WO2007076725A1 - Dispositif d'atterrissage en parachute d'un aeronef - Google Patents

Dispositif d'atterrissage en parachute d'un aeronef Download PDF

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Publication number
WO2007076725A1
WO2007076725A1 PCT/CN2006/003825 CN2006003825W WO2007076725A1 WO 2007076725 A1 WO2007076725 A1 WO 2007076725A1 CN 2006003825 W CN2006003825 W CN 2006003825W WO 2007076725 A1 WO2007076725 A1 WO 2007076725A1
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WO
WIPO (PCT)
Prior art keywords
parachute
umbrella
aircraft
compartment
hatch
Prior art date
Application number
PCT/CN2006/003825
Other languages
English (en)
French (fr)
Inventor
Songshan Yan
Original Assignee
Songshan Yan
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Songshan Yan filed Critical Songshan Yan
Priority to US12/092,266 priority Critical patent/US20080296434A1/en
Publication of WO2007076725A1 publication Critical patent/WO2007076725A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D17/00—Parachutes
    • B64D17/80—Parachutes in association with aircraft, e.g. for braking thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D23/00—Training of parachutists
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D25/00—Emergency apparatus or devices, not otherwise provided for

Definitions

  • the invention relates to an umbrella drop device, in particular to a fixed-wing aircraft full-machine parachute device. Background technique
  • the whole system parachute system is to set up an umbrella cabin on the aircraft.
  • the parachute is equipped with a parachute and a solid rocket fixed thereto.
  • the solid rocket is powered by a magnesium-based initiator and an emergency button in the cockpit.
  • the slings of the parachute are attached directly to the wing and fuselage of the aircraft. When the aircraft fails, the occupant causes the trigger to trigger a solid rocket by hitting the emergency button.
  • the solid rocket will break the cover that covers the surface of the cabin and expose the parachute.
  • the parachute will be pulled out of the bag and opened, thereby holding down the speed of the aircraft.
  • this kind of full-machine parachute system has its shortcomings.
  • the parachute's pop-up structure is complicated. In addition to making the manufacturing cost high, it uses solid rocket as the external power source for the open umbrella, which also greatly reduces its reliability.
  • the effective use period of solid rockets is short, which makes it difficult to reduce the cost of use, and greatly reduces the reliability of the open umbrella.
  • the splash of the wreckage may also damage the person or object on the ground; again, the parachute and the aircraft Lack of sufficient umbrella cushioning, it is very easy to damage the aircraft and the occupants on the aircraft; again, the parachute slings are laid outside the fuselage, affecting the flow linearity and aesthetics of the aircraft, increasing the wind resistance and difficulty of operation of the aircraft.
  • the single and single layer of the parachute not only limited in area, can not be used for larger aircraft use, but also the pulling force between the parachute and the aircraft is quite large when the parachute is opened, and the part is heavy and the parachute is larger. The large aircraft may also break the rope or tear the fuselage due to excessive pulling force. Summary of the invention
  • the technical problem to be solved by the present invention is to provide an aircraft full-body parachute device capable of effectively opening an umbrella without using an additional open-air power source in view of the above-mentioned state of the art.
  • Another technical problem to be solved by the present invention is to provide an aircraft full-body parachute device capable of effectively reducing the pulling force between the parachute and the aircraft at the instant of opening the umbrella and providing sufficient open buffer.
  • Still another technical problem to be solved by the present invention is to provide an aircraft full-machine parachute device that can effectively increase the wind resistance area of the parachute without increasing the area of the single parachute.
  • the aircraft full-machine parachute device comprising at least one umbrella boat on the aircraft and a parachute provided with a guiding umbrella therein, the umbrella cabin has a controllable opening An umbrella hatch, a parachute placed in the space formed by the umbrella compartment and the canopy, and the end of the parachute suspension cable is opposite to the umbrella compartment
  • the utility model is characterized in that: the umbrella cabin is provided with an air guiding duct on the windward surface, the front and rear ends of the air guiding duct are respectively an air inlet and an air outlet, wherein the air inlet is covered by the umbrella hatch when the umbrella hatch is closed Covered, and the air outlet is located in the umbrella compartment, and the parachute's guiding umbrella covers the air outlet.
  • the mechanism for controlling the opening of the umbrella hatch can adopt various existing methods, such as hydraulic push rod opening, pneumatic push rod opening, blasting opening, etc., but simply, a retractable locking tongue can be arranged on the umbrella cabin.
  • a corresponding lock is arranged on the inner side wall of the umbrella hatch, the lock has a lock hole, and the front end of the lock tongue can be inserted into the closed state of the umbrella hatch, thereby maintaining the umbrella hatch closed.
  • the driving tongue can be retracted by manual mode or by electric means:
  • a manual cable can be connected to the rear end of the bolt, and the other end of the manual cable is placed in the cockpit;
  • the electric mode can be provided with a traction electromagnet that can attract the retraction of the bolt at the rear end position of the bolt, thereby forming an electromagnetic lock, and the control switch of the traction electromagnet can also be placed in the cockpit.
  • the front and rear reset of the bolt can also adopt various prior art techniques, such as using another manual zipper or another traction electromagnet at the front end of the bolt, or a simple dialing method, etc., but
  • the bolt can be designed to have an outer flange at a position adjacent to the front end, and the rear end passes through a through hole of the bolt seat fixed to the umbrella cabin, and a spring is sleeved Outside the middle of the bolt, the front end of the spring rests on the outer flange of the bolt, and the rear end of the spring rests on the bolt seat, so that under the action of the spring, the bolt will always have a tendency to reset forward.
  • the end of the parachute suspension cable can be fixed relative to the umbrella cabin in the following manner: a reel seat and a tether reel rotatably disposed on the reel seat, and a disc spring is further disposed between the two, and the two ends of the disc spring are respectively connected with the reel seat and the rope reel, and The end of the parachute suspension cable is wound and fixed on the rope reel.
  • the disc spring is in an energy storage state due to the pulling of the parachute rope, thereby greatly buffering and absorbing the huge pulling force between the high-speed flying aircraft and the parachute, greatly reducing The impact of the reaction force on the aircraft body after the umbrella is opened.
  • the parachute can adopt two or more tower parachutes, and all the parachutes share the same parachute suspension sling, so that when the umbrella is opened, each parachute It will open top to bottom from top to bottom, which can reduce the pulling force of the plane when the parachute is opened, and greatly increase the area of the wind blocking. It fully utilizes the upper space of the aircraft and solves the large aircraft.
  • the problem of oversized parachute required for parachute landing makes it possible to fully parachute the large aircraft.
  • the umbrella hatch cover can be designed to be disposable, that is, after the umbrella hatch is opened, it will be detached from the umbrella cabin under the action of airflow, but for repeated use, the umbrella hatch can be simply hinged away from the rear side of the windward side.
  • an elastic member may be disposed on at least one inner side of the canopy cover, and the elastic member may be a spiral spring or a plate spring.
  • the umbrella cabin may be more than one, such as the umbrella cabins provided on the two wings of the aircraft, the head of the fuselage, and the tail of the fuselage.
  • the invention realizes the no-external power source opening by using the air guiding pipe added in the umbrella cabin and utilizing the airflow during the flight of the aircraft, thereby not only improving the reliable operation of the opening umbrella, but also eliminating daily maintenance and saving, and saving the cost;
  • the rope reel with disc-shaped magazine effectively reduces the pulling force between the parachute and the aircraft at the moment of opening the umbrella and provides sufficient umbrella cushioning.
  • the design of the multi-layer tower parachute not only further reduces the distance between the parachute and the aircraft.
  • the full-air parachute device of the aircraft can effectively increase the air-blocking area of the parachute without increasing the area of the single parachute, so that the full-scale parachute of the large aircraft is possible.
  • FIG. 1 is a schematic diagram of the basic structure of an embodiment of the present invention.
  • Figure 2 is a top plan cross-sectional view of Figure 1.
  • Figure 3 is a partial cross-sectional view taken along line A-A of Figure 2;
  • Figure 4 is a partial cross-sectional view taken along line B-B of Figure 2;
  • Figure 5 is a top plan view of Figure 1 after the umbrella hatch is opened and the parachute is flying out of the cabin. detailed description
  • An aircraft cabin 4 is disposed on each of the two wings and the fuselage of the aircraft 1, and is covered with an umbrella cover 5 that can be controlled to open.
  • the umbrella hatch 5 is connected to the umbrella compartment 4 via a hinge 16 on the rear side thereof.
  • the inner side wall of the hatch cover 5 is provided with a locking buckle 6 with a locking hole 61.
  • the two inner side edges of the canopy cover 5 are provided with two as the opening elastic members 7 which are in contact with the umbrella compartment 4. Plate spring, see Figure 1, Figure 2, Figure 5;
  • An electromagnetic lock is provided in the umbrella compartment 4 at the forward direction end of the aircraft 1 and is electrically connected to an operating switch in the cockpit, the electromagnetic lock comprising a locking tongue 8 and a traction electromagnet 9 coupled thereto, wherein the locking tongue 8 has an outer flange 81 at a position adjacent to the front end, a front end of the tongue located before the outer flange 81 passes through a through hole fixed to the front bolt seat 82 on the umbrella cabin, and is inserted into the umbrella when the umbrella hatch 5 is closed
  • the rear end of the lock tongue 8 passes through the through hole fixed on the rear lock tongue seat 84 on the umbrella cabin and is connected with the manual cable 10, and the manual cable 10 is further
  • the spring 83 is sleeved outside the middle of the bolt 8, the front end of the magazine 83 is placed on the outer flange 81 of the bolt, and the rear end of the spring 83 is placed on the rear bolt seat 84. See Figure 2,
  • the electromagnetic lock is disposed adjacent to the air guiding pipe 11, the air guiding pipe 11 facing the advancing direction of the aircraft 1 is the air inlet 12, and the other end is the air outlet 13, see Figure 2, Figure 3, Figure 4, Figure 5;
  • a roller reel 15 and a cord reel 14 rotatably disposed on the reel base 15 are further disposed in the umbrella compartment 4, and a disc spring 141 is further disposed therebetween, and both ends of the disc spring 141 are disposed Connected to the reel seat 15 and the rope reel 14, respectively, see 2, Figure 3, Figure 5;
  • the parachute 4 is also provided with a parachute 2, which is a three-story tower parachute, wherein the lower two layers are main umbrellas, the top layer is a guiding umbrella 3, and the guiding umbrella 3 covers the air outlet 13 of the air guiding duct 11.
  • the end of the parachute suspension cable 21 is wound and fixed on the rope reel 14, see Fig. 1, Fig. 2, Fig. 3.
  • the umbrella hatch 5 In use, during the normal flight of the aircraft, the umbrella hatch 5 is tightly covered on the aircraft cabin of the aircraft under the cooperation of the elastic lock tongue 8 of the electromagnetic lock, the lock 6 and the hinge 16 to keep The streamlined aerodynamic shape of the aircraft.
  • the aircraft 1 fails, only the pilot pushes the operating switch in the cockpit, and the traction electromagnet 9 in the electromagnetic lock will suck the locking tongue 8 to release the locking buckle 6 that is fastened by it.
  • the umbrella hatch 5 is bounced off by the two leaf springs as the open cover elastic member 7, and is fully opened by the oncoming high-speed air flow.
  • the high-speed air flow is simultaneously flushed into the air duct 11 by the air inlet 12, and the guide umbrella 3 covering the air outlet 13 is blown up and widened, and then the guide umbrella 3 pulls up the parachute 2 and The air is gradually pushed open, so that the aircraft 1 is slowly lowered to the ground, and the large pulling force generated when the parachute 2 is opened is absorbed by the disc-shaped metal spring 141 between the reel seat 15 and the rope reel 14. If the aircraft 1 fails, there is no power on the aircraft or the operating switch is powered off. The pilot only needs to pull the manual cable 10 in the cockpit.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Emergency Lowering Means (AREA)
  • Toys (AREA)

Description

飞机全机伞降装置 技术领域
本发明涉及一种伞降装置， 尤其是固定翼飞机全机伞降装置。 背景技术
目前， 人们为了确保飞行中的飞机和机上人员的安全， 作了一些尝试和努力， 如 美国西锐飞机设计制造公司 (CIRRUS DESIGN CORPORATION)在其生产的四座小型飞 机上安装的全机伞降系统， 它意欲通过该系统来避免当飞机失去控制时， 不至于发生 机毁人亡的悲剧。 全机伞降系统为在飞机上设置一个伞舱， 伞舱中置有降落伞和与其 固定在一起的固体火箭， 此固体火箭经一种以镁为媒介的引发器与驾驶舱中的紧急按 钮电连接， 降落伞的悬吊索直接固定于飞机的机翼及机身之上。 当飞机出现故障时， 乘坐人通过重击紧急按钮， 使引发器引发固体火箭工作， 该固体火箭将击破盖在伞舱 表面的盖板， 将降落伞暴露出来， 当固体火箭的上升速度超过飞机的速度时， 降落伞 将被拉出伞包并打开， 从而牵制住飞机的下落速度。 但是， 这种全机伞降系统存在着 不足之处， 首先， 降落伞的弹出结构复杂， 除使得制造成本偏高之外， 其采用固体火 箭作为开伞外动力源， 还使其可靠性大打折扣； 其次， 固体火箭的有效使用期短， 既 使使用成本难以降低， 又大大地降低了开伞的可靠性， 其残骸的溅落还可能伤及地面 上的人身或物体； 再次， 降落伞与飞机间缺少足够的开伞缓冲， 极易损伤飞机和机上 的乘员； 又次， 降落伞的悬吊索在机身外敷设， 影响了飞机的流线性和美观性， 增大 了飞机的风阻和操作的难度； 最后， 降落伞的单只和单层， 不但面积有限， 无法适用 于更大的飞机使用， 而且在开伞瞬间降落伞与飞机之间的拉扯力相当大， 对于部分机 身较重、 降落伞较大的大型飞机， 还有可能因拉扯力过大而拉断伞绳或扯裂机身。 发明内容
本发明所要解决的技术问题是针对上述现有技术现状而提供一种无需采用额外的 开伞动力源就能实现有效开伞的飞机全机伞降装置。
本发明所要解决的另一个技术问题是提供一种能在开伞瞬间有效降低降落伞与飞 机之间的拉扯力并而提供足够开伞缓冲的飞机全机伞降装置。
本发明所要解决的再一个技术问题是提供一种在不增大单只降落伞的面积的前提 下仍然能有效增大降落伞的阻风面积的飞机全机伞降装置。
本发明解决上述技术问题所采用的技术方案为： 该飞机全机伞降装置， 包括飞机 上的至少一个伞船和设置在其内带有导引伞的降落伞， 伞舱具有一可控制开启的伞舱 盖， 降落伞置于伞舱和伞舱盖所形成的空间内， 并且降落伞悬吊索的末端相对伞艙固
- 1 - 确 认 本 定， 其特征在于： 伞舱在迎风面上设置有一导风管， 该导风管的前后两端分别为进风 口和出风口， 其中进风口在伞舱盖处于关闭状态时被伞舱盖所覆盖， 而出风口则位于 伞舱内， 并且降落伞的导引伞覆盖在出风口上。
控制开启所述伞舱盖的机构可采用各种现有方式， 如液压推杆开启、 气动推杆开 启、 爆破式开启等， 但简单地， 可以在伞舱上设置一可伸缩的锁舌， 而同时在伞舱盖 内侧壁上设置一对应的锁扣， 锁扣具有一锁孔， 并在伞舱盖处于关闭状态下可容所述 的锁舌前端插入其中， 从而维持伞舱盖处于关闭状态； 当需要开启伞舱盖时， 只要将 所述的锁舌回缩、 脱离锁扣中的锁孔即可， 此时即便没有其他辅助开启机构， 由于飞 机本身处于高速飞行状态， 根据伯努里原理， 在流过伞舱盖上方的气流作用下， 伞舱 盖也会自动开启， 此时， 高速气流将从导风管的进风口流入、 从出风口流出， 从而使 覆盖在出风口处的导引伞涨大、 撑开， 进而拉出降落伞主体开伞。 这里， 驱使锁舌回 缩可以采用手动方式， 也可以采用电动方式： 手动方式可以简单在所述锁舌的后端连 接一根手动拉索， 手动拉索的另一端则置于驾驶舱中； 电动方式可以在所述锁舌的后 端位置设置有可吸引锁舌回缩的牵引电磁铁， 从而构成一个电磁锁， 牵引电磁铁的控 制开关则可以同样置于驾驶舱中。 所述的锁舌的前伸复位也可以采用各种现有技术， 如在锁舌的前端采用另一根手动拉锁或另一个牵引电磁铁， 也可以采用简单的拨销方 式， 等等， 但为了能使锁舌自动前伸复位， 可以将锁舌设计成在邻近前端的位置具有 外凸缘， 后端穿过固定在伞舱上的锁舌座的通孔， 并将一弹簧套设在锁舌的中部外， 弹簧的前端顶在锁舌的外凸缘上， 弹簧的后端顶在锁舌座上， 这样在弹簧的作用下， 锁舌将始终具有向前复位的趋势。
为了能在开伞瞬间有效降低降落伞与飞机之间的拉扯力并提供足够的开伞缓冲， 所述降落伞悬吊索的末端可以采用下述方式相对伞舱固定： 所述的伞舱内设置有卷轴 座和可相对转动地设在该卷轴座上的伞绳卷轴， 并且在两者之间还设置有盘状弹簧， 该盘状弹簧的两端分别与卷轴座和伞绳卷轴相连接， 而所述的降落伞悬吊索的末端即 卷绕并固定在伞绳卷轴上。 这样， 在飞机在降落伞打开时， 所述的盘状弹簧因伞绳的 拉卷而处于蓄能状态， 从而大大地缓冲并吸收了高速飞行的飞机与降落伞之间巨大的 拉扯力， 大大地减小了开伞后反作用力对飞机机体的冲击。
为了进一步降低在开伞瞬间降落伞与飞机之间的拉扯力， 所述的降落伞可以采用 两层以上的塔式降落伞， 并且所有降落伞均共用同一根降落伞悬吊索， 这样在开伞 时， 各个降落伞将自上而下地一顶接一顶地打开， 既可减轻降落伞打开时对飞机的拉 扯力， 又可大大地增加其阻风的面积， 充分利用了飞机的上部空间， 解决了大型飞机 全机伞降所需超大面积降落伞的难题， 使大型飞机的全机伞降成为可能。
所述的伞舱盖可以设计成抛弃式， 即在伞舱盖开启后， 会在气流作用下脱离伞 舱， 但为了能重复使用， 可以简单地将伞舱盖远离迎风面的后侧边铰接在机身上。 ' 为了进一步促进伞舱盖的开启， 可以在所述伞舱盖的至少一个内侧边上设置有弹 性件， 该弹性件可以采用螺旋式弹簧， 也可以采用板式弹簧。
为了使全机伞降更为稳定， 所述的伞舱可以是一个以上， 如在飞机两翼、 机身头 部以及机身尾部等都设置所述的伞舱。
本发明通过在伞舱中增设的导风管并利用飞机飞行时的气流而实现无外动力源开 伞， 不仅提高了开伞的可靠行， 而且也无需作日常更换维护， 节省费用； 同时， 带盘 状弹黉的伞绳卷轴有效降低了在开伞瞬间降落伞与飞机之间的拉扯力并提供足够的开 伞缓冲， 而多层塔式降落伞的设计， 不但进一步降低了降落伞与飞机之间的开伞瞬间 拉扯力， 而且在不增大单只降落伞的面积的前提下仍然能有效增大降落伞的阻风面积 的飞机全机伞降装置， 使大型飞机的全机伞降成为可能。 附图说明
图 1是本发明实施例的基本结构示意图；
图 2是图 1的俯视局部剖视图。
图 3是图 2的 A-A局部剖视图。
图 4是图 2的 B-B局部剖视图。
图 5是图 1在伞舱盖打开、 降落伞飞出伞舱后的俯视局部示意图。 具体实施方式
以下结合附图实施例对本发明作进一步详细描述。
如图 1〜图 5所示， 为本发明的一个实施例。
飞机 1的两只机翼和机身上分别置有伞舱 4, 并覆盖有一可控制开启的伞船盖 5， 伞 舱盖 5经其后侧边上的铰链 16与伞舱 4连接， 伞舱盖 5的内侧壁上设置有带锁孔 61的锁扣 6， 伞舱盖 5的两个内侧边上均设置有与伞舱 4相抵触连接的、 作为开盖弹性件 7的两只 板式弹簧， 参见图 1、 图 2、 图 5;
伞舱 4中位于飞机 1前进方向端置有与驾驶舱中的操动开关电连接的电磁锁， 该电 磁锁包括锁舌 8和与其配接的牵引电磁铁 9, 其中， 所述的锁舌 8在邻近前端的位置具有 外凸缘 81， 位于外凸缘 81之前的锁舌前端穿过固定在伞舱上的前锁舌座 82上的通孔， 并在伞舱盖 5关闭时插入伞舱盖上锁扣 6的锁孔 61内， 锁舌 8的后端穿过固定在伞舱上的 后锁舌座 84上的通孔并与手动拉索 10相连接， 手动拉索 10的另一端也置于驾驶舱中， 弹簧 83套设在锁舌 8的中部外， 弹黉 83的前端顶在锁舌的外凸缘 81上， 弹簧 83的后端顶 在后锁舌座 84上， 参见图 2、 图 4、 图 5;
所述的电磁锁旁置有导风管 11， 该导风管 11面向飞机 1前进方向的一端为进风口 12、 另一端为出风口 13， 参见图 2、 图 3、 图 4、 图 5; 伞舱 4内还设置有卷轴座 15和可相对转动地设在该卷轴座 15上的伞绳卷轴 14， 并且 在两者之间还设置有盘状弹簧 141 , 该盘状弹簧 141的两端分别与卷轴座 15和伞绳卷轴 14相连接， 参见 2、 图 3、 图 5;
伞舱 4中还置有降落伞 2， 此降落伞 2为三层塔式降落伞， 其中下面两层为主伞， 顶 层为导引伞 3， 导引伞 3覆盖于导风管 11的出风口 13上， 降落伞悬吊索 21的末端即卷绕 并固定在伞绳卷轴 14上， 参见图 1、 图 2、 图 3。
使用时， 在飞机正常飞行的过程中， 伞舱盖 5在电磁锁的弹性锁舌 8、 锁扣 6以及铰 链 16的相互配合下， 是密盖于飞机的伞舱之上的， 以保持着飞机的流线型空气动力外 形。 当飞机 1发生故障时， 只需飞行员在驾驶舱中按动操动开关， 电磁锁中的牵引电磁 铁 9就会吸动锁舌 8， 以释放由其紧扣着的锁扣 6， 此时的伞舱盖 5就会在作为开盖弹性 件 7的两只板式弹簧的作用下将其弹开， 并在迎面而来的高速空气流的推动下被完全打 开。 高速空气流同时由进风口 12冲进导风管 11， 并将覆盖于出风口 13上的导引伞 3吹起 并涨大撑开， 紧接着， 导引伞 3就将降落伞 2拉起并在空气流的推动下逐渐撑开， 从而 牵制着飞机 1缓缓地下降至地面， 降落伞 2撑开时产生的巨大拉力由卷轴座 15和伞绳卷 轴 14间的盘状金属弹簧 141所吸收。 若飞机 1发生故障时， 机上已无电能或操动开关断 电， 飞行员只需在驾驶舱中用手拉动手动拉索 10即可。
显然， 本领域的技术人员可以对本发明的飞机全机伞降装置进行各种改动和变型 而不脱离本发明的精神和范围。 这样， 倘若本发明的这些修改和变型属于本发明权利 要求及其等同技术的范围之内， 则本发明也意图包含这些改动和变型在内。

Claims

权 利 要 求
1、 一种飞机全机伞降装置， 包括飞机 (1)上的至少一个伞舱 (4)和设置在其内带有 导引伞 (3)的降落伞 (2)， 伞舱 (4)具有一可控制开启的伞舱盖 (5)， 降落伞 (2)置于伞舱 (4) 和伞舱盖 (5)所形成的空间内， 并且降落伞悬吊索 (21)的末端相对伞舱 (4)固定， 其特征 在于： 伞舱 (4)在迎风面上设置有一导风管 (11)， 该导风管 (11)的前后两端分别为进风口 (12)和出风口 (13)， 其中进风口 (12)在伞舱盖 (5)处于关闭状态时被伞舱盖 (5)所覆盖， 而 出风口 (13)则位于伞舱 (4)内， 并且降落伞 (2)的导引伞 (3)覆盖在出风口 (13)上。
2、 根据权利要求 1所述的飞机全机伞降装置， 其特征在于控制开启所述伞舱盖 (5) 的机构包括设置在伞舱 (4)上的一可伸缩的锁舌 (8)和设置在伞舱盖 (5)内侧壁上的锁扣 (6), 其中锁扣 (6)具有可容该锁舌 (8)的前端插入其中的锁孔 (61)。
3、 根据权利要求 2所述的飞机全机伞降装置， 其特征在于所述锁舌 (8)的后端与手 动拉索 (10)相连接， 手动拉索 (10)的另一端置于驾驶艙中。
4、 根据权利要求 3所述的飞机全机伞降装置， 其特征在于所述锁舌 (8)的后端位置 还设置有可吸引锁舌 (8)回缩的牵引电磁铁 (9)
5、 根据权利要求 3或 4所述的飞机全机伞降装置， 其特征在于所述的锁舌 (8)在邻 近前端的位置具有外凸缘 (81)， 后端穿过固定在伞舱上的后锁舌座 (84)的通孔， 一弹簧 (83)套设在锁舌 (8)的中部外， 弹簧 (83)的前端顶在锁舌 (8)的外凸缘 (81)上， 弹簧 (83)的 后端顶在后锁舌座 (84)上。
6、 根据权利要求 1所述的飞机全机伞降装置， 其特征在于所述的伞舱 (4)内还设置 有卷轴座 (15)和可相对转动地设在该卷轴座 (15)上的伞绳卷轴 (14)， 并且在两者之间还 设置有盘状弹簧 (141)， 该盘状弹簧 (141)的两端分别与卷轴座 (15)和伞绳卷轴 (14)相连 接， 所述的降落伞悬吊索 (21)的末端即卷绕并固定在伞绳卷轴 (14)上。
7、 根据权利要求 1所述的飞机全机伞降装置， 其特征在于降落伞 (2)为两层以上的 塔式降落伞， 并且所有降落伞均共用同一根降落伞悬吊索 (21)。
8、 根据权利要求 1所述的飞机全机伞降装置， 其特征在于所述伞舱盖 (5)的远离迎 风面的后侧边铰接在机身上。
9、 根据权利要求 8所述的飞机全机伞降装置， 其特征在于所述的伞舱盖 (5)至少在 其一个内侧边上设置有促进其开启的弹性件 (7)。
10、 根据权利要求 1所述的飞机全机伞降装置， 其特征在于所述的伞舱 (4)为一个 以上。
PCT/CN2006/003825 2006-01-05 2006-12-31 Dispositif d'atterrissage en parachute d'un aeronef WO2007076725A1 (fr)

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