KR20220110019A - Aircraft Emergency Safety Landing System - Google Patents

Abstract

The present invention relates to an aircraft emergency safety landing apparatus, which can minimize casualties and property damage by enabling an aircraft to safely land on an airstrip when belly landing is inevitably required due to landing gear failure and the like. The aircraft emergency safety landing apparatus of the present invention for allowing the aircraft to safely land on the airstrip in case of emergency requiring belly landing of the aircraft comprises: a landing part (L) on which an aircraft body lands; a shock suspension (S) relieving shocks of the aircraft body landing on the landing part (L) in the lower part of the landing part (L); and a driving part (D) embedded with the landing part (L) and the shock suspension (S) and allowing the aircraft body, which landed on the landing part (L), to glide on the airstrip to gradually slow the aircraft.

Description

Aircraft Emergency Safety Landing System

The present invention relates to an emergency safe landing device for an aircraft, and more particularly, it is possible to safely land an aircraft on a runway in an emergency where the fuselage must be landed inevitably due to a failure of a landing gear, thereby minimizing damage to life and property. It relates to an aircraft emergency safety landing system.

Thousands of people in the global village are using airplanes widely as a means of transportation due to the rapid development of modern industry and culture. However, an unexpected aircraft accident not only takes precious lives, but also destroys the aircraft, leading to great property damage. Let's look at this in more detail.

The landing gear of an aircraft supports the aircraft while it is moored at the airport or during takeoff, as well as the main landing gear used for landing. Upon landing, it will dismount and land.

In this way, when landing, the landing gear is deployed outside the fuselage to take off and land. However, when the landing gear does not operate properly due to a mechanical defect, There may be several cases of malfunction of the landing gear.], it is impossible to land safely, leading to fatal accidents.

Of course, in addition to the above-mentioned failure of the landing gear, if the fuselage must be landed due to engine failure, etc., a normal landing cannot be made, and an emergency landing is unavoidably attempted in a very dangerous situation. Such an emergency landing carries the risk of inflicting fatal casualties not only on the aircraft but also on the passengers.

As such, when there is a malfunction of the landing gear, it is inevitable to try to land the fuselage, and various landing devices are being developed to induce a safe landing during the landing of the fuselage to minimize human accidents.

For example, a method of installing a net at the end of the runway to make the aircraft stop abruptly, a method of installing a magnetic material on the aircraft and the runway to minimize the runway distance by magnetic force between the magnetic materials, and using a self-propelled vehicle with a close-fitting plate How to land, etc. Let's take a closer look at the references.

in reference 1; Disclosed is an aircraft safety landing device comprising a landing plate on which the fuselage of an aircraft is seated, a plurality of wheels installed on both sides of the landing plate, and a runway rail for guiding the wheels in the runway direction on the runway.

References 2 and 3; When the aircraft fuselage lands, the rail-type guidance means is implemented that can guide the movement of the aircraft fuselage stably while reducing friction as much as possible. An aircraft emergency landing guidance system that can minimize damage is disclosed.

in reference 4; An emergency aircraft landing device comprising: a base having a concave top surface to receive and support the fuselage of the aircraft; has been

in reference 5; Landing truck for forced landing, consisting of a wheeled vehicle independently by front and rear engines and controlled simultaneously via front and rear cockpits, landing frame controllable with the aircraft's landing angle, anchorage and cushioning provided on the ground Disclosed is a safety landing device for an aircraft comprising a frame for absorbing the shock and vibration of landing an aircraft with respect to the landing frame, and a support and balancing device for maintaining support and balance of the aircraft.

Other references 6; The length of the flight runway is designed to be longer than (or less than) the length of the flight runway, and a structure that can store water is installed to prevent fire caused by emergency landing. An aircraft emergency landing device using water to be dispersed is disclosed.

in reference 7; An opening and closing door provided on the bottom surface of the unmanned aerial vehicle, an accommodation space formed inside the opening and closing door, a partition plate provided in the accommodation space, an air supply member provided in an upper space with the partition plate as a boundary, and the air supply Disclosed is an unmanned aerial vehicle buffer landing device comprising an air bag that is inflated by receiving air from a member.

in reference 8; By installing rails and electromagnets laid out in the runway and tunnel, a bogie that runs along the rail while loading an airplane, and the electromagnet when the bogie is traveling in the tunnel, stop energizing the electromagnet when the bogie comes out of the tunnel to the runway. An aircraft take-off device is disclosed.

(Reference 1) Korean Patent Publication No. 10-2005-0009439, 2005.01.25. (Reference 2) Korean Utility Model Publication No. 10-2009-002201, 2009.03.04. (Reference 3) Korean Public Utility Model Publication No. 10-2009-002202. (Reference 4) US Patent Publication No. 4,563,706, March 31, 1987. (Reference 5) US Patent Publication No. 6,394,391, 2002.05.28. (Reference 6) Korean Patent Laid-Open Publication No. 10-2005-0088895, 2005.09.07. (Reference 7) Republic of Korea Patent Publication No. 10-2011-0111127, 2011.10.10 (Reference 8) Japanese Unexamined Patent Publication No. 6-56096, 1994.03.01.

An object of the present invention is to provide an aircraft emergency safe landing device capable of safely landing an aircraft when an aircraft cannot normally land on a runway due to a problem in a landing gear.

The present invention provides an aircraft emergency safety landing device that allows the aircraft to land on the runway safely when landing on the fuselage is unavoidable due to an emergency in which the landing gear for landing cannot be properly deployed due to mechanical defects or other reasons of the aircraft. would like to provide

The present invention relates to an emergency landing situation due to an unexpected accident or landing gear failure during take-off or landing of an aircraft [when the landing gear does not come out at all, the front part has the landing gear, but the rear part does not come out, The rear part has a landing gear, but the front part does not come out, etc.] We want to provide an emergency safe landing device that can safely land in all emergency situations.

The present invention for solving the above problems; a landing part on which the fuselage of the aircraft lands; a shock suspension for alleviating the impact of the aircraft fuselage landing on the landing part from the lower part of the landing part (Shock Suspension); It is characterized in that the landing part and the shock suspension are mounted, and the driving part is configured to gradually brake the aircraft fuselage that has landed on the landing part while sliding on the runway.

According to the present invention, fatal damage to not only the aircraft but also the internal passengers can be minimized by allowing the aircraft to be safely landed in the case of an emergency landing in which the fuselage cannot but land due to a failure of the landing gear.

The present invention can safely land when a malfunction occurs in an aircraft during operation, thereby protecting the lives and property of passengers, and benefits such as protecting human dignity and life can be expected.

The present invention minimizes the impact and damage caused by landing of the fuselage in an emergency that requires landing of the fuselage due to various problems to enable safer landing of the fuselage of the aircraft, thereby minimizing damage to life and property due to an accident. can be expected

1 is a front view showing an embodiment of the present invention;
2 is a side view showing an embodiment of the present invention;
3 is an enlarged view of an excerpt of an essential part of the present invention;
4 is a plan view showing the main part of the present invention;
5 is a front view for explaining the operating state of the present invention;
6 is a side view for explaining the operating state of the present invention;
7 is a front view for explaining the operating state of the present invention;
8 and 9 are explanatory views for explaining the operating state of the present invention;
10 is a front view showing some other embodiments of the present invention;
11 is a side view showing some other embodiments of the present invention;
12 is an operational state diagram showing some other embodiments of the present invention;

The present invention is characterized in that an aircraft emergency safety landing device is configured so that the aircraft can be safely landed on the runway in an emergency in which the aircraft must land on the fuselage due to a problem of the landing gear or the like.

An aircraft emergency safe landing device according to the present invention includes a landing part on which a fuselage of an aircraft lands, and a shock suspension for alleviating the impact of the aircraft fuselage landing on the landing part from the lower part of the landing part, the landing part and a driving part that is equipped with a shock suspension and brakes the aircraft fuselage that has landed on the landing part while running on the runway.

The landing part consists of a landing part on which the bottom of the aircraft fuselage is landed, and a cushion unit for alleviating the impact of the landing part.

The shock suspension is installed under the landing part and is composed of several shock absorbers such as a landing plate and an air cylinder to absorb the impact of the landing part.

The landing part and the shock suspension are mounted on the driving part.

The driving part consists of a loading frame on which the landing part and shock suspension are mounted, a driving wheel installed under the loading frame, a driving part for driving the driving wheel, and a landing part mounted on the driving part and the loading frame for controlling the shock suspension, etc. It consists of a control unit and the like.

Hereinafter, specific embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is a front view showing an embodiment of the present invention, Fig. 2 is a side view showing an embodiment of the present invention, Fig. 3 is an enlarged view of an excerpt of the present invention, and Fig. 4 is a plan view of an excerpt of the main part of the present invention.

An aircraft emergency safety landing device includes a landing part (L) that allows the fuselage of the landing aircraft to be placed on it, and a shock suspension that absorbs and mitigates the impact of the aircraft fuselage placed on the landing part (L). (S), the landing part (L) and the shock suspension (S) are mounted on the driving part (Driving Part) (Driving Part) ( D) and so on.

The landing part (L) consists of a landing part (1) on which the bottom of the aircraft body is landed, and a cushion unit (2) for cushioning the impact.

Landing unit 1 is composed of a plurality of air pockets (11, 11') and the like. The air pockets 11 and 11' have a constant width and height as shown in the example, are arranged in a grid shape, and are connected by connecting membranes 12 and 12' to generate an impact between the air pockets 11 and 11'. The repulsive force of the air pockets 11 and 11' (aircraft landing on the air pockets 11, 11') by tearing the connecting membranes (12, 12') connecting the air pockets (11, 11') to absorb the shock. Repulsive recoil force corresponding to the weight and speed of the fuselage] can be minimized. In addition, the air pockets 11 and 11' are provided with an air discharge nozzle (not shown) on the check side so that the air in the air pockets 11 and 11' is discharged to the outside with a constant pressure.

The air exhaust nozzle allows the air in the air pockets 11 and 11' to be discharged in proportion to the weight and speed of the landing aircraft and not to burst by the pressure, thereby minimizing the repulsive load that the aircraft will receive. .

A cushion unit 2 connected to a shock suspension (S) to be described later while supporting the air pockets 11 and 11' is installed in the lower portion of the air pockets 11 and 11'.

The cushion unit 2 is composed of a plurality of cushion mats 21 and 21' to support the air pockets 11 and 11' under the air pockets 11 and 11'. The cushion mats 21 and 21' are made of a resilient material such as rubber, and as illustrated in the example, two cushion mats 21 and 21' are coupled to be slid in the longitudinal direction.

The cushion mats 21 and 21', sliding grooves 3 and 3' on one side, and sliding projections 31 and 31' on the other side are coupled to each other and slide in the longitudinal direction (the direction in which the aircraft is landed). make it work

The sliding grooves 3 and 3' and the sliding projections 31 and 31' are formed in the longitudinal direction of the cushion mats 21 and 21' to prevent the landing of the aircraft from being disturbed and friction with the aircraft body during landing. It prevents the upper and lower cushion mats 21 and 21' from shifting to the left and right while absorbing the load in the landing direction caused by such factors, so that the cushion function can be stably performed.

The cushion mats 21 and 21' have a cushioning function, such as a rubber material, and exhibit a cushioning force corresponding to the weight and speed of the aircraft fuselage landing on the landing unit 1, and at the same time, in the longitudinal direction (aircraft's sliding direction). ) to minimize the repulsive force that the aircraft receives while landing by sliding to a certain length by the thrust of the aircraft.

The shock suspension (S) is installed under the landing part (L) to absorb the shock of the landing part (L). It is constructed by installing a shock absorber (5, 5') under the landing plate (4) with an air cylinder or the like.

The landing plate 4 is coupled to the lower portion of the cushion mat 21', and the shock absorbers 5 and 5' are installed between the landing plate 4 and the mounting frame 7 of the driving part D to be described later. In the entire landing part (L), the perpetrator absorbs and mitigates the impact through the landing plate (4). The shock absorbers 5 and 5' installed on the landing plate 4 may be variously implemented as an air cylinder or the like.

The landing part (L) and the shock suspension (S) are mounted on the driving part (D).

The driving part (D) drives the loading frame (7) on which the landing part (L) and the shock suspension (S) are mounted, the driving wheel (8) for moving the loading frame (7), and the driving wheel (8) and a control unit for controlling the landing part (L), the shock suspension (S), etc. mounted on the driving unit and the mounting frame (7).

The driving unit may be composed of various actuators, and the control unit is made of various electronic equipment necessary for inducing the landing of the aircraft, such as driving the driving part (D) by driving the driving unit according to the landing direction and speed of the aircraft.

The driving part (D) travels on the runway in the landing direction of the aircraft as shown in FIG. 9 while accelerating in accordance with the landing speed of the aircraft so that the aircraft is docked accurately at the landing point of the aircraft, so that the aircraft is stably landing part (L) to settle on

After the aircraft lands on the landing part (L), the driving part (D) finally brakes the aircraft while gradually reducing the speed according to the braking speed of the aircraft.

A nose seat 9 is provided in front of the loading frame 7 of the driving part D to support the nose part of the aircraft after the aircraft is seated on the landing part L.

The nose seating portion 9 slides forward after the aircraft lands on the landing portion 1 of the fuselage loading frame 7 and supports the nose descending while running by the loading frame 7 at the same time.

The nose seating part 9 is for stably protecting and supporting the nose of the aircraft, and the nose seating part 9 is implemented in various configurations, etc., and since it is a separate invention from the present invention, a detailed description thereof will be omitted. .

On the other hand, FIGS. 10 to 12 show some other embodiments of the present invention, and another landing plate 4A is mounted on the lower portion of the cushion mats 21 and 21 ′ of the cushion unit 2 on the mounting frame 7 . It can be carried out by forming the central shaft portion 6 above the landing plate 4 and coupling it to flow from side to side.

The landing plate 4A installed under the cushion unit 2 is coupled to the central shaft part 6 of the landing plate 4 installed above the mounting frame 7 of the driving part D, and the central shaft part 6 is the center It rotates left and right to allow it to flow.

And shock absorbers 61 and 61' are installed on both sides of the landing plate 4A installed on the central shaft part 6 to absorb and relieve the shock and weight generated while the landing plate 4A flows from side to side. do.

As the aircraft lands on the landing part (L), the center of gravity is tilted in either direction. At this time, the landing plate 4A installed on the central shaft portion 6 is inclined in one direction according to the direction in which the center of gravity of the aircraft moves.

The landing plate (4A) is inclined in either direction according to the movement of the center of gravity of the aircraft, and the shock absorbers (61, 61') are operated in the direction in which the landing plate (4A) is inclined to absorb the weight and impact of the aircraft. A stable landing is induced by aligning the center of the vehicle so that it does not lean to either side.

In this way, the landing plate 4A absorbs the left and right inclination according to the movement of the center of gravity of the aircraft landing on the landing part L, and the assailant at this time, the landing plate 4A absorbs the shock, and moves around the central axis 6 Absorbs and relieves through the shock absorbers 61 and 61' according to the center of gravity, and stabilizes the aircraft so that it does not completely tilt to one side.

The shock absorbers 61 and 61' installed on the landing plate 4A may also be variously implemented as an air cylinder, a hydraulic cylinder, or the like.

The landing plate (4A) is provided with a shock absorbing portion (41) in the center for absorbing the weight and shock from the aircraft fuselage.

The shock absorbing part 41 is formed inside the landing plate 4A above the center of the landing plate 4A, that is, the center of the landing plate 4A, where the landing plate 4A is installed.

The shock absorbing part 41 is configured by arranging several air tubes 42 and 42' in the longitudinal direction, and is formed to be convex upward as in the example shown in the figure. to be absorbed and alleviated.

On the other hand, between the air pockets 11 and 11' of the landing unit 1, a landing gear receiving unit (not shown) in which the landing gear of the aircraft body is accommodated may be further provided.

The landing gear receiving part is malfunctioning in some landing gear, etc. [[When only one of the front wheel and the wing side wheel is deployed, when only one of the left and right side wheels of the wing side is deployed, the entire wheel is not deployed and only a part is deployed, etc. , there may be several cases of malfunction of the landing gear.] By allowing some of the deployed landing gears to be accommodated, it is possible to prevent some landing gear from interfering with the landing.

To this end, the landing gear accommodating part is formed in a depth and width to accommodate the landing gear over the entire landing part (L) in the landing direction of the aircraft, so that the landing gear can be accommodated.

As described above, the emergency safe landing device of the aircraft safely sets the fuselage landing with the landing part (1) of the landing part (L) for an emergency landing due to a failure in the landing gear of the aircraft. While driving according to the speed, the aircraft is seated on the landing part (L), and the aircraft is braked while driving slowly with the landing and mounted aircraft. Let's look at this in more detail.

The emergency safety landing device is placed in a hangar, etc., and installed on the runway when an emergency situation arises that inevitably requires landing on the fuselage due to a malfunction of the landing gear. The driving part (D) lands the aircraft while waiting on the runway where the aircraft is landing and driving in the runway direction of the descending aircraft for landing.

At this time, the landing aircraft maintains the minimum speed to not lose lift, and the driving part (D) for landing the aircraft also drives the landing while driving at the same speed as the landing speed of the aircraft. If the driving speed of the driving part (D) is faster or slower than the landing speed of the aircraft, the docking between the aircraft fuselage and the landing part (L) mounted on the driving part (D) is misaligned and a repulsive load is generated due to frictional resistance. Based on the landing speed of the aircraft, the driving part (D) is driven at the same speed as the aircraft.

When the aircraft fuselage attempts to land on the landing part (L) of the driving part (D) that is traveling at the same speed with the aircraft, the air pockets 11 and 11' of the landing part 1, which first come into contact with the aircraft fuselage, are The shock is physically absorbed in proportion to the weight and speed.

In this process, the air pockets 11 and 11' are deformed and at the same time the air inside is discharged by the air discharge nozzle to alleviate the impact, and the air pockets 11 and 11' are connected to the connecting membrane 12 ,12') torn by the impact. As the air pockets 11 and 11' that the connecting membranes 12 and 12' are connected to are torn, the impact further exerts a cushioning effect, thereby minimizing the repulsive load applied to the fuselage.

As such, when the air pockets 11 and 11' of the landing unit 1 are in close contact for the first time and landing is made, it is transmitted to the cushion unit 2 to apply pressure to the cushion mats 21 and 21', and at the same time, the landing plate 4 By applying pressure to (4A), the shock is absorbed and mitigated, and the landing speed is greatly reduced. Accordingly, the driving speed of the driving part (D) is also decelerated according to the speed of the aircraft, and the impact of the landing part (1) is transmitted to the shock suspension (S).

The landing plates (4) (4A) constituting the shock suspension (S) absorb and mitigate the impact while stabilizing the aircraft so as not to incline in any one direction according to the movement of the center of gravity of the aircraft. In addition, the shock absorbers (5, 5') of the shock suspension (S) absorb the impact applied to the landing part (1) and the cushion part (2) with the air pockets (11, 11') and the cushion mats (21, 21'). It absorbs the shock of the aircraft fuselage while absorbing it as it is.

When the fuselage of the aircraft, whose shock is alleviated, completely stops the engine and the deceleration is made, the nose descends and is seated on the nose seating part 9, and the driving part D is braked while gradually decelerating.

As described above, the present invention induces a safe fuselage landing of an aircraft by absorbing shocks caused by landing while driving according to the speed of an aircraft landing at a minimum speed to maintain lift and gradually braking the fuselage.

Hereinafter, reference numerals used in the accompanying drawings to describe the embodiments of the present invention in detail are as follows.
L: Landing Part
S: Shock Suspending
D: Driving Part
1: Landing part 11, 11': Air pocket
12,12': connecting membrane
2: Cushion unit 21, 21': Cushion mat
3,3': Sliding projection 31,31': Sliding groove
4: landing plate 41: shock absorption part
42,42': Air tube 5,5': Shock absorber
6: Central shaft part 61,61': shock absorber
7: Mounting frame 8, 8': Driving wheel
9: Rider seating part

Claims (5)

In constructing an aircraft emergency safety landing device that can safely land an aircraft on a runway in an emergency that requires an aircraft to land on the fuselage,
The aircraft emergency safety landing device;
a landing part (L) on which the fuselage of the aircraft lands;
a shock suspension (Shock Suspension) (S) for alleviating the impact of the aircraft fuselage landing on the landing part from the lower part of the landing part;
The landing part (L) and the shock suspension (S) are mounted, and the driving part (D) that gradually brakes the aircraft fuselage that has landed on the landing part (L) while sliding it on the runway; characterized in that it is composed of: Aircraft emergency safety landing system. The method of claim 1,
The landing part (L) consists of a landing part (1) on which the bottom of the aircraft fuselage is landed, and a cushion unit (2) for shock mitigation,
The landing part 1 has a certain width and height, is arranged in a grid shape, and is brimmed with a plurality of air pockets 11 and 11' connected by a connecting membrane 12, 12', so that the air pockets 11 and 11' When an impact occurs, the connecting membranes 12 and 12' connecting the air pockets 11 and 11' are torn and configured to absorb the impact,
The cushion unit (2) is configured to support the air pockets (11, 11') under the air pockets (11, 11') by combining two cushion mats (21, 21') to slide in the longitudinal direction. Aircraft emergency safety landing device. The method of claim 1,
The shock suspension (S) installs the landing plate (4) under the cushion mats (21, 21 ') of the cushion unit (2), and the landing plate (4) and the driving part (D) are mounted on the frame (7) Aircraft emergency safety landing device, characterized in that it is configured to absorb and mitigate the impact of the perpetrator on the landing part (L) by installing a shock absorber (5,5') between them. 4. The method of claim 3,
Under the cushion mats 21 and 21' of the cushion unit 2, a landing plate 4A that flows left and right around the central shaft portion 6 installed on the landing plate 4 on the mounting frame 7 is installed. Installed and installed on both sides of the landing plate (4A), shock absorbers (61, 61') are installed between the landing plates (4) to absorb and alleviate the shock and weight generated while the aircraft flows from side to side. Aircraft emergency safety landing device. 5. The method of claim 4,
Aircraft emergency safety landing device, characterized in that the landing plate (4A) is configured with a shock absorbing portion (41) arranged in the longitudinal direction convex upward several air tubes (42, 42') in the interior.

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