RU186021U1 - Aircraft Rescue Device - Google Patents

Abstract

The utility model relates to devices intended for use in air transport to mitigate the impact, mainly aircraft (LA) in emergency situations in contact with the surface. The device can be used both in manned vehicles and unmanned. The device includes a parachute, pneumatic system, a control system, power cables connecting the control system of the rescue device, parachute and pneumatic systems. The parachute system is located in the fairing and consists of a parachute container installed in the fairing, a gas generating device made in the form of a pyrotechnic device designed to create an ejection pressure in the space between the fairing bottom and the bottom of the container in the throwing mechanism, and the throwing mechanism located under the container and made with the possibility of ejecting the container and pulling the parachute. The pneumatic system consists of three pneumatic shock absorbers, each of which is equipped with an air bleed valve and is folded in the container, while the pneumatic shock absorbers are openable, and each container of each pneumatic shock absorber is made with a lid and with a mechanism for its ejection, and containers with pneumatic shock absorbers are arranged along one in the bow of the aircraft and one in each console of the wing of the aircraft, and at least one cylinder of compressed air, laid in the fuselage body and connected by air cable channels with each pneumatic shock absorber, and the control system is configured to supply a signal via power cables to the pneumatic and parachute systems. The use of the claimed technical solution improves the safety of emergency landing of the aircraft. 7 s.p. f-ly, 13 ill.

Description

The technical field to which the utility model relates.

The utility model relates to devices intended for use in air transport to mitigate the impact, mainly aircraft (LA) in emergency situations in contact with the surface. The device can be used both in manned vehicles and unmanned.

State of the art

The prior art known high-speed shock absorption system for emergency landing of an aircraft (RU 2443604, B64D 1/14, publ. 02.27.2012). A high-speed shock absorption system for emergency landing of an aircraft contains a gas source and a shell with an inflatable element, one of the bases of which is attached to the bottom of the aircraft fuselage at the center of gravity. The shell with an inflatable element is made in the form of a main inflatable device, which is a closed pneumatic frame shock-absorbing circuit filled with a gas source, consisting of lower and upper inflatable mountain bases connected by inflatable struts, and an additional filled damping device representing a shell communicating with the external environment through bypass holes located on the outer side surface, located inside the pneumatic frame shock absorbing its contour. The upper base of the pneumatic frame shock-absorbing circuit is made of a smaller diameter than the lower base and is attached to the lower part of the fuselage of the aircraft.

The utility model is aimed at reducing the load during an emergency landing. The high-speed shock absorption system (BSA) is designed to dampen shock loads.

The disadvantages of this rescue system are: the depreciation system is made in one complex and occupies a large volume, a large windage of the device at the start, and also a high probability of damage to the device.

Utility Model Essence

The objective of this utility model is to provide a soft landing in a given area of the earth's surface with overloads experienced by the aircraft. The magnitude of the overloads and dynamic loads on the structural elements of the apparatus depend on the landing mass, landing speed and nature of landing, as well as the density of the soil in a given area. The rescue system includes a parachute system + pneumatic landing system, which should ensure the landing of the aircraft at the final stage of the descent to an unprepared landing site.

The technical result is to increase the safety of emergency landing aircraft.

The claimed technical result is achieved due to the fact that the rescue device of the aircraft containing a parachute, pneumatic system, control system and power cables connecting the control system of the rescue device, parachute and pneumatic systems, while the parachute system is located in the fairing, made with the possibility of securing the parachute system on the aircraft, and consists of a parachute-mounted container in the fairing, a gas-generating device made in the form of a pi a technical device designed to create an ejection pressure in the space between the bottom of the fairing and the bottom of the container in the throwing mechanism, and the throwing mechanism located under the container and configured to eject the container and pull the parachute, and the pneumatic system consists of three pneumatic shock absorbers, each of which is equipped with a valve air bleeding and is located in the folded state in the container, while the pneumatic shock absorbers are made with the possibility of opening, and each container is each pneumatic shock absorber is made with a cover and with a mechanism for its ejection, and containers with pneumatic shock absorbers are located one in the nose of the aircraft and one in each console of the wing of the aircraft, and at least one compressed air cylinder located in the fuselage body, and connected air cable channels with each pneumatic shock absorber, and the control system is configured to supply a signal via power cables to the pneumatic and parachute systems.

In the particular case of the implementation of the claimed technical solution, the parachute of the parachute system is a parachute of the type KS-1000.

In the particular case of the implementation of the claimed technical solution, the parachute system is mounted on the fuselage of the aircraft.

In the particular case of the implementation of the claimed technical solution, the parachute system is located inside the fuselage of the aircraft, while the aircraft is equipped with a hatch in the fuselage to exit the container of the parachute system.

In the particular case of the implementation of the claimed technical solution, the container of the parachute system is made with a fairing.

In the particular case of the implementation of the claimed technical solution, the fairing is made of fiberglass.

In the particular case of the implementation of the claimed technical solution, the pneumatic shock absorbers in the released position are two paired cylindrical cylinders.

In the particular case of the implementation of the claimed technical solution, the cylinders of pneumatic shock absorbers are made of an elastic material such as PVC with reinforcing elements of a metal material.

Brief Description of the Drawings

Details, features, as well as advantages of this utility model follow from the following description of the implementation options of the claimed technical solution using the drawings, which show:

Figure 1 - balloon in a compressed state

Figure 2 - General view of the parachute KS-1000

Figure 3 - diagram of the pneumatic shock absorber

Figure 4 - pneumatic shock absorbers in the released position

Figure 5 - location of mounting points in the apparatus

6 - location of the parachute deployment area

Fig.7 - the design of the wing of the aircraft

Fig - stages of the system

Fig.9 - case

Figure 10 - parachute

11 - throwing mechanism

Fig - design LA

13 is a block diagram of a control system.

The following positions are indicated in the figures:

1 - a zone of placement of containers of pneumatic shock absorbers; 2 - zone of attachment of the parachute slings; 3 - container high-speed parachute rescue circuit; 4 - hatch leaves; 5 - front wall of the wing; 6 - wing spar; 7 - elevon spar; 8 - gondolas with keel rotation drives; 9 - container cover; 10 - fairing; 11 - canopy of a parachute; 12 - slings; 13 - connecting link; 14 - a nut; 15 - screw; 16 - spring; 17 - drummer; 18 - shutter body; 19 - a lock-nut; 20 - emergency rescue cartridge; 21 - a barrel with a threaded sleeve; 22 - sealing rings; 23 - a nut; 24 - barrel guide with a tip; 25 - power cable; 26 - side members; 27 - zone for the placement of cylinders with compressed air; 28 - zone placement block throwing mechanism; 29 - forked elevons (can be used as a brake flap); 30 - control unit rescue systems; Ra - the radius of the curve of the air balloon in the open state; b - the length of the air spring, not including the tip; øв - diameter of a pneumocylinder; g - the length of the air bag when folded; d - the width of the air spring when folded; e - the height of the air spring when folded; DK - control sensor; DKO - sensor shooting cover; DO - hatch cover opening sensor; LDPE - air pressure receiver; DD - pressure gauge for the inflation of cylinders of pneumatic systems.

Utility Model Disclosure

The aircraft rescue device consists of a parachute system, a pneumatic system and a control system. The functional integration of these systems occurs due to the control system, a signal for the mechanical movement of the rescue organs is formed in the control system.

The control system of the aircraft’s rescue device is also connected to the aircraft’s control system and consists of an information processing and transmission unit connected to control sensors (DK), a cover shooting sensor (DOK), opening sensors (DO), and hatch cover shooting sensors (DOKL) a parachute system, an air pressure receiver (LDPE) and pressure sensors (DD) to inflate the cylinders of the pneumatic system.

In this case, all elements of the device are connected by assembly operations, forming a single constructive technical solution.

The parachute system is designed to safely lower and land the crew with the aircraft. The parachute system is made in a container with a fairing. The fairing is designed to secure the parachute system to the aircraft, to protect the container with the parachute system from mechanical and climatic influences, to ensure a given direction of the container discharge; propelling mechanism designed to ensure the release of the container and pull the parachute loop; a gas generating device designed to create an ejection pressure in the propelling mechanism; a power cable coming from a control system designed to drive a gas generating device.

The fairing is designed to: protect the container with a parachute from mechanical and climatic influences; fixing the system to the aircraft; providing a given direction of discharge of the container. The fairing is made of fiberglass. A metal washer with a threaded hole is glued into the bottom of the fairing for installing the shutter of the throwing mechanism. On one of the walls of the fairing, which is its base, a tide is structurally made, into which a metal plate with 8 anchor nuts is glued from the inside of the fairing, which forms the basis of the attachment point of the system to the aircraft.

The throwing mechanism is located at the bottom of the BPS container, designed to ensure the release of the container and pull the parachute. Components of the throwing mechanism: bolt, barrel guide, barrel, ball lock and safety pin.

The gas generating device is a pyrotechnic device by which excess pressure is generated in the space between the bottom of the case and the bottom of the container, under the influence of which the container with a parachute is ejected into the space where the container disintegrates and releases the parachute, which subsequently opens under the influence of an oncoming air stream.

The power cable is designed to transmit a signal to the control system for the operation of the propelling mechanism.

The aircraft for the installation of the BPS contains fasteners for mounting the container of the parachute system and the release node from it. At the same time, the design of the aircraft provides a mounting unit for the mounting pad or thrust unit for the BPS fairing on the power element of the aircraft. The fuselage spar located in the immediate vicinity of the BPS can act as a power element of the apparatus. On one of the walls of the fairing, which is its base, a tide is structurally made, into which, from the inside of the fairing, a metal plate with 8 anchor nuts is glued, which forms the basis of the attachment point of the system to the aircraft.

The design of the aircraft provides a mount for the connecting link of the parachute system or intermediate suspension system, taking into account the arising overloads 6g at the time of opening the parachute.

In an embodiment of the claimed technical solution when placing the parachute system inside the fuselage, the aircraft is made with a hinged or knocked out hatch in the fuselage to exit the container of the parachute system (see figure 5). In this case, the parachute system is configured to provide periodic installation, dismantling of systems and routine inspection.

The nomenclature of parachute systems offered by the industry and tested in flight conditions, similar to the operating conditions of the device (for various masses of the device, application speeds, descent rates and masses of aircraft), is quite wide, in the claimed technical solution a parachute of the type KS-1000 is used. In this case, the parameters of the parachute are determined depending on the characteristics of the aircraft (the mass of the device at the moment of the BPS operation and the desired altitude range, the speed characteristics of the descent of the device, ensuring a minimum or a certain speed of parachuting).

The pneumatic landing system should ensure the landing of the aircraft at the final stage of the descent to an unprepared landing site.

The pneumatic system consists of three pneumatic shock absorbers located one in the bow of the aircraft and one in each console of the wing of the aircraft. The pneumatic system consists of:

• three pneumatic shock absorbers (pneumatic cylinders) equipped with an air bleed valve to ensure the necessary compression and to ensure smooth lowering without the risk of dropping the device

• three containers for pneumatic shock absorbers in which they are placed; containers are equipped with a lid and a mechanism for its ejection

• a cylinder or cylinders with compressed air to provide the necessary pressure in the pneumatic shock absorber upon landing (in this embodiment, the cylinders are located in the fuselage body, the air is supplied by air cable ducts connecting the cylinder and the pneumatic shock absorber).

In the released position before landing, one of the air shock absorbers is located under the bow, the other two under the wing consoles. Each air shock absorber in the released position represents two paired cylindrical cylinders.

Each pneumatic shock absorber is folded into a container and installed inside the bow and wing consoles. The design of the container is a metal box with a knocked-out lid. The pneumatic system contains cylinders with compressed air, each pneumatic shock absorber has its own cylinder with compressed air.

Cylinders of pneumatic shock absorbers are made of an elastic material such as PVC with reinforcing elements of a metal material. Pressurization of cylinders with air to operating pressure is carried out after releasing them to the working position. Cylinder pressurization occurs due to compressed air from the cylinders.

Dimensions of pneumatic shock absorbers when folded:

The radius of the curve of the pneumatic shock absorber in the open state Ra = 300;

The length of the air spring, not including the tip b = 800;

Diameter of a pneumocylinder øв = 600;

The length of the air spring when folded g = 500;

The width of the air spring when folded d = 170;

The height of the air spring when folded e = 100

Example.

We give an example of this combined rescue system based on parachute and pneumatic systems in tandem with an aircraft.

The main starting position is the amount of energy repaid when the pneumatic shock absorbers are triggered:

For each of the three pneumatic shock absorbers, the amount of energy redeemed is E = 14822.5 N⋅m.

When compressing pneumatic shock absorbers by 0.3 m, a force arises in each of them, which must be extinguished. At the same time, we assume that the overload during compression of the cylinders is 5. Therefore, the force is:

F = 14822.5 / 0.3⋅5 = 247041.5 N.

This force must be balanced by the air pressure in the cylinders, distributed over the area of contact of the earth's surface after compression.

From here you can calculate what working pressure should be in the cylinder:

It is known that inflatable boats, widely operated in river and sea conditions, are also made of a material such as PVC and pressurized with air with a pressure of 2.0 atm.

Thus, we can say that the considered design of pneumatic shock absorbers to ensure the landing of the aircraft under the accepted conditions is operational and can be placed in the structure of the airframe when folded.

Consider ready-made solutions for high-speed parachute systems (BPS)

It is possible to use a ready-made parachute KS-1000, calculated on the weight of the rescued aircraft up to 1000 kg.

The parachute provides rescue of the aircraft from a flight speed of 310 km / h in the altitude range from 40 to 4000 meters with a decrease speed of 7.7 m / s.

The KS-1000 parachute has dimensions of 225 × 280 × 630 and a weight of 30 kg.

An analysis of the aircraft’s descent trajectory shows that the speed corresponding to the requirements for starting the parachute rescue system (about 300 km / h) is realized in the altitude range of 4000 ... 1000 m.

In the event of an emergency landing of an aircraft (the calculated case is an increase in aircraft landing mass to 2200 kg), two options can be considered:

- organization of a parachute system using a KS-2500 type parachute (the mass of the KS-2500 parachute system is 50 kg, that is, 20 kg exceeds the standard option considered), which will not lead to significant changes in the energy-mass characteristics of the aircraft when solving the problem;

- landing using the KS-1000 parachute system with a vertical landing speed of 10.9 m / s. The increase in landing speed in this case is compensated by the destruction of the soft landing system with its subsequent replacement without affecting the design of the aircraft.

For the estimated estimation of the parameters of pneumatic shock absorbers the following conditions are accepted:

LA before landing 1000 kg;

for calculation, a mass of 1500 kg (with a coefficient of 1.5) is taken;

mass compression value of each cylinder 300 mm;

the area of contact of the earth's surface with each pneumatic shock absorber in the compressed state S = 1,342 m ² ;

vertical flight speed at a landing of 7.7 m / s - data of the adopted parachute rescue system.

The main starting position is the amount of energy repaid when the pneumatic shock absorbers are triggered:

When compressing pneumatic shock absorbers by 0.3 m, a force arises in each of them, which must be extinguished. At the same time, we assume that the overload during compression of the cylinders is 5. Therefore, the force is 247041.5 N.

This force must be balanced by the air pressure in the cylinders, distributed over the area of contact of the earth's surface after compression.

From here, the calculated working pressure will be 1.82 atm.

Thus, the considered design of pneumatic shock absorbers to ensure the landing of the aircraft under the accepted conditions is efficient and can be placed in the structure of the airframe when folded.

This combined rescue system based on parachute and pneumatic systems has immediate advantages:

- the soft landing system is more reliable due to the division of the system into separate units independent of each other;

- the device is more stable when the soft landing system is triggered due to the location of the pneumatic shock absorbers (one of them in the position released before landing is under the bow, the other two under the wing consoles) - the amount of space occupied by the soft landing system is significantly reduced due to the division of the system into separate units; - reducing the mass of the parachute system by reducing the number of lines (up to one). The stabilization in space is due to the location of the attachment zone of the parachute lines in front of the center of mass.

Management system actions:

1. Engaging the brake flap, by applying a signal to the elevons, at an angle of 45 ° to reduce the rate of descent of the apparatus to a predetermined (calculated)

2. The signal to open the hatch

3. Signaling the propelling mechanism

4. The signal to the mechanisms of shooting covers of containers of pneumatic shock absorbers

5. The signal to open the valves of the cylinders with compressed air

The combined system of rescue aircraft based on parachute and pneumatic systems of rescue equipment occurs in several stages. We show the basic ones directly related to the operation of the system.

Stage 1 - opening the shutter doors of the aircraft hatch, throwing out the container with the parachute system;

Stage 2 - exit from the container of the brake cascade with subsequent pulling of the main parachute;

Stage 3 - descent of the aircraft under the parachute system;

Stage 4 - opening of air damper hatches, cylinder pressurization;

Stage 5 - landing, the kinetic energy of the aircraft is quenched due to the operation of air shock absorbers. There is a process of air bleeding in the presence of excess pressure, providing sufficient energy consumption and the absence of a “jump” after hitting the ground.

Claims (8)

1. Aircraft with a rescue device containing a parachute and pneumatic system, a control system and cables configured to supply a signal to the pneumatic and parachute systems from the control system, while the parachute system is configured to mount the parachute system on the power element of the fuselage of the aircraft, characterized in that the parachute system consists of a container with a fairing and a parachute installed in it, a gas generating device made in the form of pyrotechnic th device designed to create an ejection pressure in the space between the bottom of the fairing and the bottom of the container in the throwing mechanism, which is located under the container and configured to eject the container and pull the parachute, and the pneumatic system consists of at least one container of compressed air located in the fuselage and connected by air cable channels with three pneumatic shock absorbers, each of which is equipped with an air bleed valve and is located in the folded state in addition ohm container opening, with each additional container each pnevmortizatora formed with a lid and with its ejection mechanism, wherein one additional container pnevmoamortizatorom located in the nose of the aircraft and one additional container with pnevmoamortizatorom - in each arm of an aircraft wing. 2. The device according to claim 1, characterized in that the parachute parachute system is a parachute type KS-1000. 3. The device according to claim 1, characterized in that the parachute system is mounted on the fuselage of the aircraft. 4. The device according to claim 1, characterized in that the parachute system is placed inside the fuselage of the aircraft, while the aircraft is equipped with a hatch in the fuselage to exit the container of the parachute system. 5. The device according to claim 1, characterized in that the container of the parachute system is made with a fairing. 6. The device according to claim 1, characterized in that the fairing is made of fiberglass. 7. The device according to claim 1, characterized in that the pneumatic shock absorbers in the released position are two paired cylindrical cylinders. 8. The device according to claim 1, characterized in that the cylinders of pneumatic shock absorbers are made of an elastic material such as PVC with reinforcing elements of a metal material.

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