GB2253597A - Method for ejection of crew member from flying vehicle, and ejection seat to implement it - Google Patents

Abstract

The method for ejection of a crew member from a flying vehicle, e.g. a recoverable spacecraft, consists in that an ejection seat with the crew member fastened therein is withdrawn from the vehicle with the headrest loading, a force eccentric relative to the centre of mass of the "ejection seat-crew member" system is applied to the seat to deflect its flight trajectory in pitch, after a first preassigned time period the direction of the force is changed to ensure a maximum distance of the seat from the vehicle, the seat being altitude-stabilized, and after a second preassigned time period an emergency parachute (2) is deployed and the crew member is detached from the seat. The ejection seat is provided with an election gun (5) (Fig 4), first and second boost motors (9, 54), means (10, 56) for attitude stabilization, and a programme control unit (22-24) electrically associated with drives for the seat mechanisms. <IMAGE>

Description

METHOD FOR EJECTION OF CREW MEMBER FROM FLYING VEHICLE AND EJECTION SEAT TO IMPLEMENT IT The invention relates to aerospace engineering, spe- cifically to means for rescusing crews of flying vehicle les, and is particularly concerned with method for ejection of a crew member from a flying vehicle and an ejection seat for implementing it.

The present invention may be used to advantage as a means for rescuing a crew of a recoverable spacecraft.

At the present junction, recoverable spacecraft start as rockets, i.e. they are boosted into orbit, and land as aircraft, i.e. by gliding.

The operational reliability of a recoverable spacecraft is insufficient to ensure a high degree of safety for the crew, especially at the stages of launching, ejection into orbit, recovery from the orbit and landing.

This requires reliable means of rescuing the crew in emergencies at these stages of the flight.

Means of rescuing a crew of a flying vehicle in the aircraft flying mode are known sufficiently well, one of them being an ejection seat.

The problem consists in rescuing a crew of a recoverable spacecraft at the stages of launching and orbiting. At these stages, prior art rescue methods with the use of ejection seats prove ineffective due to specifics of launching a spacecraft and placing in into orbit. Specifically, if the booster rocket explodes with the spacecraft being launched or ejected into orbit, it is essential to with- draw a crew member from the zone of impact of the boos- ter rocket jet and the shock wave, and also other damage effects. For instance, in the event of the booster rocket of a recoverable spacecraft of the "Buran" type exploding during the launching phase, it is necessary to evacuate the crew member to a minimum of 400 to 500 m from the site of the explosion.

Proceeding from the power of endurance of launching overloads, the seat of a spacecraft crew member is arrant ged in such a manner that the seat back is approximately -at an angle of 800 to the direction of the overload force, i.e. approximately at an angle of 100 to the horizon.

The essence of the invention lies in that in a method for ejection of a crew member from a flying vehicle consisting in that the crew member is fastened in an ejection seat, the seat is withdrawn from the flying vehicle with the headrest forward, a force is applied to the seat with an eccentricity relative to the centre of masses of an ?1ejection seat - crew member" system, which deflects the flight trajectory from the initial, after a first preys signed time period the direction of the force is changed, after a second preassigned time period from the moment of the force direction change an emergency parachute is deployed and the crew member is detached from the seat, according to the invention, the eccentricity is select ted from the need to ensure seat trajectory deflection in pitch, the force direction is changed at the moment when the angle between the tangent to the seat trajec tory and the horizon reaches a value ensuring a-maxi- mum distance of the seat recoil from the flying vehicle, with the force being directed through the centre of masses of the "ejection seat - crew member" system tan-.

gentially to the seat trajectory, and attitude stabilization for the seat is provided.

To ensure maximally efficient use of the ejection seat energy resources, it is expedient to effect attitude stabilization of the seat by positioning it with the heads rest against the incoming flow.

To additionally increase the effectiveness of the ejection seat energy resources, it is possible to select the eccentricity and the force proceeding from the con- dition if minimizing the first preassigned time period with due consideration for human physiological potentia lities.

The essence of the invention also consists in that in an ejection seat comprising a seat bottom, a backrest and a headrest, provided with a means of fixing a xrew member in the seat, an ejection gun with an axis of symmetry of a thus thereof approximately parallel to the seat backrest, a first and a second boost motors with a smaller and a bigger pulses respectively, fitted under the seat, an emergency parachute arranged in the headrest and provided with a pyrotechnic deployment system, a means for attitude stabilization of the seat with the crew member facing the flow, with a pyrotechnic deployment system, a means for detaching the crew member from the seat and a programme control unit with a self- ~contained power source electrically associated with drives of aforementioned units, according to the inven- tion, the first and the second boost motors are arranged in such a manner that axes of symmetry of their nozzles are in a plane parallel to the symmetry plane of the seat and passing through a centre of masses of the "eåection seat - crew member" system, the symmetry axis of the nozzle of the second boost motor passing through the centre of masses of the system and being approximately parallel to the axis of symmetry of the ejection gun tube and the seat being provided with an ad- ditional means for attitude stabilization of the seat with the backrest directed along the flow and the headrest forward.

To be able to change the position of the axes of symmetry of the nozzles with a change in the position of the centre of masses of the "ejection seat - crew member" system, it is desiderable that the nozzles of the first and the second boost motors be rotatable around axes perpendicular to the seat symmetry planes.

Sor a flight path control with varying initial ejec- tion conditions, it is expedient that the first and the second boost motors be provided with pyrotechnic nozzle turn mechanisms electrically associated with the programme control unit.

To ensure a position for the seat, optimal for de- ployment of the emergency parachute and reducing the weight of the ejection seat, it is likely that the second boost motor be attached to the seat with the aid of controllable locks electrically associated with the programme control unit.

For better endurance of ejection overloads due to the action of the ejection gun and the first and the second boost motors, it is desirable to have a system for engaging the second boost motor connected to the self -contained power source through a controllable key with a control input thereof connected to an output of an operation mode transducer of the first boost motor.

It is desirable that the additional means of attitude stabilization be made in the form of two telescopic rods with parachute on their ends, arranged symmetrically with the symmetry plane of the seat in a plane parallel to the axis of symmetry of the ejection gun tube, passing through the centre of masses of the "ejection seat - crew member" system and provided with a pyrotechnic deployment system electrically associated with the programme control unit.

To ensure a position for the seat, optimal for the deployment of the emergency parachute, it is desiderable that the second boost motor be provided with a pyrotech nic system for detachning it from the seat, electrically connected with the programme control unit.

To reduce the weight of the ejection seat, it is possible that the second boost motor, its pyrotechnic detachment system and the attitude stabilization means be made as a solid unit through their rigid interconnec- tion.

The method of ejection of a crew member from a flying vehicle implemented in accordance with the present invention ensures recoil of the ejection seat from the flying vehicle to a distance which is maximal for the given force pulse and the mass of the "ejection seat - - crew member' system.

The ejection seat, owing to the boost motors being positioned in accordance with the present invention and the provision of the additional stabilization systn, makes it possible to fly on a trajectory ensuring a maximum recoil. distance, which allows the seat to be positioned according to the invention in spacecraft.

The attachment of the second boost motor with the seat through controllable locks makes possible its use if the ejection takes place on the launch and orbiting phases, and detachment from the seat, leaving it on board the craft, if the ejection occurs on the recovery arZ landing phases, which does not require increased recoil distance, the pulse force from the first boost motor being sufficient.

The invention will now be described in greater detail with reference to specific embodiments thereof taken in conjunction with the accompanying drawings, in which: Fig.1 shows the flight trajectory of the ejection seat at the launch phase of a recoverable spacecraft by the method of ejection in accordance with the invention; Fig.2 illustrates the position of the ejection seat in the spacecraft at the launching and orbiting phases; Fig.3 represents an ejection seat, according to the invention, side view; Pig.4 shows the same as in Fig.3, isotermic projection; Fig.5 shows a starting arrangement for automatic devices of a pyrotechnic system of deployment of an emergency parachute for a seat represented in Figs 3 and 4.

Fig.6 illustrates a means for detaching the crew member from the seat provided thereon, according to the in-.

vention, isometric projection; Fig.7 starting unit for a programme timing device of the seat programme control unit, according to the invention, cut-away view; Fig.8 shows a second boost motor, a pyrotechnic system to detach it and an additional means of attitude stabilization, made in the form of a single unit, according to the invention, isometric projection; Fig.9 shows section A in Pig.3, sectional view, enlarged; Fig.10 represents section B in Pig.3, enlarged; Fig.11 is section C in Fig.3, sectional view, enlarged; Fig.12 illustrates an operation mode transducer of the first boost motor and a controllable key, according to the invention, longitudinal section; Fig.13 is a structural diagramme of the seat programme control unit, according to the invention.

The essence of the method for ejection of a crew member from a flying vehicle, according to the invention, consists in the following.

A crew member is fastened in the ejection seat, the seat is brought out of the spacecraft with the headrest forward under an angle of approximately 100 to the ho- rizon (Figs 1, 2). A force P with an eccentricity "e" relative to the centre 0 of masses of the "ejection seat - crew member" system deflecting the seat trajectory from the initial in pitch is applied to the seat.The first preassigned time period AT1 during which this force acts should be minimal so that the seat may be placed, as soon as possible, on a trajectory ensuring a minimum distance of the seat recoil from the spacecraft with the given energy resource of the boost motors, that is on a trajectory with an angle 2 of the tangent thereof to the horizon being approximately equal to 45-500. The force P applied to the seat with an eccentriciby and the eccentricity "e" are restricted by human physiological potentialities.

The value of the force P is selected from the factor of the power of endurance of an overload acting in a pre assigned direction and the eccentricity "e" in chosen proceeding from the endurance of the acceleration of the seat turn in pitch: Pm # nm . m jm # Pm . #m , where Pm is maximum permissible force; nm is maximum permessible overload; em is maximum permissible eccentricity; m is mass of the "ejection seat - crew member" system; I is moment of inertia of the "ejection seat - crew mem ber" system.

As an angle A ç of the seat turn under the action of the force P applied with the eccentricity "e" during a time period ##1 is equal to

the minimum permissible time period AT1 min during which the force Pm with the eccentricity em is applied is

As the first time period At1 has elapsed, the direction of the force P is changed by directing it through the centre 0 of masses of the "ejection seat - crew member tt system, tangentially, at a given point "a", to the trajectory, in the direction of the headrest.

From this moment on, the seat is attitude-stabilized, with the headrest against the incoming flow. In this position, the 11ejection seat - crew member" system has a mi- nimum aerodynamic resistance (CxSmin), which allows the seat to be thrown off to the requisite distance with minimum power input. After the second preassigned time period has elapsed from the moment when the direction of the force P was changed, the emergency parachute is deployed and the crew member detached from the seat.

The second preassigned time period includes two phases.

During the first period AT2 the force P is directed through the centre 0 of masses of the "ejection seat - - crew member" system at the angle 62 of approximately 45-50 to the horizon. The duration of the AT2 period is determined by the requisite distance of the seat push-off. As the time period AT2 from the point "a" to a point "b" (Fig.1) has elapsed, the attitude-stabilized (with the headrest against the flow) seat begins flying by inertia on a ballistic trajectory during a time period A from the point "b" to a point "c" (Fig.1). The dura 3 tion of the A6-3 period is determined by the time required for the seat to descend to a height of approximately 100 m, essential for reliable development of the emergency parachute.

The ejection seat illustrated in Figs 3 and 4 comprises a headrest 1 accommodating an emergency para chute 2. The headrest 1 carries a pyrotechnic mechanism 3 and two parachute sets 4 of the pyrotechnic system for deploying the parachute 2. The second parachute set 4 is a duplicate of the first one. The pyrotechnic mechanism 3 of the parachute deployment pyrotechnic soys~ tem is secured on an ejection gun 5. The ejection gun 5 also carries a mechanism box 6, a seat bottom 7 rigidly coupled with a seat backrest 8 arranged in such a manner that the axis of symmetry of the ejection gun 5 and the backrest 8 are approximately parallel to each other, and a first boost motor 9.The mechanism box 6 houses telesco- pic stabilizing rods 10 of a means of attitude stabiliza- tion of the seat with the crew member facing the flow with a pyrotechnic system 11 for their deployment, a shoulder arresting mechanism 12 of the fastening means, cutters 13 of a means to detach the'crew member from the seat, and two mechanisms 14 to actuate the parachute sets 4. The cutters 13 are intended for cutting up shoulder arresting straps 15. Each mechanism 14 for actuating the parachute sets 4 comprises a body 16 (Fig.5) secured on the mechanism box, with seats being provided therein for installing a rod 17 and for a squib 18 respectively.

The space of the seat in the squib 18 communicates with the seat in the rod 17. In the initial position, the rod 17 is retained by a spring 19z The end of the rod 17 carries a fork 20 to connect a pin of the parachute set (Figs 3, 4). The seat frame accommo- dates a self-contained power source 21, a programme timing device 22 and a switching unit 23 of the programme cony~ rol unit, a unit 24 to actuate the programme timing device 22, connectors 25 for connection with an automatic on-board system, arms spread limiters 26, legs lufting mechanisms 27, supports 28 and leg straps 29 with leg arresting lines 30, a waist arresting mechanism 31 of the fastening means, cut- ters 32 (Fig.6) of the waist arresting straps, cutters 33 of the leg arresting lines, ropes 34 of the cutters and ropes 35 of the arm spread limiters of the means for de- taching the crew member from the seat, associated with the first boost motor 9 (Figs 3, 4), and an ejection control mechanism 36 with ejection handholds 37.

The unit 24 for actuating the programme timing device comprises a body 38 (Fig. 7) secured on the frame of the seat bottom 7. Installed on an axle 39 in the body 38 is a cam 40, rotatable through 1800. The angle of turn of the cam 40 is limited by a stop 41. In extreme positions, the cam 40 is retained by a springlloaded telescopic rod 42. A bell crank 43 hingedly secured on the body 38 rests upon the shaped surface of the cam 40. The bell crank 43 is pressed to the cam 40 by a spring 44 fitted on a pin 45 which also functions as a limiter of the angle of rotation of the bell crank 43. The bell crank 43 carries pressure screws 46. After the clearance between each pressure screw 46 and a button of a microswitch 47 secured on the body 38 has been adjusted, the screw 46 is locked by a locknut 48.To preclude reversal of the cam 40 after it strikes the stop 41, the body 38 carries a lock 49 hingedly secured thereon, which is pressed by a spring 50 to the shaped surface of the cam 40.

A rope 51 with a ball 52 at the end is arranhed in an annular groove on the cam 40. As the cam 40 turns through an angle of approximately 1500, the ball 52 is released therefrom and goes through a hole in a casing 53 attached on the body 38.

Also fitted under the seat bottom 7 (Figs 3, 4) is a second boost motor 54, which is fastened to the seat bottom 7 with the aid of two fasteners 55 secured on the sides of the seat bottom 7. The boost motor 54 carries a second set of stabilizing rods 56 of an additional means of the seat attitude stabilization with the back~ rest 8 arranged along the flow, with a pyrotechnic system 57 for their deployment, and a system for detachnig the boost motor 54. The latter system includes a pyrotechnic initiator 58 (rig0 8) coupled with two power cylinders 60 through a pipeline 59.

The second set of the stabilizing rods 56 (figs 3, 4) are symmetric with the seat symmetry plane, in a plane parallel to the axis of symmetry of the tube of the ejection gun 5, passIng through the centre of masses of the ejection seat - crew member" system. The pyrotechnic system 57 for deploying the second set of the stabilizing rods 56 is electrically connected with the seat programme control unit.

The second boost motor comprises four powder champ bers 61 (Fig.8) united in a common nozzle unit 62. The nozzle unit 62 carries a rotatable nozzle 63 (Fig.9) hingedly secured thereon, which is coupled, through a rocker arm 64, with a rod 65 of a nozzle rotation mecca~ nism 66 rigidly attached to the nozzle unit 62.

The mechanism 66 for rotation of the nozzle 63 is actually a power cylinder with a body 67 thereof secured on the nozzle unit 62, whose under-piston space communicates with the space of the seat of a squib 68. The ends of the chambers 61 (Fig.8) carry squibs 69 of the igniter.

The fastener 55 (Fig.10) to attach the second boost motor comprises a body 70 rigidly secured on a side member of the seat bottom 7 with a double-arm bell crank 71 hingedly fastened thereon, one arm of the crank being made in the form of a hook and another arm resting on an axle 72 rigidly coupled with a bell crank 73. The bell crank 73 is retained in the initial position by a spring -loaded retainer 74. The portion of the axle 72 on which the bell crank 71 rests is sheared in such a way that with the axle 72 turning through an angle exceeding 40-450 the bell crank 71 is rotatable around its oscillation axis.

Each of the cylinders 60 for the system of separation of the second boost motor 54 includes a body 75 with two vertical cylindrical holes, one of which accommoda- tes a telescopic rod consisting of three members 76, 77 and 78 and whose underpiston space communicates with the pyrotechnic initiator 58 via the pipeline 59. The second cylindrical hole accommodates a rod 79 with an under~ ~piston space thereof communicating with the space of the seat of an electrically operated squib 80.

The stroke of the rod 76 is restricted by a nut 81 turned into the body 75, and the stroke of the rod 79 is limited by a nut 82. To take up plays after the fastener 55 has been closed, the nut 81 carries a spherical nut 83, which interacts with a conical hole in the body 70. The member 76 is coupled with the member 77 by means of a pin 84. Rigidly secured on the body 75 of the cylinder 60 is a trunnion 85, which allows the second boost motor 54 to be attached to the frame of the seat bottom 7 (Figs 3, 4) with the aid of the fastener 55.

The first boost motor 9 comprises two powder champ bers 86 united in a common nozzle unit 87. Hingedly secured in the nozzle unit 87 (Fig. 11) is a rotatable nozzle 88, which is coupled with a mechanism 90 of rotation of the nozzle 88 through a rocker arm 89. The rotation mechanism 90 comprises a body 91 rigidly fastened on the nozzle uni-t 87. The body 91 has a cylindrical hole accommodating a rod 92 with a piston and seats to receive squibe 93 and 94.The underpiston space communicates with the space of the seat in the squib 93 and the upper-piston space communicates with the seat in the squib 94.The end surface of the chamber 86 carries two electrically operated squibs 95(Fig.3) of the igniter, and the nozzle unit 87 (Fig.11) mounts a controllable key and an operation mode transducer of the first boost motor, made as a single unit 96 which comprises a tight body 97 (Fig.12) divided into two spa ces by a diaphragm with a rod 99 secured thereon. The rod 99 has an axial hole 100 and a calibrated radial hole 101 to let motor gases pass to the space behind the diaphragm.

The rod 99 is hingedly coupled with a bell crank 102, which is hingedly secured on the body 97. The body 97 also carri es a microswitch 103, and the bell crank 102 carries a press sure screw 104. The movement of the bell crank 102 is re stricted by an adjusting screw 105. The space in front of the diaphragm communicates with the space of the first boost motor 9 (Pigs 3,4) The weaker pulse first boost motor 9 (Figs 3, 4) and the stronger pulse second boost motor 54 are arranged in such a manner that the symmetry axes of their nozzles 88 and 63 are in a plane parallel to the symmetry plane of the seat and passing through the centre of masses of the "eject tion seat - crew member" system, the axis of symmetry of the nozzle 63 of the second boost motor 54 passing through the centre of masses of the 'ejection seat - crew member" system and being approximately parallel to the symmetry axis of the tube of the ejection gun 5, and the axes of rotation of the nozzles 88 and 63 being perpendicular to the symmet ry plane of the seat.

The second boost motor 54, the pyrotechnic initiator 58 (Fig. 8), the pipeline 59, the cylinders 60 of the pyrotechnic system for separation of the second boost motor, and the second set of telescopic stabilizing rods 5 with the pyrotechnic system for their deployment are made in the form of a solid unit, rigidly interconnected therein.

The structural diagramme of the programme control unit illustrated in Fig. 13 comprises the switching unit 23 with the output thereof connected to the input of the programme timing device 22 and the input thereof connected to the output of the unit 24 for actuating the programme timing device 22.

he programme timing device 22 may be made in the form of, for instance, three independent time relays, each consisting of a quartz pulse generator, and ten trigger slide rules intended for a preassigned time period with a certain interval. The switching unit 23 may be made, for instance, in the form of a set of relays. The switching unit 23 comprises an instruction unit 106 and an actuating relay unit 107.The programme unit 105 forms a programlne of the seat mechanisms operation and transmits to the programrnnne timing device 22 a set of time delays which, after operation of the unit 24 for actuating the programme timing device 22, tracks time delays and issues control electric signals to the actuating realy unit 107, which in turn issues electric power signals to actuate the seat mechanisms drives.

Fig. 13 also shows a structural diagramme of the system of switching the second boost motor, comprising a controllable key 108 and an operation mode transducer 109 of the first boost motor 9, made as a single unit 96 illustrated in Fig. 12. The input of the controllable key 108 is electrically connected with the self-contained power source 21 and mechanically associated with an operation mode transducer 109 of the first boost motor.

The output of the controllable key 108 is electrically connected with the squibs 69 of the igniters of the second boost motors.

The ejection seat operates as follows.

Prior to fitting the ejection seat in a craft, the nozzles of the first and the second boost motors 9 and 54 (Fig. 3) are arranged in such a manner that the - ishrust vector of the first boost motor 9 is positioned relative to the centre of mass of the "ejection" seat - cres menber" system with an eccentircity ensuring a control omen from the thrust force (-itz), and the thrust vector of the second boost motor 54 passes through the centre o mass of said system.

Should an emergency situation arise at the launch, orbiting, recovery and landing stages, the crew member pulls out the ejection control handholds 37 (Figs 3, 4), thereby closing the microswitches to feed, through the connector 25, an electric signal for actuating the automatic on-board system of the spacecraft.

The launch and the orbiting stages also envisage forced automatic ejection, whereat the automatic on-board system is triggered by the "Emergency" cornmand.

Being triggered, the automatic on-board system sends instructions for preparatory operations: (a) starting the self-contained power soruce 21; (b) actuating the electrically operated squib of the system for fastening the crew member in the seat, which ensures operation of the shoulder arresting, waist arresting, leg lifting and arm spread limiting mechanisms 12, 31, 27 and 26 respectively.

Let us consider the ejection seat operation mode at the stages of launching and placing into orbit of the spacecraft, up till the latter reaches the speed Vi = 103 mix, which will elucidate the method of ejection in accordance with the invention.

As commands for preparatory operations are being issued, an electric command is given from the automatic on-board system through the connector 25 to switch over the instruction unit 106 (Fig. 13) of the switching unit 23 for programme No. 1 (launching phase), which controls the systems and mechanisms of the ejection seat.

At the same time, with a distressed spacecraft tilting by a pitch angle (+ Y) exceeding the permissible value, electric power is fed to the squib 93 (Fig. 11) from the onboard automatic system through the connector 25. Acted upon by igniter gases finding their way into the under-piston space, the moving rod 92 turns the nozzle 88, which adds to the eccentricity of the boost motor 9 and, accordingly, the control moment IYIZ. With the spacecraft tilting by a pitch angle (- ) exceeding the permissible value, power is fed to the squib 94.

Acted upon by igniter gases getting into the overpiston space, the moving rod 92 turns the nozzle 88 in the opposite sense, thereby diminishing the eccentircity of the boost motor 9 (Figs 3, 4) and, accordingly, the control moment Following tis, power is fed from the automatic on-board system through the connector 25 to the squib of the ejection gun 5, whose igniter gases begin moving the seat along the guiding rails.

As the seat moves along the guiding raiis: (a) the connectors 25 are disconnected from the automatic on-board system. The seat is now powered from the self-contained power soruce 21 and controlled by the programme control unit; (b) the leg straps 29 rigidly associated with the cabin floor through the lines 30 are pulled in, thereby completing the fastening of the crew member in the ejection seat and imparting him a posture convenient for ejection; (c) operation of the ejection gun 5 over, the unit 24 for actuating the programme timing device operates as follows;; tightening the rope 51 (Fig. 7) rigidly coupled with the cabin floor rotates, through overcoming the effort of the spring of the telescopic rod 42, the cam 40 rotating, in its turn, the bell crank 43, whose pressure screws 46 close the microswitches 47 of the electric circuit connecting the input of the programme timing device 22 with the output of the self-contained power source 21. The lock 49, falling into the recess of the cam 40, prevents the recoil of the bell crank 43, thereby reliably closing-the microswitches 47.

The microswitches 47 closed, the programme timing device 22 (Fig. 13) begins counting off the time, and the actuating relay unit 107 feeds power to the squibs 95 (Figs 3, 4) of the igniter of the charge of the boost motor 9.

After the ejection seat has been detached from the guide rai-ls, the actuating relay unit 107 (Fig. 13) feeds power to the squib of the pyrotechnic system 57 (Figs 3,4) for deployment of the additional stabilizing rods 56, whose igniter gases deploy the rods 56 with parachutes at the ends, to direct the seat with the headrest towards the flow and keep it in this position.

The first boost motor 9 switched off, the unit 96 for closing the electric circuit of actuating the second boost motor 54, with the pressure in the chamber of the boost motor 54 reduced by 50 to 70%, closes the microswitch 103 (Fig. 13) and supplies power to the squibs 69 of the igniter of the boost motor 54.

The swtich-on of the second motor 54 is duplicated, for which purpose the actuating relay unit 107 additionally feeds power to the squib 69 at a moment chosen from the assumption of maximum operation time of the first boost motor 9. Immediately before operation of the pyrotechnic system for the deployment of the parachute 2, the actuating relay unit 107 feeds power to the squib of the pyrotechnic initiator 58 of the pyrotechnic initiator 58 of the pyrotechnic system for separation of the second boost motor 54 and the squib of the pyrotechnic system 11 for deployment of the first set of stabilizing rods 10.

The time for operation of the pyrotechnic system for the deployment of the parachute 2 must ensure maximum recoil distance and the. altitude required for developing the parachute 2.

From the pyrotechnic inititator > 8, the gases flow through the pipeline 59 into the under-piston spaces of the cylinders 60 (Fig. 10) and displace the elements 76, 77 and 78 of the telescopic rod till the element 77 thrusts against the conical holes of the bodies 70 of the fasteners 55 to attach the boost motor 54. As the pressure of the gases is built up, the pins 84 are sheared off and the elements 78 move upwards, turning the bell cranks 73 which overcome the effort of the springs of the fasteners 74 and turn the axles 72 rigidly coupled therewith. This releases the double-arm bell cranks 71, which release the trunnions 85 of the cylinders 60 as they turn.Further on, acted upon by the gases, the elements 76 and 77 of the telescopic rods thrust into the conical holes of the bodies 70 and push off the boost motor 54 CFigs 3, 4) from the seat, thereby imparting it a relative speed or receding from the seat.

The explosive gases of the squibs of the pyro ethnic system 11 favour the deployment of the stabilizing rods 10 with parachutes at the ends, which turn the seat in pitch, with the face towards the flow, and hold it in this position.

The operation time for the pyrotechnic separation system and the pyrotechnic system ll for the deployment of the first set of the stabilizing rods 10 is chosen in such a manner that by the moment the pyrotechnic system for the deployment of the parachute 2 has operated the seat completes its turn and faces the flow.

Detachment of the second boost motor 54 allows the foregoing reorientation (from head-on to the face-on position) with a view to precluding the deployment of the parachute 2 against the flow, as the additional stabilizing rods 56 detach from the seat and do not interfere in its reorientation.

After the command to separate the second boost motor 54 and deploy the stabilizing rods 10 has been issued, the actuating relay unit 107 (Fig. 13) feeds power to the squib 18 ( Figs 3, 4 ) of the mechanisms 14 for switching on the parachute sets 4.

The igniter gases displace the rods 17 (Fig. 5) downwards, the latter, overcoming the resistance of the springs 19, entrain the studs or actuating the parachute sets 4 rigidly associated therewith through the forks 20, one of the sets 4 starts the pyrotechnic mechanism 3 for the deployment of the parachute 2 in a time requisite for brazing the seat to the speed of the deplo-yment of the parachute 2 (Figs 3, 4) with the ejection taxiing place at the recovery phase at a maximuill equivalent airspeed, and the second parachute set operating after a longer period of time by duplicating the first set. -Xhus the headrest 1 is jettisoned. zimul'caneously, the cutters 13 (Rig. o), 32 and 33 of the s-ysterl for detaching the crew member from the seat cut the waist and shoulder arresting, and leg straps.

The crew member is detached from the seat and descends on the parachute 2.

Operation of the ejection seat at the orbiting phase from the moment the spacecraft attains a speed of Vi = 100 m/s until it reaches the altitude of H = 22,000 m.

As commands for preparatory operations are being issued, an electric command is sent from the automatic on-board system through the connectro 25 to switch over the instruction unit 106 (Fig. 13) of the switching unit 23 for programme o. 2 (orbiting phase), which controls the systems and mechanisms of the erection seat.

At the same time, power is fed to the squib 68 (Fig. 9) from the automatic on-board system through the connector 25 (Fig. 3) to adjust the seat flight path in order to compensate for the aerodynamic torquf in tilt.

The igniter gases shift the rod 65 which turns the nozzle 63 through the rocker arm 64 and gives rise to eccentircity oX the second boos motor and, accordingly, to the control moment li!clloXling this, power is fed from the automatic on-board system through the connector 25 (Fig. 3) to the squib of the ejection gun 5, whose igniter gases move the seat along the guides.

As the seat moves along the guides, the connectors 25 are disconnected from the automatic on-board system, tne seat now being powered from the self-contained power source 21, the leg straps 29 are pulled in, the unit 24 (Fig. 13) to actuate the programme timing device 22 operates, and the first boost motor is started as described hereinabove.

As the first boost- motor is switched on, the actuating relay unit 107 feeds power to the squib of the pyrotechnic system 11 for the deployment of the first set of the rods lO, whose igniter gases deploy the first set of the stabilizing rods 10 orienting the seat with the face towards the flow and holding it in this position.

The first boost motor switched off, the unit 96 for switching on the second boost motor feeds an electric signal to turn on the second boost motor; besides, this signal is duplicated by the programme control unit in the manner described hereiabove.

After this, the actuating relay unit 107 feeds power to the squib of the pyrotec1nLlic initiator 58 (Fig. 8v of the pyrotechnic systeni for separating the second boost motor. The second boost motor is detached from the seat and the atactuating relay unit 107 (Fig. 13) feeds power to the squibs of the mechanisms 14 (Figs 3, 4) for switching on the parachute sets 4. The emergency parachute 2 is deployed, and the crew member detaches from the seat and descends on the emergence parachute 2 in the manner described hereinabove.

Operation of the ejection seat at the recovery and landing phases.

At these stages, it is desirable to reduce the time from detaching the seat from the spacecraft to deploying the parachute with a view to reducing the minimum safe ejection altitude. To this end, the seat is stabilized with the face towards the flow (in this case CxS of the seat is mançimal; consequently, the seat braking force in the flow is also maximal) and the second boost motor is not switched on, as the parachute cannot be deployed and the crew member detached from the seat until after the boost motors have ceased to operate. Thus, using the second boost motor increases the parachute deployment time by the time this motor is in operation.

Considering the aforesaid and also with a view to reducing the seat power-to-weight ratio, the second boost motor 54 (Fig. 8) with the system for separation thereof, with the additional stabilizing rods 56 and the pyorotechnic syste for their deployment is detached from the seat and remains in the cabin prior to ejection.

As a result, the man-seat mass is reduced, which makes it possible to use, for ensuring safe ejection trajectory, the ejection gun 5 (Fig. 3) and the lower pulse first boost motor 9 having, consequently, a smaller mass.

commands for preparatory operations are being issued, an electric command is sent from the automatic on-board system through the connector 25 to the squibs 80 (Fig. 10) of the cylinders 60 of the pyrotechnic system for detaching the second boost motor. Acted upon by the igniter gases getting into the under piston spaces, the rods 79 move upwards and turn the bell cranks 73 which overcome the effort of the springs of the fasteners 74 and turn the axles 72 rigidly associated therewith. This releases the double-arm bell cranks 71; while turning, the latter unlock the trunnions 85 of the cylinders 60.The second boost motor with the second set of the stabilizing rods 56 (Fig. 8), the pyrotechnic system for the deployment thereof and the detachment system is detached from the seat by gravity. After this, power is supplied from the automatic on-board sbrs- tem through the connector 25 (Fig. 3) to the squib of the ejection gun 5, whose igniter gases force the seat along the guides.

As the seat moves along the guides, the connnectors25 are disconnected from the automatic on-board system, the seat now being powered from the self-contained power source 21, the leg straps 29 are pulled in, the unit 24 (i. 13) to actuate the prograrnr.ae timing device 22 operates, the boos motor 9 is started and the first set of the stabilizing rods 10 is deployed as described hereinabove.

As the first boost motor is switched on and the first set of the stabilizing rods is deployed, the actuating relay unit 107 (Fig. 13) feeds power to the ejection seat cartridge of the mechanisms 14 (Fig. 3) to turn on the parachute sets 4. Uhe emergency parachute 2 is deployed and the crew member is detached from the seat and starts descending on the emergency parachute 2.

Claims (13)

sYHAT WE CLAIM IS:

1. A method for ejection of a crew member from a flying vehicle, consisting in that the crew member is fastened in an ejection seat, the seat is withdrawn from the flying vehicle with the headrest forward, a force is applied to the seat with an eccentricity relative to the centre of masses of an "ejection seat - crew member;;? system, which deflects the flight trajectory from the initial, the eccentricity being chosen from the necessity to ensure the deflection of the seat trajectory in pitch, after a first preassigned time period, at a moment when the angle between the tangent to the seat flight trajectory and the horizon reaches a value ensuring a maximum distance of the seat recoil from the flying vehicle, the force direction is changed by orienting the force through the centre of masses of the ejection seat - crew member?;; system at a tangent to the seat flight trajectory, the seat is attitude-stabi- lined, after a second preassigned time period begiLming from the nonent the direction of the force was changed an emergency parachute is deployed and the crew member is detached froni the seat.

2. A method as claimed in claim 1, whereby attitude stabilization of the seat is effected b positioning it with the headrest against the incoming slow.

3. A method as claimed in claim 1 or 2, whereby the eccentricity and the force are selected proceeding from the condition of nunimizing the first preassigned time period with due consideration for human physiological potentialities.

4. An ejection seat to implement the method as claimed in claim l comprises a seat bottom, a backrest and a headrest, a means of fixing a crew member in the seat, an ejection gun with an axis of symmetry of a tube thereof approximately parallel to the seat backrest, a first and a second boost motors with a smaller and a bigger pulses respectively, fitted under the seat, an emergency parachute arranged in the headrest and provided with a pyrotechnic deployment system, a means or attitude stabilization of the seat with the crew member facing the flow and an additional means for attitude stabilization of the seat with the backrest along the flow and the headrest forward, with the pyrotechnic systems for their deployment, a means for detaching the crew member from the seat and a programme control unit with a self-contained power source electrically associated with the drives o aforementioned units, -the first and the second boost motors being arranged in such a manner that the axes of symmetry of their nozzles are in a plane parallel to the symraetry plane of the seat and passing through a centre of masses of the "ejection seat - crew member" system, the symmetry axis of the nozzle of the second boost motor passing through the centre of masses of the system and being approximately parallel to the axis of symmetry of the ejection gun tube.

5. An ejection seat as claimed in claim 4, wherein the nozzles of the first and the second boost motors are rotatable around axes perpendicular to the seat symmetry plane.

6. An ejection seat as claimed in claim 5, wherein the first and the second boost motors are provided with pyrotechnic nozzle turn mechanisms electrically associated with the programme control unit.

7. An ejection seat as claimed in claim 4 and 5, wherein the second boost motor is attached to the seat with the aid o controllable locks electircally assodated with the programlrLe control unit.

8. An ejection seat as claimed in claim 4, wherein a system for engaging the second boost motor is connected to the sel9-contained powder source through a controllable key with a control input thereof connected to an output OI an operation mode transducer of the first boost motor.

9. An ejection seat as claimed in claim 4, wherein te additional means OÎ attitude stabilization is made in the form of to telescopic rods with parachutes on their ends, arranged symmetrically with the symmetry plane OÎ the seat in a plane parallel to the axis of symmetry of the ejection gun tube, passing through the centre of masses of the ejection seat - crew member" system and provided with a pyrotechnic deployment system electrically associated with the programme control unit.

10. An ejection seat as claimed in claim 7, wherein the second boost motor is provided with a pyrotechnic system of detaching it from the seat, electrically associated with the programme control unit.

11. An ejection seat as claimed in claim 4, wherein the second boost motor, its pyrotechnic detachment system and the additional attitude stabilization means are made as a solid unit through their rigid interconnection.

12. A method for ejection of a crew member from a flying vehicle substantially as presented in items 1, 2 and 3 of the claims, in the description of the invention and in Figs 1 and 2.

13. An ejection seat substantially as presented in items 4, 5, 6, 7, 8, 9, lO, and 11 of the claims, in the description of the invention and in Figs 3, 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13.