JP2012096588A - Seat structure for aircraft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a seat structure for an aircraft that can achieve proper impact absorption even if the aircraft has a narrow interior cabin.SOLUTION: Regarding a small fixed-wing tractor-aircraft, impact absorbers 30-32 lining up in two lines at both sides of a fuselage around areas from a front side of a fire wall 40 to a backward side of a rear seat 22 are arranged. The impact absorbers 30-32 are connected to a main frame 50 of the fuselage via load transmission members 60-62 connected to an outer fuselage 70. A fairing 55 is provided over the impact absorbers 30-32 on a lower surface of the fuselage, where a surface layer structured to be worn out or fallen away at the time of impact is serially formed.

Description

  The present invention relates to an aircraft seat structure, and more particularly to a seat structure that protects an occupant in the event of an impact.

As for the seat structure of the aircraft, although there are provisions regarding the strength of the seat in FAR (Federal Aviation Regulations) 23.562, there is no provision for the structure of the aircraft including the seat. Aircraft are operated at high speed, and the impact speed is more than double that of automobiles and railway vehicles, and the required amount of impact absorption energy is more than four times. Therefore, there is a limit to the amount of shock absorption by the seat alone, and there is a high need to suppress the deformation of the space that accommodates the occupant by absorbing the impact on the airframe side. On the other hand, in aircraft, there is a strong demand for weight reduction and compactness compared to automobiles and railway vehicles, and it is difficult to secure an absorption stroke amount at the time of impact.
Therefore, a seat portion structure that effectively absorbs an impact with a small stroke amount and protects a passenger has been proposed. The technique described in Patent Document 1 is an example of such a technique. In a rotary wing aircraft, the floor plate and the lower part of the seat are configured to be separated, and when a predetermined landing impact load is applied, both It is described that the impact on the passenger is mitigated by the impact absorbing means arranged in the seat lower portion by separating the seat and lowering the seat lower portion.

JP 2006-232075 A

Since the technique described in Patent Document 1 is intended for a rotorcraft in which rotor blades are arranged at the upper part of the fuselage, a shock absorbing stroke is ensured at the lower part of the fuselage where no main components exist. However, in fixed wing aircraft, especially small aircraft, there is a need to make the fuselage as thin as possible in order to reduce air resistance, and it is difficult to ensure a shock absorbing stroke by the same method. Furthermore, in the case of a fixed wing aircraft, the forward speed increases to ensure lift, so it is necessary to consider this also for shock absorption. Furthermore, since the interior width of a small four-seater or six-seater aircraft is as small as about 1.2 m, the arrangement of the shock absorber and the like is restricted.
SUMMARY OF THE INVENTION An object of the present invention is to provide an aircraft seat structure that can appropriately absorb shocks even in an aircraft with a narrow indoor space.

  In order to solve the above-described problems, an aircraft seat structure according to the present invention includes an impact absorbing structure arranged at least one at each of both lower ends of the fuselage, and an aircraft body that covers the lower part of the aircraft including the impact absorbing structure from the bottom. A surface protective member, and the airframe surface protective member has a structure in which the surface layer is sequentially worn or peeled off upon impact.

  The shock absorbing structure includes one or a plurality of shock absorbers arranged side by side in the longitudinal direction of the aircraft, a flat intervening plate arranged on the shock absorber, the intermediate plate and the main body of the airframe above it. It is good to provide the load transmission member arrange | positioned between frames and being fixed to the body outer shell.

  The surface layer of the body surface protection member may include, for example, a non-woven fabric layer in which cut glass fibers are mixed with resin and hardened. Or the layer which laminated | stacked the film-form layer with the adhesive agent or the adhesive may be included, and the connection by an adhesive agent or an adhesive may be reduced in steps from the body side to the surface side.

  According to the present invention, since the shock absorbing structure can be arranged in two rows on both sides of the lower side of the fuselage, damage to the fuselage at the time of impact can be suppressed, and the safety of the indoor space where the occupant is present can be achieved. In addition, the impact absorbing structure can be reduced in weight. Moreover, it is possible to absorb an impact with a surface protection member.

  If the shock absorbing structure is configured as described above, the collision load absorbed from the shock absorber to the main frame can be effectively dispersed. By constructing the surface protection member as described above, it is possible to suppress sudden deceleration of the airframe at the time of a collision while absorbing an impact by peeling and abrasion.

It is the longitudinal cross-sectional view which looked at the seat part structure of the aircraft concerning this invention from the side. It is the cross-sectional view which looked at the seat part structure of FIG. 1 from the front. It is the longitudinal cross-sectional view which looked at the seat part structure of FIG. 1 from the top. It is sectional drawing which shows the shock absorption structure of FIG. It is sectional drawing which shows the load transmission member of FIG. It is sectional drawing which shows another example of the load transmission member of FIG. It is a longitudinal cross-sectional view which shows the body surface protection member of the seat part structure of the aircraft concerning this invention. It is a perspective view which shows the structure of the body surface protection member of FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the accompanying drawings. In order to facilitate the understanding of the description, the same reference numerals are given to the same components in the drawings as much as possible, and duplicate descriptions are omitted.

  FIG. 1 is a longitudinal sectional view of an aircraft seat structure according to the present invention as seen from the side, FIG. 2 is a transverse sectional view as seen from the front, and FIG. 3 is a longitudinal sectional view as seen from above. Here, a four-seater small fixed wing aircraft will be described as an example.

  Seats 21 and 22 on which occupants 90 and 91 are seated are provided inside the fuselage, and are fixed to the floor surface of the occupant space by pedestals 41 and 42. The outer shell 71 of the fuselage has windows 10 to 12, and among these, the window 11 is provided on the door 15 where the occupant wears and wears. A main frame 50 extending in the front-rear direction of the body is disposed inside the body side wall below the opening of the door 15. The main frame 50 extends from the front of the fire wall 40 that partitions the engine room and the passenger space disposed in front of the fuselage to the rear of the rear seat 22. The main frame 50 is a member having a sufficient strength and cross section to withstand an impact load. For example, the height is set to 5% or more of the fuselage body width and the width is set to 3% or more of the fuselage body width. Good.

  Under the main frame 50, shock absorbers 30 to 32 are arranged with load transmission members 60 to 62 interposed therebetween. The shock absorbers 30 to 32 are formed so as to be broken sequentially from the bottom to the whole when a certain load is applied, such as an aluminum honeycomb structure or a bundle of rod-shaped FRP (Fiber Reinforced Plastic). It is a member made.

  The shock absorbers 30 to 32 may be set so that the width or height decreases or becomes the same from the front to the rear of the aircraft. Preferably, the width is set to 10 to 20% of the fuselage fuselage width at the front position, and 5 to 15% of the fuselage fuselage width at the rear position, and the height is set to the fuselage fuselage at the front position. It is set to 20-30% of the width and 10-20% of the fuselage body width at the rear position.

  Here, three are arranged on one side, but as long as it is arranged over the entire passenger space, one continuous shock absorber may be arranged on each side, or two or four. The above shock absorbers may be arranged side by side.

  Between the load transmission members 60 to 62 and the shock absorbers 30 to 32, flat interposition plates 80 to 82 are arranged as shown in FIG. 4 (the figure shows the load transmission member 61 and the shock absorbers). The combination of the body 31 and the interposition plate 81 is shown). The interposed plates 80 to 82 are made of FRP or metal and have sufficient bending rigidity and strength to uniformly transmit the collision load transmitted from the shock absorbers 30 to 32 to the load transmitting members 60 to 62. is doing. These form a shock absorbing structure.

  As shown in FIG. 5 or FIG. 6, the load transmitting members 60 to 62 include a plurality of rectangular members 60 a or U-shaped members 60 b made of FRP or metal. It is fixed by bonding, riveting, welding or the like. 5 and 6 correspond to the horizontal cross section of FIG.

  As shown in FIG. 7, a fairing 55 that covers these shock absorbing structures from the lower side of the aircraft is provided. The fairing 55 includes a rigid member 51 that extends forward from the main frame 50, a pin, a rivet, and the like in front of the aircraft. It is concluded by. The fairing 55 is made of metal or FRP and has an aerodynamically smooth shape for forming the lower surface of the fuselage, and constitutes a body surface protection member according to the present invention.

  On the outer surface of the fairing 55, as shown in FIG. 8, a plurality of peelable films 56 are attached by an adhesive layer 57 using an adhesive. Here, the adhesive layer 57 is configured so as to reduce the number of connecting portions in a stepwise manner from the fairing 55 side (airframe side) to the surface side. Instead of the adhesive layer 57, an adhesive layer using an adhesive may be used. Furthermore, a surface treatment layer 58 is provided on the surface of the film 56. The surface treatment layer 58 is, for example, provided with a non-woven layer made of resin mixed with glass fiber or the like cut to 5 to 30 mm and coated on the outer surface to a thickness of about 1 to 5 mm. It is.

  When a small aircraft collides with the ground, it is frequently contacted with a so-called head-down posture with the nose lowered. In this case, the grounding is first performed at the lower part of the nose (near the fire wall 40), and then the aircraft is rotated so that the grounding point moves rearward. When the seat structure or the like of the present invention is employed, the surface treatment layer 58 reduces friction with the ground and makes it slip during ground contact at the initial stage of the collision, so that sudden deceleration due to the collision can be avoided. Furthermore, the adhesive layer 57 that connects the film 56 is sequentially worn out, and the film 56 is peeled off sequentially, so that it is possible to avoid sudden deceleration while absorbing the collision energy. Here, since the front end of the fairing 55 is fastened to the rigid member 51 connected to the main frame 50, the fairing 55 is not detached from the body and dragged rearward even during a collision impact.

  When the contact point moves rearward, the shock absorbers 30 to 32 are sequentially crushed from the lower side due to the collision load. The collision load is further distributed to the main frame 50 and the outer shell 70 through the load transmission members 60 to 62 through the interposition plates 80 to 82. As a result, deformation of the passenger accommodation space due to the collision load can be effectively suppressed, and the passenger can be safely protected.

  In the seat structure according to the present invention, the shock absorbers are arranged in two rows at the lower side edge of the fuselage, so that the collision load is effectively distributed to the entire fuselage to prevent damage to the fuselage. A passenger | crew accommodation space can be hold | maintained safely and a passenger | crew can be protected. In addition, if shock absorbers are placed on the entire lower surface of the fuselage, the shock absorption performance will be improved, but in order to support the collision load input to the shock absorber, a large number of thick and heavy cross members must be placed. In addition to an increase in weight, the passenger accommodation space is narrowed. According to the configuration of the present invention, it is possible to achieve both weight reduction of the fuselage and securing of the passenger accommodation space while ensuring the impact absorption performance.

  Here, the case where both the surface treatment layer 58 and the film 56 are provided has been described as an example, but only one of them may be provided. Also in this case, by peeling off the film 56 on the surface of the fairing 55 and polishing the surface treatment layer 58, the effect of suppressing the sudden stop at the time of the ground collision can be obtained by reducing the frictional resistance with the ground.

  In the above description, the tractor-type small fixed wing aircraft in which the engine and the propeller are arranged in the front is described as an example. It is also applicable to. Furthermore, the present invention can be applied to a twin-engine machine in which a propulsion device is arranged separately from the fuselage. In these cases, a seat structure such as a shock absorber may be arranged so as to cover the entire front-rear direction of the passenger accommodation space.

  The aircraft seat structure according to the present invention can be employed in various small aircraft.

  DESCRIPTION OF SYMBOLS 10-12 ... Window, 15 ... Door, 21, 22 ... Seat, 30-32 ... Shock absorber, 40 ... Fire wall, 41, 42 ... Base, 50 ... Main frame, 51 ... Rigid member, 55 ... Fairing, 56 ... Film, 57 ... Adhesive layer, 58 ... Surface treatment layer, 60a, 60b ... Member, 61 ... Load transmission member, 60-62 ... Load transmission member, 70, 71 ... Outer shell, 80-82 ... Intervening plate, 90 91 ... Crew.

Claims (4)

An aircraft seat structure,
A shock absorbing structure disposed at least one at each end on both sides of the fuselage lower side;
A fuselage surface protection member covering the lower part of the fuselage including the shock absorbing structure from the bottom, and
The aircraft body surface protection member has a structure in which a surface layer is sequentially worn or peeled off at the time of an impact.   The shock absorbing structure includes one or more shock absorbers arranged side by side in the longitudinal direction of the body, a flat interposition plate disposed on the shock absorber, the interposition plate, and the main body of the airframe above it. The aircraft seat part structure according to claim 1, further comprising a load transmission member disposed between the frame and the outer shell.   The aircraft seat portion structure according to claim 1 or 2, wherein the surface layer of the airframe surface protection member includes a non-woven fabric layer obtained by mixing and solidifying a cut glass fiber with a resin.   The surface layer of the body surface protection member includes a layer in which a film-like layer is laminated with an adhesive or a pressure-sensitive adhesive, and the connection by the adhesive or pressure-sensitive adhesive is gradually reduced from the body side to the surface side. The aircraft seat part structure according to claim 1 or 2, characterized by the above-mentioned.

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