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Cover
Title Page
Preface
1 Introduction
1. 1.1 Categories and Recovery Modes of the Recovery System
2. 1.2 Present Status of Recovery Technology
2 Analysis of the Working Characteristics of the Parachute System
1. 2.1 Kinetic Model of the Working Process of the Parachute System
2. 2.2 Statistical Distribution of Airdrop Equipment Landing Velocity and Attitude Parameters
3 Self‐inflating Cushioning Airbag Analytical Modeling and Cushioning Characteristic Analysis
1. 3.1 Cushioning Airbag Analytical Modeling
2. 3.2 Double‐chamber Airbag Modeling, Characteristic Calculation and Influencing Factor Analysis
3. 3.3 Cushioning Airbag System Parameter Design and Matching Method
4. 3.4 Cushioning Airbag Parameter Optimization Based on Analytical Model
4 Equipment‐airbag System Nonlinear Finite Element Modeling and Cushioning Process Simulation
1. 4.1 Explicit Dynamic Finite Element Method
2. 4.2 Equipment‐airbag System Model
3. 4.3 Equipment‐airbag System Landing Cushioning Process Simulation
4. 4.4 High Altitude Airdrop Failure Case Analysis and Countermeasures
5 Test and Verification of Cushioning Characteristics of the Airbag System
1. 5.1 Airbag Launch Test System
2. 5.2 Test Plan Design
3. 5.3 Test Result Analysis and Model Verification
6 Cushioning Airbag Optimization Design and Evaluation
1. 6.1 Airbag System Matching Parameter Sensitivity Analysis
2. 6.2 Surrogate Model‐based Airbag Parameter Optimization Design
3. 6.3 Evaluation of Cushioning Airbag Optimization Design Results
Conclusion
References
Index
End User License Agreement

List of Tables

Chapter 01
1. Table 1.1 Properties of honeycomb structures.
Chapter 02
1. Table 2.1 Random factor distribution parameters.
2. Table 2.2 Transverse speed computational statistics.
3. Table 2.3 Landing velocity and attitude angle distribution.
Chapter 03
1. Table 3.1 Two groups of basic airbag parameters.
2. Table 3.2 Parameters affecting airbag cushioning performance.
3. Table 3.3 Selection of different airbag numbers and diameters.
4. Table 3.4 Some Pareto optimal solutions of the single‐chamber airbag cushioning characteristics multi‐objective optimization.
5. Table 3.5 Dimensionless parameter transformation in airbag application test.
6. Table 3.6 Some Pareto optimal solutions of the double‐chamber airbag cushioning characteristics multi‐objective optimization.
Chapter 04
1. Table 4.1 Vehicle body stress data comparison results.
Chapter 05
1. Table 5.1 Test plan for airbag with normally opened venting hole.
2. Table 5.2 Effective airbag launch test data.
3. Table 5.3 Dimensionless parameter conversion of airbag launch test.
Chapter 06
1. Table 6.1 Optimization variables and change interval.
2. Table 6.2 Comparison of equipment response and airbag performance data before and after optimization.

List of Illustrations

Chapter 01
1. Figure 1.1 Working process of the recovery system. (IED: initiating explosive devices)
2. Figure 1.2 Effect of inclined impact on the ratio of the crushing strength of aluminum honeycomb to the crushing strength of the paper honeycomb.
3. Figure 1.3 Relationship between pressure resistance and deformation of energy absorbing device.
4. Figure 1.4 Working process of braking rocket.
5. Figure 1.5 Venting airbag working schematic diagram.
6. Figure 1.6 Cushioning problems of airbag with a fixed venting hole area.
7. Figure 1.7 Installation position and working principle of the release lock in the airdrop system.
8. Figure 1.8 “Mars Pathfinder” landing capsule and landing cushioning airbag.
9. Figure 1.9 Beagle II airbag system schematic diagram.
10. Figure 1.10 Double‐tour closed airbag.
11. Figure 1.11 Cushioning airbag of the ejectable cockpit of F‐111 Aardvark.
12. Figure 1.12 Comparison of performance of venting airbags.
13. Figure 1.13 Schematic diagram of external view of CEV airbag landing cushioning system (with the left one being designed by ILC and the right one designed by ASNA).
14. Figure 1.14 ExoMars landing cushioning system.
15. Figure 1.15 Control Volume model.
16. Figure 1.16 Comparison of a certain airdrop experiment of the CEV cushioning airbag and the deformation of the simulated airbag.
Chapter 02
1. Figure 2.1 Geometric structure of the parachute.
2. Figure 2.2 Geocentric coordinates and parachute‐payload coordinates.
3. Figure 2.3 Relationship between geocentric coordinates and parachute‐payload coordinates.
4. Figure 2.4 Relationship between airflow coordinates and parachute‐payload coordinates.
5. Figure 2.5 Relationship between geocentric coordinates and flightpath coordinates.
6. Figure 2.6 Structural diagram of the parachute‐payload system in the parachute opening process.
7. Figure 2.7 Structure of unfolded airdrop system.
8. Figure 2.8 Schematic diagram of extraction states.
9. Figure 2.9 Schematic diagram of forces in extraction process.
10. Figure 2.10 The kinetic model of the extraction process.
11. Figure 2.11 Schematic diagram of the deployment process.
12. Figure 2.12 Parachute mass distribution diagram.
13. Figure 2.13 Parachute inflation process schematic diagram.
14. Figure 2.14 Sling system configuration.
15. Figure 2.15 Airdrop equipment parachuting process solution flow chart.
16. Figure 2.16 Airdrop equipment motion trajectory in the aircraft.
17. Figure 2.17 Airdrop equipment speed (windless).
18. Figure 2.18 Airdrop equipment motion trajectory (windless).
19. Figure 2.19 Airdrop equipment overload (windless).
20. Figure 2.20 Airdrop equipment motion pitch angle (windless).
21. Figure 2.21 Airdrop equipment motion pitch angular velocity (windless).
22. Figure 2.22 Airdrop equipment motion speed (windy).
23. Figure 2.23 Airdrop equipment motion trajectory (windy).
24. Figure 2.24 Airdrop equipment overload (windy).
25. Figure 2.25 Airdrop equipment motion attitude angle (windy).
26. Figure 2.26 Airdrop equipment motion angular velocity (windy).
27. Figure 2.27 Parachute‐airdrop equipment system included angle comparison.
28. Figure 2.28 Flow chart of calculating the landing velocities and attitudes of the parachute system with the Monte Carlo method.
29. Figure 2.29 Longitudinal speed parameter sensitivity analysis.
30. Figure 2.30 Vertical speed parameter sensitivity analysis.
31. Figure 2.31 Transverse speed parameter sensitivity analysis.
32. Figure 2.32 Pitch angle parameter sensitivity analysis.
33. Figure 2.33 Inclination angle parameter sensitivity analysis.
34. Figure 2.34 Probability distribution of actually measured wind speed in a region in Gansu.
35. Figure 2.35 Landing velocity and attitude angle distribution calculation process.
36. Figure 2.36 Transverse speed statistical analysis.
37. Figure 2.37 Landing velocity and attitude angle statistical analysis.
Chapter 03
1. Figure 3.1 Typical airdrop process of self‐inflating cushioning airbag. (a) Falling and inflating process (b) Landing cushioning process.
2. Figure 3.2 Schematic diagram of small thin‐walled hole.
3. Figure 3.3 Impact of initial pressure on the airbag cushioning characteristics.
4. Figure 3.4 Impact of initial landing speed on the airbag cushioning characteristics.
5. Figure 3.5 Impact of load mass on the airbag cushioning characteristics.
6. Figure 3.6 Impact of venting hole area on the airbag cushioning characteristics.
7. Figure 3.7 Impact of venting hole area on the airbag cushioning characteristics.
8. Figure 3.8 Schematic diagram of simplified model of double‐chamber airbag.
9. Figure 3.9 Impact of initial air pressure on airbag cushioning characteristics.
10. Figure 3.10 Impact of auxiliary airbag venting hole area on airbag cushioning characteristics.
11. Figure 3.11 Impact of area of vent between main airbag and auxiliary airbag venting hole on airbag cushioning characteristics.
12. Figure 3.12 Impact of ratio of auxiliary airbag volume to main airbag volume on airbag cushioning characteristics.
13. Figure 3.13 Impact of load mass on airbag cushioning characteristics.
14. Figure 3.14 Impact of initial landing speed on airbag cushioning characteristics.
15. Figure 3.15 Change curve of cushioning performance relative to venting hole parameter.
16. Figure 3.16 Airbag parameter matching diagram (Z = 10).
17. Figure 3.17 Airbag parameter matching diagram (Z = 1.86).
18. Figure 3.18 Airbag parameter matching diagram (Z = 3.75).
19. Figure 3.19 Airbag parameter matching diagram (Z = 6).
20. Figure 3.20 Airbag parameter matching diagram (Z = 15).
21. Figure 3.21 Airbag parameter matching diagram (Z = 30).
22. Figure 3.22 Impact of initial landing speed on airbag cushioning characteristics.
23. Figure 3.23 Parameter configuration diagram with different load parameters.
24. Figure 3.24 Airbag parameter configuration diagram with the venting hole opening pressure of 0.13 MPa (Z = 10).
25. Figure 3.25 Airbag configuration diagram with fabric extension taken into consideration (Z = 3.75).
26. Figure 3.26 Airbag configuration diagram with fabric extension taken into consideration (Z = 6).
27. Figure 3.27 Airbag configuration diagram with fabric extension taken into consideration (Z = 10).
28. Figure 3.28 Airbag configuration diagram with fabric extension taken into consideration (Z = 15).
29. Figure 3.29 Airbag configuration diagram with fabric extension taken into consideration (Z = 30).
30. Figure 3.30 Basic airbag design process.
31. Figure 3.31 Designed airbag cushioning characteristic simulation.
32. Figure 3.32 Airbag optimization design process diagram.
33. Figure 3.33 Comparison of single‐chamber airbag optimization results.
34. Figure 3.34 Comparison of double‐chamber airbag optimization results.
Chapter 04
1. Figure 4.1 Explicit time integration method process.
2. Figure 4.2 Airbag system structure.
3. Figure 4.3 Finite element model of single airbag.
4. Figure 4.4 Schematic diagram of master surface and slave node contact model.
5. Figure 4.5 Vehicle body and airbag contact model principle.
6. Figure 4.6 Contact mechanics model and contact stiffness function. (a) Contact mechanics model; (b) Contact stiffness function.
7. Figure 4.7 Normal landing working condition time characteristic curve.
8. Figure 4.8 Equipment airdrop system nonlinear finite element model verification.
9. Figure 4.9 Results of comparison of impact acceleration in different positions of the vehicle body structure. (a) Engine body. (b) Vehicle body roof deck in front of the turret. (c) Rear bulkhead bottom deck in the engine Room. (d) Horizontal side deck on the left of the pilot.
10. Figure 4.10 Equipment attitude angle change.
11. Figure 4.11 Attitude angle probability density function.
12. Figure 4.12 High altitude vertical landing simulation results (a) Landing impact acceleration. (b) Residual kinetic energy of the system. (c) Airbag internal pressure. (d) Landing speed.
13. Figure 4.13 Simulation results of vertical airdrop landing on plain conditions. (a) Landing impact acceleration. (b) Residual kinetic energy of the system. (c) Airbag internal pressure. (d) Landing speed.
14. Figure 4.14 Simulation results of high altitude airdrop landing with attitude angle. (a) Landing Impact acceleration. (b) Residual kinetic energy of the system. (c) Airbag internal pressure. (d) Landing speed.
15. Figure 4.15 Reproduction of overturning in high altitude airdrop.
16. Figure 4.16 Simulation results of standard atmosphere airdrop landing with attitude angle. (a) Landing impact acceleration. (b) Residual kinetic energy of the system. (c) Airbag internal pressure. (d) Landing speed.
17. Figure 4.17 Standard atmosphere airdrop landing cushioning process.
18. Figure 4.18 Simulation results of plateau airdrop at the falling speed of 6.7 m/s. (a) Impact acceleration in plateau airdrop at a falling speed of 6.7 m/s. (b) System residual kinetic energy in plateau airdrop at the falling speed of 6.7 m/s.
19. Figure 4.19 Airdrop simulation results at the falling speed of 6.7 m/s and with an attitude angle of 5°. (a) Airdrop impact acceleration at the falling speed of 6.7 m/s and with an attitude angle of 5°. (b) Airdrop residual kinetic energy at the falling speed of 6.7 m/s and with an attitude angle of 5°.
Chapter 05
1. Figure 5.1 Airbag launch device.
2. Figure 5.2 Mechanical hook device.
3. Figure 5.3 Cylindrical airbag. (a) Airbag with normally opened venting hole. (b) Airbag with bonded venting hole.
4. Figure 5.4 Balance weight base.
5. Figure 5.5 Balance weight block.
6. Figure 5.6 Installation of pressure sensor.
7. Figure 5.7 Installation of acceleration sensor.
8. Figure 5.8 Hardware of test system.
9. Figure 5.9 Measuring program flow chart.
10. Figure 5.10 Signal acquisition tool interface made using LabView software.
11. Figure 5.11 High‐speed camera system.
12. Figure 5.12 Test airbag cushioning process screenshot.
13. Figure 5.13 Test data processing process.
14. Figure 5.14 Data processing program written with ICE‐flow software.
15. Figure 5.15 Comparison of cushioning characteristics in Test 2 and Test 3 (with different initial landing speeds).
16. Figure 5.16 Comparison of cushioning characteristics in Test 4 and Test 5 (with different initial landing speeds).
17. Figure 5.17 Comparison of cushioning characteristics in Test 6 and Test 7 (with different initial landing speeds).
18. Figure 5.18 Comparison of cushioning characteristics in Test 8, Test 9 and Test 10 (with different initial landing speeds).
19. Figure 5.19 Comparison of cushioning characteristics in Test 1, Test 2 and Test 4 (with different load mass).
20. Figure 5.20 Comparison of cushioning characteristics in Test 3 and Test 5 (with different load mass).
21. Figure 5.21 Comparison of cushioning characteristics in Test 6 and Test 8 (with different load mass).
22. Figure 5.22 Comparison of cushioning characteristics in Test 7 and Test 9 (with different load mass).
23. Figure 5.23 Comparison of cushioning characteristics in Test 6‐1 and Test 6‐0 (with venting hole being bonded and opened).
24. Figure 5.24 Comparison of cushioning characteristics in Test 7‐1 and Test 7‐0 (with venting hole being bonded and opened).
25. Figure 5.25 Comparison of cushioning characteristics in Test 8‐1 and Test 8‐0 (with venting hole being bonded and opened).
26. Figure 5.26 Comparison of cushioning characteristics in Test 9‐1 and Test 9‐0 (with venting hole being bonded and opened).
27. Figure 5.27 Comparison of cushioning characteristics in Test 10‐1 and Test 10‐0 (with venting hole being bonded and opened).
28. Figure 5.28 Impact of initial landing speed on maximum overload.
29. Figure 5.29 Comparison of airbag cushioning simulation results and Test 7‐0 results.
30. Figure 5.30 Comparison of airbag cushioning simulation results and Test 9‐0 results.
31. Figure 5.31 Comparison of airbag cushioning simulation results and Test 10‐0 results.
32. Figure 5.32 Airbag parameter matching diagram verification (Z = 45.9).
33. Figure 5.33 Airbag parameter matching diagram verification (Z = 63.8).
Chapter 06
1. Figure 6.1 Airbag system matching parameter sensitivity analysis.
2. Figure 6.2 Schematic diagram of surrogate model construction process.
3. Figure 6.3 Surrogate model‐based optimization technique.
4. Figure 6.4 Schematic diagram of Latin hypercube design. (a) Uniform Latin hypercube design. (b) Extended uniform Latin hypercube design.
5. Figure 6.5 Polynomial function surrogate model fitted with least square method and error analysis. (a) Polynomial function surrogate model fitted with least squares method. (b) Sampling point error analysis.
6. Figure 6.6 Polynomial function surrogate model fitted with moving least squares method and error analysis. (a) Polynomial function surrogate model fitted with moving least squares method. (b) Sampling point error analysis.
7. Figure 6.7 Surrogate model fitted with radial basis function as interpolation function and error analysis. (a) Surrogate model fitted with radial basis function as interpolation function. (b) Sampling point error analysis.
8. Figure 6.8 Objective function convergence process.
9. Figure 6.9 Communication hole area parameter optimization process.
10. Figure 6.10 Venting hole area parameter optimization process.
11. Figure 6.11 Comparison of parameters before and after optimization. (a) Comparison of equipment speed before and after optimization. (b) Comparison of equipment impact acceleration before and after optimization.

Pages

This edition first published 2017
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Airdrop Recovery Systems with Self-inflating Airbag

Modeling and Analysis