An assisted take-off and landing system for aerospace transport aircraft

Abstract

The present invention discloses an assisted takeoff and landing system for aerospace transport aircraft, which relates to the technical field of aircraft takeoff and landing assistance. The system comprises a takeoff and landing site, a flight-assisting assembly, and a landing cushioning component. The takeoff and landing site includes a takeoff section and a landing section in sequence along the flight direction of the transport aircraft. The flight-assisting assembly is provided in the takeoff section, is used to connect to the transport aircraft, and is used to assist the transport aircraft in taking flight. The landing cushioning component is used to be provided on the transport aircraft, and is used to cushion the landing of the transport aircraft when it lands in the landing section. The assisted takeoff and landing system for aerospace transport aircraft provided by the present invention can assist in achieving takeoff and safe landing of a transport aircraft.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft take-off and landing assistance, and in particular to an auxiliary take-off and landing system for an aerospace transport aircraft. Background Art

[0002] Space transport aircraft need to consume a large amount of fuel when performing space and air missions, resulting in significant differences in their flight weight during take-off and landing. The mainstream transport aircraft in the world today all use traditional aircraft with landing gear. Due to the presence of the landing gear, the aircraft's transport capacity is reduced. Currently, a combination of horizontal assisted take-off and conventional wheeled landing is usually used to suit the take-off and landing of large-weight space transport aircraft. However, there is no effective response measure for emergency landing after a failed take-off. The transport aircraft lacks sufficient emergency processing time to achieve a safe landing, which makes safety problems prone to occur. Summary of the Invention

[0003] The purpose of the present invention is to provide an auxiliary take-off and landing system for aerospace transport aircraft to solve the problems existing in the above-mentioned prior art and to assist in the take-off and safe landing of the transport aircraft.

[0004] To achieve the above object, the present invention provides the following solutions:

[0005] The present invention provides an assisted take-off and landing system for an aerospace transport aircraft, comprising a take-off and landing site, a flight-assisting component and a landing buffer component; the take-off and landing site comprises a take-off section and a landing section in sequence along the flight direction of the transport aircraft; the flight-assisting component is arranged on the take-off section, and the flight-assisting component is used to be connected to the transport aircraft and to assist the transport aircraft in taking flight; the landing buffer component is used to be arranged on the transport aircraft, and the landing buffer component is used to buffer the landing of the transport aircraft when the transport aircraft lands in the landing section.

[0006] Preferably, the landing stage height is lower than the take-off stage height.

[0007] Preferably, the flight assistance assembly includes a power component, a support body and multiple connecting bodies, the support body is arranged on the take-off section for sliding along the flight direction, the power component is arranged on the support body, and the support body is used to connect with the transport aircraft through multiple connecting bodies; the power component is used to drive the support body to slide relative to the take-off section along the flight direction, and drive the transport aircraft to move synchronously through the connecting bodies, so that the transport aircraft reaches the take-off speed and breaks away from the connection with the support body.

[0008] Preferably, the connecting body includes a connecting seat and a connecting rod, the upper end of the connecting rod is used to be fixedly connected to the transport aircraft, the connecting rod can be detachably connected to the connecting seat, and the connecting seat is fixedly connected to the support body; a weak area is provided on the connecting rod, and after the support body drives the transport aircraft to reach the take-off speed, the connecting rod can break at the weak area to allow the transport aircraft to be detached from the support body.

[0009] Preferably, the take-off section is provided with at least one slide rail whose length extends along the flight direction, and the bottom of the support body is provided with at least one slide groove whose length extends along the flight direction; the slide rail is slidably embedded in the slide groove.

[0010] Preferably, a guide wheel is provided between the side walls of the slide rail and the slide groove opposite to each other.

[0011] Preferably, the flight assistance assembly further includes a suspension component, which is disposed between the slide rails and is used to suspend the support body and the take-off section.

[0012] Preferably, the suspension component includes a high-pressure gas source and an air nozzle, the high-pressure gas source is connected to the air nozzle, and gas is introduced into between the slide rail and the slide groove through the air nozzle to suspend the support body.

[0013] Preferably, it also includes a position limiting buffer component, which is arranged on the take-off section and placed on the side of the flight assistance component close to the landing section; the position limiting buffer component is used to buffer and limit the support body after the support body is disconnected from the transport aircraft.

[0014] Preferably, the position-limiting buffer component includes a buffer piston and a buffer shell, the buffer shell is fixedly arranged on the take-off section, and a buffer chamber and a support chamber are sequentially arranged in the buffer shell along the direction away from the flight-assisting component. One end of the buffer piston is slidably connected to the inner wall of the buffer chamber through a sliding plate, and the sliding plate is provided with inlet and outlet liquid holes, and the support chamber is filled with high-pressure gas; the buffer piston can abut against the support body and squeeze the buffer chamber under the push of the support body so that the buffer is discharged through the inlet and outlet liquid holes.

[0015] Compared with the prior art, the present invention has achieved the following technical effects:

[0016] The assisted take-off and landing system for aerospace transport aircraft provided by the present invention assists the transport aircraft in taking off through the take-off assistance components of the take-off section to meet the take-off requirements of the transport aircraft. When the transport aircraft fails to take off or temporarily needs to make an emergency landing in the landing section after take-off, the transport aircraft descends in the landing section and is cushioned by the landing cushion components to achieve a safe and smooth landing of the transport aircraft and reduce the rolling distance. Compared with the long rolling distance problem caused by the heavy weight of traditional aerospace transport aircraft, the take-off and landing efficiency is improved and the requirements for airport infrastructure are reduced. Moreover, compared with the take-off and landing scheme of aerospace transport aircraft with landing gear, the complexity of the design of key components such as landing gear, tires, and brakes caused by the huge weight change before and after take-off and landing of the aerospace transport aircraft is avoided, the manufacturing cost is greatly reduced, and the effective carrying capacity of the aerospace transport aircraft is significantly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 A schematic diagram of the initial state of the aerospace transport aircraft assisted take-off and landing system provided in Example 1;

[0019] Figure 2 A schematic diagram of the takeoff state of the aerospace transport aircraft assisted takeoff and landing system provided in Example 1;

[0020] Figure 3 A schematic structural diagram of the connector provided in Example 1;

[0021] Figure 4 This is a schematic diagram of the disassembly of the connector provided in Example 1;

[0022] Figure 5 This is a schematic diagram of the coordination between the flight assist assembly and the takeoff section;

[0023] Figure 6 This is a schematic diagram of the initial state of the flight assistance component;

[0024] Figure 7 This is a schematic diagram of the final state of the flight assistance component;

[0025] Figure 8 A schematic structural diagram of the buffer component provided in Example 1;

[0026] Figure 9 Schematic diagram of the transport plane landing.

[0027] In the figure: 1-take-off and landing site; 11-take-off section; 111-slide rail; 12-landing section; 2-flight assist assembly; 21-power component; 22-support body; 221-chute; 23-connector; 231-connecting seat; 232-connecting rod; 233-weak area; 234-connecting shaft; 24-guide wheel; 25-suspension component; 251-high-pressure air source; 252-jet nozzle; 3-landing buffer component; 4-limiting buffer component; 41-buffer piston; 42-buffer shell; 43-buffer chamber; 44-support chamber; 45-sliding plate; 46-inlet and outlet holes; 5-transport aircraft. DETAILED DESCRIPTION

[0028] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0029] The purpose of the present invention is to provide an auxiliary take-off and landing system for aerospace transport aircraft to solve the problems existing in the above-mentioned prior art and to assist in the take-off and safe landing of the transport aircraft.

[0030] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0031] Example 1

[0032] This embodiment provides an assisted take-off and landing system for an aerospace transport aircraft. Figures 1-9 , including a take-off and landing site 1, a flight-assisting component 2 and a landing cushion component 3; the take-off and landing site 1 includes a take-off section 11 and a landing section 12 in sequence along the flight direction of the transport aircraft 5; the flight-assisting component 2 is arranged on the take-off section 11, and the flight-assisting component 2 is used to connect with the transport aircraft 5 and to assist the transport aircraft 5 in taking off; the landing cushion component 3 is used to be arranged on the transport aircraft 5, and the landing cushion component 3 is used to cushion the landing of the transport aircraft 5 when the transport aircraft 5 lands in the landing section 12.

[0033] The transport aircraft 5 is assisted in taking off by the flight assistance component 2 of the take-off section 11 to meet the take-off requirements of the transport aircraft 5. When the transport aircraft 5 fails to take off or temporarily needs to make an emergency landing in the landing section 12 after take-off, the transport aircraft 5 descends in the landing section 12 and is cushioned by the landing cushion component 3 to achieve a safe and smooth landing of the transport aircraft 5 and reduce the rolling distance. Compared with the long rolling distance problem caused by the heavy weight of traditional aerospace transport aircraft, the take-off and landing efficiency is improved and the requirements for airport infrastructure are reduced. Moreover, compared with the take-off and landing scheme of aerospace transport aircraft with landing gear, the complexity of the design of key components such as landing gear, tires, and brakes caused by the huge weight change before and after take-off and landing of the aerospace transport aircraft is avoided, the manufacturing cost is greatly reduced, and the effective carrying capacity of the aerospace transport aircraft is significantly improved.

[0034] Among the optional solutions of this embodiment, it is more preferred that the height of the landing section 12 is lower than the height of the take-off section 11. By lowering the height of the landing section 12, the landing height of the transport aircraft 5 in the landing section 12 is increased, and the landing reaction time is improved. The height difference between the take-off section 11 and the landing section 12 can be specifically determined according to the actual landing requirements of the transport aircraft 5 to ensure that there is a sufficient safe landing distance, such as setting it to 300-500 meters or even 2 kilometers.

[0035] Among the optional solutions of this embodiment, it is more preferred to refer to Figure 1 、 Figure 2 、 Figure 6 and Figure 7 The flight assistance assembly 2 includes a power component 21, a support body 22 and a plurality of connectors 23. The support body 22 is slidably arranged on the take-off section 11 along the flight direction. The power component 21 is arranged on the support body 22. The support body 22 is used to connect with the transport aircraft 5 through a plurality of connectors 23; the power component 21 is used to drive the support body 22 to slide relative to the take-off section 11 along the flight direction, and drive the transport aircraft 5 to move synchronously through the connector 23, so that the transport aircraft 5 reaches the take-off speed and is disconnected from the support body 22, thereby achieving flight assistance for the transport aircraft 5; the power component 5 can be set as a rocket engine, which can meet the needs of the transport aircraft 5 with a large load-bearing weight for short-distance accelerated takeoff; the connector 23 can be set as two, which are respectively connected to the bottom of the transport aircraft 5 near the cockpit and the belly.

[0036] Among the optional solutions of this embodiment, it is more preferred to refer to Figure 3 and Figure 4The connecting body 23 includes a connecting seat 231 and a connecting rod 232. The upper end of the connecting rod 232 is used to be fixedly connected to the transport aircraft 5. The connecting rod 232 can be detachably connected to the connecting seat 231, and the connecting seat 231 is fixedly connected to the support body 22; a weak area 233 is provided on the connecting rod 232. After the support body 22 drives the transport aircraft 5 to reach the take-off speed, the connecting rod 232 can break at the weak area 233 to disconnect the transport aircraft 5 from the support body 22; specifically, the bottom of the connecting rod 232 is embedded in the connecting seat 231, and the connecting seat 231 and the connecting rod 232 are detachably passed through the connecting shaft 234 for detachable connection. When the connecting rod 232 breaks, the connecting seat 231 can be reused by replacing the connecting rod 232; wherein the weak area 233 of the connecting rod 232 is realized by reducing the diameter, and the connecting seat 23 1 is welded to the support body 22, and the upper end of the connecting rod 232 can be fixed to the transport aircraft 5 by bolts, so as to facilitate the removal of the broken connecting rod 232. During the takeoff phase of the transport aircraft 5, if the transport aircraft 5 has not yet reached the predetermined takeoff speed, the restraining load exerted by its kinetic energy on the connecting rod 232 is insufficient to cause the stress in the weak area 233 of the connecting rod 232 to exceed the allowable stress of the material. The weak area 233 will remain intact, thereby ensuring that the transport aircraft 5 can perform stable auxiliary acceleration during the ground phase. On the contrary, if the transport aircraft 5 has reached the takeoff speed, the restraining load exerted by its kinetic energy on the connecting rod 232 has caused the stress in the weak area 233 of the connecting rod 232 to exceed the allowable stress of the material. The connecting rod 232 will break, allowing the transport aircraft 5 to smoothly detach and perform the takeoff maneuver. The material of the connecting rod 232 is determined according to the actual strength requirements of use.

[0037] Among the optional solutions of this embodiment, it is more preferred to refer to Figure 5 At least one slide rail 111 is provided on the take-off section 11, and at least one slide groove 221 is provided on the bottom of the support body 22, and the slide rail 111 is slidably embedded in the slide groove 221. Specifically, two side-by-side slide rails 111 are provided, and two side-by-side slide grooves 221 are provided correspondingly to improve the stability of the sliding fit. In addition, a slide groove can be provided on the take-off section 11, and a slide rail can be provided on the support body 22 for sliding fit.

[0038] Among the optional solutions of this embodiment, it is more preferred to refer to Figure 5 A guide wheel 24 is provided between the side walls of the slide rail 111 and the slide groove 221. A plurality of guide wheels 24 can be distributed along the length direction. The guide wheel 24 is provided on the support body 22 and rolls with the slide groove 111 of the take-off section 11 to reduce friction energy consumption.

[0039] Among the optional solutions of this embodiment, it is more preferred to refer to Figure 5 and Figure 6The flight assistance assembly 2 also includes a suspension component 25, which is arranged between the slide rails 111 and the slide rails 111. The suspension component 25 is used to suspend the support body 22 with the take-off section 11. By suspending the support body 22 with the take-off section 11, the sliding friction between the support body 22 and the take-off section 11 is further reduced.

[0040] In the optional scheme of this embodiment, it is more preferred that the suspension component 25 includes a high-pressure gas source 251 and a gas nozzle 252. The high-pressure gas source 251 is connected to the gas nozzle 252, and gas is introduced between the slide rail 111 and the slide groove 221 through the gas nozzle 252 to suspend the support body 22; specifically, the high-pressure gas source 251 can be integrated into the support body 22, and a plurality of gas nozzles 252 can be provided along the length direction of the inner wall of the slide groove 221. The gas nozzle 252 can be connected to the high-pressure gas source 251 through an air pipe, and gas is vertically sprayed toward the top of the guide rail 111 through the gas nozzle 252 to suspend the support body 22.

[0041] Among the optional schemes of this embodiment, it is more preferred that the aerospace transport aircraft assisted take-off and landing system provided by this embodiment also includes a limit buffer component 4, which is arranged on the take-off section 11 and placed on the side of the flight-assisting component 2 close to the landing section 12; the limit buffer component 4 is used to buffer and limit the support body 22 after the support body 22 is disconnected from the transport aircraft 5; after the transport aircraft 5 reaches the take-off speed, the power component 21 of the flight-assisting component 2 stops driving, and the support body 22 continues to slide under the action of inertia. Under the action of the limit buffer component 4, the support body 22 is limited and buffered to stop sliding, thereby improving safety.

[0042] Among the optional solutions of this embodiment, it is more preferred to refer to Figure 8 The position limiting buffer component 4 includes a buffer piston 41 and a buffer shell 42. The buffer shell 42 is fixedly arranged on the take-off section 11. A buffer chamber 43 and a support chamber 44 are sequentially arranged in the buffer shell 42 in the direction away from the flight assist component 2. One end of the buffer piston 41 is slidably connected to the inner wall of the buffer chamber 43 through a sliding plate 45, and an inlet and outlet liquid hole 46 is provided on the sliding plate 45. The support chamber 44 is filled with high-pressure gas, which can support the buffer chamber 43. The existence of the high-pressure gas chamber further realizes the mitigation and control of the impact energy, and the compression and release of the high-pressure gas provides additional The external damping force helps to slow down the speed of the support body 22 more smoothly until its speed drops to zero, wherein the buffer chamber 43 and the partition periphery of the support chamber 44 can be reinforced by a reinforcing plate to improve stability; the buffer piston 41 can abut against the support body 22 and squeeze the buffer chamber 43 under the push of the support body 22, so that the buffer is discharged through the inlet and outlet holes 46, generating a damping effect and buffering the support body 22; wherein the buffer can be hydraulic oil, and when the buffer piston 41 needs to be reset, the buffer is replenished into the buffer chamber 43 through the inlet and outlet holes 46

[0043] In the optional scheme of this embodiment, it is more preferred that the landing buffer component 3 is set to be a parachute, and the parachute is integrated into the transport aircraft 5. The parachute release mechanism can adopt a conventional release mechanism, and its specific structure will not be described in detail here; the deceleration parachute will be deployed above the fuselage and unfolded, and by increasing the air resistance, the vertical descent rate of the transport aircraft 5 is effectively reduced. The timely deployment of the deceleration parachute controlled by the control mechanism of the transport aircraft ensures that the transport aircraft 5 can complete the landing process at a safe speed. In the event of an emergency landing, the height of the landing section 12 is designed to provide sufficient space and time for the transport aircraft 5 to deploy the deceleration parachute. The height difference provides sufficient buffer space for the deployment and action of the deceleration parachute, thereby ensuring that the transport aircraft 5 can safely reach the landing speed and land smoothly.

[0044] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only intended to help understand the method and core concept of the present invention. At the same time, those skilled in the art will find that the specific implementation methods and application scopes may vary based on the concept of the present invention. In summary, the contents of this specification should not be construed as limiting the present invention.

Claims

1. An assisted take-off and landing system for an aerospace transport aircraft, characterized by: include: A take-off and landing site (1) includes a take-off section (11) and a landing section (12) along the flight direction of the transport aircraft (5); A flight-assisting assembly (2) is used to assist the transport aircraft (5) in taking flight; the flight-assisting assembly (2) comprises a power component (21), a support body (22) and a plurality of connectors (23); the support body (22) is arranged on the take-off section (11) in a sliding manner along the flight direction; the power component (21) is arranged on the support body (22); the support body (22) is used to connect with the transport aircraft (5) through the plurality of connectors (23); the power component (21) is used to drive the support body (22) to slide relative to the take-off section (11) in the flight direction, and to drive the transport aircraft (5) to move synchronously through the connectors (23), so that the transport aircraft (5) reaches the take-off position. The connecting body (23) comprises a connecting seat (231) and a connecting rod (232), the upper end of the connecting rod (232) is used for fixed connection to the transport aircraft (5), the connecting rod (232) can be detachably connected to the connecting seat (231), and the connecting seat (231) is fixedly connected to the supporting body (22); a weak area (233) is provided on the connecting rod (232), and after the supporting body (22) drives the transport aircraft (5) to reach the take-off speed, the connecting rod (232) can be broken at the weak area (233) to make the transport aircraft (5) detached from the connection with the supporting body (22); and A landing buffer component (3) is used to be arranged on the transport aircraft (5), and the landing buffer component (3) is used to buffer the landing of the transport aircraft (5) when the transport aircraft (5) lands on the landing section (12).

2. The aerospace transport aircraft assisted take-off and landing system according to claim 1, characterized in that: The height of the landing section (12) is lower than the height of the take-off section (11).

3. The aerospace transport aircraft assisted take-off and landing system according to claim 1, characterized in that: The take-off section (11) is provided with at least one slide rail (111) whose length extends along the flight direction, and the bottom of the support body (22) is provided with at least one slide groove (221) whose length extends along the flight direction; the slide rail (111) is slidably embedded in the slide groove (221).

4. The aerospace transport aircraft assisted take-off and landing system according to claim 3, characterized in that: A guide wheel (24) is provided between the side walls of the slide rail (111) and the slide groove (221) that are opposite to each other.

5. The aerospace transport aircraft assisted take-off and landing system according to claim 3, characterized in that: The flight-assisting assembly (2) further comprises a suspension component (25), wherein the suspension component (25) is arranged between the slide rails (111) and the slide rails (111), and the suspension component (25) is used to suspend the support body (22) and the take-off section (11).

6. The aerospace transport aircraft assisted take-off and landing system according to claim 5, characterized in that: The suspension component (25) includes a high-pressure gas source (251) and an air nozzle (252). The high-pressure gas source (251) is connected to the air nozzle (252), and gas is introduced between the slide rail (111) and the slide groove (221) through the air nozzle (252) to suspend the support body (22).

7. The aerospace transport aircraft assisted take-off and landing system according to claim 1, characterized in that: The invention also includes a position-limiting buffer component (4), which is arranged on the take-off section (11) and placed on a side of the flight-assisting assembly (2) close to the landing section (12); the position-limiting buffer component (4) is used to buffer and limit the support body (22) after the support body (22) is disconnected from the transport aircraft (5).

8. The aerospace transport aircraft assisted take-off and landing system according to claim 7, characterized in that: The position-limiting buffer component (4) includes a buffer piston (41) and a buffer shell (42), wherein the buffer shell (42) is fixedly arranged on the take-off section (11), and a buffer chamber (43) and a support chamber (44) are sequentially arranged in the buffer shell (42) along a direction away from the flight-assisting component (2), one end of the buffer piston (41) is slidably connected to the inner wall of the buffer chamber (43) through a sliding plate (45), and an inlet and outlet liquid hole (46) is provided on the sliding plate (45), and the support chamber (44) is filled with high-pressure gas; the buffer piston (41) can abut against the support body (22) and squeeze the buffer chamber (43) under the push of the support body (22) so that the buffer is discharged through the inlet and outlet liquid hole (46).

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