Airplane seat impact energy absorbing protection panel assembly and airplane seat

Abstract

The present application relates to an aircraft seat impact energy absorption protection bracket assembly and an aircraft seat. The aircraft seat impact energy absorption protection bracket assembly comprises a limiting pin accommodating hole, a chair tubular accommodating part, a gas compression cavity, a one-way gas flow channel, an outer cavity, a sliding block, a roller, and an elastic member. The limiting pin accommodating hole is used for accommodating a limiting pin, and the chair tubular accommodating part is used for accommodating a chair tubular. The aircraft seat impact energy absorption protection bracket assembly is connected with a backrest structure through the limiting pin and connected with a seat plate through the chair tubular. The one-way gas flow channel connects the gas compression cavity and the outer cavity. The sliding block is at least partially accommodated in the gas compression cavity and one end of the sliding block is in contact with the chair tubular. The roller is supported by the elastic member and abuts against a side surface of the sliding block to form a lock. When an acting force of the chair tubular on the sliding block exceeds a lock threshold, the sliding block pushes away the roller and slides in the gas compression cavity, compresses the gas in the gas compression cavity, and then the compressed gas is released to the outer cavity through the one-way gas flow channel.

Description

TECHNICAL FIELD

[0001] The present application relates to a kind of aircraft seat impact energy absorption protection support plate assembly and the aircraft seat comprising the support plate assembly, it relates to the technical field of aircraft seat design.

[0002] The present application relates to in the emergency landing power scene of aircraft, by designing a kind of impact energy absorption protection support plate assembly installed between the seat plate and backrest structure (side wall plate), utilize gas compression to absorb the force that seat feedbacks to passenger in emergency landing scene, to reduce the injury of passenger, to achieve the purpose of protecting passenger.The impact energy absorption protection support plate assembly uses a kind of gas flow passage with the characteristic of one-way conduction to absorb energy by compressing gas, and then improve the overall energy absorption efficiency of seat structure in emergency landing power scene, and can be used for energy absorption design of aircraft seat. BACKGROUND

[0003] According to the requirements of CCAR25.562 clause, aircraft seat structure must be designed to protect passengers from serious injury in emergency landing power scene, wherein emergency landing power scene includes 14g downward overload situation and 16g forward overload situation.Usually, the passenger lumbar load in 14g downward overload situation is more severe, which shall not exceed 6,672N according to the requirements of the clause;The passenger shoulder strap load in 16g forward overload situation is more severe, which shall not exceed 7,784N for single strap tensile load, and 8,896N for total tensile load of double straps, in addition, the head injury criterion HIC value of passenger shall not exceed 1000, and the axial compression load of femur shall not exceed 10008N.This requires that the seat not only can absorb as much collision energy as possible when colliding, but also needs to control the forward movement distance of passenger after collision as much as possible, so as to reduce the potential head / knee collision risk, and finally ensure the safety of passengers.

[0004] Although there are some seat impact energy absorption devices / assembly in the prior art, the seat impact energy absorption devices / assembly in the prior art usually has one or more of the following defects:

[0005] The energy absorption part is exposed, and the structure is prone to have sharp edges after deformation, which may cause certain threat to the rescue of passengers and rescue personnel;

[0006] The device greatly increases the weight and the complexity of the main structure, and reduces the reliability. SUMMARY

[0007] One object of the present application is to provide a kind of aircraft seat impact energy absorption protection support plate assembly and aircraft seat, which can overcome at least some defects of the prior art, effectively absorb the force and impact energy of seat feedback to passenger in emergency landing scene, reduce the lumbar load of passenger, reduce the risk of injury of passenger to protect passenger, and the structure is relatively simple and reliable, and the energy absorption part is not exposed.

[0008] The above object of the present application is achieved by an aircraft seat impact energy absorption protection bracket assembly, comprising: a limiting pin accommodating hole, a chair tubular accommodating part, a gas compression cavity, a one-way gas flow channel, an outer cavity, a sliding block, a roller, and an elastic member.

[0009] The limiting pin accommodating hole is used for accommodating a limiting pin, and the chair tubular accommodating part is used for accommodating a chair tubular. The aircraft seat impact energy absorption protection bracket assembly is connected with a backrest structure of an aircraft seat through the limiting pin, and is connected with a seat plate of the aircraft seat through the chair tubular.

[0010] The one-way gas flow channel connects the gas compression cavity and the outer cavity.

[0011] The sliding block is at least partially accommodated in the gas compression cavity, and one end thereof is in contact with the chair tubular. The roller is in contact with a side surface of the sliding block under the support of the elastic member to form a lock. When an acting force of the chair tubular on the sliding block exceeds a lock threshold, the sliding block pushes away the roller to slide in the gas compression cavity, compresses the gas in the gas compression cavity, and the compressed gas is then released to the outer cavity through the one-way gas flow channel.

[0012] According to the above technical solution, the aircraft seat impact energy absorption protection bracket assembly of the present application can achieve the following beneficial technical effects: effectively absorbing the acting force and impact energy of the seat fed back to the passenger in an emergency landing scenario, reducing the lumbar load of the passenger, reducing the risk of injury of the passenger to protect the passenger, and the structure is relatively simple and reliable, and the energy absorption part is not exposed.

[0013] Preferably, the longitudinal central axis of the sliding block is in the form of a circular arc, and the longitudinal central axis of the sliding block is located on a concentric circle of the limiting pin.

[0014] According to the above technical solution, the aircraft seat impact energy absorption protection bracket assembly of the present application can achieve the following beneficial technical effects: when the limiting pin limits the rotation of the bracket assembly around the limiting pin, the force transmission direction of the chair tubular to the sliding block is always along the movement path of the sliding block, and is located on the concentric circle of the limiting pin, thereby ensuring the efficiency of the sliding block in the compression gas work process.

[0015] Preferably, the end of the sliding block in contact with the chair tubular comprises a recess for at least partially accommodating the chair tubular.

[0016] According to the above technical solution, the aircraft seat impact energy absorption protection bracket assembly of the present application can achieve the following beneficial technical effects: ensuring good contact between the sliding block and the chair tubular, and further ensuring the efficiency of the sliding block in the compression gas work process.

[0017] Preferably, the end of the slider in contact with the chair pan tube forms a radial protrusion relative to the main body of the slider, so that when the roller is pressed against the side of the slider under the support of the elastic member to form a lock, the roller has two contact points with the slider, and correspondingly forms two contact normals.

[0018] According to the above technical solution, the aircraft seat impact energy absorption protection support plate assembly of the present application can achieve the following beneficial technical effects: in the locked state, the roller and the slider are in good contact, so that the locked state can be stabilized below the locking threshold.

[0019] Preferably, the included angle formed by the two contact normals is 78-88 degrees.

[0020] According to the above technical solution, the aircraft seat impact energy absorption protection support plate assembly of the present application can achieve the following beneficial technical effects: it can not only ensure that the roller exerts a certain locking force on the slider in the locked state, but also ensure that the slider can timely push away the roller to compress the gas and do work in the emergency landing state.

[0021] Preferably, the slider is pre-set to leave a 1-2mm margin from the roller.

[0022] According to the above technical solution, the aircraft seat impact energy absorption protection support plate assembly of the present application can achieve the following beneficial technical effects: the assembly also has an energy absorption and buffering effect in the non-emergency landing state (normal state), thereby reducing the seat vibration in the normal state and improving the comfort of the passengers.

[0023] Preferably, the aircraft seat impact energy absorption protection support plate assembly further comprises a sealing gasket and a sealing ring, the sealing gasket is arranged at the end of the slider opposite to the chair pan tube, and the sealing ring is arranged on the outer circumferential side of the slider.

[0024] According to the above technical solution, the aircraft seat impact energy absorption protection support plate assembly of the present application can achieve the following beneficial technical effects: the slider approximates to a closed system when compressing the gas in the gas compression cavity to do work, further improving the energy absorption effect.

[0025] Preferably, the one-way gas flow channel is a Tesla valve one-way gas flow channel.

[0026] According to the above technical solution, the aircraft seat impact energy absorption protection support plate assembly of the present application can achieve the following beneficial technical effects: the one-way gas flow channel can well realize the one-way flow function, that is, when the slider compresses the gas to do work, the gas flow in the one-way gas flow channel is greatly blocked, so that the compressed gas is slowly released to the outside cavity, and when the slider resets, the gas is quickly sucked in through the one-way gas flow channel in the positive direction to rapidly balance the internal and external gas pressures, ensuring the energy absorption efficiency and improving the safety.

[0027] Preferably, the sliding block and the gas compression cavity form an interference fit.

[0028] According to the technical scheme, the aircraft seat impact energy absorption protection support plate assembly can further ensure that the sliding block is approximately a closed system when compressing the gas to do work, and further improve the energy absorption effect.

[0029] The above object of the present application is also achieved by an aircraft seat comprising a backrest structure, a seat plate, and the aircraft seat impact energy absorption protection support plate assembly according to any one of the preceding aspects;

[0030] The aircraft seat impact energy absorption protection support plate assembly is connected to the backrest structure through the limiting pin, and is connected to the seat plate through the chair basin pipe.

[0031] According to the technical scheme, the aircraft seat can effectively absorb the force and impact energy of the seat fed back to the passenger in an emergency landing scenario, reduce the passenger's lumbar load, reduce the passenger's injury risk to protect the passenger, and has a relatively simple and reliable structure, and the energy absorption part is not exposed. BRIEF DESCRIPTION OF DRAWINGS

[0032] Figure 1 is a structural schematic diagram of a prior art aircraft seat.

[0033] Figure 2 is a schematic diagram of the installation position of an aircraft seat impact energy absorption protection support plate assembly according to an embodiment of the present application.

[0034] Figure 3 is a schematic diagram of the specific structure of an aircraft seat impact energy absorption protection support plate assembly according to an embodiment of the present application.

[0035] Figure 4 is a schematic diagram of the contact normal angle of the roller and the sliding block of an aircraft seat impact energy absorption protection support plate assembly according to an embodiment of the present application.

[0036] LIST OF REFERENCE NUMERALS

[0037] 1: aircraft seat impact energy absorption protection support plate assembly;

[0038] 2: backrest structure;

[0039] 3: limiting pin;

[0040] 4: chair basin pipe;

[0041] 5: seat plate;

[0042] 6: sliding block;

[0043] 7: roller;

[0044] 8: elastic member;

[0045] 9: gas compression chamber;

[0046] 10: one-way gas flow passage;

[0047] 11: gasket;

[0048] 12: seal ring;

[0049] 13: outer chamber;

[0050] 23: position-limiting pin accommodating hole;

[0051] 24: chair tub pipe accommodating portion;

[0052] 61: recess;

[0053] 62: radial protrusion;

[0054] N1: first contact normal line;

[0055] N2: second contact normal line. DETAILED DESCRIPTION

[0056] In the following detailed description of the application, numerous specific details are set forth in order to provide a thorough understanding of the application. However, it will be apparent to one skilled in the art that the application can be practiced without these specific details. In other instances, well-known methods have not been described in detail in order to avoid unnecessarily obscuring the application. Also, it is to be understood that the terminology used herein is for the purpose of describing the particular embodiments only and is not intended to be limiting.

[0057] Unless otherwise defined, technical and scientific terms used in the claims and specification shall have the meaning commonly understood by one of ordinary skill in the art to which this application belongs. The use of the terms "first", "second" and like terms is not intended to imply any order, quantity, or importance, but rather is used to distinguish one element from another. The use of the terms "a" and "an" and "the" and like terms is not intended to limit the number of elements to a single element, but rather is used to represent at least one. The use of the terms "including," "containing," and "comprising" and like terms is not intended to imply the exclusion of any other element or step, but rather the inclusion of any other element or step which is not expressly stated. The use of the terms "connected" and "coupled" and like terms is not intended to limit the component to a direct connection or

[0058] In the following description, for purposes of clarity, directional terms are used to describe the structure and working of the present application. However, it will be understood that the terms "front", "back", "left", "right", "outer", "inner", "outward", "inward", "up", "down", and the like as can be understood in the description, are used to facilitate description of the exemplary embodiments, and do not alone demarcate an orientation of the present application.

[0059] Figure 1 is a structural schematic diagram of a prior art aircraft seat. The prior art exists Figure 1 aircraft seat of the type shown. The aircraft seat comprises a backrest structure 2 (or side wall plate), a seat plate 5, and a support plate 1' for connecting the backrest structure 2 and the seat plate 5, with a certain rotation space below the seat plate 5, and the support plate 1' is in the form of a simple, substantially triangular flat plate.

[0060] Figure 2 is a schematic diagram of the installation position of the impact energy-absorbing protection support plate assembly of the aircraft seat according to an embodiment of the present application. Figure 3 is a schematic diagram of the specific structure of the impact energy-absorbing protection support plate assembly of the aircraft seat according to an embodiment of the present application. Figure 4 is a schematic diagram of the contact normal angle of the roller and the sliding block of the impact energy-absorbing protection support plate assembly of the aircraft seat according to an embodiment of the present application. The impact energy-absorbing protection support plate assembly 1 of the aircraft seat is mainly used to replace the support plate 1' in the prior art.

[0061] As shown in Figures 2 to 4 According to some embodiments of the present application, the impact energy-absorbing protection support plate assembly 1 of the aircraft seat comprises a limiting pin accommodating hole 23, a chair basin pipe accommodating part 24, a gas compression cavity 9, a one-way gas flow channel 10, an outer cavity 13, a sliding block 6, a roller 7, and an elastic member 8.

[0062] The limiting pin accommodating hole 23 is used for accommodating the limiting pin 3, and the chair pan pipe accommodating part 24 is used for accommodating the chair pan pipe 4. The aircraft seat impact energy absorption protection support plate assembly 1 is connected with the backrest structure 2 (or the side wall plate) of the aircraft seat through the limiting pin 3, and is connected with the seat plate 5 of the aircraft seat through the chair pan pipe 4.

[0063] The aircraft seat generally has two forms of non-foldable seat and foldable seat. For the non-foldable seat, generally, there is no side wall plate structure, the limiting pin 3 can be fixedly connected with the backrest structure 2, and the freedom of rotation of the aircraft seat impact energy absorption protection support plate assembly 1 around the limiting pin 3 is reserved.

[0064] For the foldable seat, the limiting slot matched with the limiting pin 3 is arranged on the side wall plate of the backrest structure 2, so that the limiting pin 3 moves in a predetermined stroke and is constrained by the limiting slot, thereby achieving the folding of the seat.

[0065] The aircraft seat impact energy absorption protection support plate assembly 1 comprises three special cavities: a gas compression cavity 9, a one-way gas flow channel 10 and an outer side cavity 13, wherein the one-way gas flow channel 10 connects the gas compression cavity 9 and the outer side cavity 13.

[0066] The sliding block 6 is at least partially accommodated in the gas compression cavity 9, and one end thereof is in contact with the chair pan pipe 4. The roller 7 (for example, in a cylindrical shape) is in contact with the side surface of the sliding block 6 under the support of the elastic member 8 (for example, a spring) to form a lock. When the force of the chair pan pipe 4 acting on the sliding block 6 exceeds the lock threshold (which can be controlled by the characteristics of the elastic member 8), the sliding block 6 pushes away the roller 7 and slides in the gas compression cavity 9, compresses the gas in the gas compression cavity 9, and the compressed gas is then released to the outer side cavity 13 through the one-way gas flow channel 10.

[0067] According to the above technical scheme, the aircraft seat impact energy absorption protection support plate assembly of the present application can effectively absorb the force and impact energy of the seat fed back to the passenger in the emergency landing scene, reduce the lumbar load of the passenger, reduce the risk of injury of the passenger to protect the passenger, and has a relatively simple and reliable structure, and the energy absorption part is not exposed.

[0068] Specifically, the aircraft seat impact energy absorption protection bracket assembly of the present application is used to replace the connecting bracket of the seat plate and the backrest structure in the prior art. When the impact load reaches a certain threshold, the seat plate can rotate a certain angle around the backrest structure under the limitation of the limiting pin. In this rotation process, the chair basin pipe exerts a force on the sliding block, converting the impact load into internal actuation force of the assembly. The energy is absorbed by the work of compressed gas, which can greatly improve the overall energy absorption effect of the seat while controlling the forward movement distance of the passenger, thereby reducing the risk of passenger injury and ultimately achieving the effect of passenger protection. Moreover, in the aircraft seat impact energy absorption protection bracket assembly of the present application, the energy absorption parts are mainly the sliding block and the gas compression cavity, both of which are located inside the bracket assembly, and the energy absorption parts are not exposed and will not break to produce sharp edges.

[0069] In some embodiments, as shown in Figure 3 the longitudinal center axis of the sliding block 6 is circular arc-shaped, and the longitudinal center axis of the sliding block 6 is located on the concentric circle of the limiting pin 3. That is, the longitudinal center axis of the sliding block 6 is concentric with the limiting pin 3. Therefore, when the limiting pin 3 limits the rotation of the bracket assembly around the limiting pin 3, the force transmission direction of the chair basin pipe 4 to the sliding block 6 is always along the movement path of the sliding block 6, located on the concentric circle of the limiting pin 3, which ensures the efficiency of the sliding block 6 in the process of compressing gas work.

[0070] In some embodiments, as shown in Figures 3 to 4 the end of the sliding block 6 in contact with the chair basin pipe 4 includes a recess 61 for at least partially accommodating the chair basin pipe 4. Therefore, it ensures good contact between the sliding block 6 and the chair basin pipe 4, further ensuring the efficiency of the sliding block 6 in the process of compressing gas work.

[0071] In some embodiments, as shown in Figures 3 to 4 the end of the sliding block 6 in contact with the chair basin pipe 4 forms a radial protrusion 62 relative to the main body of the sliding block 6, so that when the roller 7 is pressed against the side of the sliding block 6 under the support of the elastic member 8 to form a lock (also known as a locked state), the roller 7 has two contact points with the sliding block 6, and correspondingly forms two contact normals, i.e. the first contact normal N1 and the second contact normal N2. Therefore, in the locked state, it ensures good contact between the roller 7 and the sliding block 6, so that it can be stably locked below the locking threshold.

[0072] In some embodiments, as shown in Figures 3 to 4 the included angle formed by the two contact normals is 78-88 degrees. Therefore, it can not only ensure that the roller 7 exerts a certain locking force on the sliding block 6 in the locked state, but also ensure that the sliding block 6 can timely squeeze the roller 7 to compress the gas work in the emergency landing state.

[0073] In some embodiments, as shown in Figure 3As shown, there are two rollers 7 and two elastic members 8. Supported by the two elastic members 8, the two rollers 7 respectively press against the upper and lower sides of the slider 6 to form a locked state. Therefore, in the locked state, the two rollers 7 ensure good contact with the slider 6, allowing the locked state to remain stable below the locking threshold.

[0074] In some embodiments, as Figure 3 As shown, slider 6 is pre-set to leave a 1-2mm margin from roller 7. This means that a suitable margin is left in the slider 6's motion path, allowing the entire assembly to move slightly before the locking threshold, for example, 1-2mm. This allows the slider 6 to engage with the gas compression chamber 9 at a certain distance, continuously compressing and releasing gas. Consequently, the assembly also provides energy absorption and cushioning in non-emergency landing conditions (normal state), thereby reducing seat vibration in normal conditions and improving occupant comfort.

[0075] In some embodiments, as Figure 3 As shown, the aircraft seat impact energy absorption protection support plate assembly 1 also includes a sealing gasket 11 and a sealing ring 12. The sealing gasket 11 is disposed at the end of the slider 6 opposite the seat pan tube 4, and the sealing ring 12 is disposed on the outer periphery of the slider 6. Therefore, when the slider 6 compresses gas in the gas compression chamber 9 and performs work, it is approximately a closed system, further enhancing the energy absorption effect.

[0076] In some embodiments, as Figure 3 As shown, the one-way gas flow channel 10 is a Tesla valve one-way gas flow channel. Therefore, the one-way gas flow channel 10 can well realize the one-way flow function, that is, when the slider 6 compresses the gas to perform work, the gas flow in the one-way gas flow channel 10 is greatly obstructed, causing the compressed gas to be slowly released to the outer chamber 13. When the slider 6 is reset, the gas is quickly sucked forward through the one-way gas flow channel 10 to quickly balance the internal and external air pressures, ensuring the energy absorption efficiency and improving safety. The slider 6 and the gas compression chamber 9 are similar to a closed system when the compressed gas performs work. At this time, the stage of compressed gas performing work can be approximated to an adiabatic compression process in a very short time, and the energy absorbed by this process is the process work performed by the adiabatic compression process. Subsequently, under the obstruction of the one-way gas flow channel 10, the compressed gas in the gas compression chamber 9 is very slowly released to the outer chamber 13. During this process, the air pressure in the outer chamber 13 gradually balances with that of the gas compression chamber 9 and absorbs energy.

[0077] In some embodiments, the outer chamber 13 can be connected to the outside world. In theory, this way, all absorbed energy is released to the outside world, maximizing energy absorption efficiency. In other embodiments, the outer chamber 13 can be sealed, and the inner chamber can be filled with air or a high-density inert gas. The energy absorption efficiency increases with the density of the internal gas.

[0078] In some embodiments, the entire support plate assembly, except the slider 6, the roller 7 and the elastic member 8, can be made of common high-strength aviation aluminum alloy. The size range is adjusted according to the corresponding seat structure, the length is 150-300 mm, and the thickness is 1-2 mm. Milling process or 3D additive technology can be selected according to the cost.

[0079] In some embodiments, as shown in Figure 3 The slider 6 is in interference fit with the gas compression cavity 9. Therefore, it is further ensured that the slider 6 is approximately a closed system when compressing gas to do work in the gas compression cavity 9, further improving the energy absorption effect.

[0080] The aircraft seat impact energy absorption protection support plate assembly 1 of the present application provides two different rotation axes (chair basin pipe 4 and limiting pin 3) in different working states. Therefore, the aircraft seat impact energy absorption protection support plate assembly 1 of the present application mainly has two working states:

[0081] Working state A: normal working state (i.e. locked state). At this time, the slider 6 is locked under the extrusion of the roller 7, which restricts the chair basin pipe 4, and the support plate assembly plays a normal connection role to transfer the load. At this time, the seat plate 5 can only rotate around the chair basin pipe 4 (if the limiting pin 3 is selected to be fixed, it cannot rotate at this time).

[0082] Working state B: emergency landing state (i.e. state when the locking threshold is exceeded). At this time, the slider 6 extrudes the roller 7, and the support plate assembly rotates around the limiting pin 3. Under the push of the chair basin pipe 4, the slider 6 enters the gas compression cavity 9 to compress the gas. Because the valve-like one-way gas flow channel 10 will generate a large one-way resistance when the pressure in the gas compression cavity 9 is greater than the pressure in the outer cavity 13, it can be considered as a closed environment in a very short time. Therefore, the gas in the gas compression cavity 9 is compressed to absorb energy, which generates a large damping to the movement of the slider 6. At the same time, the one-way gas flow channel 10 slowly balances the pressure between the gas compression cavity 9 and the outer cavity 13, and releases the compressed gas.

[0083] When the aircraft experiences emergency landing, the resistance generated by the roller 7 extruding the slider 6 is the key to the conversion from working state A to working state B. The specific resistance threshold can be referred to in the actual design section below.

[0084] The innovation points of the aircraft seat impact energy absorption protection support plate assembly of the present application are mainly as follows:

[0085] (1) The energy absorption efficiency of the structure unit mass is greatly improved, and the safety of the passengers is improved.

[0086] The component abandons the widely used energy absorption means through material destruction and plastic deformation, and the component remains intact during the energy absorption process without damage or plastic deformation to produce sharp edges or structural damage. At the same time, the energy absorption result can be accurately controlled by adjusting the gas compression chamber 9. The component will produce high-pressure gas after energy absorption. The resistance generated by the one-way gas flow channel 10 when the gas flows from the compression chamber 9 to the outer chamber 13 is positively related to the pressure at both ends of the flow channel, so the one-way gas flow channel 10 can be considered to be in a closed state during a very short compression process. At the same time, it can slowly release high-pressure gas to the outer chamber 13 on a macroscopic scale, and quickly inhale gas in the positive direction through the one-way gas flow channel 10 during reset to quickly balance the internal and external gas pressures. The energy absorption efficiency is ensured, and the safety is improved.

[0087] (2) The energy absorption component does not rely on material destruction or plastic deformation and can be reused.

[0088] The component will not irreversibly damage in the design operating range, so manual reset can be used to realize the reuse of the component.

[0089] (3) Simple adaptation and strong universality.

[0090] The additional crash energy absorption structure of the seat is often complex and occupies a large space, and greatly interferes with the seat structure. The component is small in space, can replace the connection structure of the normal seat seat plate and backrest structure (or side wall plate), and can be applied to seats that originally do not have an energy absorption buffer component. The quality increase caused by the additional installation of the energy absorption buffer component on the seat is small, and the installation and disassembly are convenient, simple and direct. The protection effect of the seat on the occupant is increased.

[0091] In the embodiment of the application, the threshold value of the component entering the emergency landing is set by adjusting the elastic member 8 to make the roller 7 extrude the corresponding resistance on the sliding block 6. Taking a 77kg dummy in AC25.562 as an example, the working state B is required to enter when the vertical acceleration reaches 8g. The suitable resistance F generated by the structure of the roller 7 extruding the sliding block 6 is calculated 阻力 . Assuming that the center of gravity of the person on the seat plate 5 is 175mm away from the effective length l1 of the limiting pin 3, and at this time the chair basin pipe 4 is 65mm away from the limiting pin (3) l2, at this time:

[0092]

[0093] Therefore, F is calculated by the above formula 阻力 8126N.

[0094] F 弹簧 =F 阻力 ×cosα, wherein F 弹簧For the spring force of the elastic member 8 to the roller 7, a is the included angle formed by two contact normal lines (preferably in the range of 78-88 degrees), so the appropriate elastic member / spring is selected and designed according to the above formula to obtain the appropriate spring force F 弹簧 , and finally the appropriate specific included angle a is selected and designed.

[0095] After entering the working state B, because the one-way gas flow channel 10 has a large anisotropic flow resistance with reference to the classical one-way valve body design, the effect of "fluid diode" is formed, so that the gas flowing out of the gas compression chamber 9 is subjected to a great resistance, which is related to the spacing, angle and valve number of the valve-shaped branch pipes in the one-way gas flow channel 10. According to different actual designs, the pressure difference of the flow channel can reach 1 kPa-1000 kPa in a short time.

[0096] Suppose the compression process is very short, and the process in the gas compression chamber 9 is an adiabatic compression process. Taking air as an example, when the load required for compressing the air from the original size to the target size is equivalent to 8126 N, the force received by the slider is 8126 N. When the pressure in the compression chamber reaches equilibrium, the energy absorbed by the unit air mass is 2.57*10 6 J / kg. Thereafter, the air slowly enters the outer chamber 13 to ensure the safety of the assembly under high pressure. In this process, if a gas with higher density is used, the energy absorption during the process will be greatly enhanced, effectively improving the energy absorption rate and reducing the mass of the energy absorption assembly.

[0097] In addition to the slider 6, the roller 7 and the elastic member 8, the assembly described in the embodiment can also use materials such as 7075 aluminum alloy. The slider 6, the roller 7 and the elastic member 8 use 30MnCrSiA alloy steel to ensure the relative accuracy of the working state conversion threshold. The thickness of the side wall of the gas compression chamber 9 and the one-way gas flow channel 10 should not be less than 1.5 mm to ensure the structural strength during the slow release of high-pressure gas by the one-way gas flow channel 10 after the gas is compressed. At the same time, the length and effective area of the one-way gas flow channel 10 can be adjusted to control the time length of the slow release of high-pressure gas.

[0098] The assembly absorbs impact energy by compressing gas, improves the protection performance of the seat to the human body when the aircraft crashes, reduces the load on the passenger's lumbar spine during this process, and controls the stress value within an acceptable range to achieve a protection effect.

[0099] According to an embodiment of the present application, as Figure 2 shown, the aircraft seat comprises a backrest structure 2, a seat plate 5, and an aircraft seat impact energy absorption protection bracket assembly 1 as described in any of the preceding aspects;

[0100] The aircraft seat impact energy absorption protection support plate assembly 1 is connected with the backrest structure 2 through a limiting pin 3, and the aircraft seat impact energy absorption protection support plate assembly 1 is connected with the seat plate 5 through a chair basin pipe 4.

[0101] According to the technical scheme, the aircraft seat can effectively absorb the force and impact energy of the seat fed back to the passenger in an emergency landing scene, reduce the lumbar load of the passenger, reduce the injury risk of the passenger to protect the passenger, and has a relatively simple and reliable structure, and the energy absorption part is not exposed.

[0102] The specific embodiments of the present application are described above, but those skilled in the art will understand that the above specific embodiments do not constitute a limitation on the present application, and those skilled in the art can make various modifications on the basis of the above disclosure without departing from the scope of the present application.

Claims

1. An aircraft seat impact energy absorbing protection support plate assembly, the aircraft seat impact energy absorbing protection support plate assembly comprising: Limit pin receiving hole, seat basin pipe receiving portion, gas compression chamber, one-way gas flow channel, outer chamber, slider, roller, elastic member; The limit pin receiving hole is used to receive a limit pin, the seat basin tube receiving portion is used to receive a seat basin tube, the aircraft seat impact energy absorption protection support plate assembly is connected to the aircraft seat backrest structure via the limit pin, and the aircraft seat impact energy absorption protection support plate assembly is connected to the aircraft seat seat via the seat basin tube; Wherein, the one-way gas flow channel connects the gas compression chamber and the outer chamber; In which, the slider is at least partially accommodated in the gas compression chamber, and one end is in contact with the seat basin tube. The roller presses against the side of the slider under the support of the elastic member to form a lock. When the force of the seat basin tube on the slider exceeds the lock threshold, the slider squeezes the roller and slides in the gas compression chamber, compressing the gas in the gas compression chamber. The compressed gas is then released to the outer chamber through the one-way gas flow channel.

2. The aircraft seat impact energy absorption protection support plate assembly according to claim 1, characterized in that: The longitudinal center axis of the slider is arc-shaped, and the longitudinal center axis of the slider is located on the concentric circle of the limiting pin.

3. The aircraft seat impact energy absorption protection support plate assembly according to claim 1, characterized in that: One end of the slider in contact with the seat bowl tube includes a recess for at least partially accommodating the seat bowl tube.

4. The aircraft seat impact energy absorption protection support plate assembly according to claim 1, characterized in that: The end of the slider that contacts the seat basin tube forms a radial protrusion relative to the main body of the slider, so that when the roller presses against the side of the slider under the support of the elastic member to form a lock, the roller and the slider have two contact points, and correspondingly form two contact normals.

5. The aircraft seat impact energy absorption protection support plate assembly according to claim 4, characterized in that: The angle formed by the two contact normals is 78 to 88 degrees.

6. The aircraft seat impact energy absorption protection support plate assembly according to claim 4, characterized in that: The slider is pre-set to leave a margin of 1 to 2 mm from the roller.

7. The aircraft seat impact energy absorption protection support plate assembly according to claim 1, characterized in that: The aircraft seat impact energy absorption protection support plate assembly further includes a sealing gasket and a sealing ring. The sealing gasket is arranged at the end of the slider opposite to the seat pan tube, and the sealing ring is arranged on the outer peripheral side of the slider.

8. The aircraft seat impact energy absorption protection support plate assembly according to claim 1, characterized in that: The one-way gas flow passage is a Tesla valve one-way gas flow passage.

9. The aircraft seat impact energy absorption protection support plate assembly according to claim 1, characterized in that: The slider forms an interference fit with the gas compression chamber.

10. An aircraft seat comprising: A backrest structure, a seat panel, and an aircraft seat impact energy absorption protection support plate assembly according to any one of claims 1 to 9; The aircraft seat impact energy absorption protection support plate assembly is connected to the backrest structure via the limit pin, and the aircraft seat impact energy absorption protection support plate assembly is connected to the seat plate via the seat pan tube.

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