JP2948325B2 - aircraft - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft for assisting braking and impact mitigation during landing by blowing out high-pressure air obliquely downward and forward.

[0002]

2. Description of the Related Art In conventional aircraft, braking during the landing of a passenger aircraft is performed by setting up a spoiler and utilizing aerodynamic resistance generated in the spoiler, thrust by reverse injection of the engine, or frictional resistance due to wheel braking. ing. FIG. 11 is a perspective view of a conventional passenger aircraft. As a high-lift device for takeoff and landing, a typical description will be given on one left side of the airframe 1.
There are a leading edge flap 16, a trailing edge inner flap 17, and an outer flap 18. At the time of landing, the trailing edge inner flap 17 is lifted upward as a spoiler to increase aerodynamic resistance, decelerate, and simultaneously lift the trailing edge inner flap. With the use of 17 as a spoiler, the landing is reduced. FIG. 12 is an enlarged perspective view showing the vicinity of the rear edge inner flap 17 and the outer flap 18. Further, at the time of landing, as shown in FIG. 13, the thrust reverser 20 mounted on the engine 19 is operated, and the jet flow of the engine 19, which jets toward the rear of the airframe 1 to generate propulsion, is generated on the front side. And the thrust generated by the deflected flow to propel the body 1 rearward to decelerate the body 1.

[0003]

There are the following problems to be solved in the above-mentioned conventional braking at the time of landing of an aircraft.
That is, a very large load acts on the wheels during taxiing during takeoff and landing of the aircraft. In particular, at the moment of touchdown on the ground at the time of landing, since the flight speed has been reduced to the speed of the aircraft's flight limit before landing, the lift has decreased significantly and the descent speed has increased, A shocking load acts on the wheels. In addition, braking during taxiing at the time of landing is performed by using the reverse injection device (thrust reverser) and the spoiler of the engine and applying the brake to the wheels themselves. For this reason, in an aircraft such as a fighter aircraft that lands at a higher speed than a passenger aircraft, in addition to these braking devices, a braking plate is provided on the upper end of the fuselage, or a drag chute is used to apply braking force. The landing gear is large, but these braking devices
There is a problem that it is not suitable for general passenger aircraft due to a large negative acceleration or the like.

[0004] The most frequent accidents when landing a passenger aircraft are due to wheel failure or tire puncture caused by the application of a shocking load during touchdown. Therefore, it is required as an essential urgent task to reduce the severe load on the wheel as described above as much as possible and to further secure the safety of the wheel.

[0005] It is an object of the present invention to solve the above-mentioned problems of conventional aircraft and to provide an aircraft with improved stability during landing.

[0006]

According to the present invention, there are provided a fuselage, wings provided on the fuselage, wheels provided below the fuselage including the fuselage and the wings, and a lower left and right front and rear of the fuselage. An air outlet opening inside the fuselage and opening high pressure air obliquely forward and downward, and a compressor discharging high-pressure air compressed from the front left and right sides of the fuselage to the air outlet. A pressure regulating valve interposed between the air outlet and the discharge port of the compressor to adjust the flow rate of high-pressure air supplied from the compressor to the air outlet, and to start the compressor when the aircraft lands. And control means for controlling the opening of the pressure regulating valve to adjust the flow rate of high-pressure air supplied to the air outlet.

[0007]

The present invention has the following effects because it is configured as described above. That is, according to the invention, at the time of landing of the aircraft, the air introduced from the air inlets provided at the front and left sides of the fuselage is compressed to a high pressure by the compressor started by the control means, and the high-pressure air is opened and closed by the control means. The flow rate is adjusted by a pressure regulating valve whose degree has been adjusted, openings are provided in the left and right fuselage outer panels at the lower front and rear of the fuselage, and the inside of the fuselage is directed to the ground from the installed air outlet and obliquely downward and forward of the fuselage. A spoiler that generates a braking force on the trailing edge flap as a high-lift device when landing requires a braking force that decelerates the aircraft during landing and a high lift as a vector component in the direction in which the high-pressure air is blown out. Can be used to obtain a lift that may be insufficient. In addition, since the air outlets are located in the front left and right interior of the fuselage, and are also located in the rear left and right interior of the fuselage, the control of the flow rate of the blown air by the pressure regulating valve, especially the normal attitude of the aircraft required at landing (Pitch, roll, yaw) stability can be easily maintained.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS First to third embodiments of the present invention will be described with reference to FIGS. In addition, the same reference numerals are given to members of the embodiment described after providing the same members as the above-described embodiment,
Description is omitted except when necessary.

First, a first embodiment will be described with reference to FIGS. 1A and 1B are diagrams showing the present embodiment. FIG. 1A is a side view, FIG. 1B is a front view as viewed from the front, and FIG.
FIG. 3B is a schematic cross-sectional view of FIG. 3, FIG. 3 is a side cross-sectional view of the vicinity of an air inlet provided on the front left and right of the fuselage 1, and FIG. It is. In these figures, the lower part of the fuselage 1 is provided with air inlets 4 on both sides in front, and air outlets 2, 3 immediately after and on the rear sides thereof respectively via a conduit 6, and
A compressor 5 is provided immediately after the air intake 4, and a pressure regulating valve 8 is provided immediately before the air outlets 2 and 3. The air introduced from the air inlet 4 is compressed to a high pressure by a compressor 5, and the high-pressure air is guided by a conduit 6 to air outlets 2, 3 provided at the front, rear, right, and left below the body 1. Before the air outlets 2 and 3, the flow rate of the high-pressure air is adjusted by the pressure regulating valve 8, and the air is blown obliquely forward and downward from the airframe 1 from the air outlets 2 and 3.

The air inlet 4 and the air outlets 2 and 3 are provided with doors 10 and 11, respectively, to allow the aircraft to enter a landing position and to take an air intake immediately before or simultaneously with touching the ground. The door 10 of the inlet 4 opens as shown by a two-dot chain line in FIG. 3 and introduces air into an air introduction hole leading to the compressor 5, and at the same time, the compressor 5 operates to convert the introduced air into high-pressure air. The high-pressure air discharged from the compressor 5 is
The air is supplied to the air outlets 2 and 3 disposed below the front, rear, left and right of the body 1 by the conduit 6 and blows obliquely forward and downward. At this time, as shown in FIG. 4, the door 11 for opening and closing the air outlets 2 and 3 is opened at the same time when the door 10 of the air inlet 4 is opened. That is, the air intake 4 and the air outlets 2 and 3 are closed in the normal flight state by the doors 10 and 11 because they become resistance.

By blowing high-pressure air obliquely forward and downward from the air outlets 2 and 3 as described above, the body 1 is braked and the body 1 is decelerated, and at the same time, the body is blown out by the high-pressure air. Because 1 generates lift,
At the same time as the running distance is shortened, the descent speed due to the decrease in lift due to the decrease in flight speed is reduced, so that a state in which excessive force is applied to the legs including the wheels is avoided.

Next, a second embodiment will be described with reference to FIGS. In the first embodiment, the air outlets 2 and 3 are fixed, whereas in the present embodiment, the air outlets 2 and 3 are fixed.
Is a variable nozzle type. The other structure is the same as that of the first embodiment. As shown in the plan sectional view of FIG. Has been. FIG. 6 shows that the air blowing nozzle 12 is variable in the vertical direction. By controlling the blowing direction of the air blowing nozzle 12, deceleration, lift, and attitude control can be performed most efficiently.
As shown in FIG. 7, a detector 13 attached to the wheel is used as a means for detecting that the wheel has touched the ground, and based on a signal output from the detector 13, The computer issues all control signals to operate the configurations of the first and second embodiments. FIG. 8 shows an example of a mechanism for opening and closing the doors 10 and 11 of the air inlet 4 and the air outlets 2 and 3. The hydraulic actuator 14 operates the link mechanism 15 formed ahead of the hydraulic actuator 14 to open and close the doors 10 and 11. In addition, the hydraulic actuator 14 and the link mechanism 15 are installed at both ends of the doors 10 and 11 which do not affect the intake and the blowing of air.

FIGS. 9 and 10 are block diagrams of operations according to the first and second embodiments. The block diagram shown in FIG. 9 is a block diagram showing the state at the time of the manual operation of the pilot.
A pressure regulating valve for controlling the flow rate of high-pressure air discharged from the compressor 5 to the air outlets 2, 3 by engaging the door 10.11 provided at each of the air outlets 2, 3 and then starting the compressor 5. 8 shows an example in which the opening and closing of 8 is performed by a control means. The opening and closing of the pressure regulating valve 8 in this control means may be performed either by the pilot itself or by a computer. The block diagram shown in FIG. 10 is a fully automatic control means for controlling the flow rate of high-pressure air supplied to the air outlets 2 and 3 by opening and closing the doors 10 and 11, starting the compressor 5 and opening and closing the pressure regulating valve 8. In this control means, an operation signal is output and activated by the operation of the detector 13 shown in FIG. It should be noted that any of manual and automatic control means may be used for the operations of the first and second embodiments.

As described above, according to the first and second embodiments,
The air taken in from the air inlet 4 is converted into high-pressure air by the compressor 5 and blows obliquely forward and downward from the air outlets 2 and 3 when the body 1 lands. Therefore, the braking action of the body 1 due to the recoil of the high-pressure air blowing. This has the advantage that the floating action is simultaneously generated, the running distance is shortened, and the landing load on the wheels at the time of landing of the body 1 is reduced, so that accidents such as punctures are eliminated.

[0015]

The present invention has the following effects because it is configured as described above. That is, according to the present invention, it is possible to reduce the load on the wheels at the time of landing by blowing out high-pressure air from the lower part of the body of the aircraft and to improve the safety at the time of landing. In addition, as the burden on the wheels is reduced, the life of the wheels is greatly extended and the maintenance cost is reduced.

By employing a fully automatic operation system for the control means, pilot errors can be prevented, the work load on the pilot can be reduced, and the aircraft can be operated more safely. On the other hand, the possibility of shortening the run distance at landing is also possible, greatly expanding the availability of small airfields with only short runways. Furthermore, since the aircraft can land with a short run distance, it can contribute to reducing noise pollution to people around the airport regardless of the size of the airfield.

[Brief description of the drawings]

FIG. 1 is a diagram of an aircraft according to a first embodiment of the present invention;
(A) is a side view, (b) is a view seen from the front.

FIG. 2 is a schematic plan sectional view of FIG.

FIG. 3 is an enlarged sectional side view of the air intake port 4 of FIG. 1;

FIG. 4 is an enlarged sectional view of an air outlet 2 (and 3) in FIG. 1 (b).

FIG. 5 is a plan sectional view of an air blowing nozzle as an air blowing port according to a second embodiment of the present invention.

FIG. 6 is a cross-sectional view of FIG.

FIG. 7 is an attached state diagram of the wheel grounding detector according to the first and second embodiments, as viewed in the longitudinal direction of the fuselage (only one side).

FIG. 8 is a diagram of a door opening / closing mechanism according to the first and second embodiments.

FIG. 9 is a block diagram showing control means by manual operation according to the first and second embodiments.

FIG. 10 is a block diagram showing control means by automatic operation according to the first and second embodiments.

FIG. 11 is an overall perspective view of a conventional passenger aircraft.

FIG. 12 is an enlarged view of the vicinity of a rear edge inner flap 17 in FIG. 11;

FIG. 13 is an enlarged view showing a thrust reverser operation diagram of the engine 19 reverse injection of FIG. 11;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Airframe 2, 3 Air outlet 4 Air inlet 5 Compressor 6 Conduit 8 Pressure regulating valve 10, 11 Door 12 Air outlet nozzle 13 Detector 14 Hydraulic actuator 15 Link mechanism

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) B64C 25/00-25/68 B64D 33/00-33/12 B60V 3/08

Claims (1)

(57) [Claims] 1. A fuselage, wings provided on the fuselage, wheels provided below a fuselage composed of the fuselage and the wings, and open to the lower left and right outer plates of the front and rear of the fuselage. An air outlet that is provided inside and blows high-pressure air obliquely forward and downward, a compressor that discharges the high-pressure air that has been compressed from the front left and right sides of the fuselage to the air outlet, and the air outlet. A pressure regulating valve that is interposed between the compressor and the discharge port and that adjusts the flow rate of the high-pressure air supplied from the compressor to the air outlet; and that the compressor starts when the aircraft lands. With
An aircraft, comprising: control means for controlling an opening of the pressure regulating valve to adjust a flow rate of the high-pressure air supplied to the air outlet.