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  • 专利说明
  • 权利要求
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    • 专利摘要:
    Aircraft to fight forest fires. The present invention deals with an aircraft capable of performing vertical takeoff and maintaining static flight by being based on the principle of the helicopter but with three or more rotors (14) arranged in regular distribution around a central platform (10), and It is suitable for quickly loading a large quantity of water, which is later converted by the pumps (22) and the frothing equipment (26) into long-lasting foam and projects it at a great distance and optimally towards the front of the fire with spears- monitor (17). It also has means to rescue land personnel in distress, as well as for other possible uses in massive rescues in floods, support for civil construction, etc. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2662982A1
    申请号:ES201600751
    申请日:2016-09-09
    公开日:2018-04-10
    发明作者:Jesús Pedro SANZ ARAPILES
    申请人:Jesús Pedro SANZ ARAPILES；
    IPC主号:
    专利说明:

    AIRCRAFT FOR FIGHTING FOREST FIRE
    The present invention is about an aircraft capable of carrying out It is vertical and maintains static flight because it is based on the principle of the helicopter but multi-rotor, suitable for quickly loading a large amount of water that converts to long-lasting foam and subsequently projects at a great distance and optimally towards the fire front; and also suitable for rescuing land patrols in distress, as well as other possible uses of massive flood rescue, civil engineering support, etc.
    STATE OF THE TECHNIQUEThe problem to solve
    Every year the forest fires devastate large wooded areas producing losses not only economically incalculable and often ecologically irreparable, but also, it is common that human lives are also claimed among those who collaborate in their extinction.
    Currently these fires are fought with personnel on the ground that are normally supported from the air with amphibious tankers or helicopters that release their water load on the vertical of the fire front. But both media have the following: I
    Disadvantages using tankers I
    one . -Need to carry out loads over long distances: I
    They need to load their deposits, move to where there are large areas of water and whose surface is sufficiently "in calm", such as a sea port or swamp of great length as long as they are not "boxed"; between buildings or mountains, which in many cases forces them to travel several tens of kilometers for it and, therefore and with exceptions, when they return with a new load, the fire has already exceeded the previously extinguished strip and has the same length.
    2.-Delays and accidents in the load:
    Since in order to carry out the load, said airplanes cannot reduce their speed because they run out of sufficient stroke for takeoff. In addition sometimes it happens that when they arrive at the loading place they find small boats traveling being forced to give at least one warning pass and still there are times that, either they are forced to abort the operation or reduce the speed of the load with the consequent danger both to the plane, or else the danger is also to the boat.

    3. -Extension off in each very small attack:
    Since the amount of water that these airplanes can carry is relatively small (between 4 and 6 tons), the extinguished length is usually a few tens of meters at best, and this is provided that the fire front is rectilinear, which rarely occurs.
    4.-Inaccuracy in downloads:
    Since they have to carry out the discharge by gravity, at a high speed and many times at a higher height than what would be desired; The latter factor, which is the most negative since, due to low wind or lack of visibility, it often causes the discharge not to be on the front, making the entire cycle (load-displacement-attack) totally useless.
    5.-High risk for pilots in downloads:
    Well, in order to obtain maximum discharge accuracy, pilots need to perform it at the lowest possible height and in the vertical front where the flight conditions are extremely dangerous: turbulence caused by large thermal currents, lack of visibility due to smoke, insufficient oxygen for the correct response of the engines, etc.
    6.-Danger for ground personnel:
    Since given the high level of noise produced by the combustion of certain vegetation and the relative forced low flight height referred, those who cooperate in the extinction on land sometimes do not notice until the last moment of the arrival of the plane and therefore not It gives them time to withdraw sufficiently or take refuge after a tree or accident on the ground. This causes the water tube to reach them with a high risk of death. Also note the inaccuracy of the aforementioned discharges, and that trees do not always allow pilots to see ground personnel.
    7. - Impossibility of attacking certain types of front:
    When a fire front advances - as is normally the case due to the inclination of the terrain - perpendicular to the gorge of a valley, air discharges, if carried out parallel to the front, must be done at such a great height that they are practically useless. Well, as stated, accuracy is totally lost. And if to be able to do it at a lower height, they are carried out flying parallel to said throat, the front length off in each discharge is insignificant. Other times it is totally impossible to fly in the vertical of the front when it runs through narrow canyons
    or in almost vertical walls, where in addition, neither the ground personnel can access since the great currents of air that are formed, accelerate the advance of the front reducing them the possibility of fleeing.
    Disadvantages using helicopters
    Recently they are using helicopters that carry, suspended by cables from their center of gravity, a reservoir that they can even fill in any small natural or artificial reserve of water and, therefore, waste less time in such an operation.
    However, although their maneuverability allows them to access more difficult places than airplanes, in fires of large proportions their effectiveness is still lower and risky by having the tank hanging and, in any case, also having to pour their gravity normally less load and only water that is quickly lost in the
    I
    ground with hardly any effect. This means that they do not extinguish more than a few meters in front of each discharge and that, or other helicopters I reinforce quickly by pouring water at a point immediately attached to the
    I just extinguished; not easy thing; or after a few minutes, the previous discharge is wasteful, being unique and truly useful in newly started fires or in low grass fires. I Proposed solution
    I
    The ship that describes the present invention aims to alleviate the drawbacks just described and in its conception special importance has been given to safety aspects to avoid loss of life. I
    Unlike how airplanes or helicopters necessarily do, the
    I
    The present aircraft stops outside the fronts and, by means of several servo-controlled high-flow spear launchers, optimally directs towards those its I load of water previously converted into high persistence foam that
    I
    it gives that about 10 times higher performance.
    I
    I
    I
    Likewise, it can also release its cargo in the form of rain for other uses, and even quickly rescue large numbers of land personnel from poorly accessible places by lowering its deposit (by the same mechanism used for filling it) and to which It is accessed through a motorized and controllable gate from the cockpit of the ship.
    On the other hand, since it is intended to obtain really effective results and even to be able to dispense with support personnel on land to avoid places of difficult or dangerous access, it causes that their load capacity at one time must be very high, reaffirming the need to have such a large surface of the rotors that it is clearly impossible to find in the helicopters developed until now.
    Load requirements
    Having said the above, and as a guiding idea of the need for cargo that the present aircraft must achieve for such efficient work, and in order to avoid unproductive losses of time to refuel and foam feed, the following parameters are detailed:
    - About 30 to 40 tons of water in order to achieve significant attack times given that on certain fronts are necessary - at least - between 10,000 and 20,000 liters / minute of extinguishing agent.
    - Fuel for about 2 hours of continuous work and ...
    - Sufficient foam for 10 to 15 loading operations, although this parameter is insignificant given the low amount required thanks to modern compressed air injection foaming equipment (CAFS Technique) with which mixtures between 0.1% Y are sufficient 0.5%, this proportion that varies depending on the quality of the water that is loaded, the environmental conditions and the penetration or persistence coefficient that is desired to be obtained, which in turn is a function of the type and density of the grass attack.
    In addition, it is necessary to provide a reserve of power to counteract the reaction of the lances or monitors that, in general for the required flows and pressures, can be quantified between 1 and 2 tons, although, said thrust will always be in a small proportion upwards (because the lances are oriented downwards) and in great part backwards or slightly tangential to the aircraft depending on the horizontal orientation that is given at any time to the monitor lances.
    Finally, and given the loading system of the water tank, by means of a descent and hoisting mechanism by means of cables, which the present invention proposes, it is also necessary to have the weight of said mechanism plus that of the tank itself and those referred to cables and, of course: with those of the water pump pumps; the aforementioned foam generators (CAFS); servo-orientable lances; the cockpit and exterior lighting elements; the generator set or groups per turbo generator that will feed all the equipment; and the weight of the constituent structure of the aircraft itself, as well as that of the rotors and the turbo-reducers that drive them. General description
    The aircraft of this invention is basically constituted by a central platform, supported by telescopic legs to the ground in order to allow it to land on slightly irregular terrain, and from which, at regular angles, 3 or more arms depart radially (preferably 5 or 6) and that at the end of each of them it incorporates a conventional helicopter rotor (single or double coaxial), as well as its corresponding motorization and the servos of control of power of the motor or motors, and of the collective and cyclic steps of the rotor itself.
    Why so many rotors
    An aircraft with three rotors in regular formation and quite separate from each other, is the smallest amount of rotors with which a dispersion of the center of gravity is obtained large enough to allow the high reaction they produce - whatever orientation they are lance monitor-lances with a flow and pressure that allow appreciable results in the fight against large forest fires.
    However, a minimum of five rotors are proposed since, given the harsh environmental conditions prevailing in the vicinity of forest fires, as evidenced by the statistics of the number of aircraft injured in an act of service, it is good to take care that if for any reason a rotor fails, do not assume the inevitable loss of the ship as it would happen if you had less. If the ship has 5 rotors in a pentagonal formation and one fails, in addition to only losing 20% of its bearing capacity, the tipping torque is largely avoided as the load is still suspended from 4 points distributed in an arc larger than 180 ° (exactly, 288 °).
    However; and unless it is constructed with double coaxial rotors, if it is constructed with an odd number of rotors it is not possible to make half of them turn in the opposite direction to the other half, and therefore it is impossible to compensate the quot; torquequot; reaction (so that every helicopter rotor begets on the body of the ship) and; although the method for very little loss of power is described in the following point, to compensate for such reaction torques even with all rotors turning in the same direction; An optimum arrangement would be that of 6 rotors, each of them turning counterclockwise. This arrangement of 6 rotors does not require the slightest loss of power as it does not have to compensate for torques and, at the same time, reduces losses due to tangential turbulence between rotors, further improving the conditions in which the ship would remain before the loss of a rotor (Only 16.7% loss of power and the load or central platform, still suspended by 5 points distributed in 300 °).
    On the other hand, and given the large load requirements detailed below and the greater safety that is still obtained with a stopped rotor, this execution with six rotors is optimal.
    Flight with 5 or 6 rotors (use of the collective-step and cyclic step)
    The ascension / descent maneuvers of the ship, is carried out, as in any conventional helicopter, acting on the power controls and collective passage of the rotors but simultaneously on all of them by means of a computerized circuit that appropriately governs the corresponding servos of each rotor.
    The variation of the cyclic passage of each rotor, in addition to compensating the falls of support of the blades that recede as in any single rotor helicopter, is used here to execute the essential function of steering control and rotation of the ship on its axis; counteract the reaction of the lances (both tangentially and radially) and compensate for the turning torque that is formed if the ship is built with simple rotors (of a single level of blades) rotating all in the same direction.
    Efficacy with respect to the current air means
    The foregoing makes it possible to establish a comparison of the efficiency per hour of work of the aircraft that is the subject of this patent with respect to the currently used tanker planes and helicopters, since while among several of them they are consigned - provided that they are straight fronts and with a high risk for Pilots-control a few hundred meters in front, the ship described here could itself control between 3 and 10 km every hour depending on the environmental conditions and the type of burning grass. In addition, given its way of attacking with almost no risk for doing so in almost stationary flight and its ability to illuminate the supply and attack areas strongly, it can work even at night just by providing it with today's modern anti-collision means such as surface radar, detection of electric power transport cables, etc. BRIEF DESCRIPTION DRAWINGS OF AN EMBODIMENT
    An exemplary and non-limiting example describes an execution of the aircraft object of this patent. The figures are based on an embodiment with 6 KAMOV coaxial double rotors of 15.9 m. in diameter and the drawings keep the approximate proportions for a better constructive idea. These double rotors have preferably been chosen in the direction of rotation; not only because with them it is not necessary either to compensate the torque of rotation of the ship on its axis although it is constructed with one or another number of rotors; but above all because given the best capacity / area occupied ratio of these with respect to simple rotors, their inevitable large dimensions are reduced in part.
    Figs. 1 and 2 show; with the front of the aircraft on the right in both cases; general views of this one in plan and elevation respectively, and the elevation from its back half to facilitate the viewing of its main elements: The central platform -10-of which, at regular angles, the arms split -11-in whose end it they find the turboreductors -13- that drive double rotors -14- in the opposite direction.
    Also in fig.2 you can see the landing legs -20-, the cockpit -21-, and the water tank -30- (also called only quot; tankquot;) with its mechanism -31-of descent e hoisted by cables.
    Figs. 3a, b and e, respectively, show: the water tank in elevation with its interior divisions antioleaje in dotted line; a detail of the self-filling flaps that in its lower part has; and a top view of it.
    Figs. 4 show the different components of the motorized gate that the water reservoir has on one of its lateral faces, and defined as the rear face because it is the one that when raised in contact with the central platform -10- remains towards said orientation of the ship .
    Fig. 5 illustrates a loading operation in a small reservoir or the well of a river that, as it can be seen, can still be carried out in areas of difficult access thanks to the descent of the deposit.
    Figs. 6 and 7 illustrate the fight against two different types of fronts: one on a horizontal terrain and another of an uphill type so steep that it would be very difficult to attack in any other way.
    Figs. 8 illustrates a rain generation operation for the purpose of humidifying the area and reducing the temperature to cool to ground patrols, bio-bombardment, pest control, etc.
    and fig. 9 illustrates a rescue operation of a patrol besieged by the front, thanks to the motorized gate that the warehouse has. DETAILED DESCRIPTION OF THE DRAWINGS
    Basically it consists of a light structure that can be formed by uncovered braced metal straps or fairing; the latter, represented in the exemplary embodiment in order to simplify the drawings.
    As previously stated, it consists essentially of a platform -10- from which they leave radially, at horizontally equal angles -and according to the proposed example of six rotors-, six arms -11-in slightly ascending form, which by means of the braces - 12-ensure the non-deformability of the set, and that at the upper end of each of the aforementioned arms has the turbo-reducers -13-that drive the double rotors -14-.
    At any point near the joints of each arm -11 -to the central platform -10-, there are two -20-legs whose lower free ends have telescopic sections -20b-topped with support shoes -20c-pivoting in the joint that They allow the aircraft to perch on uneven and even slightly inclined terrain to refuel and stock up with foam at the same time.
    Front extinguisher lance holder
    Although the floor of the nave is essentially a regular figure, it has a structure formed by the arms -15- and the throttle -12b- (fixed at its rear end to the center of the front brace -11-) that support a large frontal -16-ahead of the ship in which the lances or servo-orientable monitors are installed -17-of different types, projectors of light also servo-orientable -27-to allow night work, and any other element that as the state of the state progresses technique is considered appropriate. Placing the lances on this front frontal is to increase the reach, and being so separated from the ends is to ensure the best penetration of the extinguishing element by two flanks when the grass is very resistant.
    Water pumping and foaming (figs. 1 and 2)
    The mentioned lances reach the water through appropriate ducts inside the arms -15-coming from the centrifugal driving pumps -22-, which in turn absorb it from the tank -30-through the rod -23-which, when it is hoisted up to the central platform -10-, it penetrates through the center of its upper part (fig.3c) to its bottom.
    Motorized valves -24-and controlled from the cockpit -21-allow to channel the flow of any of the impeller pumps -22-from the water tank, either to the set of radial sprinklers -29-located under the rotors to produce rain effect, or direct it towards the front lances.
    The water, before being sent to the lances, can be treated with foam that carries in its tank -25- by means of the CAFS technique in the units -26-. This modern technique is based on the injection of compressed air at high pressure once the foam has been mixed with the water, which in addition to increasing the reach of the lances, gives the water
    of an extinguishing capacity about 10 times greater.
    Each of the lances -17-, in addition to being servo-oriented horizontally and vertically from the cockpit, can also be from said closed or open cabin at will to allow using only the most appropriate at each moment of the attack and thus optimize extinguishing material
    Fuel and oxygen tanks (fig. 2)
    The fuel tank -18- for feeding the engines, is located at the top and rear of the platform because it is the area farthest from the front and, therefore, the most preserved of the heat radiation.
    It can also incorporate a high-pressure oxygen reservoir -19 for, if necessary because the environment is very damaged, ensure combustion of the engines and optionally ensure breathability in the cockpit.
    Control cabin (fig. 2)
    As it has been said, the ship is governed from a cabin -21-located between the two rear legs and at such a height that, without being covered the visibility towards the front when the tank is fully hoisted, it also allows controlling its descent to filling and having a greater perspective of both the fire front and all the supports of the ship to facilitate landings.
    Its capacity is preferably for three or four people, with as many controls and indicators as seats, so that from any of its places it is versatile and thus ensure the correct piloting of the ship and that any pilot can control the water lances.
    To facilitate the governance of the ship, both the piloting controls in SR, as well as those of address of the lances, send the information to an electronic-gyroscopic controller of stabilization of the ship that is the one that really calculates and orders the collective steps and cyclic of each of the rotors as well as the power of its motors.
    The cabin can have doors that provide a certain tightness, to prevent the entry of smoke thus facilitating the mission of the pilots when the work lasts for hours. Also, you can have a
    small air conditioner whose outlet duct is provided with a small amount of oxygen to ensure breathability.
    Access from the cockpit to the central platform
    In order to allow the maintenance function and even to be able to supervise in full flight any element of the central platform, the control cabin has a stairway access -21 b-like the control cabin and even the central platform Whole may be fairing -21 c-to protect both personnel and equipment on it carrying adverse external agents (smoke, sparks, rain, etc.)
    Mechanism to lower the tank for filling.
    In the central platform -10-, it also has the mechanism -31- that has five drums operated by a gearmotor with crane type brake -31 b-, in which five cables or slings -32-which are wound up through a formation in regular pentagon of guide-cables -33-, allows to descend and raise the water tank -30-a few tens of meters, thus making it possible to fill it by flooding. The height of descent of the tank is variable, for when the surface of water is very wide to lower the tank and more the ship, and thus benefit from the fuel savings thanks to the quot; effect-soilquot; formed by said surface during loading, as well as the less time needed to lift the tank when the front to attack is very close to the loading place.
    Lifting and securing the tank to the central platform.
    The drums -31-do not rotate completely integral to the axis of the geared motor -31b-, but each of them does so through a spring of great force that allows each drum to yield a few degrees with respect to said common axis for when the tank it is hoisted up to the platform -10 ensure that the contact between the tank and the platform is regular throughout its perimeter in order to avoid vibrations. This action can be complemented with that of a flush-centered centering pieces that center and fix the tank horizontally to the platform.
    Deposit safety devices
    Some switches on the platform next to the aforementioned centers detect, as a limit switch, the arrival of the tank to stop the motor in the ascent maneuver and another spindle limit switch, coupled to the gearmotor shaft -31b- , ensures that in the unrolling maneuver the tank cannot descend more than the length of the cables. However, in the event that during the loading or at any other time the tank is caught in an obstacle, the pilots can operate a command that bypasses said end of descent in order to allow the cables to fully unwind until released from its fixations on the drums -31-, falling to the ground and thus leaving the ship free. However, and in order that the cables cannot be accidentally released from their fixings to the drums, said fixations can be made by motorized clamps whose driving voltage would reach them by the same set of brush collector -48- (represented to the other gearmotor end) described below and primarily intended to provide electrical signaling and maneuvering signals to the tank.
    Detailed description of the tank (figs. 3)
    For the construction of the tank a decahedral plant has been chosen and is preferably constructed in aluminum to optimize weight and therefore allow greater water load. It has an upper cover -38s-that is partially closed by ten surfaces that in the form of trapezoids generate an open central area so that when the tank is hoisted it can penetrate the cane -23-through which the motor pumps -22absorb Water. A metal flange ends its upper perimeter of which so many hook rings stand out -32b-like lifting cables -32exist and distributed at equal angles, in which they are anchored, by means of any hook system that must be easily detachable in case it is necessary to change usually the tank, although they will have a safety device that does not allow them to get out if the cable is loosened when it is placed on water or another surface.
    Its bottom forms a slight fall towards the center to support on the one hand the load with less material thickness, and on the other, to channel all the water to a central well -34-, which is until the referred absorption rod is submerged -23-to take advantage of the entire contents of the deposit. From this well, and at the same level, radially a channel -34b-is designed to allow a total drainage of the contents of the tank through a large opening -40-that the tank has in the lower part of one of its perimeter walls, and whenever the gate that is described later opens.
    Also to be able to pose it on a floor, it has legs -35 whose number may vary; although in the present embodiment, ten are proposed for, using a light perimeter frame -35b-, to better distribute the load, in case the tank is full on the ground.
    Anti-swell divisions (figs. 3)
    The deposit has internally ten partitions or vertical divisions -38-, which do not reach down until only -38a-, arranged radially from the vertices that form the perimeter walls to those of other vertical divisions -38c-which in the form of a decagonal tube , generate the central area referred to above. In this way, eleven cells are formed in total (the central and ten perimetral) that, in addition to providing the tank with greater consistency without large contribution of dead weight, allow the transit of water from the peripheral cells to the aforementioned central housing but reducing excessive swell destabilizer when transported.
    The fact that these anti-swell divisions do not reach the bottom, makes the entire fund remain as an open space to, in case of using it to rescue people as it will be seen, provide more surface and allow them to pass between them until they are transported to a safe place.
    Tank filling and load optimization (fig.3b)
    At the bottom of the tank, three or more hatches -36-act as gravity valves, opening on its hinge -36b-, to allow flood filling, when it is perched on a water surface, thanks to the weight itself of the deposit. Once the tank is full, these trapdoor valves close by their own weight automatically - and even more so when they start to lift it due to pressure differences - against seals - 37 - that the hatch seats have all their periphery that ensures Airtightness and avoid losses. In order to ensure that, once the rising water flow ceases, the flaps close by their own weight, they only open up to a stop that the hinges have.
    The deposit in the water does not sink due to the fact that as it floods, when the water reaches the level of the lower part of the interior partitions -38c-ten perimeter sealed chambers are formed only communicated by small holes -38F-in the upper part of each radial partition -38-. However, as in the subsequent attacks the fuel and foam is consumed, its equivalent in weight can be replaced by water. To do this, a solenoid valve -39-located on the roof of one of the chambers lets the air out of all of them because they are intercommunicated by the holes -38F-, and so the tank continues to flood somewhat more slowly until an electronic circuit (contained within the control box -46-), which receives orders from the cockpit and takes the reading of its volumetric tube -49-, orders it.
    Rapid emptying gate and personnel rescue (Figs. 4)
    A motorized gate -41-electrically controlled from the control cabin, and located at the exit of the opening -40-which one of the faces of the tank has in its lower part, allows it to be emptied at high speed in order to satisfy a of these three functions: drop ballast quickly at the sudden failure of a rotor; to be able to transport and empty large quantities of water in places of difficult access that an emergency may require; and as already noted, allocate the deposit - making it descend once empty - to rescue people trapped by the fire that will access its interior through the gate thanks to its large dimensions when it is fully open. These could be: about 65 cm. wide and about 135 cm. high, in order to even allow an unconscious person to enter through it. This gate slides through guides -41 b-provided with seals that provide tightness, and opens and closes by being anchored to a spindle -42-which is actuated vertically by the action of an electric motor -43-through a rotating nut, which is fixed on the upper flange of the vertical of the said opening -40- and which is fed by the electric hose -45-from the lifting mechanism of the platform thanks to the drum -47-in which Coil also has a set in collector and brushes that provides the electric power. As can be seen in Figs. 4b and 4c, said electric hose -45- is slightly longer than the
    -32-pull cables to prevent breakage due to mechanical stress. The gearmotor -43-incorporates a limit switch that stops it when the gate is fully open or closed as appropriate.
    To make it possible to change the tank if necessary, the electric hose -45-can be disconnected from the control box -46 by means of a submersible thread connector. For such operation of uncoupling the tank, it has a vertical metal ladder -44- that allows access to its upper part.
    Electrical elements of the tank
    Likewise, the electric hose -45-, through the distribution box -46-provides the tank -30-power supply also for other elements that the tank incorporates such as: Its exterior luminous beacon for night work; interior lighting and intercom with the cockpit for when ground personnel are rescued inside it; and reading from the control room of the titrator -49-to know the level of filling. Both the electric hose and the brush-collector set -48-have two single conductors, and the exchange of control signals, as well as the intercommunication is carried out by means of high frequency modulation by said only two conductors or even by radiofrequency link given the Short distance that in any case is necessary to cover.
    Use as a humidifier, bio-bomber and pest control
    As noted above, the water coming from the impeller pumps -22- can be, by means of servo-operated valves from the cabin, switched to instead of being projected by the lances, or to direct it by tubes inside the two arms front -11- (those on the right of the figures) to the radial sprinklers -29-which under the rotors have said front arms and optionally; by other valves also servo controlled from the cabin; from there, inside the braces -12-distribute the liquid to the remaining four sprinklers.
    The water that these sprinklers project radially, by the action of the wind of the rotors, is atomized falling to the ground in the form of controlled rain and that can be used for one of these purposes: Relieve heat to personnel working on land while the degree of humidity of the overflight area is increased; cooperate in the work of reforestation through bio-bombing based on generating rain with fertilizers and fast-growing seeds that contain fertile land against torrential rains after fires; and even fights against great plagues given its great capacity of dispersion of product if it is flown at a certain height.
    Optional oxygen tank (fig. 2)
    Optionally, a tank with high pressure oxygen -19-automatically supplies this oxidizer to the inlet of the motors when an ambient oxygen meter or a combustion detector in the turboreductors detects problems of ignition continuity, thus avoiding losses of lift due to said lack .
    Likewise, this oxygen, appropriately reduced in pressure and conveniently dosed, can be applied to the environment of the cockpit to ensure that, even when closed to protect itself from the possible rarefied environment outside, its breathing conditions are preserved.
    Auxiliary equipment to operate at night
    A short distance radar and detector of electric power transport lines as well as several lighting reflectors -27-orientable from the cockpit, and next to other fixed zenital lighting of great power -28-, And all this together with the need not to have to enter the fronts, allows to carry out, with great security, night work; which gives this system another advantage over the other air and land means.
    Use of the aircraft in floods or shipwrecks
    Substituting the large water tank for a covered platform and lowering it to the maximum (even being able to be a float); and with the help of conveniently equipped specialists; it is possible to go quickly - even at night - to rescue a large number of shipwrecks safely and with the performance of not having to lift them one at a time as
    It is currently done. Conclusion
    It only remains to point out that in the present invention as many variants of embodiment will be possible as long as they do not alter the essence of what is described herein.
    权利要求:
    Claims (2)
    [1]
    8
    - Aircraft for fighting forest fires, characterized by essentially consisting of a light structure formed by a central platform (10) from which they depart, distributed at equal angles of the horizontal plane, three or more radial and ascending arms (11) that can be braced each other by means of straps (12); and because at the free end of each of these arms it has helicopter-type rotor blades (14); and because from the bottom of the central platform (10) or from several of the aforementioned arms, some legs (20) come down which at their lower end may have a telescopic section topped in shoes or wheels to allow landing on uneven terrain ; and because it has servo-controlled water lances (17) that go forward protruding from the vertical of the rotor discs
    (14) to avoid the disturbance that these would produce on the water jet that must be projected and that can be properly servo-directed from the ship's cockpit (21).
    - Aircraft for fighting forest fires, according to the preceding claim, characterized in that the central platform (10) has a mechanism based on a gearmotor with associated brake type forklift (31) that drives some drums from which cables are unwound (32) which allow a tank (30) to be lowered to enable filling in any suitable water extension; and because it has a slip-centering system that, when the tank is lifted to the platform, immobilizes it to avoid vibrations, a mechanism that can also be constituted by electric or hydraulically centered centering claws.
    8
    - Aircraft for fighting forest fires, according to previous claims, characterized by having in the center of its central platform (10) an absorption rod (23) that, starting from it vertically downwards, penetrates the upper part of the tank (30) when This is hoisted and reaches the center of its bottom when it is fully hoisted, and because at the top of said absorption rod
    (23) one or more motor pumps absorb and propel the water through conduits to one or more flush-mounted valves (24) that either do
    reach sprinklers (29) strategically arranged radially under the rotors to form rain or spray effect thanks to the wind of said rotors; or they are channeled to foam-generating equipment (26) that feed on foam contained in tanks for this purpose (25) And once the water is treated, it is channeled through appropriate conduits to the servo-directed lances (17) .
    - Aircraft for fighting forest fires, according to previous claims, characterized in that its water tank (30) has at its bottom or bottom of its perimeter, one or more large hinged hatches (36) which, when perched on a surface of water from a reservoir or similar, these are opened by the weight of the tank itself and the pressure of the water under them causes it to fill quickly, and to have elastomeric gaskets on all the periphery of the seats of these valves
    (37) which prevent the loss of cargo when said hatches close automatically when filled and then be lifted from the platform (10).
    58 -Aircraft for fighting forest fires, according to previous claims, characterized in that the water tank (30) can have in its upper part partitions (38) closed at the top that, apart from partially dampening the possible swell when transported, forms cells only open at the bottom that when filled by gravity as said in the previous claim, forms cavities full of air that do not allow their sinking once full.
    - Aircraft for fighting forest fires, according to previous claims, characterized in that in order to achieve a rapid emptying of its water tank (30) as well as access to its interior for people to rescue, it has, in any low part of its walls or their bottom, one or more motorized gates of large section in the form of a slide or any other (41), and which is / are electrically operated by means of a gearmotor (43) to which the energy supplied by an auxiliary hose ( 45) which, parallel to the hoisting cables of the tank
    (32) but without mechanical tension because it is somewhat longer, it comes from an auxiliary cable-collecting drum (47), which is in turn fed by a set of bushing collectors (48) that has the axis of said drum and that it is integral with it. shaft of the drums (31) of the pulling or lifting cables (32).
    ~ .. ~ •• Oquot;
    [-]
    - . _....., .., .quot;
     Fig. 2 
     34b Fig. 3a 
    42_____
    41b 41
     Fig. 3c Fig. 4a
     Fig. 4b Fig. 4c 
     Fig. 6 
    I
    I
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    同族专利:
    公开号 | 公开日
    ES2662982B1|2019-01-16|
    WO2018046779A1|2018-03-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4090567A|1976-10-26|1978-05-23|Tomlinson Francis E|Fire fighting helicopter|
    US4195694A|1978-08-14|1980-04-01|Gizzarelli Nicholas Sr|Rescue vehicle|
    AU2002951225A0|2002-09-04|2002-09-19|Geoff Hall|Improvements in or relating to fire fighting apparatus|
    US20060175429A1|2005-02-04|2006-08-10|Lanigan John J Jr|Fire fighting system|
    RU2289531C1|2005-06-09|2006-12-20|Открытое акционерное общество "Камов"|Facility for fighting fire in tall houses with the aid of helicopter|
    GR1006578B|2008-06-13|2009-10-29|Ιωαννης Ηλια Καλυβας|New aircraft and method for fire-fighting in forests|
    CN204606215U|2015-03-13|2015-09-02|河南摩西机械制造有限公司|Hydrodynamic force unmanned plane|
    ES2560952B1|2015-09-01|2016-12-09|Drone Hopper, S.L.|Unmanned vehicle for firefighting|
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    PCT/ES2017/000108| WO2018046779A1|2016-09-09|2017-07-11|Aircraft for fighting forest fires|
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