A distributed load-bearing triggerable buffer energy-absorbing aircraft cabin luggage rack structure

Abstract

A distributed load-bearing triggerable buffering energy-absorbing aircraft cabin luggage rack structure, wherein the bottom cavity area of ​​the luggage rack box is filled with a honeycomb structure for energy absorption, an airbag system is installed in the cavity area of ​​the luggage rack box, and the luggage rack box is connected to the upper part of the cabin through a buffering energy-absorbing connecting device; when an accident such as a crash occurs to the aircraft, first, the honeycomb structure filled in the bottom cavity area of ​​the luggage rack box can achieve the first step of energy absorption; then the buffering energy-absorbing connecting device starts to work to achieve the second step of energy absorption; when a sensor detects a damage signal, the airbag assembly starts to work, and the airbag quickly expands and deploys to achieve the third step of energy absorption, and the rapid expansion and deployment of the airbag plays a buffering role to prevent the luggage rack from falling and causing secondary damage to passengers; the problem of the inability of traditional luggage racks to play a buffering energy absorption role under high-speed impact is solved, and the maximum impact load can be effectively reduced and the energy absorption protection role can be played.

Description

Technical Field

[0001] The present invention relates to the technical field of civil aircraft, and particularly relates to a distributed load-bearing triggerable buffer energy-absorbing structure for an aircraft cabin luggage rack. Background Art

[0002] With the rapid development of the civil aviation industry, the new design concept of "safety, economy, comfort, and environmental protection" is continuously reflected in large airliners. During the flight mission of civil airliners, accidental crash accidents may occur. The airworthiness standards of civil aviation regulations put forward certain requirements for the crashworthiness of aircraft. As the most basic attribute and requirement of an aircraft, safety must be given sufficient attention. When an aircraft accidentally crashes, it usually has a very high speed. The luggage rack in the cabin is located above the passengers' heads. Under great impact, heavy objects are very likely to fall as a whole after damaging the connection structure of the existing luggage rack, causing secondary injuries to passengers. Taking the Boeing 737NG as an example, the traditional aircraft luggage rack is made of phenolic resin fiberglass panels and paper honeycomb composite panels, with a layer of white Tedlar film laid on the surface. Neither the material nor the structure considers the buffer energy absorption during high-speed impact. And its connection structure with the fuselage is a common rigid connection, fixed to the fuselage through connecting rods. The structure is relatively simple and does not consider the damage and failure of the aircraft luggage rack under high-speed impact, unable to buffer and dissipate energy, and is very likely to break, resulting in the luggage rack falling and causing greater harm to passengers. Therefore, in order to ensure the personal safety of passengers, on the premise that the overall aircraft cabin section has certain anti-crash characteristics, the luggage rack structure of the aircraft needs to have the function of buffering and energy absorption, reducing the risk of damage to the luggage rack structure, thereby reducing accidental casualties to a certain extent.

[0003] For a long time, in order to avoid serious damage to the structure in accidental accidents such as vehicle collisions and aircraft emergency landings, and at the same time reduce the injuries suffered by drivers, pilots, passengers, etc., many scholars at home and abroad have conducted a series of in-depth studies on energy-absorbing materials and structures. The traditional buffer energy-absorbing materials are mainly metals, which absorb energy through the failure or plastic deformation of the structure. Among them, tubular structures are widely used in energy-absorbing devices, including round tubes, square tubes, axially tapered tubes, windowed tubes, polygonal thin-walled tubes, etc. The most widely used is the metal thin-walled round tube because of its good mechanical properties and special geometric modes. In addition to the buckling deformation of the metal thin-walled tube, the expansion deformation of the metal structure and metal cutting can also play a good role in buffering and energy absorption. Among them, the expansion deformation absorbs the impact energy through plastic deformation and frictional heat generation; the metal cutting buffer converts the impact energy into metal cutting energy, thereby achieving the purpose of energy absorption. Most of the existing buffer energy-absorbing devices absorb energy through the crushing deformation of materials, such as multi-layer metal grid structures, metal honeycombs, metal foams, negative Poisson's ratio structures, etc. At the same time, metal thin-walled components are also widely used in buffering and energy absorption.

[0004] At present, in some component structures in the fields of aircraft and automobiles, the buffer energy absorption during high-speed collisions in case of accidents has been considered. For example, the structure under the passenger cabin floor of an aircraft. The corrugated beam and corrugated plate structures have good buffer energy absorption characteristics and can absorb a large amount of energy through continuous crushing deformation. Replacing the lower web of the cargo hold floor with perforations with it can absorb impact energy and reduce the initial load, and it has been applied as a buffer energy absorption component on the floor of a helicopter cabin. The design of the traditional aircraft overhead bin structure follows the design principles of safety, comfort, and maintainability on the premise of meeting the airworthiness requirements and the overall aircraft design requirements. For the typical structural form of the overhead bin, the mainstream aircraft cabin overhead bin structure in the market generally uses metal materials and composite material panels with honeycomb sandwich structures, and decorative films are laid on the surface or decorative paint layers are sprayed to meet the needs of the cabin appearance effect; the connection form considers the requirements of maintainability, shock absorption and noise reduction, and installation design compensation, and rigid rods are used for connection to transmit and bear the loads in the aircraft's heading, lateral, and vertical directions.

[0005] The invention patent with the publication number CN109850157A discloses a multifunctional aircraft overhead bin, which improves the overhead bin structure and installs a terminal display. The opening of the overhead bin lock is controlled by a barcode scanner to ensure the boarding order and improve the boarding efficiency. At the same time, the probability of passengers' escape in case of emergency is increased, but the demand for buffer energy absorption of the overhead bin in case of accidents such as aircraft crash is not considered; the invention patent with the publication number CN108367810A discloses an overhead bin for an aircraft. This overhead bin structure has a locking mechanism that can fix the movable parts of the overhead bin, and at the same time, a lifting spring is provided to facilitate the closing of the overhead bin. However, this patent also lacks the structural design of buffer energy absorption; other related invention patents mainly include improving the volume of the overhead bin through design and the convenience and safety of use when the overhead bin cover is opened, without considering the buffer energy absorption under high-speed impact. At present, the overhead bin structure only considers the requirements of material flame retardancy, structural strength, and other functions. For the requirement of buffer energy absorption under high-speed impact, the existing aircraft overhead bin structure does not give a clear solution.

[0006] In summary, the existing mainstream aircraft overhead bin structures are generally made of metal materials and composite materials with honeycomb sandwich structures. They only consider the requirements of structural weight reduction, material flame retardancy, and structural strength, and do not consider the buffer energy absorption requirements under high-speed impact. The structure of the overhead bin itself does not have a good energy absorption effect and has certain limitations. Regarding the connection form between the overhead bin and the fuselage, the aircraft will be subjected to heading, lateral, and vertical loads during flight, and the loads on the overhead bin are different in different attitudes. The traditional aircraft overhead bin adopts a rigid connection structure with good maintainability and simple and easy-to-replace structure. However, the connection structure will be subjected to extremely large loads when the aircraft crashes accidentally and is a key component for buffer energy absorption. Since the rods are mainly in tension when the aircraft overhead bin is connected to the fuselage cabin section, and the existing buffer energy absorption devices or structures generally achieve energy absorption through the crushing deformation of buffer energy absorption materials, which are mostly used in the compression process of direct collision, such as the impact damage of the anti-collision beam during car collision and the energy absorption deformation generated when the lower structure of the aircraft cabin floor collides at high speed. This situation cannot be applied to the aircraft overhead bin structure, and the rod-shaped connection structure has a small volume. Most of the existing buffer energy absorption devices are unreasonable and have low energy absorption efficiency, with obvious usage conditions and limitations. There are also few buffer energy absorption devices available for the connection structure between the aircraft overhead bin and the fuselage, and there is no triggering device. Therefore, it is necessary to design a new type of aircraft overhead bin connection device with buffer energy absorption effect. At the same time, the existing aircraft overhead bin structure does not consider the secondary injury to passengers when the overhead bin falls during design and lacks a corresponding safety protection system. Summary of the Invention

[0007] In order to overcome the deficiencies existing in the prior art, the object of the present invention is to propose a distributed load-bearing triggerable buffer energy absorption aircraft cabin overhead bin structure, which adopts a variety of distributed load-bearing triggerable buffer methods, and realizes energy absorption by converting the impact load received by the structure into the compression deformation of materials and the cutting of metals, solving the performance deficiency that the traditional overhead bin cannot play a buffer energy absorption role under high-speed impact, and can effectively reduce the maximum impact load and play a role in energy absorption protection.

[0008] To achieve the above object, the technical solution of the present invention is as follows:

[0009] A distributed load-bearing triggerable buffer energy absorption aircraft cabin overhead bin structure, including an overhead bin box body 4, a honeycomb structure 6 for energy absorption is filled in the bottom cavity area of the overhead bin box body 4, an airbag system is installed in the cavity area of the overhead bin box body 4, and the overhead bin box body 4 is connected to the upper part of the cabin 1 through a buffer energy absorption connection device 5.

[0010] The described buffer energy-absorbing connection device 5 includes a sleeve 11 and a sleeve rod 12 for connecting the engine compartment 1 and the luggage rack box body 4. The inner wall of the trigger section of the sleeve 11 has a variable cross-section. The sleeve 11 is connected to the sleeve rod 12 through a screw 15. The sleeve 11 is filled with metal foam 13. A broach 16 and a gasket 14 are installed on the top of the metal foam 13. The upper part of the gasket 14 is fastened to the nut 18 on the screw 15 through a spring 17.

[0011] On the screw 15 above the nut 18, there is also a spring-slider trigger mechanism that triggers energy absorption under a great impact. It is installed in the variable cross-section area of the sleeve 11. The spring-slider trigger mechanism consists of a spring frame 19, a trigger spring 20, and a slider 21. Grooves are left at the bottoms of the four cylindrical holes of the spring frame 19 for positioning one end of the trigger spring 20. The rod-shaped structure at the root of the slider 21 has an annular slit, and the trigger spring 20 is sleeved and installed on the annular slit.

[0012] The cross-section of the slider 21 is trapezoidal and is adapted to the variable cross-section of the sleeve 11.

[0013] The airbag system includes a sensor 10 bonded to the outer wall of the buffer energy-absorbing connection device 5, an airbag assembly 8 provided at the honeycomb structure 6, a slit reserved at the bottom of the luggage rack box body 4 for the airbag to pop out and deploy, and a central electronic control device 7 on the side of the luggage rack box body 4; the central electronic control device 7 realizes signal communication control with the sensor 10 and the airbag assembly 8.

[0014] The described airbag assembly 8 includes a gas generator, an igniter, and an airbag. The central electronic control device 7 contains a control and processing system.

[0015] The beneficial effects of the present invention:

[0016] 1. The bottom of the aircraft luggage rack box body 4 is filled with a honeycomb structure 6 for buffer energy absorption. When connected to the fuselage, it has the characteristic of distributed load bearing, and the connection device has excellent buffer energy absorption effect.

[0017] 2. The buffer energy-absorbing connection device 5 adopts a compressed sleeve rod structure design, which converts the impact load of the structure into buffer material compression energy absorption. It can be widely applied to tensile rod-shaped structures, solving the problem that traditional buffer energy-absorbing devices cannot be applied to tensile rod-shaped structures.

[0018] 3. The buffer energy-absorbing connection device 5 is provided with a trigger mechanism to ensure that it can play a role in buffer energy absorption only under high-speed impact, and has the same effect as the original connection structure under normal load levels.

[0019] 4. Filled with a porous material of metal foam 13, it has the advantages of light weight and high specific strength, and has good buffer energy absorption effect.

[0020] 5. Combining the metal cutting energy absorption achieved by the broach 16 and the metal foam 13 filling two buffering methods, further improves the buffering energy absorption effect.

[0021] 6. Install an airbag system in the luggage rack structure. Through sensor 10 detection and intelligent control, the airbag pops out in the event of an accidental crash to protect passengers from secondary injuries. Brief Description of the Figures

[0022] Figure 1 This is a schematic diagram of the aircraft cabin section.

[0023] Figure 2 This is a schematic diagram of the cross section of an aircraft luggage rack.

[0024] Figure 3 is a schematic diagram of the luggage rack when the airbag is fully inflated.

[0025] Figure 4 is a schematic diagram of the structure of the buffer energy absorption connection device (initial state).

[0026] Figure 5 This is a partial schematic diagram of the structure of the buffer energy absorption connection device.

[0027] Figure 6 This is a schematic diagram of the structure of the buffer energy absorption connection device (in tension state).

[0028] Figure 7 It is a schematic diagram of the structure of the buffer energy absorption connection device.

[0029] Figure 8 This is a cross-sectional diagram of the spring slider trigger mechanism. Specific implementation method

[0030] The present invention is described in detail below in conjunction with the accompanying drawings.

[0031] A distributed load-bearing triggerable buffer energy-absorbing aircraft cabin luggage rack structure, referring to Figure 1 , Figure 1 is a schematic diagram of the aircraft cabin section, including the cabin 1; floor 2; seat 3; luggage rack box 4; refer to Figure 2 、 Figure 3 , the bottom cavity area of ​​the luggage rack box 4 is filled with a honeycomb structure 6 for energy absorption, the cavity area of ​​the luggage rack box 4 is installed with an airbag system, and the luggage rack box 4 is connected to the upper part of the cabin 1 through a buffering energy absorption connection device 5. Specifically, riveted circular holes are reserved at both ends of the buffering energy absorption connection device 5, and rivets 9 are used to connect and fix the luggage rack box 4 and the joints reserved in the upper part of the cabin 1.

[0032] Reference Figure 4 , Figure 5 、 Figure 6, the buffer energy absorption connection device 5 includes a metal sleeve 11 and a sleeve rod 12 for connecting the engine nacelle 1 and the luggage rack box body 4, which are the main load-bearing structural members. The sleeve 11 is connected to the sleeve rod 12 through a screw 15. The sleeve 11 is filled with metal foam 13. A broach 16 and a gasket 14 are installed on the top of the metal foam 13. The upper part of the gasket 14 is fastened to the nut 18 on the screw 15 through a spring 17.

[0033] In the passenger cabin section of the aircraft, the luggage rack box body 4 is generally located above the passenger seats and is connected to the fuselage cabin section through a decentralized layout. A honeycomb structure is filled in the lower bearing part of the luggage rack box body to enhance the buffering effect of the box body itself. Through holes for connection are left at corresponding positions on the fuselage cabin section and the luggage rack. A single cabin section is connected to one side of the luggage rack through three buffer energy absorption devices with different rod lengths. Through holes matching them are also left at both ends of the rod structure of the buffer energy absorption connection device, and are connected by rivets at equal intervals.

[0034] Generally, buffer energy absorption materials have excellent energy absorption effects when compressed. Therefore, when an accident occurs, the impact load received by the structure needs to be converted into the compression of the buffer energy absorption materials. In order to achieve the buffer energy absorption effect, on the basis of ensuring the original function of the connecting rod, the buffer energy absorption structure is designed to be filled with metal foam aluminum inside. At the same time, the impact received by the aircraft luggage rack needs to be converted into the compression of the buffer energy absorption materials. By designing the sleeve structure, the function of buffer energy absorption is achieved. This buffer energy absorption component adopts a compressed sleeve rod structure design, mainly composed of a fixed rod sleeve, buffer energy absorption materials and an inner pull rod. In addition, a spring trigger mechanism is added. This buffer energy absorption connection device adopts an energy absorption method combining metal broach cutting energy absorption and porous material (foam aluminum) filling the metal sleeve. Among them, the metal broach plays an energy absorption role by cutting the metal thin-walled sleeve. In order to enhance the ability of buffering and absorbing impact energy, the metal broach is usually made in a form composed of a series of structural forms with different sizes in series. When the impact load reaches the set threshold value, relative movement occurs between the metal sleeve and the broach, and the metal broach cuts the metal sleeve in sequence, thereby converting the impact energy into metal cutting energy, so as to achieve the purpose of buffer energy absorption. The buffer energy absorption effect of the broach type mainly depends on the material strength of the sleeve, the number of working teeth of the broach, the width of the cutting edge and the thickness of the metal cutting layer. At the same time, considering the machining accuracy, assembly accuracy and axial dimensions, corresponding improvements are needed when it is used in the connection structure of the aircraft luggage rack.

[0035] Refer to Figure 8, a spring-slider triggering mechanism for triggering energy absorption under extremely large impact is also provided on the screw rod 15 above the nut 18. It is installed in the variable cross-section area of the sleeve 11. The spring-slider triggering mechanism consists of a spring frame 19, a triggering spring 20 and a slider 21. Small-radius grooves are left at the bottoms of the four cylindrical holes of the spring frame 19 for positioning one end of the triggering spring 20. The rod-shaped structure at the root of the slider 21 has an annular slit, and the triggering spring 20 is sleeved and installed on the annular slit. The cross-section of the slider 21 is trapezoidal and is adapted to the variable cross-section of the sleeve 11. Through the common restraint of the four sliders 21 and the triggering spring 20, the entire slider mechanism contracts or expands in the radial direction. In the initial state, the triggering spring 20 has a small compression amount, and the slider 21 is at the rightmost end (with a larger inner diameter) of the inner diameter expansion section of the sleeve 11. Since the spring-slider triggering mechanism is installed in the variable cross-section area of the sleeve 11 and the cross-section of the slider is trapezoidal, when it is subjected to the force of the screw rod 15, it forces the slider to move and compress the spring, resulting in the entire mechanism contracting radially and gradually moving towards the direction with a smaller cross-section of the sleeve, playing a triggering role.

[0036] When the impact is small, the triggering mechanism does not trigger energy absorption. At this time, the distance between the sleeve rod 12 and the sleeve 11 is short. The screw rod 15 is subjected to an axial tensile force, forcing the spring-slider triggering mechanism to move to the left. The spring 20 in the triggering mechanism and the spring 17 between the nut 18 and the broach 16 are compressed, generating elastic potential energy and dissipating it continuously, ultimately playing a buffering role. When subjected to an extremely large impact, the distance between the sleeve rod 12 and the sleeve 11 becomes larger. At this time, the spring 17 is compressed to the minimum length, the spring-slider triggering mechanism moves to the smallest end of the variable cross-section and triggers the overall energy absorption. The gasket 14 begins to compress the metal foam 13, and the broach 16 begins to cut the sleeve 11. These two methods act simultaneously to absorb most of the energy. At the same time, the inner wall roughness of the metal sleeve 11 can be increased, so that a large friction is generated between the slider 21 in the triggering mechanism and the inner wall of the metal sleeve, further enhancing the energy absorption effect.

[0037] Considering that the impact load on the aircraft is extremely large in the event of an accidental crash or abnormal landing, the luggage rack structure is likely to be damaged or fall off. To further protect the safety of passengers, an airbag system is installed in the luggage rack structure. The airbag system includes a sensor 10 bonded to the outer wall of the buffer energy-absorbing connection device 5, an airbag assembly 8 provided at the honeycomb structure 6, a slit reserved at the bottom of the luggage rack box 4 for the airbag to pop out and deploy, and a central electronic control device 7 on the side of the luggage rack box 4. The central electronic control device 7 realizes signal communication control with the sensor 10 and the airbag assembly 8.

[0038] The airbag assembly 8 is a mature product, including a gas generator, an igniter and an airbag, and the central electronic control device 7 contains an algorithm processing system. When the aircraft crashes unexpectedly or lands abnormally, the airbag system is automatically activated. The displacement sensor attached to the buffer energy absorption connection device mainly detects the relative position of the sleeve 11 and the sleeve rod 12, and sends this position information to the central electronic control device 7 through wireless transmission. After algorithm processing, calculation and comparison, when the relative position exceeds the set critical value, the buffer energy absorption connection device reaches the maximum buffer energy absorption effect and is about to be destroyed and ineffective. The central electronic control device 7 connects the airbag assembly 8 and sends an ignition signal for the airbag. The gas generator starts working, and the ignition agent is detonated by the igniter, so that the inflator is decomposed by heat to release a large amount of gas to fill the airbag. The airbag pops out from the slit reserved at the bottom of the luggage rack and expands rapidly. The airbag is fully deployed before the luggage rack falls to play a buffering role.

[0039] The working principle of the present invention is:

[0040] When an accident such as a crash occurs to an airplane, the cargo in the luggage rack will have a great impact on the luggage rack due to inertia. The luggage rack with buffering and energy-absorbing function proposed in the present invention can effectively reduce the impact load. First, the honeycomb structure 6 filled in the bottom cavity area of ​​the luggage rack box 4 can achieve the first step of energy absorption; then the buffering and energy-absorbing connection device 5 begins to work, the sleeve rod 12 is subjected to tension and transmitted to the screw 15 and produces displacement, and the spring slider trigger mechanism connected to the screw 15 also begins to slide, and the trigger spring 20 continues to compress until the slider 21 moves to the area with a smaller inner diameter of the sleeve. At this time, the broach 16 begins to cut the inner wall of the sleeve 11, and the metal foam 13 produces a crushing deformation to achieve the second step of energy absorption. When the sensor 10 detects a damage signal, the central electronic control device 7 will send an ignition signal, the airbag assembly 8 starts to work, and the airbag expands and deploys rapidly to achieve the third step of energy absorption. The rapid expansion and deployment of the airbag plays a buffering role to prevent the luggage rack from falling and causing secondary injuries to passengers.

[0041] The present invention designs a distributed load-bearing and triggerable buffer energy-absorbing aircraft cabin luggage rack structure, which fully considers the impact load and personal safety in the event of an accidental crash or abnormal landing of the aircraft, and effectively improves the buffer energy-absorbing effect of the traditional luggage rack structure. This luggage rack adopts a new type of stretchable buffer energy-absorbing connection device, which converts the tensile stress when the structure is impacted into the compression of the buffer material and the energy absorption during metal cutting through the design of the compression sleeve rod structure, broadening the application scenarios of the buffer energy-absorbing structure, especially some tensile rod-shaped structures; at the same time, a spring slider trigger device is added to the buffer energy-absorbing connection structure to ensure the triggering of the buffer energy-absorbing effect under a great impact, and does not affect the rigid connection function of the original rod-shaped structure under normal circumstances; in addition, the metal porous material has the characteristics of low density, stable buffer performance, and excellent energy absorption effect, and the energy-absorbing structure composed of filled metal sleeves has the advantages of light weight and high specific strength, and can be used in application scenarios with strict requirements on the structure quality; the design idea of combining the two buffer methods of filling metal porous materials and metal cutting in this invention can significantly improve the buffer energy-absorbing effect of the entire buffer energy-absorbing connection structure and at the same time improve its buffer energy-absorbing stability. The buffer energy-absorbing connection device adopts a distributed layout, which can greatly enhance the load-bearing capacity and effectively disperse the acting force when subjected to a high-speed impact, protecting the luggage rack from damage. The bottom bearing part of the aircraft luggage rack box is filled with a honeycomb structure to enhance the buffer effect of the box itself and prevent its own structure from being damaged. An airbag system is installed in the bottom cavity of the luggage rack structure to protect passengers from secondary injuries in case of an accident. When the sensor detects the damage signal of the buffer energy-absorbing connection structure, the controller issues an ignition signal to quickly inflate and deploy the airbag, thus playing a role in protecting passengers. This luggage rack structure has a multi-stage buffer energy-absorbing effect. The honeycomb structure is filled in the bottom cavity area of the luggage rack to achieve the first-stage energy absorption. The metal foam is crushed and the broach cuts the metal sleeve in the buffer energy-absorbing connection structure to achieve the second-stage energy absorption. The airbag quickly inflates and deploys when receiving the damage signal to achieve the third-stage energy absorption. Through multi-stage buffer energy absorption, the load received during the impact can be greatly reduced, thus ensuring the safety of passengers.

Claims

1. A distributed load-bearing triggerable buffering energy-absorbing aircraft cabin luggage rack structure, comprising a luggage rack box (4), characterized in that: The bottom cavity area of ​​the luggage rack box (4) is filled with a honeycomb structure (6) for absorbing energy, the cavity area of ​​the luggage rack box (4) is equipped with a safety airbag system, and the luggage rack box (4) is connected to the upper part of the cabin (1) via a buffering energy absorbing connection device (5); The buffer energy absorption connection device (5) comprises a sleeve (11) and a sleeve rod (12) for connecting the cabin (1) and the luggage rack box (4); the inner wall of the trigger section of the sleeve (11) is a variable cross-section; the sleeve (11) is connected to the sleeve rod (12) via a screw rod (15); the sleeve (11) is filled with metal foam (13); a broach (16) and a gasket (14) are installed on the top of the metal foam (13); the upper part of the gasket (14) is fastened by a spring (17) and a nut (18) on the screw rod (15); A spring slider trigger mechanism for absorbing energy under a great impact is also provided on the screw rod (15) at the upper part of the nut (18). The spring slider trigger mechanism is installed in the variable cross-section area of ​​the sleeve (11). The spring slider trigger mechanism is composed of a spring frame (19), a trigger spring (20) and a slider (21). The bottoms of the four cylindrical holes of the spring frame (19) are provided with grooves for positioning one end of the trigger spring (20). The rod-shaped structure at the root of the slider (21) has an annular slit, and the trigger spring (20) is sleeved and installed on the annular slit. The cross section of the slider (21) is trapezoidal and is adapted to the variable cross section of the sleeve (11); The safety airbag system comprises a displacement sensor (10) bonded to the outer wall of the buffer energy absorption connection device (5), a safety airbag assembly (8) arranged at the honeycomb structure (6), and a central electronic control device (7) arranged at the side of the luggage rack box (4); the displacement sensor (10) is used to detect the relative position of the sleeve (11) and the sleeve rod (12); a slit for the airbag to pop out and unfold is reserved at the bottom of the luggage rack box (4); and the central electronic control device (7) realizes signal communication control with the displacement sensor (10) and the safety airbag assembly (8).

2. The distributed load-bearing triggerable buffering energy-absorbing aircraft cabin luggage rack structure according to claim 1, characterized in that: The safety airbag assembly (8) comprises a gas generator, an igniter and an airbag, and the central electronic control device (7) contains a control processing system.

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