101a is opened, and the cargo is directly carried into a container storage chamber (not shown) secured in the hatch 101a.

Further, in the present embodiment, the fuselage 101 is formed so as to have a wing shape, and in addition to the main wing 102, the fuselage itself is formed by a lifting body method that generates lift, and thus, during takeoff and landing. It is possible to take off and land without performing elevation control. Also referred to as central fuselage wing in this application. It has a blended wing main wing connected to it, but also has a part similar to an all-wing aircraft. The container of the present embodiment is not limited to this, but a standard container conforming to the international ISO standard, for example, a 40 ft container can be used. As a freight for normal transportation, 40ft containers are air-shipped using large, costly carriers.

A main wing 102 is attached to the fuselage 101, and the main wing 102 necessary for flight is, in the present embodiment, its wing tip, in order to prevent a decrease in lift force due to wing down by a wing tip vortex, Winglets are formed.

Further, the main wing is provided with high lift devices 102a and 102b referred to as front and rear edge flaps and the like in order to secure lift during takeoff and landing. A large amount of inflow air into the large-sized turbofan engine 105 flows along the front part of the fuselage 101 from the nose, and the lift due to the front Coanda effect, the high lift devices 10a and 102b are injected from the turbofan engine 105. It is used when the lift force due to the rear Coanda effect due to the gas flowing along the rear part of the body 101 and the lift force due to the ground effect are insufficient. One of the reasons for using a large turbofan engine as the turbofan engine 105 is that the generation of lift force orthogonal to the direction of thrust is secondary, and large output does not directly replace lift force. is there. However, until recently, the high-power jet engine was neither for civilian use nor for military aircraft. The YS12-CS is the first commercial aircraft to utilize the high-power engine in a new method. In military aircraft, the high-power engine is used for vertical ascent, which does not use the lift of the wings, to enhance maneuverability.

The turbofan engine 105 that can be used in this embodiment is not particularly limited, but Trent (registered trademark) or the like that can provide high thrust can be used. Such a large turbofan engine has a diameter of around 2.5 meters for products manufactured by any engine manufacturer due to its structure that increases fuel efficiency, and it is not possible for a small aircraft such as the YS12-CS to be suspended below the ground. Although it is not easy to get away from the engine, this embodiment has realized the use of a new era engine with high output and excellent fuel efficiency. Further, according to this suspension system, it is possible to easily replace the engine with another engine of a different specification from another company without significantly improving the body.

The vertical wings 104 and 108 provide stability in the yawing direction of the aircraft 100 and change the flight direction of the aircraft 100 without tilting left or right as much as possible. For this purpose, the vertical wing 104 is formed with a rudder 104a. A similar rudder (not shown) is also formed on the lower vertical wing 108. In the conventional flight, the aircraft is tilted (banked) to change the direction and the flight altitude is lowered, but in the method of the present application, the aircraft is turned (turned) to change the direction and almost horizontal flight can be maintained. The direction change is less sharp than the conventional method, but the effects of centrifugal force and centripetal force on the cargo can be minimized, which is convenient. Many airplanes were first put into practical use, such as Red Baron, and the most important thing in the aerial battle was maneuverability that could be relocated to the rear of the enemy aircraft. It is an important point that the inventor found in Patent Document 2 that the most important property for a transport aircraft is horizontal stability that does not damage the cargo.

The vertical wings below the main wing 102 are formed in order to efficiently use the ground effect for securing lift during takeoff and landing as lift. Therefore, the vertical wings 108 may be retracted to the lower part of the main wings for the purpose of reducing drag resistance after reaching the cruising altitude (about 10,000 to 12000 m). Further, the vertical blades 104 are perpendicular to the front-rear axis of the fuselage 101 and include a vertical axis (not shown) including the center of aerodynamics and the center of weight in order to avoid thermal damage to the tail portion of the turbofan engine 105 due to high-temperature injection gas. It is arranged so that the center of the wing width substantially coincides with (1). Furthermore, in consideration of the case where the aircraft of the present embodiment flies with an empty load, it is possible to reduce the wing area by about 20% without using a winglet in other embodiments. , The main wing can be configured as a variable wing.

Further, a horizontal stabilizer 103 is formed in the rear part of the fuselage 101, and in the present embodiment, the horizontal stabilizer 103 performs direction control in the pitch direction of the aircraft 100, and near the cruise speed (about 900 km/hr), Elevation is controlled to a minimum to provide the lift given by Equation 1 below. For this purpose, the horizontal stabilizer 103 is provided with an elevator 103a. The basic function of the horizontal stabilizer 103 is the same as that of a conventional aircraft, although the size and the like are different.

In the rear part of the fuselage, even when the turbofan engine 105, which functions as the main engine, malfunctions, in order to ensure the minimum thrust for emergency landing especially at sea flight, and to provide electric power for the aircraft 100. The auxiliary jet engine 110 of each type is arranged. The yaw and pitch stabilizing nozzles used in vertical take-off and landing aircraft such as the Harrier's successor F35B can also be provided with blast air for horizontal maintenance. Air is supplied to the auxiliary jet engine 110 as a working fluid from an air intake 111 that is less affected by exhaust gas from the main engine. Additionally, the auxiliary jet engine 110 may include an afterburner to increase thrust.

At the front of the fuselage 101, a canopy 106 is formed on the upper deck to secure a field of view for maneuvering, and a lower confirmation window 107 for visually confirming the ground during takeoff and landing is formed on the lower deck. It is possible to confirm the ground condition at the time of landing. This allows the condition of the bridle to be constantly and accurately viewed. In another embodiment, when an imaging system such as a video camera for checking the ground, a laser distance measuring device, a millimeter wave adjuster, or a distance measuring system can be used, the lower confirmation window 107 is not provided, It can be replaced by an imaging system. The nose has a two-story structure consisting of an upper deck and a lower deck.

In addition, a variable canard 109 is formed at the front of the fuselage 101 of the aircraft 100 in order to further secure lift during takeoff and landing. In the embodiment shown in FIG. 1, the variable canard 109 has a triangular wing shape, and an elevator is formed at the trailing edge. The variable canard 109 increases the lift force of the nose portion at the time of takeoff and landing, and during the period of gliding on the ground, the nose lowers forward due to the reaction of the thrust of the turbofan engine 105 arranged at the upper part of the aircraft. Prevent. In addition, the variable canard 109 also provides a function of sending the airflow to the lower portion of the main wing 102, in order to secure lift especially during takeoff. Therefore, it is preferable that the variable canard 109 of the present embodiment is formed at a lower position of the body than the main wing 102.

In addition, the variable canard 109 of the present embodiment is accommodated in the accommodation portion formed in the space under the nose during cruise flight, and is appropriately controlled by electronic control according to atmospheric speed, altitude, etc. during takeoff/landing. It is pulled out to the position and the elevator is controlled to adjust the lift force in the nose direction.

The variable canard of the present embodiment is shown as a swept wing shape in order to give a high lift force in a limited area as much as possible and to introduce an airflow to the lower part of the main wing in order to maximize the use of the ground effect. However, it can be, for example, a SAAB® Vigen, Gripen, or Eurofighter type variable vane. Further, the variable canard 109 is preferably formed with a small-area elevator. By this elevator, the torque that acts on the nose to lower the nose direction generated by the turbofan engine 105, which is the main engine with high output, is canceled out stably, and stable takeoff is possible. Vigen or Gripen are starting from an underground base and operating from a closed highway to improve their viability.

Regarding the lift force of the aircraft 100 of the present embodiment at a flight altitude of 12000 m calculated by the formula (1) and the wing area when the lift force is applied, the body weight=30 ton (when loaded), the cruising speed=900 km/hr, the air density ^{(12000m) = 0.312kg / m 2} , was calculated using the lift coefficient = 0.508 (coefficient of lift Boeing B787 (TM)). When the loaded weight of one container is 30 tons and the wing area of the aircraft 100 is 59.3 m ² , the aircraft 100 of the present embodiment has a lift required to cruise at an altitude of 12000 m and a speed of 900 km/hr. can get.

Each of these values are compared in Table 1 for comparison with data for the US Navy fighter F4 Phantom™.

As described above, it can be said that the first flight of the aircraft 100 of the present invention has the characteristics of the F4 phantom fighter of May 27, 1958. It should be noted that the aircraft of this embodiment, which has supercritical wings and has a maximum speed of about 0.8 times the speed of sound as compared to the F4 phantom, which is a supersonic fighter with clipped delta wings, must be lifted and lowered during takeoff. Without using, take off using the lift generated from the whole while maintaining a horizontal attitude.

It should be noted that, in the simulation using the above equation (1) without considering the operation of the high lift device, the stall speed during take-off is about 350 km/hr (about 97 m/s). When the thrust is moderate, the stall speed during takeoff can be achieved in a gliding time of about 80 s, and the gliding distance required at this time is about 3800 m. However, it can be said that this distance can be further shortened because the effect of the high lift function such as the ground effect is not added.

Further, at the time of takeoff and landing, it is possible to use the auxiliary jet engine 110 arranged at the rear part of the body of the aircraft 100. As the high lift device, a gap flap, a Fowler flap, a double slotted flap, a Venetian blind flap, a folding front edge flap, a Kruger flap, a slat, a boundary layer control blowing blade, etc. can be used. The minimum takeoff speed (V2) can be set to about 200 km/hr to 300 km/hr depending on the optimization of the above.

However, it is preferable that the aircraft YS12-CS of the present embodiment be capable of taking off and landing in a short distance, which is not so good at it, while having the above configuration. It is quite difficult for an aircraft to achieve both long-distance cruise performance and short-distance takeoff and landing performance. For this purpose, the aircraft 100 of the present embodiment performs short-range takeoff/landing by using an original mechanism learned from a device for taking off and landing a carrier-based aircraft.

FIG. 2 is a schematic side view of the aircraft 100 of this embodiment. As shown in FIG. 2, the fuselage 101 has a cross section from the nose to the rear of the fuselage at an altitude of 12,000 meters and gives an optimum wing shape to the speed M0.8, and the fuselage itself generates lift. The lower vertical wing 108 of the main wing 102 is shown in FIG. 2, and a rudder 108 a is formed on the lower vertical wing 108. In the embodiment, the arresting hook 115 is added to the rear part of the airframe. The arresting hook 115 moves in the direction of arrow B to provide a restraining action by engaging the hook with the restraining member of the device. In the embodiment of FIG. 2, the arresting hook 115 is shown in a locked and landing position.

When landing, the aircraft 100 decelerates by connecting the arresting hook 115 to the speed reducer installed on the runway in the same manner as in the conventional case. Further, at the time of takeoff, the accelerator is used to accelerate to a stall speed of about 350 km/hr at the time of takeoff. It is needless to say that the aircraft 100 is not limited to the one described above, and the apparatus of the present embodiment can be applied to other aircraft that require short-distance takeoff and landing according to the present embodiment. For example, it can be applied to the F4 phantom described as the conventional example.

Hereinafter, the device of the present embodiment will be described in detail. FIG. 3 is a schematic diagram of a take-off and landing facility 300 in which the device of this embodiment is installed. The takeoff and landing facility 300 can be constructed in a megafloat on land or offshore. Still other embodiments can be built on ships that provide suitable takeoff and landing capabilities.

The takeoff/landing facility 300 is provided with a runway 310, and the linear guides 360 and 370 constituting the device installed on the runway 310 are schematically shown. Further, in the embodiment shown in FIG. 3, the aircraft 100 that is ready for takeoff is connected to the linear guide 370 that constitutes the device, and is on standby for takeoff. Also, beside the runway, landing aircraft 100b, 100d are shown moving to cargo loading space 330 by taxi. It is also shown that the aircraft 100c, which has already loaded the cargo, is waiting for the next takeoff preparation. Note that the YS12-CS can also perform these movements by self-propelling by electrically driving tires such as in an electric vehicle.

In addition, a control space 340 is installed beside the runway 310 to control the aircraft 100, 100b, 100c to take off and land and the linear guides 360, 370. A high-output mobile power supply 380 equipped with a lithium-ion battery is provided near the runway 310 and supplies electric power for driving the linear motor system. In addition, the Catapult Officer is performing takeoff control near runway 310.

Further, a landing guidance device meatball 350 is installed adjacent to the control space 340 and the runway 310, and manages the landing of the aircraft 100 and other aircraft. In the first embodiment shown in FIG. 3, the linear guides 360 and 370 are installed parallel to the extending direction of the runway 310. The meatball 350 can move when the flight direction of the aircraft is changed. A conventional meatball 350 can be used, which is attached as a reference diagram in FIG. 11.

In the embodiment shown in FIG. 3, the linear guides 360, 370 are driven by a linear motor system formed below the runway 310 as a semi-underground structure. In the illustrated embodiment, the linear guides 360 and 370 are separated as the linear guide 360 and the linear guide 370. Specifically, when the aircraft 100 takes off, the linear guide 370 functioning as a Launching Gear is used to accelerate the aircraft 100.

On the other hand, when the aircraft 100 lands, the linear guide 360 that functions as an arresting gear is used to restrain the aircraft 100 during landing. It should be noted that, in other embodiments, the linear guide 370 and the linear guide 360 may be integrally configured. Further, according to the present embodiment, the lengths of the linear guides 360, 370 may be about 5 times the length of the aircraft 100 (about 100 m) in the case of takeoff/landing from one direction. it can. However, since it is necessary to take off and land in an appropriate direction with respect to the runway 310 depending on the wind direction, the linear guides 360 and 370 extend to both sides of the runway 310, and the linear guides 360 and 370 extend at both ends of the runway 310. The structure can be configured to be symmetrical along the runway. In this case, the pair of bridle devices 420, 430 can be used for both landing and takeoff.

In another embodiment, the linear guides 360, 370 of FIG. 3 are separated into two sets extending from the end of the runway 310 to about 100 m as indicated by dashed line C, separated for access to the runway 310. Can be operated. In this embodiment, not one runway 310 but two linear guides 360, 370 can be constructed so as to intersect at a divided position, and the take-off and landing efficiency can be further improved. ..

In Japan, the linear motor system is used for the JR Shinkansen that has been started. Hundreds of tons of Shinkansen trains run 500km between Nagoya and Tokyo.
This is technically more difficult to realize than the present application. Due to the implementation of this project, the prices of parts related to linear motors will drop significantly due to large-scale production. Therefore, two or three linear motors can be purchased and used for the EMLA1 device.

FIG. 4 is a diagram showing a detailed configuration in the second embodiment of the device of this embodiment. In the embodiment shown in FIG. 4, the bridle devices 420 and 430 form a speed reducer. The bridle device 440 constitutes an accelerator. The bridle devices 420, 430, 440 are connected to a shuttle (not shown) driven by linear guides 360, 370 (not shown) constructed in a semi-underground. Although the bridle device is small when the aircraft 100 lands, most of the bridle device can be settled below the runway surface or removed to reduce the influence on the landing.

When the bridle device 440 accelerates the aircraft 100, the wire provided in the bridle device 440 is connected to the engaging portion of the front main landing gear of the aircraft 100, or the launch bar (launch bar: not shown) of the front main landing gear is connected. After the connection, the linear motor is operated to accelerate the bridle device 440 together with the shuttle toward the left hand side of the figure.

Note that FIG. 12 shows an exemplary configuration of the bridle device 440. For the bridle device 440, for example, a rubber ring or the like can be used as a connecting member. The rubber ring is connected to a launch bar provided on the front wheel of the aircraft 100, and the bridle device 440 accelerates while pulling the aircraft 100.

On the other hand, when the aircraft 100 lands, the aircraft 100 is decelerated and restrained by the bridle devices 420, 430 and the wires 400 connected at both ends to the bridle devices 420, 430. The distance between the bridle devices 420 and 430 can be set as appropriate, but in the case of the aircraft 100 of the present embodiment, it can be set to approximately 15 m. With this width, the left and right main landing gears of the majority of aircraft including the YS12-CS can move linearly with a margin. When restraining the aircraft 100, the arresting hook 115 formed on the aircraft 100 engages the wire 400, pulls the wire 400, and moves the wire 400 to the movable position. The wire 400b at this time is shown by a broken line in the figure.

After that, the bridle devices 420 and 430 start parallel running in the traveling direction R as the aircraft 100 moves to the left hand side in the drawing. The bridle devices 420, 430 generate a braking force on the right-hand side in the figure by a linear motor to generate a restraining force on the aircraft 100. The restraining force to be generated by the linear motor is the extent necessary to reduce the speed of the bridle devices 420, 430 to zero at a predetermined landing distance, and is provided by the electromagnetic restraining force of the linear motor.

The present application also considers the design of a linear guideway based on the following hypothetical magnetic theory. The basic principle of magnetic force has not been clarified so far. As a result, it is known from observation that the action of the magnetic force has a property close to that of electricity under limited conditions.Therefore, after stacking various virtual conditions, the mathematical formula of electricity is modified to obtain the expected result. It is used and verified by experiments to manufacture actual magnetic devices. FIG. 15 shows a copy of the article published in the Asahi Shimbun dated March 20, 2016, which shows the state of the art of the magnetic equipment at the time of filing the present application.

Regarding magnetic force, Eiji Shiraishi, the inventor of the present application, tried the following scientific philosophy. An unknown particle called "Secret Magnetic Entity" is hypothesized.
◎SME
SMEs exist in the nucleus of an atom when it is not magnetic.
It is a wave substance with almost no mass like neutrinos, and has the properties of particles and waves.
When the atom is magnetized, the SME jumps out from the N pole of the atom and repeatedly executes the orbiting state of returning to the S pole, thereby generating a magnetic force. There are also south and north poles in the nucleus.

This explains that the magnet has S and N poles no matter how small the magnet is divided. Electricity has an extremely close relationship with the energy for magnetizing, but may be a fusion reaction or the like. The S pole and the N pole are not limited to a single pole but may be a plurality of poles. The SME itself has an S pole and an N pole while switching between the surface and the center, and is almost neutral in the overall magnetism. The propagation of the electric wave is almost straight, whereas the electric wave is almost straight, but is almost curved because it jumps out from the N pole and returns to the S pole. Because of the composite vector, the reach of the magnetic field lines of a magnet having the size of a star is extremely huge. The nucleus with the most mass is the position that functions as an anchor, which is consistent with the explanation of why the magnetic force has a strong adhesion. Because the magnetic hook, which weighs only 20g of daily necessities, supports a 2kg object that is almost 100 times closer to the vertical surface. If information can be placed on the extremely large magnetic field lines, it can be used for communication.

When jumping out from the N pole, the S pole of the SME overcomes the force forming the nucleus by reaction, and when entering the S pole, the N pole of the SME is attracted and attracted. In the nucleus, the SME is converted to the magnetic property of N to S while moving from the S pole to the N pole at a high speed like the movement of neutrino. The amount of SME contained in the atomic nuclei of each substance is almost quantitative and is the cause of magnetic saturation. Since the strength of the magnetic force is almost proportional to the number of SME particles, it is digitally measured. Therefore, the magnetic force is a composite vector.

When the nucleus becomes magnetized, it is a known fact that the spin amount of electrons existing in a cloud around the nucleus also changes in order to reduce the effect. The disappearance of the magnetic force is a state in which the SME has returned to the nucleus. In a closed space, the magnetic force temporarily decreases over a long period of time. However, since various electromagnetic waves fly around in the actual space, the SME continues to orbit by obtaining this atmospheric energy. As the temperature rises, the vibration of constituent particles in the nucleus increases, so that even a very small SME cannot pass from the S pole to the N pole, and the magnetic force disappears.

Magnetic shielding is possible, but SMEs cannot be completely insulated like neutrinos. Although a similar phenomenon is not remarkable, it is present in almost all the atoms and is not the SME that generates a magnetic force, and is named GSME. It is difficult to verify or confirm this fine phenomenon, because if possible, detailed observation of one atom alone or one magnetic substance molecule alone is required.

SME is also a wave particle like neutrino, and it will be difficult to measure. We would like to develop a dedicated measuring device to capture the magnetic force of a single atom. Recently, the apparatus for particle physics that can input high energy such as the spring 8 and the CERN has made rapid progress, and the verification of this SME theory can be expected.
In the current fashion of the scientific community, these huge budgets and facilities where many scientists participate are mainly used for the study of elementary particles such as protons and neutrons. On the contrary, SME, which is a study of a much larger nucleus, can be done by developing a dedicated measuring device.

Magnetic force is introduced as the main driving method for the linear motor car used in the Linear Chuo Shinkansen, where construction has begun, but much of the design and manufacturing of the device is being conducted based on experimental verification. Is not well studied. By studying the basic principles, the following benefits can be expected.
(1) The development efficiency of the magnetic material used represented by iron is improved.
(2) Superconducting linear requires many times more power than conventional Shinkansen, but this may be reduced.
(3) Further, it is possible to design the magnet so that the heat generation of the magnet is minimized. This downsizes the cooling system, reduces helium usage, reduces rare metal usage, and reduces total cost.
(4) It is possible to improve safety during business operation, which requires a large amount of human life.
Suppression of the quench phenomenon, which is most likely to be directly linked to the largest accident, will be achieved. The goal is to manufacture coils that do not have coil wire wound. The cultivated technology can be used in many ways immediately for the stator of electric vehicles.

As mentioned above, the present theory, though very tedious, promotes research on the essence of magnetic force, which is not currently very active. The Chinese discovered that the magnet faces north and south, not the magnetic field. It was Gilbert, England who first proclaimed that the earth is a magnet, that is, it discovered that geomagnetism exists. As you can see, it was the Japanese people who invented and put into practical use many powerful magnetic materials such as KS steel and Neodymium magnets after the Great East Asia War.

When accelerating the aircraft 100, the aircraft 100 is taxied to the set takeoff position, and the aircraft 100 is set on the connecting member of the bridle device 440. After that, the output of the turbofan engine 105 is increased, the linear motor is operated, the brake is released at the same time, the holdback bar 710 is divided, and injection is started. By driving the bridle device 440 to the left-hand side in the figure, the aircraft 100 is accelerated to a speed near the stall speed at takeoff and stopped. When the bridle device 440 is stopped, it disengages from the front main landing gear of the aircraft 100, and then the aircraft 100 continues to fly using the thrust of its turbofan engine 105.

Such a device of the present application is referred to as EMLA, Electro Magnetic Landing Arresting equipment of Aircrafts. In takeoff using an existing steam catapult, release and takeoff occur at the same time, so the pilot is required to perform agile switching operation from gliding operation on the ground to maneuvering in the air.In the method of the present application, release can be done after airborne. Yes, in this case, since the aircraft is already flying in the air, the switching operation from gliding operation to aerial operation has already been completed, and the pilot is operating at the time of release, so it is possible to reduce many accidents during takeoff.

Note that, in FIG. 4, the linear guides 360 and 370 are shown as being installed so as to incline toward the center of the runway toward the left-hand side in the drawing. This means that when the arresting hook 115 first engages the wire 400, a major force is applied in the direction of the wire 400. By inclining the linear guide 360, this force is dispersed in the traveling direction R, and the bridle devices 420, 430 and the shuttles that are stopped can be smoothly started.

In the present embodiment, for convenience of description, it has been described that the takeoff and landing is performed from the same direction, but in other embodiments, the linear guides are installed in a symmetrical shape along the runway, so that the aircraft can be continuously operated. The wind that hits the neck can be an ideal headwind, and it can be configured to take off and land from either of the runways.

FIG. 5 is a side view showing an aspect when the aircraft 100 lands according to the present embodiment. According to the present embodiment, the aircraft 100 is almost horizontal, but enters the runway surface 500 at a low elevation angle in which the front leg is raised so as not to be caught by the wire, and the main landing gear slides. After entry, the arresting hook 115 engages the wire 530 that is connected to the wire 540. The wire 530 is suspended about 10 cm above the runway surface.

The bridle device 430 or the shuttle 520, which has detected that a predetermined amount of force or more has been applied in the traveling direction R of the landing, first momentarily moves the bridle in the traveling direction to prevent impact on the machine body and the wire at the time of engagement. The minimum. This can be likened to the movement of a hand that catches a falling egg. The controller of the linear motor is notified of the power supply, and a restraining force is generated in the direction opposite to the traveling direction R. Since the minimum binding force is generated instantaneously, the progress of the aircraft 100 is prevented from being exerted in a short time due to an excessive binding force such as when landing on an aircraft carrier.

It should be noted that in FIG. 5, the size of the bridle device 430 is shown to be larger than the actual size for clarity of explanation. The actual size is smaller than that of the steam catapult bridle, which has a larger impact than the present application shown in the image. Moreover, the width of the bridle is smaller than the gap distance between the two tires of the front wheels, and the bridle is sandwiched in the middle. After that, the shuttle 520 decelerates the aircraft with the set restraining force while sliding the linear guide 510 installed in the semi-underground as viewed from the runway surface 500, and stops the aircraft 100 at a predetermined landing distance. ..

FIG. 6 shows an embodiment when the linear guide 360 stops the aircraft 100 in the present embodiment. The aircraft 100 stops at the landing distance AL due to the action of the linear guide 360. The landing distance is given by the following formula (2), where F is the combined restraining force generated by both linear motors, a is the deceleration acceleration generated by it, t is the time to stop, and V is the landing speed of the aircraft 100. Be done.

The landing distance AL can be appropriately changed depending on the mode of the runway 310 and also varies depending on the landing speed V of the aircraft 100, but in consideration of these, an electromagnetic force is generated so that an appropriate acceleration a can be generated. Can be controlled. In the above formula (2), the initial speed of the bridle device 420 is ignored.

On the contrary, since the above equation (2) does not include the initial speed of the bridle device 420, the aircraft 100 is accelerated at the time of take-off as it is to the minimum take-off speed (V2) of about 200 km/hr to 300 km/hr at about 100 m. It can also be used to calculate the electromagnetic force required for At this time, V is read as the minimum takeoff speed, a is read as acceleration, t is the time for accelerating to the minimum takeoff speed, and AL is taken off distance=about 100 m. According to the above equation, the amount of current supplied may be controlled by a control system (not shown).

FIG. 7 is a diagram showing the arrangement of the linear guides 370 when the aircraft 100 is taking off in the present embodiment. The bridle device 440 is arranged at the center of the runway 310. The bridle device 440 has the wire 630 detachably connected to the launch bar 700 formed on the front main landing gear of the aircraft 100 as shown in the image. When the aircraft 100 takes off, the aircraft 100 raises its turbofan engine 105 to about the maximum output, and is stopped by the launch bar 700, the brake of the main landing gear, and the pulling tension from the holdback bar 710. Is.

In the embodiment shown in FIG. 7, launch bar 700 is described as being hook-shaped, in the context of the described embodiment of accelerating with wire 630. However, in the embodiment in which the linear guide 370 for injection is installed in the central portion of the runway 31, the shape of a launch bar installed in a conventional carrier-based aircraft is adopted, and this is used as a holdback bar 710 as shown in FIG. Thus, a configuration in which tension is applied from the rear to hold the aircraft 100 can be adopted.

In this state, the linear motor is driven, and the shuttle 620 starts gliding in the takeoff direction T together with the bridle device 440. Accompanying this, aircraft 100 is accelerated, and shuttle 620 stops at a predetermined takeoff stall speed. The wire 630 disengages from the front main landing gear of the aircraft 100 as the aircraft moves, disconnects the holdback bar 710, and the aircraft 100 rises using the thrust of the turbofan engine 105 with sufficient thrust to take off. To complete.

FIG. 8 is a diagram showing a state immediately after the completion of takeoff described in FIG. 7. The aircraft 100 completes takeoff at a low elevation angle according to this embodiment. Wire 630 is shown to have exited aircraft 100 and stopped with shuttle 620 and bridle device 440. During takeoff and landing, the variable canard 109 arranged at the nose portion of the aircraft 100 generates torque that is directed in the nose-up direction, and the nose-down direction due to the large thrust generated by the turbofan engine 105. Offset the torque.

FIG. 9 shows a third embodiment of the device of this embodiment. The linear guide 360 of the third embodiment is an aspect that provides the functions of the speed reducer and the accelerator with the same configuration. In the embodiment shown in FIG. 9, the linear guide 360 is deflected to the outside of the runway 310 on the left-hand side of the paper. The bridle devices 420, 430 are positioned external to the runway 310 and hold the wire 400 in between when providing a restraining function. When the aircraft 100 lands and the arresting hook 115 catches the wire 400, the tensile force generated by the wire 400 mainly generates a force that pulls the bridle devices 420, 430 toward the center of the runway 310.

During that time, the wire 400 is pulled by the aircraft 100 and displaced to a position 410 along an imaginary line 900. At the same time, the bridle devices 420 and 430 are moved to a region parallel to the runway 310 of the linear guide 360. During this time, the linear motor provides a function of levitating the bridle devices 420 and 430. Therefore, no unnecessary drag occurs during the movement of the bridle devices 420 and 430 during this period.

After the bridle devices 420 and 430 have moved to a region parallel to the runway 310 of the linear guide 360, a restraining force is generated by the linear motor so as to move the bridle devices 420a and 430a to the left hand side of the drawing. After that, the aircraft 100 advances by the landing distance AL shown in the equation (2) and then stops. The acceleration of the linear motor is instantaneously controlled not only in the forward direction but also in the reverse direction so that the aircraft landing or taking off can proceed straight through the middle portion of the two guideways. This is similar to pulling an object straight with a string held by both hands while slightly adjusting the pulling force of the left and right hands.

On the other hand, when the third embodiment is made to function as an accelerator, that is, a launcher, first, the bridle devices 420a and 430a are moved to the positions, and the take-off standby position is set. After that, the wire 400 is set on the aircraft 100, the linear motor is activated, and the bridle devices 420a and 430a are moved to the left side of the drawing at high speed, thereby enabling the aircraft 100 to take off. At this time, the wire 400 is at the position of 410 a, and the launch bar 700 of the aircraft 100 is connected to the apex of the wire 400.

In the third embodiment, the acceleration/deceleration function is possible with the minimum device configuration, and the bridging devices 420 and 430 can be smoothly moved by effectively utilizing the force at the time of landing of the aircraft 100. Furthermore, since it can be operated as a launcher by simply changing the installation positions of the bridle devices 420 and 430, it is possible to provide a more efficient take-off and landing device. Maintenance and inspection is cheaper and easier than using different devices for takeoff and landing. The advantage of sharing parts is extremely large for ships that have difficulty in storage. The angle across the runway 310 is not limited to a vertical angle, and the angle is not limited as long as the effects of this embodiment are exhibited.

FIG. 10 is a diagram showing a schematic profile of the binding force generated by the device of this embodiment. The vertical axis represents binding force (arbitrary unit) and the horizontal axis represents time (arbitrary unit). As shown in FIG. 10, at the moment of hooking, the movement restraint force is weak so as to absorb the impact, but when the linear motor operates in earnest, the restraint force rises without a time lag, and thereafter the landing During the period, the set binding force is maintained. After the aircraft 100 has stopped, or when the current value for driving the linear motor begins to decrease, the operation of the linear motor is stopped, and the stopping by the braking force of the aircraft 100 is possible.

The rising profile of the binding force shown by the broken line is for the device of the second embodiment, and the binding force is substantially generated during the period until the bridle devices 420, 430 move toward the center of the runway 310. do not do. Instead, the wire 400 is freely stretched by the arresting hook 115 during this period. Therefore, for example, even when the aircraft 100 does not land on the center of the runway 310, it is possible to provide a uniform restraining force according to the positions of the bridle devices 420 and 430.

The difference between the new US Army landing gear and the EMLA of the present application is that the new US Army landing gear AAG
The water flow brake is used, but the EMLA of the present application is a linear motor that stops like a bullet train. In the case of the brake of the Linear Shinkansen, a regenerative brake that converts kinetic energy into electric energy by using a linear motor as a generator is used during normal operation.
In addition, in case of failure of the regenerative brake, there is also a dynamic brake that short-circuits the ground coil to obtain braking force.

In addition, three systems of braking devices are provided on the vehicle side in order to secure the braking force even when an emergency stop from 500 km/h, regenerative braking, or power generation braking is disabled. The difference between the new US Army landing gear and the EMLA of the present application is that the new US Army landing gear AAG descends diagonally from the rear of the deck by 9° and landed at a single point, but the EMLA of the present application is directly facing. , Entered almost in parallel, the main landing gears glide and land on the surface first, which reduces the difficulty of manipulating Oita.

In addition, when the apparatus of the present embodiment uses a linear guide using a superconducting magnet, in order to suppress the occurrence of the quench phenomenon in the linear guideway, the patent technique of the applicant of the present application (Japanese Patent No. 5852779) is used. It is also possible to provide a certain power supply phase adjustment mechanism and control the phase of the power supply. Further, by forming a plurality of linear guides in parallel and performing a concentrated takeoff operation, it is possible to perform efficient takeoff and landing. If the equipment price of EMLA is drastically reduced due to mass production, the takeoff and landing density of the aircraft can be dramatically improved if a large number of EMLAs can be installed at the airfield to supply electric power.

For example, if you install 5 EMLAs with a length of 100m on a runway of 1000m at intervals, you can take off one after another from the leeward side during takeoff, and from the leeward side during landing. And landing is possible. Since the YS12 has a low height of 8 m, the aircraft that started earlier fails to take off at the time of takeoff, and the following aircraft can jump over and take off without evacuating from the runway. In the case of landing or landing, it is possible to jump over the aircraft that landed leeward before landing. If the equipment price of EMLA has dropped more dramatically, side-by-side EMLA will allow more aircraft to take off at the same time. Seen from above, it looks like a piano keyboard. For emergency start only, guideways centered on the axis line up.

Since the linear guide of the present embodiment has a semi-underground structure, by removing the bridle devices 420a and 430a exposed on the ground or retracting the bridle devices 420a and 430a to a position away from the landing position, it is possible to perform normal aircraft takeoff and landing. It is possible to take off and land on a normal passenger aircraft in addition to the aircraft of the present application without affecting.

Further, the present application uses two or three linear motors. The guideway of the electromagnetic catapult generates a strong magnetic field, but this application is closer to the outside by about 8m from the fuselage of the fuselage, so the US Navy's EMALS has the effect of EMP on the electronic equipment onboard the aircraft. Can be made smaller. The advantages and disadvantages of the present application can be summarized as follows.

Advantages (a) Acceleration applied to the aircraft can be controlled appropriately, so that no excessive load is applied to the aircraft (b) There is a possibility that the running distance can be shortened compared to the steam type (c) Relatively light (d) Compact ) Easy maintenance (f) Steam generator (boiler), no steam piping required
(G) High efficiency, long life defect (H) Cannot be used if power supply fails (L) Need power generation facility according to large power consumed

FIG. 14 is a schematic diagram showing the aircraft of this embodiment approaching the airport. The aircraft is ready to stretch the arresting hook from the rear of the fuselage according to this embodiment and hook the arresting hook on the wire 400 held by the bridle devices 420, 430 shown in FIG. When the aircraft landes and hooks the arresting hook on the wire 400, the bridle devices 420, 430 move to a region parallel to the runway 310 of the linear guide 360 of FIG. A restraining force is generated so as to move it to the left-hand side of the drawing with respect to 430a. After this, the aircraft 100 advances after reaching the landing distance AL shown in equation (2) and then stops.

As described above, according to the present invention, considering the principle of loading freight, pursuing not to damage the product, reducing the influence on the product, enabling more efficient freight transportation, short runway and inability to operate large jet aircraft It is possible to provide a device for an aircraft that enables more efficient freight transportation at a regional/remote island airport.

Modern spacecraft are not very good at behavior in the atmosphere because they are designed to fly in outer space first. The aircraft control of the present embodiment is in the case of an emergency, but because of the landing of the spacecraft, a long running distance is required, and there is also a possible use for landing a spacecraft that does not have enough room for the landing gear on the aircraft side. ..

Although the present invention has been described above with reference to the embodiments, the present invention is not limited to the embodiments shown in the drawings, and a person skilled in the art can think of other embodiments, additions, changes, deletions, and the like. The present invention can be modified within the scope of the present invention, and is included in the scope of the present invention as long as the effects and advantages of the present invention are exhibited in any of the aspects.

Claims (6)

A device for an aircraft that decelerates when the aircraft lands and accelerates when the aircraft takes off,
Under the runway surface of the runway, or on the runway surface, linear guides arranged at predetermined intervals along the runway,
A shuttle that is arranged below the runway surface and forms a linear motor in cooperation with the linear guide,
A bridle device connected to the shuttle, exposed on the runway surface, and forming a pair;
Look including a wire which is held in a direction transverse to the runway by a bridle system became said pair,
The apparatus, wherein the linear guides arranged at the predetermined intervals are arranged so as to have an inclination that narrows toward the take-off direction from the outside of the runway toward the center . The apparatus according to claim 1, wherein the accelerations of the linear motors are separately controlled so that an aircraft landing or taking off can travel straight through an intermediate portion of the two guideways. Device according to claim 1 or 2, wherein between the linear guides a second accelerating linear guide for accelerating the aircraft is arranged below the runway surface. Linear guides arranged at the predetermined intervals, said slide having a portion extending in a direction transverse to the extending direction of the path, apparatus according to any one of claims 1-3. The linear guide, the constructed symmetrically along the runways, it is possible to support the take-off and landing against the aircraft access from either Apparatus according to claim 1-4. The runway, land is Megafloat or ships aircraft taking off and landing equipment, apparatus according to any one of claims 1-5.