Patent Application
20250206433
This application incorporates by reference and claims priority to European patent application EP23383359.9, filed Dec. 22, 2023.
The present invention is in the technical field of hydrogen powered aircraft and particularly an aircraft fuselage section that is crashworthy.
In response to the environmental imperatives associated with conventional fossil fuel-based aircraft propulsion, the aviation industry is undergoing a notable shift towards exploring cleaner and more sustainable alternatives. The emission of contaminants from traditional aircraft fuels has raised concerns about its contribution to climate change and air quality degradation. In response to these challenges, there has been a growing interest in developing alternative solutions based on cleaner fuel sources.
In particular, hydrogen has emerged as a promising candidate due to its high energy density, zero carbon emissions at the point of use, and for having a potential for sustainable production methods, particularly through green hydrogen derived from renewable energy sources. Unlike traditional hydrocarbon-based fuels, the combustion of hydrogen produces only water vapor as a byproduct, making it an environmentally friendly option for reducing the carbon footprint of aviation.
However, one of the significant challenges from implementing hydrogen as a fuel for aircraft engines is the storage and distribution of hydrogen since it has low volumetric energy density, requires specialized infrastructure and particular storage conditions.
The promise of hydrogen lies not only in its clean combustion but also in its potential to revolutionize the entire aviation fuel landscape. However, reaching this potential is contingent on overcoming significant technical challenges. The development of specialized infrastructure for hydrogen storage and distribution, as well as the adaptation of aircraft engines for hydrogen combustion or fuel tank integration, requires concerted efforts and investments.
Hydrogen, as a fuel, presents a notable challenge due to its ultralight nature. The intrinsic complexities in storing hydrogen in its natural state prompt the necessity for sophisticated technical solutions to enhance density and reduce storage facility dimensions. Notwithstanding advancements in diverse hydrogen storage methods, each methodology exhibits distinctive merits and constraints. Addressing these storage challenges demands ongoing research and development efforts to augment the efficiency, scalability, and cost-effectiveness of hydrogen storage technologies.
Focusing on the potential implementation of liquid hydrogen in civil aviation, a main challenge will be the crashworthiness consideration of the overall aircraft and, more particularly, of the fuel tank. In those cases, the aircraft should be able to ensure a safe operation in case of emergency landing, wheels up landing, and fuselage crash survivability.
Currently, crashworthiness is key in aircraft design. In eventual plane accidents, it is essential to protect the elements responsible for fuel storage in the aircraft as much as possible. The fuel is usually stored in wings or horizontal stabilizers and, in few exceptions, extra tanks are located in the central fuselage for extra-long range versions. There is a need in the art for a crashworthiness concept which may provide, to the unpressurized rear fuselage section of an aircraft, the sufficient amount of energy absorption, dissipation and distribution along the fuselage in case of emergency, for example during a plane crash.
In a first inventive aspect, the invention may be embodied as an aircraft fuselage section extending along a longitudinal direction, wherein the aircraft fuselage section comprises: a fuselage structure comprising a plurality of frames, a floor connected to the fuselage structure, a cushioning element arranged on the floor, and crash absorption assembly arranged between the fuselage structure and the floor, wherein the crash absorption assembly comprises a plurality of first absorption elements and a plurality of second absorption elements distributed along the longitudinal direction, the plurality of first absorption elements and the plurality of second absorption elements being configured for dissipating and distributing energy; wherein the first absorption elements are each arranged at a position corresponding to a frame of the fuselage structure and the second absorption elements are each arranged at a position between successive frames of the fuselage structure.
The aircraft fuselage section may be embodied with improved kinetic energy absorption capacities. The aircraft fuselage section comprises a fuselage structure, a floor connected to said fuselage structure, a cushioning element arranged on the floor and crash absorption assembly arranged between the fuselage structure and the floor.
The combination of the previously mentioned elements ensures that any additional element, such as a fuel storage tank, located inside the fuselage section and over the cushioning element would be protected during a crash event. In case of a crash event, the cushioning element performs a braking and protective action on the additional element and transfers to the floor the pressure loads generated in the braking. At the same time, the cushioning element prevents eventual major damages of both the structure of the additional element and the floor. Also, the crash absorption assembly configuration helps dissipating and distributing energy inside the fuselage section during the crash event, more particularly, kinetic energy. This allows maximizing the absorption of kinetic energy during a crash event, while protecting the structural integrity of the additional element.
In particular, the dissipation and distribution of the energy is ensured by the crash absorption assembly which are arranged between the fuselage structure and the floor. The crash absorption assembly comprise a plurality of first absorption elements and a plurality of second absorption elements distributed along the longitudinal direction.
The first absorption elements are each arranged at a position corresponding to a frame of the fuselage structure and the second absorption elements are each arranged at a position between successive frames of the fuselage structure. In other words, the invention provides a repetitive pattern of crash absorption assembly where any first absorption element of the crash absorption assembly is located in between two second absorption elements and any second absorption element is located in between two first absorption elements, except for the absorption elements located at both ends of the distribution of crash absorption elements along the longitudinal direction.
The specific arrangement of the first and second absorption elements along the fuselage structure, in particular corresponding to a frame of the fuselage or in between successive frames of the fuselage structure, ensures both transverse and longitudinal dissipation and distribution of the energy.
Additionally, the present invention may be embodied to provide further advantages such as efficient energy absorption, dissipation and load distribution with potential weight reduction with respect to the solutions known in the state of the art for aircraft fuselage section. Also, the invention permits reducing the distance between the tank and the fuselage structure and, by doing so, it is possible to increase the tank diameter and reduce its length, and thus the aircraft fuselage length when dimensioning said aircraft. This would enable both tank and fuselage structure weight savings. Finally, the cushioning element alleviates the rest of the fuselage section, in particular the frames of the fuselage structure, to hold high acceleration peaks and the inertia loads generated during an eventual crash event.
The fuselage of an aircraft is normally divided into three main components: a tapered nose section which houses at least a portion of the cockpit from where the crew controls the operation of the aircraft, a substantially tubular section housing the passenger cabin, and a tapered tail cone. In particular, the structure of the aircraft comprises an unpressurized rear fuselage which starts at the end of the cabin and extends until the rear fuselage end, which can also be referred to as tail cone.
Once the aircraft fuselage section is implemented as part of an aircraft, the longitudinal direction of the aircraft fuselage section corresponds to the longitudinal axis of said aircraft, and a direction perpendicular to the longitudinal direction is a direction contained in the plane defined by the pitch axis and the yaw axis of the aircraft (i.e., the horizontal and vertical axes when considering a straight cruise flight).
In an embodiment, the cushioning element extends over a region of the floor.
In an embodiment, the crash absorption assembly are arranged between the fuselage structure and at least a portion of the region of the floor over which the cushioning element extends.
In an embodiment, the first absorption elements are arranged extending along a direction perpendicular to the longitudinal direction. In an embodiment, the first absorption elements are each arranged along a portion of the corresponding frame of the fuselage structure.
In an embodiment, the second absorption elements are arranged extending along the longitudinal direction or parallel to the longitudinal direction. In an embodiment, the second absorption elements are each arranged extending over a region between successive frames of the fuselage structure.
Further embodiments combine the previous embodiments regarding the plurality of first absorption elements and the plurality of second absorption elements.
In an embodiment, the second absorption elements are located in a central region in between each pair of first absorption elements, that is, in between two frames of the fuselage structure. By central region, it should be understood that the second absorption means are distributed essentially evenly with respect to the middle of the fuselage section defined in a cross-section view.
In an embodiment, the aircraft fuselage section further comprises at least one fuel storage tank arranged over the cushioning element.
This embodiment of the present invention helps protecting the structural integrity of the at least one fuel storage tank in case of a crash event.
Advantageously, the invention helps maximizing the sizing of the at least one fuel storage tank, in particular its cross-section and volume, by enabling an efficient solution which maximizes the absorption of kinetic energy during a crash event, while protecting the structural integrity of the fuel storage tank.
It shall be understood that the at least one fuel storage tank is configured for housing a fuel within. In an embodiment, the at least one fuel storage tank is a cryotank configured for housing liquid hydrogen (LH2) or any other suitable fuel used in the aircraft industry.
In an embodiment, the at least one fuel storage tank stores hydrogen (H2).
In an embodiment, the fuel storage tank has a cylindrical or conical section.
In an embodiment, the at least one fuel storage tank is arranged over the floor, the cushioning element and the crash absorption assembly. In a particular embodiment, the floor, the cushioning element and the crash absorption assembly are arranged below the at least one fuel storage tank and extend, along the longitudinal direction, further than the length of the at least one fuel storage tank. In another particular embodiment, the floor, the cushioning element and the crash absorption assembly are arranged below the at least one fuel storage tank and the length of the floor, the cushioning element and the crash absorption assembly match the length of the at least one fuel storage tank. The length of the crash absorption assembly shall be understood as the length along which the first and second crash absorbing elements are arranged.
In an embodiment, the fuel storage tank has a cylindrical or conical section and the length of the cushioning element matches the length of said cylindrical or conical section.
In an embodiment, the fuel storage tank is arranged such that there is a gap between the fuel storage tank and the cushioning element. Advantageously, the gap between the fuel storage tank and the cushioning element helps preventing, or at least minimizing, the potential coupling between said fuel storage tank and the fuselage structure during normal operation.
In an embodiment, in case of a crash event, the fuel storage tank will enter in contact with the cushioning element first, before the fuselage structure enters in contact with the crash absorption assembly, the cushioning element will be able to reduce the fuel storage tank kinetic energy and distribute the pressure loads over the area of contact between the fuel storage tank and the cushioning element. As a reaction force, the cushioning element will transfer and distribute said pressure load over a specific area of the floor. Also, the plurality of first absorption elements and the plurality of second absorption elements may be in contact with the fuselage structure at the same time in case of a crash event so that the efficiency of the transfer and distribution of the kinetic energy is enhanced.
In an embodiment, the aircraft fuselage section comprises a protective layer located between the fuel storage tank and the cushioning element. Advantageously, the protective layer between the fuel storage tank and the cushioning element helps preventing, or at least minimizing, the potential coupling between said fuel storage tank and the fuselage structure during normal operation. In an operative mode, when the aircraft fuselage section is implemented as part of an aircraft and a crash occurs, the protective layer will be in contact with both the fuel storage tank and the cushioning element at the same time. In particular, the fuel storage tank sinks down into the protective layer and said protective layer helps adding additional dissipation capacities of the kinetic energy.
In an embodiment, the at least one fuel storage tank is a single fuel storage tank. In another embodiment, the at least one fuel storage tank is a plurality of fuel storage tanks.
In an embodiment, the aircraft fuselage section comprises two fuel storage tanks arranged in a tandem configuration, in a side-by-side configuration or in an up-down configuration.
A tandem configuration shall be understood as the configuration wherein the fuel storage tanks are arranged consecutively one after the other along the longitudinal direction of the aircraft fuselage section.
A side-by-side configuration shall be understood as the configuration wherein the fuel storage tanks are arranged with their respective longitudinal axes being substantially parallel to each other, that is, one next to the other according to a horizontal axis perpendicular to both the longitudinal axis and the vertical axis.
An up-down configuration shall be understood as the configuration wherein the fuel storage tanks are arranged in a stacked configuration, that is, one above the other according to a vertical direction of the aircraft fuselage section.
In an embodiment, the aircraft fuselage section is an unpressurized rear section of the fuselage. In an embodiment, the aircraft fuselage section comprises a substantially tubular section and/or a tail cone.
In an embodiment, a first fuel storage tank is arranged in the substantially tubular section of the aircraft fuselage section and a second fuel storage tank is arranged in the tail cone of the aircraft fuselage section. In an embodiment, the second fuel storage tank has a central portion with a substantially tapered geometry that allows it to fit to the tapered tail cone, thus optimising the volume available for storing fuel while allowing to maintain a clearance with respect to the fuselage structure.
In an embodiment, the cushioning element, the floor and the crash absorption assembly extend in the longitudinal direction along the whole length of the first and second fuel storage tanks, thus providing crash protection to both fuel storage tanks. In an embodiment, the cushioning element, the floor and the crash absorption assembly do not extend in the longitudinal direction along the length of the first or the second fuel storage tank, thus providing crash protection to one fuel storage tank only.
In an embodiment, the cushioning element, the floor and the crash absorption assembly extend in the longitudinal direction along the length of the first fuel storage tank and the aircraft fuselage section comprises a second cushioning element, a second floor and second crash absorption assembly extending in the longitudinal direction along the length of the second fuel storage tank. Thus, both fuel storage tanks are protected from crash.
In an embodiment, the floor and the crash absorption assembly extend in the longitudinal direction along the whole length of the first and second fuel storage tanks, the cushioning element extends in the longitudinal direction along the length of the first fuel storage tank and the aircraft fuselage section comprises a second cushioning element extending in the longitudinal direction along the length of the second fuel storage tank. Thus, each fuel storage tank has a corresponding cushioning element.
In an embodiment, the floor is flat.
In an embodiment, the floor is curved. In a particular embodiment, the floor has a curvature substantially matching the curvature of the aircraft fuselage section. In a particular embodiment, the floor has a curvature substantially matching the curvature of the fuel storage tank.
In an embodiment, the protective layer is made of an elastomeric material. Advantageously, the elastomeric material helps absorbing small relative displacements between the fuel storage tank and the cushioning element.
The term “elastomeric” refers to a polymer material having rubber-like properties such as a material having the capacity to regain its original form when a load is removed from said material.
In an embodiment, the aircraft fuselage section comprises attaching fastener configured to attach the at least one fuel storage tank to the fuselage structure.
The attachment of the at least one fuel storage tank to the fuselage structure may be performed using discrete attachment joints, such as lugs, fittings and/or rods, using continuous attachment joints, such as band-clamps and/or straps, or using any combination thereof.
In an embodiment, the attaching fastener comprises lugs, fittings, rods, band-clamps, straps or any combination thereof.
In an embodiment, the fuel storage tank is arranged resting on at least a portion of the attaching fastener.
In an embodiment, additionally to the attaching fastener configured to attach the at least one fuel storage tank to the fuselage structure, the aircraft fuselage section comprises at least one safety belt configured to retain the at least one fuel storage tank in case of a crash event. The at least one safety belt would actuate only in case of a crash event, helping the attaching fastener to overcome the high acceleration peaks and the associated inertia loads. In an embodiment, the safety belt is implemented as a band-clamp or strap attached to the fuselage structure. In an embodiment, the aircraft fuselage section comprises a plurality of safety belts.
A strap shall be understood as a strip or band of material used for securing, holding together or clamping an object in position. The strap may be formed of materials, alone or in combination, for manufacturing the described straps are textile materials with fibers of materials such as nylon, polyamide, Ultra-high-molecular-weight polyethylene (“UHMWPE”), or metallic materials.
In an embodiment, the straps are arranged such as to form substantially a U-shape.
In an embodiment, the straps are arranged such as to form substantially an L-shape.
In an embodiment, the straps are arranged such as to form a closed loop, with both attaching fastener being attached to the same part of the fuselage structure.
In an embodiment the fuel storage tank is made of composite or metal.
In an embodiment, the first absorption elements and/or the second absorption elements are made of materials including one or more of: metallic, aluminum alloys titanium alloys; or made of composite material such as epoxy resin, foam; and combinations thereof.
A metallic absorption element provides a damage
propagation/distribution which helps dissipating energy more efficiently by plastic deformation which takes place during crushing of the element, or elements, during a crash event.
A composite absorption element provides a damage propagation/distribution which helps dissipating energy more efficiently by means of collapsing, tearing or bearing which takes place during crushing of the element, or elements, during a crash event. In the particular case of composite absorption elements, some specific composite such as foam or honeycomb shaped core are able to provide collapsing, tearing or bearing capacities combined with plastic deformation capacities.
In an embodiment, the first and/or second absorption elements are made of carbon, glass, aramid and/or Ultra-High-Molecular-Weight Polyethylene (UHMWPE) fibers combined with high-performance epoxy resins and/or special foams.
In an embodiment, the first absorption elements and/or the second absorption elements: are configured to undergo plastic deformation during a crash event; and/or are configured to collapse and/or tear out during a crash event.
In the embodiment where the first absorption elements and/or the second absorption elements are configured to undergo plastic deformation, said absorption elements are may be made of metal and are able to dissipate energy in such a way that it ensures a propagation/distribution of damage due to a crash event. In a particular embodiment, the first absorption elements and/or the second absorption elements are one or more cylindrically shaped portions.
In an embodiment, the floor comprises a panel and supporting elements, wherein the supporting elements comprise a plurality of longitudinal beams extending in the longitudinal direction and a plurality of transversal beams extending perpendicularly to the longitudinal beams; wherein the longitudinal beams are connected to the transversal beams and one or more transversal beams are connected to the fuselage structure.
Advantageously, the structure of the floor according to this embodiment provides increased rigidity and resistance of the floor in order to withstand loads generated by a crash event. In particular, the stability is enhanced thanks to the overall distribution of the supporting elements along both the longitudinal direction and the perpendicular direction.
In an embodiment, the longitudinal beams and the transversal beams are equally and homogeneously distributed along the floor in order to provide even resistance capacities to the surface defined by the floor. In an embodiment, the longitudinal beams and the transversal beams are unequally distributed along the floor.
In an embodiment, the floor is substantially flat and both the longitudinal beams and transversal beams are substantially straight. In an embodiment, the floor is curved, the longitudinal beams are substantially straight and the transversal beams are curved and extend in the plane perpendicular to the longitudinal direction. In particular, the curved floor has a higher resistance with respect to a flat floor which provides better support to compression loads arisen during a crash event.
In an embodiment, the floor is made of composite material and/or metal.
In an embodiment, the cushioning element comprises a plurality of cushioning portions configured to be assembled with each other. In this particular embodiment, the plurality of cushioning portions facilitate the installation and transport of the cushioning element. In an embodiment the cushioning portions have similar cross-sections, thus providing a substantially continuous surface when assembled with each other.
In an embodiment, the cushioning element comprises a single cushioning portion. In an embodiment, the cushioning portion is substantially of the size of the fuel storage tank.
In an embodiment, the cushioning element is concave-shaped.
In an embodiment, a first portion of the cushioning element has a shape that substantially matches with the concave shape of the fuselage structure. In particular, the curvature of both the first portion of the cushioning element and the fuselage structure match.
In an embodiment, a second portion of the cushioning element has a shape that substantially matches with the shape of the fuel storage tank. In particular, the curvature of both the second portion of the cushioning element and the fuel storage tank match.
In an embodiment, the cushioning element comprises foam, a permanent inflatable means or temporary inflatable means, such as a balloon,
In an embodiment where the cushioning element comprises foam. The foam may have a specific density in order to adapt the stiffness mechanical properties of the cushioning element to a desired behavior. In that sense, the cushioning element of this embodiment helps minimizing the stress level generated over the fuel storage tank surface area.
In some particular embodiments, the cushioning element is fully made of foam.
In other particular embodiments, only the outer surface of the cushioning element is made of foam.
In an embodiment, the cushioning element has a specific thickness which allow said cushioning element to enter in direct contact with the surface area of the fuel storage tank in case of a crash event. The specific thickness of the cushioning element is the thickness, or distance, which is comprised in the available space between the floor and the fuel storage tank.
In an embodiment, where the cushioning element comprises permanent inflatable means, said permanent inflatable means are made of pneumatic material such as inflatable panels. The permanent inflatable means are filled to a particular pressure in order to ensure the function of loads transfer from the cushioning element to the floor while minimizing the stress level generated over the surface area of the fuel storage tank.
In an embodiment, both foam and permanent inflatable means can be combined as a particular embodiment. In a particular embodiment, the foam has a low stiffness value in order to protect the surface area of the fuel storage tank and the permanent inflatable means have a low to medium stiffness value.
In an embodiment where the cushioning element comprises temporary inflatable means such as airbags, said temporary inflatable only inflates in case of a crash event through a pyrotechnic system or similar.
In an embodiment, the cushioning element includes an airbag with a regulation valve in order to control overpressure and absorb kinetic energy, for example, by gas expansion.
In an embodiment, the aircraft fuselage section comprises a substantially cylindrical upper shell configured to maximize fuel tank storage capacity and a substantially vertical elliptical lower shell to enhance the crashworthiness capabilities of the fuselage structure to transfer the compression loads arisen during the crash event.
In an embodiment, the crash absorption assembly are connected to the fuselage structure at a lower side of the floor, at the fuselage inner side, at the inner side of the plurality of frames, or any combination thereof.
In a second inventive aspect, the present invention provides an aircraft comprising an aircraft fuselage section according to any embodiment of the first inventive aspect of the invention.
In an embodiment, the lower part of the fuselage of the aircraft has an elliptical shape in order to improve load transfer to the fuselage frames and the more circular upper part of said fuselage. The elliptical shape improves the crashworthiness performance of the fuselage structure.
All the features described in this specification (including the claims, description and drawings) and/or all the steps of the described method can be combined in any combination, with the exception of combinations of such mutually exclusive features and/or steps.
These and other characteristics and advantages of the invention will become clearly understood in view of the detailed description of the invention which becomes apparent from embodiments of the invention, given just as examples and not being limited thereto, with reference to the drawings.
The crash absorption assembly (5) comprises a plurality of first absorption elements (5.1) and a plurality of second absorption elements (5.2) distributed along the longitudinal direction (X). The plurality of first absorption elements (5.1) and the plurality of second absorption elements (5.2) being configured for dissipating and distributing energy in order to limit the transfer of energy to the first fuel storage tank (11) in case of a crash plane.
As shown in
The first absorption elements (5.1) may be strips, bars or other deformable structures that have a width corresponding to a width of a frame to which the first absorption element corresponds. The first absorption elements may be mounted to the corresponding frame and have upper surfaces which support the cushioning element. The first absorption elements may be aligned in a plane perpendicular to the longitudinal direction (X).
The second absorption elements (5.2) extend substantially along the longitudinal direction (X) and are in gaps between successive ones of the frames. The second absorption elements (5.2) may substantially fill or fill a majority of the gaps between successive frames in a region between the cushioning element and the skin.
In the particular embodiment depicted in
In an embodiment, the first absorption elements (5.1) and/or the second absorption elements (5.2) are formed of materials that include one or more of: metallic, aluminum alloys or titanium alloys; and/or composite material, such as epoxy resin, foam or any combination thereof; or any combination thereof.
In an embodiment, the first absorption elements (5.1) and/or the second absorption elements (5.2) are configured to undergo plastic deformation during a crash event and/or are configured to collapse and/or tear out during a crash event.
In an embodiment, the set-up of the elements of the invention is responsible for the fuel storage tank (11) getting in contact with the cushioning element (4) before the fuselage structure does with the crash absorption elements (5). In another embodiment, these elements enter in contact at the same time in case of a crash event or in an opposite way with respect to the previous embodiment, that is the fuselage structure enters first in contact with the crash absorption elements (5) and then the fuel storage tank (11) gets in contact with the cushioning element (4). In an embodiment, the mentioned elements are arranged with the appropriate gaps there between to define the desired sequence of contacts.
In the embodiment shown in
Also in the embodiment shown in
In other embodiments, not shown in
In an embodiment, the protective layer (6) is made of an elastomeric material.
In some embodiments, the plurality of frames of the fuselage structure has a rounded shape as shown in
In an embodiment, the aircraft fuselage section comprises a substantially cylindrical upper shell configured to maximize fuel tank storage capacity and a substantially vertical elliptical lower shell to enhance the crashworthiness capabilities of the fuselage structure to transfer the compression loads arisen during the crash event.
In other embodiments not shown, the cushioning element (4) is made of one portion which covers the length required.
In an embodiment, as shown in
In an embodiment, the cushioning element (4) comprises foam, permanent inflatable means or temporary inflatable means.
In an embodiment where the cushioning element (4) comprises foam, wherein the foam has different ranges of density to adapt the stiffness mechanical properties of the cushioning element (4) to a desired behavior. In that sense, the cushioning element (4) helps minimizing the stress level generated over the fuel storage tank surface area during the braking off. In some particular embodiments, the cushioning element (4) is fully made of foam. In other particular embodiments, only the outer surface of the cushioning element (4) is made of foam. In both particular embodiments, the cushioning element (4) has a specific thickness which allows said cushioning element (4) to enter in direct contact with the fuel storage tank in case of a crash event.
In an embodiment where the cushioning element (4) comprises permanent inflatable means, said permanent inflatable means are made of pneumatic material such as inflatable panels. The permanent inflatable means are filled to the required pressure in order to ensure the function of loads transfer to the floor (not shown in this figure) while minimizing the stress level generated over the fuel storage tank surface area. In an embodiment, the permanent inflatable means are filled with spheres, or other geometries, made of soft materials.
In an embodiment, both foam and permanent inflatable means can be combined as an embodiment. In an embodiment, the foam has a low stiffness value in order to protect the fuel storage tank surface area and the permanent inflatable means have a low to medium stiffness value. In some further embodiments, the inflatable means also includes an airbag with a regulation valve in order to control overpressure and absorb kinetic energy, for example, by gas expansion.
In an embodiment where the cushioning element (4) comprises temporary inflatable means such as airbags, said temporary inflatable means only inflates in case of a crash event through a pyrotechnic system or similar.
In an embodiment, the floor (3) is made of composite material and/or metal.
As shown in
In an embodiment, the attaching fastener (7) comprises lugs, fittings, rods, band-clamps, straps or any combination thereof. In the particular embodiment depicted in
In the embodiment shown in
While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms “comprise” or “comprising” do not exclude other elements or steps, the terms “a” or “one” do not exclude a plural number, and the term “or” means either or both, unless the disclosure states otherwise.
Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.
| Number | Date | Country | Kind |
|---|---|---|---|
| 23383359.9 | Dec 2023 | EP | regional |
