A helicopter crashworthy seat with 95% crash survival

Abstract

This application discloses a helicopter crash-resistant seat with a 95% crashworthiness rate, belonging to the technical field of helicopter seats. It includes a frame and a seat basin. The frame includes two legs, each with a groove on its inner side. An upper slider and a lower slider are vertically mounted on the legs via these grooves, both fixedly connected to the seat basin. A height adjustment plate and an energy-absorbing plate are installed within the grooves. The bottom end of the energy-absorbing plate is fixedly connected to the bottom end of the height adjustment plate, and the top end is fixedly connected to the lower slider. The width of the energy-absorbing plate gradually increases along its stretching direction until it reaches its maximum value and then remains constant. A horizontally arranged crossbeam is installed between the two legs, with two assist springs fixed to the bottom surface of the crossbeam. The bottom ends of the assist springs are fixedly connected to the seat basin. This application can accommodate light-weight passengers, preventing spinal overload, and accommodate heavy-weight passengers, preventing insufficient cushioning that could lead to a fatal impact and rebound.

Description

Technical Field

[0001] This application relates to the technical field of helicopter seats, and in particular to a helicopter crash-resistant seat with a 95% crashworthiness rate. Background Technology

[0002] Helicopter crash seats are core equipment for ensuring the survival of occupants in crash accidents. They absorb the impact energy of a crash, control the peak load transmitted to the occupants, and protect critical parts such as the spine from fatal injuries.

[0003] Currently, helicopter crash-resistant seats both domestically and internationally generally adopt a design scheme with fixed energy absorption parameters. This means that the energy absorption capacity and load control threshold of the seat are determined based on the weight and tolerance limit of the 50th percentile male occupant (effective weight of approximately 74.9 kg) in order to meet the survival rate requirements of this benchmark occupant under standard crash conditions.

[0004] However, there is a significant difference in the weight of helicopter occupants, ranging from the 3rd percentile of lightest occupants to the 98th percentile of heaviest occupants—a weight difference of more than double. When dealing with occupants of different weights, the load-bearing energy absorber's starting load is relatively too high for light occupants, causing them to experience excessive impact overload in the initial stages of the crash, resulting in fatal injuries such as spinal compression fractures. For heavy occupants, the energy absorber's absorption capacity is insufficient, and the occupant's kinetic energy cannot be fully absorbed within the limited travel distance, causing the seat basin to hit the ground rigidly and rebound, also resulting in fatal consequences. Summary of the Invention

[0005] To address the issues of excessive overload on lighter weights and insufficient cushioning on heavier weights during crashes, this application provides a helicopter crash-resistant seat with a 95% crashworthiness rate.

[0006] The helicopter crash-resistant seat with a 95% crashworthiness rate provided in this application adopts the following technical solution: A helicopter crash-resistant seat with a 95% crashworthiness rate includes a frame and a seat basin. The frame includes two legs, each with a groove on its inner side. An upper slider and a lower slider are vertically mounted on the legs via the grooves. Both the upper and lower sliders are fixedly connected to the seat basin. A height adjustment plate and an energy-absorbing plate are installed within the grooves. The bottom end of the energy-absorbing plate is fixedly connected to the bottom end of the height adjustment plate, and the top end of the energy-absorbing plate is fixedly connected to the lower slider. The width of the energy-absorbing plate gradually increases along its stretching direction to a maximum value and then remains constant. A height adjustment assembly for adjusting the height of the height adjustment plate is provided on the legs. A horizontally arranged crossbeam is installed between the two legs, and two assist springs are fixed to the bottom surface of the crossbeam. The bottom ends of the assist springs are fixedly connected to the seat basin.

[0007] By adopting the above technical solution, the structural design of the energy-absorbing plate gradually increasing in width along the stretching stroke direction to a maximum value and then maintaining a constant width achieves passive adaptive variable load energy absorption. In the initial stage of the impact, the energy-absorbing plate is narrower and has a smaller absorption capacity, which is suitable for light-weight occupants to avoid excessive spinal overload. As the impact stroke increases, the width of the energy-absorbing plate gradually increases and the absorption capacity increases accordingly, which is suitable for heavy-weight occupants to avoid insufficient cushioning leading to a "bottoming out" and rebound that could cause fatal injuries. The vertical sliding guide structure of the upper and lower sliders and the slide groove ensures that the seat pan moves smoothly downward along a fixed trajectory during the impact, with a clear energy absorption path and controllable energy dissipation. The assist spring can not only help the occupant lift the seat to reduce the operating force during normal use, but also help the seat pan return to its original position after the impact energy absorption stroke, facilitating the occupant's rapid escape.

[0008] Preferably, transition pieces are fixed at both ends of the crossbeam, and the transition pieces are fixedly connected to the chair legs by bolts. A horizontally arranged pull rod is installed between the two chair legs, and a cross-arranged diagonal pull rod is installed between the two chair legs. The top end of the diagonal pull rod is fixedly connected to the transition piece, and the bottom end of the diagonal pull rod is fixedly connected to the bottom end of the chair leg.

[0009] By adopting the above technical solutions, the transition piece reliably connects the crossbeam and the chair legs, allowing the impact load to be transferred to the chair legs in an orderly manner through the crossbeam and transition piece, with a clear and unambiguous transfer path. The pull rod forms a lateral constraint between the bottom of the two chair legs, effectively preventing the chair legs from undergoing outward deformation under lateral impact loads, which could lead to frame instability. The intersecting diagonal braces form multiple triangular stabilizing structures between the chair legs, significantly improving the overall torsional and bending stiffness of the frame, ensuring that the main load-bearing components of the frame do not undergo plastic deformation or fracture under the stringent static test load specified in GJB3838, thus providing a complete safe survival space for the occupants.

[0010] Preferably, the inclined tie rod and the pull rod are made of titanium alloy.

[0011] By adopting the above technical solutions, the tie rods and down tie rods are made of titanium alloy, which effectively reduces the weight of the seat while ensuring the overall strength and stability of the frame, thus reducing the adverse effects on the helicopter's load performance and fuel economy. At the same time, titanium alloy has excellent corrosion resistance and can adapt to the complex environment that may exist in the helicopter cabin, such as humidity and salt spray, which significantly extends the service life and maintenance interval of the seat and meets the stringent requirements of aviation equipment for reliability, maintainability and supportability.

[0012] Preferably, the bottom end of the chair leg is fixed with a front chair leg lock and a rear chair leg lock. Both the front chair leg lock and the rear chair leg lock are slidably engaged with the slide rail on the machine. The rear chair leg lock is equipped with a spring pin, which can be inserted into the insertion hole of the slide rail on the machine to lock the front and rear position of the seat.

[0013] By adopting the above technical solution, the front and rear leg locks are flexibly adjusted in the fore-and-aft position of the seat by sliding with the onboard rail, which can adapt to the driving posture needs of pilots of different heights and leg lengths. The spring pin is inserted into the onboard rail socket to lock the seat. The structure is simple, easy to operate, and the lock is firm and reliable, ensuring that the seat position does not move unexpectedly during flight.

[0014] Preferably, the height adjustment assembly includes a pin, a guide sleeve is fixedly inserted through the side of the chair leg, the pin is slidably installed in the guide sleeve in the horizontal direction, and a plurality of adjustment holes are opened on the side of the height adjustment plate, the plurality of adjustment holes are arranged at equal intervals in the vertical direction, and the pin can be inserted into the adjustment holes.

[0015] By adopting the above technical solution, the pin is inserted into the adjustment holes of different heights on the height adjustment plate, realizing precise adjustment of the seat height in multiple positions. The horizontal sliding structure of the pin and guide sleeve has a strong load-bearing capacity in the locked state and will not be accidentally unlocked due to the weight of the occupant or impact, ensuring absolute safety after height adjustment.

[0016] Preferably, an abutment spring is installed inside the guide sleeve, one end of the abutment spring abuts against the inner wall of the guide sleeve, and the other end of the abutment spring abuts against the pin.

[0017] By adopting the above technical solution, an abutment spring is installed inside the guide sleeve, so that the spring always applies an elastic force to the pin shaft in the direction of the height adjustment plate, ensuring that the pin shaft is reliably kept in the locked state of the insertion adjustment hole when there is no external force operation, effectively preventing the pin shaft from accidentally falling out due to helicopter flight vibration and causing safety accidents.

[0018] Preferably, an armrest is installed on the side of one of the chair legs, and an adjustment handle is installed below the armrest. Two steel wire ropes are fixed to the end of the adjustment handle, and the steel wire ropes correspond one-to-one with the pins. The other end of the steel wire ropes is fixedly connected to the end of the corresponding pin. A guide shell is installed at the end of the guide sleeve, and a guide wheel is installed inside the guide shell. The steel wire ropes pass around the guide wheel.

[0019] By adopting the above technical solution, a single wrench can simultaneously control the pins of both chair legs via a steel wire rope, achieving synchronous unlocking on both sides. This ensures left-right balance during seat height adjustment, preventing jamming or tilting. The steel wire rope transmits the lever force of the adjustment handle to the pins for remote unlocking. The guide wheel allows the steel wire rope to rotate 90°, adapting the transmission path to the compact interior space of the seat and avoiding interference with other components. It also reduces frictional resistance at the bends of the steel wire rope, making the operation of the adjustment handle easier and smoother.

[0020] Preferably, a protective sleeve is installed between the guide shell and the adjusting handle, and the protective sleeve is fitted around the outer periphery of the wire rope.

[0021] By adopting the above technical solution, the protective sleeve is wrapped around the outer perimeter of the steel wire rope, which isolates the steel wire rope from direct contact and friction with the metal components inside the seat. This effectively prevents the steel wire rope from wearing, rusting, or tangling during long-term use and repeated adjustments, ensuring the long-term reliability and service life of the transmission system. The protective sleeve also constrains and guides the steel wire rope, preventing it from swinging randomly during flight vibrations and seat adjustments and interfering with other components. This also facilitates daily inspection, maintenance, and troubleshooting.

[0022] Preferably, the chair basin is made of carbon fiber composite material, which includes an outer woven prepreg and an inner unidirectional prepreg. The inner unidirectional prepreg is laid in an alternating pattern at 0°, 90°, and ±45° angles. The outer woven prepreg is WP-7011 woven prepreg, and the inner unidirectional prepreg is USN15000 unidirectional prepreg.

[0023] By adopting the above technical solution, the seat basin is made of carbon fiber composite material, which has a density much lower than that of aerospace aluminum alloy, significantly reducing the overall weight of the seat. The unidirectional prepreg is laid in staggered layers at 0°, 90°, and ±45°, so that the seat basin has balanced strength and stiffness in all directions, achieving optimal load-bearing capacity under multi-directional stress. The outer WP-7011 woven prepreg has good surface wear resistance and impact toughness, resisting friction and wear when passengers enter and exit the seat daily, while the inner USN15000 unidirectional prepreg provides directional load-bearing strength.

[0024] Preferably, the chair basin is equipped with a headrest, a backrest, a seat cushion, and a five-point safety belt. The headrest, the backrest, and the seat cushion are all composed of polyurethane foam, fireproof cloth, and decorative cloth layered in sequence. The headrest, the backrest, and the seat cushion are detachably attached to the chair basin by adhesive hook and loop fasteners.

[0025] By adopting the above technical solutions, polyurethane foam combines elasticity and energy absorption properties, providing a soft and comfortable riding experience while also acting as a secondary buffer layer to absorb some of the impact energy during a crash. Fireproof cloth wrapped around the polyurethane foam plays a role in flame retardancy and isolation in the event of a cabin fire after a crash, slowing the spread of fire and buying valuable time for occupants to escape. Adhesive-backed hook and loop fasteners allow for tool-free quick assembly and disassembly of the seat cushion and seat base, and can be quickly replaced when the cushion is worn or soiled, greatly improving the maintainability of the seat. Compared with the four-point seat belt, the five-point seat belt adds a crotch restraint point, which more reliably restrains the occupant in the seat during a crash, effectively preventing the occupant from slipping out from under the seat belt and ensuring that the energy absorber works accurately according to the designed stroke.

[0026] In summary, this application includes at least one of the following beneficial technical effects: The structural design of the energy-absorbing plate, which gradually increases in width along the stretching stroke direction to a maximum value and then remains constant, achieves passive adaptive variable load energy absorption. In the initial stage of the impact, the width of the energy-absorbing plate is narrow and the absorption capacity is small, which is suitable for light-weight occupants to avoid excessive spinal overload. As the impact stroke increases, the width of the energy-absorbing plate gradually increases and the absorption capacity increases accordingly, which is suitable for heavy-weight occupants to avoid insufficient cushioning and a fatal rebound. The vertical sliding guide structure of the upper and lower sliders and the slide groove ensures that the seat pan moves smoothly downward along a fixed trajectory during the impact, with a clear energy absorption path and controllable energy dissipation. The assist spring can not only help the occupant lift the seat to reduce the operating force during normal use, but also help the seat pan return to its original position after the impact energy absorption stroke, facilitating the occupant's rapid escape. The transition piece reliably connects the crossbeam and the chair legs, allowing the impact load to be transferred to the chair legs in an orderly manner through the crossbeam and transition piece, with a clear and unambiguous transfer path. The pull rod forms a lateral constraint between the bottom of the two chair legs, effectively preventing the chair legs from deforming outward under lateral impact loads and causing the frame to become unstable. The intersecting diagonal braces form multiple triangular stabilizing structures between the chair legs, significantly improving the overall torsional and bending stiffness of the frame, ensuring that the main load-bearing components of the frame do not undergo plastic deformation or fracture under the stringent static test load specified in GJB3838, providing a complete safe survival space for the occupants. By utilizing the sliding cooperation between the front and rear leg locks and the aircraft slide rails, the seat's fore-and-aft position can be flexibly adjusted to accommodate the driving posture needs of pilots of different heights and leg lengths. The spring pin is inserted into the slide rail socket to lock the seat. The structure is simple, easy to operate, and the lock is firm and reliable, ensuring that the seat position does not move unexpectedly during flight. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of a helicopter crash-resistant seat with a 95% crashworthiness rate according to an embodiment of this application.

[0028] Figure 2 This is a schematic diagram of the skeleton structure of a helicopter crash-resistant seat with a 95% crash-resistant survival rate according to an embodiment of this application.

[0029] Figure 3 This is a schematic diagram of the height adjustment plate and energy absorption plate in the helicopter crash-resistant seat with a 95% crashworthiness rate according to an embodiment of this application.

[0030] Figure 4 This is a schematic diagram of the structure of the shaft and altitude adjustment plate in the helicopter crash-resistant seat with a 95% crashworthiness rate according to an embodiment of this application.

[0031] Figure 5 This is a schematic diagram of the height adjustment component in a helicopter crash-resistant seat with a 95% crashworthiness rate, according to an embodiment of this application.

[0032] Reference numerals: 1. Frame; 11. Chair leg; 12. Slide rail; 13. Upper slider; 14. Lower slider; 15. Front chair leg lock; 16. Rear chair leg lock; 17. Spring pin; 18. Armrest; 2. Crossbeam; 21. Transition piece; 22. Power spring; 23. Diagonal tie rod; 24. Lower tie rod; 3. Energy-absorbing plate; 31. Height adjustment plate; 32. Adjustment hole; 4. Height adjustment assembly; 41. Adjustment handle; 42. Steel wire rope; 43. Pin; 44. Guide sleeve; 45. Guide shell; 46. Guide wheel; 47. Abutment spring; 48. Protective cover; 5. Seat basin; 51. Headrest cushion; 52. Backrest cushion; 53. Seat cushion; 54. Five-point safety belt; 55. Cup holder. Detailed Implementation

[0033] The following is in conjunction with the appendix Figure 1-5 This application will be described in further detail.

[0034] This application discloses a helicopter crash-resistant seat with a 95% crashworthiness rate.

[0035] Reference Figure 1 A helicopter crash-resistant seat with a 95% crashworthiness rate includes a frame 1 and a seat basin 5, with the seat basin 5 made of carbon fiber composite material. The carbon fiber composite material includes an outer woven prepreg and an inner unidirectional prepreg. The outer woven prepreg is WP-7011 woven prepreg, and the inner unidirectional prepreg is USN15000 unidirectional prepreg. The inner unidirectional prepreg is laid in an alternating layup at 0°, 90°, and ±45° angles.

[0036] The seat basin 5 is made of carbon fiber composite material, hot-pressed into shape using a mold. Its density is much lower than that of aerospace aluminum alloy, significantly reducing the overall weight of the seat. The unidirectional prepreg is laid in an alternating pattern at the aforementioned angles, ensuring that the seat basin 5 has balanced strength and stiffness in all directions, achieving optimal load-bearing capacity under multi-directional stress. The outer WP-7011 woven prepreg has good surface abrasion resistance and impact toughness, resisting friction and wear from daily entry and exit of occupants, while the inner USN15000 unidirectional prepreg provides directional load-bearing strength.

[0037] Reference Figure 1 The seat basin 5 is equipped with a headrest 51, a backrest 52, a seat cushion 53, and a five-point safety harness 54. The headrest 51, backrest 52, and seat cushion 53 are all composed of layers of polyurethane foam, fire-resistant fabric, and decorative fabric. The polyurethane foam combines elasticity and energy absorption properties, providing a soft and comfortable seating experience while also acting as a secondary buffer layer to absorb some of the impact energy during a crash. The fire-resistant fabric, wrapped around the polyurethane foam, acts as a flame retardant and isolator in the event of a cabin fire after a crash, slowing the spread of fire and buying valuable time for occupants to escape. The decorative fabric, as the outermost layer of the seat cushion, enhances durability and aesthetics.

[0038] Reference Figure 1 The headrest cushion 51, backrest cushion 52, and seat cushion 53 are detachably attached to the seat basin 5 using adhesive hooks and loops. The seat cushion 53 can be quickly replaced when worn or soiled, significantly improving the seat's maintainability. The five-point harness 54, compared to the four-point harness, adds a crotch restraint point, more reliably restraining the occupant within the seat during a crash and effectively preventing the occupant from slipping out from under the seatbelt.

[0039] Reference Figure 1 The frame 1 includes two chair legs 11, which are respectively arranged on both sides of the bottom of the chair basin 5. The inner sides of the two chair legs 11 are respectively provided with sliding grooves 12. The upper sliding block 13 and the lower sliding block 14 are mounted on the chair legs 11 by sliding vertically through the sliding grooves 12. The upper sliding block 13 and the lower sliding block 14 are both fixedly connected to the chair basin 5.

[0040] Reference Figure 2 and Figure 3 A height adjustment plate 31 and an energy-absorbing plate 3 are installed inside the slide groove 12. A height adjustment assembly 4 for adjusting the height of the height adjustment plate 31 is provided on the chair leg 11. The bottom end of the energy-absorbing plate 3 is fixedly connected to the bottom end of the height adjustment plate 31 by screws, and the top end of the energy-absorbing plate 3 is fixedly connected to the lower slider 14 by bolts. The energy-absorbing plate 3 has a plate-shaped structure, and the width of the energy-absorbing plate 3 gradually increases along its own stretching stroke direction to a maximum value and then remains constant.

[0041] When an impact occurs, the chair basin 5 moves downward, causing the energy-absorbing plate 3 to flip and undergo plastic deformation. The energy-absorbing plate 3 then exerts a reaction force on the chair basin 5. Since the energy absorption capacity provided by the energy-absorbing plate 3 is proportional to the width of the energy-absorbing plate 3, its force value gradually increases with the stroke, and then remains stable after reaching its maximum value.

[0042] Reference Figure 2 and Figure 3 A horizontally positioned crossbeam 2 is installed between the two chair legs 11. Transition pieces 21 are fixed to both ends of the crossbeam 2, and these transition pieces 21 are bolted to the chair legs 11. This allows the impact load to be systematically transferred to the chair legs 11 via the crossbeam 2 and transition pieces 21, with a clear and defined transmission path. Two assist springs 22 are fixed to the bottom surface of the crossbeam 2, and the bottom ends of the assist springs 22 are fixedly connected to the seat basin 5. The assist springs 22 connect the seat basin 5 and the frame 1, providing an upward rebound force in the height direction of the seat basin 5. This assists the occupant in raising the seat during normal use to reduce the effort required, and also assists the seat basin 5 in resetting after the impact energy absorption stroke, facilitating rapid escape for the occupant.

[0043] Reference Figure 2 The bottom of the seat leg 11 is fixed with a front seat leg lock 15 and a rear seat leg lock 16. Both the front seat leg lock 15 and the rear seat leg lock 16 slide and engage with the aircraft's sliding rails, enabling flexible adjustment of the seat's fore-aft position to accommodate the pilot's posture requirements of different heights and leg lengths. The rear seat leg lock 16 is equipped with a spring pin 17, which can be inserted into a socket in the aircraft's sliding rail to lock the seat's fore-aft position, ensuring that the seat position does not shift unexpectedly during flight.

[0044] Reference Figure 2 A horizontally arranged pull rod 24 is installed between the two chair legs 11. The pull rod 24 forms a lateral constraint between the bottom of the two chair legs 11, effectively preventing the chair legs 11 from deforming outward under lateral impact loads, which could lead to instability of the frame 1. Intersecting diagonal braces 23 are also installed between the two chair legs 11. The top end of the diagonal brace 23 is fixedly connected to the transition piece 21 by bolts, and the bottom end of the diagonal brace 23 is fixedly connected to the bottom end of the chair leg 11.

[0045] The intersecting diagonal braces 23 form a triangular stabilizing structure between the seat legs 11, significantly improving the overall torsional and bending stiffness of the frame 1. This ensures that the main load-bearing components of the frame 1 do not undergo plastic deformation or fracture under the specified stringent static test loads, providing a complete safe survival space for the occupants. Both the diagonal braces 23 and the pull rods 24 are made of titanium alloy, which effectively reduces the seat's weight while ensuring the overall strength and stability of the frame 1. This reduces the adverse effects on the helicopter's load performance and fuel economy. At the same time, titanium alloy has excellent corrosion resistance, enabling it to adapt to the complex environment that may exist in the helicopter cabin, such as humidity and salt spray, significantly extending the seat's service life and maintenance intervals.

[0046] Reference Figure 3 and Figure 4 The height adjustment assembly 4 includes a pin 43. A guide sleeve 44 is fixedly inserted through the side of the chair leg 11, and the pin 43 is slidably installed in the guide sleeve 44 in the horizontal direction. The side of the height adjustment plate 31 has several adjustment holes 32, which are equally spaced vertically. The distance between adjacent adjustment holes 32 is no greater than 19mm. The pin 43 can be inserted into the adjustment holes 32 to achieve precise multi-level adjustment of the seat height.

[0047] The horizontal sliding structure of the pin 43 and guide sleeve 44 has a strong load-bearing capacity in the locked state and will not be accidentally unlocked due to the weight of the occupants or impact from a fall, ensuring absolute safety after height adjustment.

[0048] Reference Figure 3 and Figure 4 A retaining spring 47 is installed inside the guide sleeve 44. One end of the retaining spring 47 abuts against the inner wall of the guide sleeve 44, and the other end abuts against the pin 43. The retaining spring 47 always applies an elastic force to the pin 43 in the direction of the height adjustment plate 31, ensuring that the pin 43 is reliably kept in the locked state of the insertion adjustment hole 32 when there is no external force operation, effectively preventing the pin 43 from accidentally dislodging due to helicopter flight vibration and causing a safety accident.

[0049] Reference Figure 1 , Figure 4 and Figure 5 One of the chair legs 11 has an armrest 18 installed on its side, and an adjustment handle 41 is installed below the armrest 18. Two steel wire ropes 42 are fixed to the end of the adjustment handle 41, and the steel wire ropes 42 correspond one-to-one with the pins 43. The other end of the steel wire ropes 42 is fixedly connected to the end of the corresponding pins 43.

[0050] When the passenger pulls the adjustment handle 41, the force is transmitted to the pin 43 via the steel wire rope 42 to achieve remote unlocking. One adjustment handle 41 can control the pin 43 of both chair legs 11 simultaneously via two steel wire ropes 42, achieving synchronous unlocking of the left and right sides, ensuring left and right balance during seat height adjustment, and preventing jamming or tilting.

[0051] Reference Figure 4 and Figure 5 The end of the guide sleeve 44 is equipped with a guide shell 45, and a guide wheel 46 is installed inside the guide shell 45. The wire rope 42 achieves a 90° turn through the guide wheel 46, so that the transmission path adapts to the compact space layout inside the seat, avoids interference with other components, and reduces the frictional resistance at the bend of the wire rope 42, making the operation of the adjustment handle 41 easier and smoother.

[0052] Reference Figure 4 and Figure 5A protective sleeve 48 is installed between the guide housing 45 and the adjustment handle 41. The protective sleeve 48 is fitted around the outer periphery of the wire rope 42, which isolates the wire rope 42 from direct contact and friction with the metal components inside the seat. This effectively prevents the wire rope 42 from wearing, rusting or tangling during long-term use and repeated adjustments, ensuring the long-term reliability and service life of the transmission system. At the same time, the protective sleeve 48 constrains and guides the wire rope 42, preventing it from swinging randomly during flight vibrations and seat adjustments and interfering with other components. This facilitates daily inspection, maintenance and troubleshooting.

[0053] The implementation principle of a helicopter crash-resistant seat with a 95% crashworthiness rate according to an embodiment of this application is as follows: When a helicopter crashes to the ground at a vertical descent speed not exceeding 12.8 m / s, the impact force is simultaneously transmitted to the seat basin 5 through the upper slider 13 and the lower slider 14. After receiving a huge downward impact force, the seat basin 5 moves downward along the slide groove 12. The downward movement of the seat basin 5 causes the energy-absorbing plate 3 to undergo plastic deformation by flipping. For light-weight occupants, the downward movement of the seat basin 5 is relatively short, and the width of the energy-absorbing plate 3 is narrow in the initial stage of the stretching stroke, providing a smaller absorption capacity, thus avoiding excessive impact overload on the occupant in the initial stage of the crash and effectively preventing fatal injuries such as spinal compression fractures. As the crash distance continues to increase, the width of the energy-absorbing plate 3 gradually increases, and the absorption capacity increases accordingly.

[0054] For heavy occupants, the downward stroke of the seat basin 5 is relatively long. When the energy-absorbing plate 3 is stretched to the middle and rear section, its width has increased to a maximum value, providing sufficient absorption capacity to fully dissipate the impact kinetic energy of the heavy occupant and avoid a rigid collision at the end of the stroke that would cause a "bottoming out and rebounding". After the width of the energy-absorbing plate 3 increases to its maximum value, it remains constant, and the absorption capacity is stable within the range that the human body can tolerate, ensuring that the impact load on the occupant is controlled within the limits of human tolerance throughout the entire stroke.

[0055] Through the passive adaptive variable load energy absorption mechanism of the energy-absorbing plate 3, which gradually increases in width along the stretching direction to the maximum value and then remains constant, combined with the impact-resistant structure of the frame 1, the reset function of the booster spring 22, the lightweight and high-strength characteristics of the carbon fiber composite seat basin 5, and the multi-layer cushioning and fireproof design of the seat cushion, the seat achieves precise cushioning protection for occupants of all weight ranges from the 3rd to the 98th percentile wearing flight suits and carrying personal equipment. When the helicopter crashes to the ground at a vertical descent speed of no more than 12.8 m / s, it achieves a 95% crash survival rate—lightweight occupants will not suffer spinal injuries due to overload, and heavyweight occupants will not experience seat basin rebound due to insufficient cushioning.

[0056] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A helicopter crash-resistant seat with a 95% crashworthiness rate, characterized in that: The system includes a frame (1) and a chair basin (5). The frame (1) includes two chair legs (11). Sliding grooves (12) are respectively provided on the inner sides of the two chair legs (11). Upper sliding blocks (13) and lower sliding blocks (14) are vertically slidably mounted on the chair legs (11) through the sliding grooves (12). Both the upper sliding block (13) and the lower sliding block (14) are fixedly connected to the chair basin (5). A height adjustment plate (31) and an energy-absorbing plate (3) are installed in the sliding grooves (12). The bottom end of the energy-absorbing plate (3) is connected to the height adjustment plate (31). The bottom end of the energy-absorbing plate (3) is fixedly connected to the bottom end of the chair leg (5), and the top end of the energy-absorbing plate (3) is fixedly connected to the bottom slide (14). The width of the energy-absorbing plate (3) gradually increases to the maximum value along its own stretching stroke direction and then remains constant. The chair leg (11) is provided with a height adjustment component (4) for adjusting the height of the height adjustment plate (31). A horizontally arranged crossbeam (2) is installed between the two chair legs (11). Two assist springs (22) are fixed on the bottom surface of the crossbeam (2). The bottom end of the assist spring (22) is fixedly connected to the chair basin (5).

2. The helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 1, characterized in that: Both ends of the crossbeam (2) are fixed with transition pieces (21), which are fixedly connected to the chair legs (11) by bolts. A horizontally arranged pull rod (24) is installed between the two chair legs (11), and a cross-arranged diagonal pull rod (23) is installed between the two chair legs (11). The top end of the diagonal pull rod (23) is fixedly connected to the transition piece (21), and the bottom end of the diagonal pull rod (23) is fixedly connected to the bottom end of the chair leg (11).

3. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 2, characterized in that: The inclined tie rod (23) and the pull rod (24) are made of titanium alloy.

4. The helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 1, characterized in that: The bottom end of the chair leg (11) is fixed with a front chair leg lock (15) and a rear chair leg lock (16). Both the front chair leg lock (15) and the rear chair leg lock (16) are slidably engaged with the machine slide rail. A spring pin (17) is installed on the rear chair leg lock (16). The spring pin (17) can be inserted into the insertion hole of the machine slide rail to lock the front and rear position of the seat.

5. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 1, characterized in that: The height adjustment assembly (4) includes a pin (43), and a guide sleeve (44) is fixedly installed on the side of the chair leg (11). The pin (43) is slidably installed in the guide sleeve (44) in the horizontal direction. The side of the height adjustment plate (31) is provided with a plurality of adjustment holes (32). The plurality of adjustment holes (32) are arranged at equal intervals in the vertical direction. The pin (43) can be inserted into the adjustment holes (32).

6. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 5, characterized in that: An abutment spring (47) is installed inside the guide sleeve (44). One end of the abutment spring (47) abuts against the inner wall of the guide sleeve (44), and the other end of the abutment spring (47) abuts against the pin (43).

7. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 6, characterized in that: One of the chair legs (11) has an armrest (18) installed on its side. An adjustment handle (41) is installed below the armrest (18). Two steel wire ropes (42) are fixed to the end of the adjustment handle (41). The steel wire ropes (42) correspond one-to-one with the pins (43). The other end of the steel wire ropes (42) is fixedly connected to the end of the corresponding pins (43). A guide shell (45) is installed at the end of the guide sleeve (44). A guide wheel (46) is installed inside the guide shell (45). The steel wire ropes (42) pass around the guide wheel (46).

8. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 7, characterized in that: A protective sleeve (48) is installed between the guide shell (45) and the adjusting handle (41), and the protective sleeve (48) is fitted around the outer periphery of the wire rope (42).

9. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 1, characterized in that: The chair basin (5) is made of carbon fiber composite material, which includes an outer layer of woven prepreg and an inner layer of unidirectional prepreg. The inner layer of unidirectional prepreg is laid in an alternating pattern at 0°, 90° and ±45° angles. The outer layer of woven prepreg is WP-7011 woven prepreg and the inner layer of unidirectional prepreg is USN15000 unidirectional prepreg.

10. A helicopter crash-resistant seat with a 95% crashworthiness rate according to claim 1, characterized in that: The chair basin (5) is equipped with a headrest (51), a backrest (52), a seat cushion (53), and a five-point safety belt (54). The headrest (51), the backrest (52), and the seat cushion (53) are all composed of polyurethane foam, fireproof cloth, and decorative cloth layered in sequence. The headrest (51), the backrest (52), and the seat cushion (53) are detachably attached to the chair basin (5) by adhesive hook and loop fasteners.

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