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    • 专利摘要:
    vehicle restraint bed the present invention is related to vehicle restraint beds, especially of passenger aircraft unable to stop on available airstrips, in which the system comprises a vehicle restraint area (a), comprising a bed filled with spongy glass aggregate (1), with particle sizes ranging from 0.25 cm to 15 cm, and nominal void fractions of about 70 to 98%, and a top cover (4) covering the upper surface the bed of spongy glass aggregate.
    公开号:BR112012017231B1
    申请号:R112012017231-0
    申请日:2011-01-13
    公开日:2020-12-15
    发明作者:A Narmo Jon
    申请人:Runway Safe IPR AB；
    IPC主号:
    专利说明:

    The present invention is related to detention beds to slow vehicles, such as aircraft, unable to stop on available airstrips. Background of the Invention
    One of the safety problems in aviation is that of aircraft during takeoff or landing, occasionally with invasions of available airstrips that end up on terrain behind the airstrip. There are several examples of such accidents with catastrophic results, both in terms of material damage, loss of life or serious damage to the health of the people involved. This is identified in a range of possible causes of these types of accidents, such as, discovered in the last moments of mechanical failures of the aircraft that make it necessary to abort the takeoff, aircraft braking failures, unexpected incidents of weather conditions, Eros of the pilot, etc. The wide variety of causes that cause these invasions makes it unlikely that measures will be introduced to totally prevent these situations in aviation.
    Thus, in order to alleviate and avoid the serious consequences of invasion situations, it is necessary to provide airstrips with means of capturing and / or delaying aircraft that invade the airstrip in a safe manner. For airfields with ample space available behind the airstrip, an obvious solution would be to simply extend the airstrip to allow aircraft ample space to stop, either by using brakes or by reversing the engine.
    However, several aerodromes do not have space available to provide sufficient length of the airstrip and there are also incidents where an invasion is caused by malfunction of the aircraft's brake systems. Therefore, it is advantageous to provide aerodromes with one or more devices to exert an external deceleration force on aircraft that invade the end of the landing strip and which are able to force the aircraft to stop at a deceleration speed that is tolerable for the mechanical construction of the aircraft, especially the landing gear, and the people on board the aircraft. State of the art
    A known solution for stopping aircraft (or other wheeled vehicles) is to provide a restraint zone. A retaining zone is a zone made up of a shallow bed of relatively malleable material on top of a hard material, capable of supporting the vehicle's wheels. When a vehicle enters the retaining zone, its wheels will sink a little into the soft material and thus obtain a significant increase in the drag of the load. The malleable mass of the retaining zone thus absorbs the vehicle's kinetic energy and provides it with a safe stop. The retaining zones are advantageous for use at aerodromes because they are passive in nature and have no moving parts, so they are always ready for use.
    An example of retaining zones is disclosed in US Patent No. 3,066,896, where the retaining zone consists of a shallow, liquid-filled basin arrangement, about 300 m long, placed at the end of the landing strip, and which is covered with a strong, but flexible, top cover. The liquid-filled bowl with the top cover will form a malleable zone at the end of the airstrip, which will be lowered by the wheels of an aircraft circulating on the top cover.Due to the need to push out the underlying liquid when the wheels moving over the top cover, the lowered zone creates a considerable increase in the rolling resistance of the wheels and thus acts as a retaining zone that induces a deceleration force on the aircraft.
    U.S. Patent No. 3,967,704 discloses the use of a shredded material as a bed of retainer material, adjacent to a vehicle track. A vehicle traveling off its trail will enter an area with a layer of this shredded material; the vehicle's wheels will penetrate into the shredded material and thereby induce significant rolling resistance, which will slow the vehicle down. The crushable material is a cured foam of compressive strength, ranging from about 100 to 350 kPa (15 to 50 psi), to provide an aircraft delay of 0.7 - 0.9 g. Urea / formaldehyde resins are mentioned as suitable curable foams.
    U.S. Patent No. 5,193,764 discloses a retention bed made of rigid, brittle, fire resistant foam sheets, connected to form a panel. The foam boards should preferably be made of phenolic foam, having a thickness in the range of 2.5 to 15.2 cm and a compressive strength in the range of 137 to 552 kPa (20 to 80 psi).
    The United States Federal Aviation Administration has researched the use of different materials for the production of aircraft detention zones. In studies by Robert Cook and others, "Soft Ground Aircraft Arrestor Systems: Final Report", Washington DC, Federal Aviation Administration, 1987, FAA / PM-87-27, and "Evaluation of a Foam Arrestor Bed for Aircraft Safety Overrun Areas ", Dayton: University of Dayton Research Institute, 1988, UDR-TR-88-07, discusses the need to have flexible materials, with reliable and consistent mechanical behavior, in the face of changing climatic conditions. The mechanical behavior of malleable materials, such as clay or sand, depends on the moisture content, that is, the dry clay is hard and provides a small drag effect, while the wet clay is very malleable, so that the wheels can sink and get a drag that causes the landing gear to break. Shallow water basin arrangements are found to work satisfactorily as aircraft restraint beds, at speeds of 90 km / h (50 knots) or less, they will also attract birds and still have problems with freezing in cold climates. Another possible problem with the retention beds is that the wheels of the aircraft can create a shock with particulate material, which can be ingested by the turbines of the aircraft, when said aircraft pass at high speed on the retention bed. The studies by Cook and others also researched the suitability of several foam retaining materials and found in this context that cement foams have advantages over polymeric foams.
    In subsequent studies by White and Agrawal, "Soft Ground Arresting Systems for Airports: Final Report", Washington DC, Federal Aviation Administration, 1993, CT-93-80, it was found that crushable materials, such as phenolic resin and cellular cement present advantages in providing a predictable drag load given to the landing gear and constant mechanical properties over a wide temperature range. Cellular cement was the material chosen due to its reaction close to zero after grinding, and also due to the chemically inert composition.
    US Patent No. 6,726,400 discloses a cellular concrete retention bed, having length, width and thickness that include first and second lateral rows of compressible cellular concrete blocks, each block having a compressive strength gradient (CGS) characteristic. , representing a selected resistance gradient with compressive depth, over a penetration depth of at least 10 to 60% of the thickness of the block, the characteristic of compressive gradient resistance being selected to provide a gradual deceleration of a vehicle that enters the said, bed. Concrete blocks are described as having a dry density in the range of 192 to 352 kg / m. The first row of blocks must have a CGS characteristic of 60/80, nominally equal to 482.6 MPa (70 psi), and the second row of blocks must have a CGS characteristic of 80/100, nominally equal to 620.5 MPa (90 psi), when measured on the said depth of penetration of the respective blocks.
    A study by Stehly, "Report of Concrete Testing, Project: Engineered Material Arresting System Minneapolis / Sl. Paul Airport", American Engineering Testing Inc, 2007, 05-03306, found that the performance of the concrete bed deteriorated after installation in 1999. Purpose of the Invention
    The main objective of the invention is to provide a restraint system, capable of safely decelerating vehicles.
    Another objective of the invention is to provide a restraint system, with superior performance for multiple aircraft. Description of the Invention
    The invention is based on the verification that broken broken spongy aggregates made of glass can be used to form low investment and low maintenance cost retention beds for vehicle retention, and the discovery that spongy glass aggregates exhibit an exponential increase in energy absorption, with an increase in the compression rate. This latest discovery provides an advantage that the rate of compression of the material in a holding bed is a function of the depth of penetration of the wheels of the vehicle being held, so that the exponential increase in energy absorption, with increased depth of wheel penetration, makes the spongy glass aggregate quite suitable for use as a multi-purpose retention bed, ideal for use in vehicles of large weight variations.
    The term "glass", as used herein, means an amorphous solid, usually called soda lime glass or soda glass, but it can also include other types of glass, such as borosilicate glass. Soda lime glass is typically made by melting raw materials, including one or more 5 raw materials of sodium carbonate (soda), limestone, dolomite, silicon dioxide, aluminum oxide, and small amounts of additives. Borosilicate glasses are made by melting boron oxide, silicon dioxide and small amounts of additives. The term "spongy glass aggregate", as used herein, means glass that is melted, aerated, solidified, and then ground into particles with sizes ranging from 0.25 cm to 15 cm (about 0.1 to 5.9 inches). Aerated glass can have fractions of nominal voids of about 70 to 98%.
    Thus, in a first aspect, the present invention relates to a vehicle retention system, in which the system comprises: - a vehicle retention area comprising a bed filled with spongy glass aggregate, with particle sizes varying from 0.25 cm to 15 cm, and nominal void fractions of about 70 to 98%; and - a top cover covering the upper surface of the bed of spongy glass aggregate.
    In a second aspect, the present invention relates to a method for retaining vehicles, in which the method comprises: - producing a bed on the ground where the vehicles are to be retained; - fill the bed with spongy glass aggregate, with particle sizes ranging from 0.25 cm to 15 cm, and nominal void fractions of about 70 to about 98%: and - cover the top surface of the bed with a top cover. In a third aspect, the present invention relates to the use of a spongy glass aggregate in vehicle restraint systems.
    In a fourth aspect, the present invention relates to the use of a spongy glass aggregate, with particle sizes ranging from 0.25 cm to 15 cm, and nominal void fractions of about 70 to 98% in retention systems. vehicles.
    The term “vehicle”, as used here, means any automotive mechanical structure that moves on the ground using wheels and / or tracks. The term also includes aircraft that move on ground / airports. Also, the term can include non-automotive vehicles, such as bicycles.
    The term “top cover”, as used herein, means any cover of the aggregate mass that will prevent the aggregate mass from being contaminated or filled with airborne particles, or subjected to plant growth or other environmental impacts, which may interfering with the performance of the spongy glass aggregate mass. The top cover must be mechanically strong enough to keep the bulk of the aggregate mass clean, but not so strong that it will prevent a vehicle's wheels from being retained from penetration through the cover and from entering the vehicle. aggregate mass. Examples of suitable top covers are polymer tarps, plastic sheets, artificial peat, etc. However, any cover capable of protecting the aggregate mass, but unable to support the vehicle's wheels, can be used. Advantageously, the top cover can receive a decorative aspect, through the application of materials with aesthetic appeal or that appear in harmony with the environment. An artificial peat mimicking the appearance of a lawn can be an example of a top aesthetic cover.
    The term “nominal void fraction”, as used herein, includes fractions of voids that arise from the microstructural pores of the spongy glass and fractions between pieces of aggregates - the fraction of the nominal global voids should therefore be understood as the net effect of these two fractions taken together. Thus, the nominal vacuum fraction corresponds to the overall density of the spongy glass aggregate. If, for example, you use silicate glass, which has a density at the zero nominal vacuum fraction of about 2500 kg / mJ, a nominal vacuum fraction of 98% will mean that 1 m3 of glass aggregate spongy will weigh about 50 kg, while a nominal void fraction of 70% corresponds to a weight of about 750 kg / m3.
    The term “bed”, as used here, should be understood as a generic term that covers any form of depression / cavity formed in the soil. The depression / cavity can simply be formed by removing the volume of mass / landfill with subsequent filling of the depression / cavity with the spongy glass aggregate to form a bed of aggregate material, from which the plane of the upper surface is aligned with the plane of the surrounding soil surface. Alternatively, the bed of the spongy glass aggregate can be kept in place using slopes or another form of mechanical structure, that is, walls, around the perimeter of the bed, in cases where greater mechanical resilience is required. The bed can also be laid on the ground, without forming a depression / cavity or, alternatively, by forming a narrow depression / cavity, so that the bed of spongy glass aggregate protrudes from a distance above the surface level of the ground. In such cases, the aggregate mass needs to be contained through the use of embankments or another form of mechanical structure along the perimeter of the bed. If the slopes / mechanical structure protrude from a distance above ground level, the latter modality may need means to make the vehicle enter the aggregate bed in a smooth manner, such as, for example, a ramp, etc. ., which directs the vehicle into the bed. The bottom of the bed can be provided, for example, with a floor in the depression / cavity, to mechanically reinforce the bottom of the bed, when necessary.
    The dimensions and location of the retention bed are dependent on the intended use, that is, the mass of the vehicle, its speed and the pressure of compression of the vehicle wheels on the spongy glass aggregate material. The aggregate material induces a drag force on the vehicle's wheels, as it is unable to withstand the compression force induced by the wheels, so that they sink a certain distance into the aggregate material and thus mark a path / crack / groove in the aggregate material when they pass over the retention bed. Thus, the functionality of the retention bed is tied to the compressive strength of the spongy glass aggregate, which is a function of the nominal void fraction of the spongy glass, the extent of the retaining zone and the depth of the full bed of the spongy glass aggregate.
    In principle, the invention can work with spongy glass, with any known fraction of nominal void, but, in practice, there will be a limit decided by the ground pressure induced by the wheels of the vehicles that must be retained. The wheels must be able to sink a certain distance into the aggregate mass, in order to receive an effective drag force, and vice versa, the wheels must not penetrate too deep, as this will result in a drag seal. too high and at deceleration speeds that could be harmful to the vehicle or people on board. Thus, it is believed in practice, that the nominal void fraction of the spongy glass that is employed in the aggregate can vary from a relatively low aeration, with a nominal void fraction of 70%, for highly aerated glasses with a nominal void fraction of 98 %. Any fraction of nominal void between these two values can be used, and any mixture of spongy glass aggregates with different fractions of nominal voids within these limits can also be used. Also, it can be objectified to employ spongy glass with fractions of nominal voids outside this range.
    Research on the spongy glass aggregate for use in retention systems designed to retain aircraft, carried out by Matthew Barsotti et al [1], found that the spongy glass aggregate with a density of 154 kg / m, corresponding to a fraction of void 93.8% nominal and with a graduation, that is, aggregate particle sizes in the range of 0.4 - 6.3 cm (0.2 - 2.4 inches), and with an average aggregate particle size 4.8 cm (1.9 inches) is well suited for use in multi-purpose aircraft restraint systems. The particle size distribution of the aggregate is 0.88% by weight of particles ranging from 4 to 8 mm, 0.29% by weight with size from 8 to 12.5 mm, 1.03% by weight with size from 12.5 to 14 mm, 1.91% by weight with size from 14 to 16 mm, 4, 21% by weight with size from 16 to 20 mm, 33.45% by weight with size from 20 to 31.5 mm, 35.30% by weight with size from 31.5 to 40 mm, 15.13% by weight 40 to 50 mm in size, 5.74% by weight with 50 to 63 mm, and 0.31% by weight with size over 63 mm. These tests were carried out with the aim of defining an optimal multi-purpose aircraft retainer, capable of retaining aircraft ranging from 50 passenger seats (Bombardier CRJ-100/200) to 500 passenger seats (Boeing B747-400).
    A graduation of 0.4-6.3 cm, as used here, is correlated to the size of the mesh, that is, of sieves that are used to classify the particles, so that the graduation of 0.4 - 6.3 cm means spongy glass particles of large size, sufficient not to pass through a 0.4 cm mesh sieve, but sufficient to pass through a 6.3 cm mesh sieve.
    The tests carried out by Barsotti and others also show that the spongy glass aggregate has an advantageous property, in which the mechanical energy absorption of the spongy glass aggregate material increases exponentially with the compression force. This discovery was unexpected, since each piece of spongy glass in the aggregate is composed of crushed glass and is mechanically expected to exhibit similar properties of conventional crushable materials used in current foam block type vehicle retainers, as disclosed in US Patent No. 6,726,400 indicated above. Without being bound by any theory, it is believed that the spongy glass aggregate will also exhibit continuous mechanical properties, since the loose bits of the aggregate will circulate more or less free when exposed to shear forces. The compression process for the foam of the aggregate consists of the compression of the microstructural voids of foam, as well as of the interstitial voids between the pieces of the aggregate. This double compression mode may be the reason why the spongy glass aggregate is found to have an exponential increase in the absorption of mechanical energy, with an increase in the compression force. This behavior is seen in Figure 1, which graphically shows the load history of the compression tests performed on the two grades of the spongy glass aggregate.
    The tests were performed by filling a closed cylinder, with an internal diameter of 31.433 cm (12.375 inches), with spongy glass aggregate of a graduation, and pressing a plate with a diameter of 30.48 cm (12.00 inches) inside cylinder at a fixed speed of 7.62 cm / min (3 inches / min). The plate has a diameter that is at least six times the characteristic size of the aggregate particles, in order to guarantee a continuous material behavior. The material was loosely placed inside the cylinder, without packaging.
    As shown in the graph of figure I, it is observed that the induced stress or stress, necessary to compress the material and, thus, the energy absorbed by the material, increases exponentially with a linear increase in the degree of compression of the material. In addition, it was found in the tests that the load data for the duplication tests were markedly consistent, despite the random nature of the aggregate pieces for each test.
    However, it was also found that the aggregate's graduation size has a substantial effect on energy loading and absorption. Thus, it is necessary to carefully choose the grade of the spongy glass aggregate for use in the retention beds. Another important observation from these tests is that the spongy glass aggregate material will work as a compressive material! of variable depth, where deeper wheel penetrations will provide an increase in vertical load, not only because a larger surface area comes in contact with the aggregate material, but also because the material continuously it hardens when the compression increases. It is this property that makes the spongy glass aggregate suitable for multi-purpose restraint systems, capable of handling aircraft of markedly different sizes, such as, for example, small aircraft with maximum takeoff weights of about 5 to 24 metric tons of a 50-passenger jet aircraft, such as a Bombardier CRJ-100, at about 590 metric tons of a 500-passenger aircraft, such as an Airbus A380.
    Another use of the spongy glass aggregate retention system is in safety zones for passenger cars and / or buses / trucks that circulate on public roads. The restraint system can be placed adjacent to the highway in sharp turns, on steep inclines, etc., in order to retain vehicles that have lost their grip on the highway and are uncontrollably moving out of it. Similar uses may also include holding bikes that have lost control when cycling on cycle paths. An adjacent restraint zone with a small restraint effect can provide the necessary braking aid for the rider to regain control. An additional use of the restraint system is as a physical protector to prevent attack by wheeled vehicles. Any area or construction that needs protection against these attacks carried out by vehicles, can be protected by forming retention zones around them, which ensures that any vehicle that tries to penetrate the area / construction will be retained. This use of a restraint system can be advantageous for United Nations bases in countries where there is a risk of attacks by trucks / cars loaded with explosives and driven by a suicide driver. The restraint system can also be used in military installations where there is a need to physically prevent vehicles from entering the area. For these uses, it is aimed to employ spongy glass aggregates with high nominal void fractions and, thus, low resistance to compression, to ensure that vehicles entering the holding area become firmly jammed.
    As already mentioned, the functionality of the invention is dependent on the nominal vacuum fraction of the spongy glass aggregate and the particle graduation. Thus, the effect of the invention is obtained when the crushing resistance of the spongy glass aggregate is correlated with the pressure of the wheels on the ground of the vehicle being held.
    Tests were performed on spongy glass particles with 0.4 to 6.3 cm graduation, average particle size of 4.8 cm and nominal void fraction of 86%, and calculations based on these tests showed that this aggregate is suitable for use as a multi-purpose restraint system, including aircraft, when the bed dimensions are 200 m long and 90 cm deep. For other applications, it may be necessary to use other grades and / or fractions of nominal voids, to take into account different restrictions related to the permitted dimensions and / or other vehicles that must be retained. These graduations and / or fractions of nominal voids will be found by experts versed in the technique, when conducting common trials of trial and error.
    The wide range of possible uses of the retention system requires the use of spongy glass aggregates with a wide range of nominal void fractions and grades. The present invention is to be understood as a general exploration of a new retention material. It is the exploration of the discovery of the exponential increase in energy absorption through compression rates, combined with the very low environmental impact and low cost of aerated glass that is the essence of the present invention. Thus, the invention covers any possible of this material as a vehicle retainer. In practice, fractions of nominal voids can be available in the range of 70 to 98% and graduation in the range of 0.25 cm to 15 cm. Any fraction of nominal void and graduation within these limits can be used. Thus, the spongy glass aggregate can be graded with particle sizes of any range, starting with a range of values of 0.25, 0.30, 0.40, 0.50, 0.60, 0.70, 0.80, 0.90, 1.00, 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2, 0, 2.2, 2.4, 2.6, 2.8, 3.0, 3.5, 4.0, 4.5, and 5.0 cm, and ending in a range of values of 5, 5, 6.0, 6.5, 7.0, 8.5, 9.0, 9.5, 10, 11, 12, 13, 14, and 15 cm. Preferred ranges include gradations from 0.25 to 10 cm; from 0.5 to 8 cm; from 0.7 to 7 cm; and from 1 to 6 cm.
    The spongy glass aggregate can also employ spongy glass particles with differences in nominal void fractions. Thus, in addition to having aggregate masses with a nominal void fraction of the spongy glass particles, it is also, alternatively, possible to use aggregate masses with mixtures of nominal void fractions in the ranges that start with a value of 75, 76, 77 , 78, 79, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 93 and 94%, and end with a value of 76, 77, 78, 79, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 93, 94 and 95%. Preferred ranges include fractions of nominal voids of 80 to 98%; from 70 to 95%; and from 90 to 94%.
    The spongy glass particles have a closed cell microstructure that limits the absorption of water, so that water can only penetrate into the outermost open pores of the particles. The spongy glass aggregate was used in civil engineering applications, such as, for example, lightly filled construction material, insulation and freezing protection of road and terrace foundations. These applications show that the mechanical properties of the spongy glass aggregate are stable, when cyclical variations in temperature and humidity. However, the stagnant water that emerges from the spongy glass particles can be a problem in climates with a freeze-thaw cycle, as the more open outer pores filled with water can encounter freezing erosion. This can cause a reduction in the grading of the aggregate material over time. Tests carried out on the material showed that after 50 freeze / thaw cycles in complete immersion in water, the material obtained a 47% decrease in the energy absorption capacity.
    Therefore, it may be advantageous to provide the retention bed with drainage means to prevent water from becoming stagnant in the aggregate mass. Drainage means can be any currently known means or future civil engineering projects for draining a bed.
    Alternatively, the spongy glass aggregate mass in the retention bed can be made waterproof, by covering with geo-plastic or geo-textile materials, in order to form a seal against water penetration. This procedure is well known to experts skilled in the technique of grounding.
    The dimensions of the pelvis layout are not critical features of the present invention, and will be designed based on a pre-bed, depending on the type of aircraft or other vehicle to be retained. Any conceivable size and design of the holding basin arrangement will fall within the scope of the invention. In practice, the dimensions of the basin layout will have depths ranging from about 10 cm to 200 cm and lengths from 1 m to 400 m. The design of the basin layout can be of any geometric shape suitable for the current application. Examples of possible design configurations of the basin layout include, but are not limited to, triangular, rectangular, circular, elliptical, polygonal, trapezoidal shapes or any combination thereof.
    The retention bed can advantageously be provided with transition zones in the peripheral parts adjacent to the surrounding terrain / soil. The functionality of the transition zones is to provide a gradual increase in the dragged load of the vehicle that is being retained, when entering the retention bed, by having a gradual increase in the depth of the bed, when it circulates from the edges towards the most bulky. The transition zone can be formed by presenting a gradual increase in the bed or by presenting inclined walls of the bed. List of Finances
    Figure 1 is a reproduction of Figure 11-8 from [1], showing measured compression efforts and energy absorption for the spongy glass aggregate with 0.4-6.3 cm graduation, average particle size of 4, 8 cm and nominal void fraction of 93.8%.
    Figure 2 is a schematic drawing of an exemplary embodiment of the invention, seen from the side.
    Figure 3 is a schematic drawing of another exemplary embodiment of the invention, seen from the side.
    Figure 4 is a reproduction of figure 11-22 of [1], showing the calculated aircraft speed, the deceleration and forces of the nose shoring landing gear.
    Figure 5 is a bar diagram showing the particle size distribution of a spongy glass aggregate, according to an exemplary embodiment of the invention.
    Figure 6 shows a graphical representation of compression tests in the aggregate of three fractions of nominal voids, each with particle size distribution as shown in figure 4. Example of Modalities of the Invention
    The invention will be described in greater detail by means of two exemplary modalities, idealized for use as aircraft restraint systems. These modalities should not be considered as a limitation of the general inventive idea of using spongy glass aggregates to retain vehicles of any kind. First Exemplary Mode
    A first exemplary modality of the vehicle restraint system is produced inside the ground, being schematically shown laterally in figure 2. The longitudinal vertical cross section of the bed takes on the trapezoidal shape of height (B) and length (A), which is available inside of the ground (2), so that the upper surface (4) of the retention zone is aligned and disposes at the same level as the plane formed by the surrounding soil (2). Using a model with a vertical trapezoidal cross section of the bed, it is obtained that both ends of the bed are provided with smooth transition zones (3). The inclination angle (o.) Can typically be in the range of 20-30 °. The bottom (2) of the bed can be provided with drainage means (not shown), to prevent the formation of stagnant water in said bed.
    The bed is filled with spongy glass aggregate (1). The maximum depth of the spongy glass aggregate in the present embodiment is the height (B) of the trapezoid, and the length of the retention zone is the length (A) of the upper side of the trapezoid. The upper surface of the aggregate bed is covered with a covering layer (4) of artificial peat. An aircraft wheel (5) that enters the restraint system is shown schematically. The wheels circulate in the direction shown by the arrow, and will penetrate through the top cover (4) and gradually sink into the spongy glass when they pass over the smooth transition zone (2) and enter the bulky part of the bed.
    The spongy glass aggregate has a nominal void fraction of 93.8% and the aggregate particles (1) have an aggregation of 0.4-6.3 cm and an average particle size of 4.8 cm. The particle size distribution of the aggregate (1) is 0.88% by weight of particles with size from 4 to 8 mm, 0.29% by weight with size from 8 to 12.5 mm, 1.03% in weight with size from 12.5 to 14 mm, 1.91% by weight with size from 14 to 16 mm, 4.21% by weight with size from 16 to 20 mm, 33.45% by weight with size from 20 to 31.5 mm, 35.30% by weight with a size of 31.5 to 40 mm, 15.13% by weight with a size of 40 to 50 mm, 5.74% by weight with a size of 50 to 63 mm, and 0.31% by weight with size over 63 mm. The size distribution is shown graphically in figure 4. The depth (B) of the bed is 91 cm and
    The length (A) of the 200 m retention zone. The horizontal cross section of the bed (not shown) is rectangular or triangular. In the case of a rectangular cross section, the width of the bed is constant and must be at least as wide as the track on which the restraint system is placed, but, advantageously, it can be wider, in order to allow some deviation of course aircraft when it enters the holding bed. The ability to capture aircraft with deviations in travel when entering the retention bed can be increased by providing the retention bed with a horizontal triangular cross section.
    The present inventor carried out measurements of the compressive strength of the aggregate (1), pressing a circular piston with a diameter of 29.99 cm inside a barrel full of aggregate, which has an internal diameter of 30.0 cm. The experiments were made for the same grade of the aggregate (1), but with three different fractions of nominal voids. The results are shown in Table 1, and shown graphically in figure 5. All three aggregates show the aggregation indicated above, which is shown in figure 4.
    The calculations performed by [1] predicted that the exemplary modality of the invention will be able to hold aircraft entering at a speed of 130 km / h (70 knots), so that they are stopped at 110 m (360 feet) when the aircraft is a Bombardier CRJ-200; 95 m (310 feet) in case the aircraft is a Boeing 737-800, and 180 m (590 feet) in the case of a Boeing 747-400. The reproduction of figure 11-22 of [1] shows the calculated aircraft speed, deceleration and nose-shifting landing gear forces induced by spongy glass aggregate in a Boeing 737-800, which enters the exemplary mode at a speed 130 km / h.
    The calculations provided in [1] for the Bombardier CRJ-200 and Boeing 747400 show similar results and conclude that the spongy glass aggregate of the exemplary modality will provide a multi-purpose aircraft retention system, in which the aircraft are being retained from in a safe way, with deceleration speeds of 0.7 - 1.0 g and extensions to obtain the stop in the range of 90 to 200 m. Second Exemplary Modality
    The second exemplary modality is based on the same solution principle as the first exemplary modality, so the retention system is made of the same aggregate of spongy glass, with similar fractions of nominal void and particle size distribution of the first exemplary modality, 5 and still has approximately the same length (A) and depth (B) as the bed. This example of modality is shown laterally in figure 3. It should be noted that the length of the bed has a truncated shape in said figure.
    The main difference is that the bed (1) of spongy glass aggregate in the second exemplary mode is disposed directly on the ground (2), without forming a pit / depression (see figure 3). In this case, the spongy glass bed needs to be contained using a mechanical structure (6) along the periphery of the bed. The mechanical structure, advantageously, must be designed to function as a ramp, to enter and leave the aggregate bed (1). This can be achieved by forming the mechanical structure (6) with a triangular cross section, so that an aircraft heading towards the bed (1) will run smoothly up the ramp, entering the bed (1) and sinking in it by rolling along the inclined internal base (3) of the bed, until the wheel (5) is suspended in the spongy glass aggregate. The angle of inclination can be the same as indicated in the first example of modality, but other angles of inclination can also be used. The bed is covered with an artificial layer of peat (4). Table 1 - Compression tests in the aggregate of three nominal void fractions, each test with the particle size distribution as shown in figure 4. - Aggregate with a nominal void fraction of 94.6% (corresponding to a density of 135 kg / m3).
    - Aggregate with a nominal vacuum fraction of 94.0% (corresponding to a density of 150 kg / m3)
    .
    Aggregate with 92.8% nominal vacuum fraction (corresponding to a density of 180 kg / m3).

    Bibliographic Reference: Matthew Barsotti et al., Report published on January 21, 2010, entitled “Developing Improved Civil Aircraft Arresting Systems", in the Cooperative Airports Research Program, administered by the Transportation Research Board of the National Academies., USA.
    权利要求:
    Claims (11)
    [0001]
    1. Vehicle restraint system, characterized by the fact that the system comprises: - a vehicle restraint area comprising a bed filled with spongy glass aggregate (1), with particle sizes ranging from 0.25 cm to 15 cm , and fractions of nominal voids of about 70 to 98%; and - a top cover covering the upper surface (4) of the bed of spongy glass aggregate (1).
    [0002]
    2. Vehicle restraint system, according to claim 1, characterized by the fact that the spongy glass aggregate (1) is made of soda lime glass or soda glass, with nominal void fraction in a range that begins with a percentage of 75, 76, 77, 78, 79, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 93, and 94% and ends with a percentage out of 76, 77, 78, 79, 80, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 91, 92, 93, 94, and 95%.
    [0003]
    3. Vehicle retention system, according to claim 2, characterized by the fact that the nominal void fraction is available in one of the following ranges: from 80 to 90%; from 83 to 88%; and from 85 to 87%.
    [0004]
    4. Vehicle restraint system, according to claims 2 or 3, characterized by the fact that the spongy glass aggregate (1) presents a graduation with particle sizes of any range, starting at a value range of 0, 25, 0.30, 0.40, 0.50, 0.60, 0.70, 0.80, 0.90, 1.00, 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2.0, 2.2, 2.4, 2.6, 2.8, 3.0, 3.5, 4, 0, 4.5, and 5.0 cm, and ending in a range of values of 5.5, 6.0, 6.5, 7.0, 8.5, 9.0, 9.5, 10, 11, 12, 13, 14, and 15 cm.
    [0005]
    5. Vehicle restraint system, according to claim 4, characterized by the fact that the spongy glass aggregate (1) has a graduation between one of the following bands: from 0.25 to 10 cm; from 0.5 to 8 cm; from 0.7 to 7 cm; and from 1 to 6 cm.
    [0006]
    6. Vehicle retention system, according to claim 1, characterized by the fact that the spongy glass aggregate (1) has a nominal void fraction of 93.8% and the aggregate particles have an aggregation of 0, 4 - 6.3 cm and the average particle size of 4.8 cm, in which the bed depth is 91 cm and the extension is 200 m.
    [0007]
    7. Vehicle restraint system according to claim 6, characterized by the fact that the particle size distribution of the spongy glass aggregate is 0.88% by weight of particles with a size of 4 to 8 mm, 0 , 29% by weight with size from 8 to 12.5 mm, 1.03% by weight with size from 12.5 to 14 mm, 1.91% by weight with size from 14 to 16 mm, 4.21% in weight with size from 16 to 20 mm, 33.45% by weight with size from 20 to 31.5 mm, 35.30% by weight with size from 31.5 to 40 mm, 15.13% by weight with size 40 to 50 mm, 5.74% by weight with a size of 50 to 63 mm, and 0.31% by weight with a size above 63 mm.
    [0008]
    8. Vehicle restraint system, according to claim 4, characterized by the fact that the top cover (4) is made from one of the following materials: polymer tarpaulins, plastic sheets and artificial peat.
    [0009]
    9. Vehicle retention method, characterized by the fact that the method comprises: - producing a bed on the ground (2) where the vehicles must be retained; - fill the bed with spongy glass aggregate (1), with particle sizes ranging from 0.25 cm to 15 cm, and nominal void fractions of about 70 to about 98%; and - cover the top surface of the bed with an upper cover (4).
    [0010]
    10. Vehicle retention method, according to claim 9, characterized by the fact that: - the vehicles to be retained are aircraft; - production of a bed at the end of an airstrip with a depth of 91 cm and a length of 200 m; - use of spongy glass aggregate (1) with a nominal void fraction of 93.8% and the aggregate particles show aggregation of 0.4 - 6.3 cm and average particle size of 4.8 cm; and - covering the spongy glass aggregate with artificial peat as a top covering (4).
    [0011]
    11. Use of spongy glass aggregate, according to any of claims 1-7, characterized by the fact that said use is made in vehicle restraint systems.
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    同族专利:
    公开号 | 公开日
    JP2013517171A|2013-05-16|
    CN102822057B|2015-04-08|
    US20120057931A1|2012-03-08|
    IN2012DN06458A|2015-10-09|
    CA2786477A1|2011-07-21|
    RS55041B1|2016-12-30|
    AU2011205869A1|2012-08-09|
    CN102822057A|2012-12-12|
    PT2523857T|2016-07-18|
    EA023395B1|2016-05-31|
    BR112012017231A2|2019-12-10|
    EP2523857B1|2016-05-18|
    EP2523857A1|2012-11-21|
    AU2011205869B2|2016-03-03|
    MX338142B|2016-04-05|
    KR20120127589A|2012-11-22|
    HUE028791T2|2017-01-30|
    EA201290613A1|2013-02-28|
    CY1117807T1|2017-05-17|
    GB201000544D0|2010-03-03|
    SMT201600241B|2016-08-31|
    GB2476944B|2012-04-11|
    HRP20160844T1|2016-09-23|
    US8579542B2|2013-11-12|
    WO2011087375A1|2011-07-21|
    CA2786477C|2017-12-12|
    PL2523857T3|2016-11-30|
    DK2523857T3|2016-08-01|
    ES2581853T3|2016-09-07|
    JP6022942B2|2016-11-09|
    SI2523857T1|2016-09-30|
    GB2476944A|2011-07-20|
    MX2012008127A|2012-10-05|
    KR101866379B1|2018-06-11|
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    法律状态:
    2020-01-14| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-01-21| B25A| Requested transfer of rights approved|Owner name: RUNWAY SAFE IPR AB (SE) |
    2020-04-07| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-09-08| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2020-12-15| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 13/01/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US29450410P| true| 2010-01-13|2010-01-13|
    GB1000544.5A|GB2476944B|2010-01-13|2010-01-13|Vehicle arresting bed|
    US61/294,504|2010-01-13|
    GB1000544.5|2010-01-13|
    PCT/NO2011/000015|WO2011087375A1|2010-01-13|2011-01-13|Vehicle arresting bed|
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