Parachutes, safety devices, and flying vehicles equipped with safety devices

Abstract

To provide a parachute which can be deployed more quickly than conventional ones, a safety device including the parachute and a flying body including the safety device.SOLUTION: A canopy 40 of a parachute has a substantially hemispherical shape including a first impact cushioning part 40A, a second impact cushioning part 40B and a shape holding part 40C, and includes a vent hole 40a which is formed at a top part and a canopy skirt part 40b which constitutes an opening. The first impact cushioning part 40A and the second impact cushioning part 40B are formed in a state where a plurality of base fabric pieces are arranged such that a center line L connecting an apex P and a geometric center position of each base fabric piece intersects an extension direction of warp and weft of the base fabric pieces. The second impact cushioning part 40B is less likely to stretch the first impact cushioning part 40A, and is more likely to stretch in a direction along the center line L than the shape holding part 40C that is relatively unlikely to stretch.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a parachute, a safety device, and a flying vehicle equipped with a safety device. [Background technology]

[0002] In recent years, advances in autonomous control and flight control technologies have accelerated the industrial use of drones, which are aircraft equipped with multiple rotors. Such aircraft are expected to expand globally in the future.

[0003] On the other hand, the risk of flying objects falling as described above is considered dangerous, and this is hindering the widespread use of such flying objects. Therefore, in order to reduce the risk of flying objects falling, parachute deployment devices are being commercialized as safety devices. Conventional parachutes used in such parachute deployment devices include parachutes with rims having a "low" air permeability, a central portion having a "high" air permeability, and a top portion having an air permeability "intermediate" between that of the rim and the central portion (see Patent Document 1 below). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-240532 DISCLOSURE OF THE INVENTION [Problem to be solved by the invention]

[0005] In the parachute of Patent Document 1, air easily passes through the center of the umbrella, so when the parachute is folded in its initial state, it is somewhat difficult to deploy the top portion, and it is expected that it will take some time from the start of deployment until it is fully deployed to the top portion. Therefore, it is presumed that it is not very suitable for use in situations where it is necessary to minimize altitude loss (at relatively low altitudes). In particular, in safety devices for aircraft such as drones, it may be necessary to use a parachute in situations where it is necessary to minimize altitude loss (at relatively low altitudes), so it is thought that the parachute of Patent Document 1 would be difficult to adopt.

[0006] The present invention has been made in consideration of these circumstances, and aims to provide a parachute that can be deployed more quickly than conventional ones, a safety device equipped with such a parachute, and an aircraft equipped with such a safety device. [Means for solving the problem]

[0007] (1) The present invention provides a parachute comprising a canopy body formed using a plurality of base fabrics woven by combining warp and weft yarns, the canopy body having a crown and an umbrella rim, the canopy body comprising an impact buffering section that buffers the impact when the parachute is deployed, and a shape retaining section that maintains the deployed shape of the parachute after deployment, the impact buffering section being an umbrella-shaped section extending from the crown to a midpoint between the crown and the umbrella rim of the canopy body, and being formed by joining the sides of a plurality of roughly trapezoidal base fabrics for the impact buffering section (hereinafter referred to as impact buffering base fabrics) in the circumferential direction, and the crown The shock absorbing portion base fabrics are formed in a state in which each of the shock absorbing portion base fabrics is arranged so that a line (hereinafter referred to as a center line) connecting the vertex and the geometric center position of each of the shock absorbing portion base fabrics intersects with the extending direction of the warp and weft of each of the shock absorbing portion base fabrics, and the shape maintaining portion is formed by connecting the sides of a plurality of substantially trapezoidal base fabrics for the shape maintaining portion (hereinafter referred to as a shape maintaining portion base fabric) in the circumferential direction to form from the midway position of the umbrella body to the umbrella edge portion, and one end portion is connected to the edge portion of the shock absorbing portion, and has lower elasticity than the shock absorbing portion. The shape-retaining portion is formed by selecting either the warp or the weft for each of the shape-retaining portion base fabrics and arranging each of the shape-retaining portion base fabrics so that the extending direction of the selected warp or weft is parallel to the center line. It is characterized by the following.

[0009] ( 2 ) (1) above of In the parachute, the impact buffering portion includes a first member that forms an umbrella shape from the top of the head to a portion connected to the shape maintaining portion (hereinafter, the connecting portion) to a midpoint (hereinafter, the impact buffering portion midpoint), and a first member that has one end connected to an edge of the first member and forms the impact buffering portion from the midpoint to the connecting portion. R It is preferable that the device further comprises a second member, and that a resin layer is provided on at least one of the front and back surfaces of the second member.

[0010] ( 3 ) the above( 2 In the parachute of item (1), the area ratio of the first member to the second member is preferably 10 to 30(%):70 to 90(%).

[0011] ( 4 ) above (1)~( 3 In the parachute of the above, when the center line and the extending direction of the warp or weft threads are aligned, the angle of intersection in the impact buffering section is preferably 30° to 60°, assuming that the angle of intersection is 0°.

[0012] ( 5 The safety device of the present invention comprises a container having an opening, a deployable object housed inside the container, and an ejection device provided inside the container and ejecting the deployable object outside the container, Any one of the above (1) to (4) The parachute is characterized in that it is the parachute described in .

[0013] ( 6 ) the above( 5 ) The safety device is preferably attachable to the aircraft and further includes an abnormality detection device capable of detecting abnormalities in the aircraft or the surrounding environment, and the abnormality detection device preferably activates the ejection device when it detects the abnormality.

[0014] ( 7 ) the above( 5 ) It is preferable that the safety device further includes a flight control unit that stops a propulsion device provided on the aircraft when the abnormality detection device detects the abnormality.

[0015] ( 8 ) the above (5)~(7) In the safety device, it is preferable that the launching device is a retractable launching device that launches the parachute connected to another projectile by first launching the other projectile and then pulling the parachute out of the container.

[0016] ( 9 ) the above( 8 ) safety devices, the above (1) to ( 4It is preferable that a pilot chute having the same configuration as the parachute of the first embodiment is connected to the parachute, and that the ejection device ejects the pilot chute to pull the parachute out of the container.

[0017] ( 10 The aircraft of the present invention comprises a fuselage and the above-mentioned (5)~(9) and one or more propulsion mechanisms coupled to the vehicle body to propel the vehicle body. [Effects of the Invention]

[0018] According to the present invention, it is possible to provide a parachute that can be deployed more quickly than conventional ones, a safety device equipped with the parachute, and an aircraft equipped with the safety device. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a schematic cross-sectional view of a safety device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a side view of an aircraft equipped with the safety device of FIG. 1. [Figure 3] FIG. 2 is a perspective view showing the state of the parachute after deployment in the safety device of FIG. 1. [Figure 4] FIG. 2 is a schematic development view of a parachute in the safety device of FIG. 1. [Figure 5] FIG. 2 is a block diagram showing the functional configuration of the safety device of FIG. 1. [Figure 6] FIG. 10 is a side view of an aircraft equipped with a safety device including a modified ejection device. [Figure 7] FIG. 10 is a side view of an aircraft equipped with a safety device including a modified ejection device. [Figure 8] FIG. 10 is a schematic cross-sectional view of a safety device including a modified ejection device. DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, a safety device according to an embodiment of the present invention will be described with reference to the drawings. In the following embodiments and modifications thereof, a case will be described in which a parachute is used as an example of a deployable object in the safety device. Parachutes that can be used in this embodiment include, for example, "FLAT CIRCULAR", "CONICAL", "BICONICAL", "TRICONICAL", "EXTENDED SKIRT", "HEMISPHERICAL", "GUIDE SURFACE", "ANNULAR", "CROSS", "FLAT RIBBON", "CONICAL RIBBON", "RIBBON", "RINGSLOT", "RING SAIL", "DISC-GAP-BAND", "ROTAFOIL", "VORTEX RING", and "SANDIA RFD". Examples include "RFD", "PARACOMMANDER", "PARAWING", "PARAFOIL", "SAILWING", "VOLPLANE", and "BALLUTE".

[0021] As shown in FIG. 1 , a safety device 100 according to this embodiment includes a parachute 10, a cylindrical container 11 with a bottom that houses the parachute 10, and a launcher 20 that is provided within the container 11 and launches the parachute 10 out of the container 11. The launcher 20 includes a gas generator 21 having a cup-shaped case that houses an ignition charge (not shown), and a piston 24 that has a recess 22 and a piston head 23 that is integrally formed with the recess 22. The parachute 10 (canopy 40, described below) is placed in a folded state on the piston head 23. Before activation, the safety device 100 is connected to the interior of the container 11 via a line 50 and a bridle line 70, both described below. The line 50 is folded and stored within the container 11 so as not to interfere with the movement of the piston 24 during activation. The open end of the container 11 is initially closed by a lid 12, which is detached from the open end when the parachute 10 is pushed out.

[0022] 2 illustrates a safety device 100 and an aircraft 30 to which the safety device 100 is applied. The aircraft 30 includes a body 31, the safety device 100 provided on the upper part of the aircraft 31, one or more propulsion mechanisms (e.g., propellers) 32 coupled to the aircraft 31 and propelling the aircraft 31, and a plurality of legs 33 provided on the lower part of the aircraft 31. The aircraft 30 according to this embodiment is not limited to unmanned or manned aircraft such as drones, but also includes aircraft such as passenger planes and helicopters.

[0023] In this configuration, when an abnormality is detected by the abnormality detection device 200 (described later), the piston 24 is propelled by gas pressure generated by the ignition of the gas generator 21. This allows the parachute 10 to be directly pushed out and deployed by the propulsive force of the piston 24. Therefore, the deployed parachute 10 shown in FIG. 3 is capable of suspending the flying vehicle 30 (not shown in FIG. 3) via the line 50 and the bridle line 70. Although the lower end of the bridle line 70 is not shown in FIG. 3, the lower end of the bridle line 70 is connected to the inside of the container 11.

[0024] As shown in FIG. 3, the parachute 10 includes a canopy 40, a plurality of lines 50, and a bridle line 70 to which one end of each line 50 is connected.

[0025] As shown in Figures 3 and 4, the umbrella body 40 is substantially hemispherical and includes a first impact buffering portion 40A (first member), a second impact buffering portion 40B (second member), and a shape-retaining portion 40C. The umbrella body 40 has a ventilation hole 40a formed at the top and an umbrella edge portion 40b that forms an opening. A plurality of lines 50 are connected to the umbrella edge portion 40b. The lines 50 are cord-like connecting members, one end of which is connected to the umbrella edge portion 40b and the other end of which is connected to the bridle line 70.

[0026] The first impact buffer 40A is an umbrella-shaped portion extending from the top of the umbrella body 40 to a midpoint between the umbrella rim 40b (connection 44 between the first impact buffer 40A and the second impact buffer 40B), and is formed by joining the sides of multiple trapezoidal base fabrics 41 together along the circumferential direction, for example by sewing. The base fabric 41 is woven from warp threads 41a (also called warp threads) and weft threads 41b (also called woof threads). Note that in FIG. 4, the warp threads 41a and weft threads 41b are shown schematically to make it easier to understand the extending directions of the warp threads 41a and weft threads 41b of the base fabric 41. Similarly, warp threads 42a, 43a and weft threads 42b, 43b are shown schematically in base fabrics 42 and 43, which will be described later.

[0027] As shown in FIG. 4, the first impact-absorbing portion 40A is formed by arranging a plurality of base cloths 41 (ten in this embodiment) so that a line (e.g., center line L in FIG. 4 ) connecting the vertex P of the canopy 40 and the geometric center position of each base cloth 41 (located on the axis of symmetry of the base cloth 41) intersects with the extending direction of the warp threads 41a and weft threads 41b of the base cloth 41 in a plan view (here, on the plane of the paper in FIG. 4 ). The angle at which the center line L intersects with the warp threads 41a or weft threads 41b is preferably 30° to 60°, and more preferably 45°, assuming that the angle of intersection between the center line L and the extending direction of the warp threads 41a or weft threads 41b is 0°. Therefore, the first impact-absorbing portion 40A is relatively flexible in the direction along the center line L (e.g., easily deforms in the direction along the center line L). This allows the first impact-absorbing portion 40A to absorb and suppress the impact when the parachute 10 deploys.

[0028] It is obvious that the geometric center position of the base cloth 41 is on the center line L formed by connecting the vertex P of the top of the umbrella body 40 and the axis of symmetry of the base cloth 41, so although this is not shown here, the geometric center position of the base cloth 41 can be determined using various conventional methods (including those determined by calculation using computer software), and then the center line L can be obtained by forming a line segment connecting the vertex P of the top of the umbrella body 40 and the geometric center position of the base cloth 41.

[0029] The second shock-absorbing portion 40B is a portion that forms from the connecting portion 44 to the connecting portion 45 between the second shock-absorbing portion 40B and the shape-retaining portion 40C, and is formed by joining together, for example by sewing, the sides of a plurality of trapezoidal base fabrics 42. Here, the base fabric 42 is formed by weaving together warp threads 42a and weft threads 42b, which are raw yarns.

[0030] As shown in FIG. 4, the second impact-absorbing portion 40B is formed by arranging a plurality of base cloths 42 (ten in this embodiment) so that a line (e.g., center line L in FIG. 4) connecting the vertex P of the umbrella body 40 and the geometric center position of each base cloth 42 (located on the axis of symmetry of the base cloth 42) intersects with the direction in which the warp threads 42a and weft threads 42b of the base cloth 42 extend. The angle at which the center line L intersects with the warp threads 42a or weft threads 42b is preferably 30° to 60°, and more preferably 45°, assuming that the angle of intersection between the center line L and the direction in which the warp threads 42a or weft threads 42b extend is 0°. A resin layer (50 μm to 550 μm thick) is provided on at least one of the front and back surfaces of the second impact-absorbing portion 40B so as to fill the mesh formed by the warp threads 42a and weft threads 42b. The resin layer can be a reaction product of aliphatic PES (Poly(ethylene succinate)) / PET polyol and HDI isocyanurate trimer. This reaction product is a cross-linked copolymer of polyester and polyurethane. The resin layer may also be made of polyether, polysiloxane, polyamide, polyester, polyolefin, polyurethane, polyurea, etc.

[0031] Therefore, although the second impact buffering portion 40B is less stretchable and has lower air permeability than the first impact buffering portion 40A, it is more stretchable in the direction along the center line L than the shape-retaining portion 40C described below. This makes it possible to mitigate the impact caused by deformation of the first impact buffering portion 40A when the parachute 10 is deployed, and to make it less likely to be transmitted to the shape-retaining portion 40C. Here, the area ratio of the first impact buffering portion 40A (first member) to the second impact buffering portion 40B (second member) is preferably 10-30(%):70-90(%).

[0032] The shape-retaining portion 40C has one end connected to the edge (connection portion 45) of the second shock-absorbing portion 40B, and forms the portion from the connection portion 45 to the umbrella edge portion 40b by joining the sides of multiple pieces of substantially trapezoidal base fabric 43 in the circumferential direction. Here, the base fabric 43 is woven from warp threads 43a and weft threads 43b, which are raw yarns.

[0033] The shape-retaining portion 40C uses members selected as follows. That is, when either one of the warp threads 43a or the weft threads 43b of the base fabric 43 is selected, and when the warp threads 43a are selected, the base fabric 43 is formed in a state where it is arranged such that, assuming that the intersection angle between the center line L and the extending direction of the warp threads 43a is 0°, the angle between the extending direction of the selected warp threads 43a and the center line L is 0° to 30° (preferably 0°). On the other hand, when the weft threads 43b are selected, the base fabric 43 is formed in a state where it is arranged such that the angle between the extending direction of the weft threads 43b and the center line L is 60° to 90° (preferably 90°). The base fabric 43 is formed in a state where it is arranged such that the angle between the extending direction of the weft threads 43b and the center line L is 60° to 90° (preferably 90°). Furthermore, when the extension direction of the selected warp threads 43a or weft threads 43b (warp threads 43a in this embodiment) is parallel to the center line L (when the angle between the extension direction of the warp threads 43a and the center line L is 0°, or when the angle between the extension direction of the weft threads 43b and the center line L is 90°), the base fabric 43 of the shape-retaining portion 40C is less stretchable in the direction along the center line L (less likely to deform in the direction along the center line L) than the first impact-absorbing portion 40A and the second impact-absorbing portion 40B. Therefore, the shape of the shape-retaining portion 40C after the parachute 10 is deployed is more satisfactorily maintained than the first impact-absorbing portion 40A and the second impact-absorbing portion 40B.

[0034] Here, the respective base fabrics satisfy the relationship of air permeability of base fabric 41 > air permeability of base fabric 42 = air permeability of base fabric 43. Also, in the umbrella body 40, the relationship of air permeability of first impact buffering section 40A > air permeability of shape-retaining section 40C > air permeability of second impact buffering section 40B is satisfied. Here, as an example, the air permeability of base fabric 41 is 70 to 500 (ft 3 / min / ft 2 ), and the air permeability of the base fabric 42 is 0 to 50 (ft 3 / min / ft 2 ), and the air permeability of the base fabric 43 is 0 to 50 (ft 3 / min / ft 2 ) is preferable. The air permeability of the first shock absorbing portion 40A is 80 to 120 (ft 3 / min / ft 2 ), and the air permeability of the second shock absorbing portion 40B is 0 to 3 (ft 3 / min / ft 2 ), and the air permeability of the shape-retaining portion 40C is 0 to 3 (ft 3 / min / ft 2 The air permeability here is measured based on ASTM D737 (standard test method for air permeability of textile fabrics).

[0035] The raw yarn material for the base fabrics 41, 42, and 43 may be, for example, polyamides such as nylon 66, nylon 46, nylon 6, and aramid; polyesters such as polyethylene terephthalate; and polyolefins such as polyethylene and polypropylene. The raw yarn thickness for the base fabrics 41, 42, and 43 is preferably 30 denier to 1260 denier (for example, 40 denier, 50 denier, 70 denier, 100 denier, 210 denier, 420 denier, 840 denier, 1050 denier, or 1260 denier), with a thread count of 20 to 150 threads per inch (the number of threads in the warp and weft may be different). The breaking strength of the base fabrics 41, 42, and 43 is preferably 40 to 1100 pounds per 3 / 4 inch. Here, for example, the breaking strength of the base fabrics 41, 42, and 43 is 42 pounds / (3 / 4 inch) for the base fabric 41 and 45 pounds / (3 / 4 inch) for the base fabrics 42 and 43.

[0036] The reinforcing tape 46 is a member for reinforcing the connection portion 45, and can further reduce the impact caused by deformation of the first impact-absorbing portion 40A when the parachute 10 is deployed, making it less likely that the impact will be transmitted to the shape-retaining portion 40C.

[0037] The safety device 100 also includes an abnormality detection device 200 (not shown in FIG. 2) that includes an acceleration sensor and the like that detects abnormalities in the flying object 30.

[0038] Here, we will explain the functional configuration of the abnormality detection device 200. As shown in Fig. 5, the abnormality detection device 200 includes a sensor (detection unit) 210 and a control unit (a computer having a CPU, ROM, RAM, etc.) 220, and is electrically connected to an igniter in the gas generator 21 of the injection device 20, a memory unit 201, a flight control unit 202, and an alarm unit 203.

[0039] The sensor 210 detects the flight status (including collisions, crashes, etc.) of the flying object 30. Specifically, the sensor 210 is a sensor selected from one or more of an acceleration sensor, a gyro sensor, a barometric pressure sensor, a laser sensor, an infrared sensor, a monocular / compound vision sensor, an ultrasonic sensor, a voltmeter, a fuel gauge, etc., and can acquire data on the flight status of the flying object 30, such as the speed, acceleration, angular acceleration, inclination, altitude, position, and obstacles that may hinder the flight of the flying object 30, data on the surrounding environment (obstacles, topography, shape of buildings, etc.), data on the amount of power supply, amount of fuel, etc.

[0040] The control unit 220 has, as its functional configuration, an abnormality detection unit 221, a calculation unit 222, and a notification unit 223. The abnormality detection unit 221, the calculation unit 222, and the notification unit 223 are functionally realized by the control unit 220 executing a predetermined program.

[0041] The anomaly detection unit 221 not only detects abnormal conditions related to the surrounding environment based on information received from the sensor 210, but also detects the flight status of the aircraft 30 (whether an abnormal condition such as a fall has occurred during flight). In other words, the anomaly detection unit 221 detects whether the sensor 210 and the aircraft 30 are operating normally. For example, the anomaly detection unit 221 can detect an emergency situation for personnel inside the aircraft 30, a fatal malfunction of equipment inside the aircraft 30, the aircraft 30's power supply being below a predetermined value, the aircraft 30's fuel amount being below a predetermined value, the aircraft 30's acceleration or angular velocity being above or below a predetermined value, the aircraft 30's attitude angle being above a predetermined value, and the aircraft 30's descent speed being above a predetermined value. Furthermore, when the aircraft 30 is being operated by an operator using a controller, the anomaly detection unit 221 can detect the loss of an operation signal from the controller or the reception of an abnormal signal. Furthermore, the anomaly detection unit 221 can detect the loss of a signal from the controller or the reception of an abnormal signal from a ground station.

[0042] The calculation unit 222 determines whether the flight status of the flying object 30 is abnormal based on each piece of data actually measured and acquired by the sensor 210. Specifically, the calculation unit 222 determines whether there is an abnormality by comparing each piece of data acquired by the sensor 210 with each preset threshold value. The calculation unit 222 also receives obstacle detection signals, distance detection signals, altitude detection signals, etc. from the sensor 210 in real time, and determines whether there is an abnormality based on each of these received signals. The calculation unit 222 also determines whether the flying object 30 is approaching or entering a prohibited area, or deviating from the planned route, based on the position information of the flying object 30.

[0043] Furthermore, when the calculation unit 222 determines that the flight state of the flying object 30 is abnormal, it outputs an abnormality signal (which may include a command signal to start or operate other equipment) to the outside. Note that an abnormality signal output unit may be provided separately from the calculation unit 222, and configured so that this abnormality signal output unit outputs an abnormality signal in response to a command from the calculation unit 222.

[0044] When the abnormality detection unit 221 detects an abnormality in the sensor 210 and the flying object 30, the notification unit 223 notifies a manager or the like that an abnormality has been detected.

[0045] The storage unit 201 can store various data such as data acquired by the sensor 210 and determination data when an abnormality is determined by the calculation unit 222.

[0046] The flight control unit 202 controls the flight attitude of the aircraft 30, and is capable of stopping the propulsion device (motor, etc.) provided in the aircraft 30 if an abnormality is determined by the calculation unit 222.

[0047] The notification unit 203 is capable of notifying the surroundings of an abnormality when an abnormality is determined by the calculation unit 222. For example, the notification unit 203 activates a sound generating device (such as an alarm) and / or a lighting device (such as an LED) to notify the surroundings of the abnormality.

[0048] Next, the operation of the safety device 100 will be described.

[0049] First, if the flying vehicle 30 encounters an abnormal situation during flight, and the abnormality detection unit 221 detects an abnormal state, detects the loss of an operation signal from the controller, or the operator operates the controller to send an abnormality signal to the safety device 100, the abnormality detection unit 221 sends the abnormality signal to the calculation unit 222. Upon receiving the abnormality signal, the calculation unit 222 sends an operation signal to the gas generator 21 of the ejection device 20. The gas generator 21, upon receiving this operation signal, activates the igniter and propels the piston 24 with the generated gas pressure. This propulsion force ejects the canopy 40 of the parachute 10 outside the container 11. Then, the bridle line 70, which is connected to the multiple lines 50 connected to the ejected canopy 40, extends, and the canopy 40 begins to unfold, and air begins to flow into the canopy 40 from the canopy edge 40b. The first impact buffering section 40A buffers and suppresses the impact when the parachute 10 unfolds, while the second impact buffering section 40B absorbs this impact, making it difficult for it to be transmitted to the shape-retaining section 40C, and the shape of the unfolded parachute 10 is maintained by the shape-retaining section 40C. After that, once the lines 50 and bridle lines 70 are fully stretched and taut, i.e., once the lines 50 and bridle lines 70 are under tension, the canopy 40 will be fully opened (see Figure 3).

[0050] According to the above configuration, it is possible to provide a parachute 10 that can be deployed more quickly than conventional ones, a safety device 100 equipped with this parachute 10, and an aircraft 30 equipped with this safety device 100.

[0051] Furthermore, with the above configuration, the first impact buffering section 40A buffers and suppresses the impact when the parachute 10 deploys, while the second impact buffering section 40B reduces this impact, making it less likely to be transmitted to the shape-retaining section 40C, and the shape of the deployed parachute 10 can be maintained by the shape-retaining section 40C. In other words, the opening force of the parachute 10 during deployment can be reduced, and the parachute 10 can have a necessary and sufficient ability to maintain air resistance after deployment.

[0052] Furthermore, since the base fabric 43 constituting the shape-retaining portion 40C is relatively hard to stretch (hard to deform), the shape of the parachute 10 is less likely to collapse after the parachute 10 is deployed. In other words, after the parachute 10 is deployed, the flying object 30 suspended by the parachute 10 is less likely to sway, and is more stable.

[0053] Although the embodiments of the present invention have been described above, they are merely illustrative examples and do not limit the present invention, and the specific configurations and the like can be appropriately modified in design. Furthermore, the actions and effects described in the embodiments of the invention are merely a list of the most preferable actions and effects resulting from the present invention, and the actions and effects of the present invention are not limited to those described in the embodiments of the present invention. For example, the following modifications are also possible.

[0054] In the above embodiment, as shown in Figures 3 and 4, the base fabrics 41, 42, and 43 constituting the first impact buffering section 40A, the second impact buffering section 40B, and the shape-retaining section 40C are arranged so that the positions of the side edges of the base fabrics are aligned in a straight line, but they do not necessarily have to be aligned in a straight line and may be offset.

[0055] Alternatively, instead of the first shock-absorbing portion 40A of the above embodiment, the area of ​​the second shock-absorbing portion 40B may be increased to form an umbrella body consisting of only the second shock-absorbing portion and the shape-retaining portion. In this case, it is preferable to adjust the air permeability of the second shock-absorbing portion to a value between that of the first shock-absorbing portion 40A and that of the second shock-absorbing portion 40B. In other words, it is preferable to form the second shock-absorbing portion using a base fabric whose air permeability is between that of the first shock-absorbing portion 40A and that of the second shock-absorbing portion 40B.

[0056] Alternatively, instead of the second shock-absorbing portion 40B of the above embodiment, the area of ​​the first shock-absorbing portion 40A may be increased, resulting in an umbrella body consisting only of the first shock-absorbing portion and the shape-retaining portion. In this case, the air permeability of the first shock-absorbing portion is preferably adjusted to a value between that of the first shock-absorbing portion 40A and that of the second shock-absorbing portion 40B. In other words, the first shock-absorbing portion is preferably formed using a base fabric whose air permeability is between that of the first shock-absorbing portion 40A and that of the second shock-absorbing portion 40B. Alternatively, a resin layer may be formed on at least one surface of the portion of the first shock-absorbing portion that corresponds to the second shock-absorbing portion of the above embodiment, thereby adjusting the air permeability.

[0057] Furthermore, the base fabric 43 in the above embodiment may be any base fabric as long as it has lower stretchability than the first impact buffering portion 40A and the second impact buffering portion 40B and can maintain its shape after deployment.

[0058] In the above-described embodiment and modified examples, the flying vehicle may be equipped with an airbag device for inflating an airbag. For example, the airbag device may be installed at the bottom of the aircraft when in a normal attitude, facing the main body of the safety device installed at the top of the aircraft when in a normal attitude. In this case, the impact on the flying vehicle when landing on water can be further reduced.

[0059] In the above-described embodiment and modifications, the flying object or safety device may be provided with a float (a swim bladder), which can prevent it from sinking in water when it lands on water.

[0060] In the above-described embodiment and modified examples, if the flying object is capable of carrying a person inside, a shock absorbing member may be used for the seat.

[0061] In the above-described embodiment and modified examples, a gas generator is used as the driving source for the ejection device. However, this is not limited to this. For example, an elastic body type using an elastic body such as a spring, a gas cylinder type using gas pressure trapped in a container, or a chemical reaction type (non-explosive) in which two or more substances are mixed and reacted to generate gas pressure may be used as the driving source. Furthermore, in cases where the opening force is relatively large (for example, when an abnormal condition occurs during flight of the aircraft and a safety device is activated), it is preferable to use a retractable (also called a pulling) ejection device instead of the ejection device of the above-described embodiment and modified examples. Examples of such retractable ejection devices include a system in which a rocket is launched and the parachute is retracted, a system in which an actuator launches a weight and then the parachute is retracted, a system in which an actuator launches a projectile and then the parachute is retracted, and a system in which a pilot chute is first launched and then the pilot chute is retracted.

[0062] Here, we will explain examples of the above-mentioned pull-out type launching device, including a system in which a rocket is launched and the parachute is pulled out, a system in which a weight is launched with an actuator and then the parachute is pulled out, a system in which a projectile is launched with an actuator and then the parachute is pulled out, and a system in which a pilot chute is first launched and then the pilot chute is pulled out. Note that parts with the same last two digits as those in the above embodiment are the same as those explained in the above embodiment unless otherwise specified, and so explanations will be omitted.

[0063] (280: A retractable launcher that launches a rocket and pulls out a parachute) As shown in FIG. 6, launch device 280, which is provided on vehicle body 231 outside safety device 290, includes storage section 281 that stores rocket 282 in an initial state (see FIG. 6(a)), rocket 282 connected to a parachute (not shown) in container 211 of safety device 290 via line 283 (see FIG. 6(b)), and a flight control section (not shown) similar to flight control section 202. Rocket 282 has an explosive or chemical reaction (non-explosive) propulsion section (not shown) at its bottom, and is activated when it receives a launch command signal from the flight control section in the event of an emergency, so that it is launched upward as shown in FIG. 6(b). This allows rocket 282 to be launched in the event of an emergency, and the parachute in container 211 to be pulled out of container 211 and then deployed.

[0064] (The actuator launches a weight and then the parachute is pulled out using the pull-out launcher 380) As shown in FIG. 7, the launching device 380, mounted on the airframe 331 outside the safety device 300, includes a storage section 381 that stores the weight 382 in an initial state (see FIG. 7(a)), the weight 382 connected to a parachute (not shown) in the container 311 of the safety device 300 via a line 383 (see FIG. 6(b)), an actuator 384, and a flight control section (not shown) similar to the flight control section 202. The actuator 384 may be the same as the launching device 20 of the above embodiment, or may be an elastic type using an elastic body such as a spring, a gas cylinder type using gas pressure trapped in a container, or a chemical reaction type (non-explosive) that generates gas pressure by mixing two or more substances and causing a chemical reaction. When the actuator 384 receives a launch command signal from the flight control section in the event of an abnormality, it is activated and can launch the weight 382 upward, as shown in FIG. 7(b). As a result, in the event of an abnormality, weight 382 can be thrown, the parachute inside container 311 can be pulled out to the outside of container 311, and then the parachute can be deployed.

[0065] (An actuator launches the projectile and then pulls out the parachute.) Safety device 500 includes parachutes 456, 457, a cup-shaped container 451 that contains parachutes 456, 457 before deployment, a support column 452 provided on the inner bottom of container 451, three tube sections 453, 454, 455 that have actuators 421, 422, 423 inside and are connected to support column 452, and a flight control section (not shown) similar to flight control section 202. Actuator 421 is provided inside tube section 453, actuator 422 is provided inside tube section 454, and actuator 423 is provided inside tube section 455. Tube sections 453, 454, 455 are arranged to face in different directions, for example, like the ribs of an umbrella.

[0066] Projectile 453a is inserted into tube 453 with a portion of it exposed, and similarly, projectile 454a is inserted into tube 454 with a portion of it exposed, and projectile 455a is inserted into tube 455 with a portion of it exposed. Parachute 456 is connected to projectile 453a by string 458 and to projectile 455a by string 459. Parachute 457 is connected to projectile 455a by string 460 and to projectile 454a by string 461. When actuator 384 receives a launch command signal from the flight control unit in the event of an abnormality, it is driven to launch projectiles 453a, 454a, and 455a in the directions of the arrows in FIG. 8 in the event of an abnormality.

[0067] The above-mentioned actuators 421, 422, 423, support column 452, tube portions 453, 454, 455, projectiles 453a, 454a, 455a, etc. mainly constitute the injection device of this modified example.

[0068] 8 in the event of an emergency, parachutes 456 and 457 inside container 451 can be pulled out of container 451, and then parachutes 456 and 457 can be deployed. Note that only one of parachutes 456 and 457 may be provided.

[0069] (A pull-out type ejection device that pulls out the parachute using a pilot chute) Instead of the weight 382 of the above-described launching device 380 (FIG. 7), a pilot chute (not shown) may be connected to the line 383, and in an abnormal state, the pilot chute may be launched and deployed first, and the parachute (not shown) inside the container 211 may be pulled out and then deployed. Here, the pilot chute may have the same configuration as the parachute 10 of the above-described embodiment.

[0070] Furthermore, in the above embodiment and modified example, the other ends of the line and center cord are described as being connected to the inside of the container, but this is not limited to this, and they may be connected to the outside of the container or the body of the aircraft, for example.

[0071] In addition, although the above-described embodiment and modified examples show examples in which a safety device is attached to an aircraft, the present invention is not limited to this. For example, when dropping cargo from an aircraft onto water, the safety device according to the present invention can be attached to the cargo before it is dropped.

[0072] The shape-retaining portion of the above embodiment may further be provided with a resin layer similar to the resin layer of the second shock-absorbing portion, in which case the air permeability of the first shock-absorbing portion > the air permeability of the shape-retaining portion = the air permeability of the second shock-absorbing portion. [Explanation of symbols]

[0073] 10, 456, 457 Parachute 11, 211, 311, 451 containers 12 Lid 20, 280, 380 injection device 21 Gas Generator 22 recess 23 Piston head 24 pistons 30, 230, 330 flying object 31, 232, 331 aircraft 32, 232, 332 Propulsion mechanism 33, 233, 333 legs 40 umbrella body 40A First shock absorbing part 40B Second shock absorbing part 40C Shape retention part 40a Ventilation hole 40b Umbrella edge 41, 42, 43 Base fabric 41a, 42a, 43a warp threads 41b, 42b, 43b weft 44, 45 Connection 46 Reinforcement tape 50, 283, 383 lines 70 Bridle Line 100, 290, 300, 400 safety equipment 200 Anomaly Detection Device 201 Storage section 202 Flight Control Unit 203 Information Department 210 Sensors 220 Control Unit 221 Abnormality detection unit 222 Arithmetic section 223 Notification Department 281, 381 storage area 282 Rocket 382 Weight 384, 421, 422, 423 Actuators 452 Support column pipe section 453, 454, 455, pipe section 453a, 454a, 455a projectiles 458, 459, 460, 461 String L center line P Vertex

Claims

1. A parachute is formed using a plurality of base fabrics woven by combining warp and weft threads, and is provided with an umbrella body having a crown and an umbrella edge, The canopy includes an impact buffering section that buffers the impact when the parachute is deployed, and a shape retaining section that retains the deployed shape of the parachute after deployment, The impact buffering portion is an umbrella-shaped portion of the canopy body extending from the top to a midpoint between the rim and the umbrella edge, and is formed by joining together the sides of a plurality of substantially trapezoidal base fabrics for the impact buffering portion (hereinafter referred to as impact buffering base fabrics) in the circumferential direction, and the impact buffering base fabrics are arranged such that a line connecting the apex of the top and the geometric center position of each of the impact buffering base fabrics (hereinafter referred to as center line) intersects with the extending direction of the warp and weft of each of the impact buffering base fabrics, The shape-retaining portion is formed by connecting the sides of a plurality of substantially trapezoidal base fabrics for the shape-retaining portion (hereinafter referred to as base fabrics for the shape-retaining portion) in the circumferential direction to form the umbrella body from the midpoint to the umbrella edge portion, and one end is connected to the edge portion of the impact buffering portion, and the shape-retaining portion has lower elasticity than the impact buffering portion, The shape-retaining portion is formed by selecting either the warp or the weft for each of the shape-retaining portion base fabrics, and arranging each of the shape-retaining portion base fabrics so that the extension direction of the selected warp or weft is parallel to the center line. parachute.

2. The shock absorbing portion is a first member that forms an umbrella shape from the top of the head to a portion connected to the shape maintaining portion (hereinafter referred to as a connecting portion) to a midpoint (hereinafter referred to as a shock absorbing portion midpoint); a second member having one end connected to an edge portion of the first member and forming a portion from a midpoint of the shock absorbing portion to the connecting portion; Equipped with 2. The parachute according to claim 1, wherein a resin layer is provided on at least one of the front and back surfaces of the second member.

3. 3. The parachute according to claim 2, wherein the area ratio of the first member to the second member is 10 to 30 (%): 70 to 90 (%).

4. The parachute of any one of claims 1 to 3, characterized in that, when the center line and the extension direction of the warp or weft threads are aligned, the angle of intersection in the impact buffering portion is 30° to 60°, assuming that the angle of intersection is 0°.

5. a container having an opening; a deployable object accommodated inside the container; an ejection device provided in the container and configured to eject the deployable object from the container; Equipped with A safety device, characterized in that the deployable body is a parachute as defined in any one of claims 1 to 4.

6. A safety device that can be attached to an aircraft, Further comprising an abnormality detection device capable of detecting abnormalities in the aircraft or the surrounding environment, 6. The safety device according to claim 5, wherein the abnormality detection device activates the injection device when the abnormality is detected.

7. 7. The safety device according to claim 6, further comprising a flight control unit that stops a propulsion device provided on the aircraft when the abnormality is detected by the abnormality detection device.

8. A safety device described in any one of claims 5 to 7, characterized in that the launching device is a retractable launching device that launches the parachute connected to another projectile by first launching the other projectile and then pulling the parachute out of the container.

9. A pilot chute having the same configuration as the parachute according to any one of claims 1 to 4 is connected to the parachute, 9. The safety device according to claim 8, wherein the ejection device ejects the pilot chute to extract the parachute from the receptacle.

10. The aircraft and The safety device according to any one of claims 5 to 9, which is provided on the aircraft body; and one or more propulsion mechanisms coupled to the airframe for propelling the airframe.

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