Aircraft landing apparatus enabling contactless sliding landing

Abstract

The present invention relates to an aircraft landing apparatus enabling contactless sliding landing, the aircraft landing apparatus comprising: a lower speed-reducing panel that includes a plate-shaped lower panel body and a plurality of lower speed-reducing members each coupled to the upper surface of the lower panel body so as to protrude upward; and an upper speed-reducing panel that includes a plate-shaped upper panel body and a plurality of upper speed-reducing members each coupled to the lower surface of the upper panel body so as to protrude downward, wherein an aircraft passing between the lower speed-reducing panel and the upper speed-reducing panel is slowed down due to friction with the lower speed-reducing members and the upper speed-reducing members, and thus able to land.

Description

Aircraft landing gear that enables non-contact runway landing

[0001] The present invention relates to an aircraft landing device, and more specifically, to an aircraft landing device that enables a non-contact runway landing without a contact runway in which the landing gear moves while in contact with the runway.

[0002] Safety and efficiency during the aircraft landing process are critical considerations in aircraft design and operation. Generally, conventional aircraft land using landing gear, decelerating and coming to a stop while taxiing with the landing gear wheels in contact with the runway. This landing gear serves as an essential device that supports the aircraft's load and assists in deceleration during landing.

[0003] However, structurally, landing gear accounts for a significant portion of the aircraft's weight and requires space within the aircraft to house it. These design factors cause various problems, such as reduced fuel efficiency and limited flight range. Furthermore, potential mechanical failures during landing gear maintenance and operation can directly impact flight safety.

[0004] Furthermore, contact between the landing gear and the runway during landing involves friction and impact, causing wear and damage to the runway surface. In particular, for heavy aircraft, this shortens the runway's lifespan during landing. These issues can lead to increased airport maintenance costs and reduced operational efficiency.

[0005] Recently, with the development of unmanned aerial vehicles such as drones and various new types of aircraft, there is an increasing need to explore more flexible and efficient landing methods. In particular, attempts are being made to simplify the structure and reduce weight of various types of aircraft, including small and medium-sized vehicles, by replacing or removing landing gear. However, when attempting to land without landing gear, there is currently a lack of technical alternatives to effectively absorb the energy generated during the landing process and safely bring the aircraft to a stop.

[0006] The technical problem that the present invention aims to solve is to provide an aircraft landing device that enables an aircraft to land safely without being equipped with landing gear. In addition, the invention aims to provide an aircraft landing device that enables the aircraft to land with a short runway distance by rapidly decelerating the aircraft.

[0007] The technical problems to be solved by the present invention are not limited to those mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art to which the present invention belongs from the description below.

[0008] A landing device for an aircraft according to one aspect of the present invention comprises a plate-shaped lower panel body and a plurality of lower deceleration members each coupled to protrude upwardly from the upper surface of the lower panel body; The upper deceleration panel comprises a plate-shaped upper panel body and a plurality of upper deceleration members, each of which is coupled to protrude downwardly from the lower surface of the upper panel body. The upper deceleration panel is positioned above the lower deceleration panel such that the lower surface of the upper panel body faces the upper surface of the lower panel body, thereby forming a deceleration passage between the upper deceleration panel and the lower deceleration panel. The upper panel body and the lower panel body are spaced apart such that the height difference between the outermost end of the upper deceleration member and the outermost end of the lower deceleration member is smaller than the thickness of the thickest part of the aircraft. Consequently, the aircraft moving through the deceleration passage is decelerated as its upper surface rubs against the upper deceleration member and decelerated as its lower surface rubs against the lower deceleration member.

[0009] The lower deceleration member is made of an elastic body, so that when it comes into contact with the lower surface of the aircraft, it bends along the direction of movement of the aircraft and absorbs energy from the aircraft, and can be restored to its original state after release from contact with the aircraft.

[0010] The upper deceleration panel can be arranged parallel to the lower deceleration panel.

[0011] By separating the upper panel body and the lower panel body so that the height difference between the outermost end of the upper deceleration member and the outermost end of the lower deceleration member is smaller than the thickness of the thinnest part of the aircraft, the aircraft moving through the deceleration passage can be decelerated over the entire length of the aircraft with its upper surface rubbing against the upper deceleration member and its lower surface rubbing against the lower deceleration member.

[0012] By separating the upper panel body and the lower panel body so that the outermost end of the upper deceleration member is at a lower position than the outermost end of the lower deceleration member, the deformed upper deceleration member and the lower deceleration member come into contact with each other along the direction of movement of the aircraft moving through the deceleration passage, thereby generating frictional force, and the aircraft can be further decelerated by the frictional force generated by the contact between the upper deceleration member and the lower deceleration member.

[0013] An auxiliary liquid comprising at least one of a polymer gel-based liquid or a sticky material-based liquid such as silicone oil, a high-viscosity lubricant such as a silicone gel lubricant or a urethane oil mixture, a polymer coating liquid such as a polyurethane aqueous coating liquid or a latex-based adhesive, a fine particle mixture such as a ceramic particle-added lubricant or a polymer particle mixture may be applied to the upper deceleration member.

[0014] Each upper deceleration member of the upper deceleration panel can be coupled to the lower surface of the upper panel body at a higher density as it goes from the entrance to the exit of the deceleration passage.

[0015] Among the plurality of upper deceleration members, the upper deceleration member located at the exit side of the deceleration passage may have a longer length than the upper deceleration member located at the entrance side of the deceleration passage.

[0016] Each of the lower panel body has a plurality of fastening grooves formed along the longitudinal direction of the lower panel body and penetrating the thickness of the lower panel body, and the lower deceleration panel of the aircraft landing device forms a lower panel assembly in which a plurality of lower deceleration panels are stacked, and the lower panel assembly can decelerate the aircraft by allowing the lower deceleration member of the first lower deceleration panel stacked at the bottom to protrude outward through the fastening groove of the second lower deceleration panel stacked at the top, thereby causing the lower deceleration member of the first lower deceleration panel and the lower deceleration member of the second lower deceleration panel to come into contact with the lower surface of the aircraft.

[0017] A wheel with a rotation axis perpendicular to the direction of movement of the aircraft is coupled to the end of the lower deceleration member, so that when the lower surface of the aircraft comes into contact with the lower deceleration member, the wheel can guide the direction of movement of the aircraft.

[0018] Each upper deceleration member of the upper deceleration panel is formed in a flat square strap shape or a cylindrical rope shape, and the diameter of the upper deceleration member formed in the cylindrical rope shape is smaller than the width of the upper deceleration member formed in the square strap shape, and the rope-shaped upper deceleration member is positioned in the center and the strap-shaped upper deceleration member is positioned on the outer side of the center at the entrance side of the deceleration passage, thereby guiding the movement path of an aircraft entering the deceleration passage.

[0019] The above embodiments of the present invention are merely some of the preferred embodiments of the present invention, and various embodiments reflecting the technical features of the present invention can be derived and understood by those skilled in the art based on the detailed description of the present invention to be described below.

[0020] According to the present invention, by including a lower deceleration panel comprising a plate-shaped lower panel body and a plurality of lower deceleration members each coupled to protrude upwardly from the upper surface of the lower panel body, and an upper deceleration panel comprising a plate-shaped upper panel body and a plurality of upper deceleration members each coupled to protrude downwardly from the lower surface of the upper panel body, there is a technical effect that allows an aircraft passing between the lower deceleration panel and the upper deceleration panel to land safely with a fast and short runway distance without landing gear by decelerating through friction with the lower deceleration members and the upper deceleration members.

[0021] The effects obtainable from the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art from the description below.

[0022] FIG. 1 is a schematic diagram of an aircraft landing device according to one embodiment of the present invention.

[0023] Figure 2 is a diagram showing the usage state of the aircraft landing gear illustrated in Figure 1.

[0024] Figure 3 is a diagram showing another usage state of the aircraft landing gear illustrated in Figure 1.

[0025] FIG. 4 is a drawing illustrating a lower deceleration panel according to another embodiment of the present invention.

[0026] FIG. 5 is a drawing showing an aircraft landing device according to another embodiment of the present invention.

[0027] FIG. 6 is a drawing illustrating an example of use of an upper deceleration panel according to one embodiment of the present invention.

[0028] FIG. 7 is a drawing showing an aircraft landing device according to another embodiment of the present invention.

[0029] FIG. 8 is a drawing showing an aircraft landing device according to another embodiment of the present invention.

[0030] FIG. 9 is a drawing illustrating a lower deceleration member according to an embodiment of the present invention.

[0031] FIG. 10 is a drawing illustrating an example of use of an upper deceleration panel according to another embodiment of the present invention.

[0032] The following detailed description of the invention refers to the accompanying drawings, which illustrate specific embodiments in which the invention may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the invention. It should be understood that various embodiments of the invention are different but need not be mutually exclusive. For example, specific shapes, structures, and characteristics described herein may be implemented in other embodiments without departing from the spirit and scope of the invention in relation to one embodiment.

[0033] Furthermore, it should be understood that the location or arrangement of individual components within each disclosed embodiment may be changed without departing from the spirit and scope of the invention. Accordingly, the following detailed description is not intended to be taken in a limiting sense, and the scope of the invention is limited only by the appended claims, including all equivalents thereof, provided appropriately described. Similar reference numerals in the drawings refer to the same or similar functions across various aspects.

[0034] Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the attached drawings. Identical or similar components are given the same reference numerals, and redundant descriptions thereof will be omitted. Furthermore, in describing the present invention, if it is determined that a detailed description of related prior art may obscure the essence of the present invention, such detailed description will be omitted. Additionally, it should be noted that the attached drawings are intended only to facilitate an easy understanding of the concept of the present invention and should not be interpreted as limiting the concept of the present invention. The concept of the present invention should be interpreted as extending to all modifications, equivalents, and substitutions other than those shown in the attached drawings.

[0035] The embodiments of the present invention described below relate to an aircraft landing device that enables non-contact runway landing. Hereinafter, the aircraft landing device that enables non-contact runway landing may be briefly referred to as an "aircraft landing device" or "landing device."

[0036] In this embodiment, non-contact runway landing refers to a landing of an aircraft that is performed by the aircraft's landing gear gliding along the runway without contacting the runway. In other words, unlike a conventional landing where the aircraft's landing gear glides and decelerates while in contact with the runway, non-contact runway landing refers to a landing in which the aircraft is lifted without contact between the landing gear and the runway and is decelerated by friction as it passes between the upper deceleration panel and the lower deceleration panel of the aircraft landing gear. That is, in this embodiment, non-contact does not mean that the aircraft does not come into contact with anything, but rather that there is no contact between the landing gear and the runway.

[0037] Meanwhile, in this embodiment, the aircraft may include both manned aircraft with a person on board and unmanned aircraft without a person on board, such as drones.

[0038] FIG. 1 is a configuration diagram of a landing device (1) according to an embodiment of the present invention, FIG. 2 is a diagram showing an aircraft (D) entering toward the landing device (1), and FIG. 3 is a diagram showing an aircraft (D) passing through the landing device (1) for landing. Referring to FIG. 1 to FIG. 3, the landing device (1) according to the present embodiment is composed of a lower deceleration panel (10), an upper deceleration panel (20), and a lifting device (30). The lower deceleration panel (10) is located at the bottom of the aircraft (D) to be decelerated, contacts the bottom of the aircraft (D), and decelerates the aircraft (D), and the upper deceleration panel (20) is located at the top of the aircraft (D), contacts the top of the aircraft (D), and decelerates the aircraft (D). The lifting device (30) controls the vertical lifting movement of the upper deceleration panel (20). The configuration and operation of the lower deceleration panel (10), the upper deceleration panel (20), and the lifting device (30) will be examined in detail below.

[0039] The lower deceleration panel (10) is composed of a lower panel body (11) and a plurality of lower deceleration members (12). The lower panel body (11) is formed in a flat plate shape. In this embodiment, the lower panel body (11) may be formed in a square plate shape. At this time, it is preferable that the lower panel body (11) has a length sufficient to completely reduce the speed of the aircraft (D) that has entered the interior of the aircraft landing device (1). Meanwhile, the lower deceleration panel (10) may include a shock-absorbing layer (not shown) to mitigate the shock generated by the load of the aircraft (D) during the landing of the aircraft (D). The shock-absorbing layer may be manufactured using an elastic material, such as a spring, or a plate made of an elastic body.

[0040] Each lower deceleration member (12) is formed in a protruding shape having a length, and its lower end is coupled to the upper surface of the lower panel body (11), and its upper end contacts the lower surface of the aircraft (D) to decelerate the aircraft (D). As such, since each lower deceleration member (12) must directly contact the lower surface of the aircraft (D) and decelerate the aircraft (D), it must possess both durability to prevent easy damage from contact with the aircraft (D) and elasticity to absorb shock from the aircraft (D) and be used repeatedly. In this embodiment, each lower deceleration member (12) may be made of an elastic material comprising at least one of polyurethane, a rubber composite, silicone rubber, and ethylene-vinyl acetate. In one embodiment of the present invention, each lower deceleration member (12) may be formed by coating polyurethane with Kevlar fibers.

[0041] In one embodiment of the present invention, each lower deceleration member (12) may be vertically coupled to the upper surface of the lower panel body (11), and each lower deceleration member (12) may be arranged spaced apart from each other at a constant distance.

[0042] The upper deceleration panel (20) is composed of an upper panel body (21) and a plurality of upper deceleration members (22). The upper panel body (21) is formed in a flat plate shape and is arranged horizontally spaced apart from the lower panel body (11) so as to face the lower panel body (11). In this embodiment, it is preferable that the upper panel body (21) be formed in a shape and size corresponding to the lower panel body (11). A deceleration passage (T) is formed between the upper panel body (21) and the lower panel body (11), which are arranged parallel to each other in the vertical direction. The aircraft (D) enters the deceleration passage (T), is decelerated while moving within the deceleration passage (T), and eventually comes to a stop. The arrows shown in FIGS. 2, FIGS. 3, FIGS. 6 and FIGS. 7 indicate the direction in which the aircraft (D) enters the deceleration passage (T) of the landing gear (1), that is, the direction of movement of the aircraft (D).

[0043] Each upper deceleration member (22) is coupled to the lower surface of the upper panel body (21) and contacts the upper surface of the aircraft (D) to generate friction, thereby decelerating the aircraft (D). In one embodiment of the present invention, each upper deceleration member (22) may be formed in the shape of a rectangular strap having a length. Each upper deceleration member (22) has its upper end coupled to the lower surface of the upper panel body (21) and its lower end contacts the upper surface of the aircraft (D) moving through the deceleration passage (T) to decelerate the aircraft (D). At this time, it is preferable that the upper deceleration member (22) be coupled to the upper panel body (21) such that its width surface is perpendicular to the length direction of the deceleration passage (T) so that its width surface contacts the aircraft (D) moving through the deceleration passage (T). In one embodiment of the present invention, each upper deceleration member (22) may be vertically coupled to the lower surface of the upper panel body (21), and each upper deceleration member (22) may be arranged at a constant distance from each other. In an embodiment of the present invention, each upper deceleration member (22) must be made of a material capable of decelerating the aircraft (D) by causing friction with the aircraft (D) without causing damage to the aircraft (D). In this embodiment, each upper deceleration member (22) may be made of at least one of microfiber fibers used in aircraft cleaning pads, polyurethane, silicone rubber, flocking material, and polypropylene fibers.

[0044] Meanwhile, in one embodiment of the present invention, an auxiliary liquid may be applied to each upper deceleration member (22) to increase frictional force while minimizing damage to the aircraft. The auxiliary liquid may include at least one of a polymer gel-based liquid or a sticky material-based liquid such as silicone oil, a high-viscosity lubricant such as a silicone gel lubricant or a urethane oil mixture, a polymer coating liquid such as a polyurethane aqueous coating liquid or a latex-based adhesive, a fine particle mixture such as a ceramic particle-added lubricant or a polymer particle mixture.

[0045] The lifting device (30) switches between the standby mode and the deceleration mode of the landing device (1) by moving the upper deceleration panel (20) up and down. In this embodiment, the lifting device (30) includes a mechanical structure for lifting the upper deceleration panel (20) and a control system for operating it. In this embodiment, the lifting device (30) can be implemented in various ways, such as hydraulic, electric, chain and belt drive, pneumatic, linear actuator, wire rope and winch system, magnetic lift, etc., and is not limited to any one of these methods. For example, the lifting device (30) according to this embodiment may be composed of a winch, a wire rope, a support frame, and a control unit. A wire rope is connected to the upper deceleration panel (20), the winch winds or unwinds the wire rope to move the upper deceleration panel (20) up and down, and the support frame can fix the winch and the wire. At this time, the control unit controls the operation of the winch. Meanwhile, the feature of this embodiment is the deceleration of the aircraft (D) by the lower deceleration panel (10) and the upper deceleration panel (20), and since the lifting device (30) can be used without special limitations as long as it can lift the upper deceleration panel (20), the drawing of the lifting device (30) has been omitted in drawings other than FIG. 1 to prevent the feature of the invention from being diluted.

[0046] The aircraft landing device (1) according to an embodiment of the present invention operates in a standby mode normally, and in a deceleration mode when deceleration of the aircraft (D) is required. As shown in FIG. 1, the standby mode is a state in which the lower deceleration panel (10) and the upper deceleration panel (20) are relatively far apart. In the standby mode, even if the aircraft (D) passes between the lower deceleration panel (10) and the upper deceleration panel (20), the contact area between the lower deceleration member (12) and the upper deceleration member (22) and the aircraft (D) is extremely small or non-existent, so no deceleration effect occurs. Meanwhile, the standby mode is advantageous because it can eliminate the frictional force caused by the upper deceleration member (22) when the aircraft (D), which has been decelerated and stopped moving within the deceleration passage (T), is removed from the landing device (1). In this embodiment, the vertical distance between the lower deceleration panel (10) and the upper deceleration panel (20) in standby mode may have a value such that the difference in height between the outermost end of the lower deceleration member (12) of the lower deceleration panel (10) and the outermost end of the upper deceleration member (22) of the upper deceleration panel (20) is greater than the thickness of the thickest part of the aircraft (D).

[0047] The deceleration mode is a mode for decelerating the speed of the aircraft (D). As shown in FIG. 2, the lower deceleration panel (10) and the upper deceleration panel (20) are positioned relatively close to each other. When the aircraft (D) passes through the deceleration passage (T), the lower deceleration member (12) and the upper deceleration member (22) collide with the aircraft (D) and are deformed. By coming into contact with the aircraft (D) in a deformed state, the contact area between the lower deceleration member (12) and the upper deceleration member (22) and the aircraft (D) is widened, thereby producing a sufficient deceleration effect. The lifting device (30) switches the aircraft landing device (1) to a standby mode or a deceleration mode by lifting or lowering the upper deceleration panel (20) in this manner.

[0048] In this embodiment, in the deceleration mode, the distance between the lower deceleration panel (10) and the upper deceleration panel (20) can have a value such that the difference in height between the outermost end of the lower deceleration member (12) of the lower deceleration panel (10) and the outermost end of the upper deceleration member (22) of the upper deceleration panel (20) is smaller than the thickness of the thinnest part of the aircraft (D). Accordingly, the upper and lower surfaces of the aircraft (D) passing through the deceleration passage (T) can both come into contact with the deceleration members (12, 22) to generate friction and decelerate the aircraft. Accordingly, the aircraft (D) can land safely with a short runway distance without a separate landing gear for landing.

[0049] In this embodiment, the height difference between the outermost end of the lower deceleration member (12) and the outermost end of the upper deceleration member (22) is calculated by subtracting the height of the outermost end of the lower deceleration member (12) from the height of the outermost end of the upper deceleration member (22). Accordingly, if the outermost end of the upper deceleration member (22) is located higher than the outermost end of the lower deceleration member (12), it has a positive value, and if the outermost end of the upper deceleration member (22) is located lower than the outermost end of the lower deceleration member (12), it has a negative value.

[0050] With reference to FIG. 3, a method for decelerating an aircraft (D) using a landing device (1) according to an embodiment of the present invention is examined in detail. An aircraft (D) moving through a deceleration passage (T) of a landing device (1) in a deceleration mode state has its upper surface in contact with an upper deceleration member (22) of an upper deceleration panel (20), and its lower surface in contact with a lower deceleration member (12) of a lower deceleration panel (10). At this time, the lower deceleration member (12) in contact with the lower end of the aircraft (D) receives the load of the aircraft (D) and is temporarily deformed (i.e., bent in the direction of travel of the aircraft (D)), thereby decelerating the aircraft (D) by absorbing a portion of the impact energy. Additionally, the lower deceleration member (12), which is temporarily deformed by the load of the aircraft (D), comes into close contact with the lower surface of the aircraft (D) over a wide (side) area, and frictional force is generated between the lower deceleration member (12) and the lower surface of the aircraft (D), thereby reducing the speed of the aircraft (D). Each lower deceleration member (12) is reused by being restored to its original state by elasticity after the aircraft (D) has passed, that is, when contact with the lower surface of the aircraft (D) is released.

[0051] In an embodiment of the present invention, if the length of the lower deceleration member (12) is too short, there is a risk that the aircraft (D) will be damaged by directly contacting the lower panel body (11), and the lower deceleration member (12) may not bend easily, which reduces the contact area between the lower deceleration member (12) and the lower surface of the aircraft (D), thereby preventing sufficient deceleration effect from being achieved. On the other hand, if the length of the lower deceleration member (12) is excessively long, each lower deceleration member (12) may bend easily and may not be able to achieve sufficient deceleration effect. Therefore, it is desirable for the lower deceleration member (12) to have a length that allows the aircraft (D) to decelerate safely.

[0052] Meanwhile, the upper deceleration member (22) in contact with the upper surface of the aircraft (D) also bends in the direction of movement of the aircraft (D) while in contact with the upper surface of the aircraft (D) and decelerates the aircraft (D) by absorbing energy from the aircraft (D).

[0053] In this way, as the aircraft (D) is decelerated and stops due to friction between the lower deceleration member (12) and the upper deceleration member (22) and the aircraft (D), the aircraft (D) does not need to be equipped with a separate landing gear for landing, so advantages can be generated in various aspects such as fuel efficiency and space utilization of the aircraft (D).

[0054] In an embodiment of the present invention, in a deceleration mode, the distance between the upper deceleration panel (20) and the lower deceleration panel (10) may have a value smaller than the sum of the lengths of each upper deceleration member (22) and each lower deceleration member (12). In other words, the height difference between the outermost end of the upper deceleration member (22) and the outermost end of the lower deceleration member (12) may have a negative value. Accordingly, in a deceleration mode, the outer end of each upper deceleration member (22) is positioned between the lower deceleration members (12) that are spaced apart from each other, as shown in FIG. 3, and each upper deceleration member (22) is pushed by the aircraft (D) moving through the deceleration passage (T) and comes into contact with the adjacent lower deceleration member (12) (i.e., located in the direction of movement of the aircraft (D)), thereby generating frictional force and further decelerating the aircraft (D).

[0055] FIG. 4 is a drawing illustrating a lower deceleration panel (10) according to another embodiment of the present invention. In this embodiment, the lower panel body (11) of the lower deceleration panel (10) has a plurality of fastening grooves (13) formed parallel to each other and spaced apart along the longitudinal direction. Each fastening groove (13) is formed through the thickness of the lower panel body (11). A plurality of lower deceleration members (12) are coupled to the upper surface of the lower panel body (11) between adjacent fastening grooves (13).

[0056] FIG. 5 is a drawing illustrating an example of use of the lower deceleration panel (10) illustrated in FIG. 4. Referring to FIG. 5, two lower deceleration panels (10a, 10b) can be stacked together to form a single lower panel assembly (111). The first lower deceleration panel (10a) is located at the bottom, and the second lower deceleration panel (10b) can be stacked on top of the first lower deceleration panel (10a). At this time, a plurality of lower deceleration members (12a) of the first lower deceleration panel (10a) can pass through each fastening groove (13b) of the second lower deceleration panel (10b) and protrude upward from the lower panel body (11a) of the first lower deceleration panel (10a). To this end, it is preferable that the spacing of each fastening groove (13b) of the second lower deceleration panel (10b) and the widthwise spacing of the lower deceleration member (12a) of the first lower deceleration panel (10a) match each other.

[0057] Meanwhile, a person skilled in the art will easily understand that by adjusting the width of the fastening groove (13) of each lower deceleration panel (10) and the arrangement of the lower deceleration member (12), three or more lower deceleration panels (10) can be stacked to form a lower panel assembly (111).

[0058] In this way, the stackable lower deceleration panel (10) allows for convenient adjustment of the number or density of lower deceleration members (12) to decelerate the aircraft (D) depending on whether the lower deceleration panel (10) is stacked. For example, if the aircraft (D) to land is somewhat light, the aircraft (D) can be decelerated using only one lower deceleration panel (10) and lower deceleration members (12) of lower density (i.e., fewer number) can be used, and if the aircraft (D) to land is somewhat heavy and fast, the aircraft (D) can be decelerated using lower deceleration members (12) of higher density (i.e., more number) by stacking multiple lower deceleration panels (10) to form a lower panel assembly (111).

[0059] Meanwhile, the upper deceleration panel (20) according to the embodiment of the present invention may also have a stackable structure like the lower deceleration panel (10). As shown in FIG. 5, the upper deceleration panel (20) may also have a plurality of fastening grooves (23) formed by penetrating the thickness of the upper panel body (21) along the longitudinal direction of the upper panel body (21). When a plurality of upper deceleration panels (20) are stacked to form an upper panel assembly (211), the upper deceleration member (22) of the upper deceleration panel (20) stacked on the upper side passes through the fastening groove (23) of the upper deceleration panel (20) located on the lower side and protrudes downward, thereby being used for deceleration of the aircraft (D).

[0060] In the landing device (1) according to an embodiment of the present invention, at least one of the density and length of the upper deceleration member (22) may differ along the direction of travel of the aircraft (D). For example, the density of the upper deceleration member (22) may gradually increase along the direction in which the aircraft (D) enters the deceleration passage (T) and proceeds. That is, the aircraft (D) may be decelerated by the upper deceleration member (22) of low density at the beginning of its entry into the deceleration passage (T), and may be decelerated by the upper deceleration member (22) of higher density as it moves. This is to prevent the aircraft (D) from being damaged or broken by receiving a large impact from the upper deceleration member (22) of high density when it first enters the deceleration passage (T), and as the density of the upper deceleration member (22) gradually increases, the speed of the aircraft (D) may gradually decrease.

[0061] FIG. 6 illustrates an upper panel assembly (211) in which upper deceleration members (22) have different densities along the longitudinal direction using a plurality of upper deceleration panels (20). FIG. 6a is a drawing showing a plurality of upper deceleration panels (20), and FIG. 6b is a drawing showing a plurality of upper deceleration panels (20) of FIG. 6a stacked together. Referring to FIG. 6b, it can be seen that the density of the upper deceleration members (22) increases as one moves from the entrance side of the upper deceleration panel (20) into which the aircraft (D) enters toward the exit side toward which the aircraft (D) is headed.

[0062] FIG. 6a illustrates a plurality of upper deceleration panels (20a, 20b, 20c), each having upper deceleration members (22) of different densities along the longitudinal direction. Referring specifically to FIG. 6a, the upper deceleration members (22) are arranged at equal intervals in the three upper panel bodies (21a, 21b, 21c) forming the upper panel assembly (211).

[0063] The first upper deceleration panel (20a) stacked at the very top has an upper deceleration member (22a) arranged along the longitudinal direction from a first point on the entrance side of the upper deceleration panel (21a) to a second point on the exit side toward which the aircraft (D) is headed, the second upper deceleration panel (20b) placed at the bottom of the first upper deceleration panel (20a) has an upper deceleration member (22b) arranged along the longitudinal direction from a third point closer to the entrance between the first point and the second point to the second point, and the third upper deceleration panel (20c) placed at the very bottom has an upper deceleration member (22c) arranged along the longitudinal direction from a fourth point closer to the second point between the first point and the second point. Accordingly, the upper panel assembly (A), formed by stacking the first upper deceleration panel (20a), the second upper deceleration panel (20b), and the third upper deceleration panel (20c), may have an increased density of upper deceleration members (22) as it goes from the inlet side to the outlet side, as shown in FIG. 6b.

[0064] In another embodiment of the present invention, it is also possible to combine an upper deceleration member (22) with different densities along the longitudinal direction of an upper panel body (21) on a single upper panel body (21). Specifically, the upper deceleration member (22) is combined with a low density on one side of the upper panel body (21), and the upper deceleration member (22) is combined with a higher density as it moves toward the opposite side, thereby forming a density difference of the upper deceleration member (22) along the longitudinal direction of the upper panel body (21).

[0065] FIG. 7 illustrates that the upper deceleration member (22) has a different length along the direction in which the aircraft (D) enters and moves through the deceleration passage (T). Referring to FIG. 7a, the upper deceleration member (22) at the exit side may be formed to be longer than the one at the entrance side where the aircraft (D) enters. That is, each upper deceleration member (22) located between a certain point and the entrance side where the aircraft (D) enters has a length that gradually increases along the direction of movement of the aircraft (D), and each upper deceleration member (22) located past a certain point may have the same length.

[0066] FIG. 7b is a drawing illustrating the deceleration mode of an aircraft landing device (1) using the upper deceleration panel (20) shown in FIG. 7a. As shown in FIG. 7b, the upper deceleration member (22) is formed short at the aircraft (D) entry entrance side of the aircraft landing device (1), so the distance between the outermost end of the upper deceleration member (22) and the outermost end of the lower deceleration member (12) is relatively large, and as a result, a field of view toward the inside of the deceleration passage (T) is secured, allowing the pilot on board the aircraft (D) or the pilot controlling the aircraft through a camera installed on the aircraft (D) to easily bring the aircraft (D) into the deceleration passage (T).

[0067] Meanwhile, FIGS. 6 and 7 illustrate at least one change in length and density of the upper deceleration member (22) along the longitudinal direction of the upper deceleration panel (20), but it will be easily understood by a person skilled in the art that at least one change in length and density of the deceleration member along the longitudinal direction can be applied in the same way to the lower deceleration member (12) of the lower deceleration panel (10).

[0068] Meanwhile, in another embodiment of the present invention, a plurality of upper deceleration members (22) of the upper deceleration panel (20) may be formed by mixing a flat square strap-shaped upper deceleration member (22) and a cylindrical rope-shaped upper deceleration member (22). In this case, the diameter of the upper deceleration member (22) formed in the cylindrical rope shape is smaller than the width of the upper deceleration member (22) formed in the square strap shape, so that when in contact with the aircraft (D), it generates less frictional force than the strap-shaped upper deceleration member (22). As shown in FIG. 10, by placing the cylindrical rope-shaped upper deceleration member (22) at the center of the entrance side of the deceleration passage (T) and placing the square strip-shaped upper deceleration member (22) on the outside, the aircraft (D) that has entered the deceleration passage (T) can be guided to move along the longitudinal direction of the deceleration passage (T) without the phenomenon of turning to both sides. In this embodiment, in order to achieve a sufficient deceleration effect, the upper deceleration member (22) in the shape of a cylindrical rope can be positioned only up to a certain distance from the entrance side of the deceleration passage (T), and the number of upper deceleration members (22) in the shape of a cylindrical rope can be reduced as it moves toward the exit side.

[0069] In the aircraft landing device (1) according to the present embodiment, the aircraft (D) moves within the deceleration passage (T), and its speed is reduced by friction with the upper deceleration member (22) and the lower deceleration member (12), eventually coming to a stop. The aircraft (D) that has stopped within the deceleration passage (T) must be towed out of the deceleration passage (T). At this time, the upper deceleration panel (20) is lifted by the lifting device (30) to switch the landing device (1) to standby mode, thereby reducing the frictional force caused by the upper deceleration member (22) and making it easier to tow the aircraft (D). However, even after removing the upper deceleration member (22), a significant amount of force may still be required to tow the aircraft (D) due to friction with the lower deceleration member (12).

[0070] To solve this problem, in an embodiment of the present invention, a lower panel assembly (111) is formed by stacking a plurality of lower deceleration panels (10), and after decelerating the aircraft (D) using the lower panel assembly (111) and the upper deceleration panel (20) (or upper panel assembly (211)), when the aircraft (D) stops, a portion of the lower deceleration panel (10) of the lower panel assembly (111) can be removed to remove a portion of the lower deceleration member (12) that hinders the towing of the aircraft (D). In this way, when decelerating the aircraft (D), a plurality of lower deceleration panels (10) are stacked to cause the aircraft (D) to friction with a high-density lower deceleration member (12), and when towing the aircraft (D), a portion of the lower deceleration panel (10) is removed so that the aircraft (D) friction with a low-density lower deceleration member (12).

[0071] FIG. 8 is a drawing illustrating the operation of a lower panel assembly (111) according to an embodiment of the present invention. Referring to FIG. 8, the upper lower deceleration panel (10c) stacked at the top of the lower panel assembly (111) is mounted and fixed on a frame (41), and the lower lower deceleration panel (10d) stacked at the bottom can be placed on a lift device (42). Accordingly, in the deceleration mode, the lower deceleration member (12d) of the lower lower deceleration panel (10d) passes through the fastening groove (13) of the upper lower deceleration panel (10c) and is placed between the lower deceleration members (12c) of the upper lower deceleration panel (10c) as the lift device (42) rises, thereby being used for decelerating the aircraft (D).

[0072] Meanwhile, after the aircraft (D) has stopped, the lift device (42) is lowered to separate the lower deceleration panel (10d) from the upper deceleration panel (10c), thereby removing the lower deceleration member (12d) of the lower deceleration panel (10d) from the lower deceleration member (12c) of the upper deceleration panel (10c). Accordingly, less frictional force is applied to the lower surface of the aircraft (D), so the aircraft (D) can be towed easily.

[0073] FIG. 9 is a drawing illustrating a lower deceleration member (12) according to another embodiment of the present invention. As shown in FIG. 9, the lower deceleration member (12) may be equipped with a wheel at its end. Each wheel (121) rotates together with the movement of the aircraft (D) by having its rotation axis positioned perpendicular to the direction of movement of the aircraft (D). When a wheel (121) is attached to the end of the lower deceleration member (12) in this manner, wear on the lower deceleration member (12) can be reduced through the rotation of the wheel when the lower deceleration member (12) comes into contact with the lower surface of the aircraft (D), and the direction in which the aircraft (D) slides can also be guided.

[0074] Although the present invention has been described above with specific details such as specific components, limited embodiments, and drawings, this is provided only to aid in a more comprehensive understanding of the invention, and the invention is not limited to the above embodiments, and a person skilled in the art to which the invention belongs can make various modifications and variations from this description.

[0075] Accordingly, the scope of the present invention should not be limited to the embodiments described above, and all modifications equivalent to or equivalent to the claims set forth below, as well as the claims described below, shall be considered to fall within the scope of the concept of the present invention.

Claims

1. As a device for landing an aircraft, A lower deceleration panel (10) comprising a plate-shaped lower panel body (11) and a plurality of lower deceleration members (12), each of which is coupled to protrude upwardly from the upper surface of the lower panel body (11); and The upper deceleration panel (20) comprises a plate-shaped upper panel body (21) and a plurality of upper deceleration members (22), each of which is coupled to protrude downwardly from the lower surface of the upper panel body (21). The upper deceleration panel (20) is positioned above the lower deceleration panel (10) such that the lower surface of the upper panel body (21) faces the upper surface of the lower panel body (11), thereby forming a deceleration passage (T) between the upper deceleration panel (20) and the lower deceleration panel (10). A landing device for an aircraft, characterized in that the upper panel body (21) and the lower panel body (11) are spaced apart so that the height difference between the upper end of the upper deceleration member (22) and the lower end of the lower deceleration member (12) is smaller than the thickness of the thickest part of the aircraft (D), and the aircraft (D) moving through the deceleration passage (T) is decelerated while its upper surface rubs against the upper deceleration member (22) and its lower surface rubs against the lower deceleration member (12).

2. In Paragraph 1, The aircraft landing device is characterized in that the lower deceleration member (12) is made of an elastic body, so that when it comes into contact with the lower surface of the aircraft (D), it bends along the direction of movement of the aircraft (D), absorbs energy from the aircraft (D), and returns to its original state after the contact with the aircraft (D) is released.

3. In Paragraph 2, An aircraft landing device characterized in that the upper deceleration panel (20) is arranged parallel to the lower deceleration panel (10).

4. In Paragraph 3, A landing device for an aircraft, characterized in that the upper panel body (21) and the lower panel body (11) are spaced apart so that the height difference between the outermost end of the upper deceleration member (22) and the outermost end of the lower deceleration member (12) is smaller than the thickness of the thinnest part of the aircraft (D), and the aircraft (D) moving through the deceleration passage (T) is decelerated by friction with the upper deceleration member (22) and the lower surface is decelerated by friction with the lower deceleration member (12) over the entire length of the aircraft (D).

5. In Paragraph 4, A landing device for an aircraft, characterized in that the upper panel body (21) and the lower panel body (11) are spaced apart so that the upper end of the upper deceleration member (22) is lower than the lower end of the lower deceleration member (12), thereby causing the upper deceleration member (22) and the lower deceleration member (12), which are deformed along the direction of movement of the aircraft (D) moving through the deceleration passage (T), to come into contact with each other and generate friction, and the aircraft is further decelerated by the friction generated by the contact between the upper deceleration member (22) and the lower deceleration member (12).

6. In Paragraph 1, An aircraft landing device characterized by having an auxiliary liquid applied to the upper deceleration member, comprising at least one of a polymer gel-based liquid or a sticky material-based liquid such as silicone oil, a high-viscosity lubricant such as a silicone gel lubricant or a urethane oil mixture, a polymer coating liquid such as a polyurethane aqueous coating liquid or a latex-based adhesive, a fine particle mixture such as a ceramic particle additive lubricant or a polymer particle mixture.

7. In Paragraph 3, An aircraft landing device characterized in that each upper deceleration member (22) of the upper deceleration panel (20) is coupled to the lower surface of the upper panel body (21) with increasing density from the entrance to the exit of the deceleration passage (T).

8. In Paragraph 3, A landing device for an aircraft, characterized in that the upper deceleration member (22) located at the exit side of the deceleration passage (T) has a longer length than the upper deceleration member (22) located at the entrance side of the deceleration passage (T).

9. In Paragraph 1, In the lower panel body (11), a plurality of fastening grooves (13) are formed, each penetrating the thickness of the lower panel body (11) along the longitudinal direction of the lower panel body (11). The lower deceleration panel (10) of the aircraft landing device forms a lower panel assembly (111) in which a plurality of lower deceleration panels (10a, 10b) are stacked, and The aircraft landing device is characterized in that the lower panel assembly (111) has a lower deceleration member (12a) of a first lower deceleration panel (10a) stacked at the bottom protruding outward through a fastening groove (13b) of a second lower deceleration panel (10b) stacked at the top, so that the lower deceleration member (12a) of the first lower deceleration panel (10a) and the lower deceleration member (12b) of the second lower deceleration panel (10b) come into contact with the lower surface of the aircraft (D) and decelerate the aircraft (D).

10. In Paragraph 1, A landing device for an aircraft, characterized in that a wheel (121) with a rotation axis perpendicular to the direction of movement of the aircraft (D) is coupled to the end of the lower deceleration member (12), so that when the lower surface of the aircraft (D) comes into contact with the lower deceleration member (12), the wheel (121) guides the direction of movement of the aircraft (D).

11. In Paragraph 1, Each upper deceleration member (22) of the upper deceleration panel (20) is formed in a flat square strap shape or a cylindrical rope shape, and The diameter of the upper deceleration member (22) formed in the shape of a cylindrical rope is smaller than the width of the upper deceleration member (22) formed in the shape of a square strap, and An aircraft landing device characterized by guiding the movement path of an aircraft (D) entering the deceleration passage (T) by arranging the rope-shaped upper deceleration member (22) in the central part and the strap-shaped upper deceleration member (22) on the outer part of the central part at the entrance side of the deceleration passage (T).

Images