Research on typical metal aircraft fuselage substructure crashworthy performance and designs
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摘要: 为研究飞机机身下部结构的坠撞吸能特性并进行吸能设计，以典型民机金属机身的下部结构为对象，首先开展了典型机身下部结构的坠撞实验，基于实验和仿真结果，对机身下部结构的吸能特性进行了评估；在此基础上，开展了机身下部结构的坠撞吸能设计，并采用仿真手段研究了新型机身下部结构的布局参数对结构坠撞响应的影响。结果表明：在坠撞过程中，原构型机身下部结构的立柱均在连接处附近弯折并断裂，而立柱的其他区域几乎未发生塑性变形。在机身结构总质量基本不变的情况下，与原构型相比，新型的机身下部结构变形更加充分，可显著降低飞机坠撞前期的载荷和加速度峰值，机身框和下部吸能结构的吸能占比明显增大。相较于原构型，优化后的新型机身结构的平均过载下降了30.8%，客舱地板上2个质量点的平均加速度分别下降了25.0%和37.6%。Abstract: In order to study crashworthy performance and energy absorption characteristics of the aircraft fuselage substructure and carry out structural crashworthy design, a typical metal aircraft fuselage was taken as the research object in this paper. A typical fuselage substructure drop test was conducted. The energy-absorbing characteristics of the fuselage substructure were evaluated based on the experimental results and simulation analysis results. On this basis, the energy absorption design of fuselage substructure was carried out. The influence of the structural layout parameters of the new fuselage substructure on the crash response was studied through the simulation analysis. The structural deformation, the impact force-time curve, the acceleration response and the energy absorption of fuselage substructure with different layout parameters were compared. The research results show that in the crash process of the original structure, the main energy absorption modes include plastic deformation and fracture of the column, frame and beam connection area, bending deformation of cabin floor beams and failure of the connectors. Since all the columns bend and break in the area near the connection area, the other areas of the column are almost not involved in plastic deformation. The energy absorption of the column is limited. The new substructure proposed in this paper has new configuration and also make full use of advantages of metal plastic deformation. Compared with the original configuration, the deformation of new substructure proposed in this paper is more adequate while maintaining the same total mass of the fuselage structure. The peak load and acceleration at the early stage of the crash can be significantly reduced. The proportion of energy absorption by the frame and the energy-absorbing component has increased significantly. After optimization, the average overload of the new fuselage substructure decrease by 30.8% compared with the original configuration. The average acceleration of the two mass points on the cabin floor of the new fuselage substructure decrease by 25% and 37.6% respectively compared with the original configuration. The research results can provide a reference for the fuselage substructure crashworthy design.
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图 5 机身下部结构坠撞的有限元模型
Figure 5. Finite element analysis model of fuselage substructure crash
图 7 夹具横梁中心点位移及速度曲线
Figure 7. Displacement and velocity curves of center on fixture beam
图 9 典型机身下部结构坠撞过程中的应力云图
Figure 9. Stress nephogram during the crash of the typical fuselage substructure
图 12 新型机身下部结构的吸能分区
Figure 12. Energy absorption partition of new fuselage substructure
图 13 新型机身下部结构坠撞有限元模型
Figure 13. Finite element analysis model of new fuselage substructure crash
图 14 新型机身下部结构在坠撞过程中的应力云图
Figure 14. Stress nephogram during the crash of the new fuselage substructure
图 16 不同横梁高度下机身下部结构的变形
Figure 16. Deformationof the fuselage substructure with different beam heights
图 17 不同横梁高度下机身下部结构的撞击载荷-时间曲线
Figure 17. Impact force-time curves of the fuselage substructure with different beam heights
图 18 不同横梁高度下质量点的加速度-时间曲线
Figure 18. Acceleration-time curves of the mass points with different beam heights
图 19 不同横梁高度下机身下部结构各部件的吸能占比
Figure 19. Energy ratio of each part of the fuselage substructure with different beam heights
图 20 不同斜撑距离下机身下部结构的变形
Figure 20. Deformation of the fuselage substructure with different inclined strut distances
图 21 不同斜撑距离下机身下部结构的撞击载荷-时间曲线
Figure 21. Impact force -time curves of the fuselage substructure with different inclined strut distances
图 22 不同斜撑距离下质量点的加速度-时间曲线
Figure 22. Acceleration-time curves of the mass points with different inclined strut distances
图 23 不同斜撑距离下机身下部结构各部件的吸能占比
Figure 23. Energy ratio of each part of the fuselage substructure with different inclined strut distances
图 24 不同斜撑与横梁夹角下机身下部结构的变形
Figure 24. Deformation of fuselage substructure with different angles between inclined strut and beam
图 25 不同斜撑与横梁夹角下机身下部结构的撞击载荷-时间曲线
Figure 25. Impact force -time curves of the fuselage substructure with different angles between inclined strut and beam
图 26 不同斜撑与横梁夹角下质量点的加速度-时间曲线
Figure 26. Acceleration-time curves of the mass points with different angles between inclined strut and beam
图 27 不同斜撑与横梁夹角的机身下部结构各部件吸能占比
Figure 27. Energy ratio of each part of the fuselage substructure with different angles between inclined strut and beam
图 28 不同立柱高度下机身下部结构的变形
Figure 28. Deformation of of the fuselage substructure with different column heights
图 29 不同立柱高度下机身下部结构的撞击载荷-时间曲线
Figure 29. Impact force -time curves of the fuselage substructure with different column heights
图 30 不同立柱高度下质量点的加速度-时间曲线
Figure 30. Acceleration-time curves of the mass points with different column heights
图 31 不同立柱高度的机身结构各部件吸能占比
Figure 31. Energy ratio of each part of the fuselage with different column heights
材料 部位 密度/(kg·m−3) 模量/GPa 泊松比 屈服应力/MPa 硬化模量/MPa 失效应变 7075 框、角片 2 796 70 0.33 418 680 0.056 7050 角片 2 830 72 0.33 441 950 0.050 7150 长桁、横梁、滑轨、立柱 2 823 76 0.33 690 400 0.060 2524 蒙皮 2 768 72 0.35 328 920 0.150 
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表 2 新型机身下部吸能结构的材料参数
Table 2. Material parameters of the new fuselage energy absorbing substructure
材料 部位 密度/(kg·m−3) 模量/GPa 泊松比 屈服应力/MPa 硬化模量/MPa 失效应变 2024 横梁、斜撑、立柱 2760 71 0.33 369 850 0.15
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表 3 布局参数
Table 3. Layout parameters
编号 h1/mm l/mm a/(˚) h2/mm x1 50 250 25 135 x2 50 300 25 135 x3 50 300 20 135 x4 50 300 25 100 x5 50 300 25 170 x6 50 300 30 135 x7 80 300 25 135 x8 20 300 25 135 x9 50 350 25 135
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表 4 不同布局参数下机身结构的平均加速度
Table 4. s Average acceleration of fuselage structure with different layout parameters
编号 质量/kg $ \bar a $/g $ {\bar a_1} $/g $ {\bar a_2} $/g 原构型 452.275 12.27 9.60 10.94 x1 452.350 8.79 6.99 7.10 x2 452.300 9.15 7.56 6.65 x3 452.307 9.55 6.64 7.36 x4 452.323 8.49 7.20 6.83 x5 452.316 9.49 7.60 6.59 x6 452.329 8.88 7.20 7.13 x7 452.364 9.11 7.43 7.15 x8 452.249 9.34 7.60 6.48 x9 452.181 9.14 7.98 7.50
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表 5 不同布局参数下机身结构的吸能占比
Table 5. Energy absorption ratio of the fuselage structure with different layout parameters
编号 蒙皮/% 机身框/% 客舱地板横梁/% 下部吸能结构/% 原构型 23.13 23.33 10.50 6.54 x1 23.90 30.01 2.54 10.89 x2 23.94 28.21 3.00 10.59 x3 22.04 28.18 2.64 11.93 x4 23.85 31.90 3.33 9.26 x5 22.46 26.21 2.18 14.46 x6 23.37 28.80 5.40 11.21 x7 25.28 29.59 1.79 10.46 x8 19.90 32.12 3.94 9.84 x9 25.73 28.08 3.09 10.05
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