Large-impact-resistant aircraft structure with two-stage vibration reduction

Abstract

The invention relates to a large-impact-resistant aircraft structure with two-stage vibration reduction, and the structure comprises an aircraft structure body which is internally provided with a plurality of in-satellite single machines; the aircraft structure body is sleeved with the first-stage shock absorbers, and the first-stage shock absorbers are configured to reduce impact overload force borne by the aircraft structure body through compression deformation of the first-stage shock absorbers; the multiple second-stage shock absorbers are arranged between the multiple in-satellite single machines and the aircraft structure body, and impact overload force borne by the in-satellite single machines is further reduced; and the driving part is in close contact with the first-stage shock absorber and is configured to bear impact overload force and transmit the impact overload force to the first-stage shock absorber. According to the large-impact-resistant aircraft structure, the first-stage shock absorber and the second-stage shock absorber are arranged, large-attenuation-ratio shock absorption with time-domain impact of about ten thousand g levels can be achieved through two-stage composite shock absorption, and normal work of a single aircraft is protected.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft, and in particular to a high-impact resistant aircraft structure with secondary vibration reduction. Background Art

[0002] At present, the general solution to the problem that sensitive single aircraft cannot withstand vibration excitation and static overload in the active stage of the carrier is to add vibration reduction components to the installation point of the single aircraft to absorb vibration and reduce energy, so as to achieve the purpose of protecting the single aircraft. However, conventional single-machine-level vibration reduction measures cannot cope with the instantaneous large overload impact of nearly 10,000 g in the time domain, and conventional space-based vibration reduction methods cannot achieve a large attenuation ratio when facing high-level impacts.

[0003] There are currently few means of vibration reduction with large attenuation ratios for small space-based aircraft. The ground-based shock absorbers that resist large overload shocks have too large a spatial envelope and are too heavy to be applied to small space-based systems. In addition, the ground-based shock absorbers that resist large overload shocks have a uniform configuration and poor compatibility with the aircraft structure, so they cannot be applied to aircraft. Summary of the invention

[0004] In order to solve at least some of the above problems in the prior art, the task of the present invention is to provide a high-impact aircraft structure with secondary vibration reduction, comprising:

[0005] The main structure of the aircraft has a plurality of satellite units arranged inside;

[0006] A plurality of first-stage shock absorbers, which are sleeved on the aircraft structure body and are configured to reduce the impact overload force on the aircraft structure body through their own compression deformation;

[0007] a plurality of second-stage shock absorbers, which are arranged between the plurality of in-satellite units and the aircraft structure body, and further reduce the impact overload force on the in-satellite units; and

[0008] The driving component is in close contact with the first-stage shock absorber and is configured to bear the impact overload force and transmit the impact overload force to the first-stage shock absorber.

[0009] Furthermore, the aircraft structure body is an integrally formed structure, and the aircraft structure body comprises:

[0010] An aircraft body, the interior of which is hollow, and a plurality of the satellite units are installed in the aircraft body;

[0011] A front section structure, which is located at the front end of the aircraft body and is hollow inside;

[0012] a first vibration-damping mounting structure, located between the front section structure and the aircraft body and configured to provide a mounting position for the first-stage vibration absorber and prevent the first-stage vibration absorber from sliding when subjected to an impact overload force; and

[0013] The second vibration-damping mounting structure is located at the end of the aircraft body and is configured to provide a mounting position for the first-stage vibration absorber and prevent the first-stage vibration absorber from sliding when subjected to an impact overload force.

[0014] Furthermore, the first vibration reduction mounting structure comprises:

[0015] a first body portion configured to provide a mounting location for the first stage shock absorber;

[0016] a first blocking portion, which is located at one end of the first main body portion, protrudes outward compared to the first main body portion, and is configured to prevent the first-stage shock absorber from sliding when subjected to an impact overload force; and

[0017] A first mounting portion, which is located at the other end of the first main body and connected to the driving component; and / or

[0018] The second vibration reduction mounting structure comprises:

[0019] a second body portion configured to provide a mounting location for the first stage damper; and

[0020] The second blocking portion is located at one end of the second main body portion, protrudes outward compared to the second main body portion, and is configured to block the first-stage shock absorber from sliding when subjected to an impact overload force.

[0021] Furthermore, the plurality of first-stage vibration damper sleeves are annular vibration dampers, which are sleeved on the first vibration damping mounting structure and the second vibration damping mounting structure by an integral molding method, and include:

[0022] The metal plate of equal wall thickness is heated and pressed into a corrugated shape by using a mold, and then wrapped into a ring, and finally integrally formed by welding to obtain the first-stage shock absorber.

[0023] Further, the first-stage shock absorber comprises N / 2 corrugated units, wherein N≥3; and / or

[0024] All edges of the first-stage vibration absorber are rounded.

[0025] Further, the driving component includes a first driving component and a second driving component, wherein the first driving component surrounds the first vibration damping mounting structure and a first-stage vibration damper installed on the first vibration damping mounting structure, and the second driving component surrounds the second vibration damping mounting structure and a first-stage vibration damper installed on the second vibration damping mounting structure, and the inner sides of the first driving component and the second driving component both have a bearing boss, and the bearing boss is in close contact with the first-stage vibration damper.

[0026] Furthermore, it also includes:

[0027] The positioning boss is configured to provide radial positioning for the driving component and cooperate with the first-stage shock absorber to fix the driving component.

[0028] Furthermore, the positioning boss comprises:

[0029] A first positioning boss, which is sleeved on the first vibration-damping mounting structure and fixedly connected to the first mounting portion, wherein the first positioning boss comprises a first radial positioning portion and a first bearing portion, wherein the outer diameter of the first bearing portion is greater than the outer diameter of the first radial positioning portion; and / or

[0030] A second positioning boss is mounted at the end of the second vibration-damping mounting structure, wherein the second positioning boss comprises a second radial positioning portion and a second bearing portion, wherein the outer diameter of the second bearing portion is greater than the outer diameter of the second radial positioning portion.

[0031] Further, the first driving component is sleeved on the first positioning boss, the bearing boss of the first driving component is located above the first bearing portion of the first positioning boss and below the first-stage shock absorber, and the inner surface of the bearing boss of the first driving component contacts the outer surface of the first radial positioning portion of the first positioning boss.

[0032] Furthermore, it also includes a gasket, which is sleeved on the second positioning boss and located between the second bearing portion and the bearing boss of the second driving component.

[0033] Furthermore, the second driving component is sleeved on the second positioning boss, the bearing boss of the second driving component is located above the gasket and below the first-stage shock absorber, and the inner surface of the bearing boss of the second driving component contacts the outer surface of the second radial positioning portion of the second positioning boss.

[0034] Furthermore, the multiple intra-satellite units are fastened to the inner wall of the aircraft body by bolts, and each bolt is sleeved with the second-stage shock absorber, wherein the second-stage shock absorber is a silicone-based rubber shock absorber or a metal rubber shock absorber.

[0035] The present invention has at least the following beneficial effects:

[0036] (1) The anti-high-impact aircraft structure of the present invention is provided with a first-stage shock absorber and a second-stage shock absorber. The first-stage shock absorber is sleeved on the aircraft structure body and reduces the impact overload force on the aircraft structure body by its own compression deformation. The second-stage shock absorber is arranged between the single aircraft in the satellite and the aircraft structure body, which can further reduce the impact overload force on the single aircraft in the satellite. The two-stage composite shock absorption can achieve a time domain of nearly 10,000 g (100,000 m / s 2 The large attenuation ratio of the impact of level (level) can be used to reduce vibration and protect the normal operation of the aircraft.

[0037] (2) The first-stage shock absorber of the present invention participates in the transmission chain of the driving components and the aircraft structure body to resist instantaneous large impacts, which can effectively reduce the force level of the aircraft structure body and the single unit installed inside the satellite, and provide protection for the aircraft structure body and the single unit inside the satellite.

[0038] (3) The first-stage shock absorber is a structural-level annular shock absorber. Multiple sets of first-stage shock absorbers are placed outside the front end of the aircraft structure body, which can effectively improve the energy storage capacity and structural stability of the shock absorber, while providing the aircraft with higher lateral stiffness.

[0039] (4) The first-stage shock absorber is annular and is mounted on the aircraft structure body through an integrated molding method, and has good adaptability to the aircraft structure body.

[0040] (5) The overall mass of the first-stage shock absorber and the second-stage shock absorber of the present invention is lower than that of the ground shock absorber with the same performance and large overload resistance, and the space occupied is smaller.

[0041] (6) The aircraft structure of the present invention adopts a two-stage vibration reduction scheme, and is provided with a first-stage vibration reducer and a second-stage vibration reducer, which can achieve a large attenuation ratio vibration reduction of nearly 10,000 g-level impact in the time domain under the premise of limited space and limited mass.

[0042] (7) Compared with conventional single-stage vibration reduction, the aircraft structure of the present invention adopts two-stage vibration reduction, which can cope with a large number of levels of impact overload forces. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to further illustrate the above and other advantages and features of various embodiments of the present invention, a more specific description of various embodiments of the present invention will be presented with reference to the accompanying drawings. It will be understood that these drawings only depict typical embodiments of the present invention and are therefore not to be considered as limiting the scope thereof. In the accompanying drawings, for clarity, identical or corresponding parts will be represented by identical or similar reference numerals.

[0044] Figure 1A schematic cross-sectional structure diagram of a high-impact resistant aircraft structure according to an embodiment of the present invention is shown.

[0045] Figure 2 A schematic structural diagram of a first-stage shock absorber according to an embodiment of the present invention is shown.

[0046] Figure 3 A schematic cross-sectional structure diagram of a first-stage shock absorber according to an embodiment of the present invention is shown.

[0047] Figure 4 A schematic diagram of the secondary shock absorption principle of a high-impact resistant aircraft structure according to the present invention is shown. DETAILED DESCRIPTION

[0048] It should be noted that various components in the various drawings may be shown exaggeratedly for illustrative purposes and are not necessarily correct to scale.

[0049] In the present invention, each embodiment is only intended to illustrate the aspects of the present invention and should not be construed as limiting.

[0050] In the present invention, unless otherwise specified, the quantifiers "a", "an" and "an" do not exclude the presence of a plurality of elements.

[0051] It should also be pointed out that in the embodiments of the present invention, for the sake of clarity and simplicity, only a portion of the parts or components may be shown, but a person of ordinary skill in the art will understand that under the teachings of the present invention, required parts or components may be added as needed in specific scenarios.

[0052] It should also be pointed out that within the scope of the present invention, the terms "same", "equal", "equal to" and the like do not mean that the two values ​​are absolutely equal, but allow a certain reasonable error, that is, the terms also cover "substantially the same", "substantially equal", and "substantially equal to".

[0053] It should also be pointed out that in the description of the present invention, the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than explicitly or implicitly indicating that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as explicitly or implicitly indicating relative importance.

[0054] In addition, the embodiments of the present invention describe the process steps in a specific order, but this is only for the convenience of distinguishing the steps, and does not limit the sequence of the steps. In different embodiments of the present invention, the sequence of the steps can be adjusted according to the adjustment of the process.

[0055] In the present invention, the term "configuration" refers to the setting of the shape, structure, material and / or function of the target object to achieve the desired technical effect, wherein "configuration" includes a variety of alternative technical means for achieving the technical effect, which become obvious under the teaching of the present invention.

[0056] Figure 1 A schematic cross-sectional structure diagram of a high-impact resistant aircraft structure according to an embodiment of the present invention is shown. Figure 2 A schematic structural diagram of a first-stage shock absorber according to an embodiment of the present invention is shown. Figure 3 A schematic cross-sectional structure diagram of a first-stage shock absorber according to an embodiment of the present invention is shown. Figure 4 A schematic diagram of the secondary shock absorption principle of a high-impact resistant aircraft structure according to the present invention is shown.

[0057] like Figure 1 As shown, a large impact resistant aircraft structure includes an aircraft structure body 10 , a first-stage shock absorber 20 , a second-stage shock absorber 30 , a driving component, a positioning boss and a gasket 80 .

[0058] A plurality of in-satellite units 40 are arranged inside the aircraft structure body 10. A plurality of first-stage shock absorbers 20 are sleeved at different positions of the aircraft structure body 10 and are configured to reduce the impact overload force on the aircraft structure body by self-compression deformation. The first-stage shock absorber 20 is located between the aircraft structure body 10 and the driving component. The first-stage shock absorber 20 performs primary vibration reduction on the aircraft structure body 10.

[0059] A plurality of second-stage vibration absorbers 30 are disposed between the intra-satellite unit 40 and the aircraft structure body 10 to reduce vibration of the intra-satellite unit 40 .

[0060] The driving component is in close contact with the first-stage shock absorber and is configured to withstand the impact overload force and transmit the impact overload force to the first-stage shock absorber. The driving component is in close contact with the first-stage shock absorber, which means that there is no gap between the contact surfaces of the two.

[0061] The positioning boss is used to provide radial positioning for the driving component and cooperate with the first-stage shock absorber 20 to fix the driving component. The positioning boss includes a first positioning boss 60 and a second positioning boss 70. The driving component includes a first driving component 51 and a second driving component 52.

[0062] In one embodiment of the present invention, the intra-satellite unit 40 includes a data processing system unit and / or a thermal control system unit and / or a communication system unit and / or an attitude control system unit and / or a power supply system unit.

[0063] The first-stage vibration absorber 20 is a structural-stage vibration absorber, which is used to reduce vibration of the aircraft structure body 10 , and the second-stage vibration absorber 30 is a single-machine-stage vibration absorber, which is used to reduce vibration of a single machine 40 within the satellite.

[0064] In one embodiment of the present invention, the aircraft structure body 10 includes an aircraft body 101, a first vibration reduction mounting structure 102, a second vibration reduction mounting structure 103 and a front section structure 104. The aircraft structure body 10 is an integrally formed structure.

[0065] In one embodiment of the present invention, the front section structure 104 is located at the front end of the aircraft body 101, the first vibration damping mounting structure 102 and the second vibration damping mounting structure 103 are respectively located at two ends of the aircraft body, and the first vibration damping mounting structure 102 is located between the front section structure 104 and the aircraft body 101.

[0066] In one embodiment of the present invention, the first vibration damping mounting structure 102 and the second vibration damping mounting structure 103 are annular, and the diameters of the first vibration damping mounting structure 102 and the second vibration damping mounting structure 103 are greater than the diameter of the aircraft body 101 .

[0067] The first vibration-damping mounting structure is configured to provide a mounting position for the first-stage vibration absorber 20 and prevent the first-stage vibration absorber 20 from sliding when subjected to an impact overload force.

[0068] In one embodiment of the present invention, the first vibration reduction mounting structure 102 includes a first main body 1021 and a first blocking portion 1022 and a first mounting portion 1023 located at both ends of the first main body 1021 and protruding outward relative to the first main body 1021. Here, "outward" refers to a direction away from the aircraft structure body.

[0069] The first main body 1021 provides a mounting position for the first-stage shock absorber 20, and the first-stage shock absorber 20 is sleeved on the first main body 1021. The first blocking portion 1022 is used to prevent the first-stage shock absorber 20 from sliding when subjected to an impact overload force. The first mounting portion 1023 is used to mount the first positioning boss 60, and the first positioning boss 60 can be mounted on the first mounting portion 1023 by bolts.

[0070] In one embodiment of the present invention, the first blocking portion 1022 is away from the aircraft body 101, and the first mounting portion 1023 is adjacent to the aircraft body 101. The outer wall of the first main body 1021 is recessed inwardly relative to the first blocking portion 1022 and the first mounting portion 1023. Here, "inwardly" refers to the direction toward the central axis of the aircraft structure body.

[0071] In one embodiment of the present invention, the second vibration damping mounting structure 103 includes a second main body 1031 and a second blocking portion 1032, the second blocking portion 1032 protrudes outward relative to the second main body 1031, and the second blocking portion 1032 is adjacent to the aircraft body 101. The second main body 1031 provides a mounting position for the first-stage vibration damper 20, and the first-stage vibration damper 20 is sleeved on the second main body 1031. The second blocking portion 1032 is used to prevent the first-stage vibration damper 20 from sliding when subjected to an impact overload force.

[0072] In one embodiment of the present invention, two first-stage shock absorbers 20 are respectively mounted on the first shock absorbing mounting structure 102 and the second shock absorbing mounting structure 103. Two (or more groups) of first-stage shock absorbers are respectively placed outside the two ends of the aircraft body in parallel. In one embodiment of the present invention, the first-stage shock absorber 20 is a structural-level annular shock absorber, which is a circumferentially closed structure. The two first-stage shock absorbers 20 are sleeved on the first shock absorbing mounting structure 102 and the second shock absorbing mounting structure 103, and the size of the shock absorber can be adjusted axially according to needs.

[0073] In one embodiment of the present invention, the first-stage shock absorber 20 is made of a high energy storage density metal material, is formed in one piece, and is sleeved on the outside of the aircraft structure body 10, so as to achieve a greater degree of impact attenuation by being compressed and deformed.

[0074] In one embodiment of the present invention, Figure 2 and 3 As shown, the overall structure of the first-stage shock absorber 20 is similar to a bellows configuration. The first-stage shock absorber 20 is made of a superelastic alloy sheet of equal wall thickness, which is pressed into a corrugated shape by heating a mold, and then wrapped into a ring, and finally welded to achieve an integral molding. The material of the first-stage shock absorber 20 is a superelastic titanium alloy.

[0075] After the aircraft structure body 10 is manufactured, the first-stage vibration damper 20 can be formed on the first vibration damping mounting structure and the second vibration damping mounting structure by an integrated molding method, and the first-stage vibration damper 20 is fixedly connected to the aircraft main structure 10 .

[0076] In one embodiment of the present invention, the first end 201 and the second end 202 of the first-stage shock absorber 20 are planes, and the first end 201 and the second end 202 are opposite to each other.

[0077] In one embodiment of the present invention, the first-stage shock absorber 20 includes N / 2 corrugated units 203, where N≥3. The cross section of the corrugated unit is a flat V-shape.

[0078] All edges of the first-stage shock absorber 20 are designed with rounded corners to avoid local stress and damage when the shock absorber is working; that is, the structural mutation of the first-stage shock absorber 20 is designed as a rounded corner. Compared with a sharp corner, the rounded corner design can make the force transmission smoother, and the rounded corner can make the stress distribution more uniform, avoiding the stress concentration in a small area. Furthermore, the edges in the corrugated unit 203 and the corrugated units 203 between the corrugated units 203 are all designed with rounded corners.

[0079] The first-stage shock absorber 20 is mounted on the outside of the aircraft structure body 10, and its basic structure is similar to a bellows configuration, which facilitates the aircraft to adjust its attitude and trajectory. At the same time, the layout at the front and rear ends can reduce the local stress of the aircraft structure body.

[0080] In one embodiment of the present invention, Figure 1 As shown, the first driving component 51 and the second driving component 52 are annular as a whole. The first driving component 51 surrounds the first vibration damping mounting structure 102 and the first-stage vibration damper 20 installed on the first vibration damping mounting structure 102, and the second driving component 52 surrounds the second vibration damping mounting structure 103 and the first-stage vibration damper 20 installed on the second vibration damping mounting structure 103.

[0081] In one embodiment of the present invention, Figure 1 As shown, the inner sides of the first driving component 51 and the second driving component 52 are both provided with a bearing boss 53, and the first-stage shock absorber 20 is located on the bearing boss 53. The bearing boss 53 is in close contact with the first-stage shock absorber 20, so that the first driving component 51 can transmit the impact overload force to the first-stage shock absorber 20.

[0082] In one embodiment of the present invention, the structures and sizes of the first driving component 51 and the second driving component 52 may not be completely the same. For example, the bearing bosses 53 of the first driving component 51 and the second driving component 52 may be located at different positions of the first driving component 51 and the second driving component 52. The heights of the first driving component 51 and the second driving component 52 may be different, for example, the height of the second driving component 52 is greater than that of the first driving component 51.

[0083] A plurality of first-stage shock absorbers 20 are installed on the inner side of the first driving component 51 and the second driving component 52 and on the outside of the aircraft structure body 10 , and axial positioning is achieved through the bearing boss 53 and the blocking parts (the first blocking part 1022 and the second blocking part 1032 ) on the aircraft structure body 10 .

[0084] In one embodiment of the present invention, Figure 1 As shown, the first positioning boss 60 is sleeved on the first vibration damping mounting structure 102 and fixedly connected to the first mounting portion 1023 by bolts. The first positioning boss 60 is annular as a whole, and the inner side of the first positioning boss 60 contacts the first main body portion 1021 of the first vibration damping mounting structure 102. The first positioning boss 60 includes a first radial positioning portion 61 and a first bearing portion 62, the inner diameters of the first radial positioning portion 61 and the first bearing portion 62 are the same, and the outer diameter of the first bearing portion 62 is greater than the outer diameter of the first radial positioning portion 61. The first positioning boss 60 is annular as a whole.

[0085] like Figure 1 As shown, the first driving component 51 is sleeved on the first positioning boss 60, the bearing boss 53 of the first driving component 51 is located on the first bearing portion 62 of the first positioning boss 60, and the bearing boss 53 of the first driving component 51 is located below the first-stage shock absorber 20, and the inner surface of the bearing boss 53 of the first driving component 51 contacts the outer surface of the first radial positioning portion 61 of the first positioning boss 60. The first positioning boss 60 cooperates with the first-stage shock absorber 20 to fix the first driving component 51, without the need for fastening components, and only in close contact. The first positioning boss 60 provides radial positioning for the first driving component to ensure that the first driving component 51 does not move downward or left and right.

[0086] In one embodiment of the present invention, Figure 1 As shown, the second positioning boss 70 is fastened by bolts to the end of the second vibration reduction mounting structure 103. The second positioning boss 70 is annular in shape as a whole.

[0087] The second positioning boss 70 includes a second radial positioning portion 71 and a second bearing portion 72 . The outer diameter of the second bearing portion 72 is greater than the outer diameter of the second radial positioning portion 71 , that is, the second bearing portion 72 protrudes outward relative to the second radial positioning portion 71 .

[0088] In one embodiment of the present invention, Figure 1 As shown, the gasket 80 is annular, sleeved on the second positioning boss 70, and located on the upper surface of the second bearing portion 72. Further, the gasket 80 is located between the second bearing portion 72 and the bearing boss 53 of the second driving component 52.

[0089] like Figure 1As shown, the second driving component 52 is sleeved on the second positioning boss 70, the bearing boss 53 of the second driving component 52 is located on the second bearing portion 72 of the second positioning boss 70, and the gasket 80 is located between the second bearing portion 72 and the bearing boss 53 of the second driving component 52. The bearing boss 53 of the second driving component 52 is located below the first-stage shock absorber 20, and the inner surface of the bearing boss 53 of the second driving component 52 contacts the outer surface of the second radial positioning portion 71 of the second positioning boss 70. The second positioning boss 70 cooperates with the first-stage shock absorber 20 to fix the second driving component 52, without the need for fastening components, and only in close contact. The second positioning boss 70 provides radial positioning for the first driving component to ensure that the second driving component 52 does not move downward or left and right.

[0090] The first-stage vibration absorber 20 installed on the first vibration-damping mounting structure 102 connects the first vibration-damping mounting structure 102 and the first driving component 51, and the first-stage vibration absorber 20 installed on the second vibration-damping mounting structure 103 connects the second vibration-damping mounting structure 103 and the second driving component 52. The first-stage vibration absorber 20 adopts a structural and functional integrated design, and its body rigidity is relatively high. It can be used as a connecting component connecting the driving component and the aircraft structure body 10, and when subjected to a high level of overload, it undergoes compression deformation to achieve a relatively high-efficiency vibration reduction effect.

[0091] In one embodiment of the present invention, the interior of the aircraft body 101 is hollow, and the satellite unit 40 can be installed. Multiple satellite units 40 are installed on the inner wall of the aircraft body 101, and a second-stage shock absorber 30 is arranged between the satellite unit 40 and the inner wall of the aircraft body 101. Further, the satellite unit 40 and the aircraft body 101 are fastened by bolts, and each bolt is sleeved with a second-stage shock absorber 30, and the second-stage shock absorber 30 is located between the satellite unit 40 and the aircraft body 101.

[0092] The second-stage shock absorber 30 is a single-machine point-type shock absorber, which can be a pad-type annular shock absorber. The material, size, specification and performance of the shock absorber are selected according to the vibration reduction requirements of different single machines. The second-stage shock absorber 30 can be, for example, a silicon-based (Si) rubber shock absorber or a metal rubber shock absorber (a metal shock absorber made of high-elastic fine metal wire such as NiTi alloy, aluminum alloy, etc.) and other shock absorbers commonly used in aerospace. This type of product is a mature shelf product with serialized specifications, which can be selected according to the actual situation of the single machine point.

[0093] In one embodiment of the present invention, Figure 1As shown, the front section structure 104 is an annular structure with a hollow interior, and a satellite unit can be arranged in the front section structure 104, and a second-stage shock absorber can also be arranged between the satellite unit and the front section structure 104. The front section structure 104 includes a plurality of support columns 1041 and an annular end 1042, and the two ends of the plurality of support columns 1041 are respectively connected to the annular end 1042 and the first shock-absorbing mounting structure 102.

[0094] The principle of two-stage vibration reduction is introduced below based on the attached drawings.

[0095] like Figure 4 As shown, the present invention utilizes a structural-level annular shock absorber (first-level shock absorber 20) as a first-level shock absorption structure, participates in the transmission chain of the main load-bearing structure to resist instantaneous large impacts, realizes a large degree of impact attenuation through its own compression deformation, realizes first-level vibration reduction, protects the aircraft structure body and the single unit inside, and then further reduces the impact on the single unit inside the satellite through the single-unit-level shock absorber.

[0096] The aircraft bears high-level impact loads through the driving components, and the kinetic energy is transmitted through the structural-level annular shock absorber to drive the aircraft structure body 10 and the single unit 40 in the satellite to obtain the initial velocity. At the same time, the single unit 40 in the satellite again realizes secondary vibration reduction through the single-unit-level point-type shock absorber, so that the mechanical input transmitted to the single unit is further reduced. By using two (multiple) sets of parallel structural-level annular shock absorbers as the primary vibration reduction of the system, no less than 50% of the impact attenuation can be achieved. By using the single-unit-level point-type shock absorber as the secondary vibration reduction of the system, the residual vibration level can be attenuated to within 2000g, which can effectively reduce the impact level of each single unit.

[0097] The current vibration reduction method only uses one-stage vibration reduction, which cannot achieve a vibration reduction of nearly 10,000 g (100,000 m / s) in the time domain under the premise of limited space and mass restrictions. 2 The structural and single-machine level two-stage composite vibration reduction scheme of the present invention can achieve a time domain of nearly 10,000 g level (100,000 m / s) under the premise of limited space and limited mass. 2 Compared with the conventional single-stage vibration reduction, the aircraft structure of the present invention adopts two-stage vibration reduction, which can cope with a large number of levels of impact overload.

[0098] Although some embodiments of the present invention have been described in this application document, it will be appreciated by those skilled in the art that these embodiments are merely shown as examples. Those skilled in the art may conceive of numerous variations, alternatives, and improvements under the teachings of the present invention without departing from the scope of the present invention. The appended claims are intended to define the scope of the present invention and to cover methods and structures within the scope of these claims themselves and their equivalents.

Claims

1. A high-impact aircraft structure with two-stage vibration reduction, characterized in that: include: The main structure of the aircraft has a plurality of satellite units arranged inside; A plurality of first-stage shock absorbers, which are sleeved on the aircraft structure body and are configured to reduce the impact overload force on the aircraft structure body through their own compression deformation; A plurality of second-stage shock absorbers, which are arranged between the plurality of in-satellite units and the aircraft structure body, and further reduce the impact overload force on the in-satellite units; as well as The driving component is in close contact with the first-stage shock absorber and is configured to bear the impact overload force and transmit the impact overload force to the first-stage shock absorber.

2. The high-impact aircraft structure with secondary vibration reduction according to claim 1, characterized in that: The aircraft structure body is an integrally formed structure, and the aircraft structure body comprises: An aircraft body, the interior of which is hollow, and a plurality of the satellite units are installed in the aircraft body; A front section structure, which is located at the front end of the aircraft body and is hollow inside; a first vibration-damping mounting structure, located between the front section structure and the aircraft body and configured to provide a mounting position for the first-stage vibration absorber and prevent the first-stage vibration absorber from sliding when subjected to an impact overload force; and The second vibration-damping mounting structure is located at the end of the aircraft body and is configured to provide a mounting position for the first-stage vibration absorber and prevent the first-stage vibration absorber from sliding when subjected to an impact overload force.

3. The high-impact aircraft structure with secondary vibration reduction according to claim 2, characterized in that: The first vibration reduction mounting structure comprises: a first body portion configured to provide a mounting location for the first stage shock absorber; a first blocking portion, which is located at one end of the first main body portion, protrudes outward compared to the first main body portion, and is configured to prevent the first-stage shock absorber from sliding when subjected to an impact overload force; and A first mounting portion, which is located at the other end of the first main body and connected to the driving component; and / or The second vibration reduction mounting structure comprises: a second body portion configured to provide a mounting location for the first stage damper; and The second blocking portion is located at one end of the second main body portion, protrudes outward compared to the second main body portion, and is configured to block the first-stage shock absorber from sliding when subjected to an impact overload force.

4. The high-impact aircraft structure with secondary vibration reduction according to claim 1, characterized in that: The plurality of first-stage vibration damper sleeves are annular vibration dampers, which are sleeved on the first vibration damping mounting structure and the second vibration damping mounting structure by an integral molding method, and include: The metal plate of equal wall thickness is heated and pressed into a corrugated shape by using a mold, and then wrapped into a ring, and finally integrally formed by welding to obtain the first-stage shock absorber.

5. The high-impact aircraft structure with secondary vibration reduction according to claim 4, characterized in that: The first-stage shock absorber comprises N / 2 corrugated units, wherein N≥3; and / or All edges of the first-stage vibration absorber are rounded.

6. The high-impact aircraft structure with secondary vibration reduction according to claim 3, characterized in that: The driving component includes a first driving component and a second driving component, wherein the first driving component surrounds the first vibration damping mounting structure and a first-stage vibration damper installed on the first vibration damping mounting structure, and the second driving component surrounds the second vibration damping mounting structure and a first-stage vibration damper installed on the second vibration damping mounting structure, and the inner sides of the first driving component and the second driving component are both provided with a bearing boss, and the bearing boss is in close contact with the first-stage vibration damper.

7. The high-impact aircraft structure with secondary vibration reduction according to claim 6, characterized in that: Also includes: The positioning boss is configured to provide radial positioning for the driving component and cooperate with the first-stage shock absorber to fix the driving component.

8. The high-impact aircraft structure with secondary vibration reduction according to claim 7, characterized in that: The positioning boss comprises: A first positioning boss, which is sleeved on the first vibration-damping mounting structure and fixedly connected to the first mounting portion, wherein the first positioning boss comprises a first radial positioning portion and a first bearing portion, wherein the outer diameter of the first bearing portion is greater than the outer diameter of the first radial positioning portion; and / or A second positioning boss is mounted at the end of the second vibration-damping mounting structure, wherein the second positioning boss comprises a second radial positioning portion and a second bearing portion, wherein the outer diameter of the second bearing portion is greater than the outer diameter of the second radial positioning portion.

9. The high-impact aircraft structure with secondary vibration reduction according to claim 8, characterized in that: The first driving component is sleeved on the first positioning boss, the bearing boss of the first driving component is located above the first bearing part of the first positioning boss and below the first stage shock absorber, and the inner surface of the bearing boss of the first driving component contacts the outer surface of the first radial positioning part of the first positioning boss.

10. The high-impact aircraft structure with secondary vibration reduction according to claim 8, characterized in that: It also includes a gasket, which is sleeved on the second positioning boss and located between the second bearing portion and the bearing boss of the second driving component.

11. The high-impact aircraft structure with secondary vibration reduction according to claim 10, characterized in that: The second driving component is sleeved on the second positioning boss, the bearing boss of the second driving component is located above the gasket and below the first-stage shock absorber, and the inner surface of the bearing boss of the second driving component contacts the outer surface of the second radial positioning portion of the second positioning boss.

12. The high-impact aircraft structure with secondary vibration reduction according to claim 1, characterized in that: The multiple satellite units are fastened to the inner wall of the aircraft body by bolts, and each bolt is sleeved with the second-stage shock absorber, wherein the second-stage shock absorber is a silicon-based rubber shock absorber or a metal rubber shock absorber.

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