WO2014056340A1

WO2014056340A1 - Three-dimensional airport

Info

Publication number: WO2014056340A1
Application number: PCT/CN2013/080270
Authority: WO
Inventors: 张国飙
Original assignee: Zhang Guobiao
Priority date: 2012-10-12
Filing date: 2013-07-29
Publication date: 2014-04-17
Also published as: CN103723284A

Abstract

Disclosed is a three-dimensional airport. In this three-dimensional airport, airplanes are parked on at least two parking surfaces in an interlaced manner, and wings of the adjacent airplanes are partly overlapped.

Description

Three-dimensional airport

Technical field

This invention relates to the field of aviation and, more particularly, to the design of an airport apron.

Background technique

An airport includes at least one terminal that can dock multiple aircraft. Figure 1A is a bird's eye view of a conventional terminal 10, which is 10 Parked on three planes 30A-30C. The terminal consists of a security door 12 and three gates 16A-16C. Three aircraft 30A-30C parked at their designated positions A1-C1 And docked on the respective boarding bridge 14A-14C. These boarding bridges 14A-14C are coupled to the gates 16A-16C of Terminal 10. Length of Terminal 10 L It is roughly equivalent to its unilateral shutdown capacity (ie the number of aircraft that can be parked on one side of the terminal) with a machine width W. Figure 1B is a front view of three docked aircraft 30A-30C. These planes 30A - The 30C is parked on the tarmac of a regular airport. The regular airport is a two-dimensional airport, ie three aircraft 30A-30C are parked on the same shutdown surface (eg ground 16).

technical problem

Since the regular airport is a two-dimensional airport, all aircraft are parked on the same shutdown surface. To ensure safety, the machine width W Should be wider than the wing of the aircraft. Due to the wide wingspan of the aircraft, the width W of the aircraft is generally large. A passenger needs to travel a long distance from the safety gate to reach the aircraft (eg 30C). In addition, due to a single terminal 10 The downtime capacity is limited, and a large airport needs to build many terminals.

Technical solution

The present invention proposes a three-dimensional airport. In the three-dimensional airport, the aircraft staggers on at least two of the shutdown surfaces - a first shutdown surface and a second shutdown surface: the first shutdown surface is typically the ground and the second shutdown surface is the upper surface of an elevated shutdown structure. By overlapping the wings of adjacent aircraft , The stopping distance of the aircraft can be closer. In one embodiment, the overhead shutdown structure is fixed with its upper surface connected to the ground by a ramp. In another embodiment, the overhead shutdown structure is moveable. When the aircraft is not used for shutdown, the movable overhead shutdown structure can be disengaged from the aircraft such that the aircraft has a flat surface for aircraft taxiing or other uses. The movable overhead shutdown structure can be moved vertically or horizontally.

Beneficial effect

The main benefit of the present invention is to reduce the walking distance of passengers when boarding at the airport terminal.

Another benefit of the present invention is to increase the downtime capacity of the airport terminal.

Another benefit of the present invention is to reduce the number of terminals in the airport.

Another benefit of the present invention is to reduce the construction cost of the airport.

Another benefit of the present invention is to increase the aircraft capacity in the hangar.

Another benefit of the present invention is to increase the aircraft capacity in an aircraft carrier.

DRAWINGS

Figure 1A is a bird's eye view of three aircraft terminals parked in a conventional (two-dimensional) airport; Figure 1B It is its front view (previous technology).

Figure 2A is a bird's eye view of three aircraft terminals docked in a three-dimensional airport; Figure 2B is a front view.

Figure 3 is a bird's eye view of five aircraft terminals docked in a three-dimensional airport.

Figure 4A - Figure 4C is a cross-sectional view of the first type of elevated shutdown structure; Figure 4A - Figure 4C also shows moving an aircraft into / Three methods of removing the overhead shutdown structure.

Figure 5A is a front view of the second type of elevated shutdown structure; Figure 5B is a cross-sectional view thereof.

Figures 6A-6C illustrate the first method of shutting down the second type of elevated shutdown structure, which is a front view of the aircraft.

Figures 7A-7C illustrate a second method of shutting down the second type of elevated shutdown structure, which is a cross-sectional view of the aircraft.

Figures 8A and 8B are aerial views of the aircraft corresponding to the shutdown steps in Figures 7A and 7C, respectively.

Figures 9A-9C show a third method of shutting down the second type of elevated shutdown structure, which is a cross-sectional view of the aircraft.

Figures 10A-10C illustrate a fourth method of shutting down the second type of elevated shutdown structure, which is a cross-sectional view of the aircraft.

Figures 11A-11C illustrate a fifth method of shutting down the second type of elevated shutdown structure, which is a cross-sectional view of the aircraft.

It is noted that the drawings are only schematic and are not drawn to scale. In order to be conspicuous and convenient, some of the dimensions and structures in the figures may be enlarged or reduced. In the different embodiments, the same symbols generally indicate corresponding or similar structures.

Embodiments of the invention

Figure 2A - Figure 2B shows a three-dimensional airport terminal 20 . It consists of a security gate 22 and three boarding gates 26A-26C Composition. The three aircraft 40A-40C parked at their designated positions A2-C2 and docked on their respective boarding bridges 24A-24C. These boarding bridges 24A-24C are respectively associated with the terminal building 20 The boarding gate 26A-26C is combined (Fig. 2A). Unlike conventional airports, aircraft 40A-40C do not stop on the same shutdown surface but stop on at least two shutdown surfaces: first stop surface 16 And a second stop surface 18 (Fig. 2B). The first stop surface 16 is generally the ground and the second stop surface 18 is the upper surface of an overhead shutdown structure 19. An aircraft parked on the first stop surface 16 (

eg

40A and 40C) are referred to as the first-tier aircraft, and aircraft (such as 40B) parked on the second shutdown surface 18 are referred to as the second-tier aircraft. These aircraft 40A-40C staggered, that is, aircraft 40B The wing 42B at least partially coincides with the wing 42C of the aircraft 40C. This coincidence can reduce the width Wx of the seat B2 to be less than the span of the aircraft 40B. In the same shutdown capacity (as shown 1A - Figure 1B and Figure 2A - Figure 2B are three aircraft), the length of the three-dimensional airport terminal 20 will be longer than the conventional terminal 10 The length is significantly shortened. Therefore, passengers can board a short walk.

In Figure 2A, all gates 24A-24C are on the same floor. In fact, boarding gate 24A-24C It can also be located on two floors: a first boarding floor and a second boarding floor: wherein the second boarding floor is located above the first boarding floor. Gate of the second floor aircraft (such as 40B) (such as 26B) On the second boarding floor, the gates of the first floor aircraft (such as 40A and 40C) (such as 26A and 26C) are located on the first boarding floor. Therefore, all aircraft (such as 40A - 40C The boarding bridges are relatively flat and easy to board and leave.

Figure 3 shows another 3D airport terminal 20x. The length of the terminal L and Figure 1A The China Terminal is the same length, but it can dock 5 aircraft 40A-40E. These aircraft are parked at the designated aircraft A3-E3 and parked at their respective boarding bridges 24A-24E On the side. By staggering these aircraft (Figure 2B), the 20x shutdown capacity of the terminal is almost twice that of the conventional terminal 10 (5 to 3) ). For the same shutdown capacity, the three-dimensional airport requires fewer terminals, so the construction cost is lower. Moreover, it is relatively easy to convert from a conventional airport to a three-dimensional airport, and only a part of the overhead shutdown structure needs to be added, so the reconstruction cost is also low.

Figure 4A - Figure 4C shows the first type of elevated shutdown structure 19 . The elevated shutdown structure 19 It is fixed and is preferably fixed to the ground 16 . The elevated shutdown structure 19 includes a ramp 17 that connects the first stop surface 16 and the second stop surface 18. The slope 17 The slope (relative to the ground 16) is preferably less than 45 degrees, which facilitates the movement of the aircraft 40 into/out of the elevated shutdown structure 19 .

Figures 4A-4C also show three methods of moving the aircraft 40 into/out of the elevated shutdown structure 19. In Figure 4A In the middle, the aircraft 40 moves in/out of the overhead shutdown structure by its own power 19 . In Figures 4B - 4C, the aircraft 40 assists in moving by external forces. Figure 4B The external force comes from a tractor or tractor 50 . The tractor or tractor 50 can also move the aircraft 40 out of the overhead shutdown structure 19 . The external force in Figure 4C comes from a cable car system that contains at least one cable car 60, a pulley 62 and a motor 64. The cable car system makes it easier to control the aircraft, especially when moving the aircraft 40 out of the elevated shutdown structure 19. In the embodiment of Figure 4C, the cable car 60 Located outside of the elevated shutdown structure 19, it can also be located inside the overhead shutdown structure 19. The specific implementation of the cable car can be borrowed from the cable car of San Francisco.

Figure 5A - Figure 5B shows a second type of elevated shutdown structure 89 . The overhead shutdown structure 89 is moveable. With Figure 2A - Similar to Figure 2B, the three aircraft 80A-80C are parked at their respective designated positions A4-C4, which include at least two stop surfaces: a first stop surface 86 and a second stop surface 88 . The first shutdown surface 86 is typically the ground and the second shutdown surface 88 is located on the upper surface of the overhead shutdown structure 89. The aircraft 80A-80C staggered, that is, the wing of the aircraft 80B 82B At least partially coincides with the wing 82C of the aircraft 80C.

The mobile shutdown structure 89 has two modes: stop mode and non-stop mode. In stop mode (ie aircraft 80B parked in position B4 The second stop surface 88 of the overhead shutdown structure 89 supports the aircraft 80B. In non-stop mode (ie no aircraft is parked on station B4), the overhead stop structure 89 can be taken from the position B4 Move away to have a flat surface for aircraft taxiing or other uses. Figure 5A - Figure 5B shows the side walls of the movable shutdown structure 89 with dashed

lines

85, 87 To show that it can be removed when necessary. Since the movable shutdown structure 89 does not use a sloping surface to connect the stop surfaces 86 and 88, the tarmac is more economical. Figure 6A - Figure 11C below A variety of ways to park the aircraft onto the movable shutdown structure 89 are shown. Among them, the overhead shutdown structure 89 in Figure 6A - Figure 9C can move vertically; Figure 10A - Figure 11C The elevated shutdown structure 89 can be moved horizontally.

Figure 6A - Figure 6C show the first method of aircraft docking. Movable stop structure 89 with a fixed lift 84x (such as a hydraulic jack), it can adjust the position (height) of the aircraft 80B. In the non-stop mode (Fig. 6A), the upper surface 88 of the elevator 84x and the first stop surface 86 Located on the same plane for aircraft taxiing or other purposes. In the stop mode, that is, when the aircraft 80B is parked on the elevator 84x (Fig. 6B), the elevator 84x is extended and the first stop surface is raised. Until the aircraft 80B is raised to the specified height. At this time, the extended elevator 84x is the overhead shutdown structure 89, and its upper surface 88 is the second stop surface. After that, another aircraft 80C It is docked at the adjacent station C4 and its surface is the first stop surface 86 (Fig. 6C). Since the aircraft 80B is higher than the aircraft 80C, its wing 82B and the aircraft 80C wing 82C At least partially coincide. With this method of docking, the aircraft (such as the 80B) is advanced.

Figures 7A-7C and 8A-8B show a second method of aircraft docking. Its movable shutdown structure 89 Containing another fixed lift 84y (such as a hydraulic jack), the lift 84y is longer than the lift 84x in Figures 6A-6C and extends from the docked position x2 to a later position x1 (See Figure 8A). Figure 7A (cross-section) and Figure 8A (bird's-eye view) are the first steps. Aircraft 80C (dashed line) is parked at station C4 and aircraft 80B is about to stop at station B4. . At this time, the elevator 84y is retracted, and its upper surface 88 is in the same plane as the first stop surface 86. The aircraft 80B is now parked at a position x1 later than position x2 to make its wing 82B Does not collide with the wing of the aircraft 80C 82C. Since the position x1 is the starting position of the elevator 84y, the elevator 84y is longer than the elevator 84x in Figs. 6A - 6C. Figure 7B is the second step (section view, aircraft 80C is not shown in Figure 7B - Figure 7C), lift 84y raises aircraft 80B to the specified height. At this time, the extended lift 84y It is an elevated shutdown structure 89. Figure 7C (cross-sectional view) and Figure 8B (aerial view) are the third steps, and the aircraft 80B slides on the upper surface 88 of the elevator 84y to the position x2. . Since the aircraft 80B is higher than the aircraft 80C, its wing 82B at least partially coincides with the wing 82C (Fig. 8B) of the aircraft 80C. Using this docking method, the aircraft (such as 80B ) First in, first out.

Figure 9A - Figure 9C shows a third method of aircraft docking. Its movable overhead shutdown structure 89 contains the first fixed lift 84a (such as the first hydraulic jack) and the second fixed lift 84b (such as the second hydraulic jack). The first elevator 84a is located at the position x1 and the second elevator 84b is located at the position x2. And figure Similar to the 7A-7C, first, the aircraft 80B to be docked is in position x1, and both

elevators

84a and 84b are retracted, with their

upper surfaces

88x and 88 and the first stop surface 86. In the same plane (Figure 9A). Then, the first elevator 84a is extended and the aircraft 80B is raised to a designated height, and the second elevator 84b is also extended to the same height, with the upper surface 88 and the first elevator The upper surface 88x of 84a is at the same height (Fig. 9B, this figure does not show aircraft 80C). Finally, the aircraft 80B taxis to position x2 (Fig. 9C), its wing 82B and the aircraft The 80C's wings 82C at least partially coincide. At this point, the first elevator 84a can be retracted and its surface can be used for aircraft taxiing or other purposes. Using this docking method, the aircraft (such as 80B ) First in, first out.

Figure 10A - Figure 10C shows the fourth method of aircraft docking. Its movable shutdown structure 98 In the non-stop mode, it can be removed from the position B4 in the horizontal direction, and in the stop mode, it can be moved into the position B4 in the horizontal direction. Figure 10A is the first step, the aircraft to be docked 80B is in position x1 . The fixed lift 84z (e.g., hydraulic jack) at x1 is now retracted with its upper surface 88z in the same plane as the first stop surface 86. Figure 10B is the second step, lift 84z Stretch and raise aircraft 80B to the specified height. The movable shutdown structure 98 is moved to position x2 with its upper surface 88 in the same plane as the upper surface 88z of the elevator 84z. Figure 10C For the third step, the aircraft 80B slides to the upper surface 88 of the movable shutdown structure 98, from which it is supported. At this time, the elevator 84z is retracted. Since the aircraft 80B is higher than the aircraft 80C The wing 82B at least partially coincides with the wing 82C of the aircraft 80C. With this method of docking, aircraft (such as the 80B) are first-in, first-out.

Figure 11A - Figure 11C shows the fifth method of aircraft docking. This embodiment uses a mobile lifter 90. The mobile lift 90 These include lifts 92 (such as hydraulic jacks), travel devices 94 (such as drive wheels) and guides 96 (such as steering wheels). First, move the lift 90 with the lift 92 to take the aircraft 80B Raise to the specified altitude (Figure 11A) and then move aircraft 80B to position x2. Since the aircraft 80B is higher than the aircraft 80C, its wing 82B and the aircraft 80C wing 82C Can at least partially overlap (Fig. 11B). Finally, similar to Figure 10B, the moveable shutdown structure 98 moves below the aircraft 80B. After the mobile lift 90 is disengaged from the aircraft 80B, the aircraft The 80B is supported by a movable shutdown structure 98. For those skilled in the art, the steps in Figure 11C can be skipped and the aircraft 80B can always be moved by the lift on the position B4. Support. With this method of docking, aircraft (such as the 80B) are first-in, first-out.

It is to be understood that the form and details of the invention may be modified without departing from the spirit and scope of the invention. For example, an elevated shutdown structure can be used not only at the airport, but also in the hangar. In addition, the overhead shutdown structure is also used on aircraft carriers. At this point, the first shutdown surface is the flight deck. Therefore, the invention should not be limited in any way by the spirit of the appended claims.

Claims

A three-dimensional airport characterized by:

a first stop surface (16 or 86), at least the first aircraft (80C) is parked on the first stop surface;

a second stop surface (18 or 88) above the first stop surface, at least a second aircraft (80B) Stopping on the second stop surface;

The wing (42B) of the second aircraft at least partially coincides with the wing (42C) of the first aircraft.
The three-dimensional airport according to claim 1, further comprising: a terminal building (20) including the first and second boarding bridges (24B, 24C) The first stop surface is located near the terminal, and the first aircraft (80C) is docked on the first boarding bridge (24B); the second stop surface is located near the terminal, and the Second aircraft (80B) Parked on the second boarding bridge (24C).
The three-dimensional airport of claim 1 further comprising: an elevated shutdown structure including the second shutdown surface.
The three-dimensional airport of claim 3 further characterized in that: the overhead shutdown structure is fixed.
The three-dimensional airport of claim 4 further characterized by: a ramp connecting said first and second stop surfaces.
The three-dimensional airport according to claim 5, further comprising: an external force capable of assisting movement of said second aircraft.
The three-dimensional airport of claim 3 further characterized in that the overhead shutdown structure is moveable.
The three-dimensional airport of claim 7 further characterized in that the overhead shutdown structure is movable in a horizontal or vertical direction.
The three-dimensional airport of claim 8 further characterized in that the overhead shutdown structure includes an elevator.
The three-dimensional airport of claim 1 further characterized in that the airport is part of a hangar or aircraft carrier.