Airport composite brake arresting system

Abstract

The invention discloses a composite braking arresting system for an airport pavement. The composite braking arresting system comprises an arresting cable system and an airport engineering arresting bed. The arresting cable system comprises an arresting cable, an arresting cable buckle, a brake block, a limiting buckle, a spring, a sliding rail and a fixed pulley. The airport engineering arresting bed is composed of three functional gradient type arresting modules. The stalled aircraft is safely and stably intercepted in an airport runway within a short distance through the flexible braking of the composite arresting system and the crumple energy absorption of the characteristic material of the airport engineering arresting bed. The safety coefficient of aircraft landing can be improved in a high plateau airport with complex weather conditions, large landing danger coefficient and limited runway length, and the safety of airplanes, units and passengers is guaranteed.

Description

Technical Field

[0001] The present invention relates to the field of aircraft arresting, and in particular to an arresting system for civil aircraft. Background Art

[0002] Most existing civil aviation airports use special material arresting beds to arrest stalled aircraft, and their arresting effectiveness is limited by the length and performance of the arresting beds. In high-altitude areas with complex terrain, changing climates, and insufficient durability of special materials for arresting beds, there may not be enough length at the end of the runway to lay the arresting system, and the risk of stalled aircraft running off the runway is greater. The more advanced hydraulic arresting systems and electromagnetic arresting devices are used on aircraft carriers, but if they are used at civil airports, they will face problems such as large equipment, difficult installation, no hooks for civil aircraft, and high costs.

[0003] Therefore, the existing technical principles and methods are difficult to apply to high-altitude civil aviation airports. It is necessary to invent a composite braking and arresting system that is technically economical, safe, stable, and reusable to safely stop the stalled aircraft in a safe area. Summary of the invention

[0004] The technical problem solved by the present invention is to provide a new aircraft arresting system for high plateau airports where the terrain is limited and it is impossible to lay a sufficiently long arresting bed.

[0005] In order to solve the above technical problems, the technical solution adopted by the present invention is:

[0006] The composite braking system includes an arresting bed and an arresting cable system. The airport engineering arresting bed is composed of three functional gradient arresting modules; the arresting cable system includes an arresting cable, an arresting cable buckle, a brake block, a limit buckle, a limit buckle reset rod, a spring, a slide rail, and a fixed pulley.

[0007] The airport engineering arresting bed is 96 meters in total and consists of three functional gradient arresting modules. The first 12 meters have a density of 400kg / m 3 Module 1 is composed of foam concrete, with a density of 300kg / m in the middle 36 meters 3 Module 2 is composed of foam concrete, the density of the last 48 meters is 200kg / m 3 Foam concrete composed of modules 3.

[0008] The arresting cable buckle is a steel barb type, consisting of a base, a barb and a limit device. The direction of the barb is consistent with the forward direction of the aircraft, and the arresting cable can be clamped in the groove. The height is set to be consistent with the depth of the arresting cable embedded in the module, and the arresting cable is firmly pressed into the module. A limit device is provided at the hinge between the bayonet barb and the base.

[0009] The bottom of the barb is hingedly connected to the base so that the barb can rotate up and down.

[0010] The limiting device is arranged at the hinge of the barb and the base, and a blocking rod and a blocking rod track are provided on the hinge shaft. The blocking rod has evenly distributed cuts. The blocking rod extends out of the hinge shaft each time blocking occurs, and the cuts are in the same plane as the hinge shaft. The blocking rod is arranged across the hinge shaft, and the blocking rod track can prevent the hinge shaft from being affected by the blocking rod when it rotates. The limiting rod is arranged on the cross-sectional surface of the hinge shaft, and rotates with the hinge shaft when blocking occurs.

[0011] The limit buckles are divided into two groups, one group is for the blocking direction, and the other group is for the reset direction. They are evenly laid on the slide rail. When the brake block passes over, the limit buckles will close downward as the brake block moves forward until they coincide with the slide rail. Before blocking, the limit buckles in the blocking direction pop up, and the limit buckles in the reset direction close; after blocking, the limit buckles are closed, and the limit buckles in the reset direction pop up. The limit buckles are connected to the spring on the reset rod through a rod to facilitate the popping up and closing of the limit buckles.

[0012] The limit buckle controller is arranged at the bottom of the slide rail, and is composed of four reset rods, and the middle of the upper and lower reset rods is connected by a double-headed hydraulic rod.

[0013] The reset rods are composed of two groups, the upper and lower ones, which respectively control the two sections of limit buckles. The reset rods are provided with spring grooves and connecting rods corresponding to the limit buckles. Before blocking, the hydraulic rod drives the upper reset rod downward to close the reset direction limit buckle, and the lower reset rod remains stationary to keep the blocking direction limit buckle in a pop-up state; when resetting after the blocking is completed, the hydraulic rod drives the lower reset rod downward to close the blocking direction limit buckle, and the upper reset rod moves upward to pop up the reset direction limit buckle. After the brake slides quickly to the initial position, the hydraulic rod drives the sliding rod to pop up the blocking direction limit buckle, and the reset direction bayonet is closed.

[0014] The arresting cable is arranged between module 2 and module 3, and its two ends are connected to brake blocks. The arresting cable passes through the first two brake blocks and is directly connected to the end brake block. The arresting cable is arranged across the arresting bed and is supported by a fixed pulley. The height of the fixed pulley is higher than the wheel and lower than the bottom of the fuselage, so that the height of the arresting cable is located between the rear landing gear when it is bounced. The arresting cable located on the arresting bed is embedded in the module, and the embedding depth is sufficient to immerse the arresting cable in the module.

[0015] The slide rails are arranged underground on both sides of the arresting bed, and do not affect the flatness of the airport runway surface. The slide rails form an angle of 45° with the bottom ground.

[0016] The brake block is arranged on the slide rail and is divided into three blocks, two of which are connected by a spring in the middle. Brake block 1 is directly connected to the arresting cable, and there is a hole in the middle of brake block 2 and brake block 3 for the arresting cable to pass through. When the arresting system is working, the arresting cable pulls the brake block to compress the spring to provide arresting force for arresting the aircraft. The arresting force is calculated according to formula (1):

[0017] F 拦 =(m1+m2+m3)gcos45°+(N1+N2+N3)μsin45°+kX (1)

[0018] Where: F 拦 is the arresting force provided by the arresting cable system; m1 is the mass of the first brake block; m2 is the mass of the second brake block; m3 is the mass of the third brake block; μ is the friction coefficient between the brake block and the slide rail; K is the spring elastic coefficient; X is the spring compression; N1 is the positive pressure of the first brake block on the slide rail; N2 is the positive pressure of the second brake block on the slide rail; N3 is the positive pressure of the third brake block on the slide rail.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] The current airport engineering arresting bed is composed of a single-density characteristic material. The present invention adopts a stepped density-decreasing method to lay the arresting bed, which allows the aircraft to smoothly enter the characteristic material after rushing into the arresting bed, so that it can give full play to the collapse energy absorption effect; the arresting cable system increases the efficiency of arresting stalled aircraft. When the arresting resistance provided by the characteristic material is insufficient, the arresting cable system can safely stop medium and large aircraft in the arresting bed within a relatively short distance, especially in high-altitude airports with complex environments and limited runway lengths. The composite braking arresting system of the present invention can be used repeatedly, and only broken characteristic material blocks need to be replaced, which reduces the cost of aircraft arresting, improves the economic benefits of the airport, and fully guarantees the safety of aircraft operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. 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 creative labor.

[0022] Figure 1 Schematic diagram of the composite arresting system structure;

[0023] Figure 2 for Figure 1 The A-direction sectional view is a schematic diagram of the arresting cable buckle structure;

[0024] Figure 3 for Figure 1 The B-direction sectional view is a schematic diagram of the arresting cable system structure;

[0025] Figure 4 Schematic diagram of the blocking rod;

[0026] Figure 5 Schematic diagram of the internal connection of the slide rail;

[0027] Figure 6 Schematic diagram of the internal structure of the front rail of the arrester;

[0028] Figure 7 Schematic diagram of the internal structure during the reset after the arrest;

[0029] Figure 8 Top view of arresting cable buckle;

[0030] Fig. 9 Schematic diagram of the front arresting cable buckle structure for intercepting a single-wheel aircraft with front landing gear;

[0031] Fig.10 Schematic diagram of the front arresting cable buckle structure for arresting a single-wheel aircraft with landing gear;

[0032] Fig.11 Schematic diagram of the front arresting cable buckle structure for intercepting a double-wheel aircraft with front landing gear;

[0033] Fig.12 Schematic diagram of the arresting cable buckle structure when the first set of tires of the double-wheeled aircraft with the front landing gear presses over the arresting cable;

[0034] Fig.13 Schematic diagram of the arresting cable buckle structure when the second set of tires of the double-wheeled aircraft with the front landing gear presses over the arresting cable;

[0035] 1-the third arresting module; 2-the second arresting module; 3-the first arresting module; 4-arresting cable system; 5-pulley; 6-arresting cable; 7-brake; 8-arresting spring; 9-limiting buckle; 10-reset rod; 11-hydraulic rod; 12-slide rail; 13-spring groove; 14-connecting rod; 15-buckle spring; 16-blocking rod; 17-hydraulic rod; 18-blocking rod track; 19-rotating axis; 20-barb; 21-arresting cable buckle base; 22-hinge axis. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0037] The present invention provides a composite arresting device, which can safely stop an out-of-control aircraft within a short distance, has a simple structure and is cost-effective.

[0038] 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, taking the landing of Airbus A319-200 as an example.

[0039] like Figure 1 As shown, the example of this specification provides a composite arresting system, including a first arresting module 3, a second arresting module 2, a third arresting module 1, an arresting cable system 4, a pulley 5, an arresting cable 6, a brake 7, an arresting spring 8, a limit buckle 9, a reset rod 10, a hydraulic rod 11, a slide rail 12, a spring slot 13, a connecting rod 14, a buckle spring 15, a blocking rod 16, a limit rod 17, a blocking rod track 18, a rotating shaft 19, a barb 20, an arresting cable buckle base 21, and a hinge shaft 22. The first arresting module 3, the second arresting module 2 and the third arresting module 1 constitute a characteristic material arresting bed.

[0040] like Figure 2 As shown, the slide rails 12 are arranged on both sides of the arresting bed, and the top and the ground are laid on the same plane at an angle of 45° downward. There are three brake blocks 7 in the slide rails 12, and the bottom brake block 7 is fixedly connected to the arresting cable 6. The arresting cable passes through the center of the other two brake blocks 7. An arresting spring 8 is provided between every two brake blocks 7. The slide rails 12 on both sides are symmetrically arranged, and the arresting cable 6 is fixedly connected to the bottom brake blocks on both sides.

[0041] like Figure 5 As shown, 4 groups of two-way limit buckles 9 are evenly arranged between the brake blocks 7 on the surface of the slide rail 12, one group is for the blocking direction, and the other group is for the reset direction. Four reset rods 10 are laid under the slide rail 12, and a hydraulic rod 11 that can be telescopic up and down is arranged between the upper and lower reset rods 10. The upper reset rod 10 is connected to the reset direction limit buckle, and the lower reset rod 10 is connected to the blocking direction limit buckle. The upper and lower top ends of the hydraulic rod 11 are fixedly connected to the reset rod 10, which can drive the reset rod 10 to move up and down. The reset rod 10 is provided with a spring groove 13 corresponding to the limit buckle 9 one by one. A snap spring 15 is provided in each spring groove 13, the bottom of the snap spring 15 is fixedly connected to the spring groove 13, the top of the snap spring 15 is fixedly connected to the connecting rod 14, and the top of the connecting rod 14 is fixedly connected to the limit snap 9. When the brake block 7 is pressed on the limit snap hole 9, the limit snap 9 drives the connecting rod 14 to compress the snap spring 15 downward, and the limit snap 9 is in a closed state. When the brake block 7 leaves the limit snap 9, the snap spring 15 pops up, driving the connecting rod 14 to lift the limit snap 9, and the limit snap 9 is in a pop-up state.

[0042] like Figure 6As shown, before blocking, the rod above the hydraulic rod 11 shrinks downward, driving the reset rod 10 to move downward, and the buckle spring 15 moves downward accordingly, pulling the connecting rod 14 and the limit buckle 9 downward until the reset direction limit buckle 9 reaches a closed state; during blocking, the blocking cable 6 pulls the bottom brake block 7 to move upward, compressing the blocking spring 8; Figure 7 As shown, after the blocking is completed, the upper rod of the hydraulic rod 11 extends upward, and the lower rod extends downward, so that the blocking direction limit buckle 9 is in a closed state, and the reset direction limit buckle 9 is in a pop-up state.

[0043] The pulley 5 is arranged at the exit of the slide rail 12, and a blocking cable buckle is arranged between the pulley 5 and the blocking bed. The blocking cable buckle base 21 is fixed to the ground, and the height is slightly lower than the blocking bed, so that the blocking cable 6 can be immersed in the inside of the blocking bed. Figure 3 As shown, the rotating shaft 19 on both sides of the end of the barb 20 and the top of the arresting cable buckle base 21 have circular holes corresponding to the hinge shaft 22, so that the hinge shaft 22 can pass through to connect the two, and the barb 20 can rotate freely, and the blocking rod 16 passes through the arresting cable buckle base 21 and the rotating shaft 19.

[0044] like Figure 4 As shown, the blocking rod 16 has evenly distributed symmetrical cuts, with a section between every two cuts; Figure 8 As shown, there is a hydraulic rod in the middle of the blocking rods 16 on both sides, the hydraulic rod is fixed in the arresting cable buckle base 21, and there are retractable rods on both sides corresponding to the blocking rods 16 respectively; Fig. 9 As shown, the blocking rod track 18 is an arc-shaped hole hollowed out in the rotating shaft 19. When the front landing gear is a single-wheel aircraft, the hydraulic rod pushes out the blocking rod 16 below a section. When the aircraft does not pass, the blocking rod 16 can prevent the arresting cable 6 from popping out the arresting cable buckle; Fig.10 As shown in FIG. 1 , when the aircraft wheel presses over the arresting cable 6, the force of the arresting cable popping out of the arresting cable buckle becomes larger, causing the barb 20 to rotate upward, and the rotating shaft 19 rotates upward to cut the blocking rod 16, and the arresting cable 6 pops out to intercept the aircraft; when the front landing gear of the aircraft is a double-wheel set; as shown in FIG. Fig.11 As shown, the hydraulic rod ejects one section of the blocking rods 16 on both sides; Fig.12 As shown, when the first set of wheels passes by, the rotating shaft rotates to cut off the first blocking rod 16; Fig.13 As shown, when the second set of wheels passes over, the rotating shaft rotates to cut off the second blocking rod 16, and the arresting cable pops out to intercept the aircraft.

[0045] Taking the Airbus A319-200 as an example of rushing into the arresting system, the hydraulic rod 11 between the reset rods 10 before rushing into the aircraft drives the upper reset rod 10 downward, so that the limit buckle 9 in the reset direction is closed. After the aircraft rushes into the aircraft, it first crushes the first arresting module 3 and the second arresting module 2, which can consume 20216J of kinetic energy of the aircraft. Then, when the first set of tires of the front landing gear of the aircraft presses over the arresting cable 6, the articulated shaft 19 is subjected to the force of the arresting cable 6, driving the barb 20 to rotate upward and cut the first blocking rod 16. When the second set of tires presses over the arresting cable 6, it cuts the second blocking rod 16. At this time, the barb 20 is in a free state, and the arresting cable 6 pops up upward without restriction to intercept the rear landing gear of the aircraft. The rear landing gear carries the arresting cable 6 forward, and the brake fast 7 moves upward accordingly, squeezing the spring 8 and generating friction on the slide rail 12 to provide arresting resistance. The sum of the two can consume at least 52500J of kinetic energy of the aircraft, and the aircraft will be safely stopped at 96 meters of the arresting system.

Claims

1. An airport pavement composite braking and arresting system, characterized in that: include: The arresting bed and arresting cable system, the arresting cable system includes an arresting cable, an arresting cable buckle and a braking device, the arresting cable buckle is arranged on both sides of the arresting bed, the arresting cable spans the arresting bed and is connected to a braking device at both ends; the braking device includes a brake block, a limit buckle, a limit buckle reset rod, a spring and a slide rail, the brake block is arranged on the inclined slide rail and can slide along the slide rail; the limit buckle and the spring on the reset rod are connected by a rod member, which is convenient for the popping up and closing of the limit buckle; the limit buckle is divided into two groups, one group is the arresting direction, and the other group is the reset direction, which are evenly laid on the slide rail; when the brake block runs over, the limit buckle will close downward with the advancement of the brake block until it coincides with the slide rail, before arresting, the limit buckle in the arresting direction pops up, and the limit buckle in the reset direction closes; after arresting, the arresting limit buckle is closed, and the reset direction limit buckle pops up.

2. The airport pavement composite braking and arresting system according to claim 1, characterized in that: The upper and lower reset rods form a group, and the middle of the upper and lower reset rods are connected by a double-headed hydraulic rod; each group controls a section of the limit buckle, and the reset rod is provided with a spring groove and a connecting rod corresponding to the limit buckle. Before blocking, the hydraulic rod drives the upper reset rod downward to close the reset direction limit buckle, and the lower reset rod remains stationary to keep the blocking direction limit buckle in a pop-up state; when resetting after the blocking is completed, the hydraulic rod drives the lower reset rod downward to close the blocking direction limit buckle, and the upper reset rod moves upward to pop up the reset direction limit buckle. After the brake slides to the initial position, the hydraulic rod drives the sliding rod to pop up the blocking direction limit buckle, and the reset direction bayonet is closed.

3. The airport pavement composite braking and arresting system according to claim 1, characterized in that: The barrier bed includes three functional gradient barrier modules.

4. The airport pavement composite braking and arresting system according to claim 3, characterized in that: The three functional gradient barrier modules are divided into a first module composed of first density foam concrete, a second module composed of second density foam concrete, and a third module composed of third density foam concrete.

5. The airport pavement composite braking and arresting system according to claim 4, characterized in that: The density of the first density foam concrete is 400kg / m 3 The density of the second density foam concrete is 300kg / m 3 The density of the third density foam concrete is 200kg / m 3 .

6. The airport pavement composite braking and arresting system according to any one of claims 1 to 5, characterized in that: The arresting cable buckle consists of a base, a barb, a blocking rod and a blocking rod track; the direction of the barb is consistent with the forward direction of the aircraft, and the arresting cable can be clamped in the groove formed by the barb and the base, the height of the barb is consistent with the depth of the arresting cable embedded in the module, and the arresting cable is firmly pressed into the module; the barb is hinged on the base, and the blocking rod and the blocking rod track are provided on the hinge shaft, and the blocking rod is evenly distributed with cuts. Each time the arrest occurs, the blocking rod extends out of the hinge shaft, and the cuts are in the same plane as the hinge shaft, and the blocking rod is arranged across the hinge shaft. The blocking rod track can prevent the hinge shaft from being affected by the blocking rod when it rotates, and the limit rod is arranged on the cross-sectional surface of the hinge shaft, and rotates with the hinge shaft when arresting.

7. The airport pavement composite braking and arresting system according to claim 6, characterized in that: Assume that there are three brake blocks arranged on the slide rail, and two adjacent brake blocks are connected by a spring, and the two ends of the arresting cable pass through the first two brake blocks and are connected to the brake block at the lower end of the slide rail.

8. The airport pavement composite braking and arresting system according to any one of claims 1 to 5, characterized in that: The slide rails are arranged underground on both sides of the barrier bed, and the slide rails form an angle of 45° with the bottom ground.

9. The airport pavement composite braking and arresting system according to claim 8, characterized in that: When the arresting system is working, the arresting cable pulls the brake pad to compress the spring, providing arresting force for arresting the aircraft. The arresting force is calculated according to formula (1): <h2 style=";text-align:left;direction:ltr">F<h2 style=";text-align:left;direction:ltr"> 拦 <h2 style=";text-align:left;direction:ltr"> = (m1+m2+m3)gcos45°+(N1+N2+N3)μsin45°+kX (1) Where: F 拦 is the arresting force provided by the arresting cable system; m1 is the mass of the first brake block; m2 is the mass of the second brake block; m3 is the mass of the third brake block; μ is the friction coefficient between the brake block and the slide rail; K is the spring elastic coefficient; X is the spring compression; N1 is the positive pressure of the first brake block on the slide rail; N2 is the positive pressure of the second brake block on the slide rail; N3 is the positive pressure of the third brake block on the slide rail.

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