CN112520056A

CN112520056A - Aircraft clutchable take-off and landing system with accelerating tunnel and supporting suction disc

Info

Publication number: CN112520056A
Application number: CN201910931076.9A
Authority: CN
Inventors: 刘本林; 刘溪清; 陈湘
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-09-19
Filing date: 2019-09-19
Publication date: 2021-03-19

Abstract

The aircraft clutchable taking-off and landing system with the accelerating tunnel and the supporting suction cups is characterized in that a taking-off and landing device is kept on an airport to form an electromagnetic track, a taking-off platform and a landing platform, and in order to avoid adverse effects of airflow formed by acceleration of the taking-off and landing platform on a landing aircraft coming later, the taking-off and landing platform accelerates in the tunnel or the tunnel to realize synchronization with the landing aircraft. After the landing platform and the landing airplane are synchronized, the landing platform and the synchronized airplane are connected through the sucking disc. The take-off platform and the landing platform adopt a front-back two-half structure, and the vehicle mainly responsible for carrying the airplane in an airport adopts a left-right two-half structure, so that the take-off platform and the vehicle can conveniently realize the mutual transfer of the airplane and enable the airplane to more professionally complete various operations on the ground.

Description

Aircraft clutchable take-off and landing system with accelerating tunnel and supporting suction disc

The invention relates to an airplane landing and airport walking device and an operation method.

The take-off and landing system is an indispensable device for the take-off and landing process of the airplane. In flight, the current landing gear system is then "burdened". In fact, the problem is that the landing gear has weak function and is difficult to deal with various complex situations in the landing and taking-off processes of the airplane. The problem that the air crash occurs twice continuously in half a year and the common stop-and-fly Boeing 737-Max of the same airplane type is caused is that the take-off and landing system cannot meet the design requirement of the airplane. The well-known crash incident of a supersonic airliner is also too reluctant to directly relate to landing gear function. Since 2002, functional components for taking off and landing of the airplane and walking on the airport are separated from the airplane integrally to form a take-off and landing system which is separated during taking off and butted during landing and does not fly along with the airplane and can be separated and separated.

As early as more than 10 years ago, in patent applications 02142382.2 and 02158333.1, the concept of an aircraft clutchable take-off and landing system was proposed: during taking off, the airplane is pushed to take off in an accelerated manner by the acting force between the electromagnetic track and the take-off and landing platform, after the rated speed is reached, the take-off and landing platform is separated from the airplane, the airplane is lifted off, the take-off and landing platform is left on the ground of an airport, and the speed is reduced by the pressure between the take-off and landing platform and the track until the airplane stops. When the airplane lands, the take-off and landing platform firstly realizes the synchronization with the airplane (the plane position is the same and the speed is the same) by depending on the acting force of the electromagnetic track, the take-off and landing platform is connected with the airplane by the erected blocking landing platform, and then the airplane is decelerated by utilizing the electromagnetic force obtained by the take-off and landing platform from the electromagnetic track, so that the landing process of the airplane is finished, and the take-off and landing platform can also finish the ground motion of an airport. Therefore, the weight of the airplane flying in the air can be reduced, the airplane has larger takeoff power, and the functions of the takeoff and landing system are enhanced.

Of course, there is a problem in the above design that, according to the concept of synchronous stopping landing, when the landing aircraft is in low altitude and flies close to the landing track and reaches a predetermined distance from the takeoff and landing platform (here, the landing platform is referred to as the takeoff platform and the landing platform, the same applies below), the takeoff and landing platform starts accelerating in front of the flight path of the aircraft, the aircraft catches up with the accelerating takeoff and landing platform at the back, and when the aircraft catches up with the aircraft at a balanced position, the speeds of the two are the same, and then the stopping and landing frame is lifted and butted with the aircraft. Obviously, the airflow generated by the acceleration process of the take-off and landing platform interferes with the level flight state of the landing aircraft coming later, and the disturbance of the take-off and landing platform acceleration airflow can have serious consequences because the landing aircraft is already at low altitude. In addition, the rapid lifting of the landing gear in front of the wing and the safe and reliable deceleration of the aircraft are complicated and problematic operations, which may raise the risk of collision between the landing gear and the aircraft. These needs have improved.

In order to achieve the consistent movement speed of the landing aircraft and the take-off and landing platform when the plane positions coincide, the take-off and landing platform in a static state needs to start accelerating right in front of the landing aircraft. In this way, the airflow generated during the acceleration movement of the take-off and landing platform will interfere with the subsequent flight of the landing aircraft in a low altitude flat flight state, and measures are required to reduce or eliminate the influence of the airflow generated by the acceleration movement of the take-off and landing platform on the flight process of the landing aircraft.

For the interference of the air flow of the take-off and landing platform on the landing airplane, the solution is that the electromagnetic track is provided with a tunnel or a tunnel part and a front slope part connected with the ground electromagnetic track, when the airplane lands, the landing platform performs accelerated motion in the tunnel or the tunnel, and when the airplane ascends to the ground part of the electromagnetic track through the front slope, the landing platform and the airplane are synchronized. That is, the track for accelerating the landing platform 2 is arranged in front of the tunnel 31 with proper depth, so that the airflow interference generated by the acceleration of the landing platform 1 is far away from the flight path of the landing aircraft 1. Further, if a cover is placed over the tunnel (at which time the tunnel is converted into a tunnel), the disturbance of the airflow to the landing aircraft 1 by the acceleration of the takeoff and landing platform 2 can be completely eliminated. In order to connect the tunnel 31 with the conventional landing stage track 32, a front ramp 311 and a rear ramp 312 are also provided.

If the landing platform (the landing platform refers to the landing platform having landing platform, the same below) 2 accelerates in the tunnel 31 and completes the synchronization process with the landing aircraft 1, even if the landing aircraft 1 and the landing platform 2 have the same plane position and the same speed, the landing platform 2 turns to the uniform motion on the front ramp 311 consistent with the landing aircraft 1 in the plane position, and the movement of the landing platform 2 on the front ramp 311 is the motion approaching the landing aircraft 1 along the vertical direction at the uniform motion. This forms a prelude to the docking operation of the landing pad with the aircraft.

Since the operation of the landing platform 2 on the front ramp 311 is in fact part of the docking process, it is naturally necessary to coincide with the direction of operation of the landing aircraft 1, i.e. the direction of the

electromagnetic tracks

31 and 32. The rear ramp 312, however, as an auxiliary passage for the landing platform 2 into the tunnel 31, is not directly related to the direction of movement of the landing aircraft 1. The rear ramp 312 may be located at the side of the pit or may communicate with the landing stage pit 31 through an arcuate auxiliary channel. In fact, a landing platform 2 parking lot can be arranged on the tunnel plane at the position of the rear ramp 312, and a plurality of landing platforms of various types (including some emergency rescues) are parked for standby. In addition, from the engineering point of view, the joints between the tunnel 31 and the front ramp 311 and between the front ramp 311 and the electromagnetic track 32 should be an arc surface with a large enough radius to ensure the smoothness of the operation of the landing platform 2.

In order to realize the stable butt joint of the landing platform and the landing airplane, a support sucker is arranged on the landing platform and the lifting height of the support sucker is controlled by a hydraulic system, after the landing platform and the airplane ascend to the ground through a front ramp, the support sucker ascends from the landing platform through the hydraulic system and is connected with the airplane through negative pressure or electromagnetic interaction after contacting with the landing airplane to form an airplane-landing platform combination, then the hydraulic system of the support sucker reduces and pulls the airplane to reduce the height, and the electromagnetic force between the landing platforms of an electromagnetic rail is utilized for reducing the speed. An anti-floating structure is arranged between the electromagnetic track and the take-off and landing platform to prevent the take-off and landing platform from floating due to inertial centrifugal force and pulling force of an airplane.

The orientation of the fuselage of the landing aircraft 1 is often not perfectly parallel to the

tracks

31 and 32 due to the wind direction, and the flight path of the aircraft 1 cannot be perfectly centered on the

electromagnetic tracks

31 and 32, which all need to be dealt with during landing at the landing platform 2.

The horizontal position adjusting system of the lifting platform mainly comprises two groups of movable suckers, namely a front movable sucker 211 and a rear movable sucker 221.

In order to facilitate various operations of the airplane 1 after landing in an airport, the take-off platform and the landing platform adopt a front-back two-part structure, namely the take-off platform is composed of a front part and a rear part which can be separated and combined, and the vehicle-carrying locomotive adopts a left-right two-part structure, namely the vehicle-carrying locomotive is composed of a left part and a right part which can be separated and combined. Namely, the landing platform 2 is divided into a front landing platform 21 and a rear landing platform 22 which can be clutched, namely, the landing platform 2 has a front-rear halving structure, and the two parts are connected at the middle part 20.

The lifting platform comprises several sets of

fixed suction cups

212 and 213, etc. in addition to the driving and supporting mechanism cooperating with the

electromagnetic tracks

31 and 32 and the moving

suction cups

211 and 221.

When the airplane 1 lands on the landing platform 2, firstly, the airplane 1 and the landing platform 2 are synchronized (the plane projection position is the same, the speed is also the same), then the

movable sucker seats

211 and 221 are transversely moved to enable the

movable suckers

2111 and 2211 to be lifted in a hydraulic or pneumatic mode to be in contact with the airplane body after the

movable sucker seats

211 and 221 are overlapped with the airplane body of the airplane 1 on the plane position, and the

movable suckers

2111 and 2211 are connected with the airplane body of the airplane 1 in a negative pressure sucker mode or an electromagnetic sucker mode; at the moment, the body position is still higher, the

movable sucker seats

211 and 212 are transversely adjusted to adjust the body position of the landing aircraft 1 to the middle preset position, and meanwhile, the body height of the landing aircraft 1 is reduced through the

suckers

2111 and 2211 by using the hydraulic oil cylinders for moving the

sucker seats

211 and 221. When the landing aircraft 1 body reaches the middle position of the landing platform 2, the

suction cups

2121 and 2131 on the fixed

suction cup seats

212 and 213 can be lifted up hydraulically or pneumatically and connected with the landing aircraft 1. By the movable sucker, the height of the airplane is reduced, and the electromagnetic braking force between the track 3 and the take-off and landing platform 2 is transferred, so that the take-off and landing platform 2 and the landing airplane 1 are decelerated together. Until all landing operations are completed.

The

suction cups

2111 and 2211 can be divided into a negative pressure suction cup and an electromagnetic suction cup. In general, since the suction cups may have a soft rubber contact surface, the mobile suction cup that is initially in contact with the landing aircraft should be selected similarly to the suction cup. The electromagnetic chuck has larger and more stable suction force and can be used for connecting the landing platform 2 with the airplane 1 in the braking process. Two types of suction cup combinations are also contemplated: and after the negative pressure sucker completes the butt joint operation, starting the electromagnetic sucker. The electromagnetic chuck needs a proper part of the airplane to be provided with a soft magnetic material structure for corresponding configuration, and the negative pressure chuck only needs the corresponding operation part of the airplane to be relatively flat.

At the end of the rail 3 a arrester mechanism between the landing platform 2 and the rail 3 can be set up. When the electromagnetic braking between the track and the lifting platform can not complete the preset braking task, the arresting cable can be used as an emergency scheme.

The landing platform 2 is provided with a fire extinguishing device and an air bag device, and can emergently treat the events of engine ignition and mailbox oil leakage when the landing aircraft 1 lands.

The landing process of the landing platform 2 and the aircraft 1 is softer and more reliable than the landing process of the aircraft through the landing gear during the flying and landing. If the docking of the take-off and landing platform 2 with the landing aircraft 1 fails, the aircraft 1 in low altitude flat flight can naturally enter a fly-back state.

When the aircraft 1 lands, the landing platform 2 needs to undergo a large acceleration (deceleration) operation during landing and takeoff so as to realize docking and braking operations with the landing aircraft 1 at a short distance. The landing platform should therefore be designed "in brief", possibly with emergency airbags, basic fire protection, lighting and positioning facilities, in addition to a series of suction cups (trays) and drive and support mechanisms. The operations of the landing aircraft 1 at the airport, such as passenger exchange, maintenance, refueling and garbage disposal, are difficult to consider in the design of the landing platform.

These operations of the aircraft at the airport may be carried out by the carrier vehicle 4. The vehicle 4 may also be referred to as a "take-off and landing platform companion" or "airport nanny for aircraft". The vehicle carrying mechanism 4 may be configured to have a left-right two-part structure, corresponding to the "lifting platform having a front-rear two-part structure". The left and right split structure vehicle comprises a left side vehicle 41, a right side vehicle 42, the left side vehicle 41 comprises a wheel system,

hydraulic oil cylinders

411 and 412 of the left side vehicle and

trays

4111 and 4121, the right side vehicle also comprises a wheel system,

oil cylinders

421 and 422 of the right side vehicle and trays 4211 and 4212. By virtue of its wheel system, the left 41 and right 42 vehicles can be combined with the landing gear 2 of the aircraft 1 close to it; the two parts of the

vehicle

41 and 42 are spliced into a vehicle whole 4 between the combination of the airplane 1 and the take-off and landing platform 2, and then the airplane 1 is lifted from the take-off and landing platform 2 through the hydraulic oil cylinder 411, the tray (suction)

trays

4111 and 412, the tray suction cups 4121, the hydraulic oil cylinder 421, the

tray suction cups

4211 and 422 and the tray suction cups 4221 to take over each tray suction cup of the take-off and landing platform 2, so as to form the combination of the airplane 1 and the vehicle 4. The landing platform 2 is detached from the junction 20 in front and back to form a front and a

back part

21 and 22 at a distance so that the aircraft 1-vehicle 4 combination leaves the electromagnetic track. When the aircraft 1-carrying locomotive 4 is removed, the two portions of the

landing pads

21 and 22 can be recombined for the next landing pad operation.

And vice versa: in the middle of an electromagnetic track for running of the airplane-carrier locomotive to take off, the front and

rear parts

21 and 22 of the take-off and landing platform are respectively positioned at the front and rear positions of the airplane-carrier locomotive combination, and then the front and

rear parts

21 and 22 of the take-off and landing platform are combined to replace the carrier locomotive to form the airplane-take-off and landing platform combination. The vehicle is separated into two

parts

41 and 42 from the middle position and leaves from two sides. Then the airplane ready state can be formed.

After the loading vehicle is introduced, the take-off and landing platform is subdivided into a professional take-off platform and a professional landing platform according to different functions. The landing platform allows the airplane to land, the vehicle assists the airplane to complete various operations on the airport ground, and the take-off platform is responsible for the take-off operation of the airplane. Various professional equipment of the airplane is used, so that various operations of the airplane are more efficient and reliable.

As the loading vehicle does not need to consider the violent acceleration and deceleration operation of the take-off and landing platform, complete auxiliary facilities can be set for various auxiliary operations of the airplane at the airport. Except the gangway ladder and the detection equipment, the garbage storage structure, fresh water supplement and small oil depot and the rest room for ground service personnel of the airplane can be further arranged, so that various auxiliary works can be efficiently and reliably completed after the airplane lands.

FIG. 1 is a schematic view of a pit arrangement of a landing platform;

FIG. 2 is an operational curve of a clutchable take-off and landing system;

FIG. 3 is a schematic diagram of a basic structure of a landing platform;

FIG. 4 is a schematic view of a landing pad-carriage configuration;

fig. 5 is a schematic view of a truck-lift station configuration.

In the future, various operations and movements of commercial airplanes in airports are realized by a vehicle which generally adopts a left-right halving structure, each halving mechanism is provided with independent functional mechanisms such as power, walking and control, and the like, and also comprises working units such as an oil depot, a water source, a rest room, garbage collection and storage, fire fighting, gangways and the like. When the airplane needs to take off, the carrier locomotive carries the airplane to the center of the take-off section of the take-off and landing track, the front and rear two take-off platforms approach the airplane-carrier locomotive combination of the cross-track from the front and rear parts, then the carrier locomotive is replaced to load the airplane to form the airplane-take-off platform combination, the carrier locomotive is separated from the airplane and leaves the airplane-take-off platform combination in a left-right two-part mode. When the airplane takes off, the engine is started, meanwhile, thrust is obtained through the electromagnetic track of the take-off platform, after the preset speed is reached, the taking-off airplane is separated from the take-off and landing platform, the airplane continuously climbs and flies by means of the thrust of the engine, the take-off platform is braked through the electromagnetic track, is reserved on the ground, returns to the take-off section of the track through the auxiliary track, is divided into two parts in front and back, and waits for the next take-off task.

When the landing aircraft flying in the sky arrives at a destination airport to obtain landing permission, after the aircraft arrives at a preset distance D0, the aircraft continues to fly horizontally along a straight line (a landing curve section l), firstly, a wireless connection is formed with a take-off and landing platform in a landing tunnel, the landing platform is started to accelerate from a point O (a landing curve section c), and when the aircraft passes through a point G and is positioned right above the landing platform, the speed of the landing platform is just consistent with that of the aircraft. The landing platform then enters the front ramp to ascend, and meanwhile, the movable suckers on the landing platform are coordinated with the position of the machine body, and the suckers just face to preset positions on the machine body. When the landing platform completes the movement of the front ramp and rises to the track level position, the tray is facing the predetermined docking position and is already quite close, for example only 1 meter away. After that, the movable tray (sucking disc) rises under the action of hydraulic pressure, when the soft rubber on the upper part of the movable tray (sucking disc) is contacted with the airplane body, the sucking disc provides negative pressure and is changed into a sucking disc, the airplane is preliminarily connected, and the airplane-landing platform combination is formed. The suction cups that have been connected to the aircraft are moved to a central position and pulled down by the hydraulic system, lowering the altitude of the landing aircraft. When the landing airplane reaches the central position of the landing platform along with the movable suction cup, the fixed suction cup rises under the action of hydraulic pressure and is butted with the landing airplane, the fixed suction cup is converted into the suction cup through negative pressure or electromagnetic force after being contacted, the height of the landing airplane is further reduced, and the braking acting force of the electromagnetic track is transmitted, so that the airplane-landing platform combination is decelerated (landing curves f1 and f 2). When the airplane-landing platform stops moving on the electromagnetic track, the left half and the right half of the carrying locomotives approach the airplane-landing platform combination from two sides, after the carrying locomotives are combined from left to right, the supporting suction cups are lifted to replace the supporting suction cups of the landing platforms to support the airplane to form the airplane-carrying locomotive combination, the front half and the rear half of the landing platforms leave the airplane-carrying locomotive combination from the front direction and the rear direction, the airplane-carrying locomotive combination can leave the electromagnetic track and go to other positions of an airport, and various operations such as passenger exchange, maintenance, refueling and the like are completed.

Claims

1. An aircraft clutchable aircraft take-off and landing system for keeping take-off and landing equipment at airport features that the electromagnetic track has a tunnel or tunnel part and a front slope part connected to the ground electromagnetic track, and when the aircraft is landed, the landing platform can make acceleration movement in the tunnel or tunnel and can be raised to the ground part of electromagnetic track via front slope to realize the synchronization with aircraft.

2. The aircraft clutchable aircraft taking off and landing system of claim 1, wherein the landing pad has a suction cup for controlling the lifting height by a hydraulic system, the landing pad is synchronized with the aircraft and ascends to the ground through a front ramp, the suction cup is lifted from the landing pad by the hydraulic system, and is connected with the aircraft through negative pressure or electromagnetic interaction after contacting with the landing aircraft to form an aircraft-landing pad combination, and then the aircraft is pulled to reduce the height by the hydraulic system reduction of the suction cup, and the electromagnetic force between the landing pads of the electromagnetic rail is used for reducing the speed.

3. The clutchable aircraft taking off and landing system of claim 1, wherein the take-off platform and the landing platform are in a front-rear two-part structure, i.e., the take-off platform is formed by a front part and a rear part which can be separated and combined, and the vehicle-carrying vehicle is in a left-right two-part structure, i.e., the vehicle-carrying vehicle is formed by a left part and a right part which can be separated and combined.

4. The aircraft clutchable aircraft take-off and landing system of claim 3, wherein the left and right halves of the vehicle approach the aircraft-landing pad assembly from both the left and right sides, and when the vehicle is engaged, the suction cup is raised to support the aircraft to form the aircraft-vehicle assembly, and the take-off and landing pads are spaced along the electromagnetic track in both the fore and aft directions to facilitate the aircraft-vehicle assembly to exit the electromagnetic track.

5. The clutched airplane take-off and landing system of claim 3, wherein after the airplane-carrier combination moves above the electromagnetic track, the two separate take-off platforms at the front and back approach the airplane-carrier combination from the front and back sides, and after the two take-off platforms are combined, the airplane is supported by means of a mechanism such as a suction cup on the take-off platform to form the airplane-take-off platform combination, and the carrier is separated along the left and right directions so that the airplane-take-off platform combination can operate the airplane to take off on the electromagnetic track.