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Fuselage Section Crashworthiness Test, Analysis and Evaluation

Fuselage Section Crashworthiness Test, Analysis and Evaluation. Shanghai Aircraft Airworthiness Certification Center Zhang Zhuguo Supports from AVIC Aircraft Strength Research Institute 2016-10-26. Contents. Introduction Modeling and Analysis Drop Test Crashworthiness Evaluation

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Fuselage Section Crashworthiness Test, Analysis and Evaluation

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  1. Fuselage Section Crashworthiness Test, Analysis and Evaluation Shanghai Aircraft Airworthiness Certification Center Zhang Zhuguo Supports from AVIC Aircraft Strength Research Institute 2016-10-26

  2. Contents Introduction Modeling and Analysis Drop Test Crashworthiness Evaluation Conclusion and Recommendation

  3. Introduction Crashworthiness is the ability of a structure to protect its occupants during an impact To investigate the transport category airplane crashworthiness technology, a fuselage section drop test and analysis were conducted

  4. Reinforced cabin floor beam Overhead bin Triple seats Double seats Modeling and Analysis 7 frames, 6 bays，length=3m weight (no ATDs)=611kg， 2000 and 7000 series Aluminum Rivets and Hi-lock used

  5. After assembly, weight of empty fuselage section (no seats, no bins)=410kg FEM weight=405kg, error=-1.2% Vibration modal test and FEM vibration analysis were conducted The stiffness and mass distribution correlate well

  6. Analysis results (c) 7m/s(23ft/s)(d) 8m/s(e) 9m/s30ft/s Descent velocity (a) 5m/s(b) 6m/s

  7. CG acceleration factor Vs descent velocity

  8. CG displacement Vs descent velocity

  9. Drop test descent velocity 7m/s was selected, based on • Cabin integrity remains, cabin floor no rupture • Seats no collapse, continuous load path remain, no excessive deformation which impede occupant from egress • CG vertical displacement no more than H, preventing oblique beam from crippling or rupture

  10. Drop test Actual descent rvelocity=6.85m/s =22.5ft/s

  11. Data measured Velocity and fuselage attitude Fuselage response, i.e. acceleration and strain Response of ATD, i.e. head, neck, lumbar, pelvic Deformation of fuselage during impact Impact load ATD displacement and overhead bin deformation

  12. Dummy location

  13. Roll angle (since triple seats side is heavier than double seats side) 1.56degree when contact with ground 4.14 degree when stop

  14. Pitch angle 0 degree before contact with ground 0.54degree when stop

  15. Maximum impact load is 170.62KN Total weight of fuselage section is 1935kg Peak acceleration is 8.81g

  16. Seat track acceleration measured

  17. Update analysis modeling • Update FEM to reflect real mass distribution and location • Revise rivet failure criteria per real loading speed • Revise impact velocity 6.85m/s • Revise the impact attitude to reflect roll angle and pitch angle

  18. 100% 90% 80% 70% initial descent velocity

  19. 60% 50% 40% 30%

  20. Actual peak acceleration is 8.81g FEM peak acceleration is 9.17g, error is 4.1%

  21. Crashworthiness Evaluation Crashworthiness evaluation should consider the following four main criteria areas • Occupants must be protected during the impact event from release of items of mass (e.g., overhead bins) • The emergency egress paths must remain following a survivable crash • The acceleration and loads experienced by occupants during a survivable crash must not exceed critical thresholds • A survivable volume of occupant space must be retained following the impact event

  22. Evaluation method with following item • Belt load • Pelvis load • Femur load • HIC • Seat attach • Mass item drop • Door open and structural deform • Seat permanent deformation • Upper torso restraint straps remain on shoulder and lap belt on pelvis Items above=1 if compliance with =0, if not

  23. ICI (Integrated Crashworthiness Index) ICI=8.4 The fuselage section impact ground with 6.85m/s descent velocity Survivable drop without severe injury of occupant

  24. Conclusions and Recommendation A fuselage section drop test was conducted, updated analysis correlates with test results well The drop test with 6.85m/s (22.5ft/s) descent velocity provides a survivability drop environment for this fuselage design The possible roll angle and pitch angle of fuselage should be taken into account during drop analysis The fastener failure criteria under dynamic condition is important to the accuracy of analysis result Dynamic mechanical parameter of different materials and fasteners incorporated into Handbook, i.e. MMPDS, CMH-17

  25. Thank you for your attention！

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