Amphibious aircraft tire burst complex condition processing method and system

Abstract

The present application belongs to the technical field of aircraft specific risk assessment, and discloses a method and system for handling complex working conditions of amphibious aircraft tire burst, comprising the following steps: drawing an angle tire fragment influence range sector diagram; partitioning the body structure in the influence area; simulating fragment generation and flight trajectory; analyzing the maximum fragment incidence angle of each partition, and correlating with the skin thickness and stringer size; selecting a typical weak area for numerical simulation under the maximum incidence angle and severe attitude to obtain impact damage results; finally, evaluating the remaining strength according to the damage results and optimizing the structure scheme. The present application solves the technical problems of low analysis and evaluation efficiency, high cost, long cycle and unsuitability for engineering application in the airworthiness compliance verification work under the conventional method of amphibious aircraft tire burst fragment mode, and is suitable for engineering application.

Description

Technical Field

[0001] This invention belongs to the field of aircraft-specific risk assessment technology, specifically relating to a method and system for handling complex conditions such as tire blowouts in amphibious aircraft. Background Technology

[0002] Tire bursts are a common aviation accident. As the only part of an aircraft in contact with the ground, tires bear enormous impact forces and ground friction during takeoff, landing, and taxiing, making them highly susceptible to bursting. The high-speed debris or powerful airflow generated by a tire burst can damage critical structures and systems such as the fuselage, wings, and landing gear; leak fuel tanks and cause fires; seriously threatening flight safety and potentially leading to catastrophic accidents. Systematic research into the hazards of tire bursts can provide important references for aircraft structural design and significantly improve aircraft safety.

[0003] Due to foreign countries' embargo on core technologies related to tire bursting research, coupled with the slow progress of early-stage research and development of large transport aircraft in China, there is a lack of research data on the hazards of tire bursting both domestically and internationally. As a result, my country's guidance on the design and airworthiness certification of specific risks associated with tire bursting is still in its initial and exploratory stages, and a systematic guideline for the design of aircraft prone to tire bursting has not yet been established.

[0004] Currently, airworthiness certification for aircraft tire blowouts in China is still limited to the relevant clauses of CCAR-25-R4. CCAR 25.571(e) requires that the aircraft must be able to successfully complete the flight after a discrete source failure; CCAR 25.729(f) only addresses equipment within the wheel well, not structures within the tire blowout zone. In 2013, EASA (European Aviation Safety Agency), based on extensive data on tire blowout accidents, issued an amendment (CS-25 Amendment 14), deleting clause 25.729(f) and adding clause 25.734, refining the tire blowout failure modes and expanding the verification scope from equipment within the wheel well to the entire aircraft structure and systems. In comparison, CS 25.734 has higher requirements and a more clearly defined tire blowout mode, sufficient to cover the requirements of the original 25.729(f).

[0005] Currently, a certain domestically produced large passenger aircraft and a certain domestically produced amphibious aircraft are the first two domestically produced transport aircraft to complete tire burst design and obtain type certificates in accordance with EASA CS 25.734 requirements. The problems encountered and the experience gained in carrying out tire burst airworthiness compliance verification work have filled the design guidelines gap in specific risk areas of tire bursts. However, due to the differences in their positioning and functions, the tire burst airworthiness compliance verification work carried out by the two aircraft is not entirely the same. The large passenger aircraft is a single-aisle narrow-body aircraft with landing gear mounted on both sides of the wings, adopting a traditional design; while the amphibious aircraft, due to its unique water take-off and landing and taxiing capabilities, has a semi-cylindrical structure on the upper part of the fuselage and a boat-shaped structure on the lower part. Due to the hydrodynamic requirements of amphibious aircraft, their hull structure cannot be interrupted. The landing gear typically employs an extended fuselage configuration that retracts to the sides of the fuselage. Influenced by the hull structure, this extended landing gear structure is significantly taller than that of land-based aircraft, resulting in a high-strut / narrow-track landing gear configuration. This unique landing gear arrangement means that in the event of a tire blowout, the high-speed ejection of tire fragments has a much wider impact range than on a large passenger aircraft, encompassing almost all of the aircraft's critical structures (including fuselage sidewalls / hull, nose landing gear bay, wings, flaps, nacelles, engine mounts, floats, etc.). The complex and numerous operating conditions presented a major challenge in the airworthiness compliance verification calculations for this amphibious aircraft.

[0006] Because there are many structural components to be verified, and each structural model is large in scale, the impact posture and angle of tire fragments vary when they collide with the structural components. The different impact angles and postures of the tire fragments within the tire burst's influence range create a complex and numerous set of operating conditions. Even using a supercomputing platform, the computation time for each operating condition often ranges from 6 to 24 hours (depending on the model size). If conventional calculation methods were used to analyze and calculate each operating condition individually, the difficulty and workload of the analysis and evaluation would be extremely high, resulting in low efficiency, high cost, and long cycles, making it unsuitable for engineering applications. Summary of the Invention

[0007] This invention addresses the problems of low efficiency, high cost, and long cycle in conventional methods of analysis and evaluation during the airworthiness compliance verification of amphibious aircraft tire burst fragmentation mode, which are unsuitable for engineering applications. It proposes a method and system for handling complex working conditions of amphibious aircraft tire burst fragmentation, which improves efficiency and has great engineering application value.

[0008] The technical solution of this invention is implemented as follows:

[0009] In a first aspect, the present invention provides a method for handling complex situations such as tire blowouts in amphibious aircraft, comprising the following steps:

[0010] Step A: Create an influence range diagram of the tire debris, and then convert the influence range diagram into an angled sector diagram;

[0011] Step B: Divide the machine structure within the area affected by tire debris into zones and establish a zoning principle;

[0012] Step C: Simulate the generation of tire debris and the trajectory of the debris after it flies out of the tire;

[0013] Step D: Find the maximum incident angle of the tire debris in each zone and obtain a statistical table of the maximum angles for each zone;

[0014] Step E: Compare the statistical table in Step D with the skin thickness and stringer dimension parameters of typical areas to obtain the maximum incident angle of tire fragments under each typical skin thickness;

[0015] Step F: Based on the stringer dimensions and skin thickness, select the weak areas of the fuselage to conduct numerical simulation analysis under the maximum incident angle of tire fragments and severe attitude, and obtain the tire burst impact damage results;

[0016] Step G: Based on the above tire burst impact damage results, take appropriate methods to assess the remaining strength of the body structure and optimize the structural scheme.

[0017] As a further technical solution of the present invention: step A specifically includes the following steps:

[0018] Step A1: Import the amphibious aircraft's external shape and landing gear digital model into the CATIA platform;

[0019] Step A2: In accordance with the requirement in CS 25.734 that "in the plane of the aircraft, debris can be thrown backward to an area at a 45-degree angle to the horizontal ground, and forward parallel to the horizontal ground", draw the tire debris impact range diagrams under different compression of the landing gear.

[0020] Step A3: Create an angled sector grid diagram of the area affected by tire debris, where each grid represents 1 degree.

[0021] As a further technical solution of the present invention: step B specifically includes the following steps:

[0022] Step B1: Import the amphibious aircraft's outline, stringer positioning lines, and frame positioning lines into the CATIA platform;

[0023] Step B2: Divide the body into sections and establish the sectioning principle: "The body is divided longitudinally according to the width of the large fragment across three long trusses, and the body is divided laterally according to one frame spacing." Divide the body into sections according to this principle and draw the section grid lines.

[0024] As a further technical solution of the present invention: when simulating the generation and launch trajectory of tire fragments in step C, it is not necessary to draw a specific size diagram of the tire fragments, but only to illustrate their trajectory.

[0025] As a further technical solution of the present invention: in step C, the tire fragments are launched along the tangent of the tire surface, and the launched fragments intersect with the four corner points of each partition grid in step B.

[0026] As a further technical solution of the present invention: step D specifically includes the following steps:

[0027] Step D1: Measure the angles between the tire debris trajectory in step C and the four corner points of each compartment of the machine body;

[0028] Step D2: Create a table in Excel, with the horizontal and vertical columns representing the frame positioning lines and stringer positioning lines of each partition in Step B, respectively. Record the maximum angle of each partition to obtain a statistical table of the maximum incident angle of tire fragments in each partition of the aircraft.

[0029] As a further technical solution of the present invention: step E specifically includes the following steps:

[0030] Step E1: Create a statistical table similar to that in Step D2 for the fuselage skin thickness and stringer dimensions;

[0031] Step E2: Compare the tables in Step D2 and Step E1 to obtain the maximum tire fragment impact angle for each typical skin thickness.

[0032] As a further technical solution of the present invention: step F specifically includes the following steps:

[0033] Step F1: Based on the stringer dimensions and skin thickness, select the weakest area of ​​the fuselage within each typical skin thickness region as the impact point of the tire debris.

[0034] Step F2: Perform numerical simulation analysis on typical areas under the maximum incident angle of tire fragments and severe attitude to obtain the tire burst impact damage results.

[0035] As a further technical solution of the present invention: the severe posture of the tire fragments in step F can be obtained from typical skin impact tests and verified by combining the numerical simulation analysis results of the various postures of the tire fragments.

[0036] The attitudes include face impact, corner impact, and edge impact.

[0037] Secondly, the present invention provides a system for handling complex situations involving tire blowouts in amphibious aircraft, comprising:

[0038] One or more processors;

[0039] Memory, used to store one or more computer programs;

[0040] When the one or more computer programs are executed by the one or more processors, the system enables the following functional modules:

[0041] The influence range diagram generation module is used to generate an influence range diagram of the tire debris and to convert the influence range diagram into an angled sector diagram.

[0042] The structural partitioning module is used to partition the body structure within the influence range of tire debris, and complete the partitioning based on preset partitioning principles.

[0043] The debris trajectory simulation module is used to simulate the generation of tire debris and the trajectory of the debris after it flies off the tire, and to generate a trajectory diagram.

[0044] The maximum incident angle analysis module is used to find and calculate the maximum incident angle of tire fragments in each zone and generate a statistical table of the maximum incident angle of each zone.

[0045] The skin impact resistance correlation module is used to compare the maximum incident angle statistics table with the skin thickness and stringer size parameters of typical areas to obtain the maximum incident angle of tire fragments under each typical skin thickness.

[0046] The numerical simulation and damage assessment module is used to select weak areas of the fuselage based on stringer size parameters and skin thickness, and conduct numerical simulation analysis of tire fragments under maximum incident angle and severe attitude to obtain tire burst impact damage results.

[0047] The optimization scheme generation module is used to evaluate the remaining strength of the body structure based on the tire burst impact damage results and generate corresponding body structure optimization schemes.

[0048] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0049] 1. This invention effectively solves the technical problems of low efficiency, high cost, and long cycle in the conventional analysis and evaluation of amphibious aircraft in the tire burst fragmentation mode, which are not suitable for engineering applications. The process is clear and straightforward.

[0050] 2. The method of the present invention has fewer steps and is simple to operate. It can effectively shorten the time of numerical simulation and engineering calculation, save research and development costs, and greatly improve the efficiency of engineering calculation. It has great practical application value.

[0051] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0052] Figure 1 This is a sector diagram showing the influence range of the tire fragment angle in an embodiment of the present invention;

[0053] Figure 2 This is a schematic diagram of the simulated tire debris generation and trajectory in an embodiment of the present invention;

[0054] Figure 3 This is a schematic diagram of the fuselage side structure partitions and the maximum incident angle of each partition in an embodiment of the present invention.

[0055] Figure 4 for Figure 3 A magnified view of the selected area;

[0056] Figure 5 This is a schematic diagram illustrating the damage to the side of the fuselage after being subjected to severe impact from tire debris in an embodiment of the present invention.

[0057] The following are the labels in the attached diagram: 1. Main landing gear tire, 2. Area affected by large tire debris, 3. Side of fuselage, 4. Wing, 5. Flaps, 6. Nacelle and engine mounts. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the present invention...

[0059] All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0060] The features and illustrative embodiments of various aspects of the present invention will now be described in detail. Numerous specific details are set forth in the following detailed description to provide a thorough understanding of the invention. However, it will be apparent to those skilled in the art that the invention may be practiced without requiring some of these specific details. The following description of embodiments is merely intended to provide a better understanding of the invention by illustrating examples of the invention. The invention is by no means limited to any specific setups and methods set forth below, but covers any improvements, substitutions, and modifications to structures, methods, and devices without departing from the spirit of the invention. Well-known structures and techniques are not shown in the drawings and the following description to avoid unnecessarily obscuring the invention.

[0061] It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other, and the various embodiments can be referenced and cited from each other.

[0062] The following is in conjunction with the appendix Figure 1-5 The embodiments of the present invention will be described in detail below. Example 1

[0063] This invention discloses a method for handling complex situations such as tire blowouts in amphibious aircraft, which includes the following steps:

[0064] Step A: Create an influence range diagram of the tire debris, and then convert the influence range diagram into an angled sector diagram;

[0065] Step B: Divide the machine structure within the area affected by tire debris into zones and establish a zoning principle;

[0066] Step C: Simulate the generation of tire debris and the trajectory of the debris after it flies out of the tire;

[0067] Step D: Find the maximum incident angle of the tire debris in each zone and obtain a statistical table of the maximum angles for each zone;

[0068] Step E: Compare the statistical table in Step D with the skin thickness and stringer dimension parameters of typical areas to obtain the maximum incident angle of tire fragments under each typical skin thickness;

[0069] Step F: Based on the stringer dimensions and skin thickness, select the weak areas of the fuselage to conduct numerical simulation analysis under the maximum incident angle of tire fragments and severe attitude, and obtain the tire burst impact damage results;

[0070] Step G: Based on the above tire burst impact damage results, take appropriate methods to assess the remaining strength of the body structure and optimize the structural scheme.

[0071] Furthermore, in step A, the influence range diagram of the tire debris is made in accordance with the requirements of CS 25.734, which states that "in the wheel plane, debris can be thrown backward to an area at a 45-degree angle to the horizontal ground, and forward parallel to the horizontal ground." The influence range diagram is made into an angled sector grid diagram, where each grid is 1 degree.

[0072] Furthermore, in step B, a partitioning principle was established: "The body is divided longitudinally according to the width of the large fragment across three long trusses, and the body is divided laterally according to a frame spacing" to partition the body structure, and the partition grid lines were drawn.

[0073] Furthermore, in step C, it is not necessary to draw a detailed size diagram of the tire fragments; only their trajectory needs to be indicated. The tire fragments should be launched along the tangent of the tire surface, and the launched fragments should intersect with the four corner points of each partitioned grid in step B.

[0074] Furthermore, in step D, the angles at the intersection points of the tire debris trajectory and the four corner points of each compartment of the aircraft in step C are measured; a table is created in Excel, with the horizontal and vertical axes representing the frame positioning lines and stringer positioning lines of each compartment in step B, respectively, and the maximum angle of each compartment is recorded to obtain a statistical table of the maximum incident angles of tire debris in each compartment of the aircraft.

[0075] Furthermore, in step E, the maximum tire fragment impact angle is obtained for each typical skin thickness by referring to the parameters of the fuselage skin thickness and stringer dimensions.

[0076] Furthermore, in step F, referring to the stringer dimensions and skin thickness, the weakest area of ​​the fuselage within each typical skin thickness region is selected as the tire fragment impact point. Numerical simulation analysis is performed on the typical region under the maximum incident angle of the tire fragment and the severe posture to obtain the tire burst impact damage results. Among them, the severe posture of the tire fragment can be obtained from typical skin impact tests and verified by combining the numerical simulation analysis results of various postures of the tire fragment (surface impact, corner impact, edge impact). Example 2

[0077] like Figure 1-5 As shown, this is the complex handling process of the side of the fuselage after being hit by tire debris.

[0078] The present invention provides a method for handling complex situations involving tire blowouts in amphibious aircraft. The specific implementation process is as follows:

[0079] Step A: Draw the fan-shaped influence range of the tire debris band angle of the main tire 1. Figure 2 Each grid represents 1 degree, such as Figure 1 As shown.

[0080] Step B: Simulate the generation of tire debris and the trajectory of the debris after it leaves the tire, as shown in the image. Figure 2 As shown;

[0081] Step C: Divide the fuselage side structure 3 within the influence range of the tire debris into zones, establishing a zoning principle: "The fuselage longitudinally spans three long stringers according to the width of the large debris, and the fuselage transversely follows a frame spacing." Divide the fuselage structure according to the above principle and draw the zoning grid lines, such as... Figure 3 and 4 As shown.

[0082] Step D: Find the maximum incident angle of the tire fragments in each zone and obtain the maximum angle statistics table for each zone, as shown in Table 1 below.

[0083]

[0084] Step E: Compare the statistical tables and typical area skin thickness and stringer dimensions from Step D to obtain the maximum incident angle of tire fragments for each typical skin thickness, as shown in Tables 1 and 2. Step F: Referring to the stringer dimensions and skin thickness, select weak areas of the fuselage for numerical simulation analysis of the maximum incident angle of tire fragments and under severe attitude conditions to obtain the tire burst impact damage results, as shown in Tables 1 and 2. Figure 5 As shown.

[0085]

[0086] Regarding the fuselage side 3, from step A ( Figure 1 As can be seen, the incident angle of the tire fragment impacting the side of the fuselage is much less than 90 degrees. According to the fuselage skin thickness parameters in step E (Table 2), the side structure of the fuselage is relatively weak. In this case, if the tire fragment is directly impacted at the most severe angle of 90 degrees, the calculation is too conservative. Therefore, it is necessary to screen the maximum incident angle under the skin thickness of typical areas on the side of the fuselage.

[0087] In steps D and E, the specific partitions of the fuselage side and the angle diagram of the impact zone are used ( Figure 3 Based on the skin thickness and stringer dimensions, the side skin thicknesses are 1.2mm, 1.4mm, 1.6mm, 1.8mm, and 2.54mm (Table 2). The maximum incident angle of tire fragments is 43 degrees, occurring in the 2.54mm skin thickness region. According to the skin thickness parameters, the weakest area of ​​the fuselage within each typical skin thickness region is selected as the tire fragment impact point, yielding the tire burst impact damage results. Figure 5 ).

[0088] The selection of the severe attitude of the fragments can be obtained by combining impact tests of typical components and numerical simulation analysis (based on the structural damage results after impact, combined with the structural stress cloud map at the lowest point of fragment velocity, and the structural plastic strain cloud map at the moment of impact completion).

[0089] The method for handling complex conditions caused by tire explosion of amphibious aircraft described herein is only based on the method for handling the condition after the fuselage side 3 is subjected to severe impact from tire fragments in Example 1. For the handling method of complex conditions after other major structures of the fuselage (such as wings 4, flaps 5, nacelles and engine mounts 6, etc.) within the influence range of tire fragments are subjected to tire fragments, Example 1 can be referred to.

[0090] The method for handling complex situations involving tire blowouts in amphibious aircraft is described above. The influence range diagram of the tire fragments is derived from CS 25.734.

[0091] The method for handling complex tire bursting conditions of amphibious aircraft was approved by the reviewing party in the tire bursting airworthiness compliance verification work carried out on a certain amphibious aircraft. Example 3

[0092] This invention provides a system for handling complex tire blowout situations in amphibious aircraft, comprising:

[0093] One or more processors;

[0094] Memory, used to store one or more computer programs;

[0095] When the one or more computer programs are executed by the one or more processors, the system enables the following functional modules:

[0096] The influence range diagram generation module is used to generate an influence range diagram of the tire debris and to convert the influence range diagram into an angled sector diagram.

[0097] The structural partitioning module is used to partition the body structure within the influence range of tire debris, and complete the partitioning based on preset partitioning principles.

[0098] The debris trajectory simulation module is used to simulate the generation of tire debris and the trajectory of the debris after it flies off the tire, and to generate a trajectory diagram.

[0099] The maximum incident angle analysis module is used to find and calculate the maximum incident angle of tire fragments in each zone and generate a statistical table of the maximum incident angle of each zone.

[0100] The skin impact resistance correlation module is used to compare the maximum incident angle statistics table with the skin thickness and stringer size parameters of typical areas to obtain the maximum incident angle of tire fragments under each typical skin thickness.

[0101] The numerical simulation and damage assessment module is used to select weak areas of the fuselage based on stringer size parameters and skin thickness, and conduct numerical simulation analysis of tire fragments under maximum incident angle and severe attitude to obtain tire burst impact damage results.

[0102] The optimization scheme generation module is used to evaluate the remaining strength of the body structure based on the tire burst impact damage results and generate corresponding body structure optimization schemes. Example 4

[0103] This invention provides a system for handling complex tire blowout situations in amphibious aircraft, comprising:

[0104] Hardware infrastructure platform, including computing server clusters, data storage arrays and user terminals;

[0105] The system software layer, deployed on the aforementioned hardware platform, includes the operating system and database management system;

[0106] The application functionality layer consists of multiple functional modules deployed on the system software layer, including:

[0107] The working condition parameter input module is used to configure and receive the initial working condition parameters of tire burst, including tire model, initial internal pressure, burst location, aircraft speed, water contact load and water surface load.

[0108] The debris impact domain modeling module, based on the initial working condition parameters, dynamically calculates the scattering boundary of tire debris through a physics engine and automatically generates a dynamic fan-shaped impact map with the blast point as the vertex and covering the potential threat area.

[0109] The intelligent structural partitioning module automatically performs mesh division and region encoding on the body structure within the dynamic sector influence map according to a preset multi-partitioning strategy; the multi-partitioning strategy includes at least partitioning based on structural load-bearing characteristics and partitioning based on maintenance accessibility.

[0110] The debris trajectory simulation module simulates the entire process of tire debris generation, tearing, and scattering based on the CATIA platform, and outputs debris trajectory, velocity, and energy data.

[0111] The threat angle calculation module traverses all debris trajectory data within each structural partition, calculates and records the incident angle of the impact point through vector calculation, and finally generates a statistical table of the maximum incident angle-energy for each partition.

[0112] The structural impact resistance database pre-stores structural parameters for typical areas of the amphibious aircraft, including skin thickness, stringer type, spacing, and connection type.

[0113] The damage prediction and assessment module is used to match the maximum incident angle-energy statistics table of each partition with the structural impact resistance correlation database, and call the built-in explicit dynamic solver to perform high-fidelity numerical simulation on the selected weak areas of the body, and output damage results including perforation size, crack propagation, stringer deformation and connection failure mode.

[0114] The optimization and repair decision module has an embedded optimization scheme knowledge base, which is used to automatically match and recommend one or more optimization schemes based on the damage results, and generate a repair guidance document containing a material list, process requirements and estimated working hours.

[0115] Furthermore, the multi-zone strategy also includes zoning based on route economy. The zoning principle is as follows: key avionics equipment compartments and fuel system compartments located within the affected area and for which repair shutdowns would result in high economic losses are independently coded and highlighted.

[0116] Furthermore, when the optimization and repair decision module recommends an optimization scheme, it will initiate a reinforcement design iteration process in parallel: this process feeds back the damage results to the intelligent structure partitioning module, and through iterative optimization algorithms, under the premise of meeting weight constraints, recommends a scheme to thicken the skin of the weak area, add impact-resistant composite material lay-up, or optimize the stringer connection form, and generates a structural improvement proposal.

[0117] Furthermore, the system also includes a virtual verification and training module, which loads the repair guidance document and simulates the entire repair operation process in a three-dimensional visual environment in a virtual reality environment, providing interactive operation training and assessment for maintenance personnel.

[0118] Furthermore, the operating condition parameter input module supports receiving real-time workstation data from the aircraft final assembly line and historical tire inspection data from field maintenance, in order to correct and personalize the initial operating condition parameters.

[0119] Thus, the objective of this invention has been achieved.

[0120] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for handling complex situations such as tire blowouts in amphibious aircraft, characterized in that, Includes the following steps: Step A: Create an influence range diagram of the tire debris, and then convert the influence range diagram into an angled sector diagram; Step B: Divide the machine structure within the area affected by tire debris into zones and establish a zoning principle; Step C: Simulate the generation of tire debris and the trajectory of the debris after it flies out of the tire; Step D: Find the maximum incident angle of the tire debris in each zone and obtain a statistical table of the maximum angles for each zone; Step E: Compare the statistical table in Step D with the skin thickness and stringer dimension parameters of typical areas to obtain the maximum incident angle of tire fragments under each typical skin thickness; Step F: Based on the stringer dimensions and skin thickness, select the weak areas of the fuselage to conduct numerical simulation analysis under the maximum incident angle of tire fragments and severe attitude, and obtain the tire burst impact damage results. Step G: Based on the above tire burst impact damage results, take appropriate methods to assess the remaining strength of the body structure and optimize the structural scheme.

2. The method for handling complex situations such as tire blowouts in amphibious aircraft according to claim 1, characterized in that, Step A specifically includes the following steps: Step A1: Import the amphibious aircraft's external shape and landing gear digital model into the CATIA platform; Step A2: In accordance with the requirement in CS 25.734 that "in the plane of the aircraft, debris can be thrown backward to an area at a 45-degree angle to the horizontal ground, and forward parallel to the horizontal ground", draw the tire debris impact range diagrams under different compression of the landing gear. Step A3: Create an angled sector grid diagram of the area affected by tire debris, where each grid represents 1 degree.

3. The method for handling complex situations such as tire blowouts in amphibious aircraft according to claim 1, characterized in that, Step B specifically includes the following steps: Step B1: Import the amphibious aircraft's outline, stringer positioning lines, and frame positioning lines into the CATIA platform; Step B2: Divide the body into sections and establish the sectioning principle: "The body is divided longitudinally according to the width of the large fragment across three long trusses, and the body is divided laterally according to one frame spacing." Divide the body into sections according to this principle and draw the section grid lines.

4. The method for handling complex situations such as tire blowouts in amphibious aircraft according to claim 1, characterized in that, In step C, when simulating the generation and trajectory of tire fragments, it is not necessary to draw a specific size diagram of the tire fragments; it is only necessary to illustrate their trajectory.

5. A method for handling complex situations involving tire blowouts on amphibious aircraft according to claim 4, characterized in that, In step C, the tire fragments must be launched along the tangent of the tire surface, and the launched fragments intersect with the four corner points of each partition grid in step B.

6. The method for handling complex situations such as tire blowouts in amphibious aircraft according to claim 1, characterized in that, Step D specifically includes the following steps: Step D1: Measure the angles at which the tire debris trajectories from step C intersect with the four corner points of each compartment of the machine body; Step D2: Create a table in Excel, with the horizontal and vertical columns representing the frame positioning lines and stringer positioning lines of each partition in Step B, respectively. Record the maximum angle of each partition to obtain a statistical table of the maximum incident angle of tire fragments in each partition of the aircraft.

7. A method for handling complex situations involving tire blowouts on amphibious aircraft according to claim 6, characterized in that, Step E specifically includes the following steps: Step E1: Create a statistical table similar to that in Step D2 for the fuselage skin thickness and stringer dimensions; Step E2: Compare the tables in Step D2 and Step E1 to obtain the maximum tire fragment impact angle for each typical skin thickness.

8. A method for handling complex situations involving tire blowouts on amphibious aircraft according to claim 1, characterized in that, Step F specifically includes the following steps: Step F1: Based on the stringer dimensions and skin thickness, select the weakest area of ​​the fuselage within each typical skin thickness region as the impact point of the tire debris. Step F2: Perform numerical simulation analysis on typical areas under the maximum incident angle of tire fragments and severe attitude to obtain the tire burst impact damage results.

9. A method for handling complex situations involving tire blowouts on amphibious aircraft according to claim 8, characterized in that, The severe posture of the tire fragments in step F can be obtained from typical skin impact tests and verified by combining the numerical simulation analysis results of the various postures of the tire fragments. The attitudes include face impact, corner impact, and edge impact.

10. A system for handling complex situations involving tire blowouts on amphibious aircraft, characterized in that, include: One or more processors; Memory, used to store one or more computer programs; When the one or more computer programs are executed by the one or more processors, the system enables the following functional modules: The influence range diagram generation module is used to generate an influence range diagram of the tire debris and to convert the influence range diagram into an angled sector diagram. The structural partitioning module is used to partition the body structure within the influence range of tire debris, and complete the partitioning based on preset partitioning principles. The debris trajectory simulation module is used to simulate the generation of tire debris and the trajectory of the debris after it flies off the tire, and to generate a trajectory diagram. The maximum incident angle analysis module is used to find and calculate the maximum incident angle of tire fragments in each zone and generate a statistical table of the maximum incident angle of each zone. The skin impact resistance correlation module is used to compare the maximum incident angle statistics table with the skin thickness and stringer size parameters of typical areas to obtain the maximum incident angle of tire fragments under each typical skin thickness. The numerical simulation and damage assessment module is used to select weak areas of the fuselage based on stringer size parameters and skin thickness, and conduct numerical simulation analysis of tire fragments under maximum incident angle and severe attitude to obtain tire burst impact damage results. The optimization scheme generation module is used to generate corresponding body structure optimization schemes based on the tire burst impact damage results.

Images