KR20040100840A - Airplane training and amusement device for traveling on a fixed track - Google Patents

Abstract

Airplane training and recreational equipment that slides along a fixed track is forcibly guided along a driving rail supported above the ground on the track support and driven at various speeds by the pilot. Airplane tracks are related to leisure use, but may also be related to the use of individual transport.

Description

AIRPLANE TRAINING AND AMUSEMENT DEVICE FOR TRAVELING ON A FIXED TRACK}

An aircraft with one or more seats may be operated simultaneously on the rail, under the rail, or on the rail up and down. The maximum planned speed is 165 km / h (102.5 mph), but 200 km / h is of course conceivable. Many people have a driver's license, but very few people have a personal pilot's license. Airplane tracks give people a feel for the real flight and give them the opportunity to fly the plane on their own. Since the pilot can drive at his own speed in the range of 0 to 165 km / h on the airplane track, a blocking and control system is installed to prevent rear-end collision involving two or more aircraft. Preferably, the closed course is driven. However, a round trip course (the aircraft returns on the same course) is also possible.

The present invention relates to an apparatus consisting of airplane training and amusement rides that slide along a fixed track. On the track, the plane is forcibly guided along a driving rail supported above ground on the track support, and driven at various speeds by the pilot.

Airplane tracks are related to leisure use, but may also be related to the use of individual transport.

Other objects and features of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings. However, it should be understood that the drawings are for illustrative purposes only and not for defining the limitations of the present invention.

Like reference numerals refer to like elements throughout the drawings.

1 is a front view of a system according to the invention with an aircraft above and below rails.

2 is a side view thereof.

3 is a front view of another embodiment according to the present invention showing an aircraft on a rail;

4 is a side view of the embodiment shown in FIG. 3.

5 is a side view of the entire track combination and station.

It is therefore an object of the present invention to provide airplane training and amusement rides that slide on a fixed track.

In order to simulate the feeling of a real flight, one type of aircraft, preferably four seats with the original engine, cockpit and cockpit interior, is selected and the short-term engine type is selected. For fuselage and wings, it is desirable to use materials that are not scratched by untrained personnel who can dent by human hands or have access to the aircraft at the station. At the same time, the appearance of the original aircraft must be maintained.

The fuselage is supported upward or downward in three positions. This support transfers all loads from the airframe to a separate substructure. This substructure is designed to function similar to the structure of a vehicle for a roller coaster.

The substructure has a rigid axle, a connection and a joint axis or pivotable axle. The jointed axle is designed so that the ramp, the curved portion of the horizontal tilt and the curved portion of the vertical tilt can pass through without being squeezed or pushed in by force.

The aircraft's gas is supported on two places on the rigid axis and once in the area of the swiveling axle.

A traveling wheel of 500 mm or more in diameter, a guide wheel of 400 mm or more in diameter, and a counter wheel of 300 mm or more in diameter are provided on each rigid shaft and joint shaft. The guide wheel eliminates all positive vertical loads perpendicular to the rail. The travel wheels eliminate horizontal loads parallel to the rails. The counter wheel eliminates negative loads perpendicular to the trail. As a result, aircraft derailment is impossible.

The wheel is preferably of polyurethane. Skids are employed in the areas of all three types of wheels. This pedestal prevents derailment in the event of excessive wear or loss of the wheel and allows the aircraft to continue to slide on the rails. Sheet metal plates are installed in front of and behind all three types of wheels to move or remove obstacles from the rails to prevent the aircraft from driving over them or tightening the obstacles between the wheels and the rails.

Instead of twin wheels, such as the rocker of a roller coaster, only one driving guide and counter wheel are provided on the outside of the axle, each of which has a very large radius, so that the side slip of the wheel plays a secondary role. This is because the trackgaugenarr owing of the gauge becomes negligible for the guide wheel.

In addition, the following components must be integrated in the substructure.

Braking system (e.g. permanent magnets), vertical braking pins, another vertical braking pin for transporting the aircraft on a stationary or parking rail within the station. This function is also achieved by the brake pin. The vertical pins are as long as the aircraft, so buffers can be placed back and forth to prevent damage to the aircraft in case the aircraft collides on a station, parking rail or rail sideline. Towing eyes and exchange flags are also installed.

The wing profile is neutral and has a maximum lift of 1 × g (weight of the aircraft plus payload, excluding infrastructure) at v = 165 km / h. Some lift is considered desirable because it reduces the friction between the wheels of the infrastructure and the rails. However, the counter wheel spikes during operation. The wing span of the aircraft suspended on the rails is small, and the frame support is also not wide. The engine power of the aircraft must take into account the weight of the undercarriage, the weight of the undercarriage of about 800 kg and the friction between the wheels. Friction loss is about 2cm / m and the axis of rotation is ± 6 °. The baggage section is placed on the deck and holds approximately 50 kg of baggage.

Passengers are fastened by seat belts and doors are locked during driving so that they do not open suddenly. Thus, the door lock is operated only by the pilot, the door is locked before departure, unlocked by manual unlocking from the outside only when at the station, or by radio communication in an emergency (aircraft is still stopped). .

Wireless communication contact can be made from the control tower to each plane and from each plane to the control tower using a loudspeaker that can be used in the aircraft. The fire risk of the aircraft is kept as low as possible. Smoking is prohibited, but fire extinguishers must be within range of the pilot. A rope ladder having a length of at least the maximum height of the rail on the ground is arranged in the area of each door. In an emergency, the aircraft can be stopped by radio from the control tower by locking the ignition and / or stopping fuel supply. If the amount of fuel tank is sufficient for one day use, the installation operation will be advantageous. For safety reasons, the engine of the aircraft can only be started after the door is closed and cannot be started within the entire area of the station and the parking rail.

Some approximate data related to the aircraft are as follows.

Aircraft + payload, i.e. fuel loading, four-seater, 50 kg of baggage maximum weight = 600 kg

Wing span = 9 m; Suspended Aircraft = 7m

Length = 6m

Speed V max = 165 km / h

2 g positive, 1 g vertically (additional shock and vibration elements φ = 1.2)

Horizontal direction: ± 1 g (partially 1.6 g at each part), (because it is already included, shock and vibration element φ = 1.0)

Longitudinal direction: 1.5 g (from brake)

The aircraft's aircraft is supported at three points: one point of support is the forward axis of rotation and two points of support are the rigid body axes of the rear. There is no connection between the axes, or only one connection between the axes.

The following are the characteristics of the three systems.

System 1: The plane driving on the rail

System 2: The plane driving down the rail

System 3: the plane driving up and down the rails

With regard to the rail system, only steel rails are considered for the rails. Optionally, the following rail systems will be included.

(1) open trust tube system

(2) welded solid wall structure

(3) rolled parts (profiles)

(4) wire support iron cable structure

The rail system 4 is excluded due to the high speed of the aircraft and the problems with driving through the vibrational behavior and the bends.

Since the aircraft includes a portion (or profile) having a run, a guide and a counter wheel, a round tube is suitable.

With regard to rail system 1 (aircraft on rails) and rail system 2 (aircraft under rails), a three- or four-chord trust tube system is used for the rail system 1 (open trust tube system). Is considered. The rail system has high torsional stiffness and low susceptibility to vibration. A four-string trust tube system can be considered for rail system 3 (aircraft both above and below the rail).

Rail system 2 (welded rigid wall structure) must have a closed cross-sectional area to achieve torsional rigidity.

The rail system 3 (rolled part) may consist of a rolled part together with two spaced rail tubes (softened by torsion) welded to the rolled part, or may comprise two separate strapped weld parts. The three wheels of each part can thus travel on the top / side of the flange of the rolled part. Through-extending truss are recommended for static reasons because of the lower deformation and better dynamic behavior when driving over the supports. Deformation attributable to half the weight component of the aircraft and the inherent weight of the rail should be offset by pre-bending, while deformation due to the load of the rail and the aircraft itself is the correct load f = I / 1000 ( I = width of support).

For the rail, the support width I ≥ 30m is achieved. The bottom of the rail is located at least 6 meters above ground in rail system 1 and at least 8.5 meters above ground in relation to rail systems 2 and 3. This ensures a clear spatial profile under the rail track suitable for transporting under the airplane track. For spatial and visual reasons, the rail may be significantly higher above ground, but this affects the structure of the support.

The rails may be curved (over mountains and valleys) in the vertical plane, or may be curved in the horizontal plane (without vertical and transverse inclinations), in this case curved rails. The rails may be twisted (ramps leading to the bends), and may have horizontal or vertical inclinations at the bends, in which case they are three-dimensionally curved rails. Three-dimensionally curved rails should be avoided for cost reasons. In order to maintain no more than 2 g in the valleys and more than 0 g in the mountains, the vertical radius Rv ≧ 220 m.

The horizontal radius is within the range in which the aircraft can be operated at Vmax, Rh ≥400m, in this regard the lateral acceleration is kept within reasonable limits at the maximum transverse tilt β = 18 °:

A =-0.31 g at Vmin = 0 m / s

A = + 0.20 g at Vmax = 45.83 m / s

A = 0 g at Vmean = 35.7 m / s

Lamps leading to horizontal bends shall consist of cubic parabola.

Once the type of rail to be used is selected based on the investigation of the static system, tolerances for the manufacture of the rail are established.

The rails shall be dimensioned for the following affects:

(A) Intrinsic load

(B) Payload from one aircraft with all dynamic effects

(C) Payloads from three aircraft in turn, with no dynamic effects and with acceptable static stresses.

(D) During operation at v = 20 m / s, the wind is in accordance with wind power 8 according to Beaufort's scale.

(E) Storm and atmospheric pressure depend on local conditions.

(F) Earthquakes depend on local conditions.

(G) D-temperature according to installation temperature and local conditions

(H) Snow load and freezing. This load should only be included if it occurs locally. Since snow and ice must be removed prior to operation of the aircraft, this load should not be overestimated for payloads.

(I) Subsidence of the support: If local construction conditions include the actual resilience of the calculations and the calculated displacement limits are exceeded, then the support's descent (settlement) should be It should no longer be calculated mathematically only.

The rails should be designed with regard to operating strength for at least 20 years. Rails shall be protected from corrosion based on local conditions. Shock and / or vibration factors should be considered by at least factor φ unless higher is required:

Vertical horizontal

φ = 1.2 1.6

For the effects of power movement (along the straight course), ± 0.10 × weight of the aircraft shall be considered horizontally.

Since there are long straight sliding pieces, the most difficult load case would be G (Δ-temperature). However, the sliding piece must be constructed in such a way that the wheel is not subjected to excessive wear when driving over such sliding pieces.

Individual supports of round tubes or rolled parts are proposed for rail system 1 (plane driving on rails). Frame supports with round tubes or rolled parts are proposed for rail system 2 (plane below rail) and rail system 3 (plane above and below rail). One cantilever from the rail to the support may be conceived, but in that case the rail is very twisted, among other things, which is undesirable in terms of static. All supports are supported downward to the foundation, in particular by anchors previously covered with concrete, so that any possible settlement of the supports can be compensated, thereby simplifying installation.

Supports and rails shall be dimensioned for the operating strength for the load case specific to the rail system.

If the support is placed in an area where the vehicle can drive above ground, the support must be protected against impact (impact) loads or provided with mathematical proof that demonstrates its strength. Protection against collisions can be realized by the following structural methods:

(1) concrete foundation extending upwards

(2) in the form of guardrails or other means of protection;

In the case of payload, the horizontal deformation of the head of the support will reach w ≤ h / 600 (h = height of the support).

Since the joint welded to the building site has a drawback, the connection between the rail, the support and the rail, the support is designed as a screw joint.

Whether the support is to be grounded or equipped with a lightning rod or rod is to be investigated locally.

At least one rail switch (sliding platform) is provided in view of the fact that the aircraft is covered and maintained by a cover, removed from the track when there is no user, stored on the airplane track and returned to the track when there are many users. The fixed aircraft is driven on a straight rail portion by the engine from the side of the main track. Then, the second straight rail portion immediately closes the track so that operation is hindered for only a short time. With the aircraft, the railswitch platform is driven past many side rails or parking rails at the head end, and then the aircraft is pushed onto any side rail by the power of the motor. Several side or parking tracks should be available and access to each aircraft should be more flexible.

The aircraft is serviced in a similar way to the stations. The gap generated in the main rail by the rail switch should be fixed so that operation can be resumed immediately after closing the gap in a stable manner as a rail part.

In the present airplane track, it is also possible to drive to a branch of the track leading from the circular course to a separate destination, and a rail switch controlled by the control system is also provided.

Since airplane tracks are individually used by pilots operating at different speeds, ranging from v = 0 m / s (stopped) to v max = 45.8 m / s (maximum driving speed), it is advisable to have a brake system. need. To prevent the following: Each aircraft must have at least one parking brake on the driving wheel that can be actuated by the pilot (and / or operator):

(1) rolling forward on the clear track

(2) clouds backward in clear track

(3) Air-driven aircraft on clear tracks.

If the ignition is switched off or canceled over the air from the tower and the fuel supply is interrupted, the so-called lock or parking brake will slow down the aircraft appropriately if the distance rolled is too long. The free distance of the track is divided into blocks, each containing a safety brake at the beginning and end. In extreme cases, these brakes may become very long because the aircraft must be stopped from v max = 45.8 m / s. It is necessary to examine by test whether a passenger wearing a seat belt can withstand a 0.7 g deceleration. In any case, it should be ensured that in case of an emergency the ignition is switched off and the fuel supply is interrupted.

The braking distances are as follows:

Foreseeable emergency brakes are realized as follows:

Vertically deformable permanent magnets are installed in the aircraft's undercarriage, and braking is achieved by vertical pins (installed in a fixed manner) having a length of 153 m on the rails. Thus, braking does not occur in normal operation and the permanent magnet is located at the top of the substructure. Permanent magnets are pushed down to the area of the vertical pin only in case of emergency braking. This operation or procedure must be "absolutely safe".

The system also functions by fixed permanent magnets and displaceable vertical pins.

Other foreseeable emergency brakes consist of several brakes mounted on the four driving wheels, whereby the brakes at the beginning and end of the block, by the pilot at the start, must independently ensure an "absolute safety" system.

In terms of operation, only one aircraft is present in each block of the airplane track. The exceptions include the case of rescue, in which case the second aircraft (rescue vehicle) can be driven to the towing block. This means that each aircraft must be monitored individually, for example by GPS and / or by remote control using approximate switches and / or beams and reflectors.

If the aircraft wants to drive within a block, it asks if there is an aircraft in each block at the start of the full block length. If the block is occupied, the aircraft wishing to enter will automatically slow down and stop. If the block is empty, the aircraft is driven into the block and reports that the block has been occupied. When the aircraft is driven out of the block, it reports backwards that the block is empty. The block system must be an "absolute safe" system.

A standby or maintenance area is available at the station, on the rail switch and in each case on the side track for one aircraft. The standby or holding area (also on the side rail parking rail) is individually realized as a block and is included in the control system as a lock of the rail switch.

Rescue and maintenance vehicles should be integrated into the control system.

In addition, the injection level of the aircraft fuel tank should be controlled so that no operation disturbance is caused by the empty fuel tank.

Two radios with each aircraft are possible with the control tower.

In order to avoid unnecessary shutdowns due to the start time in the block, it is necessary to control the driving speed and require the pilot to drive faster if the speed is very slow. The speed is monitored in front of the station. If the pilot's speed is too high, a compatible braking action is automatically initiated.

For the remainder of the block system, each aircraft is equipped with an approximation measurement (beam and reflector) system that, upon reaching the distance of the braking path, stops the ignition of the aircraft, supplies fuel, and initiates the braking operation. do. Such a case cannot occur in a functional block system. However, this increases absolute safety.

In addition, the rescue vehicle is monitored and controlled by a control system.

The block system prevents two or more aircraft from each other from the rear.

All passengers are seated with seatbelts. The door is locked during operation so that it cannot be opened on purpose or accidentally. For this method the following possibilities are possible:

(a) Locking only by pilot

(b) Locked prior to departure, unlocked manually from the outside only by radio when in station or in an emergency (aircraft still waiting)

At least one fire extinguisher is available on the deck of each aircraft and a bidirectional radio communication system for communicating with the control tower as well as loudspeakers should be available on the deck of the aircraft.

Rope ladders are arranged in a fixed manner within the area of each door of the aircraft and have a length at least along the maximum height of the rail track above ground. When the passenger is in the area of the aircraft (during embarkation and disembarkation, and so on), the propeller must not be activated or started.

A broken aircraft on a track can only be towed by a rescue vehicle approaching from the front of the track.

The vertical stress that passengers are exposed to reaches 1 · g over the longest period of time. When driving through a valley, 2 g may occur for a short time. The stress is close to 0 · g when driving on a mountain. In the curved portion, 1.2 · g may occur in a short time.

Mathematically speaking, as it rolls along the straight track, ± 0.3 · g occurs when driving through the curved portion. However, both accelerations approaching approximately ± 1 · g should be expected, not only due to the lateral wind blowing, but also due to the guide wheel and its wear.

Here, acceleration and deceleration occur due to the pilot's driving behavior. This acceleration and deceleration is limited by the engine's power and maximum braking moment. In the case of emergency braking in the block system, 0.7 g is generated, which directs the passengers to the front of the seat belt.

The aircraft is operated by the passenger starting the engine, accelerating the aircraft, braking and stopping the engine. The pilot may not exceed the maximum speed of 165 km / h.

All safety-related braking operations (emergency braking in the block system and deceleration before reaching the station) are carried out by automatic control.

For the reasons mentioned above, it is considered sufficient for the pilot to have a driver's license. The pilot's expected behavioral guidelines should be prominent on the deck of the station and the aircraft, if necessary, in several languages. Also, pictograms will help.

The operation of the passenger can only be started after the operator checks the track (test drive with rescue and maintenance vehicle):

(1) every morning

(2) After the track is stopped, for example, maintenance and maintenance, maintenance or emergency weather conditions

In addition, the checklist may include the required clean space or clearance profile, among other things, for example, the branches may grow back and move to the clean space or clearance by wind. The rails should be free of debris, including accumulated snow, frost, ice, etc., because it will no longer be possible to secure them in time, which should be removed during the test run and, if necessary, from the brake pins.

The brake test shall be carried out during the test run on the aircraft and also within the block brake.

The log should list all the tests and checks that the agent should run according to the following schedule:

(1) daily

(2) every week

(3) monthly

(4) every year

(5) According to emergency operating conditions

The flight track can also be activated even at night when visibility is poor because the operating sequence is fully automatically stable and overrides individual disturbances to some of the pilots. However, visibility (also with artificial lighting) should be greater than the longest braking distance.

The aircraft should be equipped with luminaires to illuminate beyond the maximum braking distance with full aviation lighting.

When the wind reaches speed 8 (= 20 m / s) according to the Beaufort wind power class, it must stop.

Operation can continue even in the rain. If it rains too much and cannot provide the required visibility, stop operation.

The stations are covered and have at least six spaces for the aircraft, one after the other. The exit is located away from the inlet so that the aircraft can be cleaned between them and, if necessary, for additional maintenance or maintenance work.

If the time required to get off or board the plane is longer than the departure time, double parallel rails with the rail switch at the station will double the time available for getting off or boarding the plane.

People or passengers getting off or boarding an airplane are protected by fences or guardrails. It should be possible to start the propellers by starting the braking of the aircraft before reaching the station and by locking the door and starting the aircraft during further transport across the waiting area as a transport unit.

No one can enter the area from which the aircraft is launched. The braking before reaching the station must be monitored. If the pilot feels the speed is too high, automatic braking is initiated. Then there is a waiting field followed by each zone for one aircraft and a transport unit. If the waiting area located in front of the aircraft is empty, the aircraft will continue to drive to the exit of the passengers and stop there. If the waiting area is not empty, the aircraft is stopped.

For smooth operation, as many waiting areas as the aircraft on the track should be located behind the block brakes. Otherwise, the aircraft will also have to stop at the block brakes if there is a disturbance. If there are two or more stations, the number of waiting zones in front of the station and at the station can be divided accordingly. Rail switches used to drive the aircraft by side rails or parking rails should be in communication with the waiting area located between the front of the station and the block brakes in the station.

The area of the parking rail or siderail is covered and the area in which the aircraft is oiled is particularly stable and protected and equipped with fire extinguishers and / or sprinkler systems.

Smoking is prohibited within the station area and pilot and passenger action signs or pictograms should be visible and in multiple languages if necessary.

Artificial lighting can be used, at least during the night, and prepare emergency power to maintain full operation. There is also an entry ramp for the disabled.

Transport units with brakes are provided in the waiting areas, stations and parking or side rails. It could be an aero tire with a transmission and a reversible electric motor with a brake. Aviation tires are engaged with the sword of the airplane infrastructure.

In the event of a track failure, when the aircraft is stopped, the passengers are informed at the tower by radio communications through loudspeakers installed on the deck of the aircraft. If the obstacle is already known and simple, the passengers, etc., are seated with seat belts and are driven after the obstacle is removed. If the obstacle is not simple, the following possibilities may be used to evacuate passengers:

(a) Rapid evacuation

Brake the aircraft, stop the propellers and open the doors, then throw out the rope ladder fixed to the deck of the aircraft, allowing passengers to ride down under the supervision of the pilot. In the case of aircraft operated by persons with disabilities, a personal transport system can be used which can be lowered to the ground by rope.

(b) long-lasting evacuation

At least one special structure and maintenance vehicle, for example gasoline or diesel operated vehicles, capable of inspecting the upper areas of the rails and tracks, is provided. The vehicle must have space for six, ie four passengers and two personnel to be rescued.

If the aircraft fails on the track and the front track of the aircraft is clean, the rescue vehicle can be driven from the station back to the failed aircraft. The rescue vehicle then tow the failed aircraft to the station. If the aircraft is no longer in operation, under the supervision of two operators, the passengers are transported to the rescue vehicle and transported to the station. At least one wrecker must be available for each station.

Structural and maintenance intervals must be specified in the log.

For rescue and maintenance or maintenance purposes, the entire course of the rail system may be followed by ground vehicles so that passengers can go down to the ground even in the event of rapid evacuation. Mobile radiocommunication is available on the deck of the aircraft, and the pilot can take this mobile communication device with the pilot and / or the control tower to contact passengers on the ground when leaving the aircraft through the rope ladder.

A large and prominent number is attached to the track support on both sides of the rail direction, allowing passengers on the ground to indicate their exact location.

The airplane track is built on the support, thus requiring very little space on the ground. The aircraft is equipped with a gasoline engine to generate as little noise as a sports aircraft normally produces. However, because of driving close to the ground, airplane tracks including stations can only be built in undeveloped areas. In the area of the station with the waiting passengers, the engine of the aircraft is not operated, so noise is generated only within the station before actually reaching the station by braking and by starting operation. Passengers who want to ride on an airplane track will expect that noise.

For example, oil supply areas such as oil exchange and maintenance and maintenance areas are constructed so that no foreign matter can penetrate into the ground (ground water).

In areas where the aircraft is cleaned, gasoline and oil separators should be installed. The pollution of air by exhaust gases can be roughly compared to the pollution found in small, complex airports. However, such exhaust gases are emitted directly to the undeveloped ground.

Since the airplane track is mounted high on the support, no animals can reach the rails and threaten, except birds. However, the bird will be blown away by the noise generated by the aircraft's approach. But the beasts of the earth will flee from the noise.

The hourly capacity of an aircraft track depends on three factors:

(1) Seats per aircraft

(2) start sequence

(3) utilization of available seats

ΔT = start frequency [seconds]

α = capacity active factor [%]

n = number of seats per aircraft

N = 4 for four-person aircraft

ΔT = 100 ch

α = 75%, 3/4 of the occupied seats

For 13 hours a day:

C _day = 108 × 13 = 1404 headcount / day

Where 1 year is 365 days:

C _year = 1404 × 365 = 521,460 people per year

Here, if the loading time is 100 seconds, and the two rails with the switch at the station, the aircraft can depart every 50 seconds.

C _day = 216 × 13 = 2808 headcount / day

C _year = 2808 × 365 = 1,024,920 people per year

Block length

Vmax = 165 km / h = 45.83 m / s

Since switch-off can occur, the slowest aircraft determines the block length.

If the departure time is 100 seconds:

100 × 22.92 = 2292m

Braking distance from block brake = -153m

Response time 2 seconds = -92m

Spare = -47m

Δl ₁₀₀ = 2000 m

If the departure time is 50 seconds:

50 × 22.92 = 1146m

Braking distance from block brake = -153m

Response time 2 seconds = -92m

Spare = -51m

Δl ₅₀ = 850 m

If no fixed block is installed, and if the aircraft with beam reflectors can be extra stabilized, for example by radar, GPS, or approximation system, a fast aircraft driving at Vmax may catch up with the preceding aircraft.

After a while, if the braking distance is 153m:

Vmin × (T + Departure Time) = Vmax × T + 153

Departure time = 100 seconds

If departure time = 50 seconds:

Number of aircraft: z

Track length L [m]

Start sequence ΔT [sec]

Number of stations y:

Five additional aircraft are counted per station on and off, 2.2 additional planes as buffer aircraft, one to be repaired or serviced. This covers braking and starting before reaching the station.

If the departure time is 100 seconds:

L = 40 km, 2 stations

If the departure time is 50 seconds:

L = 40 km, 2 stations

System 1 (aircraft on rails) is the cheapest steel structure (rail and track support) and will be used as the first airplane track.

Fixed block systems with brakes have a significant impact on the cost and operation of airplane tracks. Systems with monitoring and control systems (“absolutely safe”) need to make it absolutely clear that when two aircraft approach each other, they automatically begin to brake safely so that the two aircraft cannot collide. The automotive industry benefits traffic guide systems with approximation detection and automatic braking. Such a system (telemetry) can also be employed in this case.

Since the speed of the aircraft can be determined individually by the pilot, speed outside the maximum speed places a significant burden on the number of operations (up to stop) and the aircraft used. The foregoing is based on the following assumptions.

During operation, for example, when reaching "Vmin", a higher value may be obtained for "Vmin" and "Vmean" by telling the pilot to "run faster".

For each planned location, it is necessary to consult with the local licensing authority on the construction permit and obtain permission from all parties in the permitting process. We must also clarify the right to operate over the rights of others. You need to know or get the following information regarding the location:

-Wind load

Earthquake Load

Snow load, freezing

Δ-temperature

-Soil conditions

Because the project is about a new type of track, at least one aircraft sample that includes the infrastructure must be built and tested under operating conditions, emergency driving conditions, and so on.

For example, all safety factors, such as brakes and approximation systems, should be tested under all kinds of different weather and application conditions (full aircraft, empty aircraft, power shortages, emergency stops, etc.). Rescue operation should be tested under conditions as close as possible to the actual situation.

The airplane track can be erected and operated all year in a safe manner.

Hereinafter, referring to the drawings, in particular FIGS. 1 to 5 show an airplane track according to the invention with an airplane 1. There is a rail 2 supported by a suitable framework construction 3 located at least a few meters above the ground level and extending as a horizontal rail track over a distance of several kilometers. The plane 1 accommodates several passengers and is guided on the rail 2.

The plane 1 comprises a control unit 15 which allows at least one passenger to drive the plane on the rail track 2 by itself.

The plane 1 has a connecting truck 4 on the underside or top end that guides the plane 1 on the rail. The frame structure 3 supporting the rail 2 is designed such that the plane 1 can be suspended or guided on the rail 2 as shown in FIGS. 1 and 2.

The frame structure 3 is formed by an approximately vertical frame support 5 for an airplane 1 riding on the rail, the rail 2 being fixed to the uppermost side of the support 15.

When the plane 1 is guided by the rail 2, the frame structure is formed by a frame support 5 which is approximately vertical and a crossbeam 6 which is mounted on the support 5. Each transverse beam 6 is supported by two frame supports 5, the spacing between the frame supports 5 being greater than the width of the wing span 12 of the plane 1.

The rail 2 is fixed to the tubular lattice structure, which in turn is fixed to the uppermost side of the frame support 5 or the transverse beam 6.

The airplane 1 is preferably an airplane of seat 4, a short-term engine, in the original equipment.

The connection truck 4 fixed to the plane 1 on the lower side or the uppermost side comprises a rigid shaft 7, a connecting portion and a rotating shaft 8. The plane 1 is guided on the wheels 9, 10, 11 on the rails 2. In particular, the airplane 1 has a traveling wheel 9, a guide wheel 10 and a counter wheel 11 provided at the ends of the shafts 7, 8 of the connecting truck 4.

A pedestal 16 is arranged near the wheels 9, 10, 11, which pedestal slides over the rails 2 in the event of abrasion or loss of the wheel to prevent derailment in this way. The metal sheet 17 is arranged at the front and / or rear of the wheels 9, 10, 11 to protect the wheels.

The profile of the wing 12 of the plane 1 is designed such that no rise or very small rise of the plane 1 occurs.

The door 13 of the airplane 1 cannot be opened while the airplane 1 is in motion. The airplane 1 can be stopped via a radio communication signal from the control station 18 in case of an emergency. The plane 1 can be driven at speeds over 30 km / h. Preferably, the plane 1 can be driven at a peak speed of at least 200 km / h.

The spacing of the frame supports 5 between each other along the rail tracks is at least 30 m, and the rails 2 have a minimum height of 6 m above the ground level.

The airplane 1 can be monitored from the control station 18 via a suitable position detection system 19 (eg GPS) and can be braked or accelerated if necessary. The track is divided into a partial block 20 in which only one plane 1 can move, thereby controlling whether the partial block 20 is clean for travel before the plane 1 enters the partial block 20. An automatic wireless communication question is asked to the station 18, and if necessary, the plane 1 is braked by the control station 18. There is a two-way wireless communication 21 between the plane 1 and the control station 18.

The plane 1 is equipped with an approximation system 22 for determining the distance between the planes 1 and initiating braking and / or stopping of the plane 1.

There is a station 23 covered with at least one roof for getting off the plane and boarding the plane, and several planes 1 can line up at the station 23 in turn.

There is a sideline for maintenance work and for changing the number of planes traveling on the track, which can be reached via a suitably stable switch 25.

Thus, while only a few embodiments of the invention have been described, it will be apparent that many variations and modifications are possible without departing from the spirit and scope of the invention.

Claims (25)

A plurality of rails supported by a frame structure located at least several meters above the ground level and extending as a horizontal rail track over a distance of several kilometers; An airplane track comprising at least one vehicle guided on a rail. 2. The airplane track of claim 1, wherein the vehicle includes a control to allow at least one passenger to drive the vehicle on the track by itself. 2. An airplane track as claimed in claim 1, wherein the vehicle comprises a connecting truck for guiding the vehicle on the rail above or below it. 2. The airplane track of claim 1, wherein the frame structure supporting the rails is designed such that the vehicle is suspended or guided by rails. 2. An airplane track as claimed in claim 1, wherein the frame structure is formed by a frame support that is approximately vertical, and a rail is fixed to the uppermost side of the support. 2. The frame structure of claim 1, wherein the frame structure is formed by a frame support that is approximately vertical and a transverse beam that is mounted on the support, each transverse beam being supported by two frame supports, wherein the spacing between the frame supports is the wing span of the vehicle. Track characterized by greater than its width. 7. An airplane track according to claim 6, wherein the rail is fixed to the tubular lattice structure, and the lattice structure is fixed to the uppermost side of the transverse beam or to the frame support or the transverse beam. 2. The airplane track of claim 1, wherein the vehicle comprises a four-seater, short-sized airplane with original equipment. 4. An airplane track according to claim 3, further comprising a rail transport vehicle, wherein the connecting truck comprises a rigid shaft, a connecting portion and a rotating shaft. The airplane track of claim 1, wherein the vehicle is guided by rails on wheels. 10. An airplane track according to claim 9, wherein the vehicle is guided onto the rails on a travel wheel, a guide wheel, and a counter wheel installed at the shaft end of the connecting truck. 10. The track of claim 9, wherein the track further comprises a pedestal disposed near the wheel, wherein the pedestal slides over the rail in case of wheel wear or loss to prevent derailment. 10. The airplane track of claim 9, further comprising a metal sheet disposed in front of or behind the wheel to protect the wheel. The airplane track of claim 1, wherein the vehicle has vanes and the vane profile is designed to minimize or prevent elevation of the vehicle. The airplane track of claim 1, wherein the door of the vehicle cannot be opened while the vehicle is moving. 2. An airplane track as claimed in claim 1, wherein the vehicle is stopped via a radio communication signal from the control station in case of an emergency. An airplane track as claimed in claim 1, wherein the vehicle can be driven at speeds higher than 30 km / h. The airplane track of claim 1, wherein the vehicle is capable of driving at a peak speed of at least 200 km / h. 6. The track of claim 5, wherein the distance between the frame supports along the rail tracks is at least 30 m, and the rails have a minimum height of 6 m above the ground level. 2. An airplane track as claimed in claim 1, wherein the vehicle is monitored and braked or accelerated from the control station via a position sensing system. 21. The track of claim 20, wherein the track is divided into partial blocks into which only one plane can move, thereby asking an automatic radio communication question to the control station whether the partial block is clean for operation before the plane enters the partial block. And the vehicle is braked by the control station. 21. The airplane track of claim 20, further comprising two-way wireless communication between the plane and the control station. 2. An airplane track as claimed in claim 1, wherein the vehicle is equipped with an approximation system for determining the distance between the vehicle and another vehicle and for starting braking and stopping of the vehicle. The plane track of claim 1, further comprising a station covered with at least one roof for getting off the plane and boarding the plane, wherein some vehicles can line up at the stations one after the other. 2. The track of claim 1, further comprising a sideline for maintenance work and for changing the number of planes traveling on the track, wherein the sideline is reached through a stable switch.