WO2010113030A2

WO2010113030A2 - A carrier-borne aircraft takeoff/landing system and methods of using the same

Info

Publication number: WO2010113030A2
Application number: PCT/IB2010/000886
Authority: WO
Inventors: 王力丰
Original assignee: Wang Lifeng
Priority date: 2009-03-31
Filing date: 2010-03-10
Publication date: 2010-10-07
Also published as: WO2010113030A3

Abstract

The present invention provides a carrier-borne aircraft takeoff/landing system comprising a takeoff auxiliary mechanism and/or an integrated runway which are/is positioned on the aircraft carrier. The takeoff auxiliary mechanism can be a sliding vehicle or a simple pendulum type projectile mechanism, the integrated runway is a carrier-borne aircraft runway which can be extended out of the aircraft carrier. The carrier-borne aircraft takeoff/landing system of the present invention concentrates the advantages of current ways of catapult launch and ski-jump takeoff and abandons the faults existed, which can reduce the difficulties and risks involved during the traditional landing. The takeoff/landing system which is outstanding for its simple structure, significantly reduced research cost and energy consumption, with improved efficiency, easy operation and maintenance, high reliability, which are applicable to various carrier-borne aircraft for take off and/or landing.

Description

Aircraft carrier aircraft take-off and landing device and method

Technical field

The invention relates to the construction of an aircraft carrier, and in particular to an aircraft carrier aircraft take-off and landing device and method. Background technique

At present, the aircraft carrier (referred to as the aircraft carrier) as a "super" main battle weapon, the main power is that its dozens or even hundreds of carrier aircraft can take off from the aircraft carrier located in the ocean, thus having a vast ocean of control The ability to attack targets in areas of tens of thousands of square kilometers, defending against attacks from various weapons in the same vast sea area. Therefore, one of the key technologies of the aircraft carrier is the take-off and landing device and method of the carrier.

Today, the take-off methods of naval carrier carriers in the world mainly include catapult take-off, skid take-off (sliding take-off) and vertical/short-distance take-off. The catapult take-off is to use the catapult device arranged on the flight deck to apply thrust to the carrier aircraft within a certain stroke to reach the take-off speed of the ship. The take-off takes off by using the upturned deck of the aircraft carrier's crotch to take off under the large thrust of the airborne engine. The vertical/short-distance sprint takes off with the thrust vector control of the airborne engine, given that the former Soviet "Jacques-38" vertical/short-range attack aircraft has been retired along with the "Kiev" class aircraft carrier, as well as the British vertical/ The carrying capacity and range of the short-range take-off and landing "Seagull" fighters are difficult to meet the needs, so this take-off method is currently used less.

Steam catapult take off

After the Second World War, jet carrier aircraft were successively carried on board. Calculated by the weight of the carrier aircraft and the engine power at that time, it is necessary to sprint over a distance of more than 1,000 meters. Even today's largest Nimitz-class aircraft carrier, the deck runway is just over 300 meters. Without the help of a high-power catapult, the fully-mounted carrier aircraft will be difficult to lift off. Therefore, the world military industry is paying attention to the development of new types of catapults with greater power. The steam catapult was introduced in August 1950. The prototype was developed by the British Naval Air Force Reserve Commander Mitchell. The US Navy purchased the patent and matured it. In terms of working principle, the steam catapult is driven by high-pressure steam to drive the slider on the projectile projectile, and the carrier aircraft connected to it is ejected. Since then, only the United States has fully mastered the steam catapult technology, and even the French medium-sized "Dega Gele" nuclear-powered aircraft carrier uses the US steam ejection technology. The C-13-1 steam catapult on the large US aircraft carrier has a stroke of 94.6 meters, which can eject the 36.3-ton carrier aircraft at a high speed of 185 knots (339 km/h) to meet the F-14 fighter. And take-off requirements for the E-2 early warning aircraft.

Take off

The principle of skid takeoff is to consider the upslope angle of the deck slope as the throwing angle. The carrier aircraft rushes obliquely upward along the upturned slope to form a diagonally throwing motion. Due to technical limitations, countries such as Russia, the United Kingdom, Italy, Spain and India cannot develop steam ejectors that are technically and technically compliant. Therefore, it is only possible to install a hopping platform on the national aircraft carrier (the slope on the slope deck is 10.~ 15°) Help take off. When the carrier aircraft took off, it rushed into the air with its own power via the help of the Yuetai. The take-off weight and take-off efficiency of the take-off takeoff are not as good as the catapult takeoff. Its combat efficiency is far less than that of a steam catapult. Such as the Su-33 fighter is stronger than the F-14 fighter, which means that when both can fully exert their respective combat effectiveness. But when they took off from their respective aircraft carriers, this is not the case. On the US aircraft carrier, the F-14 takes off with a steam catapult, and even if it is fully mounted, it can be lifted off. On the Russian "Kuzzyzov" aircraft carrier, the Su-33 can only carry the equivalent when it takes off. With a 50% mount capacity, this has plunged the air combat capability and combat radius of this heavy-duty air fighter. Therefore, it is generally believed that "Kuzzyzov" is not an opponent of the US aircraft carrier.

Electromagnetic ejection in research and development

Of course, steam catapults also have a number of disadvantages:

1. The catapult not only occupies a large deck space, but also has a catapult steam storage tank, a catapult tube warehouse and other facilities under the deck.

2, need to make fresh water. The steam catapult retains its own equipment position in the cabin In addition, you need to set aside a large water tank to store fresh water. Ejecting a medium-sized fighter, it takes about 1 freshwater.

3, high energy consumption, in order to burn fresh water into steam, it must consume a lot of energy, so it is necessary to leave extra space for storing fuel.

4. The construction technology of the catapult is difficult, the sealing requirements are high, the parts are processed with high precision and the cost is high.

5, wartime is easy to damage and difficult to repair.

6, maintenance and use requirements are very high, each blasting 3000-3200 times need to be grounded for maintenance or return to Hong Kong for repair.

To this end, the US Navy began technical research on electromagnetic ejection systems from 1982. Until the fall of 2004, the electromagnetic catapult entered the final test phase. The electromagnetic catapult is a complex inheritance system, the core of which is a linear ejection motor. The ejection motor has a roller that slides along the ejector track with a shuttle. During operation, the electric motor is powered, and the reciprocating vehicle, under the action of electromagnetic force, pulls the carrier aircraft to accelerate along the ejection stroke to the take-off speed. At present, the United States is nearing the completion of the "Bush" aircraft carrier, costing 8 billion US dollars, more than double the cost of the same aircraft carrier in the past, will use a new type of electromagnetic catapult, when the steam catapult used on the US aircraft carrier for many years will exit Historical stage.

The efficiency of the electromagnetic catapult is about 60%, while the efficiency of the steam catapult is only 4%-6%, and its efficiency is greatly improved. However, although the consumption of an electromagnetic ejection and take-off power is less than 120 MJ, it is still a considerable energy consumption. The electromagnetic ejection system does not have the high-temperature and high-pressure steam pipes of the steam ejection system, such as spider webs, but it requires more than 100 meters of linear induction motors, high-power power control equipment, forced energy storage devices, and the structure is still quite complicated. Maintenance personnel in the electromagnetic ejection system are 30% less than the steam ejection system, but only 90 operators are required. In short, although the electromagnetic catapult has a great improvement over the steam catapult, it is still a complicated structure, expensive in research and development, high in energy consumption, high in maintenance operation, and easy to repair and difficult to repair in wartime. .

In short, although the ejection method can take off various carrier aircraft (except the drone), and take off There are track-oriented, multi-track take-off and other advantages, but the catapult (steam or electromagnetic) structure is complex, high cost, high energy consumption, easy to damage in wartime, difficult to repair, and scientific research is difficult. Although the sliding mode is simple in structure and low in cost, the early warning aircraft cannot take off. Some fighters can only take off at half load, take off without track guidance (occupying deck width), and take off slightly when the deck is damaged. Both take-off methods have their own strengths, but they all have serious problems.

Any aircraft has three basic parameters related to takeoff: 1. Push-to-weight ratio; 2. Sliding distance (usually much larger than the length of the aircraft carrier deck); 3. Minimum safe ground clearance. That is, the aircraft reaches its minimum safe ground speed when the above-mentioned running distance is completed by the acceleration generated by the thrust-to-weight ratio. If the sprint is shorter than the above distance, the aircraft has not reached this speed, and the lift of the aircraft is not greater than the weight of the aircraft, and it will not fly. How to improve the instantaneous speed of the carrier aircraft when it leaves the ship on a space-limited aircraft carrier (to achieve the standard), and avoid the above problems, complete the take-off, is an urgent problem to be solved.

The landing of the aircraft usually goes through five stages: 1. sliding; 2. leveling; 3. leveling and deceleration; 4. falling to the ground (at this time the aircraft speed is reduced to insufficient lift to balance the weight of the aircraft); 5. landing slip (deceleration to stop). At present, the aircraft carrier aircraft landing in the world (whether or not the take-off uses a catapult or a ski jump) is the "landing slowdown", both blocking the blocking cable and blocking the net.

The blocking network is an emergency device used when the carrier aircraft is in a critical situation. The blocking cable is used to shorten the landing distance of the carrier when it is landing normally. It is usually set at 55-60 meters from the end of the deck, and then set one for every 14 meters. The blocking cable is only 25-50 cm from the deck surface.

The carrier aircraft flew from the rear of the aircraft carrier, and the hooks under the fuselage were hung on the blocking cable, and then stopped within 100 meters of the deck runway to complete the landing. Because the carrier aircraft captures the cable in the third stage of the normal landing, it is still in the air and the speed is very high (must be greater than the take-off speed, and it needs to be instantaneously accelerated, in case the aircraft may rise again if it is not blocked. Empty, not falling into the sea or hitting the ship), that is, the carrier's high-speed air from the catching hook close to the fuselage hangs only two or three fuselage lengths from the stern and close to the deck. This There are considerable difficulties and risks.

If the carrier aircraft is replaced by a slow-moving run on the deck runway in the fifth stage of the landing, the difficulty and risk of landing the ship will be greatly reduced. Summary of the invention

The technical problem to be solved by the present invention is to overcome the above-mentioned drawbacks in the prior art, to design a simple take-off and/or landing mode of an aircraft carrier carrier, to reduce the construction and use cost of the carrier aircraft take-off and landing system, and to make the carrier aircraft fast. Safe take-off and landing, and applicable to a variety of aircraft carrier aircraft.

In order to solve the above technical problem, an aircraft carrier landing device according to an embodiment of the present invention is provided, which includes a take-off assist mechanism and/or an integrated runway disposed on an aircraft carrier; the take-off assist mechanism is an assembly A booster engine, a mobile carrier that is movably connected to the carrier, and capable of being separated in time to improve the speed of the carrier's off-ship; the take-off assist mechanism is a trolley equipped with wheels to carry the carrier on the aircraft carrier deck Accelerating the running on the track and ejecting the carrier aircraft; or the take-off assisting mechanism is a single pendulum projecting mechanism fixedly disposed on the carrier side of the aircraft carrier, for ejecting the carrier aircraft connected to the single pendulum mechanism to lift off; The integrated runway is a carrier aircraft runway that can be extended outside the aircraft carrier.

Preferably, the take-off assisting mechanism is a trolley carrying a carrier aircraft, and at least one boosting engine that drives the trolley is installed in the trolley, and the thrust-to-weight ratio of the trolley is higher than a thrust-to-weight ratio of the carrier; The trolley is used to carry the carrier aircraft to accelerate the gliding on the track of the aircraft carrier deck, and to eject the carrier aircraft; the carrier aircraft is movably connected with the pulley; the wheel under the trolley is disposed in the aircraft carrier The track on the deck cooperates, the track is horizontally located in the aircraft carrier's stern or has an upwardly upwardly swayed section with an upward slant angle of 5° to 15°; the track is also provided with intercepting ropes near the ship's stern and / or a block brake device, the intercepting rope and / or the block brake device is used to intercept the block when the brake is disengaged from the carrier.

Preferably, the trolley brake device includes a blocking pusher, the blocking pusher The utility model is composed of a part of the upper part of the vehicle and a part of the deck, wherein the part on the deck is a blocking pile located at a height of the center of the ship's rail lower than the radius of the wheel of the pulley, and the upper part of the vehicle is a lever structure having a fixed rotating shaft. The rotating shaft is fixed on the trolley and perpendicular to a longitudinal section of the trolley, and the upper arm of the lever structure is above the rotating shaft, and the upper arm is pushed behind the appropriate part of the carrier, and the lower side of the rotating shaft is The lower arm of the lever structure, when the trolley accelerates and reaches the ship, the lower arm collides against the blocking pile so that the lower arm is immediately pushed toward the rear of the trolley, so that the upper arm is immediately pushed to the front of the pulley And immediately, the carrier-based aircraft is moved forward from the vehicle, so that the high-speed carrier aircraft has been obtained because of the slipping with the pulley, and the upper arm is pushed so much, and the speed of the ship is further accelerated, and thus the opposite The momentum of the trolley continues to move forward, thereby reducing the load on the brakes of other intercepting ropes and braking devices.

Preferably, the front wheel portion of the carrier aircraft is snap-connected with the trolley, or the carrier aircraft is attached to the trolley in a prone manner, and the connections are all movable connections.

Preferably, the buckle or prone connection is a mechanism for providing a movable connection and disconnection of the carrier aircraft on the trolley, and the trolley or the control system is further provided with a control trolley connection or a disconnected carrier carrier. Control agency.

Preferably, a wall is provided on the track at the rear end of the trolley to prepare for the take-off position, the wall plate for shielding the jet flow of the engine in the carrier aircraft and the trolley.

Preferably, the track has a plurality of strips, and the distance between the rails is greater than the width of the trolley. '

Preferably, a turnout and/or a cross track for the shuttle to shuttle, orbit, is provided at the beginning of the track.

Preferably, the take-off assisting mechanism is a single pendulum projecting mechanism for ejecting a carrier aircraft on an aircraft carrier;

The single pendulum projectile mechanism is a pendulum suspension structure composed of a swing arm, a cantilever, and a ejector. The upper end of the swing arm is suspended from the outer end of the cantilever, and the lower end of the swing arm is connected to the ejector, and the inside of the cantilever The end is mounted on a support frame or a building on the side of the aircraft carrier, The swing arm swings around the outer end of the cantilever, or the swing arm is fixed integrally with the cantilever to swing around the inner end of the cantilever;

In the single pendulum suspension structure, the cantilever is vertically connected to the swing arm through a rotating shaft;

The cantilever is parallel to the water surface and perpendicular to the side chord of the hull. One end of the cantilever extends out of the side of the hull, and the swinging plane of the swing arm is perpendicular to the cantilever and intersects the outer end of the cantilever.

Preferably, along the longitudinal side of the aircraft carrier, a side of the single pendulum projecting mechanism is provided with a carrier for preparing for take-off, and the gantry also extends to the side of the aircraft carrier, the table a plane perpendicular to the water surface in the longitudinal direction of the frame coincides with the swinging plane of the swing arm, and in the absence of the carrier aircraft taking off, the swing arm is stagnated on one side of the gantry, and the stagnation position of the swing arm and the platform The end positions of the racks correspond.

Preferably, the length of the cantilever extending from the side portion of the hull is greater than 1/2 of the width of the carrier.

Preferably, the swing arm is a rigid swing rod or a flexible rope; the length of the swing arm plus the height of the carrier aircraft is smaller than the distance of the cantilever to the water surface.

Preferably, the rotating shaft is matched with a sleeve through a bearing, and the bearing is a ball bearing or a magnetic suspension bearing;

The cantilever has an inner end as a rotating shaft, and the rotating shaft is provided with a driving and/or braking mechanism for assisting the swinging of the swing arm, and the swing arm is fixedly attached to the outer end of the cantilever which protrudes from the side of the ship body. The rotating shaft can be swung or braked around the support sleeve, and the support sleeve is fixed on the support frame or the building on the side of the aircraft carrier;

Or the outer end of the cantilever is a rotating shaft, and the rotating shaft is provided with a driving and/or braking mechanism for assisting the swinging of the swing arm, the swing arm is swingable about the rotating shaft, and the inner end of the cantilever is fixed On the support frame or building on the side of the aircraft carrier.

Preferably, a booster engine is mounted on the ejector mounted at the lower end of the swing arm. Preferably, a mechanism for movably connecting and disconnecting the carrier aircraft is provided in the ejector, and a control ejector connection or disconnection is also provided in the ejector or control system. The control mechanism of the carrier aircraft.

Preferably, the end of the gantry is higher than the aircraft carrier deck, the gantry is a lifting gantry, or a gantry that causes the carrier aircraft to rise along the ramp, and a stop pendulum is arranged near the gantry The arm swinging brake mechanism has an angle Θ between the swing arm and the swing arm at the upper end of the gantry, and the angle is called a carrier aircraft take-off preparation position yaw angle.

Preferably, a wall panel for shielding the waves is provided below the swing arm of the aircraft carrier, the wall panel being a telescopic or foldable panel.

Preferably, the integral carrier aircraft runway is disposed on the deck of the aircraft carrier, and a driving mechanism for driving a part of the integrated carrier aircraft runway to extend outside the ship is provided in the aircraft carrier body. A lift deck is provided below the runway, and the lift deck is used to fill a vacancy. The vacancy is a vacancy left on the hull after a part of the carrier's runway protrudes out of the ship. After the lifting decks are mated and spliced together, the original carrier aircraft runway may be extended, or the lifted deck may be retracted to the original position and the part of the carrier aircraft runway extending out of the ship's body may be retracted; The outboard portion of the aircraft runway may be suspended from the sea surface or supported by a floating vessel and a plurality of temporary floating objects; the extension or retraction of the carrier aircraft runway is driven by the drive mechanism and/or assisted by the floating vessel Pushing and pulling; a locking mechanism is provided on a lower side or a side of the carrier aircraft runway, and the locking mechanism is used for temporarily suspending another part of the hull body after a part of the carrier's runway protrudes from the hull The temporary fixed body and the deck lift the carrier aircraft aligned with the runway.

Preferably, the integrated runway slides out to the side rear or rear of the hull to land the runway for the carrier aircraft.

Preferably, the integral runway slides out to the front end of the hull, and the length of the outer portion of the outboard is 1/2~2/3 of the total length of the carrier's runway; The end portion of the carrier-based take-off runway may be provided with a smooth upturned section, and the upward warp angle of the smooth upturned section is 5°-15°.

Preferably, the carrier aircraft runway or a central widening run from the ship to the stern The central widened runway extends toward the stern or the bow; or the central widened runway is separated from the middle of the hull into two sections that respectively extend to the stern and the bow; the carrier runway The length of the outer part of the ship is 1/2~2/3 of the total length of the carrier's runway.

The invention also provides an aircraft carrier carrier take-off method, which comprises the following take-off steps:

S1: Transfer the carrier aircraft parked on the deck of the aircraft carrier to the trolley, and connect the carrier aircraft to the movable connection mechanism on the trolley;

S2: After the carrier aircraft receives the take-off preparation command, the engine on the carrier and the engine in the pulley is ignited. At this time, the control system controls the brake device and the connection mechanism of the pulley to work normally to prevent the movement of the pulley and the carrier.

S3: After the carrier aircraft receives the take-off command, the control system controls the brake device of the pulley to open, and the control system controls the maximum output power of the engine of the pulley and the carrier aircraft;

S4: The trolley carries the carrier aircraft to accelerate forward along the track on the deck of the aircraft carrier;

S5: After the pulley approaches the aircraft carrier, it will continue along the track of the horizontal or smooth lifting section;

S6: When the pulley runs close to the front edge of the aircraft carrier, the control system controls the engine in the trolley to stall, the movable connection mechanism in the trolley is disconnected from the carrier, the brake is braked, and the lower arm of the pusher lever structure is blocked. The upper arm that hits the blocking pile and blocks the lever structure of the pusher quickly pushes the carrier to move forward from the vehicle, so that the speed of the ship-based aircraft that has been obtained by the sliding of the pulley is further accelerated, and vice versa. The pulley continues to move forward, and the carrier aircraft is ejected horizontally or along a tangent to the upturned arc. At the same time, the control system controls the braking device to brake the pulley, and the intercepting rope disposed on the aircraft carrier shackles the trolley;

S7: After the pulley stops, it is unhooked from the intercepting rope. The control system controls the pulley to return to the starting end of the track along the track to prepare the loading of the next carrier.

The invention also provides a carrier carrier carrier take-off method, which comprises the following take-off steps SI: transporting the carrier aircraft parked on the deck of the aircraft carrier to a gantry ready for take-off, which is higher than the deck of the aircraft carrier and extends out of the side of the hull;

S2: the ejector is stagnated on one side of the gantry, corresponding to the position of the end of the gantry;

S3: connecting the carrier aircraft to the ejector, the ejector is connected to the lower end of the swing arm in the single pendulum projecting mechanism, and the upper end of the swing arm is connected to the suspension structure of the single pendulum;

S4: When the carrier aircraft receives the take-off command, the brake mechanism that releases the brake swing arm is released by the control system, and the brake mechanism for the projectile and the carrier aircraft is released at the same time;

S5: The carrier aircraft and the ejector are oscillated from the gantry with a certain height to the central equilibrium position of the pendulum, and the carrier engine and/or the ejector boost the thrust generated by the ignition of the engine. And/or a drive mechanism mounted on the rotating shaft of the inner or outer end of the cantilever accelerates the swing;

S6: The projectile and the carrier aircraft accelerate the swing through the central equilibrium position of the pendulum and then rush to the other side of the pendulum projectile; at this time the projectile and the carrier aircraft, the thrust of the engine and/or the thrust of the engine and / or the drive mechanism mounted on the inner end of the cantilever or the outer end of the cantilever will continue to accelerate forward and upward swing; when the carrier aircraft reaches the appropriate upturn angle and has a certain instantaneous speed, through the control system The ejector is disconnected from the carrier aircraft, and the carrier aircraft is ejected obliquely upward along the tangential direction of the oscillating arc;

S7: After the projectile releases the carrier, the swing arm will swing toward the buffer braking zone, and the swing arm will stop when the swing arm continues to swing to the opposite side to the height of the end of the ejector at the take-off side. Swing upwards and begin to prepare the take-off gantry back to the carrier;

S8: The swing arm after the swing back will be stagnated on one side of the gantry under the action of the brake mechanism, and the ejector at the end of the swing arm corresponds to the end position of the gantry, ready to be connected to the next ship. Carrier.

The present invention also provides a method of landing and/or taking off of an aircraft carrier aircraft, comprising the steps of:

S1: Before the aircraft carrier is ready to land on the aircraft carrier, it is driven by the control system. The carrier carrier runway extends rearward or rearward to the side of the hull. The extension can be suspended at sea or supported by a plurality of said floats and said pontoon, and the locking mechanism on the hull will remain on the hull. The carrier's runway is temporarily fixed on the hull, and the lifting platform installed on the carrier's runway to fill the gap is raised to the position aligned with the carrier's runway, and the splicing forms a a flat, extended carrier aircraft landing runway;

S2: The carrier aircraft starts to slid down from a distance, leveling, leveling and decelerating, and then flying near the runway that protrudes to the side of the hull or behind the sea, on which it "falls to the ground" and on it The brakes are slowed down and sprinted, and the ship is slid and the catching hooks on the carrier's aircraft are hung on the aircraft carrier's blocking cable to complete the landing of the ship;

S3: Before the carrier carrier is ready to take off the integrated runway, the operator drives the carrier's runway through the control system to extend to the front of the hull. The extension can be suspended at sea or with several floating objects and The pontoon support can be provided with a smooth upturned section at the end, the upturn angle is 5°~15°, and the locking mechanism on the hull temporarily fixes the carrier's runway remaining on the hull to the hull. And using the lifting mechanism on the hull to raise the lifting deck disposed under the carrier's runway to fill the vacancy to a position aligned with the carrier's runway, and splicing to form an extended carrier-borne take-off runway;

S4: The carrier aircraft accelerates and slides forward from the take-off position in the middle or rear of the aircraft carrier. Some or all of the above-mentioned extended carrier aircraft take off the runway to complete the take-off;

S5: After a batch of the carrier aircraft takes off and land, the operator controls the lifting mechanism on the hull to lower the lifting deck back to the original position, and then controls the driving mechanism on the hull and/or the driving on the floating vessel The agency recovers the carrier aircraft runway to its original position;

S6: after the carrier aircraft runway is recovered to the original position and/or is recovered to the original position, the operator receives the floating object from the ship body;

Among them, in the steps of S1 and S3, the operator can control the carrier-based landing runway and the carrier-borne take-off runway to extend out of the ship, or extend out of the ship at the same time, and extend the ship carrier runway outside the ship. In the vicinity of the hull, together with the pontoon and floating objects, it can travel with the aircraft carrier. The aircraft carrier aircraft take-off and landing device of the invention has the advantages of simple structure, low cost, improved efficiency, reduced energy consumption, safety and reliability, and is suitable for take-off and landing of various types of carrier aircraft.

DRAWINGS

1 is a top plan view of an embodiment of an aircraft carrier aircraft take-off and landing device of the present invention; FIG. 2 is a side view of FIG.

Figure 3 is a side elevational view of the carrier aircraft lying on the trolley in an embodiment of the present invention; Figure 4 is a top plan view of the carrier aircraft lying on the trolley in an embodiment of the present invention; Figure 5 is an embodiment of the present invention A side view of the front wheel of the carrier aircraft being buckled on the trolley;

Figure 6 is a top plan view showing the front wheel of the carrier aircraft being buckled on the trolley in an embodiment of the present invention;

Figure 7 is a top plan view of another embodiment of the aircraft carrier aircraft take-off and landing device of the present invention;

Figure 8 is a side elevational view of Figure 7;

Figure 9 is a view showing a single pendulum projectile mechanism of another embodiment of the aircraft carrier aircraft take-off and landing device of the present invention;

Figure 10 is a top plan view of a carrier aircraft runway that can be extended outside the aircraft carrier according to still another embodiment of the present invention;

Figure 11 is a schematic view showing the support structure of a carrier aircraft runway outside the aircraft carrier according to still another embodiment of the present invention;

Figure 12 is a schematic view showing another support structure of a carrier aircraft runway that can be extended outside the aircraft carrier according to still another embodiment of the present invention;

Figure 13 is a schematic view showing the structural structure of a carrier-based runway that can be extended outside the aircraft carrier according to still another embodiment of the present invention;

Figure 14 is a top plan view of the aircraft carrier aircraft take-off and landing device of the present invention.

In the figure: 1, aircraft carrier; 2, carrier aircraft; 3, pulley; 4, engine; 5, track;

6, the wheel; 7, smooth lifting section; 8, intercepting the rope; 9, braking device; 9-1, blocking Extruder block pile position; 9-2, block pile; 9-3, shaft; 9-4, upper arm; 9-5, lower arm; 10, front wheel part of carrier aircraft; 11, wall panel; 13, single pendulum projectile; 14, swing arm; 15, cantilever; 16, projectile; 17, shaft; 18, support frame or building; 19, stand; 20, water surface; 21, drive mechanism; Wall; 23, central balance position; 24, buffer braking zone; 25, stop position; 26, throw position; 27, brake mechanism; 28, carrier aircraft runway; 28-1, carrier aircraft landing runway 28-2, carrier aircraft take-off runway; 29, lifting deck; 30, pontoon; 31, floating objects; 32, lighting and fluorescent marking; 33, teeth; 34, smooth lifting section.

detailed description

The specific embodiments of the present invention are further described in detail below with reference to the drawings and embodiments. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.

Example 1

As shown in Figure 1-6, the technical solution of this embodiment of the present invention is:

At least one engine 4 running the drive block 3 is mounted in the trolley 3, and the trolley 3 is used to carry the carrier aircraft 2 to run on the track 5 of the carrier 1 deck, and to eject the carrier aircraft 2 The carrier aircraft 2 is movably connected to the trolley 3, and the wheel 6 under the trolley 3 cooperates with a track 5 disposed on the deck of the aircraft carrier 1, and the track 5 is provided in the carrier 1 Smoothing the lifting section 7, the rail 5 is further provided with an intercepting rope 8 and/or a trolley braking device 9 in the vicinity of the bow, the intercepting rope 8 or the trolley braking device 9 for intercepting the detachment from the carrier aircraft 2 The blocker 3; wherein the blocker is made up of a block 9-2 located at a center 9-1 of the ship's track lower than the radius of the wheel of the ship, the shaft 9-3 (fixed on the block 3), the upper arm 9 -4 (pushing behind the appropriate portion of the carrier aircraft 2, preventing the carrier aircraft 2 from being displaced rearward relative to the trolley 3), and the lower arm 9-5 (when the trolley 3 arrives at the ship) The collision is made up on the blocking pile 9-2 and the like.

Wherein, the front wheel portion 10 of the carrier aircraft 2 is snap-connected with the trolley 3, or the carrier aircraft 2 is connected to the trolley 3 on a prone position, and the connections are all movable connections, ie The carrier aircraft 2 and the trolley 3 can be firmly connected or integrated. Separated from each other.

Wherein the buckle or prone connection is a mechanism for providing a movable connection and disconnection of the carrier aircraft on the trolley 3, and the control trolley 3 or the control system is further provided with a control trolley 3 connected or disconnected from the connection ship. The control mechanism of the carrier 2.

Among them, a wall 11 is provided on the rail at which the rear end of the trolley 3 is ready to take off, and the wall 11 is used to shield the jets of the carrier 2 and the engine 4 in the trolley 3.

Therein, there are a plurality of said rails 5 laid on the deck of the aircraft carrier 1, and the distance between the rails 5 is greater than the width of the trolley.

Therein, a ballast 12 and/or a cross track for the shuttle 3 to shuttle and change the track are provided at the starting end of the track 5.

This embodiment also provides an aircraft carrier carrier take-off method comprising the following steps: taking the carrier aircraft 2 parked on the carrier 1 deck to the trolley 3 located in the take-off position, the carrier aircraft 2 Connected to the movable connection mechanism on the trolley 3;

Step 2: After the carrier aircraft 2 receives the take-off preparation command, the carrier aircraft 2 and the engine 4 of the trolley 3 are ignited, and the control system controls the braking device and the connecting mechanism of the trolley 3 to work normally, preventing the trolley 3 and the ship. The movement of the carrier 2;

Step 3: After receiving the take-off command, the control system controls the brake device of the trolley 3 to open, and the control system controls the maximum output power of the engine 4 of the pulley 3 and the engine of the carrier 2;

Step 4: The pulley 3 carries the carrier aircraft 2 and accelerates forward along the track 5 on the deck of the aircraft carrier 1;

Step 5: After the pulley 3 approaches the aircraft carrier 1 ship, it will continue to accelerate along the track 5 of the horizontal or smooth lifting section 7;

Step 6: When the pulley 3 is running close to the front edge of the carrier 1 ship, the control system controls the engine 4 in the pulley 3 to be turned off, the connection mechanism in the pulley 3 is disconnected from the carrier aircraft 2, and the trolley 3 is braked, and the The lower arm 9-5 of the blocking pusher collides against the blocking pile 9-2, and the lower arm 9-5 is immediately pushed to the rear of the trolley 3, and the upper arm 9-4 is quickly moved to the trolley 3 Pushing forward and pushing the carrier aircraft 3 to accelerate the forward movement of the vehicle, so that the high-speed carrier aircraft 2 has been obtained because of the slipping with the trolley 3, and the upper arm 9-4 is so pushed, leaving the ship. The speed is further increased, and at the same time, the momentum of the trolley 3 itself continues to be reduced, the load on the brake of the trolley 3 is reduced, the brake device 9 is controlled to brake the trolley 3, and the intercepting rope 8 disposed on the carrier 1 carrier will be The trolley 3 is hooked;

Step 7: After the pulley 3 is stopped and the intercepting rope 8 is unhooked, the control system controls the pulley 3 to return to the starting position of the starting point of the track 5 along the track 5, and prepare for the take-off of the next carrier aircraft 2.

The theoretical basis of Example 1 is:

The pulley takes off, compared with the take-off takeoff, the main parameters change two points: one is the additional vehicle engine boost, the thrust is increased; the second is to increase the weight of the pulley and the vehicle engine. If the details such as wind speed, ship speed and friction coefficient are not taken into account, in the so-called ideal physical state, the influence of the above two main changes on the instantaneous speed of the aircraft carrier aircraft leaving the ship is analyzed. The preliminary calculation is as follows:

Set off for a jump

The take-off weight of the carrier aircraft is M M!=30 tons

The airborne engine thrust is the acceleration during the run. a _{l 5 ai} =-≤- The runway length is 120 meters.

The whole time of the run is

The instantaneous speed when leaving the ship is

Set the tackle to take off

The weight of a car slip is M ₂ The weight of the pulley is 2 tons.

Two car engines, each weighing 1.5 tons

Carrier aircraft weight 30 tons

M ₂ =2+l.5x2+30=35 (tons), _30_6 7 car and airborne engine thrust combined force is F ₂

The airborne engine thrust is

Two onboard engines, each thrust and onboard engine? ₁ same

The acceleration in the run is a ₂

F ₂ 3K 18 _ν Κ 18

a ₂ =— =^-Η-=— χ— ^L =— a!

Μ ₂ 7 , 7 The track length is 120 meters

The total length of the run is

丄a ₂ t ₂ ² =120

2

The instantaneous speed when leaving the ship is V: 2

起 Take off with the above-mentioned pulley throwing method, the instantaneous speed of the aircraft carrier aircraft leaving the ship Accelerate, or can reach 1.6 times the instantaneous speed when taking off and taking off the ship.

In this approximate calculation,

There are actually some parameters that affect the takeoff process. The more important of these is the friction. The rolling friction coefficient between the fire wheel and the rail is 0.09 - 0.03, which is similar to the rolling of the pulley in the track. The friction coefficient between the tire and the road surface is 0.8, which is similar to the friction between the aircraft tire and the deck runway when the carrier aircraft takes off. The effect of friction on speed may be even worse in skid takeoffs. It may also be possible to increase the ratio of the instantaneous speed at the time of leaving the ship.

Take the Su-33 fighter as an example:

The Su-33 slid off on the aircraft carrier, and the take-off weight was limited to 26 tons (only 50% of the battle can be mounted). On land, the Su-33 took off 33 tons and was 7 tons more.

The Su-33 is now taking off at 26 tons on the aircraft carrier, compared with the 33-ton blocker that is also taking off on the aircraft carrier.

Take off

Takeoff weight is M 1^=26 tons

The thrust is F!=250.8(KN)

Su-33 airborne engine 2 sets of AL-31F thrust about 125.4ΚΝχ2

Pulley throws off

Sliding weight is M ₂

Su-33 fully mounted 33 tons

The pulley weighs 3 tons

Three F120 truck engines, each weighing about 1.5 tons M ₂ =33+3+l.5x3=40.5 (tons)

Thrust is F ₂

Su-33 airborne engine thrust 125.4KNX2 F120 thrust 155.7KN (three sets, car)

F ₂ =125.4x2+155.7x3=717.9 ( KN )

The instantaneous speed when leaving the ship is V ₂

The Su-33 fully loaded 33 tons and took off with the above-mentioned pulleys. It took off after 7 tons (26 tons) and the instantaneous speed was even higher, which may be as high as 1.30 times.

Take the E-2C "Eagle Eye" shipborne early warning aircraft as an example.

Because the weight-to-weight ratio of the airborne engine is not high enough, it takes off on the aircraft carrier and cannot be successfully lifted off.

Now the E-2C will take off with a tackle on the aircraft carrier, compared with the ski jump.

Take off

The take-off weight is 23.5 tons for M _P

The thrust is F. Airborne engine T56-A-417, each thrust 51KN

F!=51x2=102 ( KN )

The instantaneous velocity when leaving the ship is V,

Not enough to complete the takeoff)

Pulley throws off

Sliding weight is M ₂

E-2C weighs 23.5 tons

The pulley weighs 5 tons

Two F120 truck engines, each weighing about 1.5 tons

M ₂ = 23.5 + 5 + l. 5x2 = 31.5 (tons)

Thrust is F ₂

The sum of the thrust of the two E-2C airborne engines is 102KN F120 thrust 155.7 (KN) (two sets, onboard) F ₂ =102+155.7x2=413.4 ( KN ) The instantaneous speed when leaving the ship is V ₂

If the E-2C "Eagle Eye" shipborne early warning aircraft takes off with the pulley throwing method, the instantaneous speed when leaving the ship is about 1.7 times the instantaneous speed of the takeoff and departure from the ship, and the takeoff should be completed.

The principle of the tackle launching and taking off to improve the speed of the carrier-based aircraft can also be referred to the following physical formula:

Because of the simple and lightweight structure of the pulley with high thrust-to-weight ratio, the thrust-to-weight ratio is significantly higher than the thrust-to-weight ratio of the carrier. Therefore, the thrust-to-weight ratio of the combined structure of the pulley and the carrier is higher than the thrust-to-weight ratio of the carrier. The magnitude of the thrust-to-weight ratio determines the magnitude of the acceleration, so the acceleration of the pontoon and the carrier's commissure is greater than the acceleration of the carrier. The instantaneous velocity after accelerating the movement (for example, from the take-off position to the ship on the deck of the aircraft carrier) is proportional to the square root of the acceleration, so the combination of the pulley and the carrier aircraft slides from the take-off position on the deck of the aircraft carrier. The instantaneous speed when running to the ship is greater than the instantaneous speed when the carrier aircraft is slid from the take-off position to the ship on the aircraft carrier deck alone.

Regardless of the ejection ratio, whether it is a steam ejection or an electromagnetic ejection, a system that is large, complicated, expensive, and difficult to operate and maintain is required. It is easier and more convenient for a tackle to take off and take off.

The inventor has theoretically discussed that there are three main points:

(1) The moving body that slid on the deck, when the distance from the ship is a certain distance, if the proportion of the thrust increase is greater than the proportion of the mass of the moving body, the instantaneous speed of the ship increases;

(2) The premise of the increase of thrust is that the self-weight of the carrier aircraft cannot be increased (otherwise it is still difficult to lift, even if a heavy "iron group" is lifted off, it means little);

(3) Manufacture of the lightest towable "sliding block", which is equipped with a high thrust-to-weight ratio engine, which is indispensable for the main purpose of increasing the thrust. Increase the stay on the "car"("cheap" all let the carrier aircraft take up, let it fall off the "bag" and "get off" at high speed; the pulley is not "losing", slip back and can be reused, a shot is only a few Jets consume energy for a few seconds).

Example 2

As shown in FIG. 7-9, the technical solution of this embodiment of the present invention is:

The single pendulum projection mechanism 13 is a pendulum suspension structure composed of a swing arm 14, a cantilever 15, and a ejector 16. The upper end of the swing arm 14 is suspended from the outer end of the cantilever 15, and the lower end of the swing arm 14 and the ejector 16 is attached, the inner end of the cantilever 15 is mounted on a support frame or a building 18 on the side of the aircraft carrier 1, and the swing arm 14 swings around the outer end of the cantilever 15, or the swing arm 14 and The cantilever 15 is fixed to swing integrally around the inner end of the cantilever 15;

In the single pendulum suspension structure, the cantilever 15 is vertically connected to the swing arm 14 through the rotating shaft 17; the cantilever 15 is parallel to the water surface 20 and perpendicular to the side chord of the ship body, and the outer end of the cantilever 15 extends out of the side of the hull. The swinging plane of the swing arm 14 is perpendicular to the cantilever 15 and intersects the outer end of the cantilever 15;

On the side of the longitudinal side of the aircraft carrier 1, on the side of the single pendulum projecting mechanism 13, a gantry 19 for preparing the carrier 2 for take-off is provided, and the gantry 19 also extends from the side of the aircraft carrier 1, A plane perpendicular to the water surface 20 in the longitudinal middle portion of the gantry 19 coincides with the oscillating plane of the swing arm 14, and the swing arm 14 is stagnated on the side of the gantry 19 without the carrier taking off state. The stagnant position of the swing arm 14 corresponds to the end position of the gantry 19.

Wherein, the side of the aircraft carrier 1 generally refers to the right side of the aircraft carrier deck, and the single pendulum projectile mechanism 13 of the present invention may also be disposed on the left side of the aircraft carrier 1, or separately disposed on the two sides of the aircraft carrier 1, wherein A set of single pendulum projectiles 13 can be used as a backup.

Wherein, the length of the cantilever 15 extending from the side of the hull should be greater than 1/2 of the width of the carrier body, because the suspended carrier aircraft 2 is in the process of swinging, and the fuselage is located in the carrier hull Outside the space, so as long as one side of the fuselage does not collide with the ship's strings.

Wherein, the swing arm 14 can be designed as a rigid swing rod, or can be designed to be soft The length of the swing arm 14 plus the height of the carrier aircraft 2 should be less than the distance from the cantilever 15 to the water surface 20 to prevent the carrier aircraft 2 from penetrating into the water.

Wherein, the rotating shaft 17 is matched with a sleeve through a bearing, and the bearing is a ball bearing or a magnetic suspension bearing;

The inner side of the cantilever 15 is a rotating shaft 17, and the rotating shaft 17 is provided with a driving mechanism 21 and/or a braking mechanism for assisting the swinging of the swing arm 14. The swing arm 14 is fixedly attached to the side of the extended ship body. The outer end of the side cantilever 15 is rotatable or braked around the support sleeve, and the support sleeve is fixed on the support frame or the building 18 on the side of the aircraft carrier 1;

Or the outer end of the cantilever 15 is a rotating shaft 17, and the rotating shaft 17 is provided with a driving mechanism 21 and/or a braking mechanism for assisting the swinging of the swing arm, and the swing arm 14 can swing around the rotating shaft 17 The inner end of the cantilever 15 is fixed to a support frame or building 18 on the side of the aircraft carrier.

The ejector 16 at the lower end of the swing arm 14 is equipped with a boosting engine, which also plays a role in boosting the natural swing of the swing arm 14.

Wherein, the ejector 16 is provided with a mechanism for movably connecting and disconnecting the carrier aircraft, and the ejector 16 or the control system is further provided with control for controlling the ejector 16 to be movably connected and disconnected from the carrier aircraft 2. Mechanisms, which can be used to facilitate a convenient active connection and disconnection between the carrier aircraft 2 and the ejector 16.

Wherein, the end of the gantry 19 is higher than the aircraft carrier deck, and the gantry 19 may be a lifting gantry, or a gantry 19 for ascending the carrier aircraft 2 along the ramp, on the gantry 19 A brake mechanism 27 for stopping the swinging of the swing arm is disposed nearby, and the angle between the swing arm 14 stagnated at the upper end of the gantry 19 and the swing arm 14 at a vertical position is θ, which may also be referred to as a carrier aircraft. Take off preparation position yaw.

Wherein, the side chord of the aircraft carrier 1 is located below the swing arm 14 and is provided with a wall 22 for shielding waves. The wall is a telescopic or folded plate, and the wall can also be replaced by a floating ship. When the plane takes off, it stops at the side chord of the aircraft carrier 1, when there is no aircraft The pontoon can be loaded into the aircraft carrier during flight.

This embodiment also provides a carrier carrier take-off method comprising the following steps of taking off: transporting the carrier aircraft 2 parked on the deck of the aircraft carrier 1 to a gantry 19 ready for take-off, said gantry 19 Above the carrier 1 deck and extending the side of the hull;

The second step: the ejector 16 is stagnated on the side of the gantry 19, corresponding to the end portion of the gantry 19;

The third step: the carrier device 2 is movably connected to the ejector 16 , the ejector 16 is connected to the lower end of the swing arm 14 in the single pendulum projecting mechanism 13 , and the upper end of the swing arm 14 is connected to the suspension structure of the single pendulum ;

Step 4: When the carrier aircraft 2 receives the takeoff command, the brake arm 14 and the brake mechanism 27 of the carrier 2 are released by the control system through the control system;

Step 5: The engine on the carrier aircraft 2 and the ejector 16 is ignited, and the carrier aircraft 2 and the ejector 16 are arranged to accelerate from the gantry 19 having a certain height to the central balance of the pendulum. Position 23 swinging, wherein the thrust generated by the engine of the carrier aircraft 2 and/or the thrust of the propeller 16 to boost the engine, and/or the drive mechanism mounted on the rotating shaft of the inner or outer end of the cantilever accelerates the above-mentioned swing;

Step 6: The ejector 16 and the carrier aircraft 2 accelerate the oscillation through the central equilibrium position 23 of the pendulum and then rush to the other side of the pendulum ejector mechanism 13; at this time, the ejector 16 and the carrier aircraft 2, on the outer shaft of the rotating shaft Under the action of the driving mechanism, it will continue to accelerate forward and upward; when the carrier aircraft 2 reaches the proper upturn angle and has a certain instantaneous speed, the projectile 16 is disconnected from the carrier aircraft 2 through the control system, the ship The carrier 2 will be ejected obliquely upward along the tangential direction of the oscillating arc;

Step 7: After the ejector 16 releases the carrier aircraft, the swing arm will swing toward the buffer braking zone 24, and when the swing arm 14 continues to swing on the opposite side, the ejector 16 is slightly higher than the end of the gantry 19 on the takeoff side. At height, the swing arm 14 will stop swinging upwards and begin to prepare for the carrier. Flying gantry 19 back swing;

The eighth step: the swing arm 14 after the swingback is stopped by the brake mechanism 27, and will be stagnated on one side of the gantry 19, and the ejector 16 at the end of the swing arm 14 corresponds to the end position of the gantry 19. , Prepare the event to connect to the next carrier aircraft 2.

Taking the single pendulum projectile 3 installed on the US Nimitz aircraft carrier as an example, the US Nimitz aircraft carrier is 11 meters underwater, the water surface is 30 meters from the deck, and the water surface is about 75 meters above the ship's superstructure. It is assumed that the swing arm 14 of the single pendulum projectile has three lengths: 57 m, 60 m and 65 m; the takeoff preparation position is 75°, and the projectile position is -15° (upper angle is 15°); takeoff preparation position The height of the projectile position is 40.3 m, 42.4 and 45.9 m, respectively.

When the potential energy becomes kinetic energy due to the pendulum motion, the speeds at the time of reaching the projectile position are 101 km / h, 103 km / h and 108 km / h, respectively.

For the speed generated by the engine thrust, the carrier-based aircraft uses the Su-33 fighter and the E-2C "Eagle Eye" early warning aircraft as an example. The booster engines installed on the "ejector," are 3 and 4 F120 respectively. As a budget estimate, the Su-33 has a take-off weight of 33 tons on a higher land basis, two lifts of 250.8KN on the airborne engine AL-31F, an E-2C weight of 23.5 tons, and an airborne T56-A-417 engine with two thrusts of 102KN; The F120 engine has a thrust of 155.7KN and weighs about 1.5 P屯; the "ejector" is reset to 2 tons.

From the take-off preparation position to the projectile position, the arc lengths are 89.5 meters, 94.2 meters and 102 meters, respectively.

— = a 丄at ²⁼ S t= |— V=at

The instantaneous speeds of the m 2 V a Su-33 at the projectile position generated by the two airborne AL-31F and three propellers carrying the F120 thrust are 205 km/h, 210 km/h and 219 km/h, respectively; Under the two airborne AL-31F and four propellers carrying F120 thrust, they were 222 km/h, 228 km/h and 237 km/h respectively. E-2C at 2 The instantaneous speeds at the projectile position generated by the T56-A-417 and the three propellers under the F120 thrust are 217 km/h, 222 km/h and 231 km/h, respectively; in two airborne T56- The A-417 and the four propellers carried 238 km/h under the F120 thrust; 244.9 km/h and 254.8 km/h.

These speeds can not only be superimposed on the speed of the above-mentioned single pendulum movement, but also can be superimposed with the carrier's speed of 20-30 knots (36 km / h - 54 km / h) to complete the takeoff.

Theoretical basis of Example 2

During the single pendulum ejection takeoff, when the "ejector" is placed in a single pendulum motion from the "takeoff preparation position" to the center balance position of the pendulum, it is subjected to a force in the swing direction. Set to G,, G^mgsin^, 0 is the off angle of the swing arm at the starting position. This force is generated and can be superimposed in some form with other energy consuming thrusts. The structural basis is a single pendulum type projectile.

According to the Huygens theorem: T=2 r l^ The period T of the simple pendulum motion is proportional to the quadratic root of the pendulum length 1, and inversely proportional to the quadratic root of the gravity 15 acceleration g, independent of the amplitude and the quality of the pendulum. At sea level, g is considered constant, and the only variable here is the pendulum length. In the single pendulum ejection takeoff, the take-off weight of the carrier does not directly affect the cycle of the pendulum motion itself.

The motion of the carrier aircraft from the "preparation takeoff position" to the central equilibrium position is analyzed as the ideal single pendulum motion. The relative height of the "takeoff preparation position" for the central equilibrium position is h, and the terminal of the pendulum swings over the central equilibrium position. The speed is V, then mgh=mv ² /2, v= ^2≠ . It can be seen that the carrier aircraft obtains a speed that can be superimposed with other energy-consuming thrusts in a certain form during the single pendulum ejection takeoff. The structural basis is a single pendulum projectile mechanism.

Whether it is a take-off or a catapult takeoff, there is some kind of friction force F in the take-off run. The size of F is proportional to the take-off weight of the carrier aircraft to the positive pressure N of the deck runway: F = fN, f is the coefficient of friction. This friction does not exist for a single pendulum to take off. The single pendulum type propulsion take-off mode can reduce or eliminate the various negative effects of the take-off weight of the carrier aircraft, and the carrier aircraft can obtain a thrust and speed in the same direction, and can also be in the swing arm The ejector end is provided with a boosting engine and/or a swinging device is added to the rotating shaft to obtain an increased takeoff thrust without increasing the deadweight of the carrier.

Therefore, the single-pendulum projectile take-off takes a simpler structure than the catapult, and the cost is reduced, saving energy. Compared with the take-off take-off, in the take-off take-off, only 50% of the fighters take off due to the take-off weight limit, and the fixed-wing early-warning aircraft and anti-submarine aircraft that cannot push the weight ratio are not able to take off. The single pendulum throw-off can be solved. . The single pendulum projectile mechanism can be built on one side of the ship, on both sides and even on the appropriate part of the ship. Landbases that are scarce on flat ground can also be used.

Example 3

As shown in FIG. 10-13, the technical solution of this embodiment of the present invention is:

An integral carrier aircraft runway 28 is provided on the deck of the aircraft carrier 1, and a drive mechanism is provided in the aircraft carrier 1 to drive the integral carrier aircraft runway to slide, so that a part of the integrated carrier aircraft runway 28 Extending out of the ship; a lifting deck 29 is provided below the carrier's runway 28, the lifting deck 29 is used to fill the vacancy, and the vacancy is after the carrier's runway 28 is partially extended out of the ship After the vacancy left on the hull, the carrier aircraft runway 28 and the lift deck 29 cooperate with each other to extend the original carrier aircraft runway 28 to form a flat and extended ship. The aircraft runway, or the lift deck 29 is returned to the original position, and the portion of the carrier aircraft runway 28 that extends out of the ship is retracted; the carrier aircraft runway 28 extends out of the ship and can be suspended from the sea or by the floating vessel 30. And a plurality of temporary floats 31 are supported; the extension or retraction of the carrier aircraft runway 28 is driven by the drive mechanism and/or by the auxiliary push-pull of the floating vessel 30; a locking mechanism is provided below or to the side, and the locking mechanism is used After a portion of the carrier aircraft runway 28 extends out of the hull, another portion remaining on the hull is temporarily secured to the hull, and the locking mechanism can also be used to align the aircraft carrier runway. The lifting deck 29 is temporarily fixed. Wherein, the carrier aircraft runway 28 is divided into a carrier aircraft landing runway 28-1 and a carrier aircraft take-off runway 28-2, and a smooth upturned section may be provided at an end of the carrier aircraft take-off runway 28-2. 34. The upward warping angle of the smooth upturned section 34 is 5°-15°.

Wherein, the carrier aircraft landing runway 28-1 may slide out to the side rear or rear end of the hull, and the carrier aircraft take-off runway 28-2 may slide out to the front end of the hull, the shipboard The length of the machine runway 28 extending out of the ship's outer part is 1/2~2/3 of the total length of the carrier's runway, which can make the original carrier's runway lengthen 1/2~2/3.

Wherein, the carrier aircraft runway 28 may be a central widened runway from the bow to the stern, the central widened runway may extend to the stern or the bow; or the central widened runway from the hull The middle part is divided into two sections which respectively extend to the stern and the ship's tail; the length of the carrier's runway 28 extending out of the ship is 1/2~2/3 of the total length of the carrier's runway, that is, the central plus The wide runway can be extended to 450 to 500 meters; the extended central widened runway can be used for takeoff and landing of carrier aircraft and even some land based fighters.

Wherein, the vehicle carrier runway 28-1 outside the extended ship is provided with an illumination lamp and a fluorescent lamp 32, and the illumination lamp and the fluorescent marker 32 are used for navigation of the carrier aircraft at night. The color of the sea section of the runway is contrasted with the ocean.

Wherein, teeth or teeth 33 are provided on both sides or below the carrier aircraft runway for engaging the gears in the drive mechanism.

Wherein, the floating vessel 30 can travel autonomously at sea, and the floating object 31 is partially an inflatable object.

The embodiment further provides a method for landing and/or take-off of an aircraft carrier aircraft, which comprises the following steps:

Step 1: Before the aircraft carrier is ready to land on the aircraft carrier 1, the operator can drive the carrier's runway through the control system to the rear side of the ship's side 28-1 or rearward. The protruding part can be suspended at sea or with several The floating object 31 and the floating vessel 30 are supported, and the locking mechanism on the hull temporarily fixes the carrier's runway still on the hull to the hull, and is installed on the shipboard by the lifting mechanism on the hull. Lifting deck below the runway for filling vacancies 29 liters to the position of the carrier's runway alignment, splicing to form a flat and elongated carrier aircraft landing runway 28-1;

The second step. · The carrier aircraft starts to fall from a distance, leveling, decelerating, and then flying close to the side of the hull or behind the rear of the runway 28-1 hanging over the sea, on which "", and on the brakes, slow down and sprint, sprint on the ship 1 and make the catch hook on the carrier aircraft hang on the aircraft carrier's blocking cable to complete the landing;

Step 3: Before the aircraft carrier on the aircraft carrier 1 is ready to take off the integrated runway, the operator will drive the carrier's runway through the control system to extend 28-2 to the front of the hull. The extension can be suspended at sea or with a number of The floating object 31 and the floating vessel 30 are supported, and the end portion thereof may be provided with a smooth upturned section 34, the upper warping angle is 5°~15°, and the locking mechanism on the hull will remain on the hull. The carrier's runway is temporarily fixed on the hull, and the lifting platform installed on the carrier's runway to fill the gap is raised to the position aligned with the carrier's runway, and the splicing forms a Extended carrier aircraft take off runway 28-2;

Step 4: The carrier aircraft accelerates forward from the take-off position in the middle or rear of the aircraft carrier. Some or all of the above-mentioned extended carrier aircraft take off the runway 28-2 to complete the take-off;

Step 5: After a batch of the carrier aircraft takes off and land, the operator controls the lifting mechanism on the hull to lower the lifting deck 29 back to the original position, and then controls the driving mechanism on the hull 1 and/or The drive mechanism on the pontoon 30 recovers the carrier aircraft runway to the original position; Step 6: After the carrier aircraft runway is recovered to the original position and/or recovered to the original position, the operator Receiving the float 31 in the hull;

Wherein, in the steps described in the first step and the third step, the operator can control the carrier aircraft landing runway 28-1 and the carrier aircraft take-off runway 28-2 respectively to extend out of the ship, or simultaneously extend out of the ship, and The carrier's runway that extends out of the ship can travel along with the carrier's hull along with the pontoon and float before it is reclaimed.

Feasibility discussion of this embodiment

1. The longitudinal robustness of the carrier's runway outside the slidable outboard The carrier aircraft runway that is slidable out of the ship is a solid material deck, and the lower side thereof can be fixedly coupled with a plurality of longitudinally arranged rails, so that the carrier aircraft runway outside the slidable outboard is longitudinally Reinforcement enhances the flexural strength of the carrier's runway outside the slidable outboard. The upper section of the ship's runway slidable out of the ship is fixed on a large aircraft carrier, and the sea section is evenly supported by the pontoon and special floating objects. After taking these initial measures, it can be slid out of the ship. The possibility of longitudinally twisting the carrier's runway is minimal; not to mention modern material mechanics can provide a more scientific approach to further ensure this.

2. The slidability of the carrier-based runway that can be slid out of the ship

Below the carrier's runway outside the slidable extension, several rails can be longitudinally secured as described above. Below the rail, either for space, or for some support. A friction reducing measure is taken between the rail and the support, such as placing a ball, and the rail can be slid on the ball without too much rolling frictional resistance. Casting on both sides of the carrier's runway slidable out of the ship, the teeth are matched with the gears in the other drive mechanism. When the gear rotates clockwise (or counterclockwise), it can drive the slidable The carrier's runway that extends out of the ship extends (or retracts) out of the ship. The above horizontal drive (not the above work to overcome gravity) should not consume excessive energy. The drive power can come from electricity, steam, or can be directly separated from the mechanical drive that drives the aircraft carrier propeller (mostly hundreds of thousands of kilowatts).

3. Stability of the marine section of the carrier's runway that can be slid out of the ship

The huge aircraft carrier with a weight of tens of thousands of tons is quite stable in the wind and waves. When the maritime section of the carrier's runway that can be slid out of the ship protrudes out of the ship, the upper part of the ship's runway that can be slid out of the ship is temporarily fixed on the ship, that is, it is clipped by the huge aircraft carrier. Hold ", so that the sea section is relatively fixed. And because M=Fd (torque M is equal to force F multiplied by force arm d), the aircraft carrier has a length of more than 300 meters, its center of gravity is about 150 meters from the stern, and the sea section is generally 100 to 150 meters long. (or slightly longer), the force arms d at both ends are similar; from the force F analysis, the carrier aircraft is loaded with more than 30 tons, and the aircraft carrier is Tens of thousands of tons or even 100,000 tons. Therefore, the torque generated by the carrier aircraft at the sea section is usually only a few thousandth of the other end (the aircraft carrier end), and the torque cannot be generated sufficiently.

M causes the sea section to sway left and right.

4. When the carrier aircraft moves up and down in the sea section, it will cause the sea section to rise and fall. The surface of the ship will be very small. The weight of the ship is much larger than that of the shipboard. The buoyancy support is already underneath. The width of the floating object below the sea section is usually wider than that of the sea section. It is temporarily set at 80 meters. When the carrier aircraft (for example, Su-33) is used for take-off and landing in the sea section, the sea section is affected. The length is set to 40 meters (the Su-33 is 21 meters long and 10 meters in front and rear), so 80x40 = 3200 (square meters). Within this range, according to Archimedes' buoyancy law, as long as the floating debris supporting the sea section sinks by 1 cm, the increased amount of water discharged can basically support the take-off weight of the Su-33 (26 tons to 33 tons). Moreover, according to N=mg - L, the carrier aircraft in the running has a certain lift L, and its positive pressure N to the sea section is still less than its own weight mg; for landing, due to the return of fuel, the battle has been mounted in large quantities. Consumption, the actual weight of the carrier aircraft is already lower than the take-off weight, and the sea section is the initial journey of the carrier aircraft landing and running, the carrier aircraft still has a relatively high speed and considerable lift 'L The positive pressure N to the sea section is relatively small; for take-off, the sea section is the last leg of the take-off and landing of the carrier aircraft. At this time, the carrier aircraft has a large lift L and a positive pressure on the sea section. N is very small. Therefore, when the carrier aircraft moves up and down in the sea section, the ups and downs caused by the upper part of the sea will be extremely slight, and there is no serious problem for the carrier aircraft to take off and land.

5. The carrier aircraft descends on the runway behind the ship and reduces the difficulty and risk. According to the traditional landing mode, the carrier aircraft needs to have a higher speed in the third stage equivalent to the landing process (at least above the minimum safety). The ground speed, at this time, the lift generated by the aircraft speed is greater than the weight of the aircraft.) The catching cable on the ship is captured from the air; and the ship is landed on the runway behind the ship. The carrier is at the fifth stage speed equivalent to the landing process. Significantly reduced (has passed the fourth stage, the speed of the aircraft is reduced to the lift is not enough to balance the weight of the aircraft, but falls on the runway behind the outstretched ship, and slows down the ship), catching the ship on the deck Blocking on the cable. The difficulty and risk are greatly reduced. 6. The carrier aircraft can be lifted off the front of the ship and the extended runway can improve the speed of leaving the ship.

The instantaneous velocity of the uniform acceleration motion is proportional to the square root of the path and is proportional to the square root of the acceleration. The thrust-to-weight ratio of the carrier-based aircraft is constant, and the acceleration of the gliding on the deck runway is also constant, so the longer the distance of the run, the higher the instantaneous speed. In the above-mentioned ship, the extended take-off runway is taken off and the take-off distance is greatly increased, which makes it possible for the carrier aircraft to increase the speed of the ship.

The above is only a preferred embodiment of the present invention, and it should be noted that those skilled in the art can make several improvements and modifications without departing from the technical principles of the present invention. It should also be considered as the scope of protection of the present invention.

As shown in FIG. 14, an embodiment of the present invention provides a carrier-borne aircraft landing device that combines a structure of a pulley ₃ mechanism, a single pendulum projectile mechanism (showing a swing arm 14 in the figure), and an integrated track 28 structure. , so that the above three parts cooperate with each other and complement each other to jointly complete the take-off and landing of the aircraft carrier 1 carrier aircraft 2. The single pendulum projectile mechanism is located on the ship side, does not occupy a limited carrier 1 deck, and fully vacates the deck area for the carrier aircraft 2 to land on the deck through the integrated runway 28-1; and the carrier aircraft passes through when landing The extended runway 28-1, which is extended from the stern of the ship, will continue to run on the ship and is significantly shorter than the distance that the traditional landing method will continue to run on the ship after landing, thus vacating a larger The front deck of the ship is used for the take-off of the tackle 3 to take off. The present embodiment as a whole improves the efficiency of the aircraft carrier 1 deck operation.

Industrial applicability

The invention has two notable features:

1. Integration: It is embodied in the invention as a whole, and the parts can cooperate with each other, support each other, and complement each other. For example, the single pendulum ejection is usually located on the ship's side, does not occupy a limited deck of the aircraft carrier, and fully vacates the deck area for the carrier aircraft to land on the deck through the integrated runway; and the carrier aircraft is extended backward by landing. Integrated runway from the ship The distance that continues to run on the ship after the ship is tailed is significantly shorter than the distance that the traditional landing method continues to run on the ship after landing, thus vacating a larger front deck for the tackle to take off. It can be seen that the present invention as a whole can significantly improve the efficiency of the aircraft carrier deck operation. In another example, in wartime or emergency situations, if the pulley system fails, the carrier aircraft can be thrown off by a single pendulum; if the single pendulum system fails, the carrier aircraft can be thrown off by the pulley; if both are faulty The carrier-based aircraft can also be piloted to take off on an extended runway that extends beyond the front of the hull. Therefore, the invention as a whole makes the aircraft carrier's wartime adaptability and anti-strike performance significantly improved. For example, the present invention as a whole, the various parts can be properly divided and cooperated, such as a combat/attack machine and a low-pushing police machine, an anti-submarine machine, etc., can take off and take off, the drone can be thrown off, the high thrust-to-weight ratio or The lighter fighter can take off on the extended runway from the front of the hull, making the design of the booster engine and the use of part of the integrated runway more professional, efficient and coordinated.

2. Flexibility: It is manifested that any part or parts of the present invention can be applied individually or in coordination, and can significantly improve the take-off and/or landing mode of conventional carrier aircraft. The actual use of the present invention can be based on economic strength, scientific and technological level, industrial base and military use comprehensive considerations, and a part or parts of the invention can be selected correspondingly during the design and construction of the aircraft carrier, and the expected satisfactory result can be achieved. For example, the use of a pulley to take off and take off, with the integrated runway extending to the side of the ship for landing; or the use of a pulley to take off and land in the traditional way, is a good option. According to the specific analysis, the pulley launching and take-off method concentrates on the advantages of the existing carrier-based aircraft for take-off and take-off, avoiding their shortcomings, simple structure, greatly reduced scientific research and construction cost, improved efficiency, significantly reduced energy consumption, and easy operation and maintenance. Safe and reliable, it can be used for take-off of various types of carrier aircraft. If the single pendulum is used to take off, the various negative effects of the take-off weight of the carrier aircraft can be reduced or not existed. The carrier aircraft can obtain a thrust and speed in the same direction. The structure is simple and can be built on the aircraft carrier. On the sides, on both sides, even on the ship, and on the land of scarce flat ground.整体Using an integrated runway that extends rearward or sideways, it can reduce the difficulty and risk of landing on the aircraft carrier aircraft; or The extended runway that extends in both directions to the ship's stern and the stern can also provide carrier-based aircraft take-off and landing.

Claims

Rights request

What is claimed is: 1. An aircraft carrier aircraft take-off and landing device, characterized in that: the take-off and landing device comprises a take-off assist mechanism and/or an integrated runway disposed on an aircraft carrier;

The take-off assisting mechanism is a sports carrier equipped with a boosting engine, a movable connection with the carrier-based aircraft, and capable of being separated in time to improve the speed of the carrier-based aircraft; the take-off assisting mechanism is equipped with wheels a pulley, which is used to carry a carrier-based aircraft to accelerate the taxi on the deck of the aircraft carrier and to eject it; or a fixed-segment projection mechanism fixed on the side of the aircraft carrier for projecting the aircraft carrier connected to the single pendulum mechanism Lift-off; the integrated runway is a carrier-based runway that can be extended outside the aircraft carrier.

2. The aircraft carrier aircraft take-off and landing device according to claim 1, wherein the take-off assisting mechanism is a trolley carrying a carrier aircraft, and at least one boosting engine for driving the trolley is installed in the trolley. The weight-to-weight ratio of the trolley is higher than the thrust-to-weight ratio of the carrier aircraft; the trolley is used to carry the carrier-based aircraft to accelerate the gliding on the track of the aircraft carrier deck, and to eject the carrier aircraft; the carrier aircraft and The trolley is connected in a movable manner; the wheel under the trolley cooperates with a track disposed on the deck of the aircraft carrier, and the track is horizontally located in the aircraft carrier or has an upwardly upwardly inclined section with an upward tilt angle of 5°. ~15°; The track is further provided with an intercepting rope and/or a trolley brake device in the vicinity of the ship, the intercepting rope and/or the trolley braking device for intercepting the trolley when the brake is disengaged from the carrier.

3. The aircraft carrier aircraft landing gear of claim 2, wherein the trolley brake device comprises a blocking pusher, the blocking thruster consisting of an upper part of the vehicle and a portion on the deck. The portion on the deck is a blocking pile located at the center of the ship's rail and having a height lower than the radius of the wheel of the pulley. The upper part of the vehicle is a lever structure having a fixed rotating shaft, and the rotating shaft is fixed on the pulley and vertical On the longitudinal section of the trolley, the upper arm of the lever structure is above the rotating shaft, the upper arm is pushed behind the appropriate part of the carrier, and the lower arm of the lever structure is below the rotating shaft.

4. The aircraft carrier aircraft take-off and landing device according to claim 2, wherein a front wheel portion of the carrier aircraft is buckled with the trolley, or the carrier aircraft is in a prone connection. On the trolley, the connections are all movable connections.

5. The aircraft carrier aircraft landing gear according to claim 4, wherein the buckle or prone connection is a mechanism for providing a movable connection and a disconnection of the carrier aircraft on the trolley. The control mechanism that controls the trolley connection or disconnects the carrier aircraft is also provided in the trolley or control system.

6. The aircraft carrier aircraft take-off and landing device according to claim 5, wherein a wall plate is provided on a track at a rear end of the trolley to prepare a take-off position, the wall plate being used for shielding the carrier aircraft and The jet flow of the engine inside the pulley.

7. The aircraft carrier aircraft landing gear of claim 2, wherein the track has a plurality of tracks, and the distance between the tracks is greater than the width of the trolley.

8. The carrier-borne aircraft landing gear of claim 7, wherein a track and/or a cross-track for the shuttle to shuttle or change is provided at a starting end of the track.

9. The aircraft carrier aircraft take-off and landing device of claim 1, wherein the take-off assist mechanism is a single pendulum projecting mechanism for ejecting a carrier aircraft on an aircraft carrier;

The single pendulum projectile mechanism is a pendulum suspension structure composed of a swing arm, a cantilever, and a ejector. The upper end of the swing arm is suspended from the outer end of the cantilever, and the lower end of the swing arm is connected to the ejector, and the inside of the cantilever The end is mounted on a support frame or a building on the side of the aircraft carrier, the swing arm swings around the outer end of the cantilever, or the swing arm and the cantilever are fixed integrally to swing around the inner end of the cantilever;

10. The aircraft carrier aircraft landing gear according to claim 9, wherein a carrier aircraft preparation is provided on one side of the single pendulum projectile along a longitudinal side of the aircraft carrier. a gantry for take-off, the gantry also extending from a side of the aircraft carrier, a plane perpendicular to the water surface in the longitudinal middle portion of the gantry coincides with the oscillating plane of the swing arm, and takes off without a carrier aircraft In the state, the swing arm is stagnated on one side of the gantry, and the stagnation position of the swing arm corresponds to the end position of the gantry.

11. The aircraft carrier aircraft take-off and landing device according to claim 9, wherein the length of the cantilever extending from the side portion of the hull is greater than 1/2 of the width of the carrier.

12. The aircraft carrier aircraft take-off and landing device according to claim 9, wherein the swing arm is a rigid swing rod or a flexible rope; the length of the swing arm plus the height of the carrier aircraft is less than The distance from the cantilever to the water surface.

13. The aircraft carrier aircraft landing gear device according to claim 9, wherein the rotating shaft is matched with a bushing through a bearing, and the bearing is a ball bearing or a magnetic suspension bearing;

14. The aircraft carrier aircraft landing gear of claim 9 or 12, wherein the booster mounted on the lower end of the swing arm is provided with a booster engine.

15. The aircraft carrier aircraft landing gear according to claim 14, wherein a mechanism for movably connecting and disconnecting the carrier aircraft is provided in the ejector, in the ejector or control system There is also a control mechanism that controls the projectile to connect or disconnect the carrier aircraft.

16. The aircraft carrier aircraft landing gear according to claim 10, wherein the end of the gantry is higher than the aircraft carrier deck, the gantry is a lifting gantry, or for the shipboard a ramp along the ramp, wherein a brake mechanism for stopping the swing of the swing arm is arranged near the gantry, and an angle between the swing arm and the swing arm at the upper end of the gantry is θ This angle is called the carrier aircraft take-off preparation position yaw angle.

17. The aircraft carrier aircraft landing device of claim 12, wherein the side chord of the aircraft carrier is located below the swing arm with a wall panel for shielding waves, the wall panel being telescopic or foldable. Board.

18. The aircraft carrier aircraft landing gear according to claim 1, wherein the integral carrier aircraft runway is disposed on a deck of the aircraft carrier, and the integrated carrier aircraft is driven in the aircraft carrier body. A part of the runway protrudes to a drive mechanism outside the ship, and a lift deck is provided below the runway of the carrier, the lift deck is used to fill a vacancy, and the vacancy is a part of the carrier's runway After the vacancy left on the hull in vitro, the carrier-based runway and the lift-down deck are spliced together to extend the original carrier-based runway, or the lift-down deck is lowered back to the original position. The portion of the carrier's runway that extends out of the ship's body is then retracted; the outboard portion of the carrier's runway may be suspended from the surface of the ship or supported by a floating vessel and a number of temporary floats; Retracting is by means of driving of the drive mechanism and/or assisted pushing and pulling by the floating vessel; a locking mechanism is provided on the underside or side of the carrier's runway, the locking mechanism being used for a part of the carrier's runway After the hull is extended, another portion remaining on the hull is temporarily fixed to the hull and the elevating deck that is aligned with the carrier's runway is temporarily fixed.

19. The aircraft carrier aircraft landing gear of claim 18, wherein the integral runway slides out to the side rear or rear of the hull to be a carrier aircraft landing runway.

20. The aircraft carrier aircraft landing gear according to claim 18, wherein the integral runway slides out toward the front end of the hull to take off the runway of the carrier; 1/2~2/3 of the total length of the carrier's runway; a smooth upturned section may be provided at the end of the carrier-borne take-off runway that slides out toward the front end of the hull, the smooth upturned section The uppering angle is 5° to 15°.

21. The aircraft carrier aircraft landing gear of claim 19 or 20, wherein the carrier aircraft runway or a central widened runway from the bow to the stern, the central widened runway Extending to the stern or the ship; or the central widened runway is separated from the middle of the hull into two sections that extend to the stern and the bow respectively; the length of the carrier's runway extending out of the ship is The total length of the carrier's runway is 1/2~2/3.

22. A carrier carrier carrier takeoff method, characterized in that it comprises the following takeoff steps

S1: Transfer the carrier aircraft parked on the deck of the aircraft carrier to the trolley on the take-off position, and connect the carrier aircraft to the movable connection mechanism on the trolley;

S2: After the carrier aircraft receives the take-off preparation command, the engine on the carrier and the engine is ignited. At this time, the control system controls the brake device and the connection mechanism of the pulley to work normally to prevent the movement of the pulley and the carrier.

S6: When the pulley runs close to the front edge of the aircraft carrier, the control system controls the engine in the trolley to stall, the movable connection mechanism in the trolley is disconnected from the carrier, the brake is braked, and the lower arm of the pusher lever structure is blocked. The upper arm that hits the blocking pile and blocks the lever structure of the pusher quickly pushes the carrier to move forward from the vehicle, so that the speed of the ship-based aircraft that has been obtained by the sliding of the pulley is further accelerated, and the carrier-based aircraft is further accelerated. Horizontally or tangentially ejected along the upturned arc, which in turn reduces the momentum of the pulley to continue forward, thereby reducing the load on the brakes of other intercepting ropes and brakes. The control system controls the brakes to make the tackle Move, set the intercepting rope on the aircraft carrier to hook the trolley;

S7: After the pulley stops, it is unhooked from the intercepting rope, and the control system controls the pulley to return along the track. Return to the beginning of the track to prepare the load of the next carrier.

23. An aircraft carrier carrier take-off method, characterized in that it comprises the following take-off steps:

S1: transferring the carrier aircraft parked on the deck of the aircraft carrier to the gantry ready for take-off, the gantry being higher than the carrier deck and extending out of the side of the hull;

S3: the carrier-mounted machine is movably connected to the ejector, and the ejector is connected to the lower end of the swing arm in the single-swing ejector mechanism, and the upper end of the swing arm is connected to the suspension structure of the single pendulum;

S6: The projectile and the carrier aircraft accelerate the swing through the central equilibrium position of the pendulum and then rush to the other side of the pendulum projectile; at this time the projectile and the carrier aircraft, the engine and/or the propeller booster engine The thrust, and/or the driving mechanism mounted on the rotating shaft at the inner end or the outer end of the cantilever, continues to accelerate forward and upward; when the carrier aircraft reaches an appropriate upward tilt angle and has a certain instantaneous speed By the control system, the ejector is disconnected from the carrier aircraft, and the carrier aircraft is ejected obliquely upward along the tangential direction of the oscillating arc;

S7: After the projectile releases the carrier, the swing arm will swing toward the buffer braking zone. When the swing arm continues to swing on the opposite side to the height of the end of the ejector slightly above the take-off side, the swing arm stops upward. Swing, and begin to prepare for take-off of the gantry of the carrier aircraft;

24. A method of landing and/or taking off of an aircraft carrier aircraft, characterized by comprising the steps of:

S1: Before the aircraft carrier is ready to land on the aircraft carrier, the operator drives the integrated carrier aircraft runway to extend behind or behind the ship's side through the control system. The protruding part can be suspended at sea or with several floating objects. And the pontoon support, and the locking mechanism on the hull temporarily fixes the carrier's runway remaining on the hull to the hull, and uses the lifting mechanism on the hull to be placed under the carrier's runway for filling The vacant lift deck is raised to a position aligned with the carrier's runway and spliced to form a flat, extended carrier-borne landing runway;

S2: The carrier aircraft starts to slid down from a distance, leveling, leveling and decelerating, and then flying close to the runway that protrudes to the side of the hull or behind the sea, where it falls to touch the ground and brakes on it. Sliding, after running on the ship, the catching hook on the carrier aircraft is hung on the aircraft carrier's blocking cable to complete the landing of the ship;

S3: Before the carrier carrier is ready to take off the integrated runway, the operator drives the carrier's runway through the control system to extend to the front of the hull. The extension can be suspended at sea or with several floating objects and The pontoon support can be provided with a smooth upturned section at the end, the upturn angle is 5 ~ 15 °, and the locking mechanism on the hull temporarily fixes the carrier's runway remaining on the hull on the hull. And using the lifting mechanism on the hull to raise the lifting deck disposed under the carrier's runway to fill the vacancy to a position aligned with the carrier's runway, and splicing to form an extended carrier-borne take-off runway;

S6: After the shipboard is recovered to the original position and/or recovered to the original position, the operator receives the floating object from the hull.

25. A method of landing and/or taking off of an aircraft carrier aircraft according to claim 24, wherein in said steps S1 and S3, an operator can control a carrier aircraft landing runway and a carrier aircraft take-off runway respectively Extend out of the ship, or extend out of the ship at the same time.

26. A method of landing and/or taking off of an aircraft carrier aircraft according to claim 24, characterized in that after said steps S1 and S3, the carrier aircraft runaway outside the ship is not retracted before the hull It can be carried along with the aircraft carrier hull together with the floating boat and floating objects.