超级军网着舰助降系统
来源：百度文库 编辑：超级军网 时间：2024/04/29 08:10:47
加拿大的系统，其第一代的不叫“熊阱”，而是“E”系统，该系统只有印度用了二套。叫“熊阱”的是后来大卖的RAST助降系统，而ASIST则是加拿大自RAST之后于上世纪末推出的世界上第一套全自动助降系统。
“E”系统，是在直升机要着舰前，机上绞车放下张力钢索，而后甲板人员将其固定在甲板的系统上，直升机便一边下降一边收卷钢索以保持吃力状态，直至直升机接触到甲板，据说这一过程要超过10分钟！由于安全性、耗时长、系统过重，只有印度用了二套，就是能载“海王”MK42的仿“利安德”级的后2艘F41/F42。加拿大的系统，其第一代的不叫“熊阱”，而是“E”系统，该系统只有印度用了二套。叫“熊阱”的是后来大卖的RAST助降系统，而ASIST则是加拿大自RAST之后于上世纪末推出的世界上第一套全自动助降系统。
“E”系统，是在直升机要着舰前，机上绞车放下张力钢索，而后甲板人员将其固定在甲板的系统上，直升机便一边下降一边收卷钢索以保持吃力状态，直至直升机接触到甲板，据说这一过程要超过10分钟！由于安全性、耗时长、系统过重，只有印度用了二套，就是能载“海王”MK42的仿“利安德”级的后2艘F41/F42。
“E”系统，是在直升机要着舰前，机上绞车放下张力钢索，而后甲板人员将其固定在甲板的系统上，直升机便一边下降一边收卷钢索以保持吃力状态，直至直升机接触到甲板，据说这一过程要超过10分钟！由于安全性、耗时长、系统过重，只有印度用了二套，就是能载“海王”MK42的仿“利安德”级的后2艘F41/F42。加拿大的系统，其第一代的不叫“熊阱”，而是“E”系统，该系统只有印度用了二套。叫“熊阱”的是后来大卖的RAST助降系统，而ASIST则是加拿大自RAST之后于上世纪末推出的世界上第一套全自动助降系统。
“E”系统，是在直升机要着舰前，机上绞车放下张力钢索，而后甲板人员将其固定在甲板的系统上，直升机便一边下降一边收卷钢索以保持吃力状态，直至直升机接触到甲板，据说这一过程要超过10分钟！由于安全性、耗时长、系统过重，只有印度用了二套，就是能载“海王”MK42的仿“利安德”级的后2艘F41/F42。
加拿大第二代的“熊阱”在甲板上是不需要圆形区蜂窝的，用的是方格盒状的快速固定器，而张力钢索则是储存在舰上的，直升机临空时，先放下的是导索，供甲板人员系紧张力钢索，随后飞行员回收钢索并固定在机腹下的探针上，并配合舰上收紧钢索的动作，将直升机降下，使探针落进快速固定器并被迅速夹住。甲板人员随后在机尾布置钢索，利用绞机调整机身进入机库的方向。最后由固定器沿滑轨将直升机牵引入库。
加拿大的“熊阱”
另外日、加两国机坪甲板上靠后的独有的那一排凸起很特别，这个我一直没见到其功用。
法国的鱼叉系统，“叉子”其实是抓锁器，“叉子”插入蜂窝形圆孔后，先靠直升机本身动力，先将机头转到进机库的方向，而后甲板人员马上挂上拖拉器，此时直升机方可落舰停机。而机坪上通向机库的轨道，就是拖拉器的滑轨！
蜂窝应该是SAMAHE系统的特点，但不知道闪电级上是否有，估计多半因为稳性好些取消了
加拿大最新一代的ASIST全自动助降系统，最主要的是在直升机和甲板上新增了红外装置（夸张的说就象我们考驾照里用的）以协调舰机，而甲板上的快速固定器改成了凹型，直升机着舰触地时（奇怪的是好象取消了拉降功能），快速固定器快速移动撞向直升机的探杆并咬住，而后快速固定器原地将机身调整至进库方向（力量大啊！），至此完成助降工作，可见该全自动助降系统保证了舰面人员的安全。
诸如对岸的情况，由于是法国造的舰保留了蜂窝，这样用S-70CM2就得由法国人专门设计了一套系统。
美系的拉拽系统能在更高的海况下工作，提高舰载直升机的实用性。
]]
...
法国“萨马黑”舰载直升机牵引系统
渔叉-格栅系留装置（一）：着舰格栅
渔叉-格栅系留装置（二）：机载格栅
渔叉-格栅系留装置（三）：渔叉与格栅啮合
法国“萨马黑”舰载直升机牵引系统
渔叉-格栅系留装置（一）：着舰格栅
渔叉-格栅系留装置（二）：机载格栅
渔叉-格栅系留装置（三）：渔叉与格栅啮合
...
法国“萨马黑”舰载直升机牵引系统
萨马黑牵引系统组成图
萨马黑系统牵引海豚直升机的简单操作过程：1，待海豚着舰后，渔叉插在格栅内准备进行入库牵引
萨马黑系统牵引海豚直升机的简单操作过程：2，第一步将直升机前轮转至牵引轨道处，将牵引车移至该处
萨马黑系统牵引海豚直升机的简单操作过程：3,第二步折叠桨叶，将牵引车上的牵引杆与直升机前轮相连，将弯臂绕过前轮，操作手摇泵并将弯臂内向下系留钢缆拉出与直升机身下部系留点相连
萨马黑系统牵引海豚直升机的简单操作过程：4，第三步撤出轮挡，收起渔叉进行入库牵引
萨马黑系统牵引海豚直升机的简单操作过程：5，第四步到达机库内停机位置后放上轮挡，系留上系留索具；出库牵引时的动作大致如此
机库中的萨马黑牵引车，甲板上的系留座清晰可见
机库中萨马黑牵引装置和在外等待牵引的飞机
法国“萨马黑”舰载直升机牵引系统
萨马黑牵引系统组成图
萨马黑系统牵引海豚直升机的简单操作过程：1，待海豚着舰后，渔叉插在格栅内准备进行入库牵引
萨马黑系统牵引海豚直升机的简单操作过程：2，第一步将直升机前轮转至牵引轨道处，将牵引车移至该处
萨马黑系统牵引海豚直升机的简单操作过程：3,第二步折叠桨叶，将牵引车上的牵引杆与直升机前轮相连，将弯臂绕过前轮，操作手摇泵并将弯臂内向下系留钢缆拉出与直升机身下部系留点相连
萨马黑系统牵引海豚直升机的简单操作过程：4，第三步撤出轮挡，收起渔叉进行入库牵引
萨马黑系统牵引海豚直升机的简单操作过程：5，第四步到达机库内停机位置后放上轮挡，系留上系留索具；出库牵引时的动作大致如此
机库中的萨马黑牵引车，甲板上的系留座清晰可见
机库中萨马黑牵引装置和在外等待牵引的飞机
]]
天朝的新舰现在也改用新型的，54A上就不用鱼叉系统了啊
原帖由 hnwenbo 于 2007-9-19 22:10 发表
天朝的新舰现在也改用新型的，54A上就不用鱼叉系统了啊
不见得，虽然机库高度便于28进入，但从机坪甲板看仍然有格栅和滑轨，要让Z9使用，只有用鱼叉或其改进的系统
]]
好贴！
原帖由 oldfoxmen 于 2007-9-20 11:33 发表
好贴！
这个多简单:D
智利海军 4艘 原英国郡级，建于1966/67年，于87/84年转让
全长(米) 158.7 型宽(米) 16.5 吃水(米) 6.3
标准排水量(吨) 6200
满载排水量(吨) 6800
编制(人) 470 军官36名
动力组合类型 COSAG
动力 G6×4 功率(马力) 30000
动力 AEI蒸汽轮机×2 功率(马力) 30000 推进装置 螺旋桨×2
航速(节) 28 续航力(海里/节) 3500/28
反舰导弹 飞鱼MM38×4 近程防空导弹 巴拉克×16
近程防空导弹发射装置 8单元VLS×2 主炮 Mk6×1
副炮/CIWS 厄利空20mm×2 鱼雷 Mk46-2
鱼雷发射装置 三联装Mk32×2 直升机 AS332×2
警戒雷达 966 对空搜索雷达 Elta LM 2228S
对海/对低空搜索雷达 992Q/R 导航雷达 Decca 978/1006
导弹跟踪照射雷达 Elta EL/M-2221GM×2 主炮炮瞄雷达 Plessey 903
电子侦察 Elisra 9003 电子干扰 667
光电火控 Elta IR 卫星通讯 SATCOM
鱼雷诱饵 SLQ-25 声呐 184M
声呐 162M
作战指控系统 Sisdef Imagen SP 100; MRS 3舰炮火控系统
另外使用ASIST 系统的还有土耳其海军PERRY、 MEKO 200 上的 S-70-B2 Seahawk ，马来西亚海军的MEKO 100 巡逻船
全长(米) 158.7 型宽(米) 16.5 吃水(米) 6.3
标准排水量(吨) 6200
满载排水量(吨) 6800
编制(人) 470 军官36名
动力组合类型 COSAG
动力 G6×4 功率(马力) 30000
动力 AEI蒸汽轮机×2 功率(马力) 30000 推进装置 螺旋桨×2
航速(节) 28 续航力(海里/节) 3500/28
反舰导弹 飞鱼MM38×4 近程防空导弹 巴拉克×16
近程防空导弹发射装置 8单元VLS×2 主炮 Mk6×1
副炮/CIWS 厄利空20mm×2 鱼雷 Mk46-2
鱼雷发射装置 三联装Mk32×2 直升机 AS332×2
警戒雷达 966 对空搜索雷达 Elta LM 2228S
对海/对低空搜索雷达 992Q/R 导航雷达 Decca 978/1006
导弹跟踪照射雷达 Elta EL/M-2221GM×2 主炮炮瞄雷达 Plessey 903
电子侦察 Elisra 9003 电子干扰 667
光电火控 Elta IR 卫星通讯 SATCOM
鱼雷诱饵 SLQ-25 声呐 184M
声呐 162M
作战指控系统 Sisdef Imagen SP 100; MRS 3舰炮火控系统
另外使用ASIST 系统的还有土耳其海军PERRY、 MEKO 200 上的 S-70-B2 Seahawk ，马来西亚海军的MEKO 100 巡逻船
原帖由 狼行天下 于 2007-9-20 12:15 发表
这个多简单:D
25的情况不清楚，而卡-27/卡-28的重量摆在那儿了，现在即使要想用助降系统，也没有堪用的。卡-27/卡-28可在5级海况条件下，远离基地200公里执行任务，着舰能力方面，据说能于10级左右的海况条件下在舰船甲板上操纵和起降——估计这舰也一定不小了;P
而EH-101在大部分的试验中，都能够在4-5级海况下正常起降，这比一般的要求(3级海况)要提高了不少。其机身后段的侧面面积以及垂直尾翼的迎风面积较大，所以较容易受到侧风的影响，将机头对准风向。实际使用中，配合甲板上的设备，EH-101可以在6级海况，92.7公里/小时的风速下在小型舰艇上起降。
共轴双旋翼布局，下旋翼靠外轴带动，该轮空心，当中还有一轴带动上旋翼，两旋翼旋转方向相反。这种布局可以不用尾桨，优点是整体升力系统效率高，同样旋翼直径升力大12％，全机尺寸紧凑、操纵简单、安定性好，允许重心移动距离较大，机动性有所增加。缺点是为达到安全的两旋翼间隔距离，中心轴要很长，这就要稍微加大重量和空气阻力。
气动特性对称，机动性好。在使用相同发动机的情况下，两副共轴式旋翼的升力比单旋翼/尾桨布局的旋翼升力大12%。共轴式旋翼气动力对称性显然优于单旋翼式，不存在各轴之间互相交连的影响，机动飞行时易于操纵。改变航向时，共轴式直升机很容易保持直升机的飞行高度，这在超低空飞行和飞越障碍物时尤其可贵，对飞行安全有重要意义。 模块式及方便的维护无尾桨结构。前苏军在阿富汗的作战经验表明，作战中损失的苏军直升机有30%与尾桨有关。主要是：尾桨的弹伤或异物损伤；承载的尾梁损伤；长距离的尾桨传动轴系损伤等。共轴式直升机因取消了尾桨，所以不仅和与尾桨有关的损伤无缘，而且也可节省尾桨所耗用的额外功率。另外，卡-50机身后半部分也是出于气动布局的需要，即便该部分被击毁，直升机依然可以进行正常的飞行。 外廓尺寸紧凑。在提供同样升力的情况下，共轴直升机的外廓尺寸自然要比单翼直升机要小，因此雷达识别特征和目视识别特征就小，便于隐蔽；外廓尺寸小，受弹面就小，战斗损伤概率也小，另外也更适合在航母军舰上布置。
共轴式双旋翼直升机，两副旋翼一上一下装在同一根轴上，平常飞行时不会相碰。但是在某些特殊的情况下，如在飞行中遇到突然变风，机动超过极限值，桨叶变形或损坏时，作用在桨叶上的气动力、离心力和重力就会失去原来的平衡，从而偏离正常的运行轨迹而发生碰撞。
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直升机着舰失败[wma]http://www.56.com/u27/v_MTgyMjA0MTY.html[/wma]
http://podcast.googsc.com/item/21TZAI/
http://podcast.googsc.com/item/21TZAI/
]]
确定飞机准确降落位置的装置吧
]]
第一代“熊井”
第一代“熊井”
An SH60B Sea Hawk helicopter takes off from the flight deck of the guided missile frigate USS DOYLE FFG39
An SH60B Sea Hawk helicopter takes off from the flight deck of the guided missile frigate USS DOYLE FFG39
RAST Recovery Assist, Secure and Traverse system
Navies around the world rely on CWCES-MD's RAST (Recovery Assist, Secure and Traverse) system to support shipborne helicopter operations. RAST conducts the securing, maneuvering and traversing tasks with a single Rapid Securing Device (RSD) that is never disconnected from the helicopter while it is on deck. RAST is able to accommodate a wide range of helicopters, even in the most demanding marine environments up to sea state six.
The typical operation of the RAST system begins with the pilot making a normal approach to the flight deck and establishing a hover. The messenger cable is lowered to the deck and is manually connected to the main recovery assist tethering cable, which is then hauled up to the helicopter and automatically locked into the main RAST probe. During a period of quiescence in the ship’s motion, the pilot requests the LSO to apply tension to the recovery assist cable. This tension produces a strong centering effect to stabilize the hover and directs the helicopter toward the designated landing area, as the pilot slowly flies the craft down. Immediately upon touchdown, the LSO closes the RSD’s arresting beams securing the helicopter probe. The aircraft is ready to be aligned and traversed into the hangar.
Throughout its long and successful history, CWCES-MD's RAST system has been continuously improved. The latest versions employ advanced, solid-state electronic subsystems and ultra lightweight components and tracks. Systems can be provided in a "palletized" form to simplify shipboard installations.
More than two hundred shipsets have been delivered to navies in Australia, Canada, Japan, Spain, Taiwan and the United States.
Navies around the world rely on CWCES-MD's RAST (Recovery Assist, Secure and Traverse) system to support shipborne helicopter operations. RAST conducts the securing, maneuvering and traversing tasks with a single Rapid Securing Device (RSD) that is never disconnected from the helicopter while it is on deck. RAST is able to accommodate a wide range of helicopters, even in the most demanding marine environments up to sea state six.
The typical operation of the RAST system begins with the pilot making a normal approach to the flight deck and establishing a hover. The messenger cable is lowered to the deck and is manually connected to the main recovery assist tethering cable, which is then hauled up to the helicopter and automatically locked into the main RAST probe. During a period of quiescence in the ship’s motion, the pilot requests the LSO to apply tension to the recovery assist cable. This tension produces a strong centering effect to stabilize the hover and directs the helicopter toward the designated landing area, as the pilot slowly flies the craft down. Immediately upon touchdown, the LSO closes the RSD’s arresting beams securing the helicopter probe. The aircraft is ready to be aligned and traversed into the hangar.
Throughout its long and successful history, CWCES-MD's RAST system has been continuously improved. The latest versions employ advanced, solid-state electronic subsystems and ultra lightweight components and tracks. Systems can be provided in a "palletized" form to simplify shipboard installations.
More than two hundred shipsets have been delivered to navies in Australia, Canada, Japan, Spain, Taiwan and the United States.
ASIST Aircraft Ship Integrated Secure and Traverse system
For those preferring a free-deck landing system, ASIST delivers the benefits of CWCES-MD's advanced handling technology in a lightweight, fully integrated ‘wireless’ system.
Using ASIST, helicopter landings are made solely by the pilot, during a quiescent period in ship motion. During descent, ASIST’s precision H.P.S.E. (Helicopter Position Sensing Equipment) system continuously tracks and monitors the exact position of the aircraft, relative to the designated landing area and displays it to the pilot through a series of visual landing cues. Guidance data is simultaneously relayed to a computer-controlled Rapid Securing Device (RSD), which automatically moves fore and aft along the flight deck track to maintain its position directly beneath a probe on the underside of the helicopter. Immediately upon touchdown, the probe is secured by the RSD, and the aircraft is ready to be aligned and traversed into the hangar.
On deck manoeuvring is easily conducted with a single operator with no need to connect any ancillary equipment or guide cables to the helicopter. The unique design of the ASIST RSD make it possible for the single operator to rotate a 30,000 pound helicopter through 360 degrees within the confines of the flight deck – all while maintaining complete security in extreme sea states. To date, some 30 systems are installed or on order for five navies, on seven ship types, operating with five different helicopters.
For those preferring a free-deck landing system, ASIST delivers the benefits of CWCES-MD's advanced handling technology in a lightweight, fully integrated ‘wireless’ system.
Using ASIST, helicopter landings are made solely by the pilot, during a quiescent period in ship motion. During descent, ASIST’s precision H.P.S.E. (Helicopter Position Sensing Equipment) system continuously tracks and monitors the exact position of the aircraft, relative to the designated landing area and displays it to the pilot through a series of visual landing cues. Guidance data is simultaneously relayed to a computer-controlled Rapid Securing Device (RSD), which automatically moves fore and aft along the flight deck track to maintain its position directly beneath a probe on the underside of the helicopter. Immediately upon touchdown, the probe is secured by the RSD, and the aircraft is ready to be aligned and traversed into the hangar.
On deck manoeuvring is easily conducted with a single operator with no need to connect any ancillary equipment or guide cables to the helicopter. The unique design of the ASIST RSD make it possible for the single operator to rotate a 30,000 pound helicopter through 360 degrees within the confines of the flight deck – all while maintaining complete security in extreme sea states. To date, some 30 systems are installed or on order for five navies, on seven ship types, operating with five different helicopters.
原帖由 CK81882610 于 2007-9-29 21:50 发表
确定飞机准确降落位置的装置吧
不是每一代都能有“确定”这样的智能的
最新开发中的TC-ASIST系统：
TWIN CLAW ASIST
While ASIST (Aircraft Ship Integrated Secure and Traverse) is a popular system for those navies that have probe-equipped helicopters, for some navies the option to install a telescoping probe on their existing helicopters is difficult. In order to support non-probe installed aircraft, CWCES-MD has developed the Twin Claw or TC- ASIST system, a derivative of its already proven and successful ASIST system.
The TC-ASIST system provides full security after landing and through all on-deck operations, up to and including Sea State 6 conditions. The pilot, assisted by visual cues, flies the aircraft to a position over the designated landing area on the flight deck. The Rapid Securing Device (RSD), fitted with a pair of claw arms designed to capture and secure the wheel spurs of the aircraft, tracks the helicopter position with the capture arms at a ready position at either end of the RSD. The claw arms are spring loaded and held in the down position until tire sensors contact each tire as the arms are brought in. Upon contact, spring force rotates the claw arm upwards until it contacts the wheel spur. Each claw arm acts independently, but they are mechanically interlocked to ensure simultaneous operation.
Once the aircraft is secured, it is ready to be aligned/straightened for traversing from the designated landing area to the hangar or any intermediate location. All deck handling operations can be accomplished without the need for personnel on the flight deck.
TWIN CLAW ASIST
While ASIST (Aircraft Ship Integrated Secure and Traverse) is a popular system for those navies that have probe-equipped helicopters, for some navies the option to install a telescoping probe on their existing helicopters is difficult. In order to support non-probe installed aircraft, CWCES-MD has developed the Twin Claw or TC- ASIST system, a derivative of its already proven and successful ASIST system.
The TC-ASIST system provides full security after landing and through all on-deck operations, up to and including Sea State 6 conditions. The pilot, assisted by visual cues, flies the aircraft to a position over the designated landing area on the flight deck. The Rapid Securing Device (RSD), fitted with a pair of claw arms designed to capture and secure the wheel spurs of the aircraft, tracks the helicopter position with the capture arms at a ready position at either end of the RSD. The claw arms are spring loaded and held in the down position until tire sensors contact each tire as the arms are brought in. Upon contact, spring force rotates the claw arm upwards until it contacts the wheel spur. Each claw arm acts independently, but they are mechanically interlocked to ensure simultaneous operation.
Once the aircraft is secured, it is ready to be aligned/straightened for traversing from the designated landing area to the hangar or any intermediate location. All deck handling operations can be accomplished without the need for personnel on the flight deck.
54A的和最后这张图很像哦。
很好的科普贴,为什么没多少人看:o
原帖由 365赌王 于 2008-5-2 09:55 发表
很好的科普贴,为什么没多少人看:o
我顶
TG的军舰除了旅沪级还有哪级甲板上有滑轨的？
原帖由 酸菜鱼 于 2008-5-3 22:30 发表
TG的军舰除了旅沪级还有哪级甲板上有滑轨的？
旅沪级上的滑轨估计是进口的
167上有为卡28起降拉网用的排钩，估计直9不是主要载机，虽然展示的多是直9，但机库是加高的
卡28后来一直是新造舰的“标准”载机，而直9机小高海况下起降性能应该不行，所以其它舰装滑轨也没必要了
:handshake :D :D :D
海军以及民用EH-101的两型直升机都在典型起飞重量的情况下进行了试验，海军型还试验了在挂载武器装备下的情况，在大部分的试验中，EH-101都能够在4-5级海况下正常起降，这比一般的要求(3级海况)要提高了不少。其机身后段的侧面面积以及垂直尾翼的迎风面积较大，所以较容易受到侧风的影响，将机头对准风向。配合甲板上的设备，EH-101可以在6级海况，92.7公里/小时的风速下在小型舰艇上起降。
卡-28型直升机具有昼夜执行任务的能力。可在5级海况条件下，远离基地200公里执行任务。
SH-60J反潜直升机，作战半径160公里。它可在5级海况下起降。
卡-28型直升机具有昼夜执行任务的能力。可在5级海况条件下，远离基地200公里执行任务。
SH-60J反潜直升机，作战半径160公里。它可在5级海况下起降。
斯普鲁恩斯级导弹驱逐舰
在 4 级海况下可使用舰载直升机；在 5 级海况下可进行航行补给和实施攻击；在 6 级海况下可连续有效地航行；在 7 级海况下可有限地航行；在 8 级和 8 级以上海况下具有航行能力。
在 4 级海况下可使用舰载直升机；在 5 级海况下可进行航行补给和实施攻击；在 6 级海况下可连续有效地航行；在 7 级海况下可有限地航行；在 8 级和 8 级以上海况下具有航行能力。
“海巡 31”船是一艘载机海巡船，是我国自行设计建造的第一艘装备直升机库的非军事船舶。直升机在航行中起降时对船舶横摇和纵摇幅度要求较高。为此，该船设有两对非收放式减摇鳍，确保在5级风海况，航速17海里时，船的平均剩余横摇单幅不大于3度。船上拥有一个260多平方米的直升机起降平台和一个15米多长、5米多高的机库，可存放一架EC-135型或海豚直升机系列直升机。在5级海况时，直升机可自由起降。 同时，该船还具有较强的抗沉能力。全船中甲板以下共设了10道水密横舱壁，任意一舱破损进水后，该船仍具有抗8级风浪的能力。
“海巡 31”船是一艘载机海巡船，是我国自行设计建造的第一艘装备直升机库的非军事船舶。直升机在航行中起降时对船舶横摇和纵摇幅度要求较高。为此，该船设有两对非收放式减摇鳍，确保在5级风海况，航速17海里时，船的平均剩余横摇单幅不大于3度。船上拥有一个260多平方米的直升机起降平台和一个15米多长、5米多高的机库，可存放一架EC-135型或海豚直升机系列直升机。在5级海况时，直升机可自由起降。 同时，该船还具有较强的抗沉能力。全船中甲板以下共设了10道水密横舱壁，任意一舱破损进水后，该船仍具有抗8级风浪的能力。