A recyclable carrier aircraft

Abstract

The present application discloses a recyclable carrier aircraft, comprising: an aircraft main body having a set landing surface; a centroid adjustment module having a separable mechanism, and when the separable mechanism is triggered, the centroid adjustment module is separated from the aircraft main body; the aircraft has two states. When it is in the first state, neither the payload to be carried nor the centroid adjustment module is thrown out, and at this time, the centroid of the aircraft is located at a first set position; when it is in the second state, both the payload to be carried and the centroid adjustment module are thrown out, and at this time, the centroid of the aircraft is located at a second set position; when the centroid of the aircraft is located at the first set position, a first constraint condition is satisfied; when the centroid of the aircraft is located at the second set position, a second constraint condition is satisfied, and the second constraint condition includes: the aircraft lands on the landing surface. The recyclable carrier aircraft has a simple design, low cost and is conducive to improving the aircraft carrying efficiency.

Description

Technical Field

[0001] This application generally relates to the field of spacecraft, and particularly to a recoverable carrier vehicle. Background Art

[0002] To reduce the cost of space transportation, the technology of recoverable aircraft has been increasingly widely used. A recoverable aircraft will experience two stages after launch, namely the transportation stage and the recovery stage. During the transportation stage, the aircraft transports the load it carries to a specified location in space, and after unloading, it enters the recovery stage. The aircraft in the recovery stage needs to complete two tasks. One is to reduce its own speed to a set value before landing, and the other is to adjust its own attitude so that it lands on the set landing surface when landing. Both of the above aspects are crucial for the recovery of the aircraft. In the prior art, a controlled thrust reverser engine is generally used to provide the corresponding thrust to complete the above two tasks, but its control technology is relatively complex and costly to implement, and carrying too many devices on the aircraft to adjust the recovery attitude will reduce the efficiency of the aircraft in transporting the load.

[0003] In the Chinese patent document (CN115556966A), aiming at the problem of aircraft attitude adjustment, a low-cost recoverable rocket-type test aircraft is disclosed, which can achieve stable landing control when the rocket falls through an aviation turbojet engine with adjustable thrust. However, there are still defects in solving problems such as reducing design complexity and improving the transportation efficiency of the aircraft. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desired to provide a recoverable carrier vehicle with simple design, low cost and conducive to improving transportation efficiency.

[0005] The specific technical solution is as follows:

[0006] The recoverable carrier vehicle includes:

[0007] An aircraft main body, on which a thrust reverser engine is provided and has a set landing surface, and the thrust reverser engine is used to reduce the falling speed of the aircraft before landing;

[0008] A center-of-mass adjustment module, which has a separable mechanism. When the separable mechanism is not triggered, the center-of-mass adjustment module is connected to the aircraft main body; when the separable mechanism is triggered, the center-of-mass adjustment module is separated from the aircraft main body;

[0009] The aircraft has a first state and a second state. When it is in the first state, neither the transported load nor the center-of-mass adjustment module is thrown out, and at this time, the center of mass of the aircraft is located at a first set position;

[0010] When it is in the second state, both the payload to be transported and the centroid adjustment module are thrown out, and at this time, the centroid of the aircraft is located at the second set position;

[0011] When the centroid of the aircraft is located at the first set position, the first constraint condition for its flight attitude in the transportation section is satisfied;

[0012] When the centroid of the aircraft is located at the second set position, the second constraint condition for its flight attitude in the recovery section is satisfied, and the second constraint condition includes: the aircraft lands on the landing surface.

[0013] As a further limitation of the present application, an air rudder is further provided on the aircraft body, and the air rudder is used to cooperate with adjusting the attitudes of the aircraft body in the transportation section and the recovery section respectively to satisfy the first constraint condition and the second constraint condition.

[0014] As a further limitation of the present application, the separable mechanism includes a disconnection device and a pushing device, and the disconnection device is triggered to switch the separable mechanism from the non-triggered state to the triggered state;

[0015] The pushing device is used to apply thrusts in opposite directions to the aircraft body and the centroid adjustment module along a first direction, and the first direction is the arrangement direction of the aircraft body and the centroid adjustment module; there are multiple groups of the pushing devices, and their acting points are evenly distributed around a first straight line, and the first straight line is parallel to the first direction and passes through the centroid of the centroid adjustment module.

[0016] As a further limitation of the present application, a pushing groove with an opening facing the aircraft body is provided in the centroid adjustment module, and the pushing device is arranged in the pushing groove;

[0017] The pushing device includes a spring arranged in the pushing groove. When the separable mechanism is in the non-triggered state, the spring is in a compressed state; when the separable mechanism is switched from the non-triggered state to the triggered state, the spring expands and pushes the centroid adjustment module away from the aircraft body.

[0018] As a further limitation of the present application, the pushing device further includes a push rod abutted between the aircraft body and the spring, and a first limit protrusion is provided in the middle of the push rod, and the first limit protrusion cooperates with a second limit protrusion at the opening of the pushing groove to limit the push rod and the spring in the pushing groove.

[0019] As a further limitation of the present application, the disconnection device is an explosive bolt connected between the centroid adjustment module and the aircraft body.

[0020] As a further limitation of the present application, the centroid adjustment module is a gas rudder assembly provided at the jet nozzle at the tail of the aircraft body. The gas rudder assembly has a rotatable gas rudder, and the gas rudder rotates to change the direction of the ejected gas.

[0021] As a further limitation of the present application, the aircraft is of a multi-body structure, and each body is coplanar. The gas rudder assembly and the air rudder are provided at the jet nozzle of the propulsion engine of each body. The gas rudder assembly also has a diversion plate arranged in a first form, and the diversion plate cooperates with the air rudder arranged in a second form on the corresponding body to guide the gas ejected from the jet nozzle along the extending direction of the body.

[0022] As a further limitation of the present application, it further includes a separation control device, and the separation control device includes:

[0023] A flameout detection module, which is used to detect whether each propulsion engine has flameout and send a judgment signal after detecting all flameouts;

[0024] A separation trigger module, which is used to switch each separable mechanism from the non-trigger state to the trigger state after receiving a separation control signal;

[0025] A control module, which is used to send the separation control signal to the separation trigger module after receiving the judgment signal.

[0026] As a further limitation of the present application, the diversion plate is made of a high-temperature resistant material.

[0027] The beneficial effects of the present application are as follows:

[0028] Generally, the method of adjusting the attitude of an aircraft in the air is to achieve it by adjusting the direction of the gas ejected by the engine. In addition, it can also be completed by utilizing the characteristics of the aircraft's own shape in aerodynamics. The present application utilizes the characteristics of the aircraft in the recovery stage and the launch stage, and by adding the setting of the centroid position as a consideration factor to the aircraft design, the difficulty of attitude adjustment of the aircraft in the above two stages is reduced. Especially in the recovery stage, by throwing out the heavy objects that have no attitude adjustment effect during this period, the overall centroid of the aircraft is adjusted, so as to cooperate with its own shape characteristics and utilize the aerodynamic principle to achieve attitude adjustment. There is no need to configure a complex recovery engine to adjust the attitude during landing, which reduces the overall design difficulty and eliminates the device that affects the launch efficiency of the aircraft. It is a recoverable aircraft under a brand-new design concept. Description of the Drawings

[0029] Other features, objects, and advantages of the present application will become more apparent from the following detailed description of non-limiting embodiments read in conjunction with the accompanying drawings:

[0030] Figure 1 Schematic diagram of a recyclable carrier aircraft provided for an embodiment of the present application;

[0031] Figure 2 For Figure 1 Schematic diagram of the overall structure of the recyclable carrier aircraft in;

[0032] Figure 3 For Figure 1 Schematic diagram of the separable mechanism of the recyclable carrier aircraft in;

[0033] Figure 4 For Figure 1 Schematic diagram of the installation position of the propulsion device of the recyclable carrier aircraft in;

[0034] Figure 5 For Figure 4 Schematic diagram of the structure of the propulsion device in;

[0035] Reference numerals in the figure: 1, aircraft main body; 2, center-of-mass adjustment module; A, first set position; B, second set position; 11, air rudder; 21, disconnecting device; 22, propulsion device; 221, spring; 222, push rod. Detailed implementation manners

[0036] The present application will be further described in detail below in conjunction with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the related invention and are not intended to limit the invention. Additionally, it should be noted that only the parts related to the invention are shown in the drawings for the convenience of description.

[0037] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present application will be described in detail below with reference to the drawings and embodiments.

[0038] Embodiment 1

[0039] Please refer to Figure 1 , a recyclable carrier aircraft provided for this embodiment, including:

[0040] Aircraft main body 1, on which a reverse thrust engine is provided and which has a set landing surface, and the reverse thrust engine is used to reduce the falling speed of the aircraft before landing;

[0041] The centroid adjustment module 2, the centroid adjustment module 2 has a separable mechanism. When the separable mechanism is not triggered, the centroid adjustment module 2 is connected to the aircraft body 1; when the separable mechanism is triggered, the centroid adjustment module 2 is separated from the aircraft body 1;

[0042] The aircraft has a first state and a second state. When it is in the first state, the payload and the centroid adjustment module 2 are not thrown out. At this time, the centroid of the aircraft is located at the first set position A;

[0043] When it is in the second state, the payload and the centroid adjustment module 2 are both thrown out. At this time, the centroid of the aircraft is located at the second set position B;

[0044] When the centroid of the aircraft is located at the first set position A, the first constraint condition for its flight attitude in the transportation section is satisfied;

[0045] When the centroid of the aircraft is located at the second set position B, the second constraint condition for its flight attitude in the recovery section is satisfied. The second constraint condition includes: the aircraft lands on the landing surface.

[0046] The method of adjusting the attitude of the aircraft in the air is generally to achieve it by adjusting the direction of the gas ejected by the engine. In addition, it can also be completed by using the characteristics of the aircraft's own shape in aerodynamics. This application uses the characteristics of the aircraft in the recovery section and the transportation section. By adding the setting of the centroid position as a consideration factor to the aircraft design, the difficulty of attitude adjustment of the aircraft in the above two stages is reduced. Especially in the recovery section, by throwing out the heavy objects that have no attitude adjustment effect during this period, the overall centroid of the aircraft is adjusted, so as to cooperate with its own shape characteristics and use the aerodynamic principle to achieve attitude adjustment. There is no need to configure a complex recovery engine to adjust the attitude during landing, which reduces the overall design difficulty and eliminates the device that affects the transportation efficiency of the aircraft. It is a recoverable aircraft under a new design concept. The specific implementation method is as follows:

[0047] It is assumed that the configuration of the aircraft is as Figure 1 shown, a cylindrical fuselage, and its internal mass is evenly distributed. At a moment before the load is thrown out, its overall centroid is located at its geometric center, denoted as A. In practice, the measurement of the centroid position of the aircraft is obtained through corresponding measuring instruments after measurement, or can be obtained through computer software simulation. This technology is well-known in the art and will not be elaborated here. Among them, the influence of engine fuel consumption on the centroid change of the aircraft is considered in the above first constraint condition. Assume that its load is placed at a position close to the top of the aircraft, such as Figure 1At the window near the top in [description]. When the load is thrown out, the overall center of mass of the aircraft will surely move towards its tail end, which is set as the transitional center of mass point C. Since large functional devices such as engines in the aircraft cannot flexibly switch positions, under the condition of the changed center of mass position, it is difficult to meet the second constraint condition for attitude transformation within the recovery section. For the aircraft provided by this solution, by utilizing the difference in its working mechanism in the recovery section and that in the launch section, when the action of throwing out the load is completed, the aircraft can simultaneously throw out the devices that do not play an attitude adjustment role in the recovery section, so as to adjust the overall center of mass to the second set position B. Assume that the center of mass adjustment module 2 to be thrown out is located at the other end of the aircraft before being thrown out. Then, after being thrown out, the center of mass B of the aircraft will be closer to point A than the position when only the load is thrown out, as Figure 2 shown in [figure]. During the design stage, the influencing factors of the aircraft's attitude in the recovery section are fully simulated through flight attitude simulation software. To determine how to adjust the center of mass position of the aircraft in the second state under the set aircraft shape to meet the second constraint condition. To enable the aircraft to land on the landing surface.

[0048] Among the preferred embodiments for reducing the difficulty of aircraft attitude adjustment, an air rudder 11 is further provided on the aircraft body 1. The air rudder 11 is used to assist in adjusting the attitudes of the aircraft body 1 in the launch section and the recovery section, so that they respectively meet the first constraint condition and the second constraint condition.

[0049] As Figure 2 shown, the air rudder 11 provided on the side wall of the aircraft body 1 is used to cooperate with the aircraft shape in the launch section to change its aerodynamic characteristics during the ascending process. When it is arranged near the jet nozzle of the aircraft engine, it can also be used to cooperate with the gas rudder to change the flight direction of the aircraft by using the gas ejected by the aircraft, so as to make it meet the first constraint condition. In the recovery section, the air rudder 11 is entirely used to cooperate with the aircraft shape to make it meet the second constraint condition. In the above two stages of the aircraft flight, the air rudder 11 helps to adjust the attitude.

[0050] Among the preferred embodiments for enhancing the safety during the attitude adjustment process of the aircraft in the recovery section, the separable mechanism includes a disconnection device 21 and a pushing device 22. The disconnection device 21 is triggered to switch the separable mechanism from the non-triggered state to the triggered state;

[0051] The propulsion device 22 is used to apply thrusts in opposite directions along a first direction to the aircraft body 1 and the centroid adjustment module 2 respectively. The first direction is the arrangement direction of the aircraft body 1 and the centroid adjustment module 2. There are multiple groups of the propulsion device 22, and their acting points are evenly distributed around a first straight line, which is parallel to the first direction and passes through the centroid of the centroid adjustment module 2.

[0052] As Figure 3 and Figure 4 shown in, assuming that the centroid adjustment module 2 is located at the tail of the aircraft. After it is thrown out, in order to prevent it from colliding with the aircraft body 1 (caused directly by the centroid adjustment module 2 or after tumbling) during the recovery section, it is necessary to apply thrusts in completely opposite directions to the two, and it is necessary to ensure that after the thrown centroid adjustment module 2 receives the above thrusts, it will move in the direction opposite to the movement direction of the aircraft body 1 while maintaining its original attitude. The former condition is achieved by the propulsion device 22, and the latter condition requires that the resultant force of the thrusts received by the centroid adjustment module 2 is parallel to the first direction. In this solution, the aircraft body 1 and the centroid adjustment module 2 receive the opposite thrusts along the first direction applied by the propulsion device 22, and the resultant force of multiple groups of the propulsion device 22 on the centroid adjustment module 2 acts on its centroid along the first direction. Therefore, the centroid adjustment module 2 will not tumble due to the above thrusts and collide with the aircraft body 1 after tumbling. Thus, the safety during the aircraft attitude adjustment process is improved.

[0053] In a preferred embodiment of the propulsion device, a propulsion groove with an opening facing the aircraft body 1 is provided in the centroid adjustment module 2, and the propulsion device 22 is arranged in the propulsion groove.

[0054] As Figure 5 shown in, the propulsion device 22 includes a spring 221 arranged in the propulsion groove. When the separable mechanism is in the non-trigger state, the spring 221 is in a compressed state; when the separable mechanism switches from the non-trigger state to the trigger state, the spring 221 expands and pushes the centroid adjustment module 2 away from the aircraft body 1.

[0055] In the embodiment of the propulsion device 22 provided by this solution, when the separable mechanism is in the non-trigger state, the centroid adjustment module 2 is connected to the aircraft body 1. At this time, the spring 221 will be compressed by the two in the propulsion groove until they are separated. Then, the spring 221 releases its elastic potential energy, and then applies thrusts in opposite directions to the two, prompting them to separate in opposite directions and avoiding collision during the recovery section.

[0056] In a preferred embodiment for further enhancing the safety during the attitude adjustment process of the aircraft recovery section, the pushing device 22 further includes a push rod 222 abutted between the aircraft body 1 and the spring 221. A first limiting protrusion is provided in the middle of the push rod 222, and the first limiting protrusion cooperates with a second limiting protrusion at the opening of the pushing groove to limit the push rod 222 and the spring 221 within the pushing groove.

[0057] According to the above solution, the process of the pushing device 22 applying a thrust to the aircraft body 1 and the centroid adjustment module 2 is completed by the push rod 222. On the one hand, this method is beneficial to ensure that the applied thrust is in the set direction. On the other hand, through the cooperation between the first limiting protrusion on the push rod 222 and the second limiting protrusion at the opening of the pushing groove, it is ensured that after the aircraft body 1 and the centroid adjustment module 2, the spring 221 used to push the two will not collide with the aircraft body 1 during the recovery section. Therefore, the safety during the attitude adjustment process of the aircraft recovery section is further improved.

[0058] In a preferred embodiment of the disconnecting device 21, the disconnecting device 21 is an explosive bolt connected between the centroid adjustment module 2 and the aircraft body 1.

[0059] Using an explosive bolt here is convenient for controlling the separation process on the one hand and can reduce the design complexity on the other hand.

[0060] In a preferred embodiment of the centroid adjustment module 2, the centroid adjustment module 2 is a gas rudder assembly provided at the jet nozzle of the propulsion engine of the aircraft body 1. The gas rudder assembly has a rotatable gas rudder, and the gas rudder rotates to change the direction of the gas ejected from the propulsion engine.

[0061] In specific applications, since power equipment such as the engine of the aircraft needs to be provided near the jet nozzle of the engine at the rear end of the aircraft, the load carried by the aircraft needs to be set on one side near its top. And the gas rudder assembly used to adjust the direction during the transportation section of the aircraft has no function of adjusting the attitude during the recovery section. Therefore, by ejecting the gas rudder assembly, the centroid position of the aircraft can be changed to the greatest extent, giving it the largest adjustable range.

[0062] In a preferred embodiment for reducing the difficulty of attitude adjustment of the aircraft during the recovery phase, the aircraft has a multi-body structure, and the bodies are parallel and coplanar. At the jet outlet of each propulsion engine, there are provided the gas rudder assembly and the air rudder 11. The gas rudder assembly further has a deflector plate arranged in a first form, and the deflector plate cooperates with the air rudder 11 arranged in a second form on the corresponding body to guide the gas ejected from the jet outlet along the extending direction of the body.

[0063] As Figure 2 shown in, assuming that the aircraft adopts a twin-body structure, so there will be two engines to propel it during the transportation phase. When it throws out the load and enters the recovery phase, it is possible that the two propulsion engines cannot be shut down simultaneously. In this case, due to factors such as the air rudder 11 and the overall aerodynamic characteristics of the aircraft, the last engine to shut down will generate thrust, thereby generating torque, causing the aircraft to rotate, and thus increasing the difficulty of attitude control during the recovery phase. After adopting the above solution, even if the two engines cannot be shut down simultaneously, the thrust generated by the last engine to shut down after the load is thrown out will act on the deflector plate, thereby generating a reverse moment of the above-mentioned torsional moment. This reverse moment cancels out the moment caused by the unclosed engine mentioned above, so the overall aircraft will not be caused to twist.

[0064] In a preferred embodiment for further reducing the difficulty of attitude adjustment of the aircraft during the recovery phase, it further includes a separation control device, and the separation control device includes:

[0065] A flameout detection module, used to detect whether each propulsion engine has flameout, and send a judgment signal after detecting all flameouts;

[0066] A separation trigger module, used to switch each separable mechanism from the non-trigger state to the trigger state after receiving a separation control signal;

[0067] A control module, used to send the separation control signal to the separation trigger module after receiving the judgment signal.

[0068] In the above solution, through the separation trigger module, synchronous control of each separable mechanism can be achieved, ensuring that the centroid adjustment module 2 on different bodies separates from the aircraft at the same moment, thereby preventing the generation of unbalanced counter-thrust on the aircraft and causing it to rotate. Therefore, the difficulty of attitude adjustment of the aircraft during the recovery phase is further reduced.

[0069] In a preferred embodiment of the deflector plate, the deflector plate is made of a high-temperature resistant material.

[0070] The above description is only a preferred embodiment of the present application and an explanation of the applied technical principles. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solution formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, a technical solution formed by mutually replacing the above features with technical features (but not limited to) having similar functions disclosed in the present application.

Claims

1. A recyclable carrier aircraft, characterized in that, Comprising: An aircraft main body (1), on which a reverse thrust engine is provided, and having a set landing surface, the reverse thrust engine being used to reduce the falling speed of the aircraft before landing; A center-of-mass adjustment module (2), the center-of-mass adjustment module (2) having a separable mechanism, when the separable mechanism is in a non-triggered state, the center-of-mass adjustment module (2) is connected to the aircraft main body (1); when the separable mechanism is in a triggered state, the center-of-mass adjustment module (2) is separated from the aircraft main body (1); The aircraft has a first state and a second state. When it is in the first state, the payload and the center-of-mass adjustment module (2) are not thrown out, and at this time the center of mass of the aircraft is located at a first set position (A); When it is in the second state, the payload and the center-of-mass adjustment module (2) are both thrown out, and at this time the center of mass of the aircraft is located at a second set position (B); When the center of mass of the aircraft is located at the first set position (A), a first constraint condition for its flight attitude in the transportation section is satisfied; When the center of mass of the aircraft is located at the second set position (B), a second constraint condition for its flight attitude in the recovery section is satisfied, and the second constraint condition includes: the aircraft lands with the landing surface.

2. The recyclable carrier aircraft according to claim 1, wherein, An air rudder (11) is further provided on the aircraft main body (1), and the air rudder (11) is used to assist in adjusting the attitudes of the aircraft main body (1) in the transportation section and the recovery section, so that the first constraint condition and the second constraint condition are respectively satisfied.

3. The recoverable carrier vehicle according to claim 2, wherein, The separable mechanism includes a disconnection device (21) and a pushing device (22), the disconnection device (21) being triggered to switch the separable mechanism from the non-triggered state to the triggered state; The pushing device (22) is used to apply thrusts in opposite directions to the aircraft main body (1) and the center-of-mass adjustment module (2) along a first direction, the first direction being the arrangement direction of the aircraft main body (1) and the center-of-mass adjustment module (2); there are multiple groups of the pushing devices (22), and their acting points are evenly distributed around a first straight line, the first straight line being parallel to the first direction and passing through the center of mass of the center-of-mass adjustment module (2).

4. The recoverable carrier aircraft according to claim 3, characterized in that, A pushing groove with an opening facing the aircraft main body (1) is provided inside the center-of-mass adjustment module (2), and the pushing device (22) is arranged in the pushing groove; The pushing device (22) includes a spring (221) arranged in the pushing groove. When the separable mechanism is in the non-triggered state, the spring (221) is in a compressed state; When the separable mechanism is switched from the non-triggered state to the triggered state, the spring (221) expands and pushes the center-of-mass adjustment module (2) away from the aircraft main body (1).

5. The recyclable carrier aircraft according to claim 4, characterized in that, The pushing device (22) further includes a push rod (222) abutted between the aircraft body (1) and the spring (221). A first limiting protrusion is provided in the middle of the push rod (222), and the first limiting protrusion cooperates with a second limiting protrusion at the opening of the pushing groove to limit the push rod (222) and the spring (221) in the pushing groove.

6. The recyclable carrier aircraft according to any one of claims 3-5, characterized in that The disconnecting device (21) is an explosive bolt connected between the center-of-mass adjustment module (2) and the aircraft body (1).

7. The recoverable carrier aircraft according to claim 3, wherein The center-of-mass adjustment module (2) is a gas rudder assembly provided at the jet nozzle of the propulsion engine of the aircraft body (1). The gas rudder assembly has a rotatable gas rudder, and the gas rudder rotates to change the direction of the gas ejected from the propulsion engine.

8. The recyclable carrier aircraft according to claim 7, wherein, The aircraft has a multi-body structure, and each body is parallel and coplanar. A gas rudder assembly and an air rudder (11) are provided at the jet nozzle of each propulsion engine. The gas rudder assembly further has a diversion plate arranged in a first form, and the diversion plate cooperates with the air rudder (11) arranged in a second form on the corresponding body to guide the gas ejected from the jet nozzle along the extension direction of the body.

9. The recyclable carrier aircraft according to claim 8, characterized in that, It further includes a separation control device, and the separation control device includes: A flameout detection module for detecting whether each propulsion engine has flamed out and sending a judgment signal after detecting that all have flamed out; A separation trigger module for switching each separable mechanism from the non-trigger state to the trigger state after receiving a separation control signal; A control module for sending the separation control signal to the separation trigger module after receiving the judgment signal.

10. The recyclable carrier aircraft according to claim 8 or 9, characterized in that, The diversion plate is made of a high-temperature resistant material.

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