Novel aircraft seat with double functions of shock absorption and falling and collision resistance

Abstract

The invention relates to the technical field of aviation, in particular to a novel aircraft seat with double functions of shock absorption and falling and collision resistance, which comprises a seat backrest, a seat cushion and an energy absorption structure, the energy absorption structure comprises a horizontal wave spring, a vertical wave spring and a partition plate. The horizontal wave spring comprises a plurality of wave spring units which are stacked together layer by layer. Each wave spring unit is composed of two wave-shaped plate-shaped bodies which are vertically stacked and fixed, and each wave-shaped plate-shaped body is of a continuous sine curve structure. Damping and anti-collision functions are integrated in the same seat structure, in daily flight, the seat achieves the damping function through the energy absorption structure, vibration is effectively buffered, and the comfort level of passengers is improved; in a falling collision accident, the energy absorption structure obviously reduces impact force borne by passengers through deformation energy absorption and damping buffering, the safety performance of the seat is comprehensively improved, and the application scene of the seat is comprehensively widened.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation safety, and particularly to a novel aircraft seat with dual functions of shock absorption and anti-collision in case of a crash. Background Art

[0002] In recent years, the general aviation industry has shown a rapid development trend, and the safety of aircraft has become one of the core issues of concern in the industry. According to relevant requirements, it is clearly required that the aircraft structure should have anti-collision design performance, especially to minimize casualties in the event of a crash.

[0003] Due to the compact space of aircraft seats, traditional shock absorption designs are difficult to be effectively implemented in a limited space, which further limits the improvement of energy absorption efficiency. Specifically, the anti-collision devices made of traditional metal materials have the following defects: the deformation ability of metal materials is limited, and they cannot fully absorb energy during a crash, resulting in a relatively large impact force transmitted to the occupant. Metal materials are relatively heavy, increasing the overall load of the aircraft, and at the same time, the manufacturing cost is relatively high, which is not conducive to mass production.

[0004] With the popularization of air travel, the market urgently needs seat solutions that can meet high energy absorption requirements while also taking into account lightweight and multi-functionality. However, there is currently no mature product at home and abroad that can simultaneously achieve the dual functions of shock absorption and anti-collision in case of a crash. The present invention aims to fill the technical gap in this field in China through material innovation and structural optimization. Summary of the Invention

[0005] The purpose of the present invention is to provide a novel aircraft anti-collision seat with dual functions of shock absorption and anti-collision in case of a crash, which is applicable to light fixed-wing aircraft, helicopters and small aircraft, aiming to improve the safety and riding comfort of occupants through structural innovation and material optimization. Thus, the technical problems in the background art are solved.

[0006] To achieve the above purpose, the present invention provides the following technical solution: a novel aircraft seat with dual functions of shock absorption and anti-collision in case of a crash, characterized in that it includes a seat backrest, a seat cushion, a seat bottom plate and an energy absorption structure for shock absorption and anti-collision in case of a crash:

[0007] The bottom of the seat backrest is connected to the aircraft main body; the seat backrest is connected to the seat cushion; the seat bottom plate is arranged at the bottom of the seat and is threadedly connected to the aircraft main body;

[0008] The shock absorption structure is arranged between the seat cushion and the seat bottom plate and is bonded to both of them; the shock absorption structure includes a horizontal corrugated spring, and the horizontal corrugated spring includes a plurality of superimposed wave spring units; a single wave spring unit is composed of two waveform plate-shaped bodies superimposed and fixed up and down.

[0009] Further, the energy absorption structure further includes a vertical corrugated spring; a partition is further provided below the seat cushion;

[0010] The left end of the partition is connected to the seat back, and both sides of the partition are connected to the fuselage; the partition divides the bottom of the seat cushion into upper and lower layers, and a horizontal corrugated spring is provided between the upper surface of the partition and the bottom of the seat cushion; a vertical corrugated spring is provided between the lower surface of the partition and the seat floor.

[0011] Further, spaces for deformation and extension are left at both the front and rear ends of the horizontal corrugated spring.

[0012] Further, the partition is of a rectangular flat plate structure and is a carbon fiber reinforced laminate.

[0013] Further, the upper and lower ends of the horizontal corrugated spring are adhesively bonded to the seat cushion and the partition respectively through a two-component epoxy resin structural adhesive; the upper and lower ends of the vertical corrugated spring are adhesively bonded to the partition and the seat floor respectively through a two-component epoxy resin structural adhesive.

[0014] Further, the corrugated plate-shaped body of the horizontal corrugated spring is made of 0-degree carbon fiber prepreg, and the corrugated plate-shaped body is a continuous sine curve structure.

[0015] Further, the difference between the vertical corrugated spring and the horizontal corrugated spring is that the vertical corrugated spring is placed vertically; bent edges for increasing the bonding area are provided at the upper and lower ends of the vertical corrugated spring.

[0016] Further, a connecting device is further included: the connecting device includes a bolt group, an outer sleeve, an inner sleeve and an air chamber;

[0017] The lower end of the inner sleeve is threadedly connected to the aircraft body; the outer sleeve is sleeved outside the inner sleeve; a bolt group is provided on the outer sleeve; the outer sleeve is connected to the seat back through the bolt group;

[0018] The inner sleeve slides up and down along the inner wall of the outer sleeve, and the space between the two forms an air chamber.

[0019] Beneficial effects

[0020] The horizontal corrugated spring of the energy absorption structure of the present invention includes a plurality of wave spring units stacked on top of each other; a single wave spring unit is composed of two corrugated plate-shaped bodies stacked and fixed together up and down, and a single corrugated plate-shaped body is a continuous sine curve structure. This structure can deform when receiving an impact force to achieve a buffering function, effectively buffer vibrations, and improve the comfort of the occupants; in a crash accident, the energy absorption structure absorbs energy through deformation, significantly reducing the impact force received by the occupants and comprehensively improving the safety performance of the seat.

[0021] The energy-absorbing structures of the present invention all use carbon fiber prepreg as the production material, which not only ensures strength but also takes into account lightweight. The weight of the seat is lower than that of the existing anti-collision seats with metal structures, which can reduce the load of the aircraft and thus reduce the energy consumption during flight.

[0022] For the first time in the application of aviation seats, the present invention proposes a structural design in which the 0-degree corrugated spring undertakes horizontal vibration energy absorption through deformation in the horizontal direction, and undertakes vertical impact through crushing in the vertical direction; the absorption rate of impact energy is increased, and the impact force borne by the occupant can be reduced to below the safety threshold.

[0023] For the first time, the present invention adds a carbon fiber reinforced partition, which can effectively protect the occupant space from being squeezed when the aircraft crashes. Brief Description of the Drawings

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings.

[0025] Figure 1 It is a schematic structural diagram of the novel aircraft seat disclosed by the present invention;

[0026] Figure 2 It is a schematic structural diagram of the horizontal corrugated spring structure of the novel aircraft seat disclosed by the present invention;

[0027] Figure 3 It is a schematic structural diagram of the connecting device of the novel aircraft seat disclosed by the present invention;

[0028] Figure 4 It is a structural diagram of the corrugated spring unit of the horizontal corrugated spring structure of the novel aircraft seat disclosed by the present invention.

[0029] In the figure:

[0030] 1. Seat backrest; 2. Seat cushion; 3. Horizontal corrugated spring; 4. Partition; 5. Vertical corrugated spring; 6. Connecting device; 601. Bolt group; 602. Outer sleeve; 603. Air cavity; 604. Inner sleeve; 7. Seat bottom plate. Detailed Embodiments

[0031] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0032] To achieve the above object, the present invention provides the following technical solutions. The anti-crash seat for aircraft provided by the present invention is applicable to light fixed-wing aircraft, helicopters and other small aircraft. During use, the crew member sits on the seat normally, and the seat realizes the shock absorption function through the energy absorption structure, effectively buffering the vibration during flight; in case of an emergency crash, the energy absorption structure of the seat absorbs energy through deformation and damping buffering, minimizing the impact force received by the crew member and increasing the survival probability.

[0033] As Figures 1-4 shown, a new type of aircraft seat with both shock absorption and anti-crash functions includes a seat backrest 1, a seat cushion 2, a seat bottom plate 7 and an energy absorption structure for realizing shock absorption and anti-crash functions:

[0034] The seat backrest 1 and the seat cushion 2 are vertically connected to form the overall frame of the seat; the upper part of the seat backrest 1 is a curved surface frame, and the bottom of the seat backrest 1 is connected to the aircraft main body; the seat cushion 2 is a rectangular flat plate structure; the seat bottom plate 7 is arranged at the bottom of the seat and is threadedly connected to the aircraft main body;

[0035] The energy absorption structure is arranged between the seat cushion 2 and the seat bottom plate 7 and is bonded to both of them; the energy absorption structure includes a horizontal corrugated spring 3, and the horizontal corrugated spring 3 includes a plurality of wave spring units stacked on top of each other; a single wave spring unit is composed of two waveform plate-shaped bodies stacked and fixed together up and down, and a single waveform plate-shaped body is a continuous sine curve structure. The horizontal corrugated spring 3 is bonded to the lower part of the seat cushion 2, and the horizontal corrugated spring 3 absorbs vibration energy through deformation, mainly undertaking the vibration absorption during daily flight and the buffering work at the initial stage of a crash.

[0036] Further, the energy absorption structure further includes a vertical corrugated spring 5; and a partition plate 4 is further arranged below the seat cushion 2, and the left end of the partition plate 4 is connected to the seat backrest 1; both sides of the partition plate 4 are connected to the aircraft main body; the partition plate 4 divides the bottom of the seat cushion 2 into upper and lower layers, and a horizontal corrugated spring 3 is arranged between the upper surface of the partition plate 4 and the bottom of the seat cushion 2; a vertical corrugated spring 5 is arranged between the lower surface of the partition plate 4 and the seat bottom plate 7.

[0037] Further, spaces for deformation extension are left at both the front and rear ends of the horizontal corrugated spring 3. Specifically, a gap is left between the rear end of the horizontal corrugated spring 3 and the seat backrest 1; there is no obstruction at the front end of the horizontal corrugated spring 3 either; allowing the horizontal corrugated spring 3 to have space for deformation extension in the horizontal direction, and during normal flight vibration or the initial impact of a crash, energy is absorbed through the elastic deformation of the horizontal corrugated spring 3, delaying the impact transmission time.

[0038] Furthermore, the partition 4 is a rectangular flat plate, the size of which matches the seat cushion; the partition 4 is made of a carbon fiber laminate, which is formed by laminating carbon fiber prepreg and then hot-pressing and curing it.

[0039] One side of the partition 4 is fixed to the seat back 1, and the two sides of the partition 4 are connected to the aircraft body to form a T-shaped support structure. In the event of an aircraft crash, the three sides of the partition 4 are fixed, have high strength, will not be deformed in the event of an aircraft crash, and effectively protect the passenger space from being squeezed.

[0040] The horizontal wave spring 3 is arranged between the upper part of the partition 4 and the seat cushion 2; the vertical wave spring 5 is arranged between the partition 4 and the aircraft body. The partition 4 serves as a supporting base for the horizontal wave spring 3, and while bearing the impact force from the horizontal wave spring 3, it can disperse the impact force to avoid local stress concentration.

[0041] Furthermore, the upper and lower ends of the horizontal wave spring 3 are respectively bonded to the seat cushion 2 and the partition 4 through a two-component epoxy resin structural adhesive; the upper and lower ends of the vertical wave spring 5 are respectively bonded to the partition 4 and the seat bottom plate 7 through a two-component epoxy resin structural adhesive. The type of adhesive used in this application is: two-component epoxy resin structural adhesive, because the seat needs to withstand the impact load during a crash, and the high shear strength (≥20MPa) and fatigue resistance of epoxy resin can ensure the reliability of the connection. At the same time, the use of a heating curing process (150℃ / 3h) can further increase the cross-linking density and make the bonding strength close to the strength of the composite material itself.

[0042] Furthermore, a single corrugated plate-like body of the horizontal wave spring 3 is prepared by a molding process and is made of 0-degree carbon fiber prepreg; the 0-degree carbon fiber is carbon fiber in a raw material state (the direction of the carbon fiber bundle is parallel to the length direction of the corrugated plate, that is, horizontal laying), and a single corrugated plate-like body weighs 100g and has dimensions of 136×86×96mm; during daily flight, the horizontal wave spring 3 absorbs vibration energy through horizontal elastic deformation, thereby playing a shock-absorbing role.

[0043] Furthermore, the structure of the vertical wave spring 5 is the same as that of the horizontal wave spring 3, except that the vertical wave spring 5 is made of 90-degree vertical carbon fiber prepreg compression molding: 90-degree vertical carbon fiber prepreg (the direction of the carbon fiber tow is perpendicular to the length direction of the corrugated plate, i.e., 90-degree ply) can improve the torsional stiffness of the wave spring, increase the lateral shear force that can be withstood during vertical crushing, and avoid local instability. The structure of the vertical wave spring 5 is also different from that of the horizontal wave spring 3 in that the wave direction of the horizontal wave spring 3 extends in the horizontal direction and is laid horizontally, while the vertical wave spring 5 is set vertically; when the horizontal wave spring 3 is impacted by the passenger, it undergoes horizontal elastic deformation to absorb vibration energy;

[0044] When the aircraft is flying normally, the vertical corrugated spring 5 is arranged between the seat bottom plate 7 and the partition plate 4 and will not be stressed. When a passenger sits on the seat, the horizontal corrugated spring 3 is used for shock absorption work to improve comfort. When the aircraft crashes on the ground instantaneously, the aircraft generates an instantaneous reaction force on the seat bottom plate 7. At this time, the seat bottom plate 7 deforms and moves upward to squeeze the vertical corrugated spring 5. Since the partition plate 4 is fixedly arranged with the aircraft body, the impact energy is absorbed by the vertical corrugated spring 5, and the vertical corrugated spring 5 undergoes a crushing deformation in the vertical direction to absorb more impact energy.

[0045] Bent edges are also arranged at the upper and lower ends of the vertical corrugated spring 5 to increase the bonding area, so that the vertical corrugated spring 5 can be more firmly bonded between the partition plate 4 and the seat bottom plate 7.

[0046] The top end of the vertical corrugated spring 5 is connected to the lower surface of the partition plate 4, and the bottom of the vertical corrugated spring 5 is connected to the seat bottom plate 7, and the crash impact energy is absorbed through vertical crushing deformation.

[0047] Further, as Figure 3 shown, the seat further includes a connecting device 6: The connecting device 6 includes a bolt group 601, an outer sleeve 602, an inner sleeve 604 and an air chamber 603; the lower end of the inner sleeve 604 is threadedly connected to the aircraft body; the outer sleeve 602 is sleeved outside the inner sleeve 604 and is hermetically connected between them; a bolt group 601 is arranged on the outer sleeve 602; the outer sleeve 602 is connected to the seat backrest 1 through the bolt group 601;

[0048] The diameter of the inner sleeve 604 is smaller than that of the outer sleeve 602, and the inner sleeve 604 slides up and down along the inner wall of the outer sleeve 602, and the space between the two forms an air chamber 603; the connecting device 6 is used as a connecting structure between the seat backrest 1 and the aircraft body, and elastically supports the seat backrest 1 through air compression and expansion during daily flight. When the aircraft has a crash accident, part of the impact force is transmitted to the seat cushion 2, and the other part is transmitted by the passenger to the seat backrest 1. The outer sleeve 602 of the connecting device 6 slides downward to squeeze the air inside the air chamber 603, and the air pressure in the air chamber 603 increases, forming a strong damping force, which can assist in absorbing part of the impact energy.

[0049] The experimental data of the new aircraft seat of the present invention are shown in Table 1. After testing, the maximum load that a single wave spring unit of the seat can withstand is 3KN, and the deformation can reach 2 / 3 of the original height without being crushed; if it is crushed, the height can reach nearly 0. As Figure 4As shown. If three layers of wave spring units are arranged under the seat cushion 2, the load can reach 9KN, which can withstand 9 times the vertical overload. It can effectively reduce casualties when light fixed-wing aircraft and helicopters crash, and can play a shock-absorbing role during normal landing, improving the comfort of flight personnel.

[0050] Table 1 Crushing test data

[0051]

[0052] The working principle and process are as follows:

[0053] When the aircraft is flying normally, passengers sit on the seats, and the seats are impacted by gravity and inertia. The main transmission path of the impact force is from the seat cushion 2 to the horizontal wave spring 3 to the partition 4. In this process, after the 0-degree wave spring 3 receives the impact force of the seat cushion 2, the horizontal wave spring 3 undergoes horizontal elastic deformation under the action of the impact force to absorb vibration energy, reduce vibration and improve passenger comfort. The partition 4, as a supporting structure for the horizontal wave spring 3, not only provides an installation basis for the horizontal wave spring 3, but also disperses the impact force through its own strength and stiffness when subjected to force, thereby avoiding local stress concentration.

[0054] When the plane crashes on the ground, the plane generates a large instantaneous reaction force on the seat bottom plate 7, which deforms and moves upward to squeeze the vertical wave spring 5. Since the partition plate 4 is fixed to the aircraft body, the impact energy is absorbed by the vertical wave spring 5, and the vertical wave spring 5 is crushed and deformed in the vertical direction, converting the impact energy into deformation energy of the material, effectively reducing the impact force received by the passengers and reducing the risk of casualties.

[0055] Another part of the impact force will be transmitted from the seat back 1 to the connecting device 6. The outer sleeve 602 of the connecting device 6 slides downward to squeeze the air inside the air cavity 603. The air pressure in the air cavity 603 increases to form a strong damping force, which can help absorb part of the impact energy.

[0056] Traditional shock absorption systems mostly use metal coil springs, which are high in strength but heavy, have limited deformation capacity and low impact energy absorption rate. The present invention is the first to propose a structural design in which a 0-degree wave spring 3 absorbs horizontal vibration energy by deforming in the horizontal direction, and a 90-degree wave spring 5 absorbs vertical impact by deforming in the vertical direction. The absorption rate of impact energy is increased, and the impact force borne by the occupant can be reduced to below the safety threshold.

[0057] The embodiments of the present invention are given by way of example and description, and are not exhaustive or limit the present invention to the disclosed form. Many modifications and variations are obvious to those of ordinary skill in the art. The embodiments are chosen and described in order to better illustrate the principles of the present invention and its practical application, and to enable those of ordinary skill in the art to understand the present invention so as to design various embodiments with various modifications suitable for a particular purpose.

Claims

1. A novel aircraft seat with dual functions of shock absorption and anti-collision in case of falling, characterized in that, Comprising a seat backrest (1), a seat cushion (2), a seat bottom plate (7), and an energy absorption structure for shock absorption and anti-collision: The bottom of the seat backrest (1) is connected to the aircraft body; the seat backrest (1) is connected to the seat cushion (2); the seat bottom plate (7) is disposed at the bottom of the seat and is threadedly connected to the aircraft body; The shock absorption structure is disposed between the seat cushion (4) and the seat bottom plate (7) and is adhesively bonded to both; the shock absorption structure includes a horizontal corrugated spring (3), and the horizontal corrugated spring (3) includes a plurality of stacked wave spring units; a single wave spring unit is composed of two waveform plate-like bodies stacked and fixed up and down.

2. The novel aircraft seat with both shock absorption and anti-collision functions according to claim 1, characterized in that, The energy absorption structure further includes a vertical corrugated spring (5); a partition plate (4) is further disposed below the seat cushion (2); The left end of the partition plate (4) is connected to the seat backrest (1), and both sides of the partition plate (4) are connected to the fuselage; the partition plate (4) divides the bottom of the seat cushion (2) into upper and lower layers, and a horizontal corrugated spring (3) is disposed between the upper surface of the partition plate (4) and the bottom of the seat cushion (2); a vertical corrugated spring (5) is disposed between the lower surface of the partition plate (4) and the seat bottom plate (7).

3. The novel aircraft seat with both shock absorption and anti-collision functions according to claim 2, characterized in that Both the front and rear ends of the horizontal corrugated spring (3) are provided with spaces for deformation and extension.

4. The novel aircraft seat with dual functions of shock absorption and anti-collision according to claim 1, characterized in that, The partition plate (4) is a rectangular flat plate structure, and the partition plate (4) is a carbon fiber reinforced laminate.

5. The novel aircraft seat with both shock absorption and anti-collision functions according to claim 2, characterized in that, The upper and lower ends of the horizontal corrugated spring (3) are adhesively bonded to the seat cushion (2) and the partition plate (4) respectively through a two-component epoxy resin structural adhesive; the upper and lower ends of the vertical corrugated spring (5) are adhesively bonded to the partition plate (4) and the seat bottom plate (7) respectively through a two-component epoxy resin structural adhesive.

6. The novel aircraft seat with both shock absorption and anti-collision functions according to claim 2, characterized in that, The waveform plate-like body of the horizontal corrugated spring (3) is made of 0-degree carbon fiber prepreg, and the waveform plate-like body is a continuous sine curve structure.

7. The novel aircraft seat with dual functions of shock absorption and anti-collision according to claim 2, characterized in that, The difference between the vertical corrugated spring (5) and the horizontal corrugated spring (3) is that the vertical corrugated spring (5) is placed in the vertical direction; the upper and lower ends of the vertical corrugated spring (5) are provided with flanges for increasing the bonding area.

8. The novel aircraft seat with dual functions of shock absorption and anti-collision according to claim 1, characterized in that, Further comprising a connecting device (6): the connecting device (6) includes a bolt group (601), an outer sleeve (602), an inner sleeve (604), and an air chamber (603); The lower end of the inner sleeve (604) is threadedly connected to the aircraft body; the outer sleeve (602) is sleeved outside the inner sleeve (604); a bolt group (601) is provided on the outer sleeve (602); the outer sleeve (602) is connected to the seat backrest (1) through the bolt group (601); The inner sleeve (604) slides up and down along the inner wall of the outer sleeve (602), and the space between the two forms an air chamber (603).

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