Safety blocking system for aviation runway

Abstract

An aviation runway safety blocking system comprises a plurality of rubber damping units, the rubber damping units are sequentially arranged and installed at the tail end of a runway, each rubber damping unit comprises a rubber base, the rubber base is covered with a rubber-fiber composite structure, and the rubber-fiber composite structures are fixedly connected with the rubber bases. The rubber-fiber composite structure comprises a plurality of rubber layers and fiber layers, and the rubber layers and the fiber layers are fixedly connected in a staggered and overlapped mode. According to the rubber-fiber composite structure, the rubber base and the non-Newtonian fluid, stepless transition of blocking protection of an aircraft from soft to rigid is achieved, gradual resistance of soft start-hard interception is achieved, rigid impact of an aircraft landing gear is avoided, efficient and self-adaptive energy absorption is achieved, and the aircraft structure and passenger safety are protected to the maximum extent.

Description

Technical Field

[0001] The present invention belongs to the technical field of aviation safety facilities, and particularly relates to an aviation runway safety arresting system. Background Art

[0002] Nowadays, air travel has become a major means of transportation. The number of global commercial flight schedules reaches tens of millions every year, and the flight safety probability is already very high. However, when an airplane lands or aborts the takeoff procedure, there is still a possibility of an accident and running off the runway. To prevent the airplane from running out of the runway safety area and causing serious accidents, some airports will arrange airplane interception devices at the end of the airplane runway. The airplane arresting system is also an important guarantee facility for the airport to ensure the safety of people and machines. The design of the arresting system directly affects the safety guarantee of airplane landing.

[0003] Most of the existing arresting devices are set with buffer zones or blocking plates, etc., and generally use brittle materials such as lightweight foam concrete, which have problems of easy fragmentation, high maintenance costs, and poor environmental adaptability. Although this blocking method can also play a blocking role, most of the airplanes blocked in this way will have various damages, resulting in the problem of airplane damage, and more seriously, it may endanger the safety of passengers. Summary of the Invention

[0004] The purpose of the present invention is to provide an aviation runway safety arresting system to solve the technical problem of how to achieve a more efficient and low-damage airplane arresting effect.

[0005] To achieve the above purpose, the specific technical solution of an aviation runway safety arresting system of the present invention is as follows:

[0006] An aviation runway safety arresting system includes a plurality of rubber damping units, which are sequentially arranged and installed at the end position of the runway. The rubber damping unit includes a rubber base, and a rubber-fiber composite structure is covered on the rubber base. The rubber-fiber composite structure is fixedly connected to the rubber base. The rubber-fiber composite structure includes multiple rubber layers and fiber layers, and the rubber layers and fiber layers are fixedly connected by overlapping and interlacing with each other.

[0007] Further, a limiting groove is provided on the runway, and correspondingly, a limiting block is provided on the rubber base. The limiting block is adhesively connected to the bottom of the rubber base by hot melting; the fiber layer is a mesh fabric and is adhesively connected to the rubber layer by hot pressing; the hardness of the rubber base is greater than that of the rubber layer, forming a progressive resistance gradient.

[0008] Furthermore, a hollow cavity is provided in the middle of the rubber base. The hollow cavity is divided into a middle cavity and side cavities by a partition layer. Two side cavities are provided on both sides of the middle cavity respectively. The middle cavity is filled with non-Newtonian fluid. In addition, a channel is provided above the partition layer for communicating the middle cavity and the side cavities.

[0009] Furthermore, the middle cavity occupies more than 50% of the length of the entire hollow cavity.

[0010] Furthermore, sliding bumps are provided on both sides of the runway. The rubber base extends and bends outwards to form a chute, which surrounds the sliding bumps so that the chute can slide along the sliding bumps.

[0011] Furthermore, the rubber layer is a honeycomb-like porous structure, and the porosity of the rubber layer is 30%-50%; anti-slip patterns are provided at the bottom of the rubber base.

[0012] The aviation runway safety arresting system of the present invention has the following advantages: In this application, the rubber-fiber composite structure, rubber base, and non-Newtonian fluid achieve a stepless transition of the arresting protection of the aircraft from "soft" to "rigid". Among them, the hardness of the rubber base is greater than the density of the rubber layer. At the same time, the viscosity of the non-Newtonian fluid can be automatically adjusted according to the impact force intensity, further realizing a progressive resistance of soft start - hard interception, avoiding the rigid impact of the aircraft landing gear, protecting the aircraft structure. In this application, through the coupled damping mechanism of non-Newtonian fluid and rubber, through the dynamic viscosity adjustment of the fluid and the collaborative energy consumption of multiple physical fields, efficient and adaptive energy absorption is achieved, maximizing the protection of the aircraft structure and passenger safety. And when the pressure of the non-Newtonian fluid is small, it returns to the liquid state, can be reused, extends the maintenance cycle, and has a simple structure. Description of the Drawings

[0013] Figure 1 It is a schematic structural diagram of an aviation runway safety arresting system of the present invention;

[0014] Figure 2 It is a side view of an aviation runway safety arresting system of the present invention;

[0015] Figure 3 For the present invention Figure 2 An enlarged view of part A;

[0016] Figure 4 It is a cross-sectional view of the rubber damping unit of Embodiment 1 of the present invention;

[0017] Figure 5 It is a transverse cross-sectional view of the rubber damping unit of Embodiment 2 of the present invention;

[0018] Figure 6 It is a longitudinal cross-sectional view of the rubber damping unit of Embodiment 2 of the present invention;

[0019] Figure 7 For the present invention Figure 6 An enlarged view of position B in the present invention;

[0020] Figure 8 A schematic connection diagram of the sliding groove and the sliding bump of the present invention;

[0021] Explanation of the markings in the figure: 1. Aircraft; 2. Runway; 21. Limit groove; 22. Sliding bump; 3. Rubber damping unit; 31. Rubber base; 32. Rubber-fiber composite structure; 321. Rubber layer; 322. Fiber layer; 33. Hollow cavity; 331. Partition layer; 332. Intermediate cavity; 333. Side cavity; 334. Channel; 4. Limit block; 5. Sliding groove. Detailed implementation manners

[0022] In order to better understand the purpose, structure and function of the present invention, the following further describes in detail an aviation runway safety arresting system of the present invention with reference to the accompanying drawings.

[0023] Embodiment 1

[0024] As Figure 1-4 shown, the aviation runway safety arresting system of the present invention includes a plurality of rubber damping units 3, which are sequentially arranged and installed at the end of the runway 2. The rubber damping units 3 are made of rubber material, and the rubber material has the characteristics of high elasticity, high damping and strong weather resistance. When arresting the aircraft 1, it can absorb energy through its high elasticity and high damping, realize more efficient and low-damage arrest of the aircraft 1, and at the same time has a longer service life and simpler maintenance. Specifically, the rubber damping unit 3 includes a rubber base 31, and a rubber-fiber composite structure 32 is covered on the rubber base 31. The rubber-fiber composite structure 32 includes multiple layers of rubber layers 321 and fiber layers 322, and the rubber layers 321 and fiber layers 322 are fixedly connected by being alternately stacked, and at the same time the rubber-fiber composite structure 32 is also fixedly connected to the rubber base 31.

[0025] The fiber layer 322 in the rubber-fiber composite structure 32 is Kevlar fiber. The fiber layer 322 is a grid-like fabric and is bonded to the rubber layer 321 by hot pressing to form a sandwich-like structure, i.e., rubber layer 321 - fiber layer 322 - rubber layer 321, which is a structure where the rubber layer 321 and the fiber layer 322 are alternately stacked. There are 3 - 5 fiber layers 322 provided in the rubber-fiber composite structure 32. The addition of the fiber layer 322 increases the tear resistance of the rubber-fiber composite structure 32 and prevents the rubber from breaking under high-speed impact. In addition, the rubber layer 321 is a honeycomb-like porous structure with a porosity of 30% - 50%. In addition, both the rubber base 31 and the rubber layer 321 are high-damping synthetic rubbers, and the density of the rubber layer 321 is lower than that of the rubber base 31, that is, the hardness of the rubber base 31 is greater than that of the rubber layer 321. In this embodiment, the Shore hardness of the rubber layer 321 is 50A, and the Shore hardness of the rubber base 31 is 70A, forming a progressive resistance gradient.

[0026] In addition, in order to enable the rubber damping unit 3 to be fixedly installed on the runway 2, a limiting groove 21 is provided on the runway 2, and correspondingly, a limiting block 4 is provided on the rubber base 31 of the rubber damping unit 3. The limiting block 4 is also made of rubber. The limiting block 4 is connected to the bottom of the rubber base 31 by hot melt bonding. When installing and placing the rubber damping unit 3, the limiting block 4 at the bottom of the rubber base 31 is placed into the limiting groove 21 on the runway 2 to achieve the installation of the rubber damping unit 3, which is simple and convenient.

[0027] After the tire of the landing gear of the aircraft 1 contacts the rubber damping unit 3, the tire of the aircraft 1 first contacts the rubber-fiber composite structure 32 and absorbs the initial kinetic energy through compression deformation. When the rubber-fiber composite structure 32 is subjected to impact, the fiber layer 322 is stretched or stretched and broken to consume kinetic energy. The pore walls of the honeycomb structure of the rubber layer 321 undergo deformation to generate deformation friction to consume energy. In addition, the interface between the rubber layer 321 and the fiber layer 322 slips, and the generated interface shear force further consumes energy to achieve collaborative energy consumption. In addition, the rubber layer 321 has a small density, low hardness, and large deformation, while the rubber base 31 has a large density, high hardness, and small deformation, forming a progressive resistance gradient. Through the hierarchical energy consumption of being soft first and then rigid, the structure of the aircraft 1 and the safety of the passengers are maximally protected.

[0028] When the landing gear of the aircraft 1 fails or is damaged, the tire of the aircraft 1 cannot be extended or is destroyed, and the tire cannot roll over the rubber damping unit 3. It may be that the landing gear or the fuselage of the aircraft 1 directly contacts and rubs against the runway 2. The limit block 4 in this embodiment will separate from the rubber base 31 under a large impact force or thrust, so that the aircraft 1 can push the rubber damping unit 3 to slide along the runway 2. The rubber base 31 and the limit block 4 are separated under the action of shear force, consuming part of the energy. At the same time, the aircraft 1 pushes the rubber damping unit 3 to slide on the runway 2. The friction between the rubber base 31 and the runway 2 continuously consumes the kinetic energy of the aircraft 1. In addition, as the aircraft 1 moves, more rubber damping units 3 will be pushed to slide on the runway 2, and the resistance encountered will become larger and larger until it stops completely, completing the protection and blocking of the aircraft 1. In addition, the continuous rubber damping unit 3 is located under the fuselage of the aircraft 1 and contacts the runway 2, which can not only block the aircraft 1, but also protect the bottom of the fuselage of the aircraft 1 and protect the structure of the aircraft 1. In order to increase the friction between the rubber damping unit 3 and the runway 2 , anti-skid patterns may be provided at the bottom of the rubber base 31 to increase the friction between the rubber base 31 and the runway 2 .

[0029] The rubber damping unit 3 of the present application can be arranged according to the actual conditions of the airport and the runway 2, and the number of installations, the spacing distance, etc. thereof are not excessively limited here.

[0030] The safety arresting device of the present application is made of rubber material, which has the characteristics of high elasticity, high damping and strong weather resistance. It can arrest the aircraft 1 more efficiently and with less damage, has a long service life and simple maintenance. In addition, the rubber-fiber composite structure can consume energy synergistically to improve the arresting effect. The density difference and hardness difference between the rubber layer 321 and the rubber base 31 form a progressive resistance gradient, which maximizes the protection of the aircraft 1 structure and passenger safety through graded energy consumption from soft to hard.

[0031] Example 2

[0032] In order to further improve the energy-absorbing effect of the rubber damping unit 3, this embodiment is improved accordingly on the basis of the embodiment 1. The rubber base 31 in this embodiment is hollow and has a cavity inside. The rest is the same as that in the above embodiment 1 and will not be repeated here.

[0033] Specific as Figure 5-7As shown, a hollow cavity 33 is provided in the middle of the rubber base 31. The hollow cavity 33 is separated by a partition 331 into a middle cavity 332 and side cavities 333. Two side cavities 333 are provided on both sides of the middle cavity 332 respectively. The middle cavity is filled with a non-Newtonian fluid, which is a shear thickening fluid. There is no fluid filling in the side cavities 333. In addition, a channel 334 is provided above the partition 331 for communicating the middle cavity 332 and the side cavities 333. The side cavities 333 are used for the non-Newtonian fluid in the middle cavity 332 to be discharged into the side cavities 333 when pressed, for the discharge and collection of the non-Newtonian fluid. In this embodiment, the channel 334 is located above the partition 331. When the rubber base 31 does not deform and the non-Newtonian fluid is not under pressure, it cannot flow into the side cavities 333. When the rubber base 31 deforms and the non-Newtonian fluid is under pressure, it will flow into the side cavities 333.

[0034] When the tire of the aircraft 1 presses on the rubber base 31, the rubber base 31 deforms, thus squeezing the non-Newtonian fluid inside the rubber base 31. When the non-Newtonian fluid is impacted, the fluid viscosity increases, and together with the compression deformation of the rubber base 31, dynamic resistance adjustment is achieved. The rubber base 31 and the non-Newtonian fluid cooperate to consume energy, converting kinetic energy into internal friction heat of the rubber base 31 and shear energy consumption of the non-Newtonian fluid. This coupling damping mechanism of the rubber base 31 and the non-Newtonian fluid realizes adaptive adjustment of dynamic resistance.

[0035] In this embodiment, at the initial impact stage of the tire of the aircraft 1 on the rubber damping unit 3, the tire contacts the rubber-fiber composite structure 32, and the rubber-fiber composite structure 32 deforms and consumes energy. At this time, the non-Newtonian fluid in the rubber base 31 slowly flows under low pressure, has a low viscosity and a small resistance, which can enable the rubber layer 321 and the rubber base to deform and absorb energy sufficiently. As the tire of the aircraft 1 further increases the impact force on the rubber base 31, the viscosity of the non-Newtonian fluid in the rubber base 31 increases, triggering the shear thickening effect, restricting fluid flow, generating a great damping force, and the non-Newtonian fluid shears and consumes energy, that is, the internal particles of the fluid friction and structural reorganization consume kinetic energy.

[0036] In addition, it should be noted that the middle cavity 332 in this embodiment accounts for more than 50% of the length of the entire hollow cavity 33. In addition, a liquid filling port can be provided on the middle cavity 332 as needed, and a liquid discharge port is provided on the side cavities 333, and the non-Newtonian fluid can be reused.

[0037] In this embodiment, the rubber-fiber composite structure 32, the rubber base 31, and the non-Newtonian fluid further realize the infinite transition from "soft" to "hard" in the blocking protection of the aircraft 1, wherein the hardness of the rubber base 31 is greater than the density of the rubber layer 321, and the viscosity of the non-Newtonian fluid can be automatically adjusted with the intensity of the impact force, further realizing the progressive resistance of soft start-hard interception in real time, avoiding the rigid impact of the landing gear of the aircraft 1, and protecting the structure of the aircraft 1. The present application realizes efficient and adaptive energy absorption through the coupling damping mechanism of the non-Newtonian fluid and rubber through the dynamic viscosity adjustment of the fluid and the coordinated energy consumption of multiple physical fields, thereby maximizing the protection of the structure of the aircraft 1 and the safety of passengers. In addition, the non-Newtonian fluid returns to liquid state when the pressure is small, can be reused, extends the maintenance cycle, and has a simple structure.

[0038] Example 3

[0039] As described in the above-mentioned embodiment 1, when the landing gear of the aircraft 1 fails or is damaged, the rubber damping unit 3 can move along the runway 2 under the thrust of the aircraft 1, thereby playing a role in blocking and protecting the aircraft 1. However, due to the high speed of the aircraft 1, the rubber damping unit 3 may flip over during the movement, or the rubber damping unit 3 may leave the track of the aircraft 1, thereby reducing the blocking and protecting effect on the aircraft 1. This embodiment makes corresponding improvements to this situation.

[0040] like Figure 8 As shown, sliding protrusions 22 are provided on both sides of the runway 2, and the rubber base 31 extends and bends outward to form a sliding groove 5, which surrounds the sliding protrusion 22 so that the sliding groove 5 can slide along the sliding protrusion 22. Therefore, when the aircraft 1 pushes the rubber damping unit 3 to slide along the aircraft runway 2, the side sliding grooves 5 and the sliding protrusions 22 can play a limiting role to prevent the rubber damping unit 3 from turning over or leaving the aircraft runway 2. At the same time, when the rubber damping unit 3 is moving, the sliding grooves 5 and the sliding protrusions 22 slide relative to each other to generate friction, which can further enhance the effect of blocking the aircraft 1.

[0041] It is to be understood that the present invention is described by some embodiments, and it is known to those skilled in the art that various changes or equivalent substitutions may be made to these features and embodiments without departing from the spirit and scope of the present invention. In addition, under the teachings of the present invention, these features and embodiments may be modified to adapt to specific circumstances and materials without departing from the spirit and scope of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the scope of protection of the present invention.

Claims

1. An aviation runway safety arresting system, characterized in that: The invention comprises a plurality of rubber damping units (3), wherein the rubber damping units (3) are arranged in sequence and installed at the end of a runway (2), wherein the rubber damping units (3) comprise a rubber base (31), wherein a rubber-fiber composite structure (32) is covered on the rubber base (31), wherein the rubber-fiber composite structure (32) is fixedly connected to the rubber base (31), and wherein the rubber-fiber composite structure (32) comprises a plurality of rubber layers (321) and fiber layers (322), wherein the rubber layers (321) and the fiber layers (322) are alternately stacked and fixedly connected to each other.

2. The aviation runway safety arresting system according to claim 1, characterized in that: A limiting groove (21) is provided on the runway (2), and a limiting block (4) is correspondingly provided on the rubber base (31), and the limiting block (4) is connected to the bottom of the rubber base (31) by hot-melt bonding.

3. The aviation runway safety arresting system according to claim 2, characterized in that: The fiber layer (322) is a mesh-shaped fabric and is bonded to the rubber layer (321) by means of hot pressing.

4. The aviation runway safety arresting system according to claim 3, characterized in that: The hardness of the rubber base (31) is greater than the hardness of the rubber layer (321), forming a progressive resistance gradient.

5. The aviation runway safety arresting system according to claim 4, characterized in that: A hollow cavity (33) is arranged in the middle of the rubber base (31), and the hollow cavity (33) is divided into an intermediate cavity (332) and a side cavity (333) by a partition (331). Two side cavities (333) are arranged on both sides of the intermediate cavity (332), and the intermediate cavity is filled with a non-Newtonian fluid. In addition, a channel (334) is arranged above the partition (331) for connecting the intermediate cavity (332) and the side cavity (333).

6. The aviation runway safety arresting system according to claim 5, characterized in that: The intermediate cavity (332) accounts for more than 50% of the length of the entire hollow cavity (33).

7. An aviation runway safety arresting system according to claim 6, characterized in that: Sliding protrusions (22) are provided on both sides of the runway (2), and the rubber base (31) extends outward and bends to form a sliding groove (5), which surrounds the sliding protrusion (22) so that the sliding groove (5) can slide along the sliding protrusion (22).

8. The aviation runway safety arresting system according to claim 3, characterized in that: The rubber layer (321) is a honeycomb porous structure, and the porosity of the rubber layer (321) is 30%-50%.

9. The aviation runway safety arresting system according to claim 8, characterized in that: The bottom of the rubber base (31) is provided with anti-slip grooves.

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