CN110723305A - Relatively stationary aircraft landing gear and control method thereof - Google Patents
Relatively stationary aircraft landing gear and control method thereof Download PDFInfo
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Abstract
A relatively static aircraft landing gear and its control method, the apparatus includes the drive mechanism imbedded in deck, the transport mechanism includes intermediate frame and electric motor, inlay several driven cylinders in the horizontal vertical direction of the intermediate frame, the surface of the driven cylinder is spread with the conveyer belt, the inboard of the conveyer belt is equipped with the carrier roller, two sides of the conveyer belt are set up a plurality of displacement speed sensors; the signal output of the displacement speed sensor is connected with the input of the motor and the brake; the airplane can smoothly take off and land relatively statically by controlling the speed of the conveyor belt and the power of the motor, and the airplane has the characteristic of small occupied space.
Description
Technical Field
The invention belongs to the technical field of airplane landing and particularly relates to a relatively static airplane landing gear and a control method thereof.
Background
Whether the aircraft fighter plane of an aircraft carrier or the takeoff and landing of a civil flight requires the takeoff and landing in a limited space plane as far as possible, an electromagnetic emission technology has been proposed in the beginning of the 19 th century, but the technology is not mature, after decades of exploration and research, various linear emission devices or models based on the electromagnetic induction principle are successively developed and successfully applied to the electromagnetic catapult takeoff of the aircraft carrier, although the research result with epoch-making significance proves that the research on the electromagnetic emission technology can indeed move to a new stage, but is influenced by the technology in the related research field, the next development is very long, due to the self-reason of the device, the development of the technology is only limited to the use on the aircraft carrier, and only can be used for assisting the takeoff, and does not play any deceleration role in the landing process of the aircraft, so that the application range of an electromagnetic catapult system is small, the function is single.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention aims to provide a relatively static aircraft landing gear and a control method thereof, which can realize smooth takeoff and relatively static landing of an aircraft and have the advantage of small occupied space.
In order to achieve the purpose, the invention adopts the technical scheme that:
a relatively static aircraft landing gear comprises a transmission mechanism 1 arranged at one end of a deck 11, wherein the transmission mechanism 1 comprises a middle frame 2 and a motor 7, a plurality of driven rollers 3 are embedded in the horizontal vertical direction of the middle frame 2, a conveyor belt 4 is laid on the surfaces of the driven rollers 3, a bearing carrier roller 5 is arranged on the inner side of the conveyor belt 4, and a plurality of displacement speed sensors 6 are arranged on two sides of the conveyor belt 4; the power output shaft of the motor 7 is connected with the first power input end of the speed reducer 9 through the coupler 10, the second power input end of the speed reducer 9 is connected with the power output end of the brake 8, the power output end of the speed reducer 9 is connected with the power input end of the conveyor belt 4, and the signal output end of the displacement speed sensor 6 is connected with the signal input ends of the motor 7 and the brake 8.
The middle frame 2 is made of 42CrMo steel.
The driven roller 3 is made of stainless steel, steel casting or solid forged alloy steel core.
The conveying belt 4 is a caterpillar made of carbon steel plastic spraying materials.
The bearing carrier roller 5 is made of strip steel plate metal.
The sensor 6 adopts a 10-axis accelerometer module MPU6050 module.
The installation position of the driven roller (3) is vertical to the central line of the middle frame (2).
A method of controlling landing and landing of a relatively stationary aircraft:
the first step is as follows: rolling resistance is denoted by the symbol FwMeaning that the entire fuselage is inclined when the aircraft is landing on the conveyor belt 4, and must therefore also be overcomeThe component of the self-gravity inclined falling, denoted by the symbol FiIndicating that the aircraft is also required to overcome the acceleration resistance during variable-speed operation, denoted by the symbol FjThe total drag for taxiing the aircraft is thus expressed as:
ΣF＝Ff+Fw+Fj+Fi
among the above-mentioned resistances, rolling resistance and air resistance exist under any driving condition, and the tilting component force and acceleration resistance exist under a certain sliding condition, and there is no tilting component force when driving at a constant speed on a horizontal road;
calculating the sliding distance formed by the inertia of the airplane by using the initial speed detected by the displacement speed sensor 6 and the gravity of the airplane; when taxiing on a straight and well-balanced conveyor belt, the aircraft resistance is only rolling resistance FfAir resistance FwAnd acceleration resistance FjThe inherent force balance equation is:
Ff+Fw+Fj＝0 (1)
wherein Ff＝Gf＝G(a+bv) (2)
Wherein G is the total mass (N) of the airplane; f rolling resistance coefficient; a is a constant term in the rolling resistance coefficient; b is a first order coefficient of the rolling resistance coefficient; v is the aircraft speed (m/s), CDIs the air resistance coefficient; ρ is the air density ρ 1.2258N · s2·m4A is the aircraft attack area (m)2) (ii) a Delta is the conversion coefficient of the rotating mass of the airplane tire;
formula (2), formula (3) and formula (4) are taken together into formula (1), and C is ═ CDObtaining Abeta/2 a:
equation (5) is the differential equation of the taxiing motion of the airplane, and the equation separates variables and integrates the variables to obtain:
namely, it is
In the formula v0The initial speed of the aircraft is denoted as v, the speed of a time point is denoted as v, and S is the actual sliding distance after the aircraft lands.
The equation (5) can also be multiplied by the differential ds of the sliding distance S at the same time, and then the integrated value is given by v ═ dsdt:
substituting the formula (6) into the above formula to obtain the final product
When the sliding is terminated, v is 0, S is S, and T is T; s and S are total sliding distance (m), T and T are total sliding time (S), and the following steps are included:
namely, it is
The following can be obtained through chemical solution:
a·eK(2cS+bT)-(a+bv0+cv0 2)＝0 (10)
in the formula
Is a constant;
equation (10) shows the initial sliding velocity v0The relation between the total sliding distance S and the total sliding time T is an algebraic equation taking a, b and c as undetermined coefficients, wherein a is a constant term in a rolling resistance coefficient; b is a first order coefficient of the rolling resistance coefficient; c is the coefficient of the drag when the plane slides;
f(v0,S,T,a,b,c)＝a·eK(2cS+bT)-(a+bv0+cv0 2) (11)
if the parameter v is measured by one sliding at 3 different time points0i、Si、Ti iBy substituting (i ═ 1,2,3) for equation (11) and making it equal to zero, a system of equations for a, b, and c can be obtained.
(a+bv0i+cv0i)＝0(i＝1,2,3) (12)
The numerical solution of the equation set (12) can be solved by software, so that a, b and c can be obtained, the speed of the conveyor belt can be controlled by compiling a control program in the calculation mode, and the relative forbidden landing of the airplane is realized;
the second step is that: transmission belt and tyre friction factor characterization calculation
Modeling the coefficient of friction between the bogie wheel and the conveyor belt of an aircraft, assuming that the elasticity of the tire rubber and the conveyor belt can be described in terms of contact stiffness versus contact damping, there are:
in the formula: f. ofnFor contact pressure, k is contact stiffness, c is contact damping, δ is still the aircraft tire rotational mass transfer coefficient, m1、m2、m3The contact area of three tires of the airplane with the ground; the contact rigidity, the damping coefficient and the damping index are verified through experiments; as described aboveThe friction force during contact can be determined by using equation (14):
ff＝μ(υ)fn(14)
the friction coefficient mu and the relative speed upsilon can be described by adopting a nonlinear relation, and the engagement of the motor and the conveyor belt and the interaction of the conveyor belt and the carrier roller can be described by adopting the contact relation;
the third step: power requirements of conveyor motors for fighter landing speed
Assuming eta as the transmission efficiency of the common rotation of the motor, the reducer and the multiple motors, establishing a Kelchov model:
η＝0.95-0.0017v (15)
wherein eta, eta1、η2The transmission efficiency of the interior of the three transmission devices can be obtained according to the installation position and the rotating speed, P is the output power of each motor, and the other parameters are consistent with the description meanings; from the drag coefficient in equation (1), the output power of the motor can be predicted as long as the maximum output power of the motor (1 × 10)4kw/h) to the work done by the tires when the aircraft lands (200km/h) so that the two reach a relatively stationary range, i.e. stop; when the airplane takes off, the initial speed of the airplane is fast, and the take-off speed of the airplane can be achieved by slightly assisting the conveyer belt to rotate at a high speed (the highest rotating speed of the motor).
Compared with the prior art, the invention has the following advantages:
(1) the realization principle of the device is popular, the manufacture is simple, the prior conveyor belt technology is fully utilized, and more and stronger functions are realized.
(2) The aircraft can be applied to not only aircraft carriers, but also various large airliners, the floor area can be reduced to 1/5 of the airport of a common passenger aircraft, and the space can be fully utilized.
(3) The relatively static aircraft landing gear has higher stability and stronger function than the current electromagnetic ejection system. The aircraft can be accelerated to take-off speed quickly, and the aircraft landing on the runway can be stopped slowly under the relative prohibition condition.
(4) When the airplane lands on a runway, the tires of the airplane are protected to the maximum extent without a braking system, so that the service life of the airplane is greatly prolonged.
(5) For a passenger plane, the smooth landing of the plane not only optimizes the safety of the plane, but also improves the comfort of passengers, indirectly bringing benefits to the airline company.
Drawings
FIG. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic view of the structure of the gear mechanism 1 embedded in the landing gear.
Detailed Description
The present invention is described in detail below with reference to the attached drawings.
As shown in fig. 1, a relatively stationary landing gear for an airplane comprises a transmission mechanism 1 embedded in a deck 11, wherein the transmission mechanism 1 comprises an intermediate frame 2, a plurality of driven rollers 3 are embedded in the horizontal and vertical directions of the intermediate frame 2, a conveyor belt 4 is laid on the surfaces of the driven rollers 3, carrier rollers 5 are mounted on the inner sides of the conveyor belt 4, and a plurality of displacement speed sensors 6 are arranged on two sides of the conveyor belt 4.
As shown in fig. 2, the transmission mechanism 1 further comprises a motor 7, a power output shaft of the motor 7 is connected with a first power input of a reducer 9 through a coupling 10, a second power input of the reducer 9 is connected with a power output of a brake 8, the power output of the reducer 9 is connected with the power input of the conveyor belt 4, a rotating force is provided for the conveyor belt 4, and the speed detected by the sensor 6 is input into the motor 7 to control the rotating speed of the conveyor belt 4 to keep synchronous with the speed of the airplane in real time.
The signal output of the displacement speed sensor 6 is connected with the signal input of the motor 7 and the signal input of the brake 8.
The middle frame 2 is made of 42CrMo steel, and the 42CrMo steel belongs to ultrahigh-strength steel, has high strength and toughness and can be used for supporting the weight of an airplane.
The driven rollers 3 are made of stainless steel, steel castings or solid forged alloy steel cores, and the installation positions of all the driven rollers 3 are required to be perpendicular to the central line of the middle frame 2, so that the left side and the right side of the driven rollers synchronously rotate.
The conveying belt 4 is a caterpillar belt made of carbon steel plastic spraying materials, and is large in conveying load capacity, long in conveying distance, easy to arrange and convenient to control.
The carrier roller 5 is made of strip steel plate metal, has double buffering performance, is high in bearing buffering force and runs stably. Meanwhile, the position of the bearing carrier roller 5 can be adjusted to adjust the deviation degree of the airplane.
The displacement speed sensor 6 adopts a 10-axis accelerometer module MPU6050 module, and realizes control of the motor 7 and the brake 8 of the transmission mechanism 1 by detecting landing speed of the airplane and acceleration change of the airplane, so that relative speed control of the conveyor belt 4 is realized, and synchronous rotation in the same direction or opposite directions is achieved.
The deck 11 is the deck of the aircraft carrier, and the height of the deck is consistent with the horizontal height of the upper surface of the conveyor belt, so that stable landing or taking-off can be realized.
A method of controlling landing and landing of a relatively stationary aircraft:
the first step is as follows: rolling resistance is denoted by the symbol FwMeaning that the entire fuselage is inclined when the aircraft is landing on the conveyor belt, the inclined landing component of its own weight must also be overcome, denoted by the symbol FiIndicating that the aircraft is also required to overcome the acceleration resistance during variable-speed operation, denoted by the symbol FjThe total drag for taxiing the aircraft is thus expressed as:
ΣF＝Ff+Fw+Fj+Fi
among the above-mentioned resistances, rolling resistance and air resistance are present under any driving conditions, and a tilting component force and acceleration resistance are present under certain sliding conditions, and there is no tilting component force when driving at a constant speed on a horizontal road.
And calculating the sliding distance formed by the inertia of the airplane by using the initial speed detected by the sensor and the gravity of the airplane. When taxiing on a straight and well-balanced conveyor belt, the aircraft resistance is only rolling resistance FfAir resistance FwAnd acceleration resistance FjThe inherent force balance equation is:
Ff+Fw+Fj＝0 (1)
wherein Ff＝Gf＝G(a+bv) (2)
Wherein G is the total mass (N) of the airplane; f rolling resistance coefficient; a is a constant term in the rolling resistance coefficient; b is a first order coefficient of the rolling resistance coefficient; v is the aircraft speed (m/s), CDIs the air resistance coefficient; ρ is the air density ρ 1.2258N · s2·m4A is the aircraft attack area (m)2) (ii) a And delta is the conversion coefficient of the rotating mass of the airplane tire.
Formula (2), formula (3) and formula (4) are taken together into formula (1), and C is ═ CDObtaining Abeta/2 a:
equation (5) is the differential equation of the taxiing motion of the airplane, and the equation separates variables and integrates the variables to obtain:
namely, it is
In the formula v0Is the initial speed of taxi, v is the speed of time point, and S is the landing of airplaneActual distance behind.
The two sides of equation (5) can also be multiplied by the differential ds of the sliding distance S at the same time, and the integrated value is obtained by substituting v ═ ds/dt:
substituting the formula (6) into the above formula to obtain the final product
When the sliding is terminated, v is 0, S is S, and T is T; s and S are total sliding distance (m),
t, total time(s) of T glide, then:
namely, it is
Can be obtained by chemical decomposition
a·eK(2cS+bT)-(a+bv0+cv0 2)＝0 (10)
In the formula
Is a constant.
Equation (10) shows the initial sliding velocity v0The relation between the total sliding distance S and the total sliding time T is an algebraic equation taking a, b and c as undetermined coefficients, wherein a is a constant term in a rolling resistance coefficient; b is a first order coefficient of the rolling resistance coefficient; and c is the coefficient of the head-on resistance of the airplane during taxiing.
f(v0,S,T,a,b,c)＝a·eK(2cS+bT)-(a+bv0+cv0 2) (11)
If the parameter v is measured by one sliding at 3 different time points0i、Si、TiiBy substituting (i ═ 1,2,3) for equation (11) and making it equal to zero, a system of equations for a, b, and c can be obtained.
(a+bv0i+cv0i)＝0(i＝1,2,3) (12)
The numerical solution of the equation set (12) can be solved by software, so that a, b and c can be obtained, and the speed of the conveyor belt can be controlled by writing a control program in the calculation mode, so that the relative forbidden landing of the airplane is realized.
The second step is that: transmission belt and tyre friction factor characterization calculation
The internal friction rolling resistance is a dynamic viscoelastic characteristic of the viscoelastic material, which is directly related to a lag angle determined by a dynamic viscoelastic test of the viscoelastic material, and is caused by energy loss caused by hysteresis when stress and strain of materials in the tire periodically change in the rolling process of the tire, and is generally characterized by a loss factor.
Modeling the coefficient of friction between the bogie wheel and the conveyor belt of an aircraft, assuming that the elasticity of the tire rubber and the conveyor belt can be described in terms of contact stiffness versus contact damping, there are:
in the formula: f. ofnFor contact pressure, k is contact stiffness, c is contact damping, δ is still the aircraft tire rotational mass transfer coefficient, m1、m2、m3The contact area of three tires of the airplane with the ground; the contact stiffness and damping coefficient and the damping index need to be verified through experiments. The frictional force of the above-described contact process can be determined by using equation (14).
ff＝μ(υ)fn(14)
The friction coefficient mu and the relative speed upsilon can be described by adopting a nonlinear relation, and the meshing of the motor and the conveyor belt and the interaction of the conveyor belt and the carrier roller can be described by adopting the contact relation.
The third step: power requirements of conveyor motors for fighter landing speed
The speed of the airplane is high during taking off or landing, so that the rotating speed of the conveyor belt is required to reach a certain technical index, which is important for the power requirements of a plurality of motors, and the motors with high rotating speed and large load are selected according to the technical index; assuming eta as the transmission efficiency of the common rotation of the motor, the reducer and the multiple motors, establishing a Kelchov model:
η＝0.95-0.0017v (15)
wherein eta, eta1、η2The transmission efficiency of the interior of the three transmission devices can be obtained according to the installation position and the rotating speed, P is the output power of each motor, and the other parameters are consistent with the description meanings; according to the resistance coefficient in (1), the output power of the motor can be predicted as long as the maximum output power of the motor is (1 × 10)4kw/h) reached the work done by the tires when the aircraft landed (200km/h) so that the two reached a relatively stationary range between them, i.e. stopped. When the airplane takes off, the initial speed of the airplane is fast, and the take-off speed of the airplane can be achieved by slightly assisting the conveyer belt to rotate at a high speed (the highest rotating speed of the motor).
The working principle of the invention is as follows: the speed of the airplane is detected in real time through the displacement speed sensor 6, and the same-direction or reverse-direction rotating speed of the motor is calculated according to the size of the tire of the airplane. If the speed-adjustable flying-off device is used for flying-off of the airplane, the instantaneous same-direction rotating speed of the motor 7 is enabled to be maximum, and the inertia speed of the airplane can be enabled to reach the flying-off speed of the airplane by the aid of the speed of the airplane; if the speed control device is used for the landing process of the airplane, the rotating speed of the conveyor belt 4 rotating in the reverse direction is controlled at any moment according to the self speed of the airplane when the airplane lands and the acceleration under the action of the friction force on the conveyor belt 4 until the airplane stops.
Claims (8)
1. A relatively stationary aircraft landing gear, characterized by: the device comprises a transmission mechanism (1) arranged at one end of a deck (11), wherein the transmission mechanism (1) comprises an intermediate frame (2) and a motor (7), a plurality of driven rollers (3) are embedded in the horizontal vertical direction of the intermediate frame (2), a conveyor belt (4) is laid on the surface of each driven roller (3), a bearing carrier roller (5) is arranged on the inner side of each conveyor belt (4), and a plurality of displacement speed sensors (6) are arranged on two sides of each conveyor belt (4); the power output shaft of the motor (7) is connected with the first power input end of the speed reducer (9) through the coupler (10), the second power input end of the speed reducer (9) is connected with the power output end of the brake (8), the power output end of the speed reducer (9) is connected with the power input end of the conveyor belt (4), and the signal output end of the displacement speed sensor (6) is connected with the signal input ends of the motor (7) and the brake (8).
2. A relatively stationary aircraft landing gear according to claim 1, wherein: the middle frame (2) is made of 42CrMo steel.
3. A relatively stationary aircraft landing gear according to claim 1, wherein: the driven roller (3) is made of stainless steel, a steel casting or a solid forged alloy steel core.
4. A relatively stationary aircraft landing gear according to claim 1, wherein: the conveyor belt (4) is a caterpillar made of carbon steel plastic spraying materials.
5. A relatively stationary aircraft landing gear according to claim 1, wherein: the bearing carrier roller (5) is made of strip steel plate metal.
6. A relatively stationary aircraft landing gear according to claim 1, wherein: the displacement velocity sensor (6) adopts a 10-axis accelerometer module MPU6050 module.
7. A relatively stationary aircraft landing gear according to claim 1, wherein: the installation position of the driven roller (3) is vertical to the central line of the middle frame (2).
8. An aircraft landing and landing control method according to any one of claims 1 to 7, characterised in that:
the first step is as follows: rolling resistance is denoted by the symbol FwIt is shown that the whole fuselage is inclined when the aircraft is landing on the conveyor belt (4), so that the inclined landing component of the own weight must also be overcome, denoted by the symbol FiIndicating that the aircraft is also required to overcome the acceleration resistance during variable-speed operation, denoted by the symbol FjThe total drag for taxiing the aircraft is thus expressed as:
ΣF＝Ff+Fw+Fj+Fi
among the above-mentioned resistances, rolling resistance and air resistance exist under any driving condition, and the tilting component force and acceleration resistance exist under a certain sliding condition, and there is no tilting component force when driving at a constant speed on a horizontal road;
calculating the sliding distance formed by the inertia of the airplane by using the initial speed detected by the displacement speed sensor (6) and the gravity of the airplane; when taxiing on a straight and well-balanced conveyor belt, the aircraft resistance is only rolling resistance FfAir resistance FwAnd acceleration resistance FjThe inherent force balance equation is:
Ff+Fw+Fj＝0 (1)
wherein Ff＝Gf＝G(a+bv) (2)
Wherein G is the total mass (N) of the airplane; f rolling resistance coefficient; a is a constant term in the rolling resistance coefficient; b is a first order coefficient of the rolling resistance coefficient; v is the aircraft speed (m/s), CDIs the air resistance coefficient; ρ is the air density ρ 1.2258N · s2·m4A is the aircraft attack area (m)2) (ii) a Delta is the conversion coefficient of the rotating mass of the airplane tire;
formula (2), formula (3) and formula (4) are taken together into formula (1), and C is ═ CDObtaining Abeta/2 a:
equation (5) is the differential equation of the taxiing motion of the airplane, and the equation separates variables and integrates the variables to obtain:
namely, it is
In the formula v0The initial speed of the aircraft is denoted as v, the speed of a time point is denoted as v, and S is the actual sliding distance after the aircraft lands.
The two sides of equation (5) can also be multiplied by the differential ds of the sliding distance S at the same time, and the integrated value is obtained by substituting v ═ ds/dt:
substituting the formula (6) into the above formula to obtain the final product
When the sliding is terminated, v is 0, S is S, and T is T; s and S are total sliding distance (m), T and T are total sliding time (S), and the following steps are included:
namely, it is
The following can be obtained through chemical solution:
a·eK(2cS+bT)-(a+bv0+cv0 2)＝0 (10)
in the formulaIs a constant;
equation (10) shows the initial sliding velocity v0The relation between the total sliding distance S and the total sliding time T is an algebraic equation taking a, b and c as undetermined coefficients, wherein a is a constant term in a rolling resistance coefficient; b is a first order coefficient of the rolling resistance coefficient; c is the coefficient of the drag when the plane slides;
f(v0,S,T,a,b,c)＝a·eK(2cS+bT)-(a+bv0+cv0 2) (11)
if the parameter v is measured by one sliding at 3 different time points0i、Si、Tiif i (i ═ 1,2,3) is substituted for equation (11) and is equal to zero, a system of equations for a, b, and c can be obtained.
(a+bv0i+cv0i)＝0(i＝1,2,3) (12)
The numerical solution of the equation set (12) can be solved by software, so that a, b and c can be obtained, the speed of the conveyor belt can be controlled by compiling a control program in the calculation mode, and the relative forbidden landing of the airplane is realized;
the second step is that: transmission belt and tyre friction factor characterization calculation
Modeling the coefficient of friction between the bogie wheel and the conveyor belt of an aircraft, assuming that the elasticity of the tire rubber and the conveyor belt can be described in terms of contact stiffness versus contact damping, there are:
in the formula: f. ofnFor contact pressure, k is contact stiffness, c is contact damping, δ is still the aircraft tire rotational mass transfer coefficient, m1、m2、m3The contact area of three tires of the airplane with the ground; the contact rigidity, the damping coefficient and the damping index are verified through experiments; the friction force of the above-mentioned contact process can be determined by using equation (14):
ff＝μ(υ)fn(14)
the friction coefficient mu and the relative speed upsilon can be described by adopting a nonlinear relation, and the engagement of the motor and the conveyor belt and the interaction of the conveyor belt and the carrier roller can be described by adopting the contact relation;
the third step: power requirements of conveyor motors for fighter landing speed
Assuming eta as the transmission efficiency of the common rotation of the motor, the reducer and the multiple motors, establishing a Kelchov model:
η＝0.95-0.0017v (15)
wherein eta, eta1、η2The transmission efficiency of the interior of the three transmission devices can be obtained according to the installation position and the rotating speed, P is the output power of each motor, and the other parameters are consistent with the description meanings; from the drag coefficient in equation (1), the output power of the motor can be predicted as long as the maximum output power of the motor (1 × 10)4kw/h) to the work done by the tires when the aircraft lands (200km/h) so that the two reach a relatively stationary range, i.e. stop; when the airplane takes off, the initial speed of the airplane is fast, and the take-off speed of the airplane can be achieved by slightly assisting the conveyer belt to rotate at a high speed (the highest rotating speed of the motor).
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| CN103010475A (en) * | 2011-09-26 | 2013-04-03 | 陈新康 | Device for transmitting, boosting and lifting runway by multistage motive unit |
| CN104002983A (en) * | 2014-05-30 | 2014-08-27 | 陈亮 | Aircraft take-off and landing device |
| CN204323705U (en) * | 2014-07-15 | 2015-05-13 | 刘永强 | The ultrashort runway of conveyor type |
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