A new type of aircraft seat with dual functions of shock absorption and anti-crash

Abstract

The utility model relates to the field of aviation technology, concretely relates to a novel airplane seat with double functions of shock absorption and anti-crash, which comprises a seat back, a seat cushion and an energy absorption structure, the seat back is connected with the seat cushion, the energy absorption structure comprises horizontal wave springs, vertical wave springs and a partition, the horizontal wave springs comprise a plurality of wave spring units stacked together, each wave spring unit is composed of two wave-shaped plate bodies stacked and fixed, and each wave-shaped plate body is a continuous sinusoidal structure, the utility model integrates the functions of shock absorption and anti-crash in the same seat structure, in daily flight, the seat realizes the shock absorption function through the energy absorption structure, effectively buffers the vibration and improves the comfort of passengers, in a crash accident, the energy absorption structure absorbs energy and buffers through deformation, significantly reduces the impact force on passengers and improves the safety performance and applicable scenarios of the seat.

Description

Technical Field

[0001] This utility model relates to the field of aviation safety technology, specifically to a novel aircraft seat that combines shock absorption and crash resistance functions. Background Technology

[0002] In recent years, the general aviation industry has experienced rapid development, and aircraft safety has become one of the core concerns of the industry. According to relevant requirements, aircraft structures are explicitly required to have crash-resistant design capabilities, especially to minimize casualties in crash accidents.

[0003] Due to the compact space in aircraft seats, traditional shock absorption designs are difficult to implement effectively within limited space, further restricting the improvement of energy absorption efficiency. Specifically, traditional metal crash protection devices have the following drawbacks: the deformation capacity of metal materials is limited, and they cannot fully absorb energy during a crash, resulting in a large impact force transmitted to the occupants. Metal materials are also heavy, increasing the overall weight of the aircraft, and their high manufacturing cost hinders mass production.

[0004] With the increasing popularity of air travel, there is an urgent market demand for seat solutions that can meet high energy absorption requirements while also being lightweight and multifunctional. However, currently, no mature products, either domestically or internationally, can simultaneously achieve both shock absorption and impact resistance. This invention aims to fill this technological gap in China through material innovation and structural optimization. Utility Model Content

[0005] The purpose of this invention is to provide a novel aircraft crash-resistant seat that combines shock absorption and crash protection functions. It is suitable for light fixed-wing aircraft, helicopters, and small aircraft, and aims to improve passenger safety and comfort through structural innovation and material optimization. This solves the technical problems in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a novel aircraft seat with both shock absorption and crash protection functions, characterized in that it includes a seat back, seat cushion, seat base, and an energy-absorbing structure for shock absorption and crash protection.

[0007] The bottom of the seat back is connected to the aircraft body; the seat back and the seat cushion are connected; the seat base plate is located at the bottom of the seat and is threadedly connected to the aircraft body.

[0008] The energy-absorbing structure is disposed between the seat cushion and the seat base and is bonded to both; the energy-absorbing structure includes a horizontal wave spring, which includes multiple wave spring units stacked together; a single wave spring unit is composed of two wave plate-shaped bodies stacked and fixed on top of each other.

[0009] Furthermore, the energy-absorbing structure also includes a vertical wave spring; a partition is also provided below the seat cushion;

[0010] The left end of the partition is connected to the seat back, and the two sides of the partition are connected to the body. The partition divides the bottom of the seat cushion into upper and lower layers. A horizontal wave spring is provided between the upper surface of the partition and the bottom of the seat cushion. A vertical wave spring is provided between the lower surface of the partition and the seat base.

[0011] Furthermore, both ends of the horizontal wave spring have space for deformation and extension.

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

[0013] Furthermore, the upper and lower ends of the horizontal wave spring are bonded to the seat cushion and the partition respectively using two-component epoxy resin structural adhesive; the upper and lower ends of the vertical wave spring are bonded to the partition and the seat base respectively using two-component epoxy resin structural adhesive.

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

[0015] Furthermore, the difference between the vertical wave spring and the horizontal wave spring is that the vertical wave spring is placed in a vertical direction; and the upper and lower ends of the vertical wave spring are provided with bent edges to increase the bonding area.

[0016] Furthermore, it also includes a connecting device: the connecting device includes a bolt assembly, an outer sleeve, an inner sleeve, and an air cavity;

[0017] The lower end of the inner sleeve is threaded to the aircraft body; the outer sleeve is fitted over the inner sleeve; a bolt assembly is provided on the outer sleeve; the outer sleeve is connected to the seat back via the bolt assembly;

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

[0019] Beneficial effects

[0020] The horizontal wave spring of this utility model's energy-absorbing structure includes multiple wave spring units stacked together; each wave spring unit consists of two wave plate-shaped bodies stacked one on top of the other and fixed together. Each wave plate-shaped body has a continuous sine curve structure. This structure can deform when it receives impact force, thereby achieving a buffering function, effectively buffering vibration, and improving occupant comfort. In a crash accident, the energy-absorbing structure absorbs energy through deformation, significantly reducing the impact force on the occupant and comprehensively improving the safety performance of the seat.

[0021] The energy-absorbing structure of this invention uses carbon fiber prepreg as the manufacturing material, which ensures strength while also being lightweight. The weight of the seat is lower than that of existing metal structure crash-resistant seats, which can reduce the aircraft's load and thus reduce the energy consumption of flight.

[0022] This invention is the first to propose a structural design for use in aircraft seats, in which a 0-degree wave spring absorbs horizontal vibration energy through horizontal deformation and absorbs vertical impact through vertical crushing; this increases the impact energy absorption rate and can reduce the impact force experienced by the occupant to below the safety threshold.

[0023] This invention is the first to incorporate carbon fiber reinforced partitions, which effectively protect the occupant space from compression in the event of an aircraft crash. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this utility model. For those skilled in the art, other drawings can be obtained based on these drawings.

[0025] Figure 1 This is a structural schematic diagram of the novel aircraft seat disclosed in this utility model;

[0026] Figure 2 This is a schematic diagram of the horizontal wave spring structure of the novel aircraft seat disclosed in this utility model.

[0027] Figure 3 This is a structural schematic diagram of the connection device for the novel aircraft seat disclosed in this utility model;

[0028] Figure 4 This is a structural diagram of the wave spring unit of the novel aircraft seat horizontal wave spring structure disclosed in this utility model.

[0029] In the picture:

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

[0031] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0032] To achieve the above objectives, this utility model provides the following technical solution: the aircraft crash-resistant seat provided by this utility model is suitable for light fixed-wing aircraft, helicopters, and other small aircraft. During use, when the occupant is seated normally, the seat uses an energy-absorbing structure to achieve shock absorption, effectively buffering vibrations during flight. In the event of an emergency crash, the seat's energy-absorbing structure uses deformation to absorb energy and damping to minimize the impact force on the occupant, thus increasing the chances of survival.

[0033] like Figure 1-4 As shown, a novel aircraft seat with both shock absorption and crash protection functions includes a seat back 1, a seat cushion 2, a seat base 7, and an energy-absorbing structure for achieving shock absorption and crash protection functions.

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

[0035] The energy-absorbing structure is disposed between the seat cushion 2 and the seat base 7 and is bonded to both. The energy-absorbing structure includes a horizontal wave spring 3, which includes multiple wave spring units stacked together. Each wave spring unit consists of two wave plate-shaped bodies stacked on top of each other and fixed together. Each wave plate-shaped body is a continuous sine curve structure. The horizontal wave spring 3 is bonded to the lower part of the seat cushion 2. The horizontal wave spring 3 absorbs vibration energy through deformation and mainly undertakes the work of absorbing vibration during daily flight and buffering during the initial stage of a crash.

[0036] Furthermore, the energy-absorbing structure also includes a vertical wave spring 5; and a partition 4 is provided below the seat cushion 2, with the left end of the partition 4 connected to the seat back 1; the two sides of the partition 4 are connected to the main body of the aircraft; the partition 4 divides the bottom of the seat cushion 2 into upper and lower layers, wherein a horizontal wave spring 3 is provided between the upper surface of the partition 4 and the bottom of the seat cushion 2; and a vertical wave spring 5 is provided between the lower surface of the partition 4 and the seat base 7.

[0037] Furthermore, both the front and rear ends of the horizontal wave spring 3 have space for deformation and extension. Specifically, there is a gap between the rear end of the horizontal wave spring 3 and the seat back 1; there is also no obstruction at the front end of the horizontal wave spring 3; allowing the horizontal wave spring 3 to deform and extend in the horizontal direction, so that in normal flight vibration or initial impact of a crash, energy is absorbed through the elastic deformation of the horizontal wave spring 3, delaying the impact transmission time.

[0038] Furthermore, the partition 4 is a rectangular flat plate with dimensions matching the seat cushion; the partition 4 is made of carbon fiber laminate, which is formed by hot pressing and curing carbon fiber prepreg after layup.

[0039] One side of the bulkhead 4 is fixed to the seat back 1, and both sides of the bulkhead 4 are connected to the main body of the aircraft, forming a T-shaped support structure. In the event of an aircraft crash, the three sides of the bulkhead 4 are fixed, have high strength, and will not deform during the crash, effectively protecting the occupant space from compression.

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

[0041] Furthermore, the upper and lower ends of the horizontal wave spring 3 are bonded to the seat cushion 2 and the partition 4 respectively using a two-component epoxy resin structural adhesive; the upper and lower ends of the vertical wave spring 5 are bonded to the partition 4 and the seat base plate 7 respectively using a two-component epoxy resin structural adhesive. The adhesive used in this application is a two-component epoxy resin structural adhesive because the seat needs to withstand the impact load during a fall, and the high shear strength (≥20MPa) and fatigue resistance of epoxy resin ensure reliable connection. Simultaneously, the use of a heat-curing process (150℃ / 3h) further increases the crosslinking density, making the bonding strength approach the strength of the composite material itself.

[0042] Furthermore, the individual wave plate-shaped body of the horizontal wave spring 3 is prepared by molding process and made of 0-degree carbon fiber prepreg; 0-degree carbon fiber is raw material carbon fiber (the direction of the carbon fiber bundle is parallel to the length direction of the wave plate, i.e., horizontal layup), the weight of a single wave plate-shaped body is 100g, and the size is 136×86×96mm; during daily flight, the horizontal elastic deformation of the horizontal wave spring 3 absorbs vibration energy, thereby playing a role in shock absorption.

[0043] Furthermore, the structure of the vertical wave spring 5 is the same as that of the horizontal wave spring 3. The difference lies in that the vertical wave spring 5 is made by compression molding with 90-degree vertical carbon fiber prepreg: 90-degree vertical carbon fiber prepreg (the direction of the carbon fiber bundle is perpendicular to the length direction of the wave plate, i.e., 90-degree layup) can improve the torsional stiffness of the wave spring, increase its ability to withstand lateral shear force during vertical crushing, and avoid local instability. The difference between the structure of the vertical wave spring 5 and the horizontal wave spring 3 also lies in the fact that the wave direction of the horizontal wave spring 3 extends horizontally and is laid horizontally, while the vertical wave spring 5 is set vertically; when the horizontal wave spring 3 is subjected to impact from the passenger, it undergoes horizontal elastic deformation to absorb vibration energy.

[0044] During normal flight, the vertical wave spring 5, located between the seat base 7 and the partition 4, does not bear any force. Passengers sitting in the seats experience shock absorption through the horizontal wave spring 3, improving comfort. At the moment the aircraft crashes to the ground, it generates an instantaneous reaction force on the seat base 7. At this moment, the seat base 7 deforms and moves upwards, compressing the vertical wave spring 5. Because the partition 4 is fixed to the aircraft body, the impact energy is absorbed by the vertical wave spring 5. The vertical crushing deformation of the vertical wave spring 5 can absorb even more impact energy.

[0045] The vertical wave spring 5 is also provided with bent edges at both the top and bottom ends to increase the bonding area, so that the vertical wave spring 5 can be more firmly bonded between the partition 4 and the seat base 7.

[0046] The top of the vertical wave spring 5 is connected to the lower surface of the partition 4, and the bottom of the vertical wave spring 5 is connected to the seat base plate 7. It absorbs the impact energy of the fall through vertical crushing deformation.

[0047] Furthermore, such as Figure 3 As shown, the seat also includes a connecting device 6: the connecting device 6 includes a bolt group 601, an outer sleeve 602, an inner sleeve 604, and an air cavity 603; the lower end of the inner sleeve 604 is threaded to the aircraft body; the outer sleeve 602 is fitted onto the outside of the inner sleeve 604, and the two are sealed together; the bolt group 601 is provided on the outer sleeve 602; the outer sleeve 602 is connected to the seat back 1 by the bolt group 601;

[0048] The inner sleeve 604 has a smaller diameter than the outer sleeve 602. The inner sleeve 604 slides up and down along the inner wall of the outer sleeve 602, and the space between them forms an air cavity 603. The connecting device 6 serves as the connection structure between the seat back 1 and the aircraft body. During normal flight, it provides elastic support to the seat back 1 through air compression and expansion. When the aircraft crashes, part of the impact force is transmitted to the seat cushion 2, and the other part is transmitted by the passenger to the seat back 1. The outer sleeve 602 of the connecting device 6 slides downward and compresses the air inside the air cavity 603, increasing the air pressure in the air cavity 603 and forming a strong damping force, which can help absorb some of the impact energy.

[0049] The experimental data for the novel aircraft seat of this invention are shown in Table 1. Tests showed that a single spring unit of the seat can withstand a maximum load of 3 kN, and without crushing, its deformation can reach 2 / 3 of its original height; if crushed, the height can reach nearly zero. Figure 4 As shown. If three layers of wave spring units are arranged under the seat cushion 2, a load of 9KN can be achieved, which can withstand 9 times the vertical overload. In the event of a crash in a light fixed-wing aircraft or helicopter, it can effectively reduce casualties, and during normal landing, it can act as a shock absorber, improving the comfort of the pilot.

[0050] Table 1 Crushing Experiment Data

[0051] Test Project data Test Standards Tensile strength / MPa 1984.43 ISO527-5:2009 Tensile modulus / GPa 136.5 ISO527-5:2009 Poisson's ratio 0. 39 ISO527-5:2009 Compressive strength / MPa 935.17 ISO 14126:1999 Compression modulus / CPa 118.93 ISO 14126:1999

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

[0053] When an aircraft is in normal flight, passengers sit in their seats, and the force of gravity and inertia creates an impact on the seats. The main path of impact force transmission is from the seat cushion 2 to the horizontal wave spring 3 and then to the partition 4. During this process, after receiving the impact force from the seat cushion 2, the horizontal wave spring 3 undergoes horizontal elastic deformation under the impact force to absorb vibration energy, reduce vibration, and improve passenger comfort. The partition 4, as the supporting structure for the horizontal wave spring 3, not only provides a mounting base for the horizontal wave spring 3, but also disperses the impact force through its own strength and stiffness when under stress, avoiding local stress concentration.

[0054] At the moment the aircraft crashes to the ground, it generates a significant instantaneous reaction force on the seat base 7. This causes the seat base 7 to deform and move upwards, compressing the vertical wave spring 5. Because the partition 4 is fixed to the aircraft body, the impact energy is absorbed by the vertical wave spring 5. The vertical wave spring 5 undergoes crushing deformation in the vertical direction, converting the impact energy into material deformation energy. This effectively reduces the impact force received by passengers and minimizes the risk of injury or death.

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

[0056] Traditional shock absorption systems mostly use metal helical springs, which are strong but heavy and have limited deformation capacity, resulting in low impact energy absorption. This invention is the first to propose a structural design in which a 0-degree wave spring 3 absorbs horizontal vibration energy through horizontal deformation, and a 90-degree wave spring 5 absorbs vertical impact through vertical deformation. This increases the impact energy absorption rate and can reduce the impact force experienced by occupants to below the safety threshold.

[0057] The embodiments of this utility model are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the utility model to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical applications of this utility model, and to enable those skilled in the art to understand this utility model and design various embodiments with various modifications suitable for a particular purpose.

Claims

1. A novel aircraft seat with both shock absorption and crash resistance functions, characterized in that, Includes seat back (1), seat cushion (2), seat base (7), and energy-absorbing structure for shock absorption and impact resistance: The bottom of the seat back (1) is connected to the main body of the aircraft; the seat back (1) and the seat cushion (2) are connected; the seat base plate (7) is located at the bottom of the seat and is threadedly connected to the main body of the aircraft. The energy-absorbing structure is disposed between the seat cushion (2) and the seat base plate (7) and is bonded to both; the energy-absorbing structure includes a horizontal wave spring (3), which includes multiple wave spring units stacked together; a single wave spring unit is composed of two wave plate-shaped bodies stacked and fixed on top of each other.

2. The novel aircraft seat with both shock absorption and crash resistance functions as described in claim 1, characterized in that, The energy-absorbing structure also includes a vertical wave spring (5); a partition (4) is also provided below the seat cushion (2); The left end of the partition (4) is connected to the seat back (1), and the two sides of the partition (4) are connected to the body; the partition (4) divides the bottom of the seat cushion (2) into upper and lower layers, wherein a horizontal wave spring (3) is provided between the upper surface of the partition (4) and the bottom of the seat cushion (2); a vertical wave spring (5) is provided between the lower surface of the partition (4) and the seat base plate (7).

3. The novel aircraft seat with both shock absorption and crash resistance functions as described in claim 2, characterized in that, The horizontal wave spring (3) has space at both ends for deformation and extension.

4. The novel aircraft seat with both shock absorption and crash resistance functions as described in claim 2, characterized in that, The partition (4) is a rectangular flat plate structure and is a carbon fiber reinforced laminate.

5. The novel aircraft seat with both shock absorption and impact resistance functions as described in claim 2, characterized in that, The upper and lower ends of the horizontal wave spring (3) are bonded to the seat cushion (2) and the partition (4) respectively through two-component epoxy resin structural adhesive; the upper and lower ends of the vertical wave spring (5) are bonded to the partition (4) and the seat base plate (7) respectively through two-component epoxy resin structural adhesive.

6. The novel aircraft seat with both shock absorption and crash resistance functions as described in claim 2, characterized in that, The wave plate-shaped body of the horizontal wave spring (3) is made of 0-degree carbon fiber prepreg, and the wave plate-shaped body is a continuous sine curve structure.

7. The novel aircraft seat with both shock absorption and crash resistance functions as described in claim 2, characterized in that, The difference between the vertical wave spring (5) and the horizontal wave spring (3) is that the vertical wave spring (5) is placed in the vertical direction; the upper and lower ends of the vertical wave spring (5) are provided with bent edges to increase the bonding area.

8. The novel aircraft seat with both shock absorption and crash resistance functions as described in claim 1, characterized in that, It also includes a connecting device (6): the connecting device (6) includes a bolt group (601), an outer sleeve (602), an inner sleeve (604) and an air cavity (603); The lower end of the inner sleeve (604) is threaded to the main body of the aircraft; the outer sleeve (602) is fitted onto the outside of the inner sleeve (604); a bolt group (601) is provided on the outer sleeve (602); the outer sleeve (602) is connected to the seat back (1) by the bolt group (601); The inner sleeve (604) slides up and down along the inner wall of the outer sleeve (602), and the space between the two forms an air cavity (603).

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