RU2497714C2 - Takeoff-landing complex with universal power drive - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering and may be used for short runways of ground airfields and aircraft carriers. Proposed complex comprises at least one working cylinder accommodating piston, shuttle with hook, control system, working medium feed system including generator and/or accumulator of working medium, arrester gear deck receiver, takeoff ski jump and landing optical system lights. Besides, it comprises at least one working cylinder with one end cover to accommodate one- or two-way piston equipped with at least one power cable, drum distribution mechanism and rope-and-pulley system. Working medium accumulator is equipped with or not equipped with moving booster piston. Ski jump is equipped with or not equipped with catapult. Aft and/or side board is equipped with at least receiver outrigger with mechanism for adjustment of inclination to runway. Said outrigger is equipped with carriage guides, said carriage supporting alignment with U- or V-like beam arrangement. Beam top is equipped with receiving cable. Aircraft hook bar may be elongated. Hook may be or may be no equipped with roller.

EFFECT: use of one universal drive with decreased weight and overall dimensions for catapult and/or arrester gear.

25 cl, 5 dwg

Description

The invention relates to aircraft and relates to devices and mechanisms for providing takeoff and / or landing of aircraft, can be used to equip shortened take-off and landing strips of ground airfields and aircraft carriers.

Landing an aircraft on a ship is one of the most difficult elements of piloting airplanes and requires filigree skill from the pilot, especially when the ship is rolling. Currently, when landing on an aircraft carrier, pilots need to perform many actions, including speed, pitch and roll control. At the same time, the pilot checks the accuracy of the approach using the optical landing system. Maintaining the estimated speed of descent and the approach trajectory in a vertical plane (the angle of inclination of the trajectory is 3.5-4 °) and bringing the aircraft to the calculated touch point - to the middle of the site 6 × 36 m in size with the brake hook on the cable no earlier than the moment of contact deck main landing gear - is a challenge for the pilot. Landing on a ship is carried out without a leveling step, therefore, deviation from the calculated angle of descent can lead either to a flight of the aerofinisher zone (with a smaller value of the trajectory angle) with the need to go to the second circle, or to a plane collision with the stern section of the ship (with a larger value) with the destruction of aircraft. But even with a decrease in the calculated trajectory, the aircraft passes a stern cut at an altitude of only about 4 m. However, even bringing the aircraft to the estimated touch point does not mean 100% success in completing the flight. Therefore, when landing at the moment the aircraft touches the deck of the ship, the pilot increases speed by transferring the engines to the "Maximum" mode. This is necessary so that if the hook is not hooked on the cable, the aircraft would be able to take off to the second circle. High speed is necessary so that with the help of elevators it is possible to) create the required angle of attack, providing the aircraft with the necessary lift. For deck-based aircraft, the total share of the weight of the cost of landing is up to 7%, since the operating conditions of decked aircraft are considered the most stringent and involve the need to absorb higher vertical speeds and loads at the time of landing than is characteristic of the operating conditions of most land aircraft.

The well-known "Method of landing an unmanned aircraft on an aerofinisher" (patent RU 2399560 C1, published: 09/20/2010), selected as a prototype of the receiving device. The method consists in the fact that the UAV is equipped with a flexible landing leash with a cat at the end, which is released in the landing mode, and the UAV flight path is formed so that the engagement for the receiving section of the cable installed on the tops of two masts occurs during or after a flight over it section, the velocity vector immediately before contact with the aerofinisher is oriented to climb and to fly above the landing site, after which the UAVs are intensively slowed down to a given speed by adjusting the output of the receiving cable. Further, the UAV is braked to a complete stop due to its falling on the surface of a damping pad filled with low-pressure air. The technical result is aimed at improving the efficiency of the operational properties of an unmanned aerial vehicle.

The disadvantage of this method is that it is necessary to adjust the height of the landing aircraft to the height of the aerofinisher installed on the masts of the cable, which is difficult to do remotely, and it also requires the installation of high and strong (and therefore heavy and non-transportable) masts, because under the influence of the mass of the aircraft on a cable fixed on the tops of the masts, the bending moment significant in magnitude acts on the latter. The longer the stop leash of the UAV, the higher the mast should be. At medium or high approach speeds, a flexible leash with a cat at the end will fall slightly due to air resistance, i.e. will go in the stream behind the aircraft, and this means that for landing it is necessary to have a very high accuracy of flight in height above the cable, which is extremely difficult to ensure. For heavy aircraft with high landing speed, this landing method is unacceptable.

A receiving device is known installed on the decks of all aircraft carriers in the form of transverse receiving cables, including the Admiral of the Fleet Kuznetsov heavy carrier carrying cruiser with Su-33 sea-based aircraft (A. Fomin “Su-27. Fighter History”. RA Intervestnik, Moscow, 1990), designed to hook the hook of an aircraft during landing on the deck. The basis of the power device of the aerofinisher is a hydraulic plunger brake connected by a brake cable through an 18-fold pulley block, a system of blocks and damping devices with receiving cables located across the landing strip. The weight of the device is about 90 tons.

The aerofinisher zone, equipped on the cruiser landing strip, is about 38 m long and has four cables on it, with an interval of 12 m. Usually the cables lie on the deck, and before landing the aircraft rises above it to a height of 200-300 mm. They are designed to hook the hook of the aircraft, descending on the landing strip of the ship. The aircraft brake hook has a release, pull and damping system.

The receiving device of the Svetlana-2 aerofinisher includes; the receiving area of the aerofinisher located on the landing deck, the receiving cable to ensure aircraft capture, deck cable hoists and lifting blocks to maintain the receiving cable at the required height, a set of special directional light to maintain the calculated glide path in the vertical plane (optical landing system), the aircraft brake hook mounted on a barbell.

The disadvantages of this system are:

- the airplane hooks the deck cable at high speed at maximum engine thrust, as a result of which the pilot experiences great overloads, and the aerofinisher operates in maximum load mode;

- upon successful landing of the aircraft on the deck during the capture and tension of the cable, a moment of braking force arises, jerking the nose of the aircraft down, which also increases the overload affecting the pilot;

- the need for a highly qualified pilot;

- unreliable engagement mode, especially during a storm and high landing speed, causing a greater likelihood of escaping to a second landing attempt (to increase the likelihood of engagement, several catch cables with their aerofinishing machines are used in parallel);

- high cost of pilot training;

- there is no reliable mechanism for automated landing, which may result in the loss of the aircraft and the pilot when the latter received combat injuries or worsened well-being;

- limited resource for the modernization of such machines where rigid mechanical feedback is implemented on the position of the rod of the power brake cylinder;

- the only parameter that determines the landing mode is the weight of the received aircraft, which does not allow to respond to other landing conditions;

- for takeoff and landing, you have to have separate power devices on board, which is irrational from the point of view of unification and weight and size indicators.

Based on the foregoing, we can conclude that the design of the receiving device of the aerofinisher "Svetlana-2" requires rethinking.

A catapult power device is known in the form of an electromagnetic aircraft launch system (EMALS) developed by General Atomics specifically for the promising new-class aircraft carrier Gerald R. Ford, being built in the United States, on which there is no steam-powered installation due to the use of new CODAG engines (COmbined Diesel And Gas). The total mass of 225 tons, consists of pulse generators, a control system and a linear synchronous electric motor with a capacity of 100,000 hp.

The disadvantages of the catapult are that EMALS will require more electricity than the ship can provide. It is intended only for very large aircraft carrier ships. High heating temperature (up to 1500 ° C), high weight, modest acceleration speed, high complexity of this catapult suggest that it will be necessary to solve many complex technical problems to install this device on aircraft carriers. In addition, this catapult is not universal and cannot be used as an aerofinisher.

Known steam catapult type "Svetlana-1", adopted as a prototype, installed on the training complex "NITKA", containing two parallel slotted cylinders, each with a diameter of 53 cm and a length of 100 m, inside which the pistons are connected, interconnected and attached to a wheeled shuttle, which pulls the aircraft by the front landing gear and moves along the guides located below the surface of the upper deck. To accelerate the aircraft, steam is fed into the slotted cylinders under a pressure of 64 atmospheres accumulated in steam accumulators.The quantity of steam in the cylinders, therefore, acceleration is determined by the type of aircraft, its take-off weight, wind speed and direction, as well as air temperature.

The disadvantages of steam catapults include the significant weight of the slot acceleration cylinder, as the high vapor pressure on the inner walls of the cylinder cut along the entire length requires a significant increase in the thickness of these walls, and the accuracy of matching parts of the large length of the split cylinder, difficult to produce, leads to a significant increase in the cost of the entire product. The disadvantage can also be considered the significant dimensions of the brake cylinder, caused by the braking of a significant mass of the booster system in the form of pistons and a shuttle, the significant mass and volume of the remaining elements of the catapult, as well as the high steam consumption during intensive launch of aircraft. For its operation, you need a powerful steam boiler and a large steam accumulator, because the removal of the piston from the starting position more and more opens the slot of the booster cylinder, through which the pressure escapes, and requires the supply of steam with increasing as the pistons move and the steam production is intensified. The slotted cylinder bed in the ship’s below-deck channel requires high structural rigidity and ultra-precise installation.

The term "cable" in the present description refers to a flexible mechanical connection, the physical embodiment of which may be a cable, rope, chain, cord, thread, wire, belt, tape, etc.

The term "LA" - means an aircraft, which may be an airplane, a helicopter, an unmanned aerial vehicle.

The term "military-industrial complex" - means the take-off and landing complex.

The term "power device" or "Device" means an engine or mechanism for receiving and / or utilizing mechanical energy for the operation of an air finisher and / or catapult.

The term “drum-distributing mechanism” is a mechanism for transmitting and distributing mechanical energy to consumers with the conversion of forces, moments and speeds and / or the nature of the movement, allows you to agree on the operating modes of the power device and the executive organs of the military-industrial complex, set in motion several mechanisms from one power device , reverse the movement, change the torques and rotational speeds while maintaining a constant moment and frequency of rotation of the power drum, convert the rotator th movement in translation and other.

1. The essence of the invention lies in the fact that the takeoff and landing complex with a universal power device for ensuring the operation of the catapult and / or the aerofinisher contains a hook with a hook, control device, a working fluid supply system, including a generator and / or a working fluid accumulator, deck and / or a boom receiver of the aerofinisher, signal lights of the optical landing system, at least one working cylinder with at least one end cover; inside the working cylinder there is installed a working piston of at least one-sided action, equipped on at least one side with a power cable; drum-distributing mechanism with a cable-pulley system; the battery of the working medium of the power system of the working medium is equipped with a double-acting movable retaining piston or is not equipped with a retaining piston; take-off spring equipped with a catapult or not equipped; the aft and / or side of the ship is equipped with at least one boom of the receiving device with a mechanism for adjusting the angle of inclination to the landing strip, the boom is equipped with guides for the movement of the carriage, on which the target with a U-or V-shaped arrangement of beams is installed, the upper part of the beams equipped with a receiving cable; the hook rod of the aircraft is elongated, and the hook itself is equipped with a roller, or not equipped. The complex according to claim 1, characterized in that the working piston is double-acting and is equipped with power cables on both sides of the working surfaces; the working cylinder is divided by a double-acting working piston into two variable volumes working independently during acceleration or deceleration of an aircraft; acceleration and braking of aircraft is carried out when the working piston moves in any possible direction; the inner end part of the working cylinder is equipped with at least one damping and / or braking device made in the form of a spring, either in the form of a hydraulic and / or pneumatic cylinder, or in a combination of types; braking action to stop the working piston is carried out by supplying a working medium to the retaining volume of the working cylinder; a drum-distributing mechanism with a cable-pulley system, contains a gearbox equipped with a trigger device, a motor generator, a system of tension and movement sensors of the cable, power and / or main shafts equipped with at least one drum, while all the drums are equipped electro-and / or hydraulically controlled manual and / or automatic clutches with its shaft, as well as, if necessary, torsional vibration dampers, and also contains or does not contain a hydraulic brake system containing at least the least, a hydraulic motor, a hydraulic accumulator or without a hydraulic accumulator; the catapult trigger device is installed in the gearbox and / or on the brake caliper mounting bus, and / or on the drum and contains at least one stop and / or clutch, held controlled by a hydraulic and / or electric drive; the shuttle is equipped or not equipped with rollers for guiding; the springboard is equipped with a catapult; contains at least one functionally separate power device designed for separate operation of the catapult and / or air finisher; the bed of the power device is located in any part of the ship, for example, in the lower, aft, below deck, on the deck and in other places of the ship; at least one cable of the cable-pulley system is equipped with magnetic marks; the working cylinder and / or its bed are equipped with thermal insulation; the boom of the receiving device is made telescopic, retractable and / or folding; the boom receiver carriage is equipped with a target with a U- or V-shaped arrangement of beams that fold when the aircraft hooks onto the receiving cable, and can be equipped with: a trap for the brake cable bulb; rollers or wheels; electromagnetic cable tensioning system; rods assembled from profiled elements pulled together by a cable; the optical landing system of the boom landing device is equipped with signal wing and support lights installed with the possibility of synchronous changes in height; all its nodes and elements are installed on mobile platforms and have mobility; the hook of the aircraft is equipped with a roller; the brake and / or return drum is made in the inertialess version; the catapult shuttle is equipped with a shuttle return cable, a return drum, a shuttle return motor to the starting position, a trip mechanism with an accelerating cable, a damper, a brake rod; the starting position is equipped with a winch for pulling the aircraft to the shuttle and / or the shuttle table; bringing into operation the hook rod of the aircraft is performed by the method of telescopic or folding extension; landing of the aircraft is carried out on a trolley and / or take-off of the aircraft is carried out from the trolley; the trolley is equipped with a landing damper and / or an aircraft tossing mechanism

The aim of the invention is the development of a takeoff and sedimentary complex based on a universal power device for the aerofinisher and catapult with reduced weight and size characteristics, as well as expanding the arsenal of power and receiving devices of the military-industrial complex.

The technical result that may be achievable with the implementation of the invention is that the proposed defense industry will allow:

Use one power device for the catapult and / or aerofinisher.

Reduce energy consumption to ensure the performance of the functions of the military-industrial complex.

Reduce the weight and size characteristics of the military-industrial complex.

Digitize braking and acceleration conditions.

Make the stop and acceleration mode of the aircraft softer.

Make the mode of operation of the defense industry mechanisms softer.

Reduce the length of the landing and upper runways.

Reduce the overload acting on the pilot and aircraft.

Equip the springboard with a catapult.

Increase the mass of aircraft processed.

Position the military-industrial complex power elements at the very bottom of the ship’s hull.

To provide repair and quick replacement of military-industrial complex units by the crew.

To equip ships that do not have a steam power installation similar to the military-industrial complex.

Reduce the cost of the military-industrial complex.

Simplify the design of the military-industrial complex.

Use the entire length of the runway or deck.

Increase the number of options for the location of the defense industry mechanisms on the ship;

Automate the landing of sea-based aircraft on shortened landing strips;

Improve landing reliability. Downgrade pilot skills.

Save fuel with an aircraft engine.

Increase the mass of taken aircraft.

Ensure that the aircraft is gently lowered onto the deck.

Reduce the strength of the landing deck.

Reduce the consumption of engine life of the aircraft.

The invention is illustrated by drawings, in which:

Fig 1 - Drum-distributing device (Kinematic diagram of the military-industrial complex).

Figure 2, 3 is a diagram of the carriage.

Fig 4 is a diagram of the equipment of the springboard catapult.

Fig 5 is a diagram of a receiving device.

The numbers indicate:

1 - accumulator; 2 - separation piston; 3 - hydraulic drive shaft; 4 - gearbox; 5 - motor generator; 6 - tires for mounting brake calipers; 7 - the main shaft; 8 - catapult booster cable on a straight deck; 9 - a tension pulley; 10 - shuttle with a hook; 11 - catapult track; 12 - idler pulleys; 13 - brake cable with a bulb; 14 - bulb; 15 - acceleration cables of the catapult on the springboard; 16 - receiving cable mast receiving device; 17 - beams landing device; 18 - carriage; 19 - stop cable carriage; 20 - drum (inertialess) boom receiving device; 21 - motor generator boom receiving device; 22 - helicopter landing cable; 23 - brake cable boom receiving device; 24 - rod hook LA; 25 - hook with an aircraft roller; 26 - receiving cable deck receiving device; 27 - end mount brake cable deck receiving device; 28 - deck brake cable; 29 - receiving cable deck receiving device; 30 - brake cables; 31 - damper power device; 32 - purge windows; 33 - sealed input power cable; 34 - compressor; 35 - rod retaining piston; 36 - a motor for the drive rod of the retaining piston; 37 - a throttle; 38 - throttle; 39 - crane; 40 - retaining piston; 41 - throttle; 42 - battery working environment; 43 - bypass bypass; 44 - throttle; 45 - damper of the power device, 46 - compressor; 47 - purge windows; 48 - sealed input power cable; 49, 50 - power cables; 51 - drum brake; 52 - power shaft; 53 - clutch; 54 - power drum; 55 - hydraulic motor; 56 - a hydraulic tank; 57, 58 - liquid throttle; 59 - airway; 60 - crane; 61 - crane; 62 - crane; 63 - compressor; 64 - filter inlet of the working environment; 65 - magnetic mark sensors ;; 66 - drum acceleration cable straight deck; 67 - working piston; 68 - drum boom rope springboard; 69 - drum brake cable with a bulb; 70 - the working cylinder of the power device; 71 - a drum of a helicopter landing cable; 72 - drum brake cable boom receiving device; 73 - drum deck brake cable; 74 - drum deck brake cables; 75 - electromagnet; 76 - carriage plate; 77 - carriage tension mechanism; 78 - electric cylinder; 79 - tension cables of the carriage receiving device; 80 - rollers (wheels) of the carriage; 81 - guide carriage; 82 - receiving roller carriage; 83 - carriage rib; 84 - bed carriage with a trap; 85 - throat trap; 86 - direct takeoff and landing deck; 87 - shuttle table; 88 - rollers supporting the acceleration cables of the catapult on the springboard; 89 - a tension roller; 90 - springboard; 91 - swing lights; 92 - aircraft; 93 - glide path; 94 - the position of the aircraft before lowering to the deck; 95 - the trajectory of the horizontal flight of the aircraft; 96 - reference lights; 97 - boom lift hydraulic cylinder; 98 - fixing arrow cable; 99 - boom of the receiving device; 100 - a pulley.

The composition and purpose of the nodes and mechanisms of the military-industrial complex.

The military-industrial complex contains, in full or in part, the following nodes:

1. universal gas power device;

2. the power system of the working environment;

3. cable-pulley system;

4. control units;

5. The brake hook on the aircraft.

6. drum-distributing mechanism.

7. catapult.

8. aerofinisher.

9. The receiving device of the aerofinisher.

The universal gas power device is designed to ensure the operation of the catapult and / or aerofinisher. The principle of operation of the power device is based on the action of the pressure of the working medium in the form of a gas (for example, steam, air or another gas) enclosed in a closed working cylinder system. It is universal, i.e. allows the use of one design of the power device in the catapult and / or aerofinisher.

The power device consists of at least one working cylinder 70 (Fig. 1), inside which a working piston 67 is installed, dividing the volume of the working cylinder into two working variable volumes “A” and “B”, and consisting of a gas spring with adjustable internal pressure, force and speed of the piston by acting on the working piston 67, which in turn acts on the power cables 49, 50:

a) by regulating the inlet or outlet of gas into the internal variable volumes “A” and “B” of the working cylinder 70,

b) a change in gear ratio in gearbox 4,

C) the braking or accelerating action of the electric motor generator 5,

d) the inhibitory effect of the hydraulic motor 55.

As the working cylinder 70, a pipe for main gas pipelines with a diameter of, for example, 400-1500 mm, which has a working pressure of up to 15 MPa, can be used. The high level of mechanical properties of the base metal and the weld of this pipe allow it to be used in the military-industrial complex. It is more than an order of magnitude lighter and cheaper than a steam slit cylinder.

To save resources during the operation of the military-industrial complex, energy recovery is possible. When the aircraft lands, there is an excess of energy that can be accumulated by, for example, creating gas pressure in the volume “D” of the accumulator 1, this pressure can be used to drive the hydraulic motor 55 with subsequent rotation of the consumers of mechanical energy. With the alternation of takeoffs and landings, the energy costs of the military-industrial complex will be minimal.

The military-industrial complex is controlled from a special remote control that allows reconfiguration to receive aircraft of various masses and adjusts the parameters of acceleration or deceleration.

The working cylinder 70 (Fig. 1) is equipped with at least one end cap, and the working piston 45 is a single or double acting piston. The working piston 67 is equipped on one or both sides with power cables 49, 50 passing through seals 48.33 in the end caps of the working cylinder 70 and a drum-distribution mechanism with a cable-pulley system closed to the power drum 54. Compressors 34, 46, 63 and / or a gas accumulator 42 were used to create pressure inside the working cylinder 70. It is advisable to equip the accumulator 42 with a double-acting backup piston 40, which will divide the internal volume of the accumulator 42 into two variable volumes “B” and “G”, which, in turn, are connected to the variable volumes “A” and “B” of the working cylinder 70. The retaining piston 40 of the battery 42, by its movement, allows to increase or decrease the pressure in its variable volumes “B” and “G”, which is transferred to the variables about emy "A" and "B" of the working cylinder 70. The working environment as a vapor is taken from a steam generator or boiler and the air - from atmosphere through a filter 64, other gases are taken from the generators of the working environment. The stem 35 of the retaining piston 39 of the battery 42 is equipped with a motor 36 for moving the piston 40. The hydraulic accumulator 1 for accumulating braking energy of the aircraft is also equipped with a separation piston 2, separating the air "D" and liquid "E" of the medium. The variable volume “E” for the air environment of the hydraulic accumulator 1 is connected to the variable volumes “B” and “G” of the accumulator of the working medium 42. The variable volume “E” of the hydraulic accumulator 1 is equipped with 57.58 chokes for smooth regulation of the liquid bypass pressure, and the volume “D” cranes 60.61 for transferring the working medium to the battery 42.

The separation of the working cylinder 70 by the double-acting working piston 67 into two variable volumes “A” and “B” allows these volumes to work independently during acceleration and / or deceleration of the aircraft, which allows the power device to accelerate and decelerate the aircraft when the working piston 67 moves in any possible way direction. For this, the working piston 67 must be installed in some extreme position, and the direction of movement of the consumer of mechanical energy is reversed by a gearbox 4 in a drum-distribution mechanism.

To brake the working piston 67, the inner end caps of the working cylinder 70 are equipped with at least one damping and / or braking device in the form of a spring 31.45, hydraulic and / or air brakes (not shown), an air cushion, which is formed by feeding the working medium in the retaining volume of the working cylinder 70, or in a combination of types. End caps are equipped with purge lockable holes 32,47, which open or close depending on the task.

1. The drum-distributing mechanism comprises a gearbox 4 provided with a trigger device, a power shaft 52 on which a power drum 54 is mounted, a main shaft 7 on which at least one drum is installed: an accelerating 68, 68, brake 69 , 72, 73, 74, the helicopter receiving drum 71, while all the drums are equipped with electric and / or hydraulic manual and / or automatic clutches 53 with the main 7 and / or power 52 shafts, torsional vibration dampers, brake calipers 51, and designed for distributed mechanical energy for consumers using a cable-pulley system. The catapult trigger device is installed in the gearbox and / or on the tire 6 for mounting the brake calipers 51, and / or on the drums and contains at least one stop and / or clutch 53, held controlled by a hydraulic and / or electric drive.

The shuttle of the catapult 10 is equipped with a shuttle stop cable (not shown) wound around a stop drum connected to the shuttle pull motor to the starting position, and a trip mechanism with an accelerating cable, a damper, and a brake rod for stopping. The shuttle stop cable contains an elastic insert, which is a damper. To save fuel, the aircraft during maneuvering to set the hook on the hook, the starting position can be equipped with a winch to pull the aircraft to the shuttle (not shown). The shuttle 10 can be connected to the stretched 8.15 acceleration cables by means of a coupling mechanism, while the tensioned cable will not allow the shuttle 10 to go down, and from the coup it will be fixed in the acceleration track 11 of the catapult with a hook, therefore it may not be equipped with rollers for guiding, because when moving, shuttle 10 will be connected to the aircraft and this will additionally fix it. But at the starting position, it is advisable to have a table 87 under shuttle 10 (Fig. 4), on which he will rely when placing the aircraft on the shuttle, and cannot be sunk into the deck. When equipping a springboard 90 with a catapult, the shuttle 10 is expediently secured between two booster cables 15, which will rest on the rollers 88 of the springboard take-off section located on the sides of the track 11 of the catapult.

To hold the working piston 67 (Fig. 1) in the starting position when significant pressure forces of gases are acting on it, the power drum 54 and / or gearbox 4 in the drum-distributing mechanism are equipped with a trigger device that fixes the power drum 54 from rotation and includes its for rotation. It contains at least one stop and / or clutch, held controlled by a hydraulic and / or electric drive and allows you to smoothly release the lock (not shown).

If there is sufficient space for the military-industrial complex, it may contain at least one functionally separate power device, designed for separate operation of the catapult and / or air finisher. In this case, the working cylinder 70 can be located in any part of the ship, for example, in the lower, aft, below deck, on the deck and in other places of the ship.

To digitize work processes, the power cable 49, 50 is equipped with magnetic tags at certain distances, which are read by magnetic sensors 65. In the same way, all cables are equipped with magnetic tags. This will allow you to control the speed and extent of movement of the cables and devices that are connected to them - the piston and other devices, and to influence their movement by changing the pressure of the working medium in the retaining and / or pressure part of the working cylinder 70, changing the gear ratio in the gearbox 4, braking or accelerating the movement of the working piston 67 by the motor generator 5 by turning it on in the motor or generator mode, by counteracting the hydraulic motor 55 or in combination.

When steam is used as the working medium, the working cylinder 70 can be equipped with a drainage system, for example, in the form of a fitting with a valve for draining condensate and / or for purging the working cylinder with steam to heat it before operation. In this case, it is advisable to equip the working cylinder 70 and / or its bed with thermal insulation.

The proposed technical solution allows you to have both a springboard and a catapult on the runway, and also allows you to equip a springboard with a catapult, and this, in turn, allows you to take off with more favorable parameters for the pilot and the aircraft.

The operation of the power device to drive the catapult.

LA with the engines running, located on the flight deck, is pulled by a winch to the hook of hook 10 and fixed on it. The working piston 67 is in the starting position - in position "A", the purge windows are open 32, and the windows 47 are closed. In the pressure part of the variable volume “A” of the working cylinder 70, gas is supplied from the accumulator 42 from the variable volume “B”, but the working piston 67 cannot move, because held by a power cable 49, a locked gearbox 4, and the motor generator 5 is in readiness for inclusion in the electric motor mode with maximum load. After receiving a command to start the aircraft, gearbox 4 smoothly unlocks the power drum 54 and allows the aircraft to move smoothly, while the load on the motor generator 5 gradually increases and then it is put into maximum operation as a motor to increase the speed of the working piston 67, and gas pressure is supplied to the pressure part “A” of the working cylinder 70 from the variable volume “B” of the battery 42 to increase the speed of the shuttle 10, while the motor 36 moves the rod 35 and the retaining piston 40 into the cavity “B”, thereby increasing the pressure in the pressure cavity “A” of the working cylinder 70. The working piston 67 pulls the power cable 49, unwinding the power drum 54, which in turn spins the accelerating drum 66 or 68 and drives the accelerating cable 8 or 15 with the shuttle installed on it 10 and LA. After the acceleration of the aircraft, from the pressure variable volume “A” of the working cylinder 70, bypass 43 with the valve 39 open, gas enters the retaining variable volume “B” of the working cylinder 70, while the purge windows 32 are closed and the windows 47 are opened. The working piston 67, moving by inertia, compresses this gas and slows down to a stop. For a quicker stop, gas can be supplied to the retaining volume "B" under pressure from the cavity "G" of the battery 42, creating an air damper. The speed of gas supply to variable volumes “A” and “B” is regulated by throttles 44, 37 and blowing compressors 34, 46. If inertia is not fully repaid, then dampers 31, 45 and / or a brake (not shown) . The working piston 67 is stopped in this extreme position for further work in the opposite direction, to accelerate or decelerate the aircraft, while the movement of the acceleration cable 8 or 15 stops. When the working piston 67 moves in the opposite direction, the gearbox 4 is reversed, while the movement of the working piston 67 is in the opposite direction, and the acceleration cables 8, 15 move in the forward direction, because they do not even need to be returned to their original position - just detach from them and pull the shuttle 10 to the starting position.

The working medium (air) is taken from the atmosphere through the filter 64, other gases from the generators of this medium. The compressor 63 on the highway 59 supplies air to the cavity "B" and "G" of the battery 42.

To return the shuttle 10 to the starting position after the acceleration of the aircraft is completed, a shuttle return mechanism (not shown) is provided by means of a stop cable wound around a stop drum with an electric motor. The cable is connected to the shuttle, and the shuttle is equipped with a mechanism that separates the shuttle from the booster cable either by the action of the cable during its final unwinding from the drum on the separation mechanism, or by means of an electric drive, then the motor of this drum returns the shuttle 10 to the starting position and connects it to the booster with a cable 8, 15 - the catapult is ready to start again.

During operation of the catapult, the compressors 34, 46 intensively pump or pump the working medium into the volume of the working cylinder 70 from the battery 42 in accordance with the task.

To more quickly control the supply of gas pressure to the volumes "A" and "B" of the working cylinder 70, the backup piston 40 of the accumulator of the working medium 42 compresses the pressure in one volume, for example, "B" and decreases in the other - "G", this increases the pressure in the cavity of the working cylinder "A" and decreases in the cavity "B". This retaining piston 40 will allow air to be pumped into the accumulator at a lower cost, for example, into a volume with lower pressure, and then bypassed with a piston into the volume with higher pressure by closing the throttles 37, 38, 41, 44 and opening the valve 39.

The operation of the power device to drive the aerofinisher.

To stop the LA 92, hooked by a hook 25 to the receiving cable of the aerofinisher, the power device operates on the principle of compressing the working medium in a variable volume of the working cylinder 70 with additional braking by the motor generator 5 operating in the generator mode with maximum load and / or turning on the hydraulic motor 55 to the mode pump. When landing on the boom receiving device, the landing speed of the LA 92 (Fig. 5) will be low and either the motor-generator 5 or the working cylinder 70 will cope with braking of the aircraft. When landing in the traditional way without the boom landing device on the deck receiving device, when the aircraft engine is shifted in the "maximum" mode, the braking force on the brake cable 28, 30 will be significant, therefore, all methods are included in the braking operation: compressed gas from the accumulator 42 enters the compressible volume of the working cylinder 70, which moves along by the piston 40 of the battery 42, the motor generator 5 operates in the generator mode with maximum load, it is also advisable to use a hydraulic braking system - a hydraulic motor 55 connected by a shaft 3 to the gearbox 4. In this case, the brake drum 73, 74 through the gearbox 4 connected to a hydraulic motor 55, which pumps the liquid, for example, into the hydraulic accumulator 1, while the valve 61 is closed and the liquid entering the volume "G" moves the piston 2 and compresses the gas in the cavity "D". The air pressure in the cavity "D" and the throttle 3 create a reaction to the injected fluid, which slows down the rotation of the main shaft 7 and, accordingly, pulls the brake cable from the drum 73, 74. It is possible to transfer fluid from the tank 56 to the tank 56, while the throttle 57 is open, and the fluid passage speed is controlled by a controlled throttle 58, which also slows down the promotion of brake drums. Further, the accumulated energy from the motor generator 5 and the compressed air in the cavity "D" of the accumulator 1 can be used for various needs. As a braking hydraulic pump, a screw hydraulic pump can be used, which gives high pressure and less ripple.

The composition, purpose of the nodes and a description of the operation of the mechanisms of the boom receiving device of the aerofinisher during aircraft landing.

The following elements are included in the boom receiver of the aerofinisher:

1. The carriage 18 (figure 5), connected by a return cable 19 and with a return drum 20, equipped with beams 17 forming a target with a U- or V-shaped arrangement of beams (Figure 2), between which there is a receiving cable 16.

2. The boom of the receiving device 99 with a mechanism for fixing and adjusting the angle of inclination (departure) in the form of a hydraulic or electric cylinder 97.

3. The optical landing system in the form of the target 91 and reference lights 95.

4. The rod 24 of the landing hook 25, equipped with a roller on the LA 92 (figure 5).

The boom 99 is made in telescopic, or folding, or in a combined form, equipped with a mechanism for changing the angle of inclination to flight deck 86. The arrow is equipped with 99 channel 81 for the movement of the holding rollers 78 of the carriage 18. Channel 81 continues in the landing deck 86. The boom tilt mechanism 99 can be equipped with some kind of servomechanism for quick response to a change in aircraft altitude - a counterweight, a pneumatic or hydraulic accumulator, springs or a combined mechanism. It is advisable to equip the boom with a mechanism for folding or extending from the housing.

The rod 24 of the hook 25 LA 92 for such a landing should be slightly longer than that used for landing on the prototype aerofinisher. The elongated rod can be made telescopic, mainly in the form of a pneumatic cylinder with a pyrotechnic charge installed for forced extension of the rod, or folding, with spring-loaded sections, for self-alignment. The hook rod horizontally should be fixed with the possibility of rotation relative to the transverse axis of the aircraft closer to its center of mass, and vertically below its center of gravity in order to obtain a slight predominance of the converting moment over the diving racks of the main landing gear to make contact with the deck.

It is advisable to equip the landing hook 25 LA with a roller that will work in the cable-pulley braking system as a chain hoist, while simplifying the design of the cable-pulley system of the aerofinisher. The hook can be equipped with a cable clamp and feedback. Brake and return drums, the unwinding of the cable from which is carried out at high speeds of the cable, therefore, with high speeds and high inertia of rotation of the drum and centrifugal forces that can confuse the cable, it is advisable to perform in inertialess design, i.e. motionless - conical or cylindrical, on which the cable is wound on a special leash.

The estimated average elevation of the alignment with the receiving cable of the aerofinisher is estimated to be about 7-10 meters above the level of the landing deck.

The beams of the alignment 17 are equipped with hinges and / or springs (mechanical, gas, gas-liquid, combined) for their folding and unfolding. On the boom 99 of the receiving device, a pulley 100 is equipped for the movement of the return cable 19. A simple and safe for aircraft, in case of accidental contact with the target, the method of making beams 17 is to use the principle of S. Kulikov’s mechanism, which is used in the antennas of army radio stations, for quickly folding and unfolding them (figure 2): the beams of the alignment 17 are made of typesetted from profiled elements which consists of individual links in the form of coils strung on a cable pulling them 79, passed through the inner channel of the coils and pull This can be achieved using a special electric cylinder 80, due to which the whole structure is held in working position and the desired shape is maintained. A receiving cable is stretched between the beams of the alignment 17 16. The tightening cables 79 are attached to a metal plate 76, which is connected to the electromagnet 75. By means of the hydraulic or electric cylinder 80, the tension mechanism links 77 are pulled together, which rests against the electromagnet 75 at one end and the head at the other end. the carriage 18, on which the beams of the alignment 17 are installed and pulls together the tightening cables 79, as a result of which the beams 17 take a working form and the receiving cable is stretched between them 16. When the LA 92 is hooked onto the receiving cable, 1 b shift occurs lattice 18 and the separation of the plate 76 from the electromagnet 75 (because the mass and inertia of the aircraft is much more than the holding forces of the magnet), while the plate 76, freed from the action of the magnet 75, ceases to stretch the tightening cable 79, the beams 17 become malleable and continue to work further as a flexible mechanical connection connecting the LA 92 with the carriage 18, while an attempt to move the aircraft along the path 95 of the initial flight will cause the carriage 18 to move along the guides 81 of the boom 99, and this, in turn, will force the aircraft 92 to move along the path 93, i.e. . The aircraft, as you move forward, will be forcibly pulled by a flexible mechanical link, consisting of tightening 79 and receiving 16 cables connected to the carriage 18, to the landing deck 86 of the ship. Moreover, at the stage of flight over arrow 99, the braking forces acting on the carriage 18 are insignificant and this does not allow the aircraft 92 to descend on the arrow 99. Further, when the carriage 18 moves to the deck 86 of the ship, it is possible to perform aircraft braking in several ways:

1. The carriage 18 meets the extended receiving cables 26 or 28 of the deck receiving device of the aerofinisher and when the aircraft 92 moves forward, at least one brake cable is pulled and the aircraft stops. In this case, any possibility of uncoupling the carriage 18 behind the brake cable is completely excluded. In the case of installation of receiving ropes 26 on the deck, the carriage 18 is equipped with two rollers 82, operating as a chain hoist and mounted at the edges of the throat of the trap 85.

2. The carriage contains a bed 84, equipped with rollers 78 for movement along the guide 81 of the boom 99, and a trap for the bulb 14, the throat of the trap 85 is directed strictly to the bulb 14, and the receiving deck device of the aerofinisher is made in the form of a cable 13 equipped with a bulb 14 (brake unit “A” of Fig. 1) located in the below deck space and installed in the path of the carriage 18. When the carriage is forcibly moved 18, the pharynx of the trap 85 captures the bulb 14 and pulls the brake cable 13 thrown over the pulley 87 with increasing force, which stops the aircraft le touchdown. The upper and lower parts of the carriage 18 are connected by a rib 83, which moves along the track in boom 99 and deck 86.

3. The carriage 18 is equipped with a brake cable 23 (brake unit “b” in FIG. 1) connected to the drum 72, the aircraft is braked by braking the rotation of the drum 72.

4. In a combined way - in a combination of different braking methods.

All these braking methods, in terms of hooking, are more reliable than the usual way of landing aircraft on deck.

The receiving cables 26 of the deck receiving device are configured to be quickly removed from the deck by means of the unit 27 with the deck mount bracket detaching it and being wound onto the drum 73. Its installation is carried out in the reverse way in the reverse order.

The movement of the boom 99 up or down is regulated by a height adjustment mechanism (mainly a hydraulic or electric cylinder) according to the commands of a device that tracks the speed and altitude of the aircraft landing. The braking control unit determines the braking force on the cables 23, 13, 28, 30, which controls the braking mechanism of the cable.

To maintain the pilot's recommended altitude and direction of flight, the portal is equipped with wing lights 91, and the landing deck with 96 supporting lights, which are an optical landing system. The lights are synchronously mounted at the same height so that the pilot can withstand horizontal flight, and the receiving cable 16 is set slightly below trajectory 95.

The stages of operation of the boom receiver of the aerofinisher when receiving and escorting aircraft to the landing deck of the ship:

- the maximum decrease in the speed and altitude of the aircraft, alignment of the horizontal flight path 95 (Fig. 5) along the lights of the alignment 91 and the reference 96, the direction of the aircraft between the beams of the alignment 17 of the boom receiver in the direction of the reference lights 96, the release and extension of the rod 24 of the hook 25 ;

- automatic installation of the receiving cable 16, by changing the angle of inclination of the boom to the deck of the aircraft, at the flight altitude of the aircraft in the altitude range between the bottom point of the aircraft chassis and the hook of the aerofinisher control system according to the altimeter;

- engagement of the hook 25 LA 92 for the receiving cable 16 mounted on the beams 17 of the alignment of the movable carriage 18, and towing the carriage 18 for the LA 92;

- forced movement along the glide path 93 in the wake of the carriage 18 descending along the arrow 99 and pulling the aircraft 92 to the landing deck 86;

- engagement of the carriage 18 for the receiving cable 26 of the deck receiving device,

- lowering the LA 92 to the surface of the deck 86 due to the counteraction of the brake cable 26, which will reduce the lifting force of the LA 94 and force it to descend onto the deck 86 with the struts of the main chassis, creating a controlled force for braking the landing aircraft through the deck brake power device of the aerofinisher mechanism.

When the rod 24 of the hook of the LA 92 is in contact with the take-up cable 16 stretched in a horizontal plane between the beams 17 of the alignment, the bar 24, tilting backward, slides along the take-up cable 16 until the hook engages with hook 25 and, when the hook is equipped with a latch, the cable is fixed in hook 25 so that during wave phenomena in the cable 16 when it is drawn, there is no release, which can lead to the loss of aircraft. Oscillations of the rod 24 of the hook 25 when hooking on the cable 16 dampens the shock absorber of the hook rod.

After fixing the receiving cable 16 to the hook 25, the aircraft pulls the cable 16 and folds the alignment beams 17 and tears the carriage 18, which, under the influence of the aircraft’s traction 92, moves along the guides 81 of the arrow 99 downward and thereby forcibly pulls the aircraft 92 to the landing deck 86. The carriage is equipped with a return cable 19, wound on a drum 20, connected to the motor generator 21, which can exert both braking and accelerating effects on the cable 19 in order to control the speed of the passage of the aircraft 92 over the boom and landing exactly in the designated place without the fate of the pilot.

After the carriage 18 from the boom 99 to the landing deck 86, it meets the receiving cable 26 (29) of the deck receiving device of the aerofinisher, comes into contact with this cable and the inertial mass of the aircraft 92 pulls the brake cable to a complete stop of the aircraft.

In the event of a non-clutch for the receiving cable 16, the aircraft continues to fly along trajectory 95 passing by the landing complex, leaving for the second circle to repeat landing.

The aerofinisher is controlled from a special console that allows reconfiguration to receive aircraft of various masses.

The landing of the aircraft on the landing deck 86 of an aircraft carrier is carried out in the following way:

A). Pilot:

- before the approach of the aircraft 92 for landing releases the rod 24 of the hook 25 in the working position, which is installed perpendicular to the longitudinal axis of the aircraft, and lengthens from the gases of the exploding squib. Then it reduces the aircraft’s flight speed and altitude to the minimum flight values, guided by the lights 91, 96 of the optical landing system, aligns the aircraft and, continuing horizontal flight along trajectory 95, directs the aircraft to the boom receiver target between the beams 17 in the direction of the longitudinal axis of the landing deck ;

B) Ship Aerofinisher:

- the altimeter determines the flight altitude of the aircraft 92 and the elevation control system, adjusts the angle of the boom 99 to deck 86 so that the receiving cable 16 at the moment of contact of the rod 24 with the cable 16 (before the hook) was located between the lower point of the landing gear of the aircraft 92 hook 25.

B) Aircraft:

- when flying the aircraft 92 over the take-up cable 16, the hook 25 is in contact with the cable 16, the shock absorber dampens the elastic rebound of the rod 24, allowing it to slide along the cable 16 until it engages with the hook 25. G). Ship Aerofinisher:

- after the production of the hook, the cable 16 from the drum 20 is pulled out with adjustable resistance, from which the speed of the aircraft 92 slows down, and the carriage 18 moves along the guides 81 of the boom 99 and pulls the aircraft 92 down. After touching the LA 92 deck, the carriage 18 is in contact with the receiving cable 26 of the deck receiving device and begins to stretch the cable 28 (23, 30) from the drum 73 (72, 74) with increasing force, the LA 92 runs and stops.

Moreover, the landing deck 86 may be equipped with a traditional receiving device in the form of transversely mounted receiving cables 29, which can serve as a backup landing system for pilots who prefer the traditional landing method. The receiving cables of the deck receiving device can be made so that they can be removed so that the carriage 18 does not collect all the cables when braking the aircraft, although, when collecting all the cables with the carriage 18, the braking force will not be changed, because all brake drums are installed on one main shaft 7 and the cables from them will spin simultaneously, without increasing braking force, which quadruples the reliability of landing, even if three brake cables of the deck receiving device are broken (which is absolutely unbelievable), the fourth cable will take over the braking load and will stop the aircraft. It is possible that cables not involved in braking can passively be pulled out of drums open to the main shaft.

The advantages of the receiving boom are:

a) - reduced requirements for pilot qualifications;

b) - a more reliable landing of the aircraft;

c) - the possibility of automatic landing of the aircraft.

The return of the receiving cable 16 to its original position is as follows.

Immediately after the aircraft stops, the receiving cable 16 is disconnected with hook 25, and while the aircraft releases the landing deck, motor generators 20 or 5 wind brake 23, 28, 30 and return cables 19 onto their drums, carriage 18 rises along the arrow 99 to its original position , the magnet 75 attracts the tension plate 76, and the electric cylinder 78 pulls the elements 77 to the center, while the cables 79 are pulled and the beams of the alignment 17 fall into place and stretch the receiving cable 16, and the aerofinisher is again ready to receive the aircraft.

Reliability of landing of an aircraft, provided that its hook 25 is hooked to the receiving cable 16 of the boom receiving device, is ensured by the fact that the possibility of not locking the carriage to the receiving cable of the deck receiving device, as well as multiple duplication by the deck receiving device, is completely eliminated, all this allows not to turn the engines on "Maximum", therefore, the load on the aircraft and the pilot will be lower than when landing on deck receiver in the traditional way.

The carriage 18, when moving the LA 92 on the landing glide path 93, acts as a stabilizer and levels the LA 92 when approaching the landing deck 86 even if there are significant deviations from the course - this is also facilitated by equipping the hook 25 of the LA roller. All this creates the prerequisites for the fact that all aircraft can be planted at the same place on the landing section of the deck. This will make it possible to abandon the chassis for some types of aircraft, for example, unmanned ones, and land them on the truck, as well as take off from the truck, while the aircraft are not equipped with the chassis, and the weight saved due to the chassis is used for the payload. In this case, the trolley is equipped with a damper, for example, a low-pressure pneumatic, so as not to damage the case during landing, and with an aircraft tossing mechanism when launched from the catapult to simulate a springboard, made, for example, in the form of a frame that rises under the action of air springs. The trolley, in order to maintain a straight trajectory during landing or take-off of the aircraft, is equipped with at least one rib sliding along the track located on the landing or take-off decks intended for the movement of the carriage or shuttle. The trolley on the landing deck can be connected to the brake cable.

The cables involved in the operation of the power device can be equipped with magnetic marks and / or strain gauges, from which information on the speed and braking and / or acceleration force is taken, and the parameters are adjusted by turning the motor generators into motor or generator mode, adjusting the pressure in the power device, as well as additional devices that affect the speed of the actuators. Further braking of the aircraft as a result of the controlled action of the braking force on the exhaust of the brake cable during a run will lead to a stop of the aircraft with the smallest overloads.

In order to reduce the time to ensure the landing of several aircraft, the ship can be equipped with several boom receiving devices.

The military-industrial complex also allows forcible landing of helicopters. Forced landing of the helicopter on the deck occurs in this way. The helicopter hangs over the deck in the area of installation of the helicopter landing device and lowers the cable, which a member of the landing team catches and attaches to the helicopter cable 22, which is connected to the helicopter landing drum 71 mounted on the main shaft 7. Next, a torque is created on the helicopter drum 71 by either the motor generator 5, or by rotation of the hydraulic motor 55 from the pressure in the accumulator 1, or by a gas power device by applying pressure to the working cylinder 70. Torque is transmitted through the box gear 4 to the helicopter drum 71, forcing it to rotate and wind the helicopter cable 22, and thereby forcibly pulls the helicopter to the deck.

The military-industrial complex can be implemented in a mobile version, all elements of which will be located on vehicles and collected at the place of use. In this case, the VPK catapult is equipped with at least one 8 or two 15 booster cables located on the surface of the runway between the pulleys 9 or 12 installed at the beginning and end of the strip, and the shuttle 10 is equipped with wheels, thanks to which it will move along the take-off surface stripes. In this case, the wheels of the front landing gear of the aircraft can be mounted on a shuttle. In the case of installing two booster cables 15, the shuttle 10 is installed between them and in this case the cables do not interfere with the front wheel of the aircraft to move along the strip. The pulleys 9, 12, on which the main load is assigned, as well as the working cylinder 70 of the power device, are attached to a bush of steel piles hammered along the edges or at the end and beginning of the strip. All elements of the military-industrial complex are located and installed on the surface. Similarly, the receiving cables of the air finisher are installed. The boom receiver of the aerofinisher is equipped on a car trailer and is installed on approach to the landing strip, the pulley of the braking cable of the boom device is installed as described above. Unlike prototypes:

1. In the prototype catapult contains two working cylinders, in the proposed invention - at least one.

2. In the prototype, the working cylinder is split and open from one end, in the present invention, a continuous working cylinder in the form of a pipe with one or two end caps.

3. In the prototype, a single-acting working piston is installed inside the working cylinder; in the present invention, a single or double-acting working piston is installed.

4. In the prototype, the device is free-piston and uncontrollable, in the present invention, the piston is rigidly connected to the power drum by power cables and has a controlled movement.

5. In the prototype, inside the working cylinder there is one variable volume - pressure, in the present invention there are two variable volumes - pressure and pressure, which are interchanged depending on the direction of movement of the working piston.

6. In the prototype, the working cylinder is strictly unilateral action, in the proposed invention, the working cylinder is single or double-acting.

7. In the prototype, the defense industry mechanisms work directly from their power devices, in the proposed invention, the distribution of mechanical energy is carried out by a drum-distribution mechanism.

8. In the prototype, a gas accumulator was used to create pressure inside the working cylinder; in the present invention, the battery is equipped with a double-acting backup piston installed inside it, which divides the battery into two variable volumes connected to variable volumes of the working cylinder.

9. In the prototype, aircraft is braked in one way by means of a hydraulic plunger brake machine, in the proposed invention, by joint or any of the three methods in a different combination - back pressure in the working cylinder, operation of the motor generator in generator mode, pumping fluid into the accumulator.

10. In the prototype, high-pressure gas is supplied to the working cylinder with the start of acceleration, so the speed of the pistons is limited by the gas flow rate. In the present invention, high-pressure gas is already in the working cylinder and is ready to instantly push the working piston, which will provide significantly greater acceleration and traction, which is important, for example, for unmanned aircraft.

11. In the prototype, the working cylinder is made in the form of a series of relatively short docked sections of slotted cylinders, bolted together, and requires extremely accurate fitting one to the other, the presence of a slit involves large leakages of the working medium through the slit and a large acceleration length due to the inability to create high pressure. In the present invention, a gas main pipe is used, consisting of sections of relatively large lengths welded together, with a diameter of 400 to 1500 mm and a working pressure of up to 15 MPa, the system is tight and allows the use of any high-energy working medium, which will reduce the dimensions of the catapult and increase the acceleration speed of the aircraft .

12. In the prototype, the working cylinders are located below the deck. In the present invention, the Device can be located anywhere on the ship - in the lower part of the hull, on the deck, in the below deck space, etc., which will allow the space of the ship to be used more rationally, or located on the surface of the ground airfield.

13. The prototype has a large dead zone at the end of the take-off deck due to the location of the braking device under the deck at its end. In the present invention, the take-off deck is used fully, which will reduce dead space, and use the vacated space for other purposes.

14. In the prototype, the shuttle does not have the ability to change the position on the track and requires accurate positioning of the aircraft at the launch position under the shuttle, which causes time and additional fuel consumption when maneuvering the aircraft. In the proposed invention, the shuttle can move any distance forward or backward along the accelerating cable, and the starting position is equipped with a winch for pulling the aircraft to the shuttle, which will reduce the preparation time for the launch and reduce the fuel consumption of the aircraft for maneuvering when shuttling.

15. In the prototype, a power plant spends energy on heating and moving steam. In the present invention, there is the possibility of energy recovery, which will reduce the energy consumption of the catapult in favor of other energy consumers.

16. In the prototype, slotted cylinders made of thick-walled metal have significant weight, which reduces the carrying capacity of the ship. In the present invention, thin-walled cylinders can be made of light metal, which will reduce their weight and save weight for another load.

17. In the prototype, the springboard is extremely difficult to equip with a catapult, in the present invention this is the case.

18. In the prototype there is only one - a deck receiving device, in the proposed invention, two receiving devices - deck and boom.

19. In the prototype, the military-industrial complex power devices cannot be performed in the mobile version, because require a deck (or underground) placement of devices, as well as a large amount of space for their placement, in the proposed invention, the military-industrial complex can be performed in a mobile version with installation on the surface without destroying the coating, and also allows the use of sections of roads.

20. In the prototype, the load from the received aircraft is perceived by two masts operating on a kink, in the proposed invention, one boom equipped with a carriage that only supports the receiving cable, and the power mechanism takes up the main load.

21. In the prototype, soft landing is not possible, in the present invention is possible.

22. In the prototype of the aircraft, the landing gear is necessarily equipped, in the proposed invention, the landing gear can be abandoned.

When equipped with the proposed take-off and landing complex of aircraft carrier ships, the invention will allow:

- solve the problem of countering the threat of buildup of carrier forces of a potential enemy by the asymmetric method;

- create a "mosquito" carrier fleet, i.e. a large number of cheap small aircraft carriers, which will not be inferior in effectiveness to medium-sized aircraft carriers;

- develop a new tactics for such a fleet, allowing for the widespread presence of aviation and a quick response to threats;

- deploy different forces with different specializations for small aircraft carriers and create target or multi-purpose groups of small aircraft carriers with different purposes;

- dramatically increase the survivability of aircraft carrier formations by distributing forces and assets on a large number of aircraft carriers;

- quickly maneuver forces and means depending on the operational situation;

- launch any aircraft with any thrust-weight ratio from aircraft carriers, as the design of the power device allows the use of a catapult on a springboard;

- use aircraft carriers deployed in different areas in fulfillment of one mission;

- increase the radius of the combat use of aviation by taking off from one aircraft carrier, and landing on another aircraft carrier deployed in another area;

- increase the radius of the combat use of aviation by increasing the amount of fuel due to the abandonment of the chassis on the aircraft;

- increase the weight of combat equipment or payload of the aircraft due to the rejection of the chassis on the aircraft;

- use aircraft carriers as jump platforms;

- use aircraft carriers as a platform for refueling with fuel and ammunition;

- deploy aircraft carriers on large bodies of water in the continental part - rivers, lakes, bays;

- it is better to disguise aircraft carriers as civilian vessels such as lighters or tankers;

- disperse enemy striking means over a variety of targets and reduce the effectiveness of fire impact or countermeasures;

- use any available shipbuilding capacity for the construction of aircraft carriers;

- quickly create small “budget” aircraft carriers by converting, for example, tankers, lighters, barges or other civilian vessels of suitable size into aircraft carriers;

- Perform tasks to cover areas with dispersed forces over large areas, and, if necessary, quickly concentrate forces and assets in the main direction;

- provide landing operations in large areas and thereby force the enemy to disperse forces;

- ensure zonal naval domination;

- ensure the presence of aircraft carrier forces in areas with a long communication line or with a small operational space, for example, on the northern sea route in the Arctic;

- show the flag in more areas;

- increase the survivability of ground airfields by equipping them with a mobile military-industrial complex.

The proposed military-industrial complex for the equipment of ground airfields and / or aircraft carriers will allow:

- equip airfields with a mobile version of the military-industrial complex;

- use non-destroyed sections of damaged aerodrome strips;

- use road sections as airfields;

- reduce the time and cost of airfield equipment with power devices;

- it is better to mask airfields;

- increase the length of the booster system on the deck of an aircraft carrier;

- simplify the maintenance of the military-industrial complex;

- reduce the requirements for precision installation of equipment;

- recuperate landing energy;

- have constantly prepared mechanisms for flights.

- minimally spend the ship’s energy on landing and take-off;

- dramatically reduce the cost of take-off and landing equipment;

- dramatically reduce the number of staff:

- dramatically reduce the amount of space for take-off and landing equipment;

- provide quick repair or replacement of equipment;

- to quickly organize training centers for training on takeoff and landing on aircraft carriers anywhere;

- In a short time to train pilots landing PA aircraft carriers;

- more confident to land aircraft on the deck of an aircraft carrier with pilots of any skill;

- carry out confident take-off and landing in the complete absence of visibility;

- to ensure the flight of the aircraft in the event of a non-clutch for the cable of the aerofinisher;

- have two landing systems on an aircraft carrier ship;

- save fuel;

- save engine life;

- abandon the chassis on the aircraft, using the trolley during landing and take-off, etc.

The above construction of the Take-off and landing complex with a universal power device for ensuring the operation of the catapult and / or the aerofinisher does not exhaust all the options, but is only an illustration of it. In practice, other options can be used without violating the basic idea of a technical solution.

Claims (25)

1. A takeoff and landing complex with a universal power device for ensuring the operation of the catapult and / or aerofinisher, containing at least one working cylinder, inside of which there is a piston, a shuttle with a hook, control devices, a working fluid supply system, including a generator and / or a working medium accumulator, an aerofinisher deck receiving device, a take-off spring, signal lights of an optical landing system, characterized in that it comprises at least one working cylinder with at least one end cylinder cover; a single or double acting piston is installed inside the working cylinder, equipped with a power cable at least on one side; drum-distributing mechanism with a cable system; the accumulator of the working medium of the power system of the working medium is equipped with a double-acting movable retaining piston or the battery is not equipped with a retaining piston; the springboard is equipped with a catapult or is not equipped; the stern and / or side of the ship is equipped with at least one boom of the receiving device with a mechanism for adjusting the angle of inclination to the landing strip, the boom is equipped with guides for the movement of the carriage, on which the target with a U- or V-shaped arrangement of beams is installed, the upper part of the beams equipped with a receiving cable; the hook rod of the aircraft is elongated, and the hook itself is equipped with a roller or not equipped. 2. The complex according to claim 1, characterized in that the double-acting working piston is equipped with power cables on both sides of the working surfaces. 3. The complex according to claim 1, characterized in that the working cylinder is divided by a double-acting working piston into two variable volumes, working independently when the aircraft is accelerating or braking. 4. The complex according to claim 1, characterized in that the acceleration and braking of the aircraft is carried out when the working piston moves in any possible direction. 5. The complex according to claim 1, characterized in that the inner end part of the working cylinder is equipped with at least one damping and / or braking device made in the form of a spring, either in the form of a hydraulic and / or pneumatic cylinder, or in a combination of types . 6. The complex according to claim 1, characterized in that the braking action to stop the working piston is carried out by supplying the working medium to the retaining volume of the working cylinder. 7. The complex according to claim 1, characterized in that the drum-distributing mechanism with a cable system contains a gearbox equipped with a trigger device, a motor generator, a system of sensors for tension and movement of the cable, power and / or main shafts equipped with at least , with one drum, while all the drums are equipped with electric and / or hydraulic controlled manual and / or automatic clutches with their shaft, as well as, if necessary, torsional vibration dampers, and also contains or does not contain brake hydraulic A system containing at least a hydraulic motor, a hydraulic accumulator or without a hydraulic accumulator. 8. The complex according to claim 1, characterized in that the catapult release device is installed in the gearbox and / or on the brake caliper mounting bus and / or on the drum and contains at least one stop and / or clutch held controlled by hydraulic and / or electric drive. 9. The complex according to claim 1, characterized in that the shuttle is equipped or not equipped with rollers for movement along the guides. 10. Complex no. 1, characterized in that the take-off springboard is equipped with a catapult. 11. The complex according to claim 1, characterized in that it contains at least one functionally separate power device designed for separate operation of the catapult and / or air finisher. 12. The complex according to claim 1, characterized in that the bed of the power device is located in any part of the ship, for example, in the lower, aft, below deck, on the deck and in other places of the ship. 13. The complex according to claim 1, characterized in that at least one cable of the cable system is equipped with magnetic marks. 14. The complex according to claim 1, characterized in that the working cylinder and / or its bed are equipped with thermal insulation. 15. The complex according to claim 1, characterized in that the boom of the receiving device is made telescopic, retractable and / or folding. 16. The complex according to claim 1, characterized in that the boom of the boom receiving device is equipped with a barrel with a U- or V-shaped arrangement of beams that fold when the aircraft hook is hooked onto the receiving cable, and can be equipped with a trap for the brake cable bulb, rollers or wheels, electromagnetic cable tensioning system, rods assembled from profiled elements pulled together by a cable. 17. The complex according to claim 1, characterized in that the optical landing system of the boom landing device is equipped with signal wing and reference lights installed with the possibility of synchronous changes in height. 18. The complex according to claim 1, characterized in that all its components and elements are installed on mobile platforms and have mobility. 19. The complex according to claim 1, characterized in that the hook of the aircraft is equipped with a roller. 20. The complex according to claim 1, characterized in that the brake and / or return drum is made in the inertialess version. 21. The complex according to claim 1, characterized in that the catapult shuttle is equipped with a shuttle return cable, a return drum, a shuttle return electric motor to the starting position, a release mechanism with an accelerating cable, a damper, a brake rod. 22. The complex according to claim 1, characterized in that the starting position is equipped with a winch for pulling the aircraft to the shuttle and / or the shuttle table. 23. The complex according to claim 1, characterized in that the operationalization of the hook rod of the aircraft is performed by a telescopic or folding extension. 24. The complex according to claim 1, characterized in that the landing of the aircraft is carried out on a trolley and / or take-off of the aircraft is carried out from the trolley. 25. The complex according to paragraph 24, wherein the trolley is equipped with a landing damper and / or mechanism tossing the aircraft.

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