Airport aircraft emergency arresting system and arresting method

Abstract

The invention discloses an airport aircraft emergency arresting system and arresting method.The airport aircraft emergency arresting system comprises a left lifting supporting column assembly, a right lifting supporting column assembly and an arresting net, and the left lifting supporting column assembly and the right lifting supporting column assembly are arranged in the tail end area of an airport runway; a damping device A and a force transmission cable A correspondingly connected to the damping device A are installed in the left lifting supporting column assembly, a damping device B and a force transmission cable B correspondingly connected to the damping device B are installed in the right lifting supporting column assembly, and the left side of the blocking net is fixedly connected with the force transmission cable A through a metal lock catch. The right side of the blocking net is fixedly connected with the force transmission cable B through a metal lock catch. The invention provides an airport aircraft emergency arresting system capable of being quickly deployed in an airport runway tail end area, which is mainly used for building an aircraft emergency arresting system on a runway which cannot meet the requirement of building a runway end safety area, and can quickly build a last safety arresting measure in the runway tail end area. And the landing safety emergency handling capacity of the aircraft is improved.

Description

Technical Field

[0001] The present invention relates to the field of airport emergency handling safety, and in particular to an airport aircraft emergency arresting system and an arresting method. Background Art

[0002] Statistics consistently show that runway overruns / excursions are the leading cause of serious incidents endangering civil aviation safety. Runway end safety areas (RESAs) are crucial for mitigating the risk of runway overruns and, in turn, ensuring the safety of aircraft and personnel. According to the US Federal Aviation Administration, in approximately 90% of runway overrun incidents, aircraft overrun at speeds below 70 knots and are able to stop within 1,000 feet (approximately 305 meters) of the runway end extension. Therefore, the FAA recommends that REAs be at least 1,000 feet in length (including a 60-meter windshield). ICAO Annex 14 - Aerodromes stipulates that REAs must be established on instrument runways with reference codes 1 or 2 and runways with reference codes 3 or 4. The REA must extend at least 90 meters from the runway strip, with a recommended length of 240 meters. However, for aircraft overrunning the runway at speeds of 70 knots or higher (for example, in the crash at Muan International Airport in South Korea earlier this year, where the aircraft's landing gear was not lowered, the belly of the aircraft scraped the ground, and the overrun speed exceeded 200 km / h), a 240m end safety zone is insufficient. However, due to geographical and other environmental constraints, many airports struggle to meet the required runway end safety zone length, creating a significant risk of aircraft landing accidents. Currently, the primary approach to addressing the risk of aircraft overrunning during landing is to install an Engineered Material Arresting System (EMAS) to mitigate the risk and the resulting human and economic losses. An EMAS is a safety feature installed on the runway that absorbs kinetic energy from an aircraft overrunning the runway by collapsing the material, allowing it to be safely arrested. Experience has demonstrated that it has successfully arrested aircraft numerous times and is a proven effective means of increasing airport safety margins. However, airport runway EMAS is a complex and time-consuming safety feature, and it cannot be deployed quickly. Sudden mechanical failures during landing are unforeseen events, and there is an urgent need to develop a device that can be quickly deployed and safely arrest aircraft (e.g., airplanes). Furthermore, in situations where standard runway end safety zones are difficult to construct, a rapidly deployable safety arresting device is needed to improve emergency response capabilities for aircraft landing safety. Summary of the Invention

[0003] The purpose of the present invention is to provide an airport aircraft emergency arresting system that can be quickly deployed in the end area of ​​an airport runway. It is mainly used to construct an aircraft emergency arresting system on runways that cannot meet the requirements of building a standard runway end safety zone. It uses standardized components such as a left lifting strut assembly, a right lifting strut assembly and an arresting net. It can be quickly deployed in the end area of ​​an airport runway and play a role in stopping or arresting landing aircraft in an emergency.

[0004] The purpose of the present invention is achieved through the following technical solutions:

[0005] An airport aircraft emergency arresting system comprises an airport runway, a left lifting strut assembly, a right lifting strut assembly and an arresting net, wherein the left lifting strut assembly and the right lifting strut assembly are arranged parallel to each other in the end area of ​​the airport runway. A damping device A and a force transmission cable A correspondingly connected to the damping device A are installed inside the left lifting strut assembly, and a damping device B and a force transmission cable B correspondingly connected to the damping device B are installed inside the right lifting strut assembly. The left side of the arresting net is connected and fixed to the force transmission cable A by a metal lock buckle, and the right side of the arresting net is connected and fixed to the force transmission cable B by a metal lock buckle.

[0006] In order to better realize the present invention, the barrier net is composed of an interwoven mesh body and reinforced edges located at the edge of the interwoven mesh body. The interwoven mesh body is formed by mesh ropes interwoven horizontally and vertically or by mesh ropes interwoven obliquely. The mesh ropes are made of high-strength polymer fiber material, and the interwoven mesh body is interwoven and fixed on the reinforced edges.

[0007] Preferably, the interior of the reinforced edge is composed of mesh ropes, and the reinforced edge is compositely coated with a tear-resistant edging composite layer on the outside of the mesh ropes, and the tear-resistant edging composite layer is composed of an aramid fabric matrix and a polyurethane wear-resistant coating composite inside and outside; the reinforced edge located on the left side of the barrier net is the left edge, and the left edge is connected and fixed to the force transmission cable A by a metal lock; the reinforced edge located on the right side of the barrier net is the right edge, and the right edge is connected and fixed to the force transmission cable B by a metal lock.

[0008] Preferably, the left lifting pillar assembly includes a left lifting platform and a telescopic damping cylinder A installed on the left lifting platform, the damping device A is installed inside the telescopic damping cylinder A, and a force transmission cable groove A is opened on the side of the telescopic damping cylinder A for the transmission cable A to pass through; the right lifting pillar assembly includes a right lifting platform and a telescopic damping cylinder B installed on the right lifting platform, the damping device B is installed inside the telescopic damping cylinder B, and a force transmission cable groove B is opened on the side of the telescopic damping cylinder B for the transmission cable B to pass through; the damping device A and the damping device B both adopt hydraulic dampers or electromagnetic dampers to provide tensile damping force for the transmission cable.

[0009] Preferably, the telescopic damping cylinder A can be telescopically installed on the left lifting platform, and the left lifting platform has a lifting cylinder cavity A inside which cooperates with the telescopic damping cylinder A, and the bottom of the lifting cylinder cavity A of the left lifting platform is installed with a hydraulic lifting power device A for driving the telescopic damping cylinder A to telescopically move on the left lifting platform; the telescopic damping cylinder B can be telescopically installed on the right lifting platform, and the right lifting platform has a lifting cylinder cavity B inside which cooperates with the telescopic damping cylinder B, and the bottom of the lifting cylinder cavity B of the right lifting platform is installed with a hydraulic lifting power device B for driving the telescopic damping cylinder B to telescopically move on the right lifting platform.

[0010] Preferably, the end area of ​​the airport runway is respectively constructed with anti-overturning foundation holes corresponding to the left lifting platform and the right lifting platform; a storage cabin A is provided on the top of the left lifting platform, and a storage box A is provided on the top of the telescopic damping cylinder A; a storage cabin B is provided on the top of the right lifting platform, and a storage box B is provided on the top of the telescopic damping cylinder B.

[0011] Preferably, an arresting buffer area is constructed at the end of the airport runway, and the left lifting strut assembly and the right lifting strut assembly are arranged in parallel left and right at the front end area of ​​the arresting buffer area. A crush energy absorption system composed of a plurality of crush energy absorption blocks is constructed on the arresting buffer area.

[0012] Preferably, the present invention further includes an arresting control system, which includes a data acquisition module, an arresting calculation module, and an arresting control execution module. The data acquisition module is used to collect airport runway-related data and real-time aircraft data, the airport runway-related data including the runway surface friction coefficient, the runway air drag coefficient, and the runway air density; the real-time aircraft data includes the aircraft mass, the aircraft frontal area, and the aircraft movement speed. The arresting calculation module is used to calculate the arresting damping force and transmit it to the arresting control execution module. The arresting control execution module is connected to the damping device A and the damping device B. The arresting control execution module controls the damping devices A and B to output the corresponding arresting damping forces.

[0013] A method for arresting aircraft using an airport aircraft emergency arresting system, the method comprising:

[0014] S1. Constructing a plurality of emergency arresting systems in parallel at the end of an airport runway, installing arresting nets on the left and right lifting strut assemblies of the emergency arresting systems; obtaining airport runway-related data and real-time aircraft data;

[0015] S2. If an aircraft landing risk is detected or an aircraft sends an emergency instruction indicating an aircraft landing risk and an arresting force is required, the arresting calculation module calculates the arresting damping force according to the following formula: :

[0016] ,in is the runway surface friction coefficient, is the aircraft mass, is the acceleration due to gravity, is the runway air resistance coefficient, is the runway air density; is the frontal area of ​​the aircraft, is the speed at which the aircraft reaches the arresting net, The action time of the arresting net;

[0017] The blocking calculation module also constructs the following conditional constraints:

[0018] , ;

[0019] S3, the arresting control execution module controls the damping device A and the damping device B to output the arresting damping force respectively. .

[0020] In order to better implement the arresting method of the airport aircraft emergency arresting system of the present invention, in method S2, the arresting calculation module obtains the arresting damping force at time t according to the following formula: , and construct the arresting damping force time curve;

[0021] , The current time of the aircraft speed, The time before the aircraft The airport runway area is equipped with a radar speed gun, and the aircraft is equipped with ADS-B equipment. and Derived from radar speed guns and / or ADS-B equipment;

[0022] A distance sensor for detecting approaching aircraft is provided at the end of the airport runway. Select the aircraft speed at the current time t when the distance sensor detects that the aircraft distance is reduced to the threshold distance, then the arresting damping force Arresting damping force when the distance sensor detects that the aircraft distance has decreased to the threshold distance .

[0023] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0024] (1) The present invention provides an airport aircraft emergency arresting system that can be quickly deployed at the end area of ​​an airport runway. It is mainly used to construct an aircraft emergency arresting system on a runway that cannot meet the requirements of a standard runway end safety zone. It uses standardized components such as a left lifting strut assembly, a right lifting strut assembly and an arresting net. It can be quickly deployed at the end area of ​​an airport runway and play a role in stopping or arresting landing aircraft in an emergency. It provides a safety arresting facility that can be quickly deployed for various situations in which an aircraft may run off the runway, such as an aircraft encountering a sudden mechanical failure during landing, or having no hope of a go-around during landing, or an aircraft failure and no fuel required for an emergency landing.

[0025] (2) The telescopic damping cylinder A on the left lifting strut assembly and the telescopic damping cylinder B on the right lifting strut assembly of the present invention can be telescopically extended and extended to a certain height when in use, and can be retracted and stored after use. The arresting net can be quickly deployed at the end of the runway through the metal lock buckle, quickly constructing the last safety arresting measure at the end of the runway, thereby improving the emergency response capability of aircraft landing safety.

[0026] (3) The present invention can construct a crush energy absorption system at the end of the airport runway, realize the coordinated use of the arresting net and the crush energy absorption system, and can arrest aircraft with high strength and high performance, thus providing the best emergency rescue solution for aircraft running off the runway.

[0027] (4) The present invention can stop an aircraft (e.g., an airplane) within a relatively short distance and is applicable to runways that do not require the construction of a standard runway end safety zone. Its arresting performance is more significant than that of a single airport runway engineered material arresting system (EMAS). If it can be combined with a crush energy absorption system, the arresting performance can be significantly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a structural diagram of the telescopic damping cylinders A and B of the present invention after they are fully extended;

[0029] Figure 2 for Figure 1 Schematic diagram of the structure after the middle telescopic damping cylinders A and B are fully retracted;

[0030] Figure 3 Schematic diagram of the structure of the barrier net in the embodiment;

[0031] Figure 4 This is a principle structural block diagram of the arresting control system in the embodiment;

[0032] Figure 5 4 is a flow chart of the method of arresting an airport aircraft emergency arresting system in an embodiment.

[0033] The names corresponding to the reference numerals in the accompanying drawings are:

[0034] 1-Left lifting platform, 11-Storage cabin A, 2-Telescopic damping cylinder A, 21-Storage box A, 3-Damping device A, 31-Force transmission cable A, 4-Right lifting platform, 41-Storage cabin B, 5-Telescopic damping cylinder B, 51-Storage box B, 6-Damping device B, 61-Force transmission cable B, 7-Arresting net, 71-Left edge, 72-Right edge, 73-Interwoven mesh, 8-Metal lock buckle, 81-Lock body, 9-Anti-overturning foundation hole, 10-Airport ground. DETAILED DESCRIPTION

[0035] Below in conjunction with embodiment, the present invention is described in further detail:

[0036] Example

[0037] like Figures 1 to 3 As shown, the present invention includes an airport runway (not shown in the figure). The airport aircraft emergency arresting system of the present invention is constructed in the end area of ​​the airport runway. An airport aircraft emergency arresting system includes a left lifting strut assembly, a right lifting strut assembly and an arresting net 7. The left lifting strut assembly and the right lifting strut assembly are arranged in parallel left and right in the end area of ​​the airport runway. A damping device A3 and a force transmission cable A31 correspondingly connected to the damping device A3 are installed inside the left lifting strut assembly. A damping device B6 and a force transmission cable B61 correspondingly connected to the damping device B6 are installed inside the right lifting strut assembly. The left side of the arresting net 7 is connected and fixed to the force transmission cable A31 by a metal lock buckle 8, and the right side of the arresting net 7 is connected and fixed to the force transmission cable B61 by a metal lock buckle 8; as shown Figure 3 As shown, the metal lock buckle 8 is locked by the lock body 81 and the lock core buckle body. In this embodiment, the lock body 81 is fixed to the left and right sides of the barrier net 7, and the lock core buckle body is fixed to the force transmission cable A31 and the force transmission cable B61. Figure 1 As shown, several force transmission support cables A are fixed to the end of the force transmission cable A31, and each force transmission support cable A is connected and fixed to the left side of the retaining net 7 through a metal lock buckle 8; several force transmission support cables B are fixed to the end of the force transmission cable B61, and each force transmission support cable B is connected and fixed to the right side of the retaining net 7 through a metal lock buckle 8.

[0038] In some embodiments, as Figure 3 As shown, the barrier net 7 is composed of a woven mesh body 73 and a reinforcement edge of a reinforcement structure located at the edge of the woven mesh body 73. The woven mesh body 73 is woven and fixed on the reinforcement edge. The woven mesh body 73 is formed by mesh ropes woven horizontally and vertically or by mesh ropes woven obliquely (such as Figure 3As shown, the interwoven mesh 73 is constructed of mesh ropes interwoven diagonally across the reinforcement edges. The ropes are made of high-strength polymer fiber. The reinforcement edges are primarily composed of mesh ropes, which are coated with a tear-resistant edging composite layer on the outside of the ropes. The tear-resistant edging composite layer is composed of an aramid fabric matrix and a wear-resistant polyurethane coating. The reinforcement edge on the left side of the barrier net 7 is the left edge 71, which is secured to the force transmission cable A31 via a metal lock 8. The reinforcement edge on the right side of the barrier net 7 is the right edge 72, which is secured to the force transmission cable B61 via a metal lock 8. Preferably, the force transmission cables A31 and B61 are made of the same material and structural support as the reinforced edges, that is, the internal bodies of the force transmission cables A31 and B61 are composed of mesh ropes, and the force transmission cables A31 and B61 are compositely coated with a tear-resistant edging composite layer on the outside of the mesh ropes. The tear-resistant edging composite layer is composed of an aramid fabric matrix and a polyurethane wear-resistant coating that are tightly integrated inside and outside. Of course, the force transmission cables A31 and B61 can also be made of steel cables. In some embodiments, the force transmission cables A31 and B61 are woven from at least two of ultra-high molecular weight polyethylene fibers, carbon fibers, or metal cables, and are coated with a weather-resistant polyurethane sheath on the surface. The operating temperature range of the force transmission cables A31 and B61 is -40°C to 70°C.

[0039] The arresting net 7 of this embodiment comprises a braided mesh body 73 and reinforced edges at the edges of the braided mesh body 73. The braided mesh body 73 is formed by mesh ropes interwoven horizontally and vertically or by mesh ropes interwoven diagonally. The inner body of the reinforced edges is mainly composed of mesh ropes, and the reinforced edges are compositely coated with a tear-resistant edging composite layer on the outer surface of the mesh ropes. This embodiment shows the manufacturing materials of the braided mesh body 73, the reinforced edges, and the force transmission cables. The airport aircraft emergency arresting system of the present invention is manufactured using the above materials (all of which are civilian materials; military-grade materials can provide even higher strength, such as arresting cables used to arrest fighter jets on aircraft carrier decks). Testing has shown that it is suitable for arresting aircraft (e.g., airplanes) with a kinetic energy of at least 2×108 J when striking the net. The airport aircraft emergency arresting system manufactured using the current materials or the materials listed in this embodiment is suitable for aircraft with the following parameters and can fully achieve the following aircraft arresting effect:

[0040] 1. The landing weight of the aircraft is about 40t, and the impact speed of the aircraft is ≤350km / h

[0041] 2. The landing weight of the aircraft is about 60t, and the impact speed of the aircraft is ≤240km / h

[0042] 3. The landing weight of the aircraft is approximately 100 tons, and the impact speed of the aircraft is ≤ 140 km / h.

[0043] Although aircraft with a weight higher than the landing weight or a speed higher than the collision speed cannot be completely stopped by the net, the damage caused by the aircraft running off the runway can be greatly reduced.

[0044] With the development of new materials, the interwoven mesh 73, reinforced edges, and force transmission cables can be made of higher-strength high-performance materials, which can stop larger-mass aircraft and aircraft with higher net-collision speeds. The present invention provides an airport aircraft emergency arresting system with an innovative structure. The application of the present invention should not be limited by current materials. Currently, it can stop general aircraft. After new breakthroughs in materials in the future, it can stop large-mass aircraft.

[0045] If a crush energy absorption system can be constructed at the end of the airport runway, the arresting net 7 and the crush energy absorption system can be used in conjunction to be suitable for emergency rescue of aircraft with a larger landing mass that run off the runway.

[0046] like Figure 1 、 Figure 2 As shown, the left lifting support assembly includes a left lifting platform 1 and a telescopic damping cylinder A2 mounted on the left lifting platform 1. A damping device A3 is mounted inside the telescopic damping cylinder A2, and a force transmission cable slot A is defined on the side of the telescopic damping cylinder A2 for the passage of a force transmission cable A31. The right lifting support assembly includes a right lifting platform 4 and a telescopic damping cylinder B5 mounted on the right lifting platform 4. A damping device B6 is mounted inside the telescopic damping cylinder B5, and a force transmission cable slot B is defined on the side of the telescopic damping cylinder B5 for the passage of a force transmission cable B61. Both damping devices A3 and B6 utilize hydraulic or electromagnetic dampers to provide tensile damping force for the force transmission cables. Damping devices A3 and B6 can utilize dampers similar to those used in suspension cables or cable-stayed cables on large bridges (such as suspension bridges, cable-stayed bridges, and beam bridges). For example, the Sutong Yangtze River Bridge utilizes Taylor Devices dampers. If both damping devices A3 and B6 use hydraulic dampers to provide tensile damping for the force transmission cable, Taylor Devices' 10MW dampers and ACE Controls' hydraulic buffers can be used. The ultra-high-power dampers in these two categories can be used in aerospace applications and provide tensile damping for the force transmission cable. If both damping devices A3 and B6 use electromagnetic dampers to provide tensile damping for the force transmission cable, the ultra-high-power Sinamics SL150 can be used.

[0047] In some embodiments, a damping device A3 is taken as an example for a simple structural illustration. In this embodiment, the damping device A3 includes a force transmission cable retracting and releasing drum and a rotary damper that provides damping force for the force transmission cable retracting and releasing drum. The force transmission cable retracting and releasing drum retracts and releases the force transmission cable A31. When an aircraft (such as an airplane) collides with the arresting net 7, the force transmission cable A31 receives tension. The rotary damper provides damping force for the force transmission cable A31, so that when the aircraft collides with the net, it is pulled and supported by the elastic and soft damping force to stop the arresting net 7, thereby realizing the arresting effect of the aircraft hitting the net, and the aircraft is stopped under the action of the damping device A3.

[0048] In some embodiments, the telescopic damping cylinder A2 is telescopically mounted on the left lifting platform 1 (i.e., the telescopic damping cylinder A2 can telescope and move within the left lifting platform 1). The left lifting platform 1 has an internal lifting cylinder cavity A that cooperates with the telescopic damping cylinder A2. A hydraulic lifting power device A is mounted at the bottom of the lifting cylinder cavity A of the left lifting platform 1 for driving the telescopic damping cylinder A2 to telescope and move within the lifting cylinder cavity A. The hydraulic lifting power device A drives the telescopic damping cylinder A2 to move up and down within the lifting cylinder cavity A via a hydraulic rod. The telescopic damping cylinder B5 is telescopically mounted on the right lifting platform 4 (i.e., the telescopic damping cylinder B5 can telescope and move within the right lifting platform 4). The right lifting platform 4 has an internal lifting cylinder cavity B that cooperates with the telescopic damping cylinder B5. A hydraulic lifting power device B is mounted at the bottom of the lifting cylinder cavity B of the right lifting platform 4 for driving the telescopic damping cylinder B5 to telescope and move within the right lifting platform 4. The hydraulic lifting power device B drives the telescopic damping cylinder B5 to move up and down within the lifting cylinder cavity B via a hydraulic rod.

[0049] In some embodiments, the end area of ​​the airport runway is respectively constructed with anti-overturning foundation holes 9 corresponding to the left lifting platform 1 and the right lifting platform 4, such as Figure 1 、 Figure 2 As shown, an anti-overturning foundation hole 9 is drilled downwards on the airport ground 10 at the left end of the airport runway. The left lifting platform 1 is correspondingly constructed in the anti-overturning foundation hole 9 and reinforced with concrete, so that the left lifting platform 1 is fastened and anchored to the lower part of the airport ground 10 at the left end of the airport runway. An anti-overturning foundation hole 9 is drilled downwards on the airport ground 10 at the right end of the airport runway. The right lifting platform 4 is correspondingly constructed in the anti-overturning foundation hole 9 and reinforced with concrete, so that the right lifting platform 4 is fastened and anchored to the lower part of the airport ground 10 at the left end of the airport runway. Figure 2As shown, a storage cabin A11 is provided on the top of the left lifting platform 1 (the storage cabin A11 has a door, and the door can be opened to store the stored arresting net 7 or connection installation tools), and a storage box A21 is provided on the top of the telescopic damping cylinder A2. When the metal lock buckle 8 connecting the force transmission cable A31 and the arresting net 7 is unlocked, the force transmission cable A31, each force transmission support cable A and each lock core buckle body can be placed in the storage box A21. The storage box A21 has a box door (there is a force transmission cable gap under the box door). After the force transmission cable A31, each force transmission support cable A and each lock core buckle body are placed in the storage box A21, the box door is closed and locked. A storage cabin B41 is provided on the top of the right lifting platform 4 (the storage cabin A21 has a door, and the door can be opened to store the stored arresting net 7 or connection installation tools), and a storage box B51 is provided on the top of the telescopic damping cylinder B5. When the metal lock buckle 8 connecting the force transmission cable B61 and the arresting net 7 is unlocked, the force transmission cable B61, each force transmission support cable B and each lock core buckle body can be placed in the storage box B51. The storage box B51 has a box door (there is a force transmission cable gap under the box door). After the force transmission cable B61, each force transmission support cable B and each lock core buckle body are placed in the storage box B51, the box door is closed and locked.

[0050] If the runway has the conditions to construct a crush absorption system at the end of the runway, this embodiment will construct an arresting buffer zone at the end of the runway (the arresting buffer zone is used to construct the crush absorption system). If not, the crush absorption system can be omitted. The left and right lifting strut assemblies are arranged parallel to each other at the front end of the arresting buffer zone. The crush absorption system is constructed on the arresting buffer zone and consists of a plurality of crush absorption blocks. The crush energy absorption system can adopt the applicant's name of ultra-light low-strength foam glass, its preparation method and the barrier system composed of it, and the patent number ZL2023112199833, which is composed of ultra-light low-strength foam glass. The crush energy absorption blocks composed of a paving surface layer, a waterproof bonding layer, an ultra-light low-strength foam glass layer, an adhesive layer and a protective layer are arranged in sequence, and several crush energy absorption blocks are arranged in sequence in the barrier buffer area. The several crush energy absorption blocks can be arranged from low to high from the front end to the rear end of the barrier buffer area.

[0051] like Figure 4 As shown, the airport aircraft emergency arresting system of this embodiment also includes an arresting control system, which includes a data acquisition module, an arresting calculation module, and an arresting control execution module. The data acquisition module is used to collect airport runway-related data and aircraft real-time data. The airport runway-related data includes the runway surface friction coefficient, the runway air resistance coefficient, and the runway air density. The aircraft real-time data includes the aircraft mass, the aircraft frontal area, and the aircraft movement speed. The arresting calculation module is used to calculate the arresting damping force and transmit it to the arresting control execution module. The arresting calculation module calculates the arresting damping force according to the following formula : ,in is the runway surface friction coefficient, is the aircraft mass, is the acceleration due to gravity, is the runway air resistance coefficient, is the runway air density; is the frontal area of ​​the aircraft, is the speed at which the aircraft reaches the arresting net, is the action time of the arresting net. The arresting control execution module is connected to damping device A3 and damping device B6, and controls damping devices A3 and B6 to output the corresponding arresting damping force. The present invention can install tension sensors on force transmission cables A31 and B61 to detect the tension in force transmission cables A31 and B61, facilitating accurate determination of the tension in force transmission cables A31 and B61 (which can objectively reflect the arresting damping force).

[0052] like Figure 5 As shown, an arresting method of an airport aircraft emergency arresting system includes:

[0053] S1. Construct several emergency arresting devices in parallel at the end of the airport runway. Install arresting nets 7 on the left and right lifting strut assemblies of the emergency arresting devices. Obtain airport runway-related data and real-time aircraft data.

[0054] S2. If an aircraft landing risk is detected or an aircraft sends an emergency instruction indicating an aircraft landing risk and an arresting force is required, the arresting calculation module calculates the arresting damping force according to the following formula: :

[0055] ,in is the runway surface friction coefficient, is the aircraft mass, is the acceleration due to gravity, is the runway air resistance coefficient, is the runway air density; is the frontal area of ​​the aircraft, is the speed at which the aircraft reaches the arresting net, is the action time of the barrier net. The barrier calculation module also constructs the following conditional constraints:

[0056] , ;

[0057] In some embodiments, the arresting calculation module in method S2 obtains the arresting damping force at time t according to the following formula: , and construct the arresting damping force time curve;

[0058] , The current time of the aircraft speed, The time before the aircraft The airport runway area is equipped with radar speed guns, and the aircraft is equipped with ADS-B equipment. and Derived from radar speed guns and / or ADS-B equipment. is the arresting damping force at time t , the arresting damping force time curve can be constructed by continuously calculating the arresting damping force according to time t. A distance sensor for detecting the approach of an aircraft is set at the end area of ​​the airport runway. Select the aircraft speed at the current time t when the distance sensor detects that the aircraft distance is reduced to the threshold distance, then the arresting damping force Arresting damping force when the distance sensor detects that the aircraft distance has decreased to the threshold distance .

[0059] S3, the arresting control execution module controls the damping device A3 and the damping device B6 to output the arresting damping force respectively. .

[0060] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An airport aircraft emergency arresting system, including an airport runway, characterized by: The utility model also includes a left lifting strut assembly, a right lifting strut assembly and an arresting net (7), wherein the left lifting strut assembly and the right lifting strut assembly are arranged in parallel in the end area of ​​the airport runway. A damping device A (3) and a force transmission cable A (31) correspondingly connected to the damping device A (3) are installed inside the left lifting strut assembly, and a damping device B (6) and a force transmission cable B (61) correspondingly connected to the damping device B (6) are installed inside the right lifting strut assembly. The left side of the arresting net (7) is connected and fixed to the force transmission cable A (31) by a metal lock buckle (8), and the right side of the arresting net (7) is connected and fixed to the force transmission cable B (61) by a metal lock buckle (8).

2. The airport aircraft emergency arresting system according to claim 1, characterized in that: The barrier net (7) comprises an interwoven mesh body (73) and a reinforcing edge of a reinforcing structure located at the edge of the interwoven mesh body (73); the interwoven mesh body (73) is formed by mesh ropes interwoven horizontally and vertically or by mesh ropes interwoven obliquely; the mesh ropes are made of high-strength polymer fiber material; and the interwoven mesh body (73) is interwoven and fixed on the reinforcing edge.

3. The airport aircraft emergency arresting system according to claim 2, characterized in that: The interior of the reinforced edge is composed of a mesh rope, and the reinforced edge is compositely coated with a tear-resistant edge composite layer on the outside of the mesh rope, and the tear-resistant edge composite layer is composed of an aramid fabric matrix and a polyurethane wear-resistant coating composite inside and outside; the reinforced edge located on the left side of the barrier net (7) is the left edge (71), and the left edge (71) is connected and fixed to the force transmission cable A (31) through a metal lock buckle (8); the reinforced edge located on the right side of the barrier net (7) is the right edge (72), and the right edge (72) is connected and fixed to the force transmission cable B (61) through a metal lock buckle (8).

4. The airport aircraft emergency arresting system according to claim 1, characterized in that: The left lifting support assembly comprises a left lifting platform (1) and a telescopic damping cylinder A (2) mounted on the left lifting platform (1), the damping device A (3) being mounted inside the telescopic damping cylinder A (2), and a force transmission cable groove A for a force transmission cable A (31) passing through is provided on the side of the telescopic damping cylinder A (2); the right lifting support assembly comprises a right lifting platform (4) and a telescopic damping cylinder B (5) mounted on the right lifting platform (4), the damping device B (6) being mounted inside the telescopic damping cylinder B (5), and a force transmission cable groove B for a force transmission cable B (61) passing through is provided on the side of the telescopic damping cylinder B (5); the damping device A (3) and the damping device B (6) both adopt a hydraulic damper or an electromagnetic damper for providing tensile damping force for the force transmission cable.

5. An airport aircraft emergency arresting system according to claim 4, characterized in that: The telescopic damping cylinder A (2) is telescopically mounted on the left lifting platform (1), and the left lifting platform (1) has a lifting cylinder cavity A that matches the telescopic damping cylinder A (2). The bottom of the lifting cylinder cavity A of the left lifting platform (1) is equipped with a hydraulic lifting power device A for driving the telescopic damping cylinder A (2) to move telescopically on the left lifting platform (1); the telescopic damping cylinder B (5) is telescopically mounted on the right lifting platform (4), and the right lifting platform (4) has a lifting cylinder cavity B that matches the telescopic damping cylinder B (5). The bottom of the lifting cylinder cavity B of the right lifting platform (4) is equipped with a hydraulic lifting power device B for driving the telescopic damping cylinder B (5) to move telescopically on the right lifting platform (4).

6. An airport aircraft emergency arresting system according to claim 4 or 5, characterized in that: The terminal area of ​​the airport runway is respectively constructed with anti-overturning foundation holes (9) corresponding to the left lifting platform (1) and the right lifting platform (4); the top of the left lifting platform (1) is provided with a storage cabin A (11), and the top of the telescopic damping cylinder A (2) is provided with a storage box A (21); the top of the right lifting platform (4) is provided with a storage cabin B (41), and the top of the telescopic damping cylinder B (5) is provided with a storage box B (51).

7. The airport aircraft emergency arresting system according to claim 1, characterized in that: An arresting buffer area is constructed at the end of the airport runway, and the left lifting strut assembly and the right lifting strut assembly are arranged in parallel left and right at the front end area of ​​the arresting buffer area. A crush energy absorption system composed of a plurality of crush energy absorption blocks is constructed on the arresting buffer area.

8. An airport aircraft emergency arresting system according to claim 1 or 4, characterized in that: The invention also includes an arresting control system, which includes a data acquisition module, an arresting calculation module and an arresting control execution module. The data acquisition module is used to collect airport runway related data and aircraft real-time data. The airport runway related data includes the runway surface friction coefficient, the runway air resistance coefficient and the runway air density. The aircraft real-time data includes the aircraft mass, the aircraft frontal area and the aircraft movement speed. The arresting calculation module is used to calculate the arresting damping force and transmit it to the arresting control execution module. The arresting control execution module is connected to the damping device A (3) and the damping device B (6). The arresting control execution module controls the damping device A (3) and the damping device B (6) to output the arresting damping force respectively.

9. An arresting method using the airport aircraft emergency arresting system of claim 8, characterized in that: The methods include: S1. Constructing a plurality of emergency arresting devices in parallel at the end area of ​​the airport runway, and installing arresting nets (7) on the left and right lifting strut assemblies of the emergency arresting devices; obtaining airport runway-related data and real-time aircraft data; S2. If an aircraft landing risk is detected or an aircraft sends an emergency instruction indicating an aircraft landing risk and an arresting force is required, the arresting calculation module calculates the arresting damping force according to the following formula: : ,in is the runway surface friction coefficient, is the aircraft mass, is the acceleration due to gravity, is the runway air resistance coefficient, is the runway air density; is the frontal area of ​​the aircraft, is the speed at which the aircraft reaches the arresting net, The action time of the arresting net; The blocking calculation module also constructs the following conditional constraints: ， ； S3, the arresting control execution module controls the damping device A (3) and the damping device B (6), which respectively output the arresting damping force. .

10. A method of arresting according to claim 9, characterized in that: In method S2, the arresting calculation module obtains the arresting damping force at time t according to the following formula: , and construct the arresting damping force time curve; , The current time of the aircraft speed, The time before the aircraft The airport runway area is equipped with a radar speed gun, and the aircraft is equipped with ADS-B equipment. and Derived from radar speed guns and / or ADS-B equipment; A distance sensor for detecting approaching aircraft is provided at the end of the airport runway. Select the aircraft speed at the current time t when the distance sensor detects that the aircraft distance is reduced to the threshold distance, then the arresting damping force Arresting damping force when the distance sensor detects that the aircraft distance has decreased to the threshold distance .

Images