JP2006137289A - Thrust-providing device for takeoff of aircraft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a thrust-providing device for takeoff of an aircraft, usable with a conventional takeoff method for an aircraft, without causing trouble in takeoff of the aircraft, and without causing weight increase of the aircraft, that can be easily applied to an existing runway. <P>SOLUTION: On both sides of the runway RW, there are provided the guide ways 21 provided lengthwise of the runway RW, carriages 22 to travel along the guide ways 21, a beam 23 provided between the carriages 22, and strut holding means 40 installed on the beam 23 to push front leg struts and/or main leg struts 1a from the rear side of the advance direction during takeoff roll of the aircraft 1. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an aircraft take-off thrust imparting device.

An aircraft take-off thrust imparting device includes a run rail laid on a runway and an onboard vehicle that slides on the run rail and imparts propulsive force to the aircraft placed on the upper surface. Is known (see, for example, Patent Document 1).
Further, a configuration is known in which a primary side coil of a linear motor is installed on either the aircraft side or the runway side, and a secondary side electromagnet is installed on the other side (see, for example, Patent Document 2).
JP-A-4-218500 (FIG. 1) JP-A-5-16897 (FIG. 1)

However, in the invention disclosed in Patent Document 1, since a runway is laid at the center of the runway, the conventional takeoff method of an aircraft cannot be used together, and the runway is used for landing of an aircraft. There was a problem that the use efficiency of the runway was bad because it could not be done.
In addition, the invention disclosed in Patent Document 2 requires that the secondary side electromagnet or primary side coil of the linear motor be mounted on the aircraft side, increasing the weight of the aircraft and lowering the runway surface. In addition, the primary side coil or secondary side electromagnet of the linear motor has to be embedded, and there is a problem that it is difficult to apply to the existing runway.

  The present invention has been made in view of the above circumstances, and can be used in combination with a conventional take-off method of an aircraft, does not hinder the landing of the aircraft, does not accompany an increase in the weight of the aircraft, Another object of the present invention is to provide an aircraft take-off thrust imparting device that can be easily applied to an existing runway.

The present invention employs the following means in order to solve the above problems.
The take-off thrust imparting device for an aircraft according to claim 1, a guideway provided on both sides of the runway along a direction in which the runway extends, a carriage driven along the guideway, A beam provided between the carriages, and strut clamping means that is attached to the beam and pushes the front leg strut and / or the main leg strut of the aircraft from the rear side in the traveling direction during takeoff of the aircraft. To do.
According to such an aircraft take-off thrust imparting device, the beam and strut clamping means move along the runway along with the carriage that runs along the guideways provided on both sides of the runway. A propulsive force and a braking force different from the thrust by the engine and the braking force by the wheel brake are applied.

The take-off thrust imparting device for an aircraft according to claim 2, wherein the strut clamping means includes a moving part and scissors for clamping a front leg strut and / or a main leg strut of the aircraft, and the scissors The moving part is attached to the beam via a moving part, and the moving part is configured to be movable along the extending direction of the beam.
According to such an aircraft take-off thrust imparting device, the moving part can move in the beam extending direction (that is, in the width direction of the runway, in other words, in the Y-axis direction (left-right direction) of the beam). Even if the aircraft receives a crosswind during take-off run, or when the engine stops and the aircraft runs sideways, the propulsion or braking force from the carriage is applied to the beam. Thus, it can be transmitted efficiently in the vertical direction (that is, the direction in which the runway extends).

4. The take-off thrust imparting device for an aircraft according to claim 3, wherein the scissors press the front leg strut and / or the rear side of the main leg strut of the take-off run to emergency decelerate / stop the take-off run aircraft When performing the above operation, two hook-like links that sandwich the front side of the front leg struts and / or main leg struts of the aircraft, two links located on the rear side, and these links are connected to each other 4. It is configured as a pantograph structure including a single pivot, and when the propulsive force is applied to the aircraft, it is in a contracted state, and when the braking force is applied to the aircraft, it is in an extended state. It expands and contracts along the traveling direction of the aircraft.
According to such an aircraft take-off thrust imparting device, when imparting propulsive force to the aircraft, the four links connected by the four pivots are open to each other, and the front leg struts and / or the main struts of the aircraft. The outer side surface (outer peripheral surface) on the rear side of the leg strut is pressed by contacting the inner side surface (inner peripheral surface) located substantially at the center of the hook-shaped link to give a propulsive force to the aircraft, When braking force is applied to the aircraft, the four links connected by the four pivots are in a closed state, and the outer front surface (outer peripheral surface) of the front leg strut and / or main leg strut of the aircraft is A braking force is applied to the aircraft by being pressed by contacting the inner surface (inner peripheral surface) located at the tip of the hook-shaped link.

The take-off thrust imparting device for an aircraft according to claim 4, wherein the scissors are fixed in a contracted state during take-off run of the aircraft, and the scissors are fixed in an extended state when the aircraft during take-off run is emergency stopped. An actuator is provided.
According to such an aircraft take-off thrust applying device, the scissors can be expanded and contracted, that is, the hook-shaped link can be opened and closed by the actuator.

6. The scissors according to claim 5, wherein the scissors transmit propulsive force or braking force to the aircraft via the front leg struts and / or main leg struts of the aircraft, and the front leg struts and / or main legs of the aircraft during take-off run. When pressing the rear side of the struts and emergency decelerating and stopping the aircraft taking off, the two hook-like links sandwiching the front leg struts and / or the main leg struts of the aircraft, It is configured as a pantograph structure that includes two links located on the rear side and four pivots that connect these links to each other. When braking force is applied to an aircraft, the aircraft extends and contracts along the traveling direction of the aircraft so as to be in an extended state.
According to such scissors, when imparting propulsive force to the aircraft, the four links connected by the four pivots are opened to each other, and the outer surface of the front leg strut and / or the main leg strut ( When the outer peripheral surface is pressed by contacting the inner side surface (inner peripheral surface) located substantially in the center of the hook-shaped link, a propulsive force is given to the aircraft, and a braking force is given to the aircraft, The four links connected by the four pivots are closed to each other, and the outer surface (outer peripheral surface) of the aircraft front leg strut and / or main leg strut is the inner surface located at the tip of the hook-shaped link. A braking force is applied to the aircraft by being pressed by contacting with the (inner peripheral surface).

    According to the present invention, the conventional take-off method of an aircraft can be used in combination, the aircraft can be landed without hindrance, the increase in the weight of the aircraft can be prevented, and it can be easily applied to an existing runway. There is an effect that can be done.

Hereinafter, a first embodiment of an aircraft take-off thrust applying device (hereinafter referred to as “thrust applying device”) according to the present invention will be described with reference to the drawings using a specific example applied to an airport runway.
As shown in FIGS. 1 and 2, the thrust imparting device 10 is configured with acceleration / deceleration means 20 and strut clamping means 40 as main elements.

The acceleration / deceleration means 20 includes a guide way 21, a carriage 22, and a beam 23.
The guideway 21 is a substantially U-shaped groove (see FIG. 3 and FIG. 4C) in cross section provided on both sides of the runway RW (see FIG. 1) along the direction in which the runway RW extends. In the guideway 21, one carriage 22 is arranged.
As shown in FIG. 3 and FIG. 4C, a ground coil 21b having functions of propulsion, levitation, and guidance (function of keeping the vehicle body at the center of the track) is provided on the side wall 21a of each guideway 21. It is provided along the extending direction.

The carriage 22 is a traveling body having superconducting magnets 22a attached to the side walls thereof, and by generating a magnetic field in these superconducting magnets, propulsive force / levitation force / guide force from the ground coil 21b attached to the guideway 21. To get to.
Further, the two carriages 22 are configured so that the traveling positions in the X direction are equalized by control means (not shown).

  The beam 23 connects the carriage 22 traveling in the guideway 21 on one side and the carriage 22 traveling in the guideway 21 on the other side, and the two carriages 22 and the beam 23 are integrally formed. It is supposed to run. Here, the two carriages are controlled so that the traveling positions in the X direction are the same, but the connection between the beam 23 and the carriage 22 is configured as follows in case a difference occurs between them. Yes.

As shown in FIG. 3, one end (here, the right end) of the beam 23 is connected to the carriage 22 via a bolt 27, a ball bearing 28, and a nut 29. The beam 23 can be rotated around the Z axis by a ball bearing 28 with a bolt 27 as a pivot.
As shown in FIG. 4, the other end (here, the left end) of the beam 23 is connected to the carriage 22 via a bolt 27 a, a ball bearing 28 a, a nut 29 a, and a slide plate 25. In addition, the slide plate 25 can slide in the longitudinal direction of the beam 23 through the elongated hole 23 a opened at the left end of the beam 23 via the four rollers 24. Thereby, the beam 23 can be rotated around the Z axis by the ball bearing 28a with the bolt 27 as a pivot, and the slide plate 25 moves in the longitudinal direction of the beam 23 by the length of the elongated hole 23a at the left end portion of the beam. Can do.

The strut clamping means 40 includes a moving part 41 and a clamping part (hereinafter referred to as “scissors”).
42.
The moving part 41 is a hollow box-shaped member formed so as to surround the front surface, the rear surface, the upper surface, and the lower surface of the beam 23. A ball bearing 43 having a plurality of rolling elements (balls in the present embodiment) 41 a is disposed on each of the front wall portion and the rear wall portion of the moving portion 41. It can move smoothly (that is, it can move smoothly in the width direction of the runway RW, in other words, in the Y-axis direction (left-right direction) of the beam 23).

The scissors 42 include a base 44 and a link mechanism 45.
As shown in FIG. 5, the base 44 has a base end portion 44a having a substantially square shape when viewed from the front (viewed from the front), and a main body portion 44b protruding forward from the center of the base end portion 44a. It is a substantially T-shaped member in plan view. One mounting hole (not shown) is formed at each of the four corners of the base end portion 44a, and a long hole 44c extending in the front-rear direction (X-axis direction) at one end portion (front end portion) of the main body portion 44b. And a circular hole 44d is formed in the vicinity of the other end (the rear end) of the main body 44b.
The base end portion 44a of the base 44 and the moving portion 41 are coupled (connected) via attachment holes, bolts 46, and elastic members (for example, springs) 47 and 48 at the four corners of the base end portion 44a. The elastic member 47 is disposed between the head rear end surface of the bolt 46 and the front surface of the base end portion 44 a, and the elastic member 48 is disposed between the rear surface of the base end portion 44 a and the front surface of the moving unit 41. Thus, displacement of the base 44 in the X-axis direction and / or swinging motion of one end (front end) of the main body 44b (that is, rotation around the Y axis and the Z axis) can be allowed. Yes.

The link mechanism 45 includes two hook-shaped (saddle-shaped) links 49a and 49b, two linear links 50a and 50b, and four pivots 51a, 51b, 51c, and 51d. , Magic hand type or pantograph type.
In the hook-shaped link 49a located on the left side in FIG. 5, a round hole 49c for accommodating the first pivot 51a is formed at a substantially central portion in the longitudinal direction, and one end (rear end). A round hole 49d is formed to accommodate the second pivot 51b.
On the other hand, the hook-shaped link 49b located on the right side in FIG. 5 is formed with a round hole 49c for accommodating the first pivot 51a in the substantially central part in the longitudinal direction, and one end (the end on the rear side). Part) is formed with a round hole 49e for accommodating the third pivot 51c.
The links 49a, 49b and the base 44 are connected to each other by inserting a first pivot 51a into the round hole 49c of the link 49a, the round hole 49c of the link 49b, and the long hole 44c of the base 44.
Further, on the inner side surfaces (inner peripheral surfaces) 49a ′ and 49b ′ of these links 49a and 49b, buffer members 52 are respectively disposed at necessary places so that the main leg strut 1a of the aircraft 1 is not damaged. It is like that.

In the link 50a located on the left side in FIG. 5, a circular hole 50c for accommodating the fourth pivot 51d is formed at one end (rear end), and the other end (front end). A round hole 50d for accommodating the third pivot 51c is formed.
On the other hand, the link 50b located on the right side in FIG. 5 is formed with a round hole 50c for accommodating the fourth pivot 51d at one end (rear end) and the other end (front end). 49d is formed with a round hole 49d for accommodating the second pivot 51b.
The links 50a and 50b and the base 44 are connected to each other by inserting a fourth pivot 51d into the round hole 50c of the link 50a, the round hole 50c of the link 50b, and the round hole 44d of the base 44.
The link 49a and the link 50b are connected to each other by inserting a second pivot 51b into the round hole 49d of the link 49a and the round hole 49d of the link 50b. The link 49b and the link 50a are connected to each other by inserting a third pivot 51c into the round hole 49e of the link 49b and the round hole 49e of the link 50a.

An actuator 53 having a rod 53a that can be expanded and contracted in the front-rear direction (X-axis direction) is attached to the main body 44b of the base 44, and the first pivot 51a has a tip end (an end on the front side). Part) is attached. That is, when the rod 53a of the actuator 53 expands and contracts, the first pivot 51a moves in the longitudinal direction in the elongated hole 44c.
Therefore, when the rod 53a of the actuator 53 is contracted and the first pivot 51a is positioned at the rearmost side of the elongated hole 44c, the state shown in FIG. 5A, that is, the other end of the link 49a ( The distance between the front end) and the other end (front end) of the link 49b is maximized. Further, when the rod 53a of the actuator 53 extends and the first pivot 51a is positioned at the foremost side of the elongated hole 44c, the state shown in FIG. 5B, that is, the other end of the link 49a ( The distance between the front end) and the other end (front end) of the link 49b is minimized.
As described above, the link mechanism 45 moves like a magic hand or a pantograph as a whole when the actuator 53 is operated and the rod 53a is expanded and contracted.

Below, the usage method of the thrust provision apparatus 10 by this embodiment is demonstrated.
First, the aircraft 1 to be taken off is completely stopped at the takeoff start position of the runway RW so that the aircraft faces the center line of the runway RW.
The carriage 22, the beam 23, and the strut clamping means 40 are approached from the rear side of the stopped aircraft 1, and the corresponding main leg strut 1a is accommodated between the links 49a and 49b of each scissors 42. As a result, the setting of the thrust applying device 10 to the aircraft 1 is finished. At this time, the rod 53a of the actuator 53 is set (positioned) in the (most) contracted state, and the buffer member 52 on the rear side attached to the links 49a and 49b and the outer surface (outer peripheral surface) of the main leg strut 1a. Are in contact with each other (see FIGS. 1 and 5A).

When the setting of the thrust imparting device 10 to the aircraft 1 is completed, the pilot of the aircraft 1 obtains permission to take off from the controller, sets the thrust of the engine close to the takeoff output, then releases the brake, and then the thrust is taken off. Then, a take-off signal (takeoff signal) is sent to the above-described control means of the thrust applying device 10 to activate the thrust applying device 10 and start takeoff run of the aircraft 1.
And the speed of the aircraft 1 is increased by the engine and the thrust imparting device 10 mounted on the fuselage, and the aircraft 1 takes off in a shorter time and a shorter takeoff distance than when the thrust imparting device 10 is not used at the same time. Become.

Here, the movement of the carriage 22, the beam 23, and the strut clamping means 40 that push the main leg strut 1a of the aircraft 1 forward in the traveling direction will be described more specifically.
As a control means for controlling the carriage 22, the carriage 22 is rotated at a speed close to VR (for example, 170 kt (314 km / h) for the international B747-400), for example, constant acceleration up to 90%. A program is set in advance, and after a constant speed exercise for a while (for example, 2 seconds), a negative acceleration motion is stopped in advance, and the carriage 22 operates based on this program. Is accelerated until just before takeoff, the leg strut is released from the strut clamping means 40, and the carriage decelerates and stops.

At this time, an acceleration force (vertical axis) as shown in FIG. 7A is applied to the carriage 22, the beam 23, and the strut clamping means 40. That is, the carriage 22, the beam 23, and the strut clamping means 40 continue to apply propulsive force to the aircraft 1 until the aircraft 1 reaches a rotation speed near VR, for example, 90%, and the aircraft 1 rotates at the rotation speed: When a speed close to VR, for example 90%, is reached, it shifts to a uniform speed movement, and after continuing to move for a predetermined time (for example, 2 seconds) in that state, it is decelerated and stopped.
The main leg strut 1a of the aircraft 1 is in a state where the carriage 22, the beam 23, and the strut clamping means 40 are moving at a constant speed (that is, the main leg strut 1a is not pushed by the thrust applying device 10 at all). Therefore, the strut clamping means 40 (more specifically, between the hook-shaped link 49a and the link 49b) moves forward (outward).
Immediately after that, the aircraft will run independently, and when the rotation speed: VR is reached, the pilot will cause the aircraft to operate and take off.

On the other hand, a trouble occurs in the aircraft until the main leg strut 1a of the aircraft 1 advances further forward than the strut clamping means 40 (more specifically, between the hook-shaped link 49a and the link 49b). 1 must be decelerated and stopped urgently, the pilot of the aircraft 1 will determine at its own judgment (for example, if the engine fails before reaching the takeoff decision speed V1: If the engine breaks down after V1 is reached, it will not be subject to emergency deceleration / stop, but will continue to run). Immediately throttle the engine power, apply the brakes, and force the actuator 10 to operate the actuator emergency. An emergency signal (emergency stop signal) comprising a signal and a bogie emergency deceleration start signal to cause the thrust imparting device 10 to decelerate / stop emergency Ri, so that it is possible to urgently decelerate and stop the aircraft 1 on the runway RW.
That is, the actuator emergency operation signal sent from the pilot to the actuator 53 causes the rod 53a of the actuator 53 to extend (most) from the (most) contracted state (see FIG. 5 (a)) (see FIG. 5 (b)). And the distance between the other end (front end) of the link 49a and the other end (front end) of the link 49b is minimized, and the main leg strut 1a of the aircraft 1 is connected to the link 49a. , 49b. On the other hand, with the trolley / emergency deceleration start signal, the trolley 22 starts decelerating according to the emergency deceleration program FIG. 7 (b), the aircraft 1 is decelerated, and when it stops, the deceleration signal of the trolley is given by the instruction signal from the pilot. At the same time, the actuator 53 is operated to open the scissors 42. In the above process, the aircraft 1 decelerates by the braking force of the wheel brake and the braking force of the thrust applying device 10 and stops in a shorter time and a shorter running distance than when the thrust applying device 10 is not used at the same time. It becomes.

According to the thrust imparting device 10 according to the present embodiment, the speed of the aircraft 1 taking off can be reached at a predetermined speed (rotation speed: VR) in a short time. Since the aircraft 1 can be suddenly decelerated and stopped by grasping the leg strut 1a, the necessary take-off run distance of the aircraft 1 can be shortened.
In addition, if it is possible to reduce the time required for takeoff, and if it is allowed to use the same run distance as before when taking off, the output of the engine equipped in the aircraft 1 is reduced from the takeoff output ( Alternatively, since the aircraft 1 can be taken off (using an engine whose takeoff output is set to be smaller than the output of the conventional engine), noise around the airport can be reduced.
Furthermore, the moving unit 41 is configured to be able to move smoothly with respect to the beam 23 (that is, to be able to move smoothly in the width direction of the runway RW, in other words, in the Y-axis direction (left-right direction) of the beam 23). Even when the aircraft 1 is subjected to a crosswind during take-off run, or when one engine stops and the aircraft runs sideways, the propulsive force or braking force from the carriage is perpendicular to the beam (ie, It can be transmitted efficiently in the direction of the runway).
Furthermore, the guideway 21 is installed on both sides of the runway RW, and the carriage 22, the beam 23, and the strut clamping means 40 are provided on the runway RW when the aircraft 1 is landing. Since the runway RW is arranged at the end (runway end), the runway RW can be used for landing of the conventional takeoff aircraft, the aircraft 1, and the use efficiency of the runway RW is improved. Can be achieved.
Furthermore, when installing the thrust imparting device 10, it is not necessary to make any changes to the runway RW itself, so installation work can be performed while using the existing runway RW.
Furthermore, since it is not necessary to mount a device or the like on the aircraft 1 side, it is preferable that the weight of the aircraft 1 is not increased.

A second embodiment of the thrust applying apparatus according to the present invention will be described with reference to FIG.
The thrust applying device according to the present embodiment is provided with a link mechanism 245 having letter-shaped links 249a and 249b instead of the link mechanism 45 having hook-shaped links 49a and 49b of the above-described embodiment. This differs from that of the first embodiment described above. Since other components are the same as those of the first embodiment described above, description of these components is omitted here.
In addition, the same code | symbol is attached | subjected to the member same as 1st Embodiment mentioned above.

  As shown in FIG. 6, each of the H-shaped links 249 a and 249 b is a link that has a substantially H-shape in a plan view, and the other end portion (front end portion) has the hook-shaped link 49 a, A hook part (saddle part) F similar to 49b is provided. A strut support portion S is formed at the base portion (base portion) of the hook portion F.

According to the thrust applying device according to the present embodiment, since the strut support portion S is formed at the base portion (base portion) of the hook portion F, when the propulsive force is applied to the aircraft 1, the hook-shaped link 249a, The contact area between the inner side surfaces (inner peripheral surfaces) 49a 'and 49b' of the 249b and the outer surface (outer peripheral surface) of the main leg strut 1a can be increased as compared with that of the first embodiment described above. The main leg strut 1a can be pinched (held) more reliably. Therefore, even if the aircraft 1 is swung to the left and right on the runway RW due to the influence of the cross wind, the main leg strut 1a can be prevented from being detached from the strut support portion S, and the aircraft 1 is propelled. Force can be transmitted reliably and efficiently.
Other functions and effects are the same as those of the first embodiment described above, and thus the description thereof is omitted here.

  In the first and second embodiments described above, even if the actuator 53 is not provided, the scissors 42 are opened when a positive acceleration is applied thereto due to an inertial force, and are closed when a negative acceleration is applied. The original purpose is achieved. However, the carriage 22 is caused to move at a speed close to the rotation speed: VR, for example, to 90%, with a constant acceleration (zero acceleration), and then moved at a constant speed (for example, for 2 seconds) for a while (for example, 2 seconds) to move the leg strut out of the scissors. In this case, the problem of negative acceleration without passing through zero acceleration, scissors closing and grabbing leg struts, and trouble of leg struts coming out of scissors before scissors close at the time of emergency deceleration start are eliminated. In other words, the links 49a and 49b are used to open and close the links 49a and 49b at a necessary timing.

  In all the embodiments described above, a linear motor is adopted as a drive source for driving the carriage 22, but the present invention is not limited to this, and thrust and braking force can be applied to the aircraft 1. Any form is possible as long as it is possible.

  In the above-described embodiment, propulsive force or braking force is applied to the aircraft 1 only through the main leg strut 1a. However, the present invention is not limited to this. For example, the front leg strut In addition, a propulsive force or a braking force may be applied to the aircraft 1 through both the main leg struts 1a, or a propulsive force or a braking force may be applied to the aircraft 1 only through the front leg struts. May be.

  Further, the above-described embodiment can be applied not only to an airport runway but also to, for example, a flight deck of an aircraft carrier.

1 is a schematic overall configuration diagram showing a first embodiment of an aircraft take-off thrust imparting device according to the present invention. 1 is a diagram showing a first embodiment of an aircraft take-off thrust imparting device according to the present invention, in which a strut clamping means that handles a left main leg strut is brought close to a guideway provided on the left side of a runway. FIG. It is a figure which shows 1st Embodiment of the thrust application apparatus for takeoff of the aircraft by this invention, Comprising: It is a longitudinal cross-sectional view which shows the connection state of the right end of a beam, and a trolley | bogie. It is a figure which shows 1st Embodiment of the thrust application apparatus for takeoff of the aircraft by this invention, Comprising: It is a figure which shows the connection state of the left end of a beam, and a trolley | bogie, (a) is II arrow of (b) A sectional view, (b) is a transverse sectional view, and (c) is a longitudinal sectional view. FIG. 3 is a plan view of the scissors shown in FIG. 1 and FIG. 2 (a), in which (a) is a state in which a positive acceleration is applied (when the aircraft is accelerating), and (b) is a negative acceleration (in which an aircraft is urgently decelerated) FIG. It is a figure which shows 2nd Embodiment of the thrust application apparatus for aircraft takeoff by this invention, Comprising: (a) is the state of positive acceleration provision (when an aircraft is accelerated), (b) is negative acceleration provision (aircraft is It is a figure which shows the state at the time of emergency deceleration sliding. It is the graph which represented the acceleration force added to a trolley | bogie, a beam, and a strut clamping means for every time, (a) shows the case of normal take-off run, (b) shows the case of emergency deceleration / stop.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Aircraft 1a Main leg strut 10 Take-off thrust imparting device 21 Guide way 22 Carriage 23 Beam 40 Strut clamping means 41 Moving part 42 Scissors 49a Link (hook-like link)
49b link (hook-like link)
50a link (straight link)
50b link (straight link)
51a First pivot 51b Second pivot 51c Third pivot 51d Fourth pivot 53 Actuator 249a Link (hook-like link)
249b link (hook-like link)
RW runway

Claims (5)

Guideways provided on both sides of the runway along the direction in which the runway extends,
A carriage driven along the guideway;
A beam provided between the carriages;
An aircraft take-off thrust imparting device, which is attached to the beam and includes strut clamping means for pushing forward the front leg strut and / or main leg strut of the aircraft from the rear side in the traveling direction during takeoff of the aircraft.   The strut clamping means includes a moving part and scissors for clamping a front leg strut and / or a main leg strut of the aircraft, and the scissors are attached to the beam via the moving part, and 2. The take-off thrust applying device for an aircraft according to claim 1, wherein the moving unit is configured to be movable along a direction in which the beam extends. The scissors
When pressing the rear side of the front leg struts and / or main landing gear struts during take-off and landing, the aircraft front landing struts and / or main strut struts should be Two hook-shaped links to hold,
Two links located behind this,
It is configured as a pantograph structure comprising four pivots connecting these links to each other,
3. The vehicle according to claim 2, wherein when the propulsive force is applied to the aircraft, the aircraft contracts along the direction of travel of the aircraft so that the aircraft is contracted and when the braking force is applied to the aircraft, the aircraft is extended. The take-off thrust imparting device for aircraft described in 1.   4. An actuator is provided for fixing the scissors in a contracted state during take-off of the aircraft, and fixing the scissors in an extended state when the aircraft that is taking off is urgently stopped. The take-off thrust imparting device for aircraft described in 1. Scissors for transmitting propulsion or braking force to the aircraft via aircraft front leg struts and / or main leg struts,
When pressing the rear side of the front leg struts and / or main landing gear struts during take-off and landing, the aircraft front landing struts and / or main strut struts should be Two hook-shaped links to hold,
Two links located behind this,
It is configured as a pantograph structure comprising four pivots connecting these links to each other,
A scissor characterized by being expanded and contracted along the traveling direction of an aircraft so that the aircraft is contracted when a propulsive force is applied to the aircraft and is extended when a braking force is applied to the aircraft.

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