Abstract
The present invention discloses an integrated airport design. The runways are designed in an elevated curved shape. The middles of landing runways and take-off runways are designed as an overhead parking apron, and the terminal building is below the runways. Therefore, the usable area of the whole airport is increased. The length of each elevated curved runway is lengthened comparing to the traditional straight runway within the same area. In addition, the downhill take-off runway can enhance take-off operation and reduce the fuel consumption. Thus, the existing land resources can be used to the maximum extent.
Claims
1. An airport for minimizing energy and resources consumption, and improving take-off and landing safety of an airplane, comprising: a terminal building with a parking apron, wherein said parking apron is located at a top of said terminal building, and said parking apron is elevated at a first elevation; a first elevated curved runway, wherein said elevated curved runway includes a first section elevated at said first elevation and a second section elevated at a second elevation, and said first elevation is higher than said second elevation; a second elevated curved runway, wherein said elevated curved runway includes a third section elevated at said first elevation and a fourth section elevated at said second elevation; wherein said first section and said third section are separated by said parking apron.
2. The airport as claimed in claim 1, wherein said first elevated curved runway is a take-off runway.
3. The airport as claimed in claim 1, wherein said second elevated curved runway further comprises a fifth section elevated at a third elevation, said fifth section and fourth section are connected via said third section, and said third elevation is lower than said first elevation.
4. The airport as claimed in claim 3, wherein said fifth section and said third section function as a landing runway.
5. The airport as claimed in claim 3, wherein said second elevation and said third elevation are different.
6. The airport as claimed in claim 3, wherein said second elevated curved runway further comprises a sixth section with a fourth elevation, said fourth elevation is between said first elevation and third elevation, and said third section and said sixth section are connected via said fifth section.
7. The airport as claimed in claim 6, wherein said sixth section, said fifth section, and said third section function as a landing runway.
8. The airport as claimed in claim 7, wherein an airplane keeps a horizontal flight state when landing on said sixth section.
9. The airport as claimed in claim 3, wherein said third section and said fourth section function as a take-off runway.
10. The airport as claimed in claim 9, wherein when an airplane takes off from said first section toward said second section, a part of air ejected from an airplane engine nozzle is ejected toward said take-off runway as said airplane inclines.
11. The airport as claimed in claim 1, further comprising: a storage tank elevated at said first elevation, wherein said storage tank is adjacent to said first section and stores flame-retardant fluid material; a collection tank elevated at said second elevation and located on said second section, wherein said collection tank collects said flame-retardant fluid material after said flame-retardant fluid material is released from said storage tank; wherein said first elevated curved runway is an emergency runway.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] FIGS. 1-1 to 1-3 are cross-sectional, front and top diagrams of a curved airport.
[0017] FIGS. 2-1 to 2-4 are diagrams of an airplane during landing.
[0018] FIGS. 3-1 to 3-2 are cross-sectional and front diagrams of an airport.
[0019] FIGS. 4-1 to 4-4 are diagrams of a terminal building of an airport.
[0020] FIGS. 5-1 to 5-3 are diagrams of runways, a parking apron, and an air traffic control hovering zone.
[0021] FIGS. 6-1 to 6-2 are diagrams about take-off of an airplane on a descending take-off runway.
DETAILED DESCRIPTION OF THE INVENTION
[0022] To further understand the technical solutions of the present invention, the present invention will be further described with reference to the accompanying drawings.
[0023] FIGS. 1-1 to 1-3 are illustrating a novel airport capable of saving energy and resources and improving take-off and landing safety of an airplane, in which runways, a parking apron and a terminal are integrated. In a cross-sectional diagram of FIG. 1-1, it can be clearly seen that the novel airport has an elevated curve-shaped design structure. The length of an elevated curve line is greater than a horizontal straight line within the same area, that is the curved runways AB+BC+CD+DE is greater than the land occupation length AE.
[0024] As shown in a front diagram of FIG. 1-2, the overhead parking apron and the terminal building are integrated 1, wherein the upper part is the overhead parking apron and the lower part is the terminal building. As shown in a top diagram of FIG. 1-3, the landing runway and the take-off runway are separated by the overhead parking apron; A to B is a downward descending landing runway, B to C is an upward ascending landing runway, C to D is an overhead parking apron, and D to E is a take-off runway.
[0025] FIGS. 2-1 to 2-4 are diagrams of an airplane during landing. FIG. 2-1 is a diagram of an airplane landing on a flat ground. FIG. 2-2 is a diagram of an airplane landing on a downward descending runway. It can be seen from FIG. 2-3 that when the airplane lands on the downward descending ramp, although the airplane is maintained at a parallel state, the back wheels of the airplane land on the ground and the front wheels do not touch the ground as the airplane is on a slope plane. That is, by changing an angle of the landing runway and changing the runway from a plane to a downward inclined plane, the airplane can maintain a horizontal flight while meeting the requirement of making the back wheels of the airplane land first during landing, thereby reducing the risk of landing on the flat ground. FIG. 2-4 is a diagram of an airplane landing on a ramp. Because the runway is a downward ramp, the impact force of the ground to the airplane is reduced, which makes the landing become safer.
[0026] FIGS. 3-1 to 3-2 are cross-sectional and front diagrams of the whole airport. An airplane first lands at a point A, then moves downwards from the point A to the point B, and then moves upwards from the point B to the point C. During the period, the airplane completely does not need braking, and kinetic energy of the airplane at the point A can be converted into gravitational potential energy from the point A to the point C. Thus, the airplane can be rapidly stopped, and the potential energy converted from the kinetic energy can be maintained on the parking apron to reserved energy for the take-off of the airplane. After passengers and flight crew are on board the airplane on the parking apron and baggage and goods are all loaded in the airplane for take-off, because point D to point E is a downhill inclined plane, the gravitational potential energy of the airplane itself, the flight crew and the goods on the airplane can be converted into the kinetic energy by means of the descending runway.
[0027] FIGS. 4-1 to 4-4 are a diagram of a terminal building of an airport. The top floor of the terminal building is an overhead parking apron. Through the connection of tunnel, passengers and flight crew can enter the terminal building and are directly dispersed to corresponding platforms, and then enter respective boarding gates 3 through elevators from the tunnels. The reference number 3 in the FIG. 4-1 and FIG. 4-2 refers to personnel accesses of the overhead parking apron. In this way, the cost and the trouble caused by the fact that people need to be transferred by a regular bus can be reduced.
[0028] FIGS. 5-1 to 5-3 are diagrams of runways, a parking apron, and an air traffic control hovering zone. It can be seen from FIG. 5-1 that a cylindrical hovering waiting approaching zone 4 is provided above the airport. The height and thickness of the zone may vary slightly depending on the size of the airport. All take-off airplanes should keep away from the zone, and therefore the take-off zone and the landing zone are non-interference. Because there is no any airway intersection above the airport, the safety and the service efficiency of the airport are improved, and waiting time and fuel consumption of airplanes for approaching and departure are saved.
[0029] In FIG. 5-2, an airport with five runways is taken as an example. The runways 01, 03 and 05 are used as normal runways, and the runways 02 and 04 are used as emergency runways. The airplane uses the runways 01, 03 and 05 for a normal landing. When the landing on the runway is completed, the airplane directly moves to the parking apron and stops on the two sides of the runway. Thus, the land is saved and the passengers can board the airplane conveniently. The airplane may apply for landing on the emergency runways 02 and 04 when encountering an emergency situation.
[0030] The emergency runways are characterized in that the storage tanks 6 in the FIG. 5-3 are storage tanks capable of releasing flame-retardant fluid materials with a certain viscosity. When the airplane with a malfunction lands on one emergency runway, the storage tank 6 is opened to release the flame-retardant material to reduce the possible damage, such as fire or explosion, to the minimum, and the safety of people is maintained to the maximum. Because the storage tank 6 is located above the slope plane, the fluid material can flow downwards to the collection tank 5 of the fluid material along the slope plane when the storage tank 6 is opened. Thus, the fluid material can be recycled.
[0031] FIGS. 6-1 to 6-2 are a diagram of an airplane taking off on a descending take-off runway. When an airplane takes off, a part 8 of high-speed air ejected from an engine nozzle is ejected to a slope plane. According to the Newtonian mechanics principle, the slope plane provides a reaction force 7, namely forward thrust, to the airplane, wherein the forward thrust is obtained additionally. In other words, the whole descending ramp is like a boosting fence which always follows the rear part of the airplane engine, and therefore, the fuel efficiency of the airplane engine can be improved, and the fuel consumption is saved when the airplane takes off.
[0032] The above description of the disclosed embodiments enables those skilled in the art to implement or use this invention. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of this invention. Therefore, this invention will not be limited to the embodiments shown in this article, but should conform to the widest scope consistent with the principles and novel features disclosed in this article.
