RU2798888C1 - Helicopter cockpit light - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: invention can be used in the manufacture of aircrafts, such as helicopters. The helicopter cockpit canopy contains a frame (1) made of polymer composite materials. In the front part of the frame (1) there are two central openings (2) separated by a central binding (3), on the right and left side there are openings (4), separated from the central openings (2) by means of side posts (5). A hatch opening (6) is located on the roof frame (1), two stiffening ribs (10, 11), one transverse power beam (7) and two longitudinal power beams (8, 9) are integrated into the upper part of the frame (1). The power transverse beam (7) is located above the central openings (2) and above the side openings (4), and two stiffening ribs (10, 11) are located perpendicular to the longitudinal beams (8, 9). The frame (1) is equipped with embedded elements (13), and air ducts (14) with holes (15) made in them are installed under the central openings (2) and along the side posts (5).

EFFECT: reduced weight of the structure, reduced number and range of incoming parts, increased strength and rigidity of the cockpit canopy design.

7 cl, 17 dwg, 1 tbl

Description

The invention relates to the field of aircraft engineering and can be used in the manufacture of aircraft, for example, helicopters.

Known emergency protection system installed in the upper part of the passenger cabin of the helicopter (patent RU 2229420, B64C 27/04, publ. 05/27/2004), which includes six racks located on the sides of the fuselage and rigidly attached to its frame. A shock-absorbing mesh in the form of longitudinal and transverse bundles with loops at the ends is put on the upper ends of the racks. The upper sheet is fixed on the upper surface of the mesh, and two lower puff sheets are fixed on the lower surface. The mesh tows and the top sheet are made of elastic material, one layer of the bottom sheet is made of elastic spongy material, for example, rubber, and the second layer is made thickened, for example, foam rubber. Under the influence of gravity, the sheets sag at the same time, a non-linear deformation takes place, which reliably absorbs (quenches) the impact force of objects acting on the mesh.

The disadvantage of this technical solution is the large weight of the protective shock-absorbing sheets and their fastening elements.

Known impact-resistant design of the skin of the cockpit of the aircraft crew, resistant to bird strikes (patent CN 204250348, B64C 1/12, publ. 04/08/2015), which consists of a skin and a beam connected to the skin, while the skin is riveted with the skin by means of flanging, and the riveting pitch of the rivets is 30 mm. By increasing the distance between the rivets connected to the skin, the skin can withstand bird ingestion without causing penetrating damage.

The disadvantage of this technical solution is the possibility of deformation of the cockpit in the event of a collision with a flying bird.

A device and energy absorption system for structures of the front part of the fuselage is known (patent US 2008265095, B29C 37/00, publ. 10/30/2008), which includes an impact element made of a plastically deformable material of a given configuration, the so-called "bird belt", located together with the structure in the leading edge area to absorb energy. The structure may have one or more sheet elements, such as a single sheet or inner and outer sheets with a core located between them.

Known design of the fuselage of the aircraft (patent CN 113955071, B64C 1/12, B64C 2001/0072, publ. 21.01.2022), the closest to the claimed technical solution. The fuselage contains a skin, the skin contains a body, a plurality of reinforcing parts, one-sided carbon fiber belts, multilayer foam layers and a layer of carbon fiber fabric; the housing comprises a first composite material formed by joining a glass fiber layer, a carbon fiber lightning protection layer with aluminum wire, and a carbon fiber layer; the reinforcing parts are located on the vertical keel of the fuselage, the tail section of the fuselage, the pillar of the cabin door cover and the junction of the fuselage and the middle wing of the aircraft, respectively, and contain several layers of carbon fibers. The fuselage skin is entirely made of high-strength laminated carbon fiber, using an anisotropic material characteristic of a composite material. The material of the fuselage skin layer is designed with the necessary strength and stiffness characteristics, while the weight of the fuselage structure is reduced. The aircraft is equipped with three air intakes and four air outlets. The air flow coming from the air intakes on the left and right sides of the outer fuselage wall at the rear of the fire wall passes through filters, hoses and adapters and finally enters the cockpit through the vents on both sides of the instrument panel; outside air is supplied to the cab and the instrument panel is cooled.

The disadvantage of the prototype is the low security of the crew when the fuselage hits the ground in an emergency.

The technical problem, the solution of which is provided by the present invention, is to create a cockpit canopy of reduced weight, made in the form of a three-layer structure made of a polymer composite material with increased strength and rigidity characteristics, capable of withstanding increased loads, including a collision with a bird and a helicopter crash. roof flip.

The technical result consists in reducing the mass of the structure, reducing the number and range of incoming parts, increasing the strength and rigidity of the cockpit canopy structure.

To achieve a technical result, a helicopter cockpit canopy is proposed, containing a frame 1 made of polymer composite materials, and in the front part of the frame 1 there are two central openings 2, separated by a central binding 3, to the right and left of the central openings 2 there are side openings 4, separated from the central openings 2 with the help of side racks 5, a hatch opening 6 is made on the roof of the frame 1, two stiffeners 10, 11 are integrated into the upper part of the frame 1, one transverse power beam 7 and two longitudinal power beams 8, 9, while the power beam transverse 7 is located above the central openings 2 and above the side openings 4, and two stiffeners 10, 11 are located perpendicular to the longitudinal power beams 8, 9, in addition, the frame 1 is equipped with embedded elements 13, air ducts are installed under the central openings 2 and along the side posts 5 14 with holes 15 made in them.

In this case, two longitudinal power beams 8, 9, located to the right and left of the hatch opening 6, and two stiffeners 10, 11 frame the hatch opening 6.

In addition, the frame 1 is made in the form of a monocoque made of carbon fiber and / or fiberglass, and includes external and internal skins with a filler, which is made of sheet acrylamide foam or honeycomb blocks 12, made of sheet acrylimide foam and / or fiberglass, and / or polymer honeycomb.

Moreover, the transverse power beam 7, longitudinal power beams 8, 9 and two stiffeners 10, 11 are made of sheet acrylamide foam and have a trapezoidal section.

When this embedded elements 13 are made in the form of titanium plates.

Moreover, air ducts 14 made of polymer composite materials are made separately and glued to the cockpit canopy.

In addition, the air ducts 14 are provided with inlets 16, and holes 15 are made on the sides facing the front and side glazing.

Thus, the technical result is achieved.

Reducing the weight of the structure, reducing the number and range of incoming parts is achieved by making the cockpit canopy in the form of a three-layer structure made of polymer composite materials, the properties of which make it possible to manufacture the cockpit canopy as a single part in the form of a monocoque, which made it possible to reduce the weight of the cockpit canopy by 7, 5% and reduce by 4 times the number and range of incoming parts compared to the canopy of the cockpit of the helicopter crew, made of metal.

An increase in strength and rigidity is achieved by making the cockpit canopy in the form of a three-layer structure made of polymer composite materials, the properties of which make it possible to manufacture the cockpit canopy as a single piece in the form of a monocoque and contains a frame 1 with integrated longitudinal and transverse stiffeners 10, 11, a transverse power beam 7, two power beams longitudinal 8, 9, air ducts 14, which together perceive the power load, which makes it possible to withstand external shocks, including a collision with a bird and a helicopter crash with a roll over onto the roof.

The design of the helicopter cockpit canopy is illustrated by the drawings:

Fig. 1 - general view of the helicopter, ¾ front;

Fig. 2 - cockpit lamp, general view ¾ front left;

Fig. 3 - canopy of the cockpit, view of the roof from below;

Fig. 4 - section of the canopy of the cockpit in the area of installation of fasteners;

Fig. 5 - section of the cockpit canopy, side view;

Fig. 6 - section of the cockpit canopy, rear view;

Fig. 7 - cockpit lamp, rear view;

Fig. 8 - air duct, top view;

Fig. 9 - inlet for hot air supply;

Fig. 10 - direction of movement of hot air through the air ducts;

Fig. 11 - section of the air duct in the area of the side opening;

Fig. 12 - section of the air duct in the area of the front opening;

Fig. 13 - contact zone of the cockpit canopy at the moment of collision with a bird, modeling;

Fig. 14 - deformation zone of the cockpit canopy at the moment of collision with a bird, outside view;

Fig. 15 - deformation zone of the cockpit canopy at the moment of collision with a bird, view from inside;

Fig. 16 - zone of contact of the cockpit canopy with the surface after the helicopter fell and rolled onto the roof;

Fig. 17 - zone of deformation of the canopy of the cockpit after the overturn on the roof.

The cockpit canopy is located in the nose of the helicopter and contains a frame 1, which is made in the form of a three-layer structure made of polymer composite materials, for example, carbon fiber and / or fiberglass, consisting of external and internal skins with filler, which can be made of sheet acrylamide foam and / or from honeycomb blocks 12, which are made, for example, from sheet acrylamide foam and/or from glass honeycomb and/or polymer honeycomb.

The cockpit canopy contains a frame 1, in front of which there are two central openings 2 for the installation of a windshield, separated by a central sash 3 (Fig. 1). On the sides to the right and left of the central openings 2 there are side openings 4 for the installation of pilot blisters, separated from the central openings 2 by side posts 5 (Fig. 2).

A hatch opening 6 is made on the roof of the frame 1. Two stiffening ribs 10, 11 are integrated into the upper part of the frame 1, one transverse power beam 7 and two longitudinal power beams 8, 9 located to the right and left of the hatch opening 6 (Fig. 5, 6) . Power beam transverse 7, curved, located above the central openings 2 and side openings 4, two longitudinal power beams 8, 9 are located in the direction from the central openings 2 to the opening of the hatch 6 (Fig. 3). Two stiffeners 10, 11 are located perpendicular to the longitudinal power beams 8, 9. Two longitudinal power beams 8, 9 and two stiffeners 10, 11 frame the hatch opening 6.

In the intervals between the longitudinal power beams 8, 9 and the transverse power beam 7, in the space between the inner and outer skins, to the right and left of the hatch opening 6, there are four honeycomb blocks 12 (Fig. 3). At the same time, the power beams are longitudinal 8, 9, the power beam is transverse 7 and two stiffeners 10, 11 are made of sheet acrylamide foam and have a trapezoidal section (Fig. 3, 5, 6).

In the longitudinal force beams 8, 9, the transverse force beam 7, stiffeners 10, 11 and honeycomb blocks 12, embedded elements 13 are pre-glued, for example, titanium plates located in the places of the planned attachment of additional equipment inside the cab, to enable the use of mechanical fasteners with a unilateral approach (Fig. 3). To fix additional equipment in the cabin, for example, lamps, holes are made in the inner skin and embedded elements 13 (titanium plates), which perceive the loads from fasteners and protect the skin made of composite materials from damage and contact with fasteners.

Air ducts 14 pass under the central openings 2 and along the side posts 5 (Fig. 7, 11, 12). Air ducts 14 made of polymer composite materials are made separately and glued to the cockpit canopy, forming a closed power circuit. In the air ducts 14, on the sides facing the front and side glazing, holes 15 are evenly made (Fig. 8). Hot air is supplied through air ducts 14 from the air conditioning system through inlet 16 to blow the windshield and side glazing, which is then directed through holes 15 to the glazing to prevent fogging (Fig. 9-10).

The use of a digital model of the helicopter made it possible to conduct a virtual simulation of emergency situations, including a collision with a bird and a helicopter crash with a roll over onto the roof (Fig. 13-17). Calculations showed the stability of the structure to roll over onto the roof to ensure the protection of the crew.

In FIG. Figures 13-15 show the results of a collision simulation between a helicopter in flight and a bird.

In FIG. 13 shows the moment of collision of a flying helicopter with a moving bird.

In FIG. 14 shows the results of modeling the load distribution along the outer skin of the canopy frame.

In FIG. 15 shows the results of modeling the distribution of loads over the power beams and the inner skin of the frame 1 of the lantern. The impact load is redistributed to the longitudinal power beams 8, 9, the transverse power beam 7 and the stiffening ribs 10, 11 of the roof, in turn, the roof is reinforced with a central sash 3 and side pillars 5. The rear part of the roof is connected to the power structure of the fuselage through the longitudinal power beams 8 , 9 and transverse power beam 7. Loads are transferred from the roof to power frames of the fuselage in such a way that a monocoque is formed around the pilots, protecting the pilots from external influences in emergency situations.

In FIG. Figures 16-17 show the simulation results of a helicopter crash followed by a rollover onto the roof, showing the calculated deformations of the cockpit canopy roof.

In FIG. 16, the area of contact of the cockpit lamp with the surface after the fall and overturn is highlighted in red.

In FIG. 17 indicates point A - the point of maximum displacement (deformation). According to the calculations, it was found that the maximum displacement of the frame structure 1 of the cockpit lantern at point A does not exceed 10 mm.

The use of the claimed invention allows to reduce the weight of the cockpit lamp of the helicopter.

The manufacture of the cockpit canopy as a single part from polymer composite materials made it possible to reduce the mass of the cockpit canopy structure by 7.5% and reduce the range of incoming parts by 4 times compared to the helicopter cockpit canopy of the previous modification, made mainly of metal, which, collected in a separate assembly slipway.

Table 1 shows a comparative quantitative and weight summary, according to which the implementation of the cockpit canopy in the form of a monocoque made of composite materials makes it possible to reduce the number and range of incoming parts of the cockpit canopy and their fasteners by about 3-4 times, as well as reduce the number of slipway equipment, conductors, basing fixtures and templates. This allows you to significantly reduce the number of fitting operations and locksmith work, increase the accuracy of the assembly of the unit, and reduce its labor intensity.

The use of the claimed invention allows to increase the rigidity and strength of the structure.

The cockpit canopy is a critical structural element of the helicopter, which ensures the safety and protection of the crew in emergency situations. The openings are made as large as possible for the crew to quickly leave the cabin in the event of an emergency landing.

The presented design of the cockpit canopy complies with the requirements defined in the aviation regulations for rotary-wing aircraft (AP-29) in the part of paragraph 29.631 regarding bird impact at speeds up to 300 km/h. This provides complete protection for the crew.

One of the typical cases during an emergency landing of a helicopter is the case when the front plane of the cockpit hits the surface of the earth or water, while the aircraft is thrown from one side to the other. The proposed design of the cockpit canopy is made in the form of a monocoque with integrated longitudinal and transverse stiffeners 10, 11 of a trapezoidal shape with a large headroom, significantly exceeding the thickness of the frame 1 skin. helicopter damage.

The integration of air ducts 14 into the cockpit canopy made it possible to get rid of the installation of additional parts necessary to supply hot air to the windshield and side blisters, reduce pressure and temperature losses in the air conditioning system, increase the efficiency of glass heating and improve the aesthetic appearance of the cabin. Also, the air ducts, in addition to their functional purpose, perceive the power load and act as stiffeners, which significantly strengthen the lower part of the central openings 2 for the windshield and increase the overall rigidity of the side pillars 5.

In a helicopter rollover emergency, the proposed cockpit canopy design withstands external shocks such as impact with the ground through the outer skin.

In addition, in connection with the implementation of the cockpit canopy in the form of an integral structure made of polymer composite material, it makes it possible to reduce the weight of the structure, reduce the number and range of incoming parts, increase strength and stiffness characteristics, improve manufacturing and assembly accuracy, and reduce operating costs.

High strength and predictable deformability are ensured through the use of composite materials that have high-strength carbon fibers in their structure. In the process of designing and optimizing the cockpit structure, the directions of the fibers and the thickness of the elements were determined, thereby ensuring the strength and rigidity of the structure in accordance with aviation regulations and the requirements of foreign standards.

All openings for the installation of glazing are made in the form of a single structure in one technological cycle, where the accuracy is determined by the equipment. This ensures the repeatability of the geometry, reduces the number of contour deviations, simplifies the further installation of the front and side glazing, as well as blisters.

Claims (7)

1. Lantern of the cockpit of the helicopter, containing a frame (1) made of polymer composite materials, characterized in that in the front of the frame (1) there are two central openings (2), separated by a central binding (3), to the right and left of the central openings (2) there are side openings (4) separated from the central openings (2) by means of side posts (5), on the roof of the frame (1) there is a hatch opening (6), two stiffening ribs are integrated into the upper part of the frame (1) (10, 11), one transverse power beam (7) and two longitudinal power beams (8, 9), while the transverse power beam (7) is located above the central openings (2) and above the side openings (4), and two ribs stiffnesses (10, 11) are located perpendicular to the longitudinal beams (8, 9), in addition, the frame (1) is equipped with embedded elements (13), and air ducts (14) with holes made in them (15). 2. Canopy of the cockpit of the helicopter according to claim 1, characterized in that two longitudinal power beams (8, 9) located to the right and left of the hatch opening (6), and two stiffeners (10, 11) edge the hatch opening (6 ). 3. Canopy of the cockpit of the helicopter according to claim 1 or 2, characterized in that the frame (1) is made in the form of a monocoque made of carbon fiber and / or fiberglass and includes external and internal skins with a filler, which is made of foam acrylamide sheet or honeycomb blocks (12 ) made of sheet acrylamide foam and/or glass honeycomb and/or polymer honeycomb. 4. Lantern cockpit helicopter according to any claim. 1-3, characterized in that the power beam is transverse (7), the power beams are longitudinal (8, 9) and two stiffeners (10, 11) are made of sheet acrylamide foam and have a trapezoidal section. 5. Lantern cockpit helicopter according to any claim. 1-4, characterized in that the embedded elements (13) are made in the form of titanium plates. 6. Lantern cockpit helicopter according to any claim. 1-5, characterized in that the air ducts (14) made of polymer composite materials are made separately and glued to the cockpit canopy. 7. Lantern cockpit helicopter according to any one of paragraphs. 1-6, characterized in that the air ducts (14) are provided with inlets (16), and holes (15) are made on the sides facing the front and side glazing.

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