BRPI1107302A2 - INFLATABLE CAPSULE FOR AIRCRAFT - Google Patents

Abstract

INFLATABLE CAPSULE FOR AIRCRAFT. Inflatable Aircraft Capsule characterized by 1) the use of 3 types High Impact inflatable components with the function of 1) as a parachute (20,21), 2) external bumpers against high impact mechanic (7b, 8b, 9b, 10b, 11b), 3) resident internal float (110) fig. 56 and (128) fig. 58 allowing it to allow the aircraft to float in the water should it fall into the sea preventing the aircraft from sinking, and 2) by building the Inflatable Carrier fuselage (6) fig 2 (111) fig.54 and (129) fig.57 , which supports the installation and operation of the above 3 types of inflatable components. The inflatable components are placed around the entire outer fuselage of the aircraft where they function as an efficient and unprecedented air crash shield. Each of the toroidal shaped inflatable components (1) is made of flexible material such that it is stiffened by an inner tube enclosed in 7 to 8 protective and containment caps (51,52,53,54,55,56 , 57.58) in the interior, which makes it a body endowed with high stiffness index and mechanical impact resistance, being able to withstand collisions at more than 400km / h without being destroyed thus saving its occupants. The unique features of this sinking design make it the only aircraft capable of earning and receiving the seal and certification of a true transoceanic aircraft, as it is truly capable of flying over the ocean, making the trip over the Maqr or Ocean much safer than it is today with today's aircraft. Their resistance to major shocks derives from the fact that, as in a soccer ball, such structures are in principle not breakable. The High Impact Inflatable Components (for Airplanes) are basically made up of two types of materials, one flexible, composed of the air chamber (51) and its various containment and protection covers, which worked with one enclosure (34) fig24, fig43, which thus encompasses the entire fuselage (6.37), which is the solid part, of the Inflatable Capsule + Fuselage assembly, thus forming a solid body on the inside but flexible and unbreakable on the outside thus ensuring its cushioning properties, indestructibility and buoyancy in water if it falls into the sea, and therefore irreplaceable if it falls into the sea. The inflatable capsule is also naturally shielded from fire, smoke and cold, becoming a safe and survival cell if it falls into harsh or very adverse weather until rescue can come. Primarily intended for use in ultralight, fig62 and medium-sized aircraft, fig63, the same physical and constructional principles can of course be used on aircraft (transoceanic aircraft and helicopters) of any size and type.

Description

“INFLATABLE CAPSULE FOR AIRCRAFT”

The present application relates to an "Inflatable Aircraft Capsule" construction system based on the use of the "High Impact Inflatable Components" technology, which is basically a set of inflatable components of various forms. such as toroidal, straight cylinders and toroidal arches, etc. They are connected to each other through their own modeling or connections, which allow the mounting of any type of inflatable capsule. Inflatable components are designed by their characteristics, to withstand crashes at 10 speeds of up to 400 km / h or more, depending on the project, to save or give your occupants a greater chance of survival in the event of an accident. The “Inflatable Aircraft Capsule”, In turn, it can be understood by various types of “High Impact Inflatable Components”, in their assembly, hence the There is a need to describe and require registration of several different inflatable components at the same time, although in the end they are part of the same and only invention. Basically the “Inflatable Aircraft Capsule” is divided into 4 main parts; 1) “External Inflatable Bumpers” with the function of absorbing mechanical impact (7b, 8b, 9b, 10b, 11b), fig18; 2) “Triple Function External Inflatable Components” with function of 20 serving as bumpers, parachutes and floats (21), 3) “Resident Internal Inflatable Components” with function of serving as floats (110, 128) fig55: fig59, and 4) “Inflatable Carrier” designed to support the use of these three types of Inflatable Components (6) fig2, (111,129) fig54 and fig57.

INTRODUCTION

Currently any type of aircraft; large or small, it is assembled on the basis of a structure formed by several yongarines and sleepers that constitute the 'skeleton' or structural base of the other parts of the aircraft. Yongarines and sleepers that form aircraft made of tubes or solid trusses are mostly made entirely of metal material or with the partial use of a structural component made of composites. Either way, these two materials, being physically rigid and slender, undergo great deformation during a mechanical shock, which is why the fuselage can be completely destroyed, compressed and twisted after a collision with the ground. This explains why there are so many fatalities in a plane crash; due to the destruction of the habitat of the passengers and crew who end up seriously injured or dying from various types of trauma among the wreckage. It is precisely in order to build a aircraft more resistant to mechanical shock, without its weight making it unviable, that this patent application is filed, which would ultimately protect the conventional fuselage (37) fig19, through a structure formed by a wall of inflatable torus (7b.8b, 9b, 10b and 11b), which placed around the outside of the fuselage, would function as efficient bumpers around the entire fuselage as an elastic casing (34, 44, 45), preventing the metal part of the Capsule from being hit or twisted,

TECHNICAL STATE There are two considerations for the state of the art:

1) The technology of inflatable structures is widely used today mainly in the construction of inflatable boats, flv-boats and lifesaving devices intended for their use in water due to their large buoyancy, thus avoiding the drowning of their users. The fly-boat is a type of ultralight that uses the base of an inflatable boat like capsule and landing gear as it takes off and lands in the water. Despite some resemblance to the "Inflatable Capsule for Airplanes", the fly-boat 25 is not intended for actual use in commercial aircraft, for normal passenger or cargo transportation, nor to withstand high impacts similar to those of up to 600 shocks. km / h against the ground in the event of a fall.

Even being a relatively sturdy inflatable component, the inflatable boat would easily fold in half in a more violent crash, unlike the "Inflatable Aircraft Capsule" for two reasons; 1) because the R / r ratio is lower (2 3), FIG. 26, and 2) that the core of the inflatable capsule (34), FIG. 24 is a solid body comprised of Solid Cabin (37), FIG. 19;

Thus, it can be said that there is no, or at least no similar found to be used on aircraft so comprehensively, or made in such a way that it can form a Capsule that while resisting major impacts, also formed a fully enclosed fuselage, or cabin, of the airplane. The use of inflatable bumpers does not make high-altitude or high-speed flights impossible, as is the case with the jets, as the cabin itself is still made of solid material. For this purpose a Solid Internal Cabin made of carbon fiber in a one-piece structure 37 is used, fig19, such that this Capsule is then fitted only amidst the torus T1 (7b), T2 (8b), T3 (9b) and T4 (10b), thus being protected against high impacts. Toroids such as toroid T3 can be molded so that upon inflating it has the design of a curved torus (33), fig 21, so as to follow the curves of the capsule and offer greater protection to the one-piece structure (37). ), Fig. 19, involved therein. In other words, we can say that the inflatable toroids surrounding the solid monoblock Cabin (37) perform the functions of powerful bumpers and air bumpers, whatever the collision angle of the inflatable capsule with the ground. On the other hand, the outer walls of the solid cabin act as an important bulkhead preventing the inflatable torus from deforming even if it is too thin and folding in the absence of this bulkhead. The combination of two bodies as different as an inflatable bumper made of flexible fabric around a solid cabin is a perfect match in building an airplane cabin that can withstand high impact collisions.

2) There have already been 2 other Inventions to this effect, filed by the author himself. These are 2-1) the “Aircraft Lifeboat” filed under number PI9802247-4 of 7/6/1998 and classified under code B64D 25/12 (Ejectable Capsules). This same Pl was also filed 30 in the United States, but is currently archived due to the high costs of its technical maintenance abroad and 2-2) of the “Inflatable Aircraft Capsule”, filed in INPl3 on 28 / Jul / 2008 under number.

In the current model, however, the “Inflatable Capsule for Airplanes” has significant technical improvements, which even allow the construction of a practically fault-free prototype in its theoretical part, its practical part or its effective functioning. The present PL, based on the "High Impact Inflatable Components" (CIAI), aims, besides making the PL more objective and specific, - to present a significant advance in its way of operation, greatly facilitating its construction and use in practice.

DESCRIPTION

To facilitate the description of the principles of the invention, a small and medium sized aircraft will be used as a demonstrative and especially practical example of its application, calling it, for reference purposes, the Airplane Bunker (AB). In the Bunker Aircraft Inflatable Capsule, there is only one entryway which also serves as a ladder 27, which is behind the fuselage, fig11 15 (27) and fig49 (97, 98). allowing the side doors (26) to be replaced by the bumper toroid guard (8b, 9b). By opening this single rear access door, it can also be used as an airplane ladder 27. Collisions usually occur frontally or sideways, finding continuous protection from the torsos that serve as efficient bumpers, while the only entry or exit door (97, 98) tends to remain preserved, allowing the unscathed and swift exit of the survivors. The location of the tailgate may be central if the tail of the aircraft is of the raised type fig30 and fig63 (in Annex). If the aircraft uses a lower tail as in traditional constructions, the tailgate 100 may be moved to the left side 99 or right side 102, leaving the center part for tail outlet 101.

WHY NAME OF PLANE-BUNKER? (see attached)

The basic structure of a Bunker (inflatable capsule) airplane is composed of 4 parts described in 4 chapters, namely:

Chapter 1. INFLATABLE EXTERNAL BUMPER CHAPTER 2: INFLATABLE HOLDER FUSELAGE. Chapter 3. EXTERNAL INFLATABLE TRIPLE COMPONENT FUNCTION Chapter 4: INFLATABLE RESIDENT INTERNAL FLOAT

Starting with chap 1, we have:

Chapter 1: INFLATABLE EXTERNAL BUMPER.

The elements responsible for giving the aircraft the characteristics of a bunker-protected fortress are the toroidally inflatable components surrounding the aircraft. These inflatable components for their physical properties have a great ability to function as powerful mechanical shock absorbers. Inflatable bumpers can be used and installed in two basic ways:

1) May be installed in such a way that they are permanently inflated or

2) be installed in such a way that initially the inflatable chambers are empty: folded and closed inside containers embedded in the fuselage. Being bent and occupying little volume, the torus can be

stored in their recess niches (11,12,13,14,15,16), fig2, so that they are inflated only when the shock to the ground is imminent. In this case it would function as hidden airbags, but always ready to fire within a split second after the initial crash into an obstacle. In the case of a free-falling aircraft, in fact, 20 has much more time to make the decision to fire the inflatable bumpers.

The front section of the Solid Cab (conventional fuselage), in which it can be seen that the fuselage wall is purposely 20 cm thick here (Iivrets or distance between the outer and the inner wall, so that we have a clearance) 20 cm wide (fig2) as if it were a double wall, we created this space so that inside it we can accommodate the empty inflatable toroids (T1, T2, T3 and T4). Each toroid has its own space that allows the torus can be stored along the length of the fuselage, at various heights, through a species of 30 "grooves" 20 or 15 cm deep (12,13,14,15,16) fig2 and fig19 (12,13,14 , 15,16) Thus, in the T1 Box (12), we store the empty T1 torus (7), in the T2 Box (13), we store the empty T2 torus (8), in the T3 Box (14). , we store empty T3 torus (9), in T4 Box (15), we store torus T4 va zio (10) and in the T5 Box (16), we store the empty T5 torus (11). In Fig. 2 we see all the storage boxes and in Fig. 3 all the empty toroids folded into their boxes or slots.

As soon as the inflatable bumper system is actuated, each of the empty torus 7,8,9,10 and 11 fig 3, goes into the state of inflated toroid (7b, 8b, 9b, 10b, 11b), fig4. The letter “b” next to the same numbers 7, 8, 9, 10 and 11 indicates that the torus is in inflated or active mode.

Both systems have advantages and disadvantages, among which we will mention the main ones:

PREVIOUSLY INFLATED SHOCK (Permanent Mode):

1) ADVANTAGE: It has a permanent protection, and as it is already inflated, it does not require the use of containment boxes and automatic activation mechanisms. It also has the advantage that drivers are not surprised during an accident, and for an unexpected reason, the bumpers are not inflated or instantly inflated.

2) DISADVANTAGE: In principle the permanent use of inflated bumpers slightly increases the air resistance as the cabin section becomes taller and wider, and with this the system would only be viable on subsonic speed aircraft. There is also higher fuel consumption due to higher weight and drag force.

EMPTY OR COLLECTED INFLATABLE BUMPER (Air-Bag Mode):

1) ADVANTAGE: No greater drag force as it continues to face air resistance with its original cabin front section area (5) fig2 fig6, so the aircraft performance is almost the same as had not been surrounded by inflatable bumpers, having the same characteristics as a normal aircraft within its type, make and model.

2) DISADVANTAGE: The system must have a highly reliable automatic drive system so that the air filling of the toroid cameras does not fail at the time h.

COLLECTED EXTERNAL INFLATABLE BUMPER In both Permanent Mode and Air Bag Mode we only have the inflated state, ie after inflated it is not normally possible to revert to the previous state; permanently inflated to retracted or inflated after collision sensor tripping to retracted. In both cases there are situations where the ideal would be that the inflatable components could be collected; in the first case (Permanent Mode) it would be good if they could be collected during the flight as it would increase flight performance and fuel economy the aircraft in the second case (Air-Bag Mode) it would be good if it could collect the inflatable components if these were inflated by accident during flight due to failure of the firing mechanism without any danger of actual collision. In this case on specific models and as long as the system is highly reliable and does not compromise the necessary equipment due to its use in aircraft; Inflatable components can be provided with an Automatic Recoil / Inflating System so that the pilot can empty or inflate inflatables as required by the flight from his own hand-held cockpit controls, as is the case with jet trains. landings that are collected during the flight and put back out during a landing.

Thus, it is also necessary to complement the registration request with the inclusion of a Collection System in the External Inflatable Components which can be built in two different ways.

1) Flat Linear Mold Collection System:

In this system the inner tube is unrolled outward through the use of linear springs (140) similar to a pantographic system; in rest position (141) the linear flat spring is retracted and as the empty inflatable chamber (9) is attached to the springs, the chamber fabric is also retracted into the box (14) until inflated with a powerful A jet of air or expansion of a gas into the chamber will press the flat springs outward (142) until the air chamber is fully open and inflated (143, 9b) fig44. In a second moment when it is desired to retract the torus 9b, an air valve is opened and the air is exhausted through the same air exhaust / compression motor 84 which is part of the system; with this the 5 coil spring returns to the original resting position (141) and with it the empty air chamber which can thus be folded 3 recolh and retracted until further inflating / deflating cycle. This system in principle is ideal as it functions as a simple bellows, can be opened or closed very quickly and without any mechanical complication 10 2) Spiral Spring Collection System:

In this system small spiral springs (144) are used placed at regular intervals along the length of the inflatable chamber; at rest position (145) the coil spring is retracted and as the empty inflatable chamber (9) is attached to the springs, the chamber fabric is also retracted into the box (14) until inflated with a powerful jet air or expansion of a gas into the chamber, press the spiral springs outward (146) until the air chamber is fully opened and inflated (147,148). In a second moment when it is desired to retract the torus 9b, an air valve is opened and the air is exhausted through the same air exhaust / compression motor 84 which is part of the system; Thereby the coil spring returns to the original resting position (145) and with it the empty air chamber which can thus be folded and retracted until further inflating / deflating cycle. The system is similar to the one used in the popular and well-known “Mother-in-Law”, which unwinds a closed paper tube, which is long as soon as air is blown into it through a whistle-shaped nozzle at one end; The fundamental difference between the toy and these pick-up systems is that the coil spring 144 rather than being placed along the length of the tube and comprised of a single spring, in this system the coil spring is placed around the circumference of the toroid at regular intervals of 50 cm and thus may have several springs along the length such that upon inflating the chamber unfolds from the sides 147 and Fig. 45.

BASIC ELEMENTS OF A HIGH INFLATABLE COMPONENT

(AIRCRAFT) IMPACT

It is formed by:

1) Inflatable Components: Contains the tire and its respective

layers of protection.

2) Connections; They consist of the various types of connections used to make the inflatable components interchangeable and watertight.

3) Valves: Consists of a system of injection valves, containment and withdrawal of inflatable components, designed to maintain air pressure.

stable and properly calibrated internal pressure at the correct levels.

High Impact Inflatable Components (CIAI) that go into manufacturing an “Inflatable Aircraft Capsule” in the manufacture of a typical Bunker Airplane have a variety of geometric shapes (1, 7b, 8b, 9b, 10b, 11b) so that they can meet to the Capsule building system to be assembled, fig51, but basically all of them have the same form of construction and individual physical characteristics, they are bodies made with a straight inner tube (68), fig35, or curve (55), fig 34 , which can be inflated and subsequently placed into an outer protective cover (58, 67), fig 34, also of toroidal shape, which in turn is formed by several protective layers (51 to 58), fig 31, designed to withstand very high impact forces without destroying Fig. 31 shows in detail all the layers of a small sample or patch, Fig 33 (59), of all materials and layers that are part of the construction of an inflatable toroidal component. Typical Although cylindrical or toroidal in shape such pieces when thrown against a solid wall, at a certain speed they should behave like a soccer ball, fig 29 (46,47,48); they must hit the solid wall or floor (47) and come back (48) without destroying themselves. This type of shock is called in physics, “Elastic Shock”, because the body in collision with the wall is not dampened by the deformation of the part at the moment of collision (47), since there was no significant or irreversible deformation. If instead of a soccer ball! If an empty or closed can 43 was thrown, Fig. 28, it would hit the wall or floor 44 and would crumple or disintegrate 45, and so would have its shock too dampened at the expense of the big crush. da Iafinha (45). In this type of shock Iatinha would ricochet very little compared to a soccer ball (46), and for this reason this type of collision is called “Inelastic Shock”. In other words, in elastic shock the body after the shock continues to maintain its kinetic energy, for the body continues to move at a certain velocity only in the opposite direction; In inelastic shock, however, kinetic energy during IO shock is transformed into mechanical energy of deformation (damping) which is also largely dissipated as heat. The part of physics that deals with elastic and inelastic shocks, kinematics, describes these situations very well and allows to make precise calculations, given the masses, velocities and coefficient of elasticity, or restitution, of two colliding bodies.

BASIC INFLATABLE CAPSULE STRUCTURAL COMPONENTS FOR AIRCRAFT:

Infallible Aircraft Capsule has as one of its main building components, toroidally inflatable components (1, 7b, 8b, 9b, 10b, 11b), so it is convenient to know in advance what a Toroid is from a geometric point of view and as it should be built for aviation use. INFLATABLE CIRCULAR TOROIDS

Geometrically, it is called a toroid, figl (1), the 3-dimensional figure of a circular shaped body having two radii; the smallest radius r (2) and the largest radius 25 (3), Figl and fig26. Take the tire tube of an air-filled car as an example; it has a larger radius R of approximately 25 cm equivalent to a diameter of 50 cm comprising the diameter (height) of the tire as a whole and a smaller radius r of about 7 cm equivalent to 14 cm in diameter depending on the diameter. of the tire chamber. The smallest radius is the radius of the inner air section extending along the circumference of the tire, while the longest radius R comprises the total length of the distance from the center of the chamber to the outer edge of its circumference.

The torus (1) to be used on the Bunker plane has this same basic shape, but it is much larger so that it can have the same internal height h, Fig. 10, as a single-engine capsule.

HORIZONTAL MOUNTING SYSTEM. In principle, it would be possible to build an inflatable aircraft cabin, basically consisting of several torus or rings like the one in Fig. 1 simply by joining them one after the other to form the desired length of the desired fuselage. In this case the cab would be mounted horizontally, as the torus would be mounted one after the other.

VERTICAL ASSEMBLY SYSTEM: In this prototype model, however, for convenience, and to allow better handling and modeling, will be used toroid whose shape allows the mounting of the cab vertically 15, ie from bottom to top, as can be seen in the sequence of fig20 to fig24. The internal dimensions or radius R of the torus were chosen to allow a free internal space of 1.70 m in height and an internal width of 1.40 m (3,25), so that people can enter the aircraft while walking. more or less standing. Since the radius of the smaller section of the torus 20 is r = 40 cm, the total width and height of the Capsule's front section (24) is added by 80 cm (40 cm more on each side) to a full height. of 2.40 m with a total width also of 2.40 m.

INFLATABLE CAPSULE BUILDING PRINCIPLES: INTERNAL WORKING PRESSURE 25 INTERNAL PRESSURE What makes any inflatable body made of a flexible material such as a waterproof fabric or rubber mechanically “hard” is the strong air pressure P (38) ), Fig. 25, exerted therein against the inner walls (39) of the tube, as in a ball chamber of a soccer ball, or toroidal section, Fig. 26, of a tire, for example. The internal pressure used, or sought, will be determined by the type of hardness, or deformation, of mechanical shock damping desired in the part. Testing can be started using a low pressure of about 1.2 to 2 atm, and then collision theses would be made by increasing the pressure of one tenth of atm unit with each test. The right pressure to use would be that in which the torus did not suffer any deformation greater than x cm after a mechanical shock at 400 km / h for example.

INFLATABLE CAPSULE COMPONENTS

1) INFLATABLE CAPSULE BASE OR FLOOR:

The Capsule Base (7b, 31) fig23 is formed by a set of 10 inflatable boat-like components. having the shape of an elongated zero or 0 ', fig 17. It is divided into two basic parts; 1) on a torus (7b) and a straight cylinder (31) forming the floor. The floor viewed from the front, fig4 (7b) from top fig 7 (7b), from side 1 fig18 {7b} and in 3 dimensions, fig23 (7b, 31), directly absorbs all impact from below 15 2) SIDE WALLS INFLATABLE CAPSULE

The Fuselage Walls are comprised of two 40 or 50 cm diameter torus, placed on top of each other and firmly glued together to form a homogeneous part. The toroids in question are viewed from the front, from above and in 3d; toroids T2 (8b) fig16 and (32) fig22; and T3 20 (9b) fig15 and (33) fig21. These toroids directly absorb shocks coming from the sides or front of the capsule. All toroids from T1 to T4 can be attached to the fairing of the Internal Solid Cabin (5, 37), fig2 and fig19 by eyelets (34, 35) fig20, bonded or vulcanized to a clamp (36) Fig. 16. which is on the last layer of the protective cover of the 25 inner tube of the torus.

3) INFLATABLE CAPSULE CEILING

G ceiling of inflatable capsule composed by torus T4 (10b). Fig. 14, Fig. 20 is seated on the tubular structure of the windows, which is fixed between torus T3 and T4. The Inflatable Capsule Ceiling directly absorbs mechanical shocks from above. This part of the capsule is well protected as above the T4 there is a wing segment (30) fig11 and (30) fig19, which is in turn welded to the outer tubular structure (92) fig 47, which serves support for the other components and body of the airplane. This fuselage has an emergency exit from the aircraft roof (22) fig and 5 fig6, since in the event of a fall in water, the tailgate (17, 27) should preferably be closed to ensure that seawater is not get in the cabin over there.

The main function of the T4 is to protect the top of the Solid Cab from shocks preventing it from being pushed in. The inflatable T4 is in turn kept clear of the torus T3 so that the required field of view can be opened out of the Capsule through the side windows 18, fig 2 and windshield of the cabin of the pilots (28). On the ceiling torus T4 is fixed a plate or cover (29), fig. 12, which fits into the body of the torus through clamps (36), fig. 16 and can be screwed to the 15 eyelets (34, 35) of the covers. of toroid protection. This cap only has the function of sealing the Capsule, since the wing fixation is not made on the roof of the inflatable Capsule but directly welded to the outer tubular frame (92), as it is the only really strong structure capable of supporting all the common mechanical stresses applied to the structure of an airplane during a flight. The tubular frame 92, Fig. 47, which accommodates the other airplane components, such as wings 96, engines 93, cabin cockpit 94 landing gear, are not objects of the invention, but are shown here only as drawing figures. bottom to learn how Inflatable Cabins and Solid Cabin are positioned within the conventional aircraft structure.

SINGLE PIECE The Inflatable Capsule, made up of Ti, T2, T3 and T4 toroids can be made (molded) to form a single piece. The union of torus T1, T2, T3 and T4 form an enclosure ”or which serves as an effective cover for the accommodation and protection of the Solid Cabin (37), within which the 30 crew members' equipment and internal accommodation are fixed. and passengers. This unique piece can be formed from single toroid, welded together. The important thing is that the fini function as a single piece, like a sludge, so that you can really benefit from the physical and mechanical principles that give it strength. high to deformation in a large Impact collision by CIAI.

The Inflatable Capsule formed by Toroids T1, T2, T3., T4, Solid Cabin

(37) which is housed within it must form a single monolithic inflatable body or block; solid inside and flexible outside This is the ultimate and primary purpose of the Inflatable Capsule .. to protect human life.

4) FORMS OF UNION:

In this CIAI application model only 4 whole torus are used, which in principle, due to their simplicity, do not have and do not need splicing as shown in fig36 and fig37 where a toroid “A” (63) is spliced to another toroid “B” (64) to form a single curved-shaped AB part (6S), fig 37. There are a multitude of techniques and types of couplings 15 that can be successfully designed and used, but due to the complexity of these components. and because it is a separate component, they will not be addressed in this request. In this example a very simple flange-based coupling system will be used

4-1) CONNECTIONS AND FITTINGS 20 Connections always formed by a fitting system (63,64), Fig 36, which always come together perfectly, may or may not be used in their construction. Its use somewhat diminishes its elasticity in a collision, as it theoretically has breakable or bendable components, which somewhat reduces the body's rate of restoration of kinetic energy. Given that their use will have little effect on their overall flexibility, as the connections can be made of semi-rigid plastic so that they can keep up with partial and temporary deformation during a shock, they can be used without biggest problems.

4-3) OPERATION: The locking system is basically comprised of two rings; which are subsequently joined in order to establish a fixed and firm connection between two means. The fittings used in the toroids are fixed to them by making the end of the protective cap (58) pass between the outer parabolic wall (61) and the inner parabolic wall 60 of the female flange 63, the outer and inner parabolic wall are then compressed together with the aid of a second 5-pass fiange 75, 76 which fig. firm the end of the torus cover to the female fiange. Within the protective cap is the air chamber 55, fig34 and 68, fig34, at which end is the outlet of the air valve 62 to which the air valve itself is connected. (72) fig39, which then reaches the external means 10 as it passes through the through holes of the protective cover, the fixed parabolic walls (61), and the female fiange itself (63) fig34. Torus B is fixed to male fiange 65, following or repeating basically the same process of fixing the protective layer and passing the air valve as described in the assembly of toroid A to female fiange 63). Incidentally, all interchangeable toroids have their two opposite ends connected to a female-to-male fiange, Fig. 43, because only in this way can they be interconnected indefinitely until they form the desired cab combination. Between the two flanges a neoprene ring (64) is placed to assist in dampening mechanical shocks. The fastening of one fiange to another in turn is made with the aid of screws (79) fig42, which pass through the holes made in the flat edge (70), fig. 38, of the fiange. The type of socket is male-female because the protruding part (75) of the body of the smaller diameter male fiange enters the body of the larger diameter female fiange (71) fig42 so that after fitting the two surfaces flat screws 25 (70) by the securing bolt (79), fig43, abut, decreasing the overall length of the flanges, fig37. The use of a male-female type fiange allows the joint to be tightened and prevents lateral movements. Figs 42 and 43 show a section view of the fiange A (77) and fiange B (78). Inflatable components utilizing interchangeable fittings, in principle, only 30 are used in fixed type inflatable capsules, ie, which are permanently inflated. 4-4. MAINTENANCE

The use of interchangeable fittings allows that with a proper connection the inflatable structural components can also be interchangeable parts, quickly allowing the replacement of a damaged or heavily used component for a repaired or new one.

4-5. Tightness

It allows at the same time to create a larger number of watertight compartments, Fig34 / fig37, such that if an inflatable component is seriously damaged, such as a hole resulting in its loss of air and consequent mechanical rigidity, this damage is restricted. to a smaller hit area. A single Circular Toroid can, for example, be divided into two or four distinct parts to form two or four watertight compartments by the fact that it consists of two or four atmospherically independent parts. When internally dividing a torus, such as T1 (7b), Τ2 (8b), T3 (9b) or T4 (10b), care must be taken that the assembly maintains the desired physical properties of indestructibility and elasticity. at the same time in a collision.

5. AIR VALVES

The filling or withdrawal of air is effected by a gas valve 72 which is threaded into the socket 73 of the air outlet coming from the air chamber 74 fig40.

5-1) CONTROL AND CALIBRATION OF THE PRESSURE SYSTEM:

Calibration and maintenance of the injection and containment system at their optimum pressure levels within each inflated component can be done manually, or automatically by suitable automatic equipment 25, many of which already exist by simply adapting them. A whole new onboard instrumentation for chek-in testing and subsequent monitoring of inflatable chambers will have to be developed separately.

5-2) AIR CONTROL SYSTEM FOR INFLATABLE TOROIDS, fig46, in this particular case, is comprised of a containment box into which two air valves (82, 89) are fitted, both connected to the bumper. inflatable through 2 vulcanized grommets (86), driven by a servo mechanism such that they can be powered on or off via a control panel (91) by means of electrical wires (90), such that when a chip or the pilot presses the inflatable bumper fill button (87), the “Air Inlet” flow register (82) opens and leaves the air 5 from an air tank (83), air compressor (84). ), enter the air inlet nozzle (81) or even an internal chemical reaction (85) caused by a starter that generates heated hydrogen gas, thus filling the bumper quickly, in the same way a second servomechanism is used ( 89) to control the “Output of r ”(88) of the same inflatable component, which together with the same compressor motor (84) acts as an air exhaust, allowing the inflatable bumper to be retracted into its compartments (7,8,9,10 ), just as with a landing gear, thus allowing the bumpers to be fully reversible and inflated at the moment most needed. Exceptionally, these chambers may contain a self-wrinkling inner coil, similar to a flat spring of a watch winding, causing the chambers to unfold in the same manner as the familiar Jingua mother-in-law toys, allowing them to be emptied of air after exhaustion. , the cameras automatically collapse into their respective niches (7,8,9,10).

CONSTRUCTION OF EACH AIRCRAFT INFLATABLE COMPONENT

Of course, the construction of each component must meet the indispensable prerequisites to be met so that the excellent elastic properties of these components can be successfully used in an aircraft. To distinguish the high impact inflatable components of aircraft use from the common inflatable components of boats and boats, we call the inflatable components, objects of this invention, Aeronautical Inflatable Components. The three main requirements for bunker airplane success are:

1) great capacity of indeformability (or indestructibility) of the Capsule; 2) later large shock-absorbing capacity of the seats; and

3) lower total mass or specific weight of material used in components

inflatable ,.

0 gift P! it will only stop at the presentation of the fuselage construction system 5 or capsule of the airplane itself, and therefore item 2 is not addressed, because the internal shock absorbers to be given by special seats are not the object of a new invention, because it uses existing components to the state of the art. (The very chance of using such armchairs, however, depends on the success of the Inflatable Capsule, as it is indispensable for the special armchairs to exert their full cushioning capabilities, that the Capsule should not be destroyed along with the armchairs themselves.)

1) INDEFORMABILITY

This characteristic should be given by the shape of its construction shown at

follow.

TYPICAL ELEMENTS OF AN AIRCRAFT INFLATABLE COMPONENT

(From the outside in)

8) METAUZED LAYER (58) .fig31. To resist air friction, if the Capsule does not have the protection of a last layer comprised by its fairing, or simply for better protection against the weather (dust, humidity).

7) ANTI-RIP / PUNCH LAYER (57): Thickness: 0.25 mm to 1 mm; Material: Carbon fiber and / or aramid yarn fabric 6) ANTI-THERMAL LAYER (56): Temperature: -100 C to 800 C; Material: Fiberglass, composites CONTAINER LAYER: Formed by a 3-component 'sandwich' (53, 54 and 55), thermally bonded under pressure.

5) 2nd WATERPROOF FILM (55): Clear plastic film: Thickness: 50 microns to 100 microns 4) MESH (54): Spans: 1 mm x 1 mm to 5 mm x 5mm; Material: Textile, carbon fiber or glass yarn; Thickness: 0.25 mm to 1 mm; Directions: Radiate, Longitudinal and Axial to the external surface of the torus.

3) 1st WATERPROOF FILM (53): Transparent plastic peicuia: Thickness: 50 microns to 100 microns

2) PNEUMATIC KNIT (52): Carbon fiber or fiberglass mesh in 1mm x 1mm, or 10mm x 10mm patterns.

1) PNEUMATIC LAYER (51): Thickness: 0.25 mm to 1 mm; Material: Latex. Rubber, Nanopaper.

1è-WATERPROOFING ELASTIC (TIRE) HOUSE (51)

In the case of this prototype, the torus is initially made from a tire (51, 68) (inner tube) 1 mm thick. It has the same shape and shape as a tire chamber and is intended as a container for holding air or a light gas such as helium designed to give it shape and rigidity. After obtaining a mold that can be inflated such as a tire chamber through an appropriate air-inlet / check valve (72), this chamber or tire is inflated to form a torus (1, 2, 3). within which there is an adequate atmospheric pressure, according to the required rigidity. The rubbery material must be of an odorless type. In its normal version, instead of air, helium gas can be used, as it is 4 times lighter than air and there is no risk of explosion as with hydrogen gas.

From a physical and functional point of view, the use of rubber or latex is intended to give greater bending power or temporary deformation capability during a crash, improving its mechanical shock absorbing capacity.

2a - PNEUMATIC LAYER 2: ELASTIC MESH (52)

This layer is fused together with the 1st Pneumatic Layer, latex or rubber, it is intended to give greater durability and greater surface resistance to impact. Note that the same empirical mathematical principle that applies to toroid geometry where Ratio = R / r (3, 2) should be close to 4, should also apply to the surface tension of the various tissues and flat materials used in toroid making. Thus, using Ratio 2 = Film Area / Film Thickness, ideally should be between 0.1mm to 10mm. Using the example of a 0.01mm thick film with dimensions of 5 10mm x 10mm = 100mm2 in area we have R2 = 100 / 0.01 = 1mm. We make a 0.01 mm film behave as if it were only 10 x 10 mm, placing on it a mesh with distances between the strings of 10 mm and a 10x10 mm pattern. Since the "strings" of the mesh act as support beams of the film film resting on it, which in this case 10 acts as a floor, we see that the more weight or pressure is applied to the bottom-up film (as seen below). in Fig. 25) where the internal air pressure P (38) on the inner tube film (39) is exerted from the inside out, we see that the film (53) under the 10mm x 10mm mesh (54) will have Much more able to withstand the internal pressure as the same film on the 15 mesh 100mm x 100mm. In the example of the ball, the plastic film is the first layer and the mesh the 2nd or outermost layer because the film has to rest on the mesh strings. In a fig27 soccer ball, a leather cover is used in place of the mesh, which after stitching keeps the tire inside (inner tube) with the same circumference, regardless of the internal air pressure, or even the kicks. that she takes. In a toroid for aviation use it is not possible to use thick leather covers or similar material, so it is important to use films covered with a mesh that while being very light makes it possible to use relatively high atmospheric pressures having yet be quite durable and safe. This is the basic reason why carbon fiber or glass meshes are used at least twice in a torus; in layer 2 and layer 4.

3a-PNEUMATIC PHYSICAL CONTAINERS (53)

This second layer is formed of a High Density Polyethylene (PE) film or equivalent, only 150 microns thick.

(53). It also has the shape of a tire and has 2 main purposes: 2-1 To serve as a physical limitation against the expansion of the tire's air chamber while inflating through the plastic film more resistant to the expansion of the gas used, ensuring its physical dimensions. Exact Sciences.

2-2 Serve as a second layer of protection and containment of air or Helium gas within the torus.

2-3 Prevent gases that naturally come out of rubbery or aromatic materials from escaping the tube.

4a-WIRE BRAIDED - RESISTANCE TO MECHANICAL SHOCK (54)

After this first step of obtaining the Pneumatic + Containment Hood circular torus, it has its outer surface reinforced by a mesh

(54) formed of braided yarns such as to be wound or twisted in the radial, longitudinal and axial directions. The distance between the mesh wires may vary from 1 mm to 10 mm depending on the type of wire used. It can be said that after correctly tying this by a braided wire mesh, the torus can theoretically be subjected to large mechanical stress tests and crash tests of all kinds that it is unlikely to have its plastic layer broken by the huge air compression forces on one side and air expansion on the opposite side, exerted on the points of greatest force reception during a collision. The use of a 1mm or 10mm span mesh or screen in practice makes the impermeable layer only free to expand over a small area of 1mm2 or 100mm2 so that the torus can easily withstand the large momentary compression / expansion forces to which it can be subjected either externally or internally during a real crash or during a crash test. The braided wire mesh can be made from the use of especially strong natural textile yarns, or can be made of a lighter and much lighter material such as a mesh made of fiberglass or carbon fiber braided threads. (The use of either material is determined by its use, performance and cost range, without prejudice to its safety).

5a - 2a WATERPROOF PLASTIC LAYER (55):

It has the same functions as the 1st Layer of Plastic, serves to reinforce and protect the mesh, which is thus fused between the two plastic films.

ADDITIONAL OR ACCESSORY LAYERS:

Depending on the use and required safety levels, each torus or set of torus may or may still contain the following additional layers: 6a - THERMAL PROTECTION LAYER. (56)

After laying the braided strand mesh, a small layer of strand-shaped rock fiber or antipyretic composite (56) of a certain thickness (5 mm to 25 mm) is placed to prevent the torus from be affected by any fire in the Capsule or outside of the engine. At the same time it serves to maintain the thermal stability of the impermeable layer, preventing it from being affected by very large variations of ‘15 temperature.

7a - ANTI-RIP LAYER (57)

The final finish of each High Impact Inflatable Component may be provided by overlaying it later with a tear and perforation cover or layer (57) made from aramid, carbon or other similarly textile composite fabrics. to be very tear and abrasion resistant while maintaining the elasticity and slight deformation of the torus during any collision. Such fabric is already widespread in the market, for example Honeywell's Spectra ® yarn, which are used by industry to make gloves, sleeves, 25 aprons and hoods to prevent part of the upper limb, or could be hit or maimed by accidents with knives and machetes or incandescent products in the refrigeration industry or in a steel mill, for example

3) LOW SPECIFIC WEIGHT

In order for the inflatable components to be used in aeronautics, they must be very strong and made of very light material. A new generation of nanotechnology-based materials is already on the market, promising to revolutionize the range of new materials that can be made from this technology, for application in virtually every industry, from mechanical to electrical or electronic. . In the specific case of the inflatable component, it will soon be possible to use inflatable components capable of assuming large dimensions, having a radius of 2 or 10 m, and yet while folded they do not occupy more than a fraction of a m3 or weigh more than a few. few kilograms of 10 weight. The article below is very informative about this subject and already gives a small idea of its great potential:

NANOPAPEL: A fairly new material emerging on the market is Nanopapel **, a type of paper made from submicroscopic cellulose fiber particles, about 20 nanometers, 5000 times smaller than the diameter of a hair, which becomes as tear-resistant as a thin sheet of cast iron. It belongs to the same family as the well-known cellophane paper, but has a much higher tensile strength, while ordinary papers can withstand a pressure of just 1 MPa (megapascai). Mechanical tests have shown that nanopapel can withstand 20 pressures of up to 214 mpa. , larger than iron that can withstand up to 130 MPa, being nearly as strong as a steel frame that can withstand pressures of up to 250 Mpa. The tests were done with a 40 mm side nanopaper with a thickness of 50 micrometers, or 0.05 mm. The great advantage of the nanopaper is that it can be bent without breaking, adding flexibility with high surface impact resistance. Nanopapel can also be used in place of the tire, making it possible to build an inner tube up to 10 times lighter than a latex inner tube. '

** See REFERENCE in Annex 8a- METAL LAYER (58)

This last layer is primarily intended to provide protection against the natural friction of air against the outer walls or surfaces of the inflatable capsule during flight at higher speeds if it has not been covered by its corresponding outermost layer. by the fairing of the plane. It can also be used as extra protection against inclement weather such as dust and humidity. From the material point of view the metallized layer 58 is nothing but a thin aluminum foil (or other light and equivalent material) with a thickness ranging from 0.1 mm to 1 mm, thus having some flexibility.

TYPES OF A TYPICAL THYROID VITA IN 3D

Exploded view 51 to 58, Fig. 32, of a toroidal section showing the 8 basic layers of flexible materials constituting the body of each inflatable component.

MODELING:

Making the pure circular torus, Fig. 26, of which the inner tube of a tire is the best example, is relatively easy to make. But when the torus has special shapes, like T i. Fig. 23, flat but elongated, such as ο T2, fig 22, having the same characteristics as T1 but with its stroke interrupted at one end, or as ο T3, fig 21, which besides being elongated is not flat, since The axis of its circumference, besides making curves in the xz plane (width and length), also makes a curve in the y axis (height) rising slightly in front and behind, forming a toroidal part of radius r (9b) almost constant, but of irregular shape, - it is necessary to adopt a more appropriate technique for its modeling. The most viable technique in these cases is first to make a solid wood, pvc or metal matrix with a nonstick surface that has the exact shape of T3, for example. Then using still liquid latex, it will spray around the outer surface of the matrix, ensuring that the latex “skin” thus created always has a constant thickness of n mm. Once solidified, and removed from the shape or matrix, there is a very thin and light latex tube with all the desired mechanical properties, impermeability and flexibility, but in the exact shape of the toroid T3. The same process is repeated. for the other layers. In making the "cap" (58, 59) of the latex inner tube (51, 52), the same can be made individually one at a time (making and taking out of shape) as it can be done at one time, taking shape only after all 7 subsequent layers have been laid (53,54,55,56,57,58). Making the 7 5 layers at once tends to produce a better cover, as the various layers will stick together evenly across their contact surface, avoiding air pockets and slips between the layers. This system is best suited as it allows layers made of carbon mesh or yarn (52, 54) to be perfectly intertwined 10 along the torus, allowing for almost seamless seams and seams and thus more resistant to mechanical stress and impact.

Inflatable capsule in monoblock structure

In summary, the ultimate goal of these inflatable structural components is to form a single cohesive piece in the form of a capsule or airplane fuselage such that during a high intensity mechanical shock, their behavior resembles as closely as possible. of a simple soccer ball; that is, the body must obey the Perfectly Elastic Shock Act. Due to the conical shape of aircraft fuselages, the inflatable capsule 20 also has an oval shape. Resembling a hendball, fig 27.

MAINTENANCE: Generally, because they contain no moving or heavily worn parts, inflatable components tend to have very little maintenance problem.

GEOMETRY.

Another important fact to consider is geometric in nature; In building an inflatable torus capable of withstanding external shocks, there must be some equivalence between the radius r (2) of its tube and the radius R (3) of the torus as a whole. In the model the ratio R / r is approximately equal to 4.30 resulting from the division of 160 cm by 40 cm. For larger Capsule airplanes, radius r should always be close to 1/4 of the largest radius that surrounds the cylindrical fuselage of an airplane. There may be slight variation in this number, plus or minus, but in general the minimum ratio of 1: 4 seems to be the most appropriate.

COLLISION DYNAMICS: Because it is normally 3 times as massive as the outer tubular structure, it can be said that in a violent crash to the ground the capsule will tend to detach from the rest of the airplane's outer structure so that it can actually bounce off. on the ground, or at worst gnawing a longer distance before stopping, which may be vitally important for the survival of passengers and riders after the initial crash, because the larger the braking space, the less impact of the shock over the occupants. See text “A4) Braking space effects on G-force” in Appendix (page 14) where a larger deceleration space interferes with the greater damping of a frontal shock in terms of g.

-15 APPLICATIONS

The use of 'High Impact Inflatable Components' as an example of application in the 'Bunkerj Airplane' project is intended, by its particularity, for any branch of commercial, civil or military aviation where the highest possible level of safety is required, on line or special flights.

“Impact Inflatable Components” can also be used on passenger cars, trucks and road buses. When used as an inflatable bumper, it allows, for example, to significantly cushion the frontal impact of a passenger car against a cargo truck, allowing a gradual sinking of 30 to 50 cm from the smaller vehicle inside the bumper to air, before hitting a more solid metallic obstacle, which can save many lives.

“High Impact Inflatable Components” can also be successfully used in Civil Construction projects, in the construction of self-supporting or ancillary parts for Pavilions, Silos, Bridges, High Towers, Floats, Aerostats and other types of equipment. possible applications where an aeronautical type inflatable component is required.

Chapter 2: Inflatable fuselage Support fuselage for the use of inflatable components:

For all types of fuselage, whether for small aircraft (37) or for larger aircraft fuselage (111,129) they must all have their own design so as to contain both in-ground and base slots (12, 13,14,15). , 16) fig2 and (123, 125) fig53 and HgSS1, of sufficient depth, from 15cm to 20cm, to house the empty inflatable chambers and can also be closed by means of wings (19) fig2 and (124) fig53, which also close along the grooves so that the outer surface of the fuselage remains smooth and flat without offering any resistance to air when in normal flight. Thus, in an emergency, when inflated the inflatable components automatically push the flaps outwards and surround the fuselage, Fig. 43, with the various types of inflatable components '15, thus involving the fuselage within an inflatable enclosure, as if it were an inflatable capsule whose characteristics make it work as a mechanical super shock absorber, also acting as a providential float if the aircraft falls into the water on a transoceanic voyage. The voids or underground of the fuselage can contain all its others. common onboard and navigation equipment (126) fig54, fig57.

The INFLATABLE FUSELAGE (37) is fixed to the other parts of the aircraft through solid tubular structure (92), from which the other elements of the airplane are assembled and fixed, such as wings, engine, tail and rudders.

Why Do Common Planes So Easily Disintegrate in an Accident?

Please note that in the fuselages of an airplane you agree! The relationship between the thickness of the fuselage walls and the width of its internal clearance is very large and therefore breaks easily in an accident. Considering the thickness of aluminum sheets that are less than 5 cm in uniform thickness, for a clearance of 2.50 m and a ratio R1 = 2.50 m / 0.05 m would be about 50 times which is a very high value, but it is a reference anyway. Notice now, in Fig. 29, it can be seen from section 5 of the straight sections of radii R er, taking the example of the 2-seater fuselage, Fig1 and Fig8, that the total uniform thickness is 50 cm for a clearance of 1 cm. , 50 m, the ratio 1.50m / G, 50m gives us a value of only 3. It is easy to see, despite these empirical calculations, that the shorter the distance between the spans of any enclosed structure, the more resistant it becomes to 10 shocks. The "free span" ratio divided by the "wall thickness" is another way of measuring, or predicting, the mechanical resistance of any hollow structure to a strong mechanical collision. Nature teaches us a lot about this; Just compare the mechanical resistance of a Bahia coconut shell against a bird's egg shell, for example. It is true that in the early days of aviation the fuselage was as fragile as the shell of an egg. Today, however, with the advent of new high-strength, low-density materials, we are much closer to making fuselages 10 times stronger than today's, so why not?

“GO FREE / MINOR TOROID DIAMETER:” Note that the thickness of the respective cylindrical walls also increases with increasing free clearance. This is important to highlight the importance of the Capsule's "free span measurement I wall thickness measurement" relationship, as we will see on the next page, and also to get an idea of the clearance required for the various aircraft configurations.

Chapter 3: EXTERNAL INFLATABLE COMPONENT WITH TRIPLE FUNCTION; PARKS, BUMPER AND FLOAT (20, 21)

The Inflatable Component "8b" which is originally retracted or embedded in a slot along the lower part of the fuselage (13) can be replaced by a larger expandable inflatable chamber (20, 21) fig5, such that after inflated , the component may; 1) serve as a parachute for the aircraft itself, causing the fall velocity to be greatly reduced by changing the geometry of the aircraft, since with increasing frictional area (24), so uniform surface area compared to the original front section area (5) fig2 and fig6, - the body's resistance to air will be greatly increased, resulting in a strong deceleration in the fall of the airplane, 2) serving as a stop shock absorber, as this will not cause the plane to collide dry with the ground, but will have a braking space (EF) of at least 1 m (23) fig6, which greatly reduces the impact force is significant, and (3) finally serve as an excellent inflatable component intended for iO to be used as floats if the aircraft falls into the sea and is therefore suitable for transoceanic aircraft.

Chapter 4: INTERNAL INFLATABLE COMPONENT RESIDENT WITH FLOAT FUNCTION

The “Resident Internal Inflatable Component” has two basic functions; 1) to function as a kind of "Vertebraf" column of the traditional metal fuselage of an aircraft, preventing that in a collision with the ground, the fuselage disintegrates completely as it usually happens in these cases. For having very rigid and undeformable walls at the same time very light, it tends to preserve the base structure of the aircraft and as a result, the vertical and transverse yongarines that form the cabin of the passengers and crew and 2) function as a permanent float, allowing in case of a fall in water, The fuselage can float on the water, allowing the entire fuselage to become a 1Iiha5 where passengers and crew can stay sheltered from the cold and strong waves of seawater.There are two basic models of Inflatable Inner Component, one shaped of a cylinder (110) fig54 and another one in the form of a 0 "or elongated toroid (128) fig59. The cylindrical design is suitable for cylindrical section fuselages (111) f ig54 while the toroidal mode is suitable for fuselages that have the straight section in the shape of a "D" lying down, or arc-shaped (129) fig57. A fuselage which is provided with a permanent internal float is constructed such that the float can be fitted into its own structure such that the metal part and the flexible part of the floats can be firmly integrated with each other. To make this possible, between the metal structure and the fabric of the float is placed a fabric-metal interface that can serve as a firm link between these two components of 5 different types of materials. The interface in question is then comprised of the following elements; 1) by a passage frame (114) fig56 integrated with a passage sleeve (112), interconnected at regular intervals by a side and upper cross member (113) through which the cylinder section can pass, the passage frame being then welded between the eaves of the circular section of the fuselage (111), the lower longitudinal drag (117) fig57, and the transverse drag (116) which serves as the base for the airplane floor, on which the seats (127) are accommodated. ), thus closing the basic structure of the fuselage attached to the float. Once there is a virtually indestructible and undeformable central column in the figure of the Inner Cylindrical Float (110). the fuselage can be reinforced by the two sections at both ends (S1 and S2) fig58 or sections 111a and 111b fig56, causing them to be partially secured by traction cables (118,121) made of a lightweight material such as carbon fiber cable which are secured to the respective attachment points and tensioners 20 (120) located at regular intervals on the fuselage circular straight section plate (111). The cables allow the fuselage to remain evenly split in half around the float (110) and thereby remain floating on the water surface. The upper longitudinal beam 119 plays the same role as the inflatable float 110 in counteracting the pull of the cable at the top of the fuselage between points s1 and s2 where only the metal frame exists.

In the fuselage made to contain the toroidal float 128, fig57, fig58, the connecting interfaces between the float fabric and the metals are made in the same way; by the passage frames (114) The passageway (112) and the passageways (113), complemented by the longitudinal (119) and transverse (116) yarns, having as end points the sections S1 (129) and S2 (130). ), joined by the longitudinal yarns (119) and tensioning cables (121) from their fixed points and tensioners (120). The tensioning cables may run along or within the longitudinal yarns 119, as these yarns are also placed at regular intervals around the circular section yarns 129, 130) fig58. The “D” fuselage is best suited for use in transoceanic aircraft, since as the float is wider, and also contains other avionics equipment in the voids (126), it has the great advantage of making its center of gravity CG (132) fig57, is well on the bottom base of the fuselage, preventing the assembly from turning easily, that is, tending to always face upwards or standing, with this float and floor of the fuselage become function immediately as the base of a very firm and stable raft together with the fuselage after falling into the water, staying on the water surface under any weather conditions at sea.The exact location of GC ■ 15 (Center of Gravity ) cannot be accurately determined as it would depend on more complex calculations, which is not the case here, but it is obvious that if 70% of the weight or mass of the aircraft falls below the stringers from the floor (116) the CG will be between the floor and the bottom of the fuselage.

USE OF “RESIDENT INTERNAL INFLATABLE FLOAT” AS ANTI-EXPLOSION ELEMENT

The fact that the Float is constructed of tear-proof fabrics and is highly resistant to external and internal pressures allows it to be used as a protective element for aircraft fuel tanks if they are located underground in the fuselage. In a plane crash where the fuselage disintegrates, the fuel tank almost always punctures as it spreads into the cabin and then catches fire upon contact with the first electric spark or flame it encounters, resulting in the explosion of every device. However if even in a major accident the fuel tanks (133) 30 tc1 (left engine fuel tank) and tc2, right engine fuel tank (133) fig57 are contained within Resident Float (128), there will be no more risk of fuel leakage and explosion. For this purpose the fuel tank tc is placed within an inflatable toroidal component designed for this function of also protecting the fuel tanks and is therefore of a slightly more complex but perfectly fabricable construction. This type of Float, instead of being composed of a single inflatable toroid (1) fig26, where the section is formed by an air containment wall or cover only, is actually formed by a section consisting of a double containment cover, resulting in a geometrical figure known as a “torus shell” of thickness “x” (136) fig57, since in this case there is a torus with two distinct chambers; a central or empty chamber (137) and a shell-shaped outer chamber (136) where air is compressed in order for the torus to have the required stiffness. With this geometry (torus shell) it is then possible to house within the torus along the central section (137) fig59, at ambient pressure, the fuel tanks td and tc2 (133) which communicate with the external environment through Fuel In / Out Nozzles (135). The inside of the torus shell is accessed through an “inspection cap” (134) that can be removed as needed and then replaced and closed, without prejudice to the functioning of the torus as a float and spine of the fuselage.

5. CONCLUSION

The main advantage of high impact inflatable components in the construction of aircraft as in the hypothetical example of a 'Bunker Airplane' is the virtual indestructibility of the aircraft's Crew and Passenger Capsule 25, greatly increasing its chances of survival in small or large shocks or collision with the ground or geographic accidents, common in air accidents. They also have great advantages; 1) virtually insubmersible, ideal for transoceanic or polar airplanes, 2) act as a natural parachute at full engine failure, allowing a much slower fall rate to the ground, 3) function as an efficient thermal shield against fire, smoke or cold for a long time.

Illustrations modeled on the “Inflatable Aircraft Capsule” prototype for n persons should not be construed as limiting factors in the scope of this patent,

Claims (9)

1. "Inflatable Aircraft Capsule" characterized by 4 Inflatable Toroids; T1 (7b) that forms the cabin floor, T2 (8b) and T3 (9b) that form the walls surrounding the cabin and T4 (10b) which form the roof, which are held together while being fixed to the tubular fairing structure 37 and flexible clamps 36 to form a single inflatable, firm and cohesive assembly 105, FIG. 52, thanks to the air pressure P (38) exerted by the inner air chambers (51, 68) against the toroid shield (39, 58, 67), thus functioning as a sufficiently solid and collision-resistant structure to bounce off in the obstacles 47, 58, fig29, without disintegrating, such as an air-filled tire 68, having as its main function the maintenance of the entire Solid Internal Cab 37, functioning as an efficient air bumper over the entire outer surface of the cab ne from the plane. 2. 'Inflatable Aircraft Capsule' as claimed in 1, characterized by MULTI-LAYER INFLATABLE TOROIDS comprised of a tire covered by a High Impact Protective Cover formed by 6 subsequent building layers (51 to 58), stiffened by certain air pressure or other inert and light gas pressure injected and maintained within it, constructed in the following order; 1st LAYER, PNEUMATIC (51), thickness from 0.25 mm to 1 mm; material, latex, rubber, neoprene; CONTAINER LAYER (52 to 58): 2nd ELASTIC TIRE STRENGTH LAYER (52), 3rd WATERPROOF LAYER formed by a 'sandwich' of these 3 thermally bonded intermediate layers under pressure; 3rd Layer, FIRST WATERPROOF FILM (53) of clear plastic, thickness 50 microns to 100 microns; 4th Layer, MESH (§4) spans 4 © 1 mx 1 mm to 5 mm x 5mra; material, textile yarn, carbon fiber or glass; thickness from 0.25 mm to 1 mm; radially, longitudinally and axially to the external surface of the torus; 5th Layer, SECOND WATERPROOF FILM (55), clear plastic film, 50 microns to 150 microns thick; 6th layer, ANTI-THERMAL (56), operating at temperatures from -100 ° C to 800 ° C; flame retardant material, kinasite, fiberglass or rock wool; 7th Layer, ANTI-RIP / DRILL (57), thickness from 0.25 mm to 1 mm; material, woven of carbon fiber yarn, aramid or new emerging nanotube cellulose-like materials which produce a flexible paper, yet as strong as iron; METALIZED layer 8a (58), consisting of a thin aluminum foil or aluminised fabric which is resistant to continuous air friction. "Inflatable Cabin for Airplanes" as claimed in 1, characterized by FLANGE-FLANGE and / or MALE-FEMEA CONNECTIONS comprising a parabolic base fixed (71) to fiange A (77) and a movable parabolic base (60) Fig. 42 between which one of the two ends of the toroidal-shaped protective cap (68) is passed through and attached, being pressed between the walls of the two parabolic bases which are held together by a second fiange of. threaded passage (75, 76), fig 42, which is threaded to the base of the body of fiange A (77), and after fixing the toroid protective cap and passing the outlet of socket (73) fig40, which connects to the air valve 72, fig39 and is to the tire by a vulcanized (fused) plate to the tire 74 which is inside the cover 68 when passing through the holes in the base of the fiange - it can be joined to another fiange B (78) almost identical with the use of screws (79) that are passed through the holes 70, fig38, made in the exposed edges or disc 70 of the fiange, thereby joining two differently shaped torus through their respective couplings 69, fig 37, interspersed with a neoprene disc 64, the which (the flanges AeB) also fit simultaneously through the male-female system (63, 64, 65), making the connections easier and firmer, 4. "Inflatable Aircraft Capsule" as claimed in 1, characterized by a SOLID INTERNAL CABIN (37) containing various "slots" or recesses along the fuselage; 3 at the sides 12, 13, 14 and one at the base 15, Fig. 2, provided with hatches (19), which are used to house the inflatable bumpers when empty and folded along their internal space, similarly. parachute in a backpack, so that in the event of an imminent fall from the aircraft in an emergency, these inflatable bumpers (7b, 8b, 9b, 10b), fig04, may be inflated by a rapid air filling system or inert gas, causing the fuselage to be immediately surrounded and protected against mechanical shock, thus preserving the interior space of the Solid Cabin (37) and persons inside the aircraft, also making the important observation that such a system of Inflatable shocks also have the dual function, mainly, to prevent the aircraft from sinking if it falls in the middle of the sea or very deep water river, functioning as floats or a specific inflatable boat. for the entire aircraft, thus making the plane itself function as an “island” allowing survivors to be sheltered from the dangers of sea and cold within the Solid Cabin itself until the rescue team arrived. . 5. Inflatable Aircraft Capsule: as claimed in 1, characterized by PONTUAL EXTERNAL AIR-BAGs (11b) whose points are embedded within the columns (11) of windows (17) and windshields (20) so that when the actuation is immediately inflated, thus closing the gaps between the bumper T3 and ο T4 where the plane's windows (17) and windshield (20) are located in order to protect the windows and windshields against objects which may be thrown into the airplane as a result of their fall to the ground; thus the inflated external airbag (11b) has the same function as the torus (7b, 8b, 9b, 10b); provide an effective crash-dampening mechanism such as when a runaway plane crashes onto the ground, 6. Inflatable capsule for airplanes: as claimed in 6, characterized by an AIR CONTROL SYSTEM FOR INFLATABLE TOROIDS, FIG. 46, comprising a containment box into which two air valves (82, 89) are fitted. , both connected to the inflatable bumper via 2 vulcanized grommets (86), driven by a servo mechanism such that they can be activated or deactivated via a control panel (91) by means of electrical wires (90), such that when a chip or pilot actuates the inflatable bumper fill button (87), the “Air Inlet” valve registration (82) opens and leaves air from an air tank (83). ), air compressor (84), entering through the air inlet nozzle (81) or even by internal chemical reaction (85) caused by a starter that generates heated hydrogen gas, thus filling the bumper quickly, likewise utilizes one second servomechanism (89) to control the "Air Outlet" (88) of the same inflatable component, which together with the same compressor motor (84) acts as an air exhaust, allowing the inflatable bumper to be retracted into its compartments (7,8,9,10), just as with a landing gear, thus allowing the bumpers to be fully reversible and inflated at the moment most needed. 7. "Inflatable capsule for aircraft" as claimed in 1, characterized by a cylindrical (110) or toroidal (128) shaped 'Internal Inflatable Component' which must be permanently inflated and incorporated into the structure of a cylindrical fuselage (111). or arc-shaped (129) suitable for shelter thereof through a woven-metal interface formed by the passage frame (114) passage sleeve (112) to which it connects to the transverse floor yongerine (116) and Arched yarns (111. 129) at regular intervals through the longitudinal members (119) and the side cross member (113), also noting that the ends of a fuselage section formed by sections SI and S2 may be partially joined by cables. (121) through their attachment points and tensioners (120) stretched in parallel with the longitudinal beams (119) such that said 'Internal Inflatable Component' has the triple function of serving as a 'spine' and principally at the same time as the fuselage resident FLOAT, preventing it from disintegrating or sinking if the aircraft falls overboard and optionally, also as a protective enclosure for the aircraft's TC () fuel tanks, preventing them from being hit or damaged, and consequently cause CT leakage or explosion while allowing use of part of the chamber's empty internal space for a payload, without prejudice to the perfect float functionality, 8. “Inflatable Capsule for Airplanes” as claimed in 4 and 7, characterized by a “FLAT-IN DOOR FUSEL” (111, 129} adapted for; 1) the permanent deployment of “Resident Internal Floats” (110, 128) to which for this purpose is comprised of a woven metal interface formed by the passage frame (114) the passage sleeve (112) to which it connects to the transverse floor longonger (116) and the arched longongerines (111, 129) at intervals through longitudinal struts (119) and side cross member (113), also noting that the ends of a fuselage section formed by sections "SΓ and" S2 \ can be partially joined by prestressing cables (121) through their respective points. anchorages and tensioners (120) stretched in parallel with the longitudinal beams (119) fig56; 2) contain a shelter for external “Inflatable Bumpers” (7b, 8b, 9b, 10b, 11b) through external compartments (12,13,14,15) fig2, and 3) contain a shelter (13,123,125) for use of a “Triple Function Super Inflatable Component” (20,21), namely how; a) “Inflatable Parachute” b) “Inflatable Bumper” and c) “Inflatable External Float” (in this sequence of events) that can be inflated from the same compartment used by torus “8b” (13, 123, 125 ) 9. "Inflatable Aircraft Capsule" as claimed in 1, characterized by two "INFLATABLE COMPONENT COLLECTION SYSTEMS" namely, A) comprised of a linear flat spring (140) which is integral with the inner walls of the chamber fabric Inflatable Ta (9)! so that at rest the flat mold is compressed (141) so that the chamber can be folded (141) inside its compartment (14), closed by flaps (19) during flight, until the moment when used as a bumper, a strong jet of air is injected through compressed air (83) or chemically created expanding gas (sodium azide) into the inflatable chamber causing the inner walls of the chamber to expand rapidly to all sides with which the flat spring is also extended (142) until the chamber is fully inflated (143, 9b), at which time the flat mill will also be fully stretched storing a certain amount of potential energy, causing after the inflatable chamber has been emptied of air, after its use as a preventive or effective bumper or float, the potential energy of the stretched spring prevails and returns to its original resting state of compression (140), collapsing with the new low volume tube, can be folded back and stored inside its compartment (14) until a new inflating / deflating cycle is repeated, and B) another comprising a spiral spring (144) which is integral with the inner wall of the chamber (9), allowing the camera to be folded and stored when in its resting state (145), in its own compartment (14) so far whereby in an emergency or hazardous flight routine (takeoff, landing, forced landing, fall) air is injected into the chamber whereby the chamber expands progressively (146, 147) forcing the coil spring to open up to a maximum aperture point (148) and potential energy storage, the state in which it remains until when the air is emptied (147), the chamber is automatically folded back and stored in its compartment by force of the coil spring to be compressed upon returning to its original resting state (144, 145),