CN109573077B - Aircraft antiknock structure and design method thereof - Google Patents
Aircraft antiknock structure and design method thereof Download PDFInfo
- Publication number
- CN109573077B CN109573077B CN201910104669.8A CN201910104669A CN109573077B CN 109573077 B CN109573077 B CN 109573077B CN 201910104669 A CN201910104669 A CN 201910104669A CN 109573077 B CN109573077 B CN 109573077B
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- aircraft
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- bearing section
- detonation
- columnar
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- 238000000034 method Methods 0.000 title claims abstract description 10
- 238000013461 design Methods 0.000 title claims abstract description 8
- 238000004880 explosion Methods 0.000 claims abstract description 34
- 238000005474 detonation Methods 0.000 claims abstract description 32
- 230000005540 biological transmission Effects 0.000 claims abstract description 28
- 239000002360 explosive Substances 0.000 claims abstract description 19
- 238000013022 venting Methods 0.000 claims description 11
- 238000010521 absorption reaction Methods 0.000 claims description 10
- MCMNRKCIXSYSNV-UHFFFAOYSA-N Zirconium dioxide Chemical compound O=[Zr]=O MCMNRKCIXSYSNV-UHFFFAOYSA-N 0.000 claims description 8
- 238000004804 winding Methods 0.000 claims description 8
- 229920000049 Carbon (fiber) Polymers 0.000 claims description 7
- 239000004917 carbon fiber Substances 0.000 claims description 7
- 229920005830 Polyurethane Foam Polymers 0.000 claims description 6
- 239000004699 Ultra-high molecular weight polyethylene Substances 0.000 claims description 6
- 239000011496 polyurethane foam Substances 0.000 claims description 6
- 229920000785 ultra high molecular weight polyethylene Polymers 0.000 claims description 6
- 238000005524 ceramic coating Methods 0.000 claims description 4
- 239000000463 material Substances 0.000 claims description 4
- 238000007599 discharging Methods 0.000 claims description 3
- 229910045601 alloy Inorganic materials 0.000 claims description 2
- 239000000956 alloy Substances 0.000 claims description 2
- 229910001095 light aluminium alloy Inorganic materials 0.000 claims description 2
- 230000000694 effects Effects 0.000 abstract description 3
- 238000002485 combustion reaction Methods 0.000 abstract description 2
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 description 4
- 239000004698 Polyethylene Substances 0.000 description 2
- -1 polyethylene Polymers 0.000 description 2
- 229920000573 polyethylene Polymers 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 108010066114 cabin-2 Proteins 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000006260 foam Substances 0.000 description 1
- 239000003292 glue Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000004814 polyurethane Substances 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Laminated Bodies (AREA)
- Buildings Adapted To Withstand Abnormal External Influences (AREA)
Abstract
The application discloses an aircraft antiknock structure, which comprises a columnar bearing section, wherein an explosive placing space is arranged in the bearing section, the axis of the columnar section of the columnar bearing section is 90 degrees with the front and rear axis of a cabin, two sides of the columnar bearing section are connected with columnar detonation product transmission sections, and the detonation product transmission sections are fixedly connected with the left wall surface and the right wall surface of the cabin respectively. The application also discloses a design method of the aircraft antiknock structure. The application has simple structure, light weight, good antiknock and anti-combustion effects and can effectively protect the safety of the aircraft and passengers when explosion happens.
Description
Technical Field
The application relates to an antiknock structure, in particular to an aircraft antiknock structure, and also provides a design method of the aircraft antiknock structure.
Background
Aircraft sometimes encounter terrorist bomb threats during flight, which can potentially cause the aircraft to destroy if the bomb explodes in the air. The problem of antiknock safety of aircraft has not received much attention before because the probability of a bomb being carried on the aircraft is small, and the flight cost is greatly increased if safety protection equipment is provided on the aircraft in order to prevent the explosion of explosives, so that all models do not consider the problem of explosion before new airworthiness regulations come out. In recent years, new airworthiness regulations have been set out, and a large new aircraft on the market is required to have a certain antiknock capability, i.e. the aircraft can still maintain safe flight and landing under a certain equivalent of explosive load.
If the traditional anti-knock container method is adopted for protection, the explosion energy is completely absorbed by the anti-knock container, the anti-knock container must be made heavy, and the weight of the anti-knock container is a big obstacle for controlling the flight cost of the aircraft. Several documents show that the foreign use of the asymmetric energy absorption principle in terms of antiknock, i.e. the explosive is placed in the cabin wall of a specific part of the aircraft, which wall is made very weak, and the passengers and cabin are protected by the energy absorption of the inner side of the cabin by stacking baggage. Most of the energy of the explosive is released into the air through the wall of the explosion. However, the asymmetric energy absorption method has two serious defects that the size and shape of the hole fried on the wall surface of the aircraft are difficult to control by the wall explosion, the appearance of the aircraft is damaged, the air resistance born by the aircraft during flight is asymmetric, and the later flight is difficult; second, the explosion of explosives can cause damage and burning of the cabin and luggage, causing a secondary disaster. If explosives are found in the flight process, the explosives are quickly placed into the aircraft anti-explosion structure, through the application of the aircraft cabin anti-explosion device, the weight of the anti-explosion device can be reduced, the shape and the size of the openings of the aircraft cabin can be controlled, the openings are symmetrically distributed on the center line of the aircraft, the continuous flight cannot be greatly influenced, and finally, the aircraft cabin anti-explosion device can also prevent ignition and burning in the cabin and stop secondary disasters.
Disclosure of Invention
In order to prevent the aircraft from being damaged by the explosive during the flying process, causing the death of the aircraft and other adverse effects, the application provides an aircraft anti-explosion structure for protecting the aircraft and passengers from being damaged or less after the explosive is exploded.
The application is realized in the following way:
the utility model provides an aircraft antiknock structure, includes a columnar load-carrying section, and the load-carrying section is inside to be provided with explosive and places the space, and the axis is 90 degrees around the column section axis of columnar load-carrying section and the cabin, and column load-carrying section both sides are connected with columnar detonation product transmission section, detonation product transmission section respectively with two wall fixed connection about the cabin.
The bearing section and the detonation product transmission section can be directly connected through the friction force of the contact surface of the bearing section and the detonation product transmission section, and the bearing section and the detonation product transmission section only need to be similar in size, and effective connection can be ensured because the bearing section and the detonation product transmission section are not stressed transversely.
The further scheme is as follows:
the bearing section comprises two layers, the outer layer is formed by winding ultra-high molecular weight polyethylene, and the inner layer is an impact energy absorption layer made of polyurethane foam materials.
Ultra high molecular weight polyethylene (abbreviated as UHMWPE) is an unbranched linear polyethylene with a molecular weight of 150 ten thousand or more. A columnar structure similar to a polyethylene tube is formed by winding.
The polyurethane foam adopts energy-absorbing polyurethane foam PU Semi-rigid foam Semi-rib U.
The further scheme is as follows:
the detonation product transmission section is formed by winding carbon fibers, and the inner surface and the outer surface of the detonation product transmission section are both coated with a zirconia heat-resistant ceramic coating.
The carbon fiber can be Dongli T1000 carbon fiber, and the thickness of the zirconia heat-resistant ceramic coating is generally about 3 mm.
The further scheme is as follows:
and cabin explosion venting holes are formed in the left wall surface and the right wall surface of the cabin, and the detonation product transmission section is connected with the cabin explosion venting holes through bolts.
The diameter of the detonation discharging hole of the engine room is slightly larger than that of the detonation product conveying section.
The further scheme is as follows:
the nacelle detonation hole is closed with an aircraft aluminum alloy skin, but is separated from the nacelle body skin.
The bulkhead at the explosion venting hole of the engine room is not integral with other parts of the engine room, the bulkhead is arranged, the holes are not exposed, the flight of the aircraft can not be influenced after the sealing, the explosion venting hole of the engine room is exploded after the explosion, the corresponding holes on two sides of the engine room are formed, and the flight of the aircraft can not be influenced.
The application also provides a design method of the aircraft antiknock structure, which comprises the following steps:
according to the maximum equivalent requirement of protection, the diameter and the thickness of the main bearing section of the anti-detonation structure are determined, the detonation product transmission section is correspondingly designed, when the main bearing section is designed, the thickness of an outer layer formed by winding ultra-high molecular weight polyethylene of the bearing section and the thickness of an impact energy absorption inner layer of a polyurethane foam material are fully considered, the column section axis of the columnar bearing section and the front and rear axis of a cabin are 90 degrees, and then the two ends of the detonation product transmission section are connected with cabin detonation discharging holes on the two side wall surfaces of the cabin, so that the design of the aircraft anti-detonation structure is completed.
When the explosive device is specifically used, explosives are placed in an explosive placing space in the middle of the inner layer of the main bearing section, then the bearing section is connected with the detonation product transmission section, after explosion, the cabin explosion venting holes on two sides are broken by shock waves, pressure is relieved through the holes, and the influence of explosion on an airplane is effectively reduced. The application has simple structure, light weight, good antiknock and anti-combustion effects and can effectively protect the safety of the aircraft and passengers when explosion happens.
Drawings
Fig. 1 is a schematic cross-sectional view of an aircraft antiknock structure provided by the application.
Wherein: 1. cabin 2, antiknock bearing section 3, impact energy absorbing layer 4, product transmission section 5, cabin explosion venting hole 6 and explosive
Detailed Description
The following specific examples are considered with 1000g of TNT equivalent explosive as a standard, and when other equivalent conditions occur, the thickness design of the relevant bearing section can be adjusted as required, and such adjustment is available to a person skilled in the art according to the size of the explosion equivalent in combination with the relevant experiment, and will not be described here again.
Firstly, bonding an impact energy absorption layer 3 with the thickness of 100mm in an antiknock bearing layer 2 with the thickness of 40mm by using glue; the outer diameter of the antiknock bearing layer is 500mm, and the antiknock bearing layer 2 is fixed in the cabin through bolts; the product transmission section 4 consists of a pipeline formed by winding left and right sections of carbon fibers, the outer side of the product transmission section is fixed at the explosion venting hole 5 of the engine room through bolts, and the inner side of the product transmission section stretches into the explosion-proof bearing section by about 10mm; the left and right product transmission sections are respectively composed of two sections of carbon fiber column barrels with different inner diameters, the carbon fiber column barrels can respectively stretch towards two sides, and the explosive 6 is put into the impact energy absorption layer 3 in the antiknock bearing layer 2 through the contraction of the product transmission section 4. The thickness of the product transmission section is 8mm, and the outer diameter is 436mm and 420mm; finally, the inner and outer surfaces of the antiknock structure are coated with zirconia ceramic coating for resisting the high temperature generated by explosion.
When the anti-explosion explosive-proof device is used, the telescopic product transmission section 4 is pulled apart from the anti-explosion bearing section, then the explosive is put on the impact energy absorption layer 3 of the anti-explosion bearing layer 2, and the product transmission section 4 is pulled to be combined with the anti-explosion bearing layer 2. The air blast and detonation products in the explosion are discharged into the atmosphere through the explosion venting hole of the engine room, most of energy is released, and a part of energy is absorbed by the antiknock bearing layer 2 and the impact energy absorbing layer 3, so that the safety of the aircraft and passengers is ensured.
Although the application has been described herein with reference to the above-described illustrative embodiments thereof, the foregoing embodiments are merely preferred embodiments of the present application, and it should be understood that the embodiments of the present application are not limited to the above-described embodiments, and that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the scope and spirit of the principles of this disclosure.
Claims (3)
1. An aircraft antiknock structure, characterized in that: the detonation product conveying device comprises a columnar bearing section, wherein an explosive placing space is arranged in the bearing section, the axis of the columnar section of the columnar bearing section is 90 degrees with the front and rear axis of the engine room, two sides of the columnar bearing section are connected with columnar detonation product conveying sections, and the detonation product conveying sections are fixedly connected with left and right wall surfaces of the engine room respectively;
the left wall surface and the right wall surface of the engine room are provided with engine room explosion venting holes, and the detonation product transmission section is connected with the engine room explosion venting holes through bolts;
the cabin explosion venting hole is sealed by an aircraft aluminum alloy skin, but is separated from the cabin main body skin;
the bearing section comprises two layers, the outer layer is formed by winding ultra-high molecular weight polyethylene, and the inner layer is an impact energy absorption layer made of polyurethane foam materials.
2. An aircraft antiknock structure according to claim 1, characterized in that:
the detonation product transmission section is formed by winding carbon fibers, and the inner surface and the outer surface of the detonation product transmission section are both coated with a zirconia heat-resistant ceramic coating.
3. A method of designing an aircraft blast resistant structure according to claim 1 or 2, comprising:
according to the maximum equivalent requirement of protection, the diameter and the thickness of the main bearing section of the anti-detonation structure are determined, the detonation product transmission section is correspondingly designed, when the main bearing section is designed, the thickness of an outer layer formed by winding ultra-high molecular weight polyethylene of the bearing section and the thickness of an impact energy absorption inner layer of a polyurethane foam material are fully considered, the column section axis of the columnar bearing section and the front and rear axis of a cabin are 90 degrees, and then the two ends of the detonation product transmission section are connected with cabin detonation discharging holes on the two side wall surfaces of the cabin, so that the design of the aircraft anti-detonation structure is completed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910104669.8A CN109573077B (en) | 2019-02-01 | 2019-02-01 | Aircraft antiknock structure and design method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910104669.8A CN109573077B (en) | 2019-02-01 | 2019-02-01 | Aircraft antiknock structure and design method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109573077A CN109573077A (en) | 2019-04-05 |
| CN109573077B true CN109573077B (en) | 2023-09-01 |
Family
ID=65918674
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910104669.8A Active CN109573077B (en) | 2019-02-01 | 2019-02-01 | Aircraft antiknock structure and design method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109573077B (en) |
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| Publication number | Publication date |
|---|---|
| CN109573077A (en) | 2019-04-05 |
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